Ford Kuga 2012-2019 Service Repair and maintenance manual, oil and filter change procedure, wiring diagrams, engine and transmission diagnostics, error codes, fuse locations. The manual can be downloaded in PDF format for free
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ON THE CONVEYOR: from 2012 to 2019
BODY: 5‑door station wagon (SUV)
ENGINES: gasoline, P4, 1.5 l (150 and 182 hp); 1.6 l (150 and 182 hp); 2.5 l (150 hp); diesel, P4, 2.0 l, (140 hp)
GEARBOX: M5, M6, A6, P6
DRIVE: front, full
RESTYLING: 2016 - update of head optics, lights, radiator grille, hood, trunk lids, front and rear bumpers; refreshed center console and steering wheel; new design of some trim parts and rims; new options have appeared; the engine range was revised: a diesel was assembled from it, and instead of a supercharged gasoline engine 1.6 EcoBoost, a 1.5 engine appeared.
CRASH TESTS: 2012 Euro NCAP; overall rating - 5 stars: protection of adult passengers - 94%; child protection, 86%; pedestrian protection - 70%; security protection systems - 100%.
1. EcoBoost 1.5 and 1.6 supercharged gasoline engines are based on the successful and time-tested Duratec 1.6 Ti-VCT aspirated engine. Their different power depends only on the software. Engines are not as reliable and unpretentious as their progenitor. At the same time, EcoBoost 1.6, which was available only for the “pre-reform” Kug, is much more capricious than its successor 1.5, which settled under the hood of restyled cars.
Supercharged motors are characterized by high heat load and are extremely sensitive to overheating. This was the reason for the recall campaign for the 1.6 engine. It covered machines produced from May 2012 to December 2014. There is a risk of local overheating of the cylinder head with the formation of cracks through which oil can break through into the engine compartment and ignite (one of the Moscow dealers is familiar with such a burnt man). As part of the recall campaign, the cylinder head is inspected and the engine cooling system is modernized: a new expansion tank with an antifreeze level sensor (including the sensor switching unit), a wiring harness, pipes are installed, the engine control module and instrument panel are reflashed, and the thermostat is also changed on certain cars.
In many 1.6 engines, the cylinder block suffered due to overheating (antifreeze got into them) and cracks appeared in the head around the valve seats!
An antifreeze level sensor is necessary, since during the initial stage of overheating, the 1.6 engine first of all drops the coolant level. The sensor transmits the corresponding signal to the “brains” of the motor, and it goes into emergency mode, which excludes a further increase in temperature.
EcoBoost 1.6 has another flaw. On modifications with a machine gun, one of the motor wiring harnesses frays over time on the box body, causing a variety of malfunctions, depending on which wires are damaged.
EcoBoost 1.5, which appeared later, no longer had serious cooling problems, but did not get rid of other design miscalculations common to the entire family.
Both EcoBoost engines have direct injection, so they are very sensitive to fuel quality. And the manufacturer further weakened the already weak point, allowing the “ninety-second” to be filled in. Therefore, clogging of nozzles on short runs, which provokes the appearance of an error signaling a lean mixture, has long been common for these engines. And only in recent years there have been significantly fewer complaints of such malfunctions.
The Duratorq 2.0 diesel engine is a development of the PSA concern. Compared to competitors, it has a good reputation, except that attachments can be annoying.
This diesel engine came to Kuga in modifications for Euro‑5. It has different fuel equipment than, for example, the fourth generation Mondeo. It is extremely sensitive to fuel quality. The most common ailment is the rapid clogging of fuel injectors, which can occur after 50,000 km. It pretends to be difficult to start a cold engine and its uneven operation until it is fully warmed up.
a feature of the engine is the melting of the fuel filter cap equipped with a heater. A similar situation is typical for cars of French models equipped with this diesel engine. The repair kit includes a new cover and connector, which is also subject to melting. The defect is not tied to a specific mileage and age of the car. Often during the warranty period, the repair kit had to be changed twice.
The 2.5 atmospheric gasoline engine is based on the units of the elderly Duratec HE family and has retained almost all of their features. The 1.8 to 2.5 liter engines belonging to this series are well known from Ford, Mazda (L‑series engines) and Volvo models of previous generations and have established themselves as strong middle peasants in the class. The engine is reliable and has no serious weaknesses, perfectly digests 92nd gasoline and is not prone to a noticeable oil burn, like its predecessors.
Possible engine ailments - leakage of the pan, as well as valve and front covers; throttle sticking, which is treated only by replacing the assembly with a modified one (the defect does not occur only on Kugs of recent years of production).