2011 FORD KUGA park assist

Power assisted steering operating conditionDriving
Parking
Cornering condition
Driving straight ahead
Steering at a steering
lock stop
Steering central/slightly
off center
REFER to NVH
concerns from other
components column D
REFER to NVH
concerns from other
components column C
REFER to NVH
concerns from other
components column B
REFER to NVH
concerns from other
components column A
NVH concerns from other components
NVH concerns from other condition (column A to D) DCBA
Driving Condition
Noise
XOXX
Drive off, stop driving and slow cornering
over uneven roads
Pedal box knocking
XOOX
Drive off, driving and cornering
Stabilizer bar link
knocking
X
X
Drive off, driving, acceleration and
deceleration
Engine support insu-
lator knocking
OOXX
Engine on, activate switch for air condi-
tioning
Air conditioning
knocking
XO
X
Drive off, driving, cornering, acceleration
and deceleration
Suspension knocking
(Subframe, Springs)
X
OX
Drive off, driving, cornering, acceleration
and deceleration
Constant velocity (CV)
joint knocking
X
O
Deceleration, acceleration and single
impact
Washer bottle
XO
O
All driving conditions
Loose suspension
bolts
XXXX
All driving conditions. Engine rpm
dependant
Instrument panel
rattle/squeak
• X = Noise will most likely occur in this operating condition.
• O = Noise can possibly occur in this operating condition.
• Blank = Noise is unlikely to occur in this operating condition.
Step 2: Check for steering system NVH concerns
according to operation condition described at the
customer interview.
Power assisted steering operating condition
Vehicle stationary with engine off
Driving
Parking
Steering at a
steering lock stop
Steering central/
slightly off centre
Steering at a
steering lock
stop
Steering
central/slightly
off center
Steering at a
steering lock
stop
Steering
central/
slightly off
center
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Power assisted steering operating conditionVehicle stationary with engine off
Driving
Parking
REFER to steering
system NVH
concerns column F
REFER to steering
system NVH
concerns column E
REFER to
steering system
NVH concerns
column D
REFER to
steering
system NVH
concerns
column C
REFER to
steering
system NVH
concerns
column B
REFER to
steering
system NVH
concerns
column A
Steering system NVH concerns
Steering System operation condition (column A to F) FEDCBA
Driving condition
Noise
OX
Parking between lock stops, at engine idle and
also increased engine speed
Moan
XXOO
Driving, high engine rpm. Must be present from
new
Whine
OOXX
a) Parking between lock stops. Must be present
from new
Hiss
X
b) Holding steering wheel against lock stops. Must
be present from new
X
X
a) Parking at lock stop. Must be present from new
Lock stop impact
knock
X
b) Parking between lock stops, engine OFF. Must
be present from new
Mechanical knock
(power assisted
steering (PAS) off)
X
c) Parking between lock stops, engine ON (ball
joint knock)
Mechanical Knock
(PAS on)
X
d) Parking into lock stop and release (vehicle with
hydraulic power assisted steering (HPAS) only,
not for vehicles with electro-hydraulic power
assisted steering (EHPAS))
Hammer knock
XO
e) Driving, cobble stones, rough road (clonk). Must
be present from new
Hydraulic knock
(clonk)
XXXOXX
f) Parking, driving. cobble stones and rough roads
Column knock
OXX
O
Mainly driving on rough roads
Column rattle
X
Steering left and right at high frequency. Must be
present from new
Toc-toc
XO
X
When turning steering wheel
Grinding
OX
At engine start, low temperatures below -10°C
only
Zip
• X = Noise will most likely occur in this operating condition.
• O = Noise can possibly occur in this operating condition.
• Blank = Noise is unlikely to occur in this operating condition.
Step 3: According to each identified operating
condition (Column A, B, C, D, E, F), check each possible Steering System NVH concern with the
detail symptom charts below.
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Action
Possible Sources
Symptom
CHECK the installation and
potential damage of the floor
seal.
Floor seal.
NOTE:
Engine speed at idle
turning the steering wheel slowly
lock to lock.
Power steering system hiss noise
– a high frequency, continuous
rush or swish noise like escaping
air from a balloon. Hiss occurs
while turning between the
steering lock stops, all steering
angles. Noise does not change
with engine rpm and is worse at
high operating temperatures. Certain amount of noise level
acceptable, not a safety critical
item.
Power steering gear valve
design.
Certain amount of noise level
acceptable, not a safety critical
item.
Power steering system hydraulic
design.
Certain amount of noise level
acceptable, not a safety critical
item.
Power steering pump pressure
relief valve.
NOTE:
Engine speed at idle
holding the steering wheel
against a steering lock for three
seconds. Do not hold for more
than five seconds.
Power steering system hiss noise
– a continuous noise like
escaping air occurs while holding
the steering against a steering
lock stop.
Power Steering Lock Stop Impact Knock
Noise
Test Condition
Listen for steering knock noise with the engine
speed at idle in the following test conditions (noise
also apparent with engine off). 1. Turn the steering wheel to the left-hand and
right-hand steering locks and listen for the
impact noise.
Action
Possible Sources
Symptom
Certain amount of noise level
acceptable, not a safety critical
item.
Power steering gear mechanical
noise, metal to metal at end of
steering travel.
Power steering system knock
noise – a heavy loud sound like
a knock on a door that occurs in
parking condition when hitting the
lock stop.
Power Steering Mechanical Knock Noise
(PAS off)
Test Condition
Listen for steering knock noise with the engine off
in the following test conditions (no power assist). 1. Turn the steering wheel 90 degrees to the right,
hold and then quickly release.
2. Turn the steering wheel 90 degrees to the left, hold and then quickly release.
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Action
Possible Sources
Symptom
Certain amount of noise level
acceptable, not a safety critical
item.
Power steering return lines.
Power steering system knock/
clonk noise – sounds almost
identical to column knock that
occurs when driving and
cornering over cobbled stones or
rough roads. Noise may appear
to emanate from a location closer
to the floor than that for column
knock (Sounds like metallic noise
but is created by pressure
impulse in gear and return line –
similar to a sound like quickly
turning off a water tap). Certain amount of noise level
acceptable, not a safety critical
item.
High power assist gain of power
steering gear valve (steering gear
design - no quality issue).
Certain amount of noise level
acceptable, not a safety critical
item.
High power steering pump flow
rate (by design).
Power Steering Column Knock Noise
Test Condition
Listen for steering knock noise in the following test
conditions with windows closed. 1. Drive over cobbled stones at low speed 16-40
km/h (10-25 mph) with and without steering
input carefully listening for knock sounds.
2. Drive over straight tar strips, road rails or 25 mm tall harshness strips at low speed 16-40 km/h
(10-25 mph) both driving straight and with
moderate cornering.
Action
Possible Sources
Symptom
CHECK the steering column
retaining bolts and attachments
to the steering column and
secure if necessary.
Steering column or steering
column shaft.
Power steering system column
knock noise – a loose sounding
rattle or vibration coming from the
column. Noticeable by hearing
and touch. Check steering column and
intermediate shaft for free play or
loose components.
REFER to:
Steering System (211-
00 Steering System - General
Information, Diagnosis and
Testing).
Power Steering Toc-Toc Noise
Test Condition
Listen for steering toc-toc noise with the engine
speed at idle and the vehicle parked, automatic
transmission in "P" (PARK) or manual transmission
in neutral and the windows closed. 1. Turn the steering wheel from left to right abruptly
changing direction.
2. Drive the vehicle for low speed parking manoeuvres constantly changing steering
direction.
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Instrument Cluster
Refer to
Wiring Diagrams Section 413-01, for
schematic and connector information. General Equipment
The Ford approved diagnostic tool
Inspection and Verification
1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanical
or electrical damage.
Visual Inspection Chart Electrical
Mechanical
– Fuse(s)
– Wiring harness
– Electricalconnector(s)
– Instrument cluster
– Light emitting diode(s) (LED)(s)
– Engine oil filter
– Engine oil level
–
Engine coolant level
– Oil pressure switch
– Engine coolant level
– Coolant thermostat
– Engine coolant temperature (ECT)
sensor
– Fuel gauge
– Collapsed or damaged fuel tank
– Recirculation hose
– Fuel tank filler pipe/hose
– Indicated fuel level
– Fuel lines
– Fuel tank filler cap
– Fuel filter (external to the fuel tank)
– Fuel tank
– Door adjustment
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible)
before proceeding to the next step.
4. NOTE: If none of the following warning indicators are operating correctly this may
indicate a concern with the central junction
box (CJB). If only one or two of the following
warning indicators are not operating
correctly this may indicate an instrument
cluster concern. Verify the following warning indicators are
working correctly:
• Charging.
• Turn signals.
• Headlamps.
5. If the cause is not visually evident, verify the symptom and refer to the diagnostic tab within
the Ford approved diagnostic tool.
Configuration of the Instrument Cluster
The instrument cluster is a programmable module,
which must be configured by selecting the
Programmable Module Installation Routine on the
Ford approved diagnostic tool.
NOTE: When the new instrument cluster has been
configured with the odometer value, its
configuration cannot be decreased or matched. A
new configuration will result in an increase in the
displayed odometer value by a minimum of two
units.
NOTE: The odometer value must be recorded from
the original instrument cluster before removal.
If the odometer value cannot be obtained from
the original instrument cluster (display failure)
the customer should supply the approximate
value.
The following features will need to be configured
when a new instrument cluster is installed:
• Anti-lock Brake System (ABS)
• All wheel drive
• Keyless vehicle entry
• Electronic power assisted steering
• Trip computer
• Voice control
• Parking aid
• Belt minder
• Safety belt not fastened
• Right hand drive
• Overspeed warning
• Reverse warning
• Turbocharger boost pressure
• Speed control
• Auxiliary heater
• Suspension control
• Washer fluid sensor G1054964en
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Instrument Cluster
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Brake System
General EquipmentPressure/vacuum gauge set
The Ford approved diagnostic tool
The brake system operates by transferring effort
applied to the brake pedal by the driver to the
brakes at each wheel.
The braking effort is distributed to each wheel,
using a hydraulic system. The system is assisted
using a vacuum brake booster that reduces pedal
effort and increases hydraulic pressure.
The parking brake operates on the rear wheels
and is applied using a hand operated control.
Inspection and Verification
NOTE: Before carrying out any diagnosis, make
sure that the brake system warning indicator is
functional.
1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanical or electrical damage.
Visual Inspection Chart
Electrical
Mechanical
• Electricalconnector(s)
• Wiring harness(s)
• Switch(es)
• Tire pressure(s)
• Wheels and tires
• Fluid leak(s)
3. If an obvious cause for an observed or reported concern is found, correct the case (if possible)
before proceeding to the next step.
4. If the cause if not visually evident, verify the symptom and refer to the Symptom Chart.
Road Test
Carry out a road test to compare actual vehicle
braking performance with the performance
standards expected by the driver. The ability of the
test driver to make valid comparisons and detect
performance deficiencies will depend on
experience.
The driver should have a thorough knowledge of
the brake system operation and accepted general performance guidelines to make good comparisons
and detect performance concerns.
An experienced technician will always establish a
route that will be used for all brake diagnosis road
tests. The road selected will be reasonably smooth
and level. Gravel or bumpy roads are not suitable
because the surface does not allow the tires to grip
the road equally. Crowned roads should be avoided
because of the large amount of weight shifted to
the low set of wheels on this type of road. Once
the route is established and consistently used, the
road surface variable can be eliminated from the
test results.
Before a road test, get a complete description of
the customer concerns or suspected condition.
From the description, the technician will be able to
match possible causes with symptoms. Certain
components will be identified as possible sources
while others will be eliminated by the evidence.
More importantly, the customer description can
reveal unsafe conditions which should be checked
or corrected before a road test. The description will
also help form the basic approach to the road test
by narrowing the concern to specific components,
vehicle speed or conditions.
Begin the road test with a general brake
performance check. Using the description of the
concern, test the brakes at different vehicle speeds
using both light and heavy pedal pressure.
Determine if the concern is in the front or rear
braking system. First use the foot brake and then
the parking brake. If the condition (i.e. pull,
vibration, pulsation) occurs only on operation of
the parking brake, the concern is in the rear brake
system. If the condition occurs when the foot brake
is depressed, the concern is in the front brake
system.
Avoid locking the brakes and sliding the tires. This
condition will not indicate brake efficiency. A heavily
braked but turning wheel will stop the vehicle in a
shorter distance than locked wheels.
If the concern becomes evident during this check,
make sure it fits the description given before the
road test. If the concern is not evident, attempt to
duplicate the condition using the information from
the description.
If a concern exists, use the Brake System Symptom
Chart in order to isolate it to a specific sub-system
and condition description. From this description, a
list of possible sources can be used to further
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4. Remove the vacuum hose from the brakebooster. Manifold vacuum should be available
at the brake booster end of the hose with the
engine at idle speed and the transaxle in the
NEUTRAL position. Make sure that all unused
vacuum outlets are correctly capped, hose
connectors are correctly secured and vacuum
hoses are in good condition. When it is
established that manifold vacuum is available
to the brake booster, connect the vacuum hose
to the brake booster and repeat Step 3. If no
downward movement of the brake pedal is felt,
install a new brake booster.
5. Operate the engine a minimum of 10 seconds at approximately 1200 rpm. Stop the engine and
let the vehicle stand for 10 minutes. Then, apply
the brake pedal with approximately 89 N (20 lb)
force. The pedal feel (brake application) should
be the same as that noted with the engine
operating. If the brake pedal feels hard (no
power assist), install a new vacuum check valve
and then repeat the test. If the brake pedal still
feels hard, install a new brake booster. If the
brake pedal movement feels spongy, bleed the
brake system. REFER to: (206-00 Brake System
- General Information)
Brake System Bleeding (General Procedures),
Brake System Pressure Bleeding (General
Procedures),
Component Bleeding (General Procedures).
Brake Master Cylinder
Usually, the first and strongest indicator of anything
wrong with the braking system is a feeling through
the brake pedal. In diagnosing the condition of the
brake master cylinder, check pedal feel as
evidence of a brake concern. Check for the red
brake warning indicator illumination and the fluid
level in the master cylinder reservoir.
Normal Conditions
The following conditions are considered normal
and are not indications that the brake master
cylinder is in need of service.
– Modern brake systems are not designed to
produce as hard a pedal effort as in the past.
Complaints of light pedal efforts should be compared to pedal efforts of another vehicle, of
the same model and year.
– During normal operation of the brake pedal, the fluid level in the reservoir will rise during brake
pedal application and fall during release. The
net fluid level (i.e., after brake pedal application
and release) will remain unchanged.
– A trace of brake fluid will exists on the brake booster shell below the master cylinder
mounting flange. This results from the normal
lubricating action of the master cylinder bore
end seal.
– The fluid level will fall with brake shoe and lining wear.
Abnormal Conditions
NOTE: Prior to performing any diagnosis, make
sure the brake system warning indicator is
functional.
Changes in brake pedal feel or travel are indicators
that something could be wrong with the braking
system. The diagnostic procedure and techniques
use brake pedal feel, warning indicator illumination
and low brake fluid level as indicators in diagnosing
braking system concerns. The following conditions
are considered abnormal and indicate that the
brake master cylinder is in need of service.
– The brake pedal goes down fast. This could be caused by an external or internal leak.
– The brake pedal eases down slowly. This could be caused by an external or internal leak.
– The brake pedal is low and or feels spongy. This condition may be caused by no fluid in the brake
master cylinder reservoir, reservoir cap vent
holes clogged or air in the hydraulic system.
– The brake pedal effort is excessive. This may be caused by a bind or obstruction in the pedal
or linkage, clogged fluid control valve or
insufficient booster vacuum.
– The rear brakes lock up during light pedal force. This may be caused by incorrect tire pressures,
grease or fluid on the brake shoes and linings,
damaged brake shoes and linings, incorrectly
adjusted parking brake, or damaged or
contaminated brake pressure control valves.
– The brake pedal effort is erratic. This condition could be caused by a brake booster malfunction,
extreme caliper piston knock back or incorrectly
installed brake shoes and linings.
– The red brake warning indicator is ON. This may be caused by low fluid level, ignition wire routing
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