NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION General Information TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC TABLE OF CONTENTS Introduction Course Objectives . . . . . . . . . . . . . . . . . . . . . . . . 2 Acronyms and Abbreviations . . . . . . . . . . . . . . . . 3 Customer Features . . . . . . . . . . . . . . . . . . . . . . . . 9 Engines and Specifications . . . . . . . . . . . . . . . . . 11 Service Information Lubricants and Fluids . . . . . . . . . . . . . . . . . . . . . 13 Smart Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Technical Specifications Vehicle Dimensions . . . . . . . . . . . . . . . . . . . . . . 16 Identification Codes Vehicle Identification Number (VIN) . . . . . . . . . . 18 Engine and Transmission Numbers . . . . . . . . . . 20 Vehicle Recovery Jump Start Terminals . . . . . . . . . . . . . . . . . . . . . 21 Jacking Points . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Emergency Park Release . . . . . . . . . . . . . . . . . . 23 Electric Park Brake – Emergency Release . . . . . 24 NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.1 INTRODUCTION Course Objectives At the end of the course, technicians will be able to: • Identify and describe new components and systems unique to the Jaguar F-TYPE • Understand the principles of: General Information • Customer Features • Technical Specifications • Vehicle Identification Codes • Service and Maintenance Information • Jacking / Lifting and Vehicle Recovery • • • • • • • • • • • • • • • • • • • • • • • Online Course Evaluation Class participants are encouraged to fill out an online evaluation for this course. The Jaguar evaluation is available at: http://www.hostedsurvey.com/takesurvey. asp?c=JLRUSJAG1 The information provided in the evaluations is kept confidential and will only be used to improve training activities. Your prompt response will be appreciated. • Your feedback is extremely important to us! Body Systems Deployable Rear Spoiler Folding Roof Frameless Door Glass Deployable Door Handles Security and Locking Electrical Systems Dual Battery System Quiescent Current Control Module Module Locations Network Topology Infotainment System Climate Control Systems Electric Deployable Center Vents Climate Control Panel Chassis Systems Suspension Adaptive Damping JaguarDrive Control Brakes Electric Park Brake Rear Electric Differential Powertrain Systems V6 3.0L S/C Engine Active Exhaust System ZF 8HP Transmission Hydraulic Impulse Storage (HIS) Transmission Control Switch 1.2 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction INTRODUCTION Acronyms and Abbreviations The following acronyms and abbreviations are used in this training manual. Most of them conform to J1930 standards. Acronym Definition or Description AAM Audio Amplifier Module A/C Air Conditioning ABS Anti-Lock Braking System AGM Absorbent Glass Mat APP Accelerator Pedal Position (Sensor) ATCM Automatic Temperature Control Module BJB Battery Junction Box BMCM Blindspot Monitoring Control Module BMS Battery Monitoring System Acronym Definition or Description ISS Intelligent Stop/Start System JDC JaguarDrive Control™ KVM Keyless Vehicle Module LED Light-Emitting Diode LF Low-Frequency LH Left-Hand LHD Left-Hand Drive LIN Local Interconnect Network MAP Manifold Absolute Pressure (Sensor) CAN Controller Area Network MAPT Manifold Absolute Pressure and Temperature CCF Car Configuration File MOST Media Oriented System Transport CJB Central Junction Box MS Medium Speed (CAN) CKP Crankshaft Position (Sensor) NA Normally Aspirated CO2 Carbon Dioxide NAS North American Specification DAR Drive-Away Release NTC Negative Temperature Coefficient DBJB Dual Battery Junction Box DBM Dual Battery Module DDM Driver Door Module DSC Dynamic Stability Control PDI Pre-Delivery Inspection PDM Passenger Door Module PS Pherda Starke (a measure of Horsepower) PWM Pulse Width Modulated DTC Diagnostic Trouble Code QCCM Quiescent Current Control Module ECM Engine Control Module RDCM Rear Differential Control Module EJB Engine Junction Box EMS Engine Management System EPB Electric Park Brake FET Field-Effect Transistor RH Right-Hand RHD Right-Hand Drive RJB Rear Junction Box SC Supercharged FTCM Folding Top Control Module SOC State of Charge GWM Gateway Module SOH State of Health HD Hybrid Digital TCM Transmission Control Module HIS Hydraulic Impulse Storage TCS Transmission Control Switch HO2S Heated Oxygen Sensor HS High Speed (CAN) IAU Immobilizer Antenna Unit IC Instrument Cluster ICP Integrated Control Panel ISCM Integrated Suspension Control Module NP14-FT: 2014 MY F-TYPE Technical Introduction TFT Thin-Film Transistor TIC Transmission Idle Control TOPIx Technical Online Product Information Exchange TSS Tandem Solenoid Starter ULEV Ultra Low-Emissions Vehicle VIN Vehicle Identification Number General Information | 04/15/2013 1.3 OVERVIEW The new Jaguar F-TYPE represents a return to the company’s heart: a two-seat, convertible sports car focused on performance, agility and driver involvement. The F-TYPE is a continuation of a sporting bloodline that stretches back more than 75 years and encompasses some of the most beautiful, thrilling and desirable sports cars ever built. Joining the XK Convertible and Coupe models, the new F-TYPE provides Jaguar with a broader line of sports and GT models. NP14FT178 A true two-seat sports car, the all-new Jaguar F-TYPE combines low vehicle weight, high power and superb aerodynamics to achieve a pure sports car experience infused with Jaguar elegance and luxury. NP14FT179 1.4 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction OVERVIEW The clean, sleek lines of the rear of the F-TYPE are made possible in part by the inclusion of an active rear spoiler that deploys at speed to reduce aerodynamic lift. NP14FT180 The spoiler combines with the hidden automatically deploying door handles to support the design purity. The handles remain flush with the door panel until activated by either unlocking the car with the Smart Key or touching a touch-sensitive area of the handle. Their automatic deployment provides a mechanical ‘handshake’, inviting the driver and passenger to enter. Once the car is moving, the handles retract to leave an uninterrupted aerodynamic surface. NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.5 OVERVIEW Jaguar has innovated the use of aluminum body structures and built the new F-TYPE around its most advanced rigid and lightweight aluminum architecture to date. Jaguar engineers applied more than a decade’s worth of aluminum construction experience to achieve the twin goals for the F-TYPE of low mass and an extremely rigid body. Key to this was the further development of alloy technology. AC300, a 6000-series aluminum alloy, was specifically selected for parts of the F-TYPE to meet these goals. The F-TYPE structure is riveted and bonded, and this manufacturing process emits up to 80% less CO2 compared to that from welding a comparable steel structure. NP14FT181 F-TYPE vs. XK One of the misconceptions about the F-TYPE is that it is a shortened version of the XK, which is not the case. F-TYPE: 51.49 in. (1308mm) XK: 52.32 in. (1329mm) F-TYPE: 175.98 in. (4470mm) XK: 188.74 in. (4794mm) NP14FT198 1.6 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction OVERVIEW Only 28% of the F-TYPE’s structure was carried over from the XK. 28% CARRYOVER FROM XK 14% STIFFENED, REINFORCED, AND MODIFIED 58% ALL-NEW BODY STRUCTURE NP14FT182 NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.7 OVERVIEW Taking inspiration from fighter jet cockpits, the controls are ergonomically grouped by function. Further aeronautical inspiration can be found in the joystick-shaped SportShift selector used to control the eight-speed transmission. Air vents on top of the dashboard deploy when instructed to by either the driver or complex control algorithms, staying tucked discreetly out of sight in other circumstances. NP14FT185 A grab handle sweeps down the center console on the passenger side, delineating it from the driver’s position and wrapping around the center console. Different finishes in the driver and passenger areas are used, including a different grain on top of the instrument panel and center console than that found on the passenger side. In the S and V8 S models, the main control interfaces – the Engine Start button, steering wheel mounted gearshift paddles, and JaguarDrive Control Switchpack – are highlighted in a brilliant ‘Ignis’ orange finish, similar to that used on the markings on professional divers’ watches. In essence a combination of the Jaguar heritage, design with new technical features, driving dynamics, power and speed, the F-TYPE has been developed to be the most inspiring Jaguar sports car to date. 1.8 General Information | 04/15/2013 NP14FT186 NP14-FT: 2014 MY F-TYPE Technical Introduction OVERVIEW Customer Features With three model options available, the F-TYPE may include the following technology features and market selectable options. Jaguar Handshake Start-Up Sequence Configurable Dual-Color Ambient Lighting Hybrid Digital and Satellite Radio Reception Flat-Bottomed Sports Leather Steering Wheel and Gear Shift Paddles Reverse Traffic Detection with Closing Vehicle Sensing Interior and Exterior Option Packs Occupant Classification System and Pedestrian Contact Sensing * Navigation System Intelligent Stop/Start Latest Technology HID Headlamps with Intelligent High Beam Front and Rear Parking Aids Jaguar Performance Braking System Automatic Climate Control Meridian Surround Sound System 14-Way Fully-Electronic Memory Seats * Not NAS Balanced Weight Distribution Driver-Focused Cockpit Active Center Air Vents Jaguar Sports Shifter Fully-Electronic ‘Z’ Fold Top ‘Dynamic i’ Information Displays Deployable Rear Spoiler Dynamic Launch Control Aluminum Construction Supercharged Powertrains Switchable Active Sports Exhaust 8-Speed Quick Shift Transmission Configurable Dynamic Mode Short Wheelbase Deployable Door Handles 3 Differential Options Selectable Low-Grip Conditions Driving Mode Upgraded Chassis Components Sports Suspension with Adaptive Dynamics NP14FT187 NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.9 OVERVIEW Key Features Differentiation The three models – F-TYPE, F-TYPE S, and F-TYPE V8 S – are differentiated by power, performance, and dynamics. F-TYPE F-TYPE S F-TYPE V8 S 3.0L S/C Engine; 340PS 3.0L S/C Engine; 380PS 5.0L S/C Engine; 495PS Sport Exhaust Active Sport Exhaust Active Sport Exhaust Sport Suspension Sport Suspension with Adaptive Dynamics Sport Suspension with Adaptive Dynamics Jaguar Performance Braking System Jaguar High Performance Braking System Jaguar Super Performance Braking System 18" Wheels 19" Wheels 20" Wheels Open Differential Jaguar Limited Slip Differential Jaguar Active Differential Partial Leather/Suede Cloth Sport Seats Leather Sport Seats Leather Sport Seats Leather Steering Wheel with Black Paddles Leather Steering Wheel with Ignis Paddles Leather Steering Wheel with Ignis Paddles Dynamic Mode Dynamic Mode Configurable Dynamic Mode — — V8 Bodywork Differentiation 1.10 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction OVERVIEW Engines and Specifications Intelligent Stop/Start is standard, delivering fuel economy savings of up to 5%. Dynamic Launch Mode produces a dramatic and rapid acceleration from rest. F-TYPE V8 S F-TYPE S F-TYPE POWER (PS) The engines fitted to the F-TYPE were exclusively designed by Jaguar engineering at the Whitley Engineering Centre and have been supercharged for instant access to high levels of power and torque. The new V6 engine – AJ126 – is a direct replacement for the current AJV6 ‘Cleveland’ engine and shares 71% commonality with its bigger V8 brother, the AJ133. The two engines share an identical installation in the vehicle. ENGINE SPEED (RPM) NP14FT189 AJ126 3.0L V6 AJ133 5.0L V8 NP14FT190 NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.11 OVERVIEW Engine Comparison Specification F-TYPE (3.0L V6) F-TYPE S (3.0L V6) F-TYPE V8 S (5.0L V8) V6; 4 valves per cylinder V6; 4 valves per cylinder V8; 4 valves per cylinder Capacity 2995cc 2995cc 5000cc Compression Ratio 10.5:1 10.5:1 9.5:1 84.5mm x 89mm 84.5mm x 89mm 92.5mm x 93mm 1…4…2…5…3…6 1…4…2…5…3…6 1…5…4…2…6…3…7…8 Power 340PS (250kW) @ 6500 rpm 380PS (280kW) @ 6500 rpm 495PS (364kW) @ 6500 rpm Torque 450Nm @ 3500 – 5000 rpm 460Nm @ 3500 – 5000 rpm 625Nm @ 3500 – 5000 rpm PS per Liter of Engine 113.3 126.7 99.0 Power to Weight Ratio 213PS/ton 235PS/ton 297PS/ton Torque to Weight Ratio 282Nm/ton 285Nm/ton 375Nm/ton 0 – 60 mph 5.1s 4.8s 4.2s 0 – 100 km/h 5.3s 4.9s 4.3s 161 mph (260km/h) 171 mph (275km/h) 186 mph (300km/h) Aerodynamics 0.35 Cd 0.36 Cd 0.37 Cd C02 Emissions 209g/km 213g/km 259g/km Fuel Economy 23 mpg (10.22 L/100km) combined 22 mpg (10.7 L/100km) combined 18 mpg (13.07 L/100km) combined Engine Type Bore x Stroke Firing Order Top Speed Running In Jaguar powertrain components are built using high-precision manufacturing methods, but the moving parts must still ‘bed in’ relative to one another. This process occurs mainly in the first 2000 miles (3000km) of operation. The following guidelines will be useful in obtaining optimum performance. During this Run-In period of 2000 miles (3000km) the following criteria should be followed: • Avoid frequent cold starts followed by short distance driving • Preferably take longer trips • Do not use full throttle during starts and normal driving • Avoid continuous operation at high speed and abrupt stops • Do not participate in track days, sports driving schools, or similar In addition, and specifically up to 1200 mile (2000km): • Drive at varying engine road speeds, but do not exceed an engine speed of 4500rpm and a road speed of 105mph (170km/h) From 1200 miles (2000km) to 2000 miles (3000km): • • Engine and road speeds can be increased gradually Engine speeds of 5000rpm should be only be used briefly – for example, when passing another vehicle At all times (not just during the run in period): • Do not exceed 4000rpm until the engine has reached full operating temperature • Avoid laboring the engine by operating the engine in too high a gear at low speeds 1.12 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction SERVICE INFORMATION Lubricants and Fluids Reservoir Locations COOLANT RESERVOIR (EXPANSION TANK) ENGINE OIL FILL BRAKE FLUID RESERVOIR POWER STEERING FLUID RESERVOIR WASHER FLUID RESERVOIR NP14FT191 Specifications Type Variant Specification Engine Oil All Vehicles SAE 5W-20 engine oil meeting specification WSS-M2C925; if unavailable, or where ambient temperatures fall to lower than -20°C, SAE 0W-20 engine oil meeting specification STJLR.51.5122 should be used Automatic Transmission Fluid All Vehicles Shell M1375.4 Power Steering Fluid All Vehicles Mobil ATF320 Brake Fluid All Vehicles Low viscosity, synthetic compatible DOT4 brake fluid that meets ISO 4925 specification Engine Coolant All Vehicles 50% mixture of water and antifreeze, specification WSSM97B44 (colored orange) Extended Life Coolant Washer Fluid All Vehicles Screen wash with frost protection, diluted with clean water to the ratio specified on the screen wash bottle Open Differential Differential Lubricant Limited Slip Differential Castrol SAF-XO, Part # C2D3653 Castrol BOT720, Part #C2D3650; BOT750b may be used Electric Differential NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.13 SERVICE INFORMATION Oil Level Monitoring and Checking Oil level monitoring is provided by an oil level and temperature sensor that measures the oil level in the oil pan. The oil level can be displayed in the message center of the Instrument Cluster. For accuracy, oil level checks should be performed with the vehicle on level ground when the oil is hot. The vehicle needs to stand for approximately 10 minutes after the engine is switched off, to allow the oil to drain back into the oil pan and the oil level to stabilize. The oil level system will not give a reading until the oil level has stabilized. NP14FT192 To check the oil level, make sure that the ignition is on, the engine has stopped and the transmission is in P (Park). Access the vehicle information and settings menu and select Service Menu --> Oil Level Display. NP14FT193 The engine oil level will be displayed in the Instrument Cluster message center. One of the following messages will also be displayed: • • If the oil level is within acceptable limits, the mesIf the message ‘Engine Oil Level Overfilled’ is sage ‘Engine Oil Level OK’ is displayed. displayed, the oil level must be reduced to within acceptable limits before starting the engine again. • If the oil level is lower than acceptable, a message • advising how much oil to add is displayed: If the message ‘Engine Oil Level Not Available’ is displayed, the oil level is stabilizing. Switch off the –– ‘Add 0.5 Liter’ or ‘Add 0.5 Quart’ (depending on ignition, wait 10 minutes, then recheck the oil level. the market) • If the message ‘Engine Oil Level Underfilled’ is’ displayed, add 2.6 pints (1.5 liters) of oil, then recheck the level. 1.14 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction SERVICE INFORMATION Smart Key NOTE: Handle a new battery by the outer edge. Avoid touching the top and bottom faces of the new battery, as moisture/oil from your fingers can reduce battery life and corrode the contacts. If skin contact is made to the battery face, clean with a lint free cloth. Keyless Start Backup If the vehicle has been unlocked using the emergency key blade, or the Smart Key is not detected by the vehicle, it will be necessary to use the Keyless Start Backup Immobilizer Antenna Unit (IAU) to disarm the alarm and start the engine. The IAU is located in the lower fascia below the steering wheel. NP14FT194 Smart Key Battery Replacement When the battery needs replacing, there will be a significant decrease in the effective range and the message SMART KEY BATTERY LOW is displayed in the message center. 1 2 3 NP14FT041 The IAU can only be used when the message ‘Smart Key Not Found - Refer To Handbook’ is displayed in the message center. NP14FT195 To replace the battery: –– (1): Slide the cover in the direction of the arrow until a click is heard. Remove the cover. –– (2): Use the emergency key blade to separate the Smart Key body. –– (3): Fit a new CR2032 type battery with the positive (+) side facing up. NP14-FT: 2014 MY F-TYPE Technical Introduction 1. Position the Smart Key flat against the fascia in the position shown (while the ‘Smart Key Not Found’ message is displayed) 2. Firmly depress the brake pedal. 3. Press and release the engine START/STOP button. General Information | 04/15/2013 1.15 TECHNICAL SPECIFICATIONS Vehicle Dimensions 1 3 5 2 6 7 4 NP14FT197 Item Description Dimension 1 Width 80.7 in. (2049mm) 2 Width with mirrors folded 75.7 in. (1923mm) 3 Overall height 4 Overall length F-TYPE and F-TYPE S: 51.5 in. (1308mm) F-TYPE V8 S: 51.9 in. (1319mm) 176 in. (4470mm) 18” wheels: 62.8 in. (1597mm) 5 Track – front 19” wheels: 62.8 in. (1597mm) 20” wheels: 62.4 in. (1585mm) 18” wheels: 64.9 in. (1649mm) 6 Track – rear 19” wheels: 64.9 in. (1649mm) 20” wheels: 64.1 in. (1627mm) 7 Wheelbase 103.2 in. (2622mm) — Turning circle (curb to curb) 35.11 ft. (10.7 meters) 1.16 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction TECHNICAL SPECIFICATIONS XK Dimensions (for comparison) 1 3 5 2 6 7 4 NP14FT210 Item Description Dimension 1 Width 80 in. (2028mm) 2 Width with mirrors folded 74.5 in. (1892mm) 3 Overall height 4 Overall length 188.7 in. (4794mm) 5 Track – front 61.4 in. (1560mm) 6 Track – rear 63.3 in. (1608mm) 7 Wheelbase 108.3 in. (2752mm) — Turning circle (curb to curb) 35.8 ft. (10.9 meters) NP14-FT: 2014 MY F-TYPE Technical Introduction Coupe: 50.6 in. (1287mm) Convertible: 51.0 in. (1296mm) General Information | 04/15/2013 1.17 IDENTIFICATION CODES Vehicle Identification Number (VIN) VIN Explanation WORLD MANUFACTURER ID ENGINE DISPLACEMENT, CYLINDERS, FUEL TYPE TRANSMISSION / DRIVE MODEL YEAR MODEL SAJWA6GL2EMK00230 RESTRAINTS, MARKET CHECK DIGIT MAKE, VEHICLE LINE, BODY TYPE NP14FT207 Position Definition 1–3 World Manufacturer ID 4 Restraint Description / Market 5 Transmission / Drive MODEL LINE, ASSEMBLY PLANT PRODUCTION SEQUENCE NUMBER Characters SAJ = Jaguar Cars, UK; Passenger Car W = Manual belts with driver and passenger front airbags and side inflatable restraint – US Market X = Manual belts with driver and passenger front airbags and side inflatable restraint – Canadian Market A = Automatic; Rear Wheel Drive 6E = F-TYPE Convertible 6–7 Body Code 6F = F-TYPE S Convertible 6G= F-TYPE V8 S Convertible 8 Engine Displacement, Cylinders, Fuel Type 9 VIN Check Digit 10 Model Year 11 Model Line / Plant of Manufacture 12 Model 13 – 17 Production Sequence Number 1.18 General Information | 7 = 3.0L S/C ULEV (340 HP) V6 – Gasoline C = 3.0L S/C ULEV (380 HP) V6 – Gasoline L = 5.0L S/C ULEV (495 HP) V8 – Gasoline 0 – 9 or X; Calculated in accordance with ANSI CFR, part 565 E = 2014 8 = 3.0L S/C – Castle Bromwich, UK M = 5.0L S/C – Castle Bromwich, UK K = F-TYPE P = F-TYPE 04/15/2013 00001 – 99999 NP14-FT: 2014 MY F-TYPE Technical Introduction IDENTIFICATION CODES VIN Locations VIN LABEL (EUR / ROW SHOWN) VIN CODE (STAMPED) BAR CODE LABEL (USA) VIN PLATE NP14FT199 NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.19 IDENTIFICATION CODES Engine and Transmission Numbers Engine Number Transmission Number The 3.0L V6 SC and 5.0L V8 SC engine serial number is etched into the LH side of the block. The transmission serial number is on a plate attached to the LH side of the transmission casing. FRONT OF ENGINE MAIN CRANKSHAFT BORE GRADES NP14FT201 ENGINE NUMBER IN DATE/TIME FORMAT NP14FT200 1.20 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction VEHICLE RECOVERY Jump Start Terminals The jump start terminals are located under the hood on the RH side of the engine compartment behind the headlight. NP14FT202 WARNING: DO NOT connect the jump leads directly to any F-TYPE battery terminal. WARNING: DO NOT use the jump start terminals for battery diagnostics or charging. Jump-Starting Procedure Connecting jump leads from a donor vehicle: • Open the F-TYPE hood • Donor vehicle: connect the positive jump lead (red) to its recommended positive boost terminal • F-TYPE: Release the access cover • F-TYPE: Remove the positive boost terminal cover • • • Disconnecting the jump leads: • • • Allow vehicles to run for at least 2 minutes Turn off donor vehicle Disconnect the jump leads in the exact reverse order of that used for connection F-TYPE: Connect the positive jump lead (red) to the positive boost terminal Donor Vehicle: Connect the negative jump lead (black) to its recommended negative boost terminal. F-TYPE: Connect the negative jump lead (black) to the vehicle’s negative boost terminal. NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.21 VEHICLE RECOVERY Jacking Points There are four jacking points on the underside of the floor. Two indented triangular indicators are provided on each sill cover. These indicate the location for the jack. NP14FT203 WARNING: When using wheel free ramps to lift the vehicle, DO NOT lift the vehicle on the subframe. The sill jacking points must be used, otherwise damage may occur to the aluminum subframe components. 1.22 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction VEHICLE RECOVERY Emergency Park Release If a vehicle requires recovery/transportation, the emergency park release mechanism is used to manually disengage the park lock and engage the transmission in neutral. The emergency park release mechanism consists of an operating lever that is connected to a park interlock lever on the transmission by an upper and lower cable assembly. One end of the operating lever is attached to a base by a hinge pin. A locking cylinder is installed in the other end of the operating lever, to secure the operating lever to the base. The operating lever is raised by pulling on a strap. LATCH The operating lever is installed in the floor console cubby box under the armrest lid; within the cubby box on the left hand side there is a removable trim to gain access. The park interlock lever is attached to the transmission selector shaft. LOCKING MECHANISM STRAP NP14FT205 OPERATING LEVER When operated, the emergency park release mechanism turns the transmission selector shaft. NP14FT204 To disengage the park lock: • Open the armrest cubby box lid • Remove the trim panel from the left hand side of the cubby box • Rotate the locking mechanism of the emergency park release lever 90° counterclockwise. • Apply the footbrake; using the strap, pull the operating lever upwards and ensure that it locks in the vertical position. • Raising the operating lever causes the emergency park release cable to rotate the park interlock lever on the transmission, which disengages the parking pawl and engages neutral. This allows the vehicle to freewheel. To re-engage the park lock: • Hold the strap on the operating lever; release the latch and lower the operating lever to the horizontal position. • • • NP14-FT: 2014 MY F-TYPE Technical Introduction Lock the operating lever by turning the locking mechanism 90° clockwise. Install the trim panel. Close the cubby box lid. General Information | 04/15/2013 1.23 VEHICLE RECOVERY Electric Park Brake – Emergency Release The Jaguar F-TYPE is equipped with a new Electric Park Brake (EPB) system, which is activated using a lever switch in the floor console. The system acts directly on the rear brake calipers and provides automatic disengagement when the vehicle moves off. The electric park brake remains in the last position it was in if the system loses power. If the brake was applied,it will be necessary to manually release it to be able to move the vehicle. NOTE: For manual release procedure instructions refer to Electric Park Brake in the Chassis section. NP14FT206 1.24 General Information | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION Body Systems TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC TABLE OF CONTENTS Deployable Rear Spoiler Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Principles of Operation . . . . . . . . . . . . . . . . . . . . . 3 Folding Top Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Component Description . . . . . . . . . . . . . . . . . . . . 5 Principles of Operation . . . . . . . . . . . . . . . . . . . . 12 Manually Closing the Folding Top . . . . . . . . . . . . 18 Frameless Door Windows Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Principles of Operation . . . . . . . . . . . . . . . . . . . . 21 Deployable Door Handles Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Component Description . . . . . . . . . . . . . . . . . . . 27 Principles of Operation . . . . . . . . . . . . . . . . . . . . 30 Service Procedures . . . . . . . . . . . . . . . . . . . . . . . 32 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.1 DEPLOYABLE REAR SPOILER Deployable Rear Spoiler Overview In order to retain the purity of line and simplicity of surface for which Jaguars are famous, all aerodynamic aids have been carefully integrated into the overall design. A front splitter beneath the grille and a rear Venturi help manage the airflow beneath the vehicle. The sharply defined tail helps air to separate cleanly from the car at lower road speeds; at higher speeds, air passing over the tail is directed by a spoiler that remains hidden until needed. The deployable spoiler manual/auto switch is located on the console just to the rear of the Transmission Control Switch. The one-touch toggle switch is hardwired to the JaguarDrive Switchpack. Deployment and reaction strategy is controlled by the Integrated Suspension Control Module (ISCM). NP14FT002 JaguarDrive Switchpack NP14FT001 The F-TYPE’s deployable rear spoiler – new to Jaguar – automatically deploys at 60 mph (96km/h) to increase the rear down-force by 260 lb. (118kg) thus reducing rear lift. The spoiler automatically retracts once vehicle speed falls below 40 mph (64km/h). A switch on the instrument panel allows the spoiler to be manually operated at speeds below 60 mph (96km/h). NP14FT208 CAUTION: To avoid the risk of damage, the spoiler blade must be lowered when the vehicle is passed through an automatic car wash. 2.2 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DEPLOYABLE REAR SPOILER Spoiler Components SPOILER STRIKER ADJUSTMENT TRIM COVER DRAIN INSERT (2) HIGH MOUNTED STOP LAMP ASSEMBLY AND BEZEL SPOILER MECHANISM GROMMET (2) LUGGAGE COMPARTMENT LID BUMPER (2) NP14FT003 Principles of Operation Automatic Mode Manual Mode The operation of the deployable rear spoiler is determined by the system in accordance with the automatic deployment thresholds. The switch LED is not illuminated when the system is in Automatic mode. Press the switch to manually deploy the spoiler at speeds below 60 mph (96 km/h). The switch LED will illuminate to confirm. The spoiler will deploy and remain deployed until the switch is pressed again (Automatic mode is selected) or the next ignition cycle. There is no anti-trap feature. At speeds below 13 mph (21 km/h), the system requires that the switch be pressed and held until the spoiler retracts fully. If the switch is released before retraction is complete, the spoiler will fully deploy. The motor power will be cut after 6 seconds of continuous operation. Deployment & Retraction Strategy Operation/Speed 0 – 13 mph (0 – 21 km/h) 14 – 40 mph (22 – 64 km/h) 41 – 50 mph (65 – 81 km/h) 51 – 60 mph (82 – 96 km/h) > 60 mph (> 96 km/h) Auto Deploy — — — — Auto Deploy Auto Retract — Auto Retract — — — Manual Deploy Press Button Briefly Press Button Briefly Press Button Briefly Press Button Briefly Deployed Automatically Manual Retract Press and Hold Press Button Briefly Press Button Briefly Not Allowed Not Allowed Mode Select Retracted = Auto Retracted = Auto Retracted = Auto Retracted = Auto LED on = Manual Deployed Mode (will not retract) NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 05/10/2013 2.3 FOLDING TOP Folding Top Overview The fully automatic ‘Z’ fold top is light, fast, and refined. Weighing in at just 100 lbs. (46kg), the top is fully electronic and can open or close in just 12 seconds. With the ability to operate at speeds up to 37 mph (60 km/h), folding top movement features soft start/stop for smooth, quiet operation. NP14FT006 The 3-layer top features lightweight Thinsulate™ for thermal and acoustic insulation, while the ‘Z’ fold creates its own tonneau cover when folded down, further reducing weight. In keeping with the Jaguar tradition of customization, the top is available in 4 colors: black is standard; red, gray, and beige are available as options. The folding top is controlled by a switch located on the floor console. 2.4 Body Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Component Description Frame Components The folding top consists of a fabric canopy with a Thinsulate™ inner liner, which is fitted to a steel frame with cast linkages. The frame comprises two parallel rails running along the sides of the folding top; the rails each comprise three sections, joined together with hinges: • Front rail – integrated with the header rail • Center rail • Rear rail FIRST BOW SECOND BOW TENSION STRAP AND BRACKET THIRD BOW REAR BOW HEADER TENSION STRAP AND BRACKET FRONT RAIL CENTER RAIL TENSION WIRE REAR RAIL TENSION STRAP AND GUIDE MAIN BEARING AND BRACKET NP14FT004 As the folding top opens, the top folds at the rail’s hinges and at the main bearings. The main bearings are where the folding top frame attaches to the vehicle’s body and are the folding top’s central point of rotation. The main drive motors are located at the main bearings; the motors provide the drive that raises and lowers the top. The folding top is locked in the closed position by the header-latch mechanism above the windshield. When the folding top is down, it is secured in position by the down-lock mechanism behind the vehicle seats. As the folding top is being raised to the closed position, the rails which are attached to the header rail are powered forward by the main bearing motors. Between the RH and LH rails are four bows which hold the headlining taut. Tension straps are attached to each side of the bows and pull the bows forward as the top is being raised. NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.5 FOLDING TOP Power Components The main folding top movement is powered by two identical intelligent electrical drive-motors, which are synchronized to perform a parallel movement of the folding top. Each motor incorporates a Folding Top Control Module (FTCM) and internal position sensors for synchronization. The left motor houses the master FTCM, which is connected via the high-speed CAN to the ECM and other vehicle control modules. The right motor houses the slave module – FTCM B – and is connected via the high-speed CAN to the master FTCM and motor. External position sensors are mounted on the frame assembly adjacent to drive each motor. The right hand (RH) position sensor monitors the top ‘roof closed’ position signal and the left hand (LH) position sensor monitors the top ‘roof open’ position signal. The position sensors located adjacent to the drive motors calculate the folding top position to enable synchronization of the motors. NOTE: The position sensors used are Halleffect type sensors. 2.6 Body Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP FRONT MOTOR AND LATCHING MECHANISM (M454) RH FRONT LATCH LH FRONT LATCH LH COVER FLAP MECHANISM RH COVER FLAP MECHANISM RH MOTOR REAR MOTOR AND DOWN-LOCK MECHANISM (M455) RH MAIN BEARING LH MOTOR POSITION SENSOR (T592): CLOSED SIGNAL LH MAIN BEARING POSITION SENSOR: (T591): OPEN SIGNAL LH MAIN BEARING FTCM B (RIGHT MOTOR; D543) MAIN BEARING GEAR MOTOR DRIVE GEAR FTCM (LEFT MOTOR; D542) NP14FT005 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.7 FOLDING TOP Front Latch Motor and Components The front latch motor is located in the header rail and is controlled by the left FTCM (master). The two microswitches mounted to the front latch motor linkage provide the FTCM with linkage position status (open/closed). The left microswitch signals the FTCM that the folding top is in the open position; the right microswitch signals when the folding top is in the closed position. RH LATCH AND LATCH BLOCK RH LINKAGE ARM MOTOR DRIVE GEAR LH LINKAGE ARM LH LATCH AND LATCH BLOCK LH SWITCH (M454): OPEN SIGNAL C9PR162B-1; C9PR162B-2 HEADER RAIL FINISHER RH SWITCH (M454): CLOSED SIGNAL C9PR162B-3; C9PR162B-4 NP14FT007 Left Front Latch and Latch Block The left latch block position sensor signals the left FTCM (master) when the folding top latch claw is engaged (latched) or not engaged (not latched). LATCH POSITION SENSOR (T595) LATCH BLOCK NP14FT008 2.8 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Rear Latch Motor and Components The FTCM B controls the rear down-lock motor and, consequently, the cover flaps. When the flaps are in the down position, the header is latched in a locked position. When the flaps are in the up position, the header is unlatched in the unlocked position. Cover Flaps Down RH COVER FLAP MECHANISM LH COVER FLAP MECHANISM REAR MOTOR AND DOWN-LOCK MECHANISM FTCM B NP14FT009 Cover Flaps Up RH COVER FLAP MECHANISM LH COVER FLAP MECHANISM RH LINKAGE ARM LH LINKAGE ARM REAR MOTOR AND DOWN-LOCK MECHANISM NP14FT010 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.9 FOLDING TOP Rear Latch Motor The FTCM B monitors the position of the flaps via two microswitches mounted to the rear latch motor linkage. The latch position is monitored via the position sensor mounted to the lock bracket assembly. • Left microswitch signals when the folding top is in the open position. • Right microswitch signals when the folding top is in the closed position. • Position sensor signals when the header is latched/unlatched. POSITION SENSOR LEVER DOWN-LOCK LATCH POSITION SENSOR (T594) RH MICROSWITCH (M455): CLOSED SIGNAL C9PR166B-3; C9PR166B-4 DOWN-LOCK MOTOR (M455) LH MICROSWITCH (M455): OPEN SIGNAL C9PR166B-1; C9PR166B-2 LH MICROSWITCH (M455): OPEN SIGNAL C9PR166B-1; C9PR166B-2 NP14FT011 2.10 Body Systems | 05/10/2013 RH MICROSWITCH (M455): CLOSED SIGNAL C9PR166B-3; C9PR166B-4 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Stowage and Drainage The folding top assembly incorporates a comprehensive water drainage system comprised of several components. Water is repelled off the top’s waterproof outer fabric shell and is deflected away by the primary roof seal. Water that gets past the primary roof seal is caught by a water shedder mounted to the body and funneled into the respective drain deflectors and out of the drain hoses located forward of the rear wheels. PRIMARY ROOF SEAL WATERPROOF OUTER FABRIC SHELL FOLDING TOP HEADER RH COVER FLAP MECHANISM RH WATER DRAIN DEFLECTOR LH COVER FLAP MECHANISM WATER SHEDDER LH WATER DRAIN DEFLECTOR RH DRAIN HOSE DRAIN HOSE LOCATION – LH SHOWN LH DRAIN HOSE NP14FT012 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.11 FOLDING TOP Principles of Operation WARNING: Before opening or closing the folding top, make sure that no occupants have any part of their body in a position where it could be trapped. CAUTION: Do not attempt to operate the folding top at temperatures below -4°F (-20°C) as this may cause damage to the fabric. There is a risk of damage to the folding top if operated above 30 mph (50 km/h). Do not place items in the folding top stowage compartment. NOTE: To operate the folding top, the ignition system must be on. Folding Top Control Switch The power operated folding top is controlled by a 3-position switch located on the center console. The switch must be in the neutral position before an operational request is accepted. The switch returns to the central neutral position whenever it is released. NOTE: If the switch is released at any period during the folding top opening sequence, all movement of the folding top will cease. The folding top can be operated at speeds up to 30 mph (50 km/h). However, for safety it should not be opened or closed while the vehicle is being driven. Opening the Folding Top Pushing the switch down and holding will unlatch the top automatically and fold the top down to its stowage position. A confirmation chime will sound and a message will appear in the message center when the rear latch position sensor confirms that the top is latched in the open position. NP14FT014 The switch is hardwired to both the FTCM and FTCM B. The ‘Close’ switch signal is hardwired to the master FTCM (left) and motor assembly and the ‘Open’ switch signal is hardwired to the slave FTCM B (right) and motor. 2.12 Body Systems | 04/15/2013 Closing the Folding Top Pull and hold the front of the switch upwards and hold until the folding top is fully latched closed. A confirmation chime will sound and a message will appear in the message center when the front latch position sensor confirms that the left latch claw is engaged. NOTE: If folding top movement is inhibited, a warning message will be displayed in the message center. NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Open Operation Close Operation When the switch is operated in the downward direction, an ‘open folding top’ hardwired request is sent to the slave FTCM B (right). The signal is then broadcast on HS CAN to the master FCTM (left) and the following actions are performed: • Check preconditions: –– Folding top position –– Authorization start –– Error condition –– Delay of 0.3 seconds • Lower side windows to correspond with start of delay time and send global open folding top request for 8 seconds or until the switch is released, whichever comes first. When the switch is operated in the upward direction, a ‘close folding top’ hardwired request is sent to the master FTCM (left). The signal is then broadcast on HS CAN to the slave FCTM B (right) and the following actions are performed. • Check preconditions: –– Folding top position –– Authorization start –– Error condition –– Delay of 0.3 seconds • Lower side windows to correspond with start of delay time and send global open folding top request for 8 seconds or until the switch is released, whichever comes first. • • • • Open front latches Perform open movement to the fully open position. Close rear flaps and down-lock. Display the ‘Roof Latched’ message –– This will automatically sound the information chime. Open Operation from an Intermediate Position When the master FTCM (left) receives the multiplexed ‘open’ request, the folding top will start to move in the open direction. Since it may not know the exact position, it must first confirm there is no conflict with the sequence: • Check preconditions: –– Folding top position –– Authorization start –– Thermal protection –– Error condition –– Delay of 0.3 seconds • Lower side windows to correspond with start of delay time and send global open folding top request for 8 seconds or until the switch is released, whichever comes first. • Open front latches (if not already open) • If not already in the fully open position, the folding top will perform an open movement to the fully open position. If the folding top position is not known, the movement continues until the downlock enable sensor indicates that a down-lock is possible or a timeout is detected. • Close cover flaps and down-lock • Display the ‘Roof Latched’ message –– This will automatically sound the information chime. NP14-FT: 2014 MY F-TYPE Technical Introduction • • • • Open down-lock latches and cover flaps Perform close movement to the fully closed position Close front latches Display the ‘Roof Latched’ message –– This will automatically sound the information chime. Close Operation from an Intermediate Position When the slave FTCM B (right) receives the multiplexed ‘close’ request, the folding top will start to move in the close direction. Since it may not know the exact position, it must first confirm there is no conflict with the sequence: • Check preconditions: –– Folding top position –– Authorization start –– Error condition –– Delay of 0.3 seconds • Lower side windows to correspond with start of delay time and send global open folding top request for 8 seconds or until the switch is released, whichever comes first. • Open down-lock and cover flaps if not open. • If not already in the fully closed position, the folding top will perform a close movement to the fully closed position. If the folding top position is not known, the movement continues until a stall or timeout is detected. • Close front latches • Display the ‘Roof Latched’ message –– This will automatically sound the information chime. NOTE: There is no global close functionality on NAS variants. Body Systems | 05/10/2013 2.13 FOLDING TOP Stop Movement Other Operating Parameters The folding top will stop movement as soon as the target position is reached and the top is locked. The folding top will also stop movement immediately when the following conditions are met: • Switch is released • Folding top is locked in the open position while attempting to close • Folding top is locked in the closed position while attempting to open • An error is detected The FTCM and FTCM B can be influenced by other operating parameters as detailed below: Abort Movement The folding top will stop the movement and set a DTC as soon as an error condition is detected. The DTC can be viewed using Jaguar Land Rover approved diagnostic equipment. The folding top will operate in ambient temperatures of -4 to 176°F (-20 to 80°C). The ambient temperature signal is received from the ambient temperature sensor (located in the left door mirror and hardwired to the ECM). The folding top will not operate at vehicle speeds above 37 mph (60km/h). The vehicle speed signal is received from the ABS module via high-speed CAN. The folding top will not operate when the vehicle is in Transport Mode. Transport Mode is programmed into the Central Junction Box (CJB) and can only be disabled using Jaguar Land Rover approved diagnostic equipment. The Stop/Start system can override and disable the folding top operation. This signal is transmitted from the ECM via high-speed CAN. The open or close movement will be aborted if: • • • • • • • • • Voltage range is below 10 volts or exceeds 16 volts Vehicle speed exceeds 37 mph (60km/h) Ignition power mode changes from either 6 or 7 Stop/start system overrides the folding top request Synchronization position between FTCM and FTCM B is lost Communication between control modules is lost A mechanical error is detected on the motors A system stall of the folding top is detected Folding top exceeds its intended travel Once the movement of the folding top is aborted the master FTCM (left) stops sending a global open command to the driver and passenger door modules. 2.14 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Folding Top Messages The status of the folding top is transmitted via the high-speed CAN to the Instrument Cluster and displayed to the driver in the message center. Messages relating to the folding top operation are shown in the table below. Message ‘Roof not latched. Max speed 30 mph’ or ‘Roof not latched. Max speed 50km/h’. Associated audible chime: YES ‘Roof operation inhibited. Max speed 30 mph’ or ‘Roof operation inhibited. Max speed 50km/h’. Associated audible chime: YES Alert Speed too high Speed too high Associated Alert: Folding top not latched. Power Modes Activation Deactivation 6 and 7 The alert is activated when the folding top is not latched and the folding top switch is not being pressed. This message is displayed whether the car is moving or stationary. The message is deactivated when the folding top is latched in the opened or closed position or when folding top switch is pressed in either direction. 7 The alert is activated when the vehicle’s speed is greater than 30 mph (50 km/h) and the folding top switch is being pressed. If the switch is released before the folding top is latched then the ‘Roof not latched’ message will be displayed. The Alert is deactivated when either of the two following conditions occurs: • Vehicle speed drops below 30 mph (50 km/h) • The folding top switch is released. This is a temporary alert that automatically deactivates after four seconds. This is a temporary alert that automatically deactivates after 4 seconds. ‘Roof operation inhibited below -20°C’ Associated audible chime: NO Outside temperature too low 6 and 7 The alert is activated when all of the following conditions exist: • Outside air temperature is -20°C or below • Vehicle speed is less than 30 mph (50 km/h) • Folding top switch is pressed ‘Roof Latched’ Associated audible chime: YES Folding top latched 6 and 7 The alert is activated when the state of the folding top changes from not latched to latched. NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.15 FOLDING TOP Additional Functions Open Side Windows This function will lower the side windows to ensure there is no conflict to the top movement when folding. A global open command is transmitted as a request to the side windows for 8 seconds. The request signal is transmitted on the medium speed CAN to the Driver Door Module (DDM) and Passenger Door Module (PDM). It is assumed the windows will open, but no confirmation from the windows is evaluated. NOTE: Window close feature is not part of the top closing strategy. Operation During Engine Cranking When engine cranking is active, the power mode is set to 9 and the folding top stops moving. When the power mode returns to a state where movement is allowed, the previous movement resumes without the need to release and repress the switch. Operation During an ECO Stop/Start During an ECO Stop/Start cycle, the FTCM monitors CAN messages and operation of the folding top will depend on other system conditions. Under normal system conditions during an ECO Stop, the power mode remains at power mode 7 and folding top operation is permitted. However, during an ECO Start when the engine is cranking the folding top will not function. Certain conditions will signify that an ECO Start is imminent and that the folding top stops all movement within 100 milliseconds of receiving these messages. Motor Thermal Protection The main bearing motors are thermally protected by software. This prevents the motors from being damaged by excessive heat during operation. The FTCM simulates the motor temperature by an internal equivalent and restricts certain movements when there is a risk of damage to the motors. There are two stages of thermal protection with predetermined settings: Stage One: folding top open movements are disabled; an active folding top movement will not be interrupted; a folding top close movement will be permitted. Stage Two: all folding top movements are disabled; an active folding top movement will not be interrupted. If thermal protection is active and power mode changes from 4 to 6, thermal protection is set to stage one, to enable one movement cycle of the folding top. Thermal protection is reset after the simulated temperature falls below a threshold and normal functionality is resumed. Stall Detection This function surveys the movement of the motors when they are engaged. If an obstruction is detected, the folding top motor movement will be aborted. Anti-Trap There is no anti-trap function for the folding top, and no specific anti-trap release. During normal operation the folding top will always respond to a request to move it in the opposite direction. This will allow the operator to remove a trapped object. Emergency Actuation There is no electrical emergency actuation required. 2.16 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Folding Top Control Diagram 3 10 1 10 20 4 22 5 11 24 23 6 25 15 14 7 12 2 12 20 16 8 13 19 9 17 A NP14FT015 A D N 1 2 3 4 5 6 7 Hardwired HS CAN MS CAN FTCM FTCM B Instrument Cluster ABS Control Module CJB ECM Gateway Module 14 15 18 8 9 10 11 12 13 14 15 16 17 D N Driver Door Module Passenger Door Module Main bearing motor – left Front latch motor Main bearing motor – right Rear down-lock latch motor Ground wire Power supply Rear down-lock latch microswitch – open signal Rear down-lock latch microswitch – closed signal NP14-FT: 2014 MY F-TYPE Technical Introduction 18 19 20 21a 21b 22 23 24 25 Rear latch engaged position sensor Folding top closed position sensor Internal position sensors – position calculation Folding top switch – close signal Folding top switch – open signal Front latch microswitch (left) – open signal Front latch microswitch (right) – closed signal Folding top open position sensor Front latch engaged position sensor Body Systems | 04/15/2013 2.17 FOLDING TOP Manually Closing the Folding Top The folding top can be manually closed in an emergency. Special tools are provided, stored in the CJB cover in the passenger footwell. NARROW THREADED END MOTOR SHAFT REMOVAL TOOL WIDE SERRATED END ALLEN KEY TOOL NP14FT215 NOTE: To manually close the top, the top must be in the fully open position. If the top has only partially closed, and then stopped, the top can be pushed back to the open position by applying equal pressure along the front edge of the top to overcome the motor resistance. 2.18 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Manual Closing Procedure NOTE: Make sure that Park (P) is engaged, the parking brake is applied, and the ignition is off. NOTE: Some of the images show covers and trim panels removed for clarity. 1. Remove the 2 tools from behind the CJB cover in the passenger footwell. 2. Insert the Allen key tool between the folding top and the rear trim panel into the down-lock mechanism release bolt. Rotate the release bolt 7 turns counter-clockwise to release the down-lock mechanism. NP14FT216 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.19 FOLDING TOP Care Point: The tool will need to be positioned at a slight angle in order to locate the down-lock release bolt. The image below shows the proper angle. Use care not to damage the trim panel with the tool. 3. Lift the cover flap; a gradual increase of effort is required to reach the illustrated vertical position. 0° VERTICAL NP14FT217 Care Point: The down-lock release bolt is off-center of the opening, toward the right side of the vehicle. REAR OF VEHICLE ALLEN KEY TOOL LEFT SIDE OF VEHICLE E LIN ER NT E C NP14FT219 4. Using the flat blade of the Allen key tool, gently pry off the control rod ball socket. NP14FT218 NOTE: Once the down-lock bolt is released the rear trim panel and rollover hoop assembly must be removed to reset the down-lock mechanism. NP14FT221 2.20 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP 5. Insert the Allen key tool between the folding top hinge to loosen and remove drive motor pinch bolt. NP14FT222 NOTE: The bolt is fitted with a retainer so that it remains attached to the tool while removing. However, care is still advised not to drop the bolt when removing. RETAINER NP14FT223 Repeat steps 3 – 5 for the other side. NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.21 FOLDING TOP 6. Carefully raise the folding top to the closed position. An increase in effort is required to reach the fully closed position. NP14FT224 NOTE: Make sure that the folding top front latch pins are aligned into the folding top header latch locks. Assistance may be required to evenly align the latch pins. NP14FT225 2.22 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP 7. Remove the access plug from the center of the folding top header trim. Insert the threaded end of the motor shaft tool into the motor shaft. THREADED END NP14FT226 8. To fully engage, rotate the tool clockwise until resistance is felt (it does not need to be tight). NP14FT227 CAUTION: Care must be taken when screwing the emergency tool into the motor shaft. Rotate clockwise just until a resistance is felt, then stop. Any attempt to overtighten may result in damage to the tooling and/or the motor shaft. NP14-FT: 2014 MY F-TYPE Technical Introduction 9. Use a strong, positive downward pull to release the motor shaft. NP14FT229 Care Point: A sharp downward ‘tap’ on the tool while simultaneously pulling downward may be required to overcome the tension on the retaining clip that holds the motor shaft. Body Systems | 04/15/2013 2.23 FOLDING TOP CAUTION: Care must be taken to make sure no undue side stress is placed on the emergency tool while removing the motor shaft. Failure to follow this instruction may result in damage to the tool and/or the motor shaft. 10. Remove the motor shaft from the tool and stow in the vehicle. NP14FT230 2.24 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP 11. Push the large serrated end of the motor shaft tool into the motor and turn one complete revolution counterclockwise to lock the folding top latches. SERRATED END NP14FT231 NP14FT232 Care Point: Assistance may be required to hold the top down against the header rail while manually rotating the latches. 12. Remove the tool and replace the access plug. NOTE: Once the mechanical linkage is rotated, the synchronization between the linkage and the folding top motor is lost. NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 05/10/2013 2.25 FOLDING TOP Reinstalling the Motor Shaft Insert the motor shaft until a positive audible click is heard. Ensure that the motor shaft is correctly seated in the front latch motor. MOTOR SHAFT AND RETAINING CLIP NP14FT233 Care Point: There is a retaining clip in the motor shaft drive gear to hold the shaft firmly in position. If the motor shaft can easily be reinserted fully into the linkage assembly, it will be necessary to confirm that the retaining clip is fully engaged. This can be achieved by a visual inspection of the retaining clip and attempting to remove the motor shaft. NOTE: If the motor shaft and cannot be correctly seated (cannot be inserted all the way), the mechanical linkage may have lost its synchronization to the front latch electric drive motor. If this occurs, it may be necessary to remove the front latch motor assembly from the vehicle and disassemble the linkage in order to resynchronize the drive gear and motor shaft to the electric motor to avoid damage to the motor. Refer to the Workshop Manual for removal and reinstallation instructions. 2.26 Body Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Front Latch Motor Care Points NOTE: This section illustrates care points to observe if the front motor shaft cannot be reinstalled easily and the front motor assembly must be removed. This is not intended to replace any of the Workshop Manual procedures. Front Latch Motor Assembly Removed NP14FT234 The front latch motor is a strong lightweight motor with a robust plastic drive gear assembly. Care must be taken to avoid damaging the drive gear when reinstalling the motor shaft. Front Latch Motor (removed from bracket) NP14FT235 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.27 FOLDING TOP The illustration below shows the motor shaft drive gear removed from the front latch bracket assembly (1). 1 2 RETAINING CLIP NOT FULLY SEATED MOTOR SHAFT WITH RETAINING CLIP FULLY SEATED IN DRIVE GEAR 3 4 NP14FT236 Remove the drive gear shaft retaining clip with suitable tool (2). Insert the motor shaft, then install the retaining clip (3). Ensure that the motor shaft is securely held in place in the proper orientation (4). 2.28 Body Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FOLDING TOP Reassemble the front latch motor and reinstall the latch motor assembly following the Workshop Manual procedures. NP14FT237 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.29 FRAMELESS DOOR WINDOWS Frameless Door Windows Overview The F-TYPE doors have been designed with a frameless door window system to give a more athletic and sporty look with the top down. This poses some interesting design challenges, to ensure that: • The door window will open and close smoothly without unintentionally operating the pinch guard • The glass will seal correctly against the A pillar and the folding top seals for best water tightness and wind noise reduction. NP14FT022 The F-TYPE door window has been designed to open and close at high speeds (in excess of 100 mph) with smooth operation and to achieve door window pre-load into the door seals while still being adjustable enough to overcome production variations. The seals around the door window have been designed to ensure that the window glass sits in the correct position when closed. The window glass can be adjusted to ensure the correct amount of pressure and seal protrusion is achieved for minimal wind noise and maximum water tightness. 2.30 Body Systems | 04/15/2013 Each door window is operated by the respective door module and will drop 0.5 in. (12mm) when the door module receives a door window drop signal from the door handle – indicating that the door is about to be opened, or a signal from the folding top module indicating that it is opening the top. This ensures that the glass pulls away from any seals before the top moves or a door is opened, and that it will push back into the door seal for best fit when the door or folding top are closed. NP14-FT: 2014 MY F-TYPE Technical Introduction FRAMELESS DOOR WINDOWS Principles of Operation The door windows operate with the ignition in either Accessory or On mode and, after the ignition is switched off, for 5 minutes or until a door is opened. When a window open or close selection is made from the respective door switchpack, the related door module supplies power to the window motor to drive it in the appropriate direction. In One-Shot mode, the window continues fully to the end of its travel (either up or down) when the switch is pressed and released; the motor stops only if the switch is operated again or when the window reaches the end of its travel. In the ‘inch’ mode, the motor stops when the switch is released (or the window reaches the end of its travel). One-Shot up operation causes the window to fully close, unless an object is detected (anti-trap) or the door is open. If the anti-trap algorithm detects an object, the glass will drop fully open or to 8 in. (200mm) below the obstruction. If the door is open, the glass will stop within 0.5 in. (12mm) of top of travel. When the passenger door switchpack is used, it produces an open or close request by completing a hardwired circuit with the Passenger Door Module (PDM). When the driver door switchpack is used, it outputs a request message to the Driver’s Door Module (DDM) on the Local Interconnect Network (LIN) bus. If the message is for the passenger door window, the DDM relays the message to the PDM on the medium speed CAN bus. If the passenger door window has conflicting up and down requests from the passenger door switchpack and the driver door switchpack, operation of the door window will cease until one of the switches is released. To open or close the door window when a door opens or closes, the CJB uses inputs from the door window drop switches in the interior and exterior door handles and from the ajar switch in the door latch. The CJB then signals the related door module on the medium speed CAN bus to operate the door window as required. The signals to open or close the door window when the folding top opens or closes are provided by the master Folding Top Control Module (FTCM) on the high speed CAN bus. The signals are relayed to the two door modules from the Gateway Module on the medium speed CAN bus. NP14-FT: 2014 MY F-TYPE Technical Introduction Global Opening If the Smart Key ‘unlock’ switch is pressed and held for 3 seconds, in addition to unlocking the vehicle and disarming the alarm, the door window of both doors will open. Global opening requests from the smart key are detected by the Radio Frequency (RF) receiver and verified by the Keyless Vehicle Module (KVM). The CJB then sends the request to the door modules on the medium speed CAN bus. One-Shot Window Operation Reset If the battery is disconnected or discharged, or the power supply to a door module is interrupted, One-Shot window operation is disabled until the window position is learned by the affected door module(s). The door window must be programmed for One-Shot operation. To reset OneShot window operation: • • • Press and hold the switch to close the window fully. Release the switch, then lift it to the close position and hold for 2 seconds. Repeat this process a total of 5 times, then test the window to ensure One-Shot up is enabled. Repeat the process for the other window. NOTE: The door modules require a minimum of 12 volts to learn the windows, therefore it is advised to have the engine running or an external power supply connected. Anti-Trap Protection The anti-trap feature is incorporated for the door window in both the ‘inching’ and One-Shot modes. If the anti-trap function is activated while a window is closing, the window will reverse by approximately 8 in. (200mm). Each window motor has two Hall-effect position sensors to enable the related door module to monitor the motor speed. If the motor speed decreases below a set threshold, indicating an obstruction, the power feed to the motor is reversed so the window goes back down. If it is still necessary to raise the window, the anti-trap protection can be overridden by attempting to close the window at intervals of less than 10 seconds. On the third attempt the window will move up with antitrap protection disabled to overcome the obstruction. Body Systems | 04/15/2013 2.31 FRAMELESS DOOR WINDOWS Door Window Control Diagram 16 1 2 3 15 4 14 13 12 11 5 6 10 9 A NP14FT023 A D N O 1 2 3 D Hardwired HS CAN MS CAN LIN Bus Driver Door Module Driver door glass regulator motor Central Junction Box 2.32 Body Systems 7 8 | 4 5 6 7 8 9 10 O N Keyless Vehicle Module 11 Gateway Module 12 Passenger door glass regulator motor 13 FTCM 14 Ground 15 Power Feed 16 Passenger door glass regulator motor 04/15/2013 Passenger Door Module Passenger door switchpack Ground Power Feed Driver door glass regulator motor Driver door switchpack NP14-FT: 2014 MY F-TYPE Technical Introduction FRAMELESS DOOR WINDOWS Door Window Adjustment Door window adjustment is achieved by 4 adjustment points: two glass clamp fixings and two regulator adjustment screws. REGULATOR ADJUSTMENT – IN / OUT; GLASS CLAMP FIXING GLASS CLAMP FIXING REGULATOR ADJUSTMENT – PIVOT NP14FT024 Forward/Aft and Up/Down Adjustment Loosening the two glass clamp fixings will allow for the door window to be adjusted forward/aft or up/down. The adjustment is performed from outside the vehicle; the exterior drip molding will need to be removed for access. A special tool is required to loosen the door window clamp fixings. NP14FT025 NP14FT026 NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.33 FRAMELESS DOOR WINDOWS Inward/Outward Adjustment The top regulator adjuster moves the glass in and out, for door/glass seal contact. Removal of the inner door panel is required to access the top regulator adjuster. The bottom regulator adjuster pivots the top of the door window in and out for door window to roof seal adjustment. The bottom regulator adjuster is positioned behind a small trim cover that can be accessed without removal of the door card. NP14FT027 NP14FT028 CAUTION: Care must be taken when the bottom pivot adjustment is being made not to turn it more than 4 turns clockwise from its mid-point, as damage may occur to the exterior door shell. If this adjustment needs to be made, it is important to centralize the adjuster first. This can be achieved by rotating the Allen key adjuster counter-clockwise until it stops, then rotating 4 turns clockwise. 2.34 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DEPLOYABLE DOOR HANDLES Deployable Door Handles Overview The automatically deploying door handles support the F-TYPE’s design purity. The handles remain flush with the door panel until activated by either unlocking the car with the key fob or touching a touch-sensitive area of the handle. Their automatic deployment provides a mechanical ‘handshake’, inviting the driver and passenger to enter. NP14FT029 Once the car is moving, the handles retract to leave an uninterrupted aerodynamic surface. The door handles are driven by the Door Control Modules in one of three modes: • Transport Mode – Vehicles arrive at the dealership in Transport Mode. In this mode, the handles remain retracted with the driver door unlocked at all times. The operator will need to manually deploy the handle to open the door. • Showroom Mode – This mode will allow handle demonstration for customers. The handles will retract and deploy by pressing the ‘lock’ and ‘unlock’ buttons on the handle or interior cabin lock switches with NO KEY PRESENT (only enabled when the vehicle is unlocked). If the key is present, the handles and locking will operate as normal. This mode can be activated and de-activated using the approved Jaguar Land Rover Diagnostic equipment. • Normal Mode – Door handles operate normally following performance of the PDI routine. Handle Position The exterior door handle in the flush position indicates that the door is locked. The only exception is when the vehicle is driven with Speed Locking switched off; the handle will be triggered to speed-retract at 5mph. It will then be triggered to re-deploy via the latch ajar switch when the door is opened. The door handle in the deployed position indicates an unlocked door. NOTE: See Electrical Section for detailed operation. NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.35 DEPLOYABLE DOOR HANDLES Passive Operation (Passive Entry Vehicles only) To passively unlock the vehicle, the Smart Key must be outside the vehicle, within 1 meter of the respective door handle. Press the ‘unlock’ button located on the door handle to unlock and disarm the alarm. The handle will then deploy, indicating that the door is unlocked. PASSIVE UNLOCK NP14FT030 PASSIVE LOCK To passively lock the vehicle, the Smart Key must be outside the vehicle, within 1 meter of the respective door handle. Push the deployed end of the door handle momentarily to lock the vehicle and arm the alarm. The door handle will retract flush with the body, indicating that the vehicle is locked. Non-Passive Operation On non-Passive Entry vehicles, the unlock button is deleted. Locking and unlocking is controlled only via the Smart Key; the handle deploys and retracts accordingly. Attempting to use the door handle to lock a non-Passive Entry vehicle will only result in the motor activating and the handle moving back to the deployed state; the door will remain unlocked. 2.36 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DEPLOYABLE DOOR HANDLES Component Description Exterior Door Handle Assemblies NON-PASSIVE ENTRY (HANDLE SHOWN DEPLOYED) EMERGENCY KEY BARREL LED MODULE PASSIVE ENTRY (HANDLE SHOWN RETRACTED) LED MODULE EMERGENCY KEY BARREL UNLOCK BUTTON DEPLOY / RETRACT MOTOR HANDLE DEPLOYMENT LEVER LATCH RELEASE LEVER SECURITY SHIELD EXTERIOR DOOR RELEASE CABLE NP14FT031 NP14-FT: 2014 MY F-TYPE Technical Introduction EMERGENCY LATCH RELEASE CABLE Body Systems | 04/15/2013 2.37 DEPLOYABLE DOOR HANDLES Handle Switch Locations HANDLE RETRACTED SWITCH HANDLE DEPLOYED SWITCH DOOR WINDOW DROP SWITCH LOCK SWITCH (PASSIVE ENTRY ONLY) NP14FT032 2.38 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DEPLOYABLE DOOR HANDLES Emergency Operation Unlocking In the unlikely event of power failure, where the vehicle cannot be unlocked using the Smart Key, a mechanical emergency key blade and door handle lock barrel are provided. The key blade is held within the Smart Key case; the mechanical lock barrel is hidden under the deployable door handle. To access the key blade, slide the Smart Key case apart. To access the lock barrel, deploy the door handle manually. NP14FT036 CAUTION: When using the emergency key blade, use care not to damage the paintwork. NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.39 DEPLOYABLE DOOR HANDLES Locking There is no conventional mechanical means to lock the doors. If the vehicle needs to be locked when there is no power, each door will need to be locked separately and then closed to secure the vehicle. The emergency lock mechanism is found behind a plug located near the door latch mechanism on the door shut face. CLICK NP14FT038 Insert the emergency key blade into the slot on the plug and rotate 45° to remove. Once the plug has been removed, insert the emergency key blade into the slot and push until an audible click is heard. Replace the plug and slam the door closed; this will place the door in a Central Lock state. This procedure must be repeated on all unlocked doors. 2.40 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DEPLOYABLE DOOR HANDLES Passive Entry Component Locations RF RECEIVER LH PASSIVE ENTRY DOOR SWITCH LH SIDE LF ANTENNA KEYLESS VEHICLE MODULE RH PASSIVE ENTRY DOOR SWITCH NP14FT039 REAR BUMPER LF ANTENNA NP14-FT: 2014 MY F-TYPE Technical Introduction RH SIDE LF ANTENNA Body Systems | 04/15/2013 2.41 DEPLOYABLE DOOR HANDLES Principles of Operation The exterior door handles are motorized assemblies attached to reinforcing panels in the doors. When the doors are locked the handles are retracted flush with the door outer panel. When the doors are unlocked the handles are deployed to enable the doors to be opened. handle provide a door window drop signal to the CJB, and handle status (deployed/retracted) signals to the door module. Vehicles with Passive Entry also incorporate a lock switch in the housing and an unlock switch on the door handle; both are connected to the KVM. Deployment and retraction of the exterior door handle is controlled by an electric motor, a deployment lever, and a spring. When the spindle of the motor extends, it turns the deployment lever against a lug on the inside of the handle and deploys the handle. When the exterior door handle is pulled, the lug turns the latch release lever, which pulls on the release cable to open the latch. When the spindle of the motor retracts, the spring load acting on the lug retracts the handle and turns the deployment lever back to the retracted position. The door modules monitor the deployed and retracted switches for correct operation of the exterior door handle. To ensure that a handle will deploy in cold weather conditions, the door modules incorporate an ‘ice break’ feature. When a door module operates the motor to deploy a handle, if the status of the retracted switch does not change immediately, the door module increases the power to the motor to force the handle to deploy. Each exterior door handle contains a Light-Emitting Diode (LED) module that illuminates the underside of the handle when the handle is in the deployed position. Operation of the motor is controlled by the related door module. Switches in the housing of the exterior door Control Diagram: Exterior Handle and Door Latch 8 7 1 2 6 3 5 4 A NP14FT033 A N 1 2 3 Hardwired 4 MS CAN 5 Driver Door Module 6 Driver exterior door handle – 7 to deployment motor and LED module Driver door latch – to locking motor 8 2.42 Body Systems | 04/15/2013 N Ground Permanent power feed Driver door latch – from unlock switch Driver exterior door handle – from handle deployed/retracted switches Central Junction Box NP14-FT: 2014 MY F-TYPE Technical Introduction DEPLOYABLE DOOR HANDLES Control Diagram: Passive Entry System 13 12 11 2 1 10 3 4 9 5 8 7 NP14FT034 A N AH 1 2 3 4 5 Hardwired MS CAN RF Serial Communication Line Keyless Vehicle Module LF Antenna – right side LF Antenna – rear bumper Smart Key LF Antenna – left side 6 A N 6 7 8 9 10 11 12 13 Ground Permanent power feed CJB – luggage compartment lid open request from exterior unlock switch Right exterior door handle – from lock and unlock switches Left exterior door handle – from lock and unlock switches Smart Key RF Receiver Central Junction Box NP14-FT: 2014 MY F-TYPE Technical Introduction Body Systems | 04/15/2013 2.43 DEPLOYABLE DOOR HANDLES Service Procedures Handle Adjustments The door handles are adjustable for both flush-fit and for alignment within the door panel. Three M6 Nyloc flanged bolts that are accessible from behind the door trim are used for these adjustments. By holding the nut (RED) and rotating the internal torx stud (BLUE) you can adjust the flush fitting of the handle in and out. By loosening the nuts, you can adjust the alignment in the door handle up and down, forward and backwards. Adjustment Locations NP14FT035 NOTE: If a door handle is replaced, care must be taken to ensure that the new door handle is fitted and adjusted correctly. Serviceable Components • • • • • Exterior handle assembly without motor (8 variants – body-color match) Deploy / retract motor and screws Door lock security shield Door cylinder (2 variants – left and right side) Emergency key blade 2.44 Body Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION Electrical Systems TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC TABLE OF CONTENTS Dual Battery System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Component Description . . . . . . . . . . . . . . . . . . . . 4 Principles of Operation . . . . . . . . . . . . . . . . . . . . 12 Communications Networks Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Module Locations . . . . . . . . . . . . . . . . . . . . . . . . 26 Junction Boxes Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Fuse Identification . . . . . . . . . . . . . . . . . . . . . . . 31 Instrument Cluster Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Principles of Operation . . . . . . . . . . . . . . . . . . . . 37 Audio Systems Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Component Description . . . . . . . . . . . . . . . . . . . 40 Blindspot Monitoring Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Principles of Operation . . . . . . . . . . . . . . . . . . . . 45 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.1 DUAL BATTERY SYSTEM Dual Battery System Overview All NAS F-TYPE variants are fitted with Intelligent Stop/Start (ISS) technology. The Dual Battery System is used exclusively with ISS and is an integral part of the operating strategy. If the vehicle is to make safe and reliable ECO Stops and Starts, the power required to operate the starter motor while maintaining sensitive vehicle electrical loads must be carefully managed to ensure that undesirable voltage levels do not impede system operation. This is achieved by utilizing two batteries and isolating the sensitive electrical loads from the primary (starting) battery during an ECO Start. Once the vehicle is running, all electrical loads are supplied by the primary battery / charging circuit. If the Dual Battery System is unable to prevent low voltage levels during ECO Stop/Start operations, due to the condition of the primary and/or secondary batteries or a system fault, the Stop/Start feature is disabled. The Dual Battery System comprises the following components: • Primary battery • Secondary battery • • • • Quiescent Current Control Module (QCCM) Gateway Module (GWM) Dual Battery Module (DBM) Dual Battery Junction Box (DBJB) 3.2 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Dual Battery System Components (RHD Shown; LHD Similar) DUAL BATTERY JUNCTION BOX AUXILIARY JUNCTION BOX SECONDARY BATTERY BATTERY JUMP START TERMINAL – GROUND DUAL BATTERY MODULE RH ENGINE JUNCTION BOX LH ENGINE JUNCTION BOX GATEWAY MODULE BATTERY MONITORING SYSTEM CONTROL MODULE BATTERY BATTERY JUNCTION BOX QUIESCENT CURRENT CONTROL MODULE CENTRAL JUNCTION BOX TRANSIT RELAY NP14FT095 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.3 DUAL BATTERY SYSTEM Component Description Batteries Both the primary and secondary batteries are Absorbent Glass Matt (AGM) batteries, which offer improved resistance to the cycling typical in Stop/Start applications. AGM batteries are fully sealed and cannot have the electrolyte level topped up. PRIMARY BATTERY: 95 Ah / 850CCA The role of the secondary battery is to supply a consistent power supply that remains unaffected during the ECO Start cranking phase. NOTE: For more detailed battery rating information, refer to the latest Battery Application Guide. NP14FT096 SECONDARY BATTERY: 14 Ah / 200CCA Midtronics Equipment The GR-1 194 diagnostic charger and EXP-1080 hand-held tester are the only diagnostic equipment approved for Jaguar AGM battery testing requirements. The MCR 494 IR tester cannot be used to test AGM batteries. GR1-194 DIAGNOSTIC CHARGER MCR 494 IR TESTER EXP-1080 TESTER NP14FT097 CAUTION: AGM batteries must not be charged with voltages above 14.8V, as doing so will damage them. For more information, please refer to the latest battery care instructions on TOPIx. 3.4 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Dual Battery Service The following points should be observed when servicing the Dual Battery System: Battery Disconnection If the vehicle electrical system needs to be isolated during service, only the primary battery need be disconnected unless a fault is suspected within the Dual Battery Junction Box. Internal contactors in the DBJB isolate the secondary battery. Battery Replacement The primary and secondary batteries function independently from one another and therefore should be serviced separately. If the primary battery is replaced, the Battery Monitoring System adaptations should be reset using the Jaguar approved diagnostic system so that the State of Charge (SOC) and State of Health (SOH) of the replacement battery may be evaluated. If the secondary battery is replaced, the BMS adaptations need not be reset; its SOC and SOH are estimated using the primary battery BMS data. NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.5 DUAL BATTERY SYSTEM Battery Monitoring System Control Module The Battery Monitoring System (BMS) control module is located on the primary battery negative (-) terminal. The primary battery negative ground cable is connected to the BMS control module and is attached to a ground stud on the vehicle body. The BMS control module measures battery current and voltage, which it communicates to the GWM over a LIN bus connection; the GWM transmits the primary battery information over the MS and HS CAN bus to other vehicle systems. Based on the information received from the BMS control module, the GWM will control the output from the generator and request the switching off of electrical loads if necessary. CAUTION: Due to the self-calibration routine, it is recommended that all power supply diagnostic testing is carried out using the Jaguar approved diagnostic system rather than a digital multimeter. The BMS control module is able to generate Diagnostic Trouble Codes (DTCs) to help diagnose primary battery or generator power supply issues. The Jaguar approved diagnostic system can also be used to implement a primary battery and generator self-test routine. If a fault is detected, the GWM will override the BMS control module. NP14FT098 The BMS control module receives a 12V power supply directly from the primary battery positive terminal. A LIN bus connection provides communication between the BMS control module, the Gateway Module (GWM), and the Quiescent Current Control Module for control and monitoring of the primary battery current drain and State of Charge (SOC). 3.6 Electrical Systems | 04/15/2013 The self-test routine uses the capability of the BMS control module and generator LIN bus controlled functions to provide current flow information, and will determine whether the BMS control module and generator are functioning correctly. NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Gateway Module Quiescent Current Control Module The Gateway Module (GWM) hosts the software required to control the Dual Battery System and charging system components. The GWM monitors charging system components and can store fault related DTCs. Some control modules can cause unnecessary battery drain (quiescent drain) by remaining awake after the vehicle electrical system has been shut down. The Quiescent Current Control (QCC) system has been introduced to reduce quiescent drain and prolong battery life. The system is an enhancement to the Battery Monitoring System and uses signals already available from that system to monitor battery current and cut power supply to modules when necessary to avoid discharged batteries. The system comprises three components: • Battery Monitoring System (BMS) module • Gateway Module (GWM) • Quiescent Current Control Module (QCCM) NP14FT099 The GWM contains software to control the following functions: • Determines condition of primary and secondary battery by communicating directly with BMS module and generator to regulate generator output and stores fault related DTCs. • Controls charging system warning light status • Controls ISS using power management to inhibit unnecessary electrical loads • Controls the Dual Battery Junction Box (DBJB) via the Dual Battery Module (DBM) to enable the switching of the contactors • Communicates with Quiescent Current Control Module (QCCM) to reduce Quiescent Current Drain • Contains Backup Car Configuration Files (CCF) The GWM software will monitor the status of the Stop/Start system and determine when a Stop/Start event can occur. It can also intervene to maintain vehicle systems by keeping the engine running or initiating a restart due to, for example, climate control system requirements or request for restart from the ECM. A brake pressure signal is received from the ABS control module, which will indicate to the GWM when an engine restart is required from driver operation of the foot brake. The Battery Monitoring System monitors battery capacity and state of charge and determines if any action is required to protect the battery. If so, it communicates this to the Gateway Module. The Gateway Module’s control logic uses this information to determine the course of action required to assist battery protection. The QCCM receives open and close commands from the GWM and reacts accordingly. RELAY 1 RELAY 2 IN-CAR ENTERTAINMENT CLIMATE CONTROL QUIESCENT CURRENT CONTROL MODULE LIN INPUT GATEWAY MODULE BMS MODULE LIN INPUT / OUTPUT LIN INPUT / OUTPUT STATE OF CHARGE ESTIMATOR BJB QUIESCENT CURRENT ESTIMATOR CAN BATTERY NP14FT100 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.7 DUAL BATTERY SYSTEM System Strategy ENGINE OFF ENGINE RUNNING FOR MINIMUM 10 MINUTES BMS CONSTANTLY MONITORING STATE OF CHARGE BATTERY CAPACITY MODULE SHUT-DOWN MESSAGE SENT FIRST 5-MINUTE MONITORING PERIOD POWER DISCONNECT SIGNAL SENT 7% SECOND 5-MINUTE MONITORING PERIOD 12% 0 10 0 5 10 TIME (MINUTES) NP14FT101 When the vehicle is shut off, the BMS records a battery charge start point and monitors the battery from this point. If the battery state of charge drops by 7% at any time, the BMS will then monitor this for 5 minutes. If, after 5 minutes, the charge has continued to drop (i.e. quiescent current too high), this suggests that some modules are still awake. The BMS sends a shutdown signal, via LIN bus, to the GWM. The GWM then sends a CAN bus message to all modules on the network requesting them to shut down. After this command, the BMS continues to monitor for a further 5 minutes. If the quiescent current continues, the battery state of charge will continue to drop. If the state of charge drops to 12% below the start point, this implies that some modules have failed to respond to the previous request to shut down (i.e. there is an error state within the modules). At this point the BMS will send a power disconnect signal to the GWM via LIN bus. The GWM will send a LIN bus signal to the QCCM to open Relay 1 first, cutting power to all modules on the MOST ring. If the voltage continues to drop after five more minutes the QCCM will open Relay 2 to the climate control system, cutting power to the climate control module. 3.8 Electrical Systems | 04/15/2013 The LIN bus is used to ensure no other modules wake up during this process; a CAN bus message would wake the entire network. The software that controls the QCCM is hosted within the Gateway Module and can be updated via the Data Link Connector. QCCM operation is disabled when the vehicle is in Transit Mode. The system is enabled when the vehicle is put into Normal Mode during Pre-Delivery Inspection (PDI). Maintenance The QCCM is serviceable as a unit. Its relay contacts can be cleaned using the cleaning routine actuated through the Jaguar approved diagnostic equipment. If cleaning is unsuccessful, the unit will have to be replaced. The module contains a number of fuses, which supply and protect the infotainment and climate control systems, the GWM, and the Dual Battery Module (DBM) (when equipped). NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Quiescent Current Control Module Control Diagram 2 3 1 8 4 7 A NP14FT102 A D O 1 Hardwired HS CAN LIN bus Gateway Module) 2 3 4 5 5 6 D O Engine Control Module (ECM) 6 High speed CAN to other system control modules 7 Generator 8 Quiescent Current Control Module (QCCM) NP14-FT: 2014 MY F-TYPE Technical Introduction Ground Fused power supply from CJB BMS control module Electrical Systems | 04/15/2013 3.9 DUAL BATTERY SYSTEM Dual Battery Module NP14FT103 The Dual Battery Module (DBM) is connected to the Dual Battery Junction Box (DBJB) by two hardwired connections, which the DBM uses to apply battery voltage to the contactor coils in the DBJB. The DBM communicates with the Gateway Module (GWM) via LIN bus, and operates the contactors as required based on signals received from the GWM. The DBM diagnoses the coils of the DBJB contactors, and will report faults back to the GWM. The GWM also instructs the DBM of the charging current required for the secondary battery, which the DBM applies as stabilized current to the secondary battery via direct connection. The DBM receives a fused power supply from the RJB. 3.10 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Dual Battery Junction Box The Dual Battery Junction Box (DBJB) is located beneath the secondary battery. The DBJB houses two contactors, which are controlled by the DBM and the GWM for switching power supplies during ECO stop/ starts, and also for charging the secondary battery. The DBJB receives a battery supply direct from the primary battery to Contactor 1, and a battery supply from the secondary battery to Contactor 2. Two connections from the DBM are used for contactor coil control. A third connection from the DBM applies a stabilized voltage directly to the secondary battery for charging when requested by the GWM. The DBJB contains a multitude of field effect transistors (FETs) placed in parallel to Contactor 1. The FET can carry a current up to 200A to ensure that there is no interruption in the primary battery power supply during the contactor switching process. NP14FT104 Fuses on top of the DBJB are protected by removable covers. DBJB WITH FUSE COVERS IN PLACE SECONDARY BATTERY DUAL BATTERY JUNCTION BOX MINI-FUSES (SECONDARY BATTERY CHARGING AND VOLTAGE MONITOR) J CASE FUSIBLE LINKS (STARTER MOTOR CONTROL SOLENOID) NP14FT105 NOTE: Due to space limitations in the F-TYPE, the secondary battery and DBJB are mounted lying sideways. NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.11 DUAL BATTERY SYSTEM Principles of Operation The Gateway Module is the master control module of the Dual Battery System and commands the DBM (a slave node) via a dedicated LIN bus to directly control the contactor control coils and secondary battery charging circuit. The contactors are contained within the DBJB and are not serviceable separately. DUAL BATTERY JUNCTION BOX Electrical loads on the vehicle are divided into ‘power’ and ‘sensitive’ loads. Power loads are always supplied with current from the primary battery through Contactor 1; Tandem Solenoid Starter (TSS) relays are an example of power loads. Sensitive loads are all loads that are sensitive to a voltage drop when cranking. The power supply for sensitive loads is modulated by Contactor 2 between the primary and secondary battery circuits during ECO Starts. SENSITIVE LOADS / BATTERY JUNCTION BOX POWER LOADS / TSS RELAYS CONTACTOR 1 CONTACTOR 2 GATEWAY MODULE DUAL BATTERY MODULE LIN NP14FT107 CAN NP14FT106 Battery Load Application Chart Load Type Non ECO Start (During Cranking) IGN II (including during ECO Stop) Cranking (post ECO Stop) Engine Running Power Loads Primary Battery Primary Battery Primary Battery Primary Battery Sensitive Loads Primary Battery Primary Battery Secondary Battery Primary Battery 3.12 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Normal State (Engine Running) Contactor 1 in the DBJB is normally closed, providing continuous power supply to the electrical system from the primary battery through the Battery Junction Box (BJB). Contactor 2 is normally open, isolating the secondary battery from the system until it is required during an ECO Start. DUAL BATTERY JUNCTION BOX FET CONTACTOR 1 CLOSED 40A FUSE PRIMARY BATTERY 20A FUSE + CONTACTOR 2 OPEN GENERATOR EJB / TSS RELAYS TSS MOTOR – + – BJB / SENSITIVE LOADS SECONDARY BATTERY PRIMARY BATTERY SUPPLY PRIMARY BATTERY CHARGING NP14FT108 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.13 DUAL BATTERY SYSTEM ECO Stop During an ECO Stop, Contactor 1 remains in the normally closed position and all of the sensitive electrical loads remain powered by the primary battery through the BJB. DUAL BATTERY JUNCTION BOX FET CONTACTOR 1 CLOSED 40A FUSE PRIMARY BATTERY + 20A FUSE CONTACTOR 2 OPEN GENERATOR EJB / TSS RELAYS TSS MOTOR – + – BJB / SENSITIVE LOADS SECONDARY BATTERY PRIMARY BATTERY SUPPLY NP14FT109 3.14 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM DBJB Contactor Control (Contactor Switching) When an ECO Start is requested, the sensitive loads must be isolated before the Tandem Solenoid Starter (TSS) motor is operated to crank the engine. When the driver releases the brake pedal, the ABS control module senses the reduction in brake pressure and sends an HS CAN message to the GWM and the ECM. The GWM reacts within 105ms and signals the DBM to activate the two contactors in the DBJB. Due to the speed required, rather than closing contactor 2 first followed by opening contactor 1 (which would prevent power supply interruption to the sensitive loads) the two contactors must be operated in unison. This poses a problem; should Contactor 1 become open circuit before Contactor 2 has fully closed, the sensitive loads would momentarily lose their current source. To overcome this, the Field Effect Transistor (FET) connected in parallel to Contactor 1 acts principally in the same manner as an ideal diode: the FET can carry up to 200A and maintain power to the sensitive loads during switch-over or if Contactor 1 were to become open circuit. DUAL BATTERY JUNCTION BOX 200A FET CONTACTOR 1 OPENING 40A FUSE PRIMARY BATTERY + TSS MOTOR 20A FUSE CONTACTOR 2 OPEN GENERATOR EJB / TSS RELAYS – + – BJB / SENSITIVE LOADS SECONDARY BATTERY PRIMARY BATTERY SUPPLY NP14FT110 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.15 DUAL BATTERY SYSTEM ECO Start (Cranking) Once activated, the DBJB opens Contactor 1 and interrupts the primary battery power supply to the BJB / sensitive loads while simultaneously closing Contactor 2, thus completing the circuit to the secondary battery. The TSS Solenoids remain powered by the primary battery to crank the engine, while the sensitive loads remain isolated from the cranking voltage drop. DUAL BATTERY JUNCTION BOX FET CONTACTOR 1 OPEN 40A FUSE PRIMARY BATTERY + 20A FUSE CONTACTOR 2 CLOSED GENERATOR EJB / TSS RELAYS TSS MOTOR – + – BJB / SENSITIVE LOADS SECONDARY BATTERY PRIMARY BATTERY SUPPLY SECONDARY BATTERY SUPPLY NP14FT111 3.16 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Engine Running When the engine is running and the generator is supplying power to the vehicle’s electrical system the GWM signals the DBM to de-activate the contactors, allowing them to resume their normal positions supplying power from the primary battery and the generator, and isolating the secondary battery. DUAL BATTERY JUNCTION BOX FET CONTACTOR 1 CLOSED 40A FUSE PRIMARY BATTERY 20A FUSE + CONTACTOR 2 OPEN GENERATOR EJB / TSS RELAYS TSS MOTOR – + – BJB / SENSITIVE LOADS SECONDARY BATTERY PRIMARY BATTERY SUPPLY PRIMARY BATTERY CHARGING NP14FT108 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.17 DUAL BATTERY SYSTEM Diagnostics Dual Battery Contactor 1 Diagnostic In order to monitor the state and integrity of Contactor 1 within the Dual Battery Junction Box, an FET diagnostic connection is hardwired between the FET (also within the DBJB) and the Gateway Module. Should a fault exist with the Contactor 1, the Gateway Module will store an appropriate fault code. The solid state, integrated pro-FET device outputs two logic voltages dependent upon whether or not it is conducting. State FET CONTACTOR 1 OPEN Logic Voltage Not Conducting 0.5V (approx.) Conducting 0.9 – 1.0V MAX (approx.) CONTACTOR 2 CLOSED NP14FT113 Dual Battery Contactor 2 Diagnostic The state of Contactor 2 is monitored directly by the Gateway Module via the secondary battery terminal voltage monitor line. It does this by comparing its own control module voltage supply with the input voltage via the diagnostic line (fuse 5 of the DBJB). FET CONTACTOR 1 CLOSED CONTACTOR 2 OPEN + – SECONDARY BATTERY BJB / SENSITIVE LOADS NP14FT108 3.18 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Control Coil Diagnostics The Gateway Module (GWM) also evaluates the integrity of the control coil circuit via the DBM and the contactors within the DBJB. In response to CAN inputs, the GWM sends a LIN request to the DBM to operate the contactors. The DBM issues the command and monitors the current of the contactor control coil circuits, and reports back to the GWM whether or not they are within the calibrated range. DUAL BATTERY JUNCTION BOX CONTACTOR 1 CONTACTOR 2 Dual Battery Junction Box Active Diagnostics Following an ignition cycle and successful engine start, if the secondary battery State of Charge (SOC) is high enough to support stop/start and the battery temperature is within the stop/start range – 41° to 122°F (5° to 50°C) the DBJB performs a self-test and diagnosis to check the integrity of the contactors. If the test fails, Intelligent Stop/Start (ISS) is inhibited until the next ignition cycle and subsequent Active Diagnostic Test. The Active Diagnostic Test is controlled directly by the DBM based upon LIN input from the GWM. This is achieved by forcing the operation of contactors 1 and 2 following a successful engine start. Return signals are evaluated by the GWM via the FET, secondary battery voltage, and contactor control coil current monitors to ensure that the Dual Battery System can support ISS. If a fault is detected, an appropriate DTC is stored by the GWM and stop/start is inhibited. The process is transparent to the driver and is completes in less than ten seconds. Contactor operation for the test is as follows: Order GATEWAY MODULE DUAL BATTERY MODULE Operation 1 Contactor 2 commanded to close 2 Contactor 1 commanded to open 3 Contactor 1 commanded to close 4 Contactor 2 commanded to open LIN Because of the order in which the contacts are operated, the power supply to sensitive electrical loads is never interrupted. NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 CAN NP14FT115 3.19 DUAL BATTERY SYSTEM Battery Charging Charging of the primary battery is conventional via the vehicle generator and is controlled by the GWM. SECONDARY BATTERY Charging of the secondary battery takes place independently from the primary battery; the set-point is controlled by LIN commands from the GWM to the DBM. The DBM’s internal DC/DC converter outputs a trickle charge via a dedicated hardwired connection. The secondary battery is continuously charged while the engine is running at a voltage determined by the secondary battery State of Charge (SOC) estimation. The Dual Battery System cannot support stop/start operation if the secondary battery SOC is too low. Since there is no Battery Monitoring System fitted to the secondary battery, the SOC is determined by the battery terminal voltage and estimated temperature. GATEWAY MODULE Charging of the secondary battery is suspended under the following conditions: • • • • • • • • Engine is not running Dual Battery Module DC/DC fault Secondary Battery low voltage fault Secondary Battery no voltage fault Active Diagnostics executing Secondary Battery SOC estimation required Primary Battery continual negative current Diagnostics override (OBD) 3.20 Electrical Systems | 04/15/2013 LIN DC / DC CAN DUAL BATTERY MODULE NP14FT116 NP14-FT: 2014 MY F-TYPE Technical Introduction DUAL BATTERY SYSTEM Fault Handling As the master control module of the Dual Battery System, the Gateway Module processes all faults associated with the Dual Battery System and will set one of two CAN fault messages: • A fault has been detected with the Dual Battery System resulting in degraded functionality of the vehicle power supply system; charge warning light illuminated and stop/start inhibited. • A fault has been detected with the Dual Battery System resulting in failure to support stop/start operation; warning message displayed to driver and stop/start inhibited. XF Cluster Shown; F-TYPE Similar NP14FT117 NOTE: Stop/start is also inhibited during the Active Diagnostics test that takes place following an ignition cycle and successful engine start. NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.21 DUAL BATTERY SYSTEM Dual Battery System Control Diagram 10 6 9 8 5 7 4 3 2 1 A NP14FT118 A D O 1 2 Hardwired HS CAN LIN bus Ground VBATT from BJB 3.22 1 3 4 5 6 7 D VBATT from CJB 8 Secondary battery voltage monitoring input 9 Primary battery SOC (from BMS via LIN) 10 FET status (hardwired) 11 Secondary battery Electrical Systems | 04/15/2013 O 11 Primary battery Dual Battery Relays Power Loads (alternator, starter motor, starter relays) Sensitive Loads NP14-FT: 2014 MY F-TYPE Technical Introduction NP14-FT: 2014 MY F-TYPE Technical Introduction 120 Ω 120 Ω Electrical Systems | 05/10/2013 MOST RING LIN BUS MS CAN HS CAN LEGEND GWM NETWORK BREAK POINT (CONNECTOR) D360 CLKSPG D257 D263 T388 BBUS* T328 D458 IAU KVM PACM RVC GEN DBM BMS QCCM FTCM DEDICATED CAN ISCM BMCM (R) RDCM EPBCM AHBCM TCS S477 DDM PSM S460 S350 NOTE: ALL POSSIBLE OPTIONS SHOWN. MODULES WITH AN ASTERISK (*) ARE NOT NAS. BMCM (L) FTCM B D538 RCM D539 ATCM M259 M279 M203 M204 A100 HLCM M452 A101 OCSCM T315 PDM ESCL* NCM (Asia)* DEDICATED CAN DSM S459 TVCM* NCM (Japan)* DLC ABS TS ICP SRCM (or DRCM*) TCM AAM IAM IC ECM COMMUNICATIONS NETWORKS Communications Networks Overview Bus Network Topology CJB (HS CAN / MS CAN GATEWAY) NP14FT119 3.23 120 Ω 120 Ω COMMUNICATIONS NETWORKS Topology Key Items noted with an asterisk (*) are not NAS. High Speed CAN Modules Item Trans. Code Medium Speed CAN Modules Description Item Trans. Code Description D396 Anti-Lock Brake System Control Module AHBCM B179 Auto High Beam Control Module CJB P135 Central Junction Box (Body Control Module) ATCM D243 Automatic Temperature Control Module DLC V100 Data Link Connector (J1962) BMCM (L) D432 Blindspot Monitoring Control Module (Left) ECM D131 Engine Control Module BMCM (R) D431 EPBCM D278 Electric Park Brake Control Module Blindspot Monitoring Control Module (Right) ESCL * D401 Electric Steering Column Lock Control Module CJB P135 Central Junction Box (Body Control Module) D473 Driver Door Module D542 Folding Top Control Module (Left – Master) DDM FTCM DLC V100 Data Link Connector (J1962) FTCM B D543 Folding Top Control Module (Right – Slave) DSM D464 Driver Seat Module GWM D324 Gateway Module GWM D324 Gateway Module HLCM D226 Headlamp Leveling Control Module IC D107 Instrument Cluster IC D107 Instrument Cluster ICP D373 Integrated Control Panel ISCM D411 Integrated Suspension Control Module KVM D374 Keyless Vehicle Module NCM (Asia) * D208 Navigation Control Module (Asia) OCSCM D274 Occupant Classification Sensor Control Module PDM D474 Passenger Door Module PACM D184 Parking Aid Control Module PSM D465 Passenger Seat Module RCM D171 Restraints Control Module RVC F204 Rear View Camera RDCM D283 Rear Differential Control Module TS D326 Touch Screen S350 S350 JaguarDrive Switchpack TCM D294 Transmission Control Module TCS D308 Transmission Control Switch ABS 3.24 Electrical Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction COMMUNICATIONS NETWORKS MOST Modules Item LIN Modules Trans. Code Description Item Trans. Code Description AAM F142 Audio Amplifier Module A100 A100 Headlamp Assembly (Right) DRCM * F201 Digital Radio Control Module A101 A101 Headlamp Assembly (Left) IAM D326 Integrated Audio Module BBUS * D154 Battery Back-Up Sounder NCM (Japan) * D494 Navigation Control Module (Japan) BMS D451 Battery Monitoring System Control Module SRCM D350 Satellite Radio Control Module CLKSPG S227 Clockspring TS D326 Touch Screen D257 D257 Steering Wheel Switchpack – RH TVCM * D328 TV Control Module D263 D263 Steering Wheel Heater Control Module D360 D360 Tire Pressure Monitoring System Receiver D458 * D458 Volumetric Sensor D538 D538 Seat Heater Control Module – LH D539 D539 Seat Heater Control Module – RH DBM DBM Dual Battery Module Gen M100 Generator IAU D469 Immobilizer Antenna Unit M203 M203 Distribution Motor – LH M204 M204 Distribution Motor – RH M259 M259 Distribution Motor – Demist M279 M279 Distribution Motor – Face/Feet M452 M454 Distribution Motor – Center QCCM P168 Quiescent Current Control Module S459 S459 Seat memory switchpack – Driver S460 S460 Seat memory switchpack – Passenger S477 S477 Door switchpack – Driver T315 T315 Humidity Sensor T328 T328 Rain / Light Sensor T388 * T388 Internal Motion Sensor NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 05/10/2013 3.25 COMMUNICATIONS NETWORKS Module Locations High Speed CAN Modules Part 1 (RHD Shown; LHD Similar) TRANSMISSION CONTROL SWITCH JAGUARDRIVE SWITCHPACK RESTRAINTS CONTROL MODULE INSTRUMENT CLUSTER DATA LINK CONNECTOR HEADLAMP LEVELING CONTROL MODULE CENTRAL JUNCTION BOX TRANSMISSION CONTROL MODULE (INTEGRAL w/ VALVE BLOCK BELOW TRANSMISSION) GATEWAY MODULE PARKING AID CONTROL MODULE ENGINE CONTROL MODULE ABS CONTROL MODULE NP14FT120 3.26 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction COMMUNICATIONS NETWORKS Part 2 (RHD Shown; LHD Similar) REAR DIFFERENTIAL CONTROL MODULE ELECTRIC PARK BRAKE CONTROL MODULE INTEGRATED SUSPENSION CONTROL MODULE LH FOLDING TOP CONTROL MODULE (FTCM – MASTER) RH FOLDING TOP CONTROL MODULE (FTCM B – SLAVE) NP14FT121 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.27 COMMUNICATIONS NETWORKS Medium Speed CAN Modules NOTE: RHD Shown; LHD Similar AUTO HIGH BEAM CONTROL MODULE INSTRUMENT CLUSTER * KEYLESS VEHICLE MODULE BLINDSPOT MONITORING CONTROL MODULES DATA LINK CONNECTOR * TOUCH SCREEN DRIVER DOOR MODULE * NAVIGATION CONTROL MODULE REAR VIEW CAMERA INTEGRATED CONTROL PANEL DRIVER AND PASSENGER SEAT MODULES PASSENGER DOOR MODULE * GATEWAY MODULE * AUTOMATIC TEMPERATURE CONTROL MODULE * CENTRAL JUNCTION BOX * * NOTE: MODULE SWAPS SIDES FOR LHD. NP14FT122 3.28 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction COMMUNICATIONS NETWORKS MOST Network Modules NOTE: RHD Shown; LHD Similar AUDIO AMPLIFIER MODULE INTEGRATED AUDIO MODULE PORTABLE AUDIO INTERFACE PANEL TOUCH SCREEN SATELLITE RADIO CONTROL MODULE NP14FT123 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.29 JUNCTION BOXES Junction Boxes Overview There are 6 junction boxes used to distribute power in the F-TYPE: • Engine Junction Box – Left –– Located in the left rear of the engine compartment • Engine Junction Box – Right –– Located in the right forward engine compartment • Central Junction Box –– Located in the passenger footwell • Auxiliary Junction Box –– Located on the LH ‘A’ pillar in the passenger compartment • Battery Junction Box –– Located in the luggage compartment • Dual Battery Junction Box –– Located adjacent to the secondary battery in the luggage compartment There are also fuses in the Quiescent Current Control Module, located adjacent to the Battery Junction Box in the luggage compartment. ENGINE JUNCTION BOX – LEFT (P170) AUXILIARY JUNCTION BOX (P101) BATTERY JUNCTION BOX (P147) QUIESCENT CURRENT CONTROL MODULE (P168) DUAL BATTERY JUNCTION BOX (P165) CENTRAL JUNCTION BOX (P135) ENGINE JUNCTION BOX – RIGHT (P171) NP14FT209 Power Modes There are currently five power modes used by the vehicle systems to determine the operating condition of the vehicle. 3.30 Electrical Systems | 05/10/2013 Power Mode Vehicle Function Power mode 0 Vehicle locked and armed Power mode 4 Accessory; Vehicle unlocked and Land Rover Smart Key present Power mode 6 Ignition on Power mode 7 Engine running Power mode 9 Engine cranking NP14-FT: 2014 MY F-TYPE Technical Introduction JUNCTION BOXES Fuse Identification Engine Junction Box – Left (P170) Fuse # Rating Fuse Color Circuit F1 15A Blue Air conditioning clutch F2 20A Yellow Washer transfer pump F3 5A Tan Active exhaust solenoid F4 5A Tan Monitor F5 25A Clear EMS: Ignition coils F6 5A Tan EMS: MAF sensors F7 5A Tan EMS: Sensors F8 10A Red EMS: Actuators F9 10A Red EMS: Throttle motor F10 15A Blue EMS: Variable valve timing F11 20A Yellow EMS: Oxygen sensor Bank A (LH) F12 20A Yellow EMS: Oxygen sensor Bank B (RH) F13 20A Yellow EMS: Catalyst oxygen sensor A & B F14 — — — F15 — — — F16 5A Tan Battery voltage check F17 — — — F18 30A Green F19 15A Blue F20 — — Anti-lock brake system valves Transmission control switch, Transmission control module — Engine Junction Box – Right (P171) Fuse # Rating Fuse Color Circuit F1 25A Clear Headlamp wash F2 15A Blue Intercooler water pump F3 15A Blue Horns F4 — — — F5 — — — F6 — — — F7 — — — F8 — — — F9 — — — F10 — — — NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 05/10/2013 3.31 JUNCTION BOXES Auxiliary Junction Box (P101) Fuse # Rating Fuse Color F1 30A Green F2 — — — F3 — — — F4 20A Yellow F5 5A Tan Instrument cluster control, Instrument cluster fan F6 15A Blue Folding top front latch F7 — — — F8 5A Tan Keyless vehicle module (logic) F9 5A Tan Folding top down lock F10 20A Yellow F11 25A Clear Heated front seat F12 5A Tan Seat switch power F13 10A Red Integrated suspension control module (spoiler), JaguarDrive switchpack F14 5A Tan Adaptive damping control, Integrated suspension control module F15 — — — F16 30A Green F17 — — — F18 — — — F19 30A Green F20 — — F21 10A Red Rear view camera, Headlamp (left & right side), Blind spot monitoring (left & right side), Park distance control, Interior electrochromic mirror F22 5A Tan Left side headlamp motor F23 5A Tan Right side headlamp motor F24 5A Tan Headlamp leveling F25 — — — F26 — — — F27 — — — F28 — — — F29 — — — F30 5A Tan Normal mode (or Transport mode) 3.32 Electrical Systems Circuit Parking brake (left side) Keyless vehicle module (latch power) Dual battery module Park brake (right side) Fuel — | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction JUNCTION BOXES Central Junction Box (P135) Fuse # Rating Fuse Color Circuit F1 5A Tan Radio frequency receiver, Interior motion sensor, Tire pressure monitoring sensor F2 — — — F3 — — — F4 20A Yellow F5 5A Tan Anti-lock brakes, Steering angle sensor F6 — — — F7 — — — F8 30A Green F9 5A Tan Electronic park brake F10 5A Tan Adaptive damping control F11 — — — F12 5A Tan Reverse lamps and Mirror dimming inhibit F13 10A Red Integrated suspension control module (spoiler), Drive control switch F14 5A Tan Brake pedal switch F15 30A Green Heated rear screen F16 — — — F17 — — — F18 — — — F19 5A Tan Engine control module F20 10A Red Heated steering wheel F21 10A Red Dynamic stability control switch, Climate seat modules, Road toll collection, Passenger airbag disable lamp F22 5A Tan Transmission control module, Rear differential, Transmission control switch (ignition signal) F23 5A Tan Right side headlamp motor F24 5A Tan Right side rear fog lamp F25 5A Tan Left side rear fog lamp F26 — — — F27 — — — F28 25A Clear F29 — — — F30 — — — F31 5A Tan Rain sensor, Climate control sensors F32 25A Clear F33 — — F34 10A Red F35 — — CAN gateway module Passenger seat power 2 Passenger door module Driver door module — Fuel flap locking and unlocking — NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 05/10/2013 3.33 JUNCTION BOXES Central Junction Box (P135) (continued) Fuse # Rating Fuse Color F36 5A Tan Battery back-up sounder F37 — — — F38 15A Blue F39 — — — F40 5A Tan Driver door window switch, Instrument cluster control F41 — — — F42 30A Green F43 10A Red F44 — — F45 30A Green Passenger seat power 1 F46 30A Green Passenger seat power 2 F47 — — — F48 — — — F49 5A Tan Right side headlamp motor F50 5A Tan Left side headlamp motor F51 5A Tan Steering wheel switches F52 20A Yellow Accessory socket (center) F53 20A Yellow Accessory socket/cigar lighter (cubby box) F54 — — — F55 — — — F56 10A Red Remote control module F57 10A Red Battery saver F58 — — F59 10A Red Door soft close (close and reverse) F60 5A Tan Occupant control sensor F61 5A Tan Immobilizer antenna unit F62 — — — F63 — — — F64 — — — F65 5A Tan Power roof F66 5A Tan Diagnostic socket F67 — — — F68 — — — F69 — — — 3.34 Electrical Systems Circuit Front screen washer Driver seat power 1 Active exhaust — — | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction JUNCTION BOXES Quiescent Current Control Module (P168) Fuse # Rating Fuse Color Circuit F1 15A Blue Touch screen, Front integrated control panel F2 10A Red Audio amplifier F3 — — F4 10A Red Satellite Radio Control Module F5 15A Blue Integrated Audio Module F6 — — — F7 — — — F8 — — — F9 — — — F10 — — — F11 — — — F12 — — — F13 — — — F14 — — — F15 15A Blue F16 — — — Climate Control Module / AJB Blower Relay — Battery Junction Box (P147) Link # Rating Link Color Circuit 1 250A Pink 2B 60A Yellow 3B 40A Light Green Central Junction Box – V Batt 3 4B 40A Light Green Central Junction Box – V Batt 4 5B 50A Red Central Junction Box – V Batt 1 8B 50A Red Central Junction Box – V Batt 2 Transit Relay 11B 350A Dark Green 12B 400A Purple Auxiliary Junction Box (P101) / Engine Junction Box Left Quiescent Current Control Module Dual Battery Junction Box Busbar Underbody - Starter / Generator / Engine Junction Box – Right NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 05/10/2013 3.35 INSTRUMENT CLUSTER Instrument Cluster Overview The Instrument Cluster comprises two analog gauges for the speedometer and the tachometer and a 5-inch Thin Film Transistor (TFT) display for driver information. SPEEDOMETER MAJOR SCALE MILES PER HOUR (MPH) TFT MESSAGE CENTER DIGITAL SCALE CAN DISPLAY MPH OR KM/H NP14FT124 The speedometer is located on the left side of the Instrument Cluster and is available in two market variants: • Major scale Miles per Hour (mph) • Major scale Kilometers per Hour (km/h) The secondary speedometer is a digital display in the TFT. In most markets, the displayed units shown can be toggled via the ‘units’ option in the Trip Computer menu. The tachometer is located on the right side of the Instrument Cluster. The TFT screen displays vehicle-related information to the driver; for example – engine temperature, fuel level, gear position, and speed control. Driver information is also displayed – navigation, trip computer information, and basic audio details. The gauges are illuminated in pure white, but change to red when Dynamic Mode is selected. A menu/audio control ‘joy pad’ is located on the left steering wheel switchpack, which allows selection of the displayed functions and navigation of the menus. When selected, the menu is displayed in the TFT screen. The telephone system microphone is located in the Instrument Cluster surround. 3.36 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction INSTRUMENT CLUSTER Principles of Operation Main Menu The main menu is selected using the ‘MENU/OK’ switch on the left steering wheel switchpack. The switch allows access to the following menu functions: • Driving Features • Trip Computer • Instrument Display • Vehicle Set-up • Vehicle Info Driving Features Driving Features allows access to the following driving features (dependent on specification): • • • • • Show Warnings –– If any warnings are present in the message center, pressing the ‘MENU/OK’ button minimizes the warning and shows either a small red amber general triangle in the top of the message center to show a warning message has been suppressed. The warning messages can be retrieved by selecting ‘Show Warnings’ from the menu. The messages will display for 2 seconds, in sequence if there is more than one message. Blind Spot Monitor –– configure blind spot monitoring system Reverse Traffic –– allows driver to activate/deactivate the Reverse Traffic Detection system Auto High Beam –– allows the driver three selections for Auto High Beam: activate/de-activate the auto high beam function, drive on left, or drive on right. Gear Shift Paddles –– allows the driver to select between ‘paddles active’ only when in Sport ‘S’ mode or active when in Drive ‘D’ and Sport ‘S’ mode. NP14-FT: 2014 MY F-TYPE Technical Introduction Trip Computer The trip computer allows the driver to select between ‘Trip A’ and ‘Trip B’ and to select the units used for Trip display (Miles, MPH, MPG or km, km/h, l/100km). The driver can also select the Trip Content for display: • Trip distance • Average speed • Average consumption • Instantaneous • Distance to empty Instrument Display There are three selections in the Instrument Display menu: Language, Digital Speedometer, and Temperature. • • • The Language menu allows the driver to select the Instrument Cluster and message center messages to be displayed in any one of 17 languages. The Digital Speedometer allows the driver to change the units of display between MPH or km/h. The Temperature menu allows the driver to select the temperature display in either Celsius or Fahrenheit. Electrical Systems | 04/15/2013 3.37 INSTRUMENT CLUSTER Vehicle Set-up The Vehicle Set-up menu allows access to the following vehicle features (dependent on specification): • • • • • • • • • Alarm Sensors (not NAS) –– activate/deactivate the volumetric sensor for the vehicle interior Reverse-Dip Mirror –– activate/deactivate the reverse dip function of the exterior mirrors 2-Stage Unlocking –– activate/deactivate function to open only driver’s door first and then passenger door, or all doors simultaneously. Audible Lock Warning Fault Messages When a system control module detects a change or a fault which is tagged to generate a message, an electronic signal is sent via the medium or high speed CAN bus to the Instrument Cluster, which displays the message. If more than one message is requested, the Instrument Cluster displays them in order of priority. –– activate/deactivate the audible warning when locking the vehicle Windows Global Open –– activate/deactivate the Windows Global Open Smart Key function Windows Global Close (not NAS) –– activate/deactivate the Windows Global Close Smart Key function Winter Wiper Mode (not NAS) –– allows the wiper park position to be activated/ deactivated Front Park Sensors –– activate/deactivate the front park sensors Drive-Away Locking –– select from Off or 5 MPH. Vehicle Info • Oil Level –– allows the driver to check the level of the engine oil • Last Alarm –– shows the last cause of an alarm activation (for example, a door left open) • Vehicle VIN –– displays the Vehicle Identification Number (VIN) • AHB Sensitivity –– allows the driver to change the setting of the Auto High Beam function between ‘Normal mode’ and ‘Alternate mode’. 3.38 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction AUDIO SYSTEMS Audio Systems Overview The audio system is available in two versions for North American Specification (NAS): • Meridian® 380W Audio System • Meridian® 770W Surround Audio System Both audio systems have a separate amplifier and include: • Auxiliary Input • MP3-Compatible Single-slot CD • AM / FM Radio • HD Radio™ • Satellite Radio Control Module • Bluetooth® and Audio Streaming • 40GB Hard Disc Drive (HDD) for Navigation and Virtual CD Player • Front Media Interface All sound systems can be specified with: • Hard Drive Navigation system with Virtual CD Multichanger and Single Slot DVD • Bluetooth Phone and Audio streaming • Satellite Radio Control Module Audio System Controls TOUCH SCREEN TOUCH SCREEN SWITCHPACK LH STEERING WHEEL SWITCHPACK INTEGRATED CONTROL PANEL NP14FT125 NP14-FT: 2014 MY F-TYPE Technical Introduction AUDIO ON/OFF AND VOLUME CONTROL SWITCH Electrical Systems | 04/15/2013 3.39 AUDIO SYSTEMS Component Description Touch Screen and Switchpack The Touch Screen is the primary user interface for the audio system. It communicates with the other components of the audio/infotainment system on the MOST ring and allows control of the audio system and other infotainment systems from a single point. The Touch Screen comprises an 8-inch color touch-sensitive display and a Touch Screen Switchpack with shortcut hard keys on each side. HOME MENU MODE PHONE CLIMATE CONTROL MENU AUDIO / VIDEO PARKING AID OR SETUP (DEPENDENT ON SPECIFICATION) POWER ON/OFF NAVIGATION OR AUDIO SETTINGS NP14FT126 The Touch Screen is the Bus and Timing Master for the Media Oriented System Transport (MOST) Network. When the vehicle systems become active, the Touch Screen is powered up by the CJB on the MS CAN bus and subsequently wakes up the other audio modules via the MOST ring. NOTE: The Touch Screen also allows the driver to alter the characteristics of vehicle performance using the Dynamic Mode feature. 3.40 Electrical Systems | 05/10/2013 Calibration and programming of the Touch Screen using approved Jaguar diagnostic equipment enables updates to be downloaded as new technology becomes available or if any fault concerns require software updates. The Touch Screen Switchpack and the Audio System On/Off/Volume Control Switch are connected to the Integrated Control Panel (ICP), which then sends signals via MS CAN to the Touch Screen. NP14-FT: 2014 MY F-TYPE Technical Introduction AUDIO SYSTEMS Speaker Systems Meridian® 380W Audio System The system comprises: • 2 Tweeter Speakers – one in each door • 2 Mid-Range Speakers – one in each door • 2 Bass Speakers – one in each door • 2 Rear Speakers – one on each side behind the passenger compartment rear trim • 2 Sub-woofers – one on each side behind the passenger compartment rear trim Meridian® 770W Surround Audio System The system comprises: • 1 Co-Axial Speaker – located in the center of the instrument panel • 2 Tweeter Speakers – one in each door • 2 Mid-Range Speakers – one in each door • • • 2 Bass Speakers – one in each door 2 Rear Speakers – one on each side behind the passenger compartment rear trim 2 Sub-woofers – one on each side behind the passenger compartment rear trim The Audio Amplifier Module (AAM) is available in three outputs depending on vehicle specification: 180W, 380W, and 770W. NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.41 AUDIO SYSTEMS Speaker and Amplifier Locations (RHD Shown; LHD Similar) CENTER CO-AXIAL SPEAKER (770W SURROUND-SOUND ONLY) RH TWEETER SPEAKER RH REAR SPEAKER AUDIO AMPLIFIER MODULE LH REAR SPEAKER RH BASS SPEAKER RH MID-RANGE SPEAKER SUBWOOFERS LH TWEETER SPEAKER LH MID-RANGE SPEAKER LH BASS SPEAKER NP14FT127 3.42 Electrical Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction AUDIO SYSTEMS Antennas LUGGAGE COMPARTMENT LID GROUND PLANE AM / FM ANTENNA SIGMA POD AM / FM ANTENNA AMPLIFIER NP14FT128 The AM/FM antenna is located in the luggage compartment lid. The antenna is a foil type with a single connection to the AM/FM antenna amplifier, which is located on a ground plane attached to the luggage compartment lid. The antenna amplifier is connected via a co-axial cable to the Integrated Audio Module (IAM), which supplies a separate 12v power output to the amplifier. The sigma pod is positioned in the luggage compartment lid. Depending on market specification, the sigma pod can contain satellite radio, digital radio, and GPS. The sigma pod and digital antenna are a replaceable part and programming is not required. NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.43 BLINDSPOT MONITORING Blindspot Monitoring Overview The blindspot monitoring system is more accurate in operation compared to the previous system used on Jaguar vehicles. The Blindspot Monitoring Control Modules (BMCM) are incorporated into the 24GHz radar sensors, which are connected via a private HS CAN bus to exchange information. Each BMCM has an 8-way connector that has power, ground, two MS CAN bus wires, two private HS CAN bus wires, and two hardwire connections: one to the status light and one for the alert icon in the door mirror. The previous system could only detect the presence of a vehicle approximately 7 meters away. Anything that was in the potential blindspot could indicate as a false warning – for example, roadside trees or signs. The new system uses a much more accurate algorithm and can now track vehicles from as far away as 73 Meters. It is also active from 8mph (13km/h) and down to 3mph (5km/h). The previous system was only accurate down to 10mph (16km/h). Accuracy has been improved by using a crossover radar pattern to the rear of the vehicle. This is used to determine actual moving vehicles compared to stationary roadside objects – thus eliminating many false warnings. As an object is detected in the crossover area, the system checks its position with the opposite radar sensor and the system self-calibrates as it tracks the object’s distance and speed. NP14FT129 3.44 Electrical Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction BLINDSPOT MONITORING Principles of Operation Under normal driving conditions, two radar sensors mounted at the rear of the vehicle will continuously scan for and track traffic on the areas to the left rear and right rear of the vehicle. The driver is notified by illumination of the Blindspot icon in the relevant door mirror. The sensors will alert the driver to the presence of vehicles within the defined Closing Vehicle Warning Zone (flashing icon), or if a vehicle enters the 5-meter Blindspot Detection Zone where it poses a threat to the driver if a lane change maneuver is made (continuous illumination). NP14FT130 In the example shown below: • • • • Vehicle A has entered the 5 meter Blindspot Detection Zone; this will trigger a solid Blind Spot Alert in the relevant mirror (regardless of its speed). Vehicle B is slow moving and is being tracked. Due to its low relative velocity, it would not cause an alert: at > 5 seconds to collision, it is treated as a ‘no threat’ object. Vehicle C is being tracked and monitored by both radar sensors and data is used for alignment check. Vehicle D is fast moving, with a relative velocity of < 5 seconds to collision. This would cause a flashing alert as it enters the Closing Vehicle Warning Zone of up to 70 meters away, followed by a solid blind spot alert when the Blindspot Detection Zone (5 meters) is entered. A m 73 B C D NP14FT131 NP14-FT: 2014 MY F-TYPE Technical Introduction Electrical Systems | 04/15/2013 3.45 BLINDSPOT MONITORING Reverse Traffic Detection An additional radar algorithm provides information to the driver while reversing to improve the field of view when backing out of a parking space or a ‘blind’ alley with buildings on either side. Using the rear blindspot radar sensors, the system scans left and right of the rear of the vehicle while reversing. In the event of an approaching vehicle, the system will calculate whether or not it has a credible ‘time to collision’ and, if so, will alert the driver. The system utilizes the CAN bus to send a warning signal to the audio system and rear view camera display. The audio system sounds a warning using the same channel as Parking Aid, but plays the sound louder and only from the side of the vehicle where the object has been detected. The rear view camera will show a warning display and the corresponding mirror will flash the blindspot warning indicator. 70 m BLIND SPOT DETECTION ZONE BLIND SPOT DETECTION ZONE DRIVER’S VISIBILITY ZONE NP14FT212 NP14FT211 This system is only active in Reverse, and only issues alerts for approaching vehicles which meet the 3 second or less ‘time to collision’ criteria. 3.46 Electrical Systems | 04/15/2013 The system can be disabled from within the Instrument Cluster menu. NP14-FT: 2014 MY F-TYPE Technical Introduction NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION Climate Control Systems TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC TABLE OF CONTENTS Air Distribution and Filtering Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Principles of Operation . . . . . . . . . . . . . . . . . . . . . 5 Climate Control Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Component Description . . . . . . . . . . . . . . . . . . . . 9 Principles of Operation . . . . . . . . . . . . . . . . . . . . 14 NP14-FT: 2014 MY F-TYPE Technical Introduction Climate Control Systems | 04/15/2013 4.1 AIR DISTRIBUTION AND FILTERING Air Distribution and Filtering Overview Air Ducts The air ducts for the demist and face vents are incorporated into the instrument panel. Air ducts for the footwells are attached to the sides of the climate control assembly. NOTE: RHD Shown; LHD Similar RH FACE VENT DUCT DEMIST VENT DUCT LH FACE VENT DUCT LH FOOTWELL DUCT RH FOOTWELL DUCT NP14FT043 Air Vents The air vents for windshield demist, side window demist, and foot outlets are all fixed vents. The air vents for the face outlets are adjustable. The outer face vents locate onto the ends of air ducts in the instrument panel. The center face vents locate onto the top of the climate control assembly. 4.2 Climate Control Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction AIR DISTRIBUTION AND FILTERING NOTE: RHD Shown; LHD Similar CABIN FILTER WINDSHIELD DEMIST VENTS CENTER VENTS RH SIDE WINDOW DEMIST VENT LH SIDE WINDOW DEMIST VENT RH FACE VENT LH FACE VENT LH FOOTWELL VENT RH FOOTWELL VENT NP14FT042 NP14-FT: 2014 MY F-TYPE Technical Introduction Climate Control Systems | 04/15/2013 4.3 AIR DISTRIBUTION AND FILTERING Center Face Vents The center face vents are incorporated into a motorized assembly that conceals the vents until face air flow is required. When face air flow is required, the center face vents automatically rise up out of the instrument panel to their open position. NOTE: RHD Shown; LHD Similar CENTER VENTS CLOSED LEVERS CENTER VENTS OPEN HINGE DRIVE SHAFT MOTOR GEARBOX AIR INTAKES NP14FT044 The center face vents incorporate upper and lower frames connected together by hinges at the front and a drive shaft and levers at the rear. The upper frame is covered by a trim panel and a speaker grille. The upper frame also contains the center face vents, which slide over air intakes attached to the lower frame. An electric motor on the lower frame is connected to the drive shaft via a gearbox. The levers raise and lower the rear of the upper frame when the motor turns the drive shaft. Springs connected between the upper and lower frames damp out any play in the drive mechanism. 4.4 Climate Control Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction AIR DISTRIBUTION AND FILTERING Principles of Operation Center Face Vents Operation of the motor is controlled by the Automatic Temperature Control Module (ATCM), which has LIN bus and power connections with the motor. When the climate control system is operating, the center face vents open when: • Face distribution is selected • Face and feet distribution is selected and comfort algorithms in the ATCM determine that face air is required • AUTO mode is selected and comfort algorithms in the ATCM determine that face air is required The center face vents close when: • • Demist, foot/demist, or foot distribution is selected AUTO mode is selected and comfort algorithms in the ATCM determine that face air is not required. If required, automatic operation of the center face vents can be cancelled, with the vents permanently open, using the Climate --> Settings menu of the Touch Screen. NP14-FT: 2014 MY F-TYPE Technical Introduction Climate Control Systems | 04/15/2013 4.5 CLIMATE CONTROL Climate Control Overview The climate control system is controlled by the Automatic Temperature Control Module (ATCM) in response to inputs from the Integrated Control Panel (ICP), the Touch Screen, and the following sensors: • • Ambient air temperature sensor Pollution sensor • • Evaporator temperature sensor Refrigerant pressure sensor • • Humidity sensor Sunload sensor • In-vehicle temperature sensor The control components operate the heating and ventilation system and the air conditioning (A/C) system to regulate the temperature, volume, and distribution of air into the passenger compartment. The climate control system is configured as either a single or dual-zone system, depending on vehicle specification. The dual-zone system supplies separate temperature levels for the driver and passenger zones, up to a maximum differential of approximately 5.4ºF (3ºC). The single and dual-zone systems contain the same hardware, but with different software to produce the functionality required by each system. Operation can be fully automatic, or manual selections can be made for the intake air source, blower speed, and air distribution. These selections can be made on the Touch Screen and the ICP. 4.6 Climate Control Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction CLIMATE CONTROL Component Location – Part 1 of 2 (RHD shown, LHD Similar) SUNLOAD SENSOR IN-VEHICLE TEMPERATURE SENSOR TOUCH SCREEN EVAPORATOR TEMPERATURE SENSOR INTEGRATED CONTROL PANEL AUTOMATIC TEMPERATURE CONTROL MODULE NP14FT046 NP14-FT: 2014 MY F-TYPE Technical Introduction Climate Control Systems | 04/15/2013 4.7 CLIMATE CONTROL Component Location – Part 2 of 2 (RHD shown, LHD Similar) POLLUTION SENSOR HUMIDITY SENSOR AMBIENT AIR TEMPERATURE SENSOR NP14FT045 4.8 REFRIGERANT PRESSURE SENSOR Climate Control Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction CLIMATE CONTROL Component Description Automatic Temperature Control Module The ATCM is mounted on the end of the climate control assembly air intake duct, behind the instrument panel. The ATCM processes inputs from the Touch Screen, the ICP and the system sensors. In response to these inputs, the ATCM outputs control signals to the A/C system and the heating and ventilation system. The ATCM uses hardwired inputs from the system sensors; the Local Interconnect Network (LIN) bus to communicate with the distribution and temperature blend motors; and the medium speed CAN bus to communicate with other control modules on the vehicle. In addition to controlling the A/C system and the heating and ventilation system, the ATCM also controls the seat heaters (where equipped). NP14FT047 Humidity Sensor The Humidity Sensor is installed in a bracket attached to the inside of the windshield, to the right of the interior mirror. The sensor is concealed under a cover that clips onto the bracket. • Calculates the dew point temperature of the air at the inside of the windshield Humidity within the vehicle is controlled by raising or lowering the temperature of the evaporator. An increase in evaporator temperature increases the moisture content of the air at the windshield. Lowering the evaporator temperature reduces the moisture content of the air in the interior. NP14FT052 The sensor comprises three individual elements: • A capacitive humidity sensor • An NTC thermistor air temperature sensor • An infrared windshield glass temperature sensor The Humidity Sensor is powered by a feed from the ignition relay in the CJB. The data from the three individual elements of the sensor are transmitted in LIN bus messages to the ATCM. From the data, the ATC module: • Adjusts the humidity of the air in the vehicle as necessary, to provide the optimum comfort level for occupants NP14-FT: 2014 MY F-TYPE Technical Introduction If the dew point of the air within the passenger compartment rises to be close to that of the windshield, temperature misting is likely to occur. To prevent this, the ATCM will: • Increase the blower speed • Reduce the evaporator operating temperature to its lowest safe running temperature • Increase the temperature of the air leaving the climate control assembly • Adjust the position of the demist distribution motor to direct more air to the windshield • • Adjust the position of the recirculation motor to admit more fresh air Signal the CJB to energize the windshield heater (if equipped) Climate Control Systems | 04/15/2013 4.9 CLIMATE CONTROL Integrated Control Panel and Touch Screen TOUCH SCREEN LH TOUCH SCREEN SWITCH PACK – SHORTCUT TO CLIMATE MENU Climate Ext CLIMATE CONTROL SETTINGS MENU 08:30 70oF Auto Settings Auto AIR DISTRIBUTION SOFT KEYS Sync SYNCHRONIZE SOFT KEY (DUAL ZONE ONLY) Climate Off ROTARY TEMPERATURE CONTROL; PUSH FOR HEATED SEATS NP14FT048 4.10 CLIMATE CONTROL SYSTEM ON/OFF ROTARY BLOWER SPEED CONTROL; PUSH ON/OFF ROTARY TEMPERATURE CONTROL; PUSH FOR HEATED SEATS AUTO MODE RECIRCULATION SELECT AIR CONDITIONING INTEGRATED ON/OFF Climate Control Systems | 04/15/2013 MAX DEMIST CONTROL PANEL HEATED REAR SCREEN HEATED WINDSHIELD NP14-FT: 2014 MY F-TYPE Technical Introduction CLIMATE CONTROL Refrigerant Pressure Sensor Evaporator Temperature Sensor The Refrigerant Pressure Sensor provides the ATCM with a pressure input from the high pressure side of the refrigerant system. The sensor is located in the refrigerant line between the condenser and the thermostatic expansion valve. The Evaporator Temperature Sensor is a Negative Temperature Coefficient (NTC) thermistor that provides the ATCM with a temperature signal from the downstream side of the evaporator. The sensor is mounted directly onto the evaporator matrix fins. NP14FT049 The ATCM supplies a 5V reference voltage to the Refrigerant Pressure Sensor and receives a return signal voltage, between 0V and 5V, related to system pressure. The ATCM uses the signal from the Refrigerant Pressure Sensor to protect the refrigerant system from extremes of pressure. The ATCM transmits the A/C pressure, along with the compressor drive current value, to the instrument cluster on the medium speed CAN bus. These signals are broadcast to the Engine Control Module (ECM) on the HS CAN bus to allow it to calculate the torque being applied to the engine by the compressor. To protect the system, the ATCM sets the A/C compressor to the minimum flow position if the pressure: • Decreases to 2.1 ± 0.2 bar (31.5 ± 3 psi); the ATCM loads the A/C compressor again when the pressure increases to 2.3 ± 0.2 bar (33.4 ± 3 psi) • Increases to 31 ± 1 bar (450 ± 14.5 psi); the ATCM loads the A/C compressor again when the pressure decreases to 26 ± 1 bar (377 ± 14.5 psi). NP14FT050 The ATCM uses the input from the Evaporator Temperature Sensor to control the load of the A/C compressor and thus the operating temperature of the evaporator. The ATCM also uses the signal from the Refrigerant Pressure Sensor to request engine cooling fan duty from the ECM, using the MS CAN bus to the instrument cluster, then on to the ECM on the HS CAN bus. In addition, the ATCM calculates the amount of torque used to drive the A/C compressor using inputs from the Refrigerant Pressure Sensor and the Ambient Air Temperature Sensor. This information is also transmitted to the ECM via the CAN networks. NP14-FT: 2014 MY F-TYPE Technical Introduction Climate Control Systems | 04/15/2013 4.11 CLIMATE CONTROL In-Vehicle Temperature Sensor Ambient Air Temperature Sensor The In-Vehicle Temperature Sensor is an NTC thermistor installed behind a grill in the instrument panel, on the inboard side of the steering column. A motor within the sensor draws air in through the grill and over the thermistor. The motor is powered by an ignition feed from the CJB. The Ambient Air Temperature Sensor is an NTC thermistor that provides the ATCM with an input of external air temperature. The sensor is installed in the left door mirror and hardwired to the ECM, which transmits the temperature on the high speed CAN bus. The ATCM receives the temperature via the Gateway Module and medium speed CAN bus. The ATCM uses the signal from the In-Vehicle Temperature Sensor for control of the climate control assembly output temperatures, blower speed and air distribution. The ATCM supplies the In-Vehicle Temperature Sensor with a 5V reference voltage and translates the return signal voltage into a temperature. If the sensor develops a fault, the ATCM adopts a default temperature of 77°F (25°C). NP14FT053 NP14FT051 4.12 Climate Control Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction CLIMATE CONTROL Sunload Sensor Pollution Sensor The Sunload Sensor is installed in the center of the instrument panel upper surface and is powered by a 5V feed from the instrument cluster. The Pollution Sensor is attached to a bracket on the underside of the bumper support assembly, immediately in front of the cooling pack. The sensor allows the ATCM to monitor the air being drawn into the passenger compartment for contaminants commonly found in traffic pollution, such as hydrocarbons, carbon monoxide, and oxides of nitrogen. NP14FT054 The Sunload Sensor consists of 2 photoelectric cells that provide the ATCM with inputs of light intensity; one as sensed coming from the left of the vehicle and one as sensed coming from the right. The inputs are a measure of the solar heating effect on vehicle occupants, and are used by the ATCM to adjust blower speed, temperature, and distribution to improve comfort. NP14-FT: 2014 MY F-TYPE Technical Introduction NP14FT055 The Pollution Sensor is powered by an ignition-controlled voltage feed from the CJB and provides the ATCM with separate signals for hydrocarbon and oxidized gases. With a Pollution Sensor fitted, the ATCM can control the air intake source to reduce air contaminants entering the passenger compartment. Climate Control Systems | 04/15/2013 4.13 CLIMATE CONTROL Principles of Operation Air Intake Control The recirculation door is operated by an electric motor. The ATCM provides analog signals to the motor along a hardwired connection. A potentiometer in the motor supplies the ATCM with a position feedback signal for closed loop control. The source of intake air is automatically controlled unless overridden by pressing the recirculation switch on the ICP. Under automatic control, the ATCM determines the required position of the recirculation door from its comfort algorithm and the pollution sensor. A brief press of the recirculation switch illuminates the switch indicator and activates timed recirculation. Pressing and holding the switch causes the switch indicator to flash and then illuminate constantly, indicating that the air inlet is in latched recirculation and the switch can be released. A second press of the switch cancels recirculation and the ATCM returns the recirculation door to the fresh air position. Timed recirculation is automatically cancelled after a set time, which varies with ambient air temperature. During automatic control, if the ATCM detects pollution it sets the air source to recirculation for 10 minutes, then to fresh air for 20 seconds to renew the air in the vehicle. The ATCM repeats this cycle until the pollution is no longer present. The sensitivity of the pollution sensor can be adjusted, or pollution sensing can be selected off, on the front Climate --> Settings screen of the Touch Screen. If there is a fault with the pollution sensor, the ATCM disables automatic operation of the recirculation door. Air Temperature Control Cooled air from the evaporator enters the heater assembly, where temperature blend doors direct a proportion of the air through the heater core to produce the required output air temperature. On vehicles with dual-zone climate control, the 2 temperature blend doors operate independently to enable separate temperature settings for the left and right sides of the passenger compartment. The temperature blend doors are operated by electric motors, which are controlled by the ATCM using LIN bus messages. Air temperature is controlled automatically unless maximum heating (HI) or maximum cooling (LO) is selected. When maximum heating or cooling is selected, a comfort algorithm in the ATCM adopts an appropriate strategy for air distribution, blower speed, and air source. On vehicles with dual-zone climate control, temperature control of one side of the passenger compartment can be compromised by the other side of the passenger compartment being set to a high level of heating or cooling. True maximum heating or cooling can only be selected from the driver side temperature control switch. If HI or LO is selected from the driver side, the passenger side temperature will be automatically set to match the driver side. If the ‘Sync’ soft key on the Touch Screen is selected, the ATCM synchronizes the passenger side settings with those of the driver side. When air conditioning is selected off, no cooling of the intake air will take place. The minimum output air temperature from the system will be ambient air temperature plus any heat picked up in the air intake path. Blower Motor Control The ATCM monitors a feedback voltage from the blower control module. In response to the feedback voltage, the ATCM provides a drive signal back to the blower control module, which is used to regulate the voltage flow across the blower motor and hence regulate blower speed. The blower is provided with a battery voltage feed from the blower relay in the CJB. When the blower is in automatic mode, the ATCM determines the blower speed required from comfort algorithms. When the blower is in the manual mode, the ATCM operates the blower at the speed selected on the ICP. The ATCM also controls blower speed to compensate for the ‘ram’ effect on intake air produced by forward movement of the vehicle. As vehicle speed and ram effect increases, blower speed is reduced. The ATCM calculates the temperature blend motor positions required to achieve the selected temperature and compares it against the current position. If there is any difference, the ATCM signals the motors to adopt the new position. 4.14 Climate Control Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction CLIMATE CONTROL Air Distribution Control Two distribution doors are used to direct air into the passenger compartment. The doors are operated by electric motors, which are controlled by the ATCM using LIN bus messages. When the climate control system is in automatic mode, the ATCM automatically controls air distribution into the passenger compartment in line with its comfort algorithm. Automatic control is overridden if any of the Touch Screen air distribution soft keys are selected. Air distribution in the passenger compartment will remain as selected until the AUTO switch on the ICP is pressed or a different distribution selection is made on the Touch Screen. Programmed Demist When the Maximum Demist switch on the ICP is pressed, the ATCM instigates the programmed demist function. When selected, the ATCM configures the system as follows: • Automatic mode off • Selected temperature unchanged • Air intake set to fresh air • Air distribution set to windshield • Blower speed set to level 6 • Windshield and rear window heaters on The programmed demist function can be cancelled by one of the following: • • • Selecting any air distribution soft key on the Touch Screen Pressing the AUTO switch on the ICP A second press of the maximum demist switch Switching the ignition OFF The blower speed can be adjusted without terminating the programmed demist function. Air Conditioning Compressor Control The A/C compressor incorporates both a conventional A/C clutch and an integral internal solenoid. The clutch is switched on and off by means of a relay in the left Engine Junction Box (EJB). The solenoid is supplied with a current from the ATCM by a direct hardwired connection. By increasing the supply current the internal stroke of the compressor is increased, which results in more refrigerant being pumped around the A/C system, which in turn lowers the evaporator temperature. Reducing the solenoid supply current results in the evaporator temperature rising. NP14-FT: 2014 MY F-TYPE Technical Introduction When A/C is selected the ATCM maintains the evaporator at a target temperature that varies with the passenger compartment cooling requirements. If the requirement for cooled air decreases, the ATCM raises the evaporator operating temperature by reducing the flow of refrigerant provided by the A/C compressor. The ATCM closely controls the rate of temperature increase to avoid introducing moisture into the passenger compartment. If the requirement for cooled air increases, the ATCM lowers the evaporator operating temperature by increasing the flow of refrigerant provided by the A/C compressor. When A/C is selected off by pressing the A/C switch on the ICP, the compressor current signal supplied by the ATCM reduces the A/C compressor solenoid valve to the minimum flow position. The compressor clutch is then released and the compressor stops. The ATCM incorporates limits for the operating pressure of the refrigerant system. When the system approaches the high pressure limit the compressor current signal is progressively reduced until the system pressure decreases. However, if the operating pressure continues to rise the compressor clutch is released and not allowed to re-engage until the pressure has dropped below a safe limit. Air Conditioning Compressor Torque The ATCM calculates A/C compressor torque using refrigerant pressure, ambient air temperature and compressor solenoid current. The calculated torque is transmitted via the MS CAN bus to the ECM. Under extreme conditions the ECM sends a CAN message requesting the ATCM to limit A/C compressor torque. This causes the ATCM to reduce the solenoid current. If the ECM transmits the ‘AC Clutch Inhibit’ CAN message, the ATCM reduces the A/C solenoid current to zero and then disengages the A/C compressor clutch. Cooling Fan Control The ATCM determines the amount of cooling fan duty required using the refrigerant pressure combined with the ambient air temperature. The cooling fan duty request is broadcast to the ECM on the MS CAN bus. Heated Windshield (if Equipped) The ATCM controls operation of two electrical heater elements to rapidly defrost/demist the windshield. Heated Rear Window The ATCM controls operation of an electrical heater element to rapidly defrost/demist the rear window. Climate Control Systems | 04/15/2013 4.15 CLIMATE CONTROL Control Diagram 22 21 23 25 24 20 2 3 19 4 18 1 17 5 16 6 15 14 7 13 12 8 11 9 10 NP14FT056 A D N O AL 1 2 3 4 5 A Hardwired HS CAN MS CAN LIN bus PWM connection ATCM A/C compressor relay Blower relay Air conditioning compressor Recirculation motor 4.16 N D 6 7 8 9 10 11 12 13 14 15 Climate Control Systems O Blower control module Center face vents motor Distribution and temperature blend motors Ground Power feed from QCCM Distribution and temperature blend motors Humidity sensor Center face vents motor Blower control module Recirculation motor | 04/15/2013 16 17 18 19 20 21 22 23 24 25 Refrigerant pressure sensor In-vehicle temperature sensor Pollution sensor Sunload sensor Evaporator temperature sensor Touch Screen Integrated Control Panel Instrument Cluster Gateway Module Engine Control Module NP14-FT: 2014 MY F-TYPE Technical Introduction NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION Chassis Systems TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC TABLE OF CONTENTS Front and Rear Suspension Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Adaptive Damping Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Component Description . . . . . . . . . . . . . . . . . . . . 7 Principles of Operation . . . . . . . . . . . . . . . . . . . . 11 JaguarDrive Control Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Principles of Operation . . . . . . . . . . . . . . . . . . . . 16 Brakes Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Electric Park Brake Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Component Description . . . . . . . . . . . . . . . . . . . 27 Principles of Operation . . . . . . . . . . . . . . . . . . . . 33 Service Information . . . . . . . . . . . . . . . . . . . . . . 36 Electric Differential Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Component Description . . . . . . . . . . . . . . . . . . . 41 Principles of Operation . . . . . . . . . . . . . . . . . . . . 43 NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.1 FRONT AND REAR SUSPENSION Front and Rear Suspension Overview The front and rear suspension assemblies are a fully independent design. Front and rear suspension components are attached to the subframes and the vehicle body. The aluminum front subframe is attached to the vehicle body with four long torque-to-yield bolts; it mounts directly to the body with no bushings. The steel rear subframe is attached to the vehicle body with four long torque-toyield bolts that pass through bushes located in the subframe. NOTE: Subframe mounting bolts are torque-to-yield and are one-time use. There are two shock absorber variants: • A conventional oil shock absorber • A continuously variable adaptive shock absorber (Adaptive Damping) Different combinations of springs and shock absorbers are available depending on the vehicle model. The conventional and adaptive shock absorber assemblies are of a similar construction. The spring rate of the coil springs can differ between models; springs are color-coded for identification. The coil spring locates on a lower spring seat, which is integral with the shock absorber body, and an upper spring seat, which is located on the underside of the top mount. 5.2 Chassis Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction FRONT AND REAR SUSPENSION Front Suspension RH UPPER CONTROL ARM RH WHEEL KNUCKLE RH WHEEL HUB AND BEARING ASSEMBLY RH SHOCK ABSORBER AND SPRING STABILIZER LINK LH UPPER CONTROL ARM RH LOWER LATERAL CONTROL ARM LH SHOCK ABSORBER AND SPRING FRONT SUBFRAME LH WHEEL KNUCKLE STABILIZER BAR, MOUNTING BRACKETS AND BUSHINGS FRONT OF VEHICLE LH FORWARD LOWER CONTROL ARM AND BRAKE SCOOP LH LOWER LATERAL CONTROL ARM LH WHEEL HUB AND BEARING ASSEMBLY NP14FT057 NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.3 FRONT AND REAR SUSPENSION Rear Suspension RH SHOCK ABSORBER AND SPRING RH WHEEL HUB AND BEARING ASSEMBLY RH UPPER CONTROL ARM REAR STABILIZER BAR, MOUNTING BRACKETS AND BUSHINGS LH SHOCK ABSORBER AND SPRING LH STABILIZER BAR LINK LH REAR TIE ROD REAR CROSSBEAM FRONT OF VEHICLE LH UPPER CONTROL ARM LH LOWER CONTROL ARM LH WHEEL KNUCKLE LH BALL JOINT LH WHEEL HUB AND BEARING ASSEMBLY NP14FT058 5.4 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ADAPTIVE DAMPING Adaptive Damping Overview The continuously variable damping system – known as Adaptive Damping – is available on F-TYPE S and F-TYPE V8 S models. Adaptive Damping is an electronically controlled suspension system that continuously adjusts the damping characteristics of the suspension shock absorbers in response to the existing driving conditions. The system is controlled by an Integrated Suspension Control Module (ISCM). The ISCM receives signals from three accelerometers, four suspension height sensors, and other vehicle systems to determine: • Vehicle state • Body and wheel motions • Driver inputs These signals are used by the ISCM to continuously control the damping characteristics of each shock absorber to the appropriate level to provide the optimum body control and vehicle ride. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.5 ADAPTIVE DAMPING Adaptive Damping Components RH REAR SHOCK ABSORBER AND SPRING INTEGRATED SUSPENSION CONTROL MODULE RH REAR HEIGHT SENSOR REAR ACCELEROMETER LH REAR SHOCK ABSORBER AND SPRING LH REAR HEIGHT SENSOR RH FRONT ACCELEROMETER NP14FT059 5.6 RH FRONT HEIGHT SENSOR RH FRONT SHOCK ABSORBER AND SPRING Chassis Systems | 04/15/2013 LH FRONT HEIGHT SENSOR LH FRONT ACCELEROMETER LH FONT SHOCK ABSORBER AND SPRING NP14-FT: 2014 MY F-TYPE Technical Introduction ADAPTIVE DAMPING Component Description Shock Absorbers The adaptive shock absorbers are nitrogen gas and oil filled monotube units. The shock absorbers are continuously variable, which allows the damping force to be electrically adjusted while the vehicle is being driven. The shock absorbers provide the optimum compromise between vehicle control and ride comfort. FRONT SHOCK ABSORBER AND SPRING REAR SHOCK ABSORBER AND SPRING NP14FT060 NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.7 ADAPTIVE DAMPING In each shock absorber, the damping adjustment is achieved by a variable orifice operated by a solenoid. The orifice is used to open up alternative paths to allow oil flow within the shock absorber. When de-energized, the bypass is closed and all the oil flows through the main (firm) piston. When energized, the solenoid moves an armature and control blade, which work against a spring. The control blade incorporates an orifice that slides inside a sintered housing to open up the bypass as required. When the shock absorber is compressed, the oil flows from the lower portion of the shock absorber through a hollow piston rod, which is a separate soft (comfort) valve. The oil then flows through the slider housing and orifice into the upper portion of the shock absorber, bypassing the main (firm) valve. In rebound, the oil flows in the opposite direction. In the firm setting, oil flows through the main (firm) valve only, although when the bypass is opened by variable amounts, the oil flows through both valves – allowing the shock absorber to operate in a softer setting. When fully energized, the solenoid moves the armature (and therefore the slider) to the maximum extension and opens the orifice completely. The shock absorber operates continuously between these two boundary conditions. The solenoid in each shock absorber is operated by a 526 Hz Pulse Width Modulation (PWM) signal from the ISCM. The ISCM controls the PWM duty ratio to provide 1.5A to operate the shock absorber in the soft setting. When de-energized (0.0A) the shock absorber is in the firm setting. The current varies continuously as required to increase and decrease the damping individually in each of the shock absorbers. Shock Absorber Operating States PISTON AND ROD ASSEMBLY FIRM SETTING SOFT SETTING BYPASS VALVE: CLOSED BYPASS VALVE: OPEN MAIN VALVE MAIN VALVE OUTER TUBE MAIN OIL FLOW NP14FT061 5.8 Chassis Systems | 04/15/2013 BYPASS OIL FLOW NP14-FT: 2014 MY F-TYPE Technical Introduction ADAPTIVE DAMPING Accelerometers Integrated Suspension Control Module Three accelerometers are used in the Adaptive Damping system: two at the front of the vehicle and one at the rear. The Integrated Suspension Control Module (ISCM) is installed at the rear of the vehicle. The ISCM receives its power supply via a relay and fuse in the CJB. The relay remains energized for a period of time after the ignition is off. This allows the ISCM to record and store any DTC relating to Adaptive Damping system faults. System Fault Message If a fault is detected by the ISCM, a message is sent via the HS CAN to the instrument cluster and the message ADAPTIVE DAMPING FAULT is displayed. The ISCM also logs an appropriate DTC. The ISCM can be interrogated using a Jaguar approved diagnostic system. NP14FT062 The accelerometers measure acceleration in the vertical plane and output a corresponding analog signal to the ISCM. The algorithms in the ISCM calculate the heave, pitch, and roll motions of the vehicle, which are used by the controller to control road-induced body motion. Each accelerometer is connected to the ISCM via three wires, which supply ground, 5V supply, and signal return. When a fault is detected, the ISCM implements a strategy based on the type of fault. If there is an electrical power fault, or if the ISCM cannot control the shock absorbers, they default to the firm condition. If a sensor fails that only affects one or more control modes, then an intermediate damper setting is used as the lower threshold and the remaining working modes can demand higher damping as required. In the event of a high speed CAN bus fault, the shock absorbers are fixed at an intermediate setting (no control) or default to the firm condition, depending on the severity of the fault. Suspension Height Sensors Four suspension height sensors are used in the Adaptive Damping system: two for the front suspension and two for the rear suspension. NP14FT064 NP14FT063 Each suspension height sensor is connected to the ISCM via three wires, which supply ground, 5V supply, and signal return. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.9 ADAPTIVE DAMPING Principles of Operation The ISCM uses a combination of information from other system modules and data from the accelerometers and suspension height sensors to measure the vehicle and suspension states and driver inputs. Using this information, the ISCM applies algorithms to control the shock absorbers for the current driving conditions. ISCM control functions are as follows: ISCM Functions Input Strategy CAN Data / Accelerometers Calculates road induced body motions 100 times per second and sets each shock absorber to the appropriate level to maintain a flat and level body Roll Rate Control CAN Data Predicts vehicle roll rate due to driver steering inputs 100 times per second and increases damping to reduce roll rate. Pitch Rate Control CAN Data Predicts vehicle pitch rate due to driver throttle and braking inputs 100 times per second and increases damping to reduce pitch rate. Body Control Height Sensors Monitors the position of the wheel 500 times per second and increases the damping rate as the shock absorber approaches the end of its travel Height Sensors / CAN Data Monitors the position of the wheel 500 times per second and detects when the wheel begins to vibrate at its natural frequency and increases the damping to reduce vertical wheel motion. Bump Rebound Control Wheel Hop Control Under normal road conditions when the vehicle is stationary with the engine running, the shock absorbers are set to the firm condition to reduce power consumption. 5.10 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ADAPTIVE DAMPING Adaptive Damping Control Diagram 2 4 3 6 5 19 18 1 17 7 8 16 15 14 12 11 13 NP14FT065 A D 1 2 3 4 5 Hardwired HS CAN Integrated Suspension Control Module (ISCM) Instrument Cluster (IC) Transmission Control Switch (TCS) Anti-Lock Brake System Control Module (ABS) Transmission Control Module (TCM) NP14-FT: 2014 MY F-TYPE Technical Introduction 10 A 6 7 8 9 10 11 12 9 9 D Engine control Module (ECM) RH Front Spring and Shock Absorber Assembly LH Front Spring and Shock Absorber Assembly RH Rear Spring and Shock Absorber Assembly LH Rear Spring and Shock Absorber Assembly Ground wire Power supply 13 14 15 16 17 18 19 LH Rear Height Sensor RH Rear Height Sensor LH Front Height Sensor RH Front Height Sensor Rear Accelerometer LH Front Accelerometer RH Front Accelerometer Chassis Systems | 04/15/2013 5.11 JAGUARDRIVE CONTROL JaguarDrive Control Overview JaguarDrive Control Components (RHD Shown; LHD Similar) INSTRUMENT CLUSTER AND JAGUARDRIVE SWITCHPACK REAR DIFFERENTIAL CONTROL MODULE INTEGRATED SUSPENSION CONTROL MODULE TRANSMISSION CONTROL MODULE ENGINE CONTROL MODULE ABS CONTROL MODULE NP14FT066 5.12 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction JAGUARDRIVE CONTROL JaguarDrive Control (JDC) is a selectable ride and handling optimization system designed to fine-tune the driving characteristics of the vehicle by accommodating different driving conditions or driving styles. The system allows the performance envelope of the vehicle to be stretched and prevents the necessity for a single, compromised configuration for all conditions. JaguarDrive Control increases the vehicle’s abilities by changing the characteristics of: • Engine mapping • Transmission shifts • Stability and traction interventions • Suspension settings (dependent on vehicle specification) • Electric differential settings (dependent on vehicle specification) The system is controlled by switches adjacent to the Transmission Control Switch on the floor console. The user can select between Rain/Snow/Ice Mode or Dynamic Mode. JAGUARDRIVE SWITCHPACK DSC / TracDSC MODE SWITCH RAIN / SNOW / ICE MODE BUTTON DYNAMIC MODE BUTTON NP14FT067 The instrument cluster will display the selected JaguarDrive Control mode in the message center. JaguarDrive Control uses a combination of various vehicle subsystems to achieve the required vehicle characteristics for the mode selected. The following subsystems make up the JaguarDrive Control system: • The Engine Management System • Automatic Transmission • Brake System • Adaptive Damping (dependent on specification) • Electric Differential Control (dependent on specification) The JaguarDrive Control software is stored in the JaguarDrive Switchpack, which is in reality a control module that detects selections from the listed floor console switches and transmits signals on the HS CAN bus, which are received by each of the subsystem control modules. NP14-FT: 2014 MY F-TYPE Technical Introduction Floor console switches: • Rain/Snow/Ice Mode / Dynamic Mode switch (part of JaguarDrive Switchpack) • DSC / TracDSC Mode Switch • ECO switch • Deployable spoiler switch • Active exhaust switch Each of the affected subsystem control modules contain software that applies the correct operating parameters to their controlled system for the JaguarDrive Control mode selection made. Each subsystem control module also provides a feedback for the selected mode so that the JaguarDrive Control software can check that all systems have changed to the correct operating parameters. NOTE: The JaguarDrive Control system is a coordinating system only. It cannot generate a fault in one of the participating subsystems. All participating subsystems should be diagnosed before assuming a fault with JaguarDrive Control. Chassis Systems | 04/15/2013 5.13 JAGUARDRIVE CONTROL Principles of Operation Dynamic Stability Control Dynamic Stability Control (DSC) optimizes vehicle stability, even in critical driving situations. The system controls dynamic stability when accelerating and when starting from a standstill. Additionally, it identifies unstable driving behavior, such as understeer and oversteer and helps to keep the vehicle under control by manipulating the engine output and applying the brakes at individual wheels. WARNING: DSC is unable to compensate for driver misjudgment. It remains the driver’s responsibility to drive with care and attention, in a manner that is safe for the vehicle, its occupants, and other vehicles. When engaged, DSC will constantly communicate with various vehicle management systems to monitor the behavior of the vehicle. If necessary, it will engage and operate the required system(s) to help maintain control of the vehicle’s dynamic stability. These management systems include: • • • • • Engine Transmission Brakes Steering Suspension Switching DSC OFF Press and hold the DSC switch for more than 3 seconds: • The message center will display ‘DSC Off’ and a short warning chime will sound. • The DSC Off Amber warning lamp in the Instrument Cluster will illuminate: ‘DYNAMIC STABILITY CONTROL (DSC) OFF’. WARNING: Disabling the DSC may adversely affect vehicle stability and braking, which may in turn lead to loss of control and increased braking distance, resulting in a rollover or crash. Switching DSC ON Press the DSC switch for 1 second and then release: • The DSC system will switch on. The message center will temporarily display ‘DSC On’. NOTE: Switching the engine off and then on again will always revert DSC status to DSC On, regardless of which mode is selected. TracDSC TracDSC is an alternative setting of DSC, with reduced system interventions. With TracDSC engaged, traction may be increased, although stability may be reduced compared to normal DSC. The following should be noted before using TracDSC: • TracDSC is intended for use only on dry tarmac, by suitably experienced drivers. • TracDSC should not be selected for other surfaces or by drivers with insufficient skill and training to operate the vehicle safely with TracDSC engaged. Switching Between DSC and TracDSC Press and hold the DSC switch for less than 3 seconds: • The message center will temporarily display either ‘TracDSC’ or ‘DSC On’ • The DSC Off warning lamp will illuminate when TracDSC is active. NOTE: If selected, Speed Control will automatically be disengaged. 5.14 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction JAGUARDRIVE CONTROL JaguarDrive Control The JaguarDrive Switchpack is located on the driver’s side of the floor console, next to the Transmission Control Switch. • • Dynamic Mode Move the switch lever to the Rain/Ice/Snow Mode position to engage; repeat to disengage. Move the switch lever to the Dynamic Mode position to engage; repeat to disengage. When Rain/Ice/Snow Mode or Dynamic Mode is engaged, the relevant switch LED will remain illuminated. When Rain/Ice/Snow Mode or Dynamic Mode is disengaged, the relevant switch LED will extinguish. NOTE: The switch lever will always return to the center position when released, regardless of the Mode selection. Rain/Ice/Snow Mode NP14FT069 Dynamic Mode coordinates the vehicle’s control systems to deliver a high performance driving experience. NOTE: Dynamic Mode cannot be active at the same time as Rain/Ice/Snow Mode. NOTE: Dynamic Mode will remain selected for approximately 6 hours after the ignition is switched off, after which point it will need to be selected again if required. NP14FT068 Rain/Ice/Snow Mode optimizes stability of the vehicle to suit low-grip conditions. This helps the vehicle to perform in a more gentle and controlled manner to avoid skidding, allowing more confident progress under adverse conditions. NOTE: When the transmission is set to permanent Manual Mode and Dynamic Mode is selected, transmission upshifts are fully controlled by the driver. The transmission will not change up automatically, even when the revlimit is reached (the gear position indicator in the message center will glow amber, to indicate that the next gear should be selected). Rain/Ice/Snow Mode as part of the DSC uses: • Modified slip-control system map for braking • Decreased throttle progression • Early transmission upshifts • Softer damper map (Adaptive Damping variants) NOTE: Rain/Ice/Snow Mode cannot be active at the same time as Dynamic Mode. NOTE: Rain/Ice/Snow Mode will remain selected indefinitely, even after the ignition is switched off. Rain/Ice/Snow Mode must be deselected if no longer required. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.15 JAGUARDRIVE CONTROL Dynamic Launch Dynamic Launch enhances vehicle acceleration and automatic gear changes. The system uses driver brake and throttle inputs to detect a ‘launch’ situation and adjusts gear shifts accordingly. During normal automatic gear changes, the engine’s power and torque are reduced slightly to match the engine speed to the transmission speed, which delivers a very refined shift. 2nd and then through 3rd and 4th gear changes. This allows the car to accelerate more quickly than when in ‘conventional’ Sport Mode. Because the torque is not lowered during the process, the driver also feels a slight ‘boost’ in acceleration as the transmission and engine speeds are matched, trading refinement for ‘sportiness’. The trace below shows a comparison of seat rail acceleration during 1 – 2 gearshift for various transmission calibrations. ACCELERATION In Dynamic Launch the engine’s torque is not lowered during the gear change. This delivers maximum through-gear vehicle acceleration, through 1st and TIME REGULAR SPORT MODE SHIFT DYNAMIC MODE SHIFT ACCELERATION BENEFIT NP14FT070 Dynamic Launch offers up to 0.3 seconds reduction off its 0 – 100 km/h time. To activate Dynamic Launch: • Ensure that: –– The vehicle is stationary –– The engine is running –– The steering is in the straight-ahead position. –– Dynamic Mode is engaged • • • • Depress the brake pedal and hold with the left foot. Move the Transmission Control Switch to either the Drive (D) or Sport (S) position. Using the right foot, lightly depress the accelerator pedal until the message center displays ‘DYNAMIC LAUNCH READY’. NOTE: Any manual gear selection, from the Transmission Control Switch or steering wheel gearshift paddles, will override the Dynamic Launch operation. Dynamic Launch will remain available for further use after a short period of time. NOTE: Dynamic Launch will not be active when the accelerator pedal is released from a high demand position. Prolonged application of the brake pedal will deactivate Dynamic Launch. NOTE: The availability of Dynamic Launch is dependent on vehicle specification. Release the brake pedal then quickly press the accelerator pedal to the kickdown position. The message center will display ‘DYNAMIC LAUNCH ACTIVE’. 5.16 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction JAGUARDRIVE CONTROL Configurable Dynamic Settings Depending on vehicle specification, there are two different dynamic setups: • Switchable Dynamic Mode • Dynamic-i Dynamic-i ‘Dynamic-i’ allows the driver to choose between Normal and Dynamic settings for engine, steering, gearshift time, and suspension, and to fine-tune a number of the vehicle’s performance characteristics. Configuration is achieved using the Touch Screen --> Extra features --> ‘Dynamic-i’ menu . The system can also display performance indices such as G-Meter, lap-time, throttle, steering and brake inputs and yaw angles. Switchable Dynamic Mode Switchable Dynamic Mode offers a ‘one-button’ Dynamic Mode that automatically optimizes the vehicle’s settings to deliver a more involving driving experience. Engaging Dynamic Mode will engage TracDSC and alter engine torque delivery settings and gearshift points to increase responsiveness. NOTE: Dynamic-i is only available when Dynamic Mode is active. Touch Screen Dynamic-i Menu SWITCH BETWEEN USER AND FACTORY SETTINGS STATUS INDICATOR: ON / OFF OR NORMAL / DYNAMIC DISPLAY / ADJUST CONFIGURABLE SETTINGS IN DYNAMIC MODE GEAR SHIFT: SELECTS NORMAL OR DYNAMIC SETTINGS 17:40 My Dynamic setup STOPWATCH: DISPLAYS LIVE OR SPLIT TIMINGS (SEE NOTES) Setup G METER: DISPLAYS CURRENT G-FORCE READINGS My Setup Factory Setup Engine Steering Off Dynamic On Dynamic Gear Shift Dynamic Suspension Dynamic PEDAL GRAPH: DISPLAYS BRAKE / ACCELERATOR STEERING: GRAPH OR LIVE DISPLAY SELECTS NORMAL OR DYNAMIC ENGINE: SUSPENSION: SETTINGS SELECTS NORMAL OR DYNAMIC SELECTS NORMAL OR DYNAMIC SETTINGS SETTINGS NP14FT071 INFORMATION: DISPLAYS DESCRIPTION OF FUNCTION NOTE: Up to 99 split times can be saved and reviewed. NOTE: When the ‘Press to Split’ soft key has been pressed, it is disabled for 3 seconds while the split time is displayed. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.17 JAGUARDRIVE CONTROL Subsystem Operation Engine Management System The Engine Management System (EMS) varies the accelerator pedal maps to change the amount of torque percentage of pedal travel. The EMS can also change the accelerator pedal response to control the allowed torque change relative to the speed of pedal travel. Each driving mode uses a combination of operating parameters for each subsystem. Changing between driving modes initiates a different set of operating characteristics, which will be noticeable to the driver. The driver will notice differences in engine response when, for example, the accelerator pedal is held in a constant position and the driving mode is changed from Rain/ Ice/Snow Mode to Dynamic Mode – the driver will notice the torque and engine speed increase. Similarly, if the mode is changed from Normal or Dynamic Mode to Rain/Ice/Snow Mode, the driver will notice a reduction in torque and engine speed. NOTE: The change in torque and engine speed can take approximately 30 seconds and care must be taken not to confuse the JaguarDrive Control system operation with an EMS fault. Transmission Control The TCM changes the shift maps for the JaguarDrive Control mode selected. This changes the shift points, providing early or late upshifts and downshifts. For example, on slippery surfaces in Rain/Ice/Snow Mode the transmission will select 2nd gear for starting from a standstill on a flat surface to minimize wheel slip. Anti-lock Braking System Control The ABS module controls several vehicle functions and adjusts their operating parameters to optimize the selected JaguarDrive Control mode. Traction control uses different slip/acceleration thresholds to improve traction and vehicle composure. For example, the system sensitivity is increased on slippery surfaces to reduce wheel spin. Electric Differential The Electric Differential works in conjunction with the ABS and TCM to offer superior traction and sporting performance. Incorrect Mode Usage Selection of an inappropriate mode is discouraged in the following ways: • The active Mode icon is continually displayed in the instrument Cluster message center. • In any Special Mode, when the ignition has been in the Off position continuously for more than 6 hours, the JaguarDrive Control system defaults to Special Modes Off (DSC on). Selection of an inappropriate mode for the conditions will not endanger the driver or immediately cause damage to the vehicle. Continued use of an inappropriate mode may reduce the life of some components. The driver may notice a different vehicle response, with the engine and transmission responses being different than in the Special Modes Off. Driver Information The Instrument Cluster contains a message center to display vehicle information to the driver. The message center contains the JaguarDrive Control mode icons, which display the currently selected mode. If no symbol is displayed, no Special Mode is selected and the system is in Special Modes Off. Any required changes to the subsystems are also passed to the driver in the form of warning illumination in the Instrument Cluster or appropriate messages in the message center – ‘DSC Off’, for example. In Dynamic Mode when the transmission is in Manual Mode, the gear information is displayed in amber when the appropriate engine speed is reached for optimum sporty change point. If TracDSC is selected or DSC is switched off, then subsequently the JaguarDrive Control mode is changed, DSC is automatically switched back on (or to TracDSC for Dynamic Mode). The stability control uses different threshold values for the selected mode, reducing the requirement for the driver to change the DSC system mode for optimum performance in various driving scenarios. 5.18 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction JAGUARDRIVE CONTROL Diagnostics JaguarDrive Control relies on the correct functionality of the subsystems. If one of the subsystems develops a fault, the JaguarDrive Control system will not function, even though the fault is not in the JaguarDrive Control system itself. The JaguarDrive Switchpack should only be investigated if there are no apparent faults in any of the subsystems. If a fault in a subsystem is subsequently corrected, the JaguarDrive Control system will function normally after an ignition on and off cycle. JaguarDrive Control Subsystem Faults If a fault occurs in a subsystem, the driver is alerted by the illumination of a warning indicator and/or an appropriate message for that subsystem in the Instrument Cluster message center. No JaguarDrive Control message will be shown when a failed subsystem displays its own message. When a subsystem fault is present and the driver attempts to select a different JaguarDrive Control Mode, or at the next ignition on cycle, a message ‘ RAIN/ICE/SNOW MODE FAULT’ or ‘DYNAMIC MODE FAULT’ will appear in the message center. This generally implies that the JaguarDrive Control system has a fault, but only because a fault in a subsystem is preventing its operation. This message will be displayed once per ignition cycle, but is repeated if a further selection is made by the driver using the JaguarDrive Control switches or at the next ignition on cycle. NOTE: In very rare circumstances, the message ‘RAIN/ICE/SNOW MODE FAULT’ or ‘DYNAMIC MODE FAULT’ can also be generated by a fault in the JaguarDrive Switchpack. JaguarDrive Control System or Control Module Fault If a fault occurs in the JaguarDrive Control system, all switch icon LEDs will be turned off (background illumination will remain on) and pressing of the JaguarDrive Control switches is ignored. The Instrument Cluster message center will display a message ‘ RAIN/ICE/SNOW MODE FAULT’ or ‘DYNAMIC MODE FAULT’ when the fault occurs, if the fault is present and the driver attempts to select a Special Mode (if the control module is able to do this) or at the next ignition on cycle. The JaguarDrive Switchpack is an integral unit comprising the switches and control module. If a fault occurs in either component, the whole unit will require replacement; however, this is extremely unlikely. CAN Bus Faults If a CAN bus fault exists and prevents JaguarDrive Control system operation, all of the JaguarDrive Switchpack icon LEDs will be illuminated and pressing of the JaguarDrive Control switches is ignored. If the Instrument Cluster does not receive a JaguarDrive Control system CAN bus message from the JaguarDrive Switchpack, the message ‘SPECIAL MODE UNAVAILABLE’ will be displayed when the fault occurs and will be repeated at every ignition on cycle. User Error A Special Mode change while DSC or ABS is active (this includes ABS cycling) may be misinterpreted as a system fault. It is not possible for the JaguarDrive Switchpack to cause any fault behavior (warning indicator illumination or message generation) in any of the subsystems. Illumination of a subsystem warning indicator and/or a subsystem related message will never be associated with a JaguarDrive Switchpack or JaguarDrive Control system fault. The subsystem control modules can detect a fault with the CAN bus signal from the Transmission Control Switch. If a fault in the JaguarDrive Control system is detected, the subsystem control modules will operate in the ‘Special Modes Off’ setting. The subsystem control modules will record a fault code for a failure of the JaguarDrive Control CAN signal. These faults can be retrieved using the Jaguar approved diagnostic tool and will provide useful information to indicate investigation of the JaguarDrive Switchpack or the CAN network. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.19 JAGUARDRIVE CONTROL JaguarDrive Control Diagram 6 5 4 3 2 7 8 1 15 14 13 12 11 9 10 A NP14FT072 A D 1 2 3 4 Hardwired HS CAN JaguarDrive Switchpack Engine Control Module Transmission Control Module ABS Control Module 5.20 Chassis Systems 5 6 7 8 9 10 | D Rear Differential Control Module 11 Integrated Suspension Control Module 12 Instrument Cluster 13 Central Junction Box 14 Ground wire 15 Power supply 04/15/2013 Comfort Relay (AJB) Active Exhaust Switch Deployable Rear Spoiler Switch ECO Switch DSC / TracDSC Switch NP14-FT: 2014 MY F-TYPE Technical Introduction BRAKES Brakes Overview The F-TYPE’s braking system has been optimized for each derivative to deliver reassuring performance that remains consistent and dependable even when driven in a dynamic fashion for prolonged periods. Brake Components (RHD Shown; LHD Similar) RH REAR BRAKE DISC AND CALIPER ELECTRIC PARK BRAKE CONTROL MODULE BRAKE PEDAL SWITCH MASTER CYLINDER RH FRONT BRAKE DISC AND CALIPER LH REAR BRAKE DISC AND CALIPER ABS CONTROL MODULE NP14FT073 LH FRONT BRAKE DISC AND CALIPER The front calipers feature extensive use of aluminum in their design to reduce weight. Reducing the ‘unsprung mass’ of the vehicle benefits handling and ride refinement. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.21 BRAKES Three performance braking systems are available on the F-TYPE depending on variant or option, including the Super Performance system, the most powerful system ever fitted to a Jaguar road car. • Jaguar Performance Braking System 355mm front discs / 325mm rear discs; silver calipers; standard on F-TYPE • Jaguar High Performance Braking System 380mm front discs / 325mm rear discs (as on XKR-S); black calipers; standard on F-TYPE S • Jaguar Super Performance Braking System 380mm front discs / 376mm rear discs; black calipers standard, red calipers as an option; standard on F-TYPE V8 S, available as an option on F-TYPE S PERFORMANCE BRAKES HIGH PERFORMANCE AND SUPER PERFORMANCE BRAKES: HIGH PERFORMANCE – BLACK CALIPERS ONLY; SUPER PERFORMANCE – BLACK CALIPERS STANDARD, RED CALIEPRS OPTIONAL NP14FT075 5.22 Chassis Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction BRAKES Other features of the F-TYPE Brake Systems include: • Improved brake cooling With dedicated brake air ducting, the suspension air deflectors give a 20% brake cooling improvement over the XKR-S installation. • Improved brake pedal feel Uprated hydraulic system reduces pedal travel to improve braking confidence while maintaining the powerful Jaguar pedal feel. • New Bosch ESP9 ABS Control Module Provides enhanced Dynamic Stability Control functionality (response and modulation) Brake Specifications Front Brakes Performance High Performance Super Performance 18” Vented 19” Vented 19” Vented Front 355mm 380mm 380mm Rear 325mm 325mm 376mm Front 31.5mm 36mm 36mm Rear 19.5mm 19.5mm 25.5mm Cast Iron Cast Iron Cast Iron Brake Type Disc Diameter Disc Thickness Disc Material Caliper Type Front Sliding piston, sized to disc Rear Sliding piston, with integrated electric ‘motor-on’ park brake, sized to disc Caliper Color (Option) Availability Silver Black Black (Red) F-TYPE F-TYPE S F-TYPE S V8; Optional on F-TYPE S NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 05/10/2013 5.23 ELECTRIC PARK BRAKE Electric Park Brake Overview The Jaguar F-TYPE is equipped with a new Electric Park Brake (EPB) system, which is activated using a lever switch in the floor console. The system acts directly on the rear brake calipers and provides automatic disengagement when the vehicle moves off. If the park brake is activated while the vehicle is still moving, the EPB control system ensures that the braking system is activated bringing the vehicle safely to a halt. Electric Park Brake Components (RHD Shown; LHD Similar) LH ELECTRIC PARK BRAKE ACTUATOR ELECTRIC PARK BRAKE SWITCH RH ELECTRIC PARK BRAKE ACTUATOR NP14FT076 The electric park brake is controlled by the Electric Park Brake Control Module (EPBCM). In response to commands from the driver through the Electric Park Brake Switch, the module controls operation of the Electric Park Brake actuators. The actuators adjust the clamp load to apply and release the rear brake calipers. 5.24 Chassis Systems | ELECTRIC PARK BRAKE CONTROL MODULE 04/15/2013 The EPB has the following operating modes: • Gradient dependent apply • Drive Away Release (DAR) • Static apply/release • High temperature re-clamp • Dynamic apply NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC PARK BRAKE Component Description Electric Park Brake Actuators The brake actuators are electromechanical positioning units, integrated into the brake calipers of the rear wheels. An electric motor, a belt-driven planetary gear cluster, and a spindle drive convert the command to actuate the parking brake to a targeted force, which brings the brake pads in contact with the brake discs. SPINDLE DRIVE ACTUATOR SEAL CALIPER OUTPUT SHAFT SECURING SCREWS NP14FT077 NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.25 ELECTRIC PARK BRAKE Actuator Drive Mechanism To actuate the brakes by electromechanical means, only a very small stroke of the brake pistons is necessary. Rotary motion of the electric motor is converted to a linear movement with total ratio of 123:1, meaning 123 rotations of the electric motor result in one turn of the spindle drive. CONNECTOR PISTON THRUST NUT MOTOR HOUSING SPINDLE PLANETARY GEAR NP14FT078 Rotary motion is converted to a linear movement in three stages: • 1st stage gear reduction is achieved when the electric motor drives a belt, rotating the planetary gear cluster • 2nd stage gear reduction is achieved by the planetary gear cluster • 3rd stage the spindle drive converts rotary motion to a linear movement, which acts on the brake caliper piston 5.26 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC PARK BRAKE Gear Mechanism The gear mechanism is responsible for the first gear reduction stage from electric motor to planetary gear cluster. The gear mechanism comprises a small sprocket (electric motor output) and a large sprocket (planetary gear cluster input). Both sprockets are joined together by the toothed belt. The size of the sprockets determines the ratio. TOOTHED GEAR: MOTOR OUTPUT TOOTHED DRIVE BELT TOOTHED GEAR: PLANETARY GEAR DRIVE NP14FT079 Planetary Gear Cluster The planetary gear cluster is responsible for the second gear reduction stage (40:1). It consists of a large input gear wheel, planetary gear set and the output drive (spindle drive gear). PLANETARY GEARS BELT-DRIVEN GEAR SPINDLE DRIVE GEAR NP14FT080 NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.27 ELECTRIC PARK BRAKE Spindle Drive The spindle drive converts rotary motion to a forwards or backwards movement (stroke). The spindle is driven directly by the planetary gear cluster. The direction of rotation of the spindle determines whether the thrust nut on the spindle is moved forwards or backwards. SPINDLE CALIPER PISTON THRUST NUT CALIPER PISTON THRUST NUT SPINDLE SPINDLE THREAD NP14FT081 The spindle mechanism is of the self-locking design. Once the EPB has been actuated, the system remains locked even without electrical current applied. The thrust nut has longitudinal mountings in the brake piston, which restrict it to axial movement. The inner shape of the brake piston and the shape of the thrust nut prevent the nut from twisting inside the piston. 5.28 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC PARK BRAKE Electromechanical Function of the Rear Brake Actuators NUT PRESSES PISTON AGAINST PADS ACTUATOR CREATES A TORQUE SPINDLE ROTATES 3 4 1 2 CLAMP FORCE BUILDS UP NP14FT082 When the parking brake needs to be applied, the EPB control module actuates the electric motor (1). The spindle is driven by the electric motor via the belt and planetary gear cluster. Through the rotary movement of the spindle (2), the thrust nut moves forwards on the spindle thread. The thrust nut comes into contact with the brake piston and presses it against the brake pads (3). The brake pads press against the brake disc (4). When this happens, the piston seal is pressed out of shape towards the brake pads. The pressure results in an increase in current draw from the electric motor. NP14-FT: 2014 MY F-TYPE Technical Introduction During the whole brake application procedure, the EPB control module measures the current draw of the electric motor. If the current draw exceeds a set amount, the module switches off the current supply to the electric motor. When the parking brake is released, the thrust nut is spun back on the spindle for approximately 800ms relieving the caliper piston of pressure. The piston seal resumes its original shape causing the brake piston to move back, releasing the brake disc from the brake pads. Chassis Systems | 04/15/2013 5.29 ELECTRIC PARK BRAKE Electric Park Brake Switch Electric Park Brake Control Module The Electric Park Brake Control Module (EPBCM) is mounted in the luggage compartment on the left hand side. The EPBCM communicates on the HS CAN bus and receives signals from other vehicle systems for operation. NP14FT083 The Electric Park Brake (EPB) Switch is mounted in the floor console, rearward of the Transmission Control Switch. The EPB Switch has three states: • Apply: When the switch is pulled up to apply the electric park brake. • Release: When the switch is pushed down to release the electric park brake. • Neutral: The central default position. The switch returns to this position regardless of electric park brake status. The EPB Switch contains a pair of microswitches for both the apply and release actions. The Electric Park Brake Control Module provides an individual hardwired electrical feed to each of the 4 mircoswitches, plus a single ground connection, allowing it to constantly monitor switch status. NP14FT084 The EPBCM monitors the condition of the EPB Switch through a series of hardwired electrical connections and controls operation of the EPB actuators accordingly. Instrument Cluster The Instrument Cluster contains a Red and an Amber brake warning indicator. The functionality of the warning indicators is shown in the table below. Indicator Status Details Red Illuminated Electric park brake applied Red Flashing Electric park brake electrical failure Amber Illuminated Electric park brake electrical failure Amber/Red Illuminated Maintenance Mode Active If an Electric Park Brake failure warning indicator is active, the message ‘CANNOT APPLY PARK BRAKE’ or ‘PARK BRAKE FAULT’ will also appear in the Instrument Cluster message center. If the vehicle is moving with the Electric Park Brake applied, the message ‘PARK BRAKE ON’ will appear in the message center, accompanied by a chime from the Instrument Cluster. 5.30 Chassis Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC PARK BRAKE Principles of Operation Static Apply/Release Automatic Transmission Release For the static apply to operate, the ignition can be on or off. When the EPB switch is pulled up, the EPB module activates both EPB actuators to apply the brakes and signals the Instrument Cluster to turn on the Red EPB warning indicator. The warning indicator remains on continuously while the ignition is on, and for 10 seconds after the ignition goes off. The EPB is automatically released when the transmission selector is taken out of P, provided either the driver door is closed, or the driver safety belt is buckled, the brake pedal is applied and the engine is running. For the static release to operate, the ignition must be on and the brake pedal pressed. When the EPB switch is pressed down, the EPB module then activates both EPB actuators to release the brakes and signals the Instrument Cluster to turn off the Red EPB warning indicator. Gradient Dependent Apply For all static apply modes, the EPB module varies the clamp load applied by the EPB actuators depending on the gradient the vehicle is on. On gradients of less than 10%, a reduced clamp load of 13.5 kN is applied. On gradients of 10% and above, the nominal clamp load of 16.5 kN is applied. Gradient dependent apply is inhibited, and the nominal clamp load of 16.5 kN applied, on gradients of less than 10% if the EPB switch is held in the apply position for more than 3 seconds. Drive Away Release With the vehicle stationary and the Electric Park Brake applied, the Drive Away Release (DAR) mode will gradually reduce the clamp load when the accelerator pedal is pressed – without the EPB switch being set to the release position – to assist with a smooth driveaway. This mode is only active if either the driver door is closed, or if the driver safety belt is buckled and the engine is running. High Temperature Re-Clamp After heavy use of the brakes, the disc temperatures can be extremely high. At high brake disc temperatures, if the vehicle is stationary and the Electric Park Brake is applied, the EPB module automatically reapplies the Electric Park Brake as the brake discs cool down. A temperature model in the EPB module software calculates the brake disc temperature from brake application force, the time the brake force is applied and vehicle speed. High temperature re-clamp occurs at brake disc temperatures of 572°F (300°C) and above. Depending on the temperature, up to three re-clamps can occur, at varying time intervals, in the 10 minutes following the initial application of the Electric Park Brake. To limit the number of re-clamps, the ignition status as well as the current inclination of the vehicle is considered. If the ignition is on, a re-clamp will only be performed if the vehicle inclination is greater than 10%. Roll Away Detection The Electric Park Brake is automatically applied if the vehicle is stationary, with the Electric Park Brake off, and then begins to move without operation of the accelerator, indicating there is no driver intention to pull away. The point at which the EPB module releases the brakes is determined by the following factors: • Tilt angle – from the inclination sensor in the EPB module • Engine torque – from the ECM • Accelerator pedal applied – from the APP sensor • D (drive) or R (reverse) selected – from the TCM DAR operation can be delayed by holding the EPB switch in the applied position, then releasing it at the required time. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.31 ELECTRIC PARK BRAKE Dynamic Apply While the vehicle is moving, the Dynamic Apply mode provides emergency braking. At a vehicle speed greater than 2 mph (3 km/h), pulling up and holding the EPB switch produces a gradual deceleration of the vehicle. The Red EPB warning indicator illuminates, accompanied by a warning in the message center and a warning chime. The vehicle stop lamps also illuminate, activated by a CAN bus message from the EPB module to the CJB. Dynamic Apply operation is cancelled if the EPB switch is either released or pressed down to the release position, or the accelerator pedal is pressed. There are four modes of Dynamic Apply, which the EPB module uses in the following order of preference: • Electronic Controlled Deceleration (ECD) • • • Rear Wheel Unlocker (RWU) Dynamic Standstill Detection (DSD) DSD+ The ECD mode uses hydraulic braking on all four wheels to decelerate the vehicle. The other three modes all use the EPB actuators to operate the rear brakes to decelerate the vehicle. ECD The braking operation is controlled by the ABS module, in response to a request from the EPB module on the high speed CAN bus. The ABS module monitors the deceleration rate using the wheel speed sensor signals, and adjusts the hydraulic pressure to the brakes as necessary to achieve the required deceleration. All of the anti-lock control - traction control system brake modes remain enabled. As the vehicle comes to a halt, the hydraulic pressure is reduced to zero and the EPB module applies the electric park brake with the EPB actuators. RWU RWU mode is used if the ABS module cannot operate the brakes or achieve a minimum deceleration rate, but still supplies wheel speed signals to the EPB module. The wheel speed inputs allow the EPB module to adjust the clamp load on the rear brakes as necessary to produce maximum deceleration without locking the wheels. When vehicle speed decreases to 2 mph (3 km/h), the EPB module fully applies the Electric Park Brake. DSD DSD mode is used if the ABS module cannot operate the brakes or achieve a minimum deceleration rate, and the EPB module has no valid wheel speed signals. In the DSD mode, the EPB module uses the G sensor to monitor deceleration. To maintain vehicle stability, the EPB module initially applies a low clamp load to the brakes, then increases the clamp load in steps. When the G sensor signal indicates the vehicle has stopped, the EPB module fully applies the Electric Park Brake. DSD+ The DSD+ mode is used if the ABS module cannot operate the brakes or achieve a minimum deceleration rate, the EPB module has no valid wheel speed signals and the G sensor has failed. In the DSD+ mode, the EPB module applies a clamp load calculated to give a steady rate of deceleration without locking the wheels. 5.32 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC PARK BRAKE Electric Park Brake Control Diagram 2 9 4 3 1 5 6 8 7 A NP14FT085 A D 1 2 Hardwired HS CAN Electric Park Brake Control Module ECM 3 4 5 6 D ABS Module 7 Instrument Cluster 8 LH Electric Park Brake Actuator 9 RH Electric Park Brake Actuator NP14-FT: 2014 MY F-TYPE Technical Introduction Ground Power supply EPB Switch Chassis Systems | 04/15/2013 5.33 ELECTRIC PARK BRAKE Service Information Brake Pad Clearance Adjustment The brake pad clearance is adjusted in cycles when the vehicle is stationary. If the EPB is not activated over a distance of 620 miles (1000 km/s) brake pad clearance adjustment is carried out automatically as follows: • The brake pad is pressed against the brake disc from the start (zero) position • The EPB control module calculates the travel from the current draw of the electric motor, compensating for brake pad wear. THRUST NUT START (ZERO) POSITION THRUST NUT TRAVELS UNTIL BRAKE PAD CONTACTS BRAKE DISC NP14FT086 Compensation for brake pad wear is carried out when the vehicle is parked, ignition is off, and the parking brake is not applied. 5.34 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC PARK BRAKE Brake Pad Replacement To change the brake pads, it is necessary to wind back the spindle inside the EPB actuator to allow retraction of the caliper piston. This can be done using one of the following methods: • Maintenance Mode via vehicle activation • Manually retracting the brake calipers to release the brake pads NOTE: Maintenance Mode can be only deactivated using the Jaguar approved diagnostic equipment. Activation with the approved diagnostic equipment is currently unavailable. In Maintenance Mode the brake pads can be changed without the risk of EPB activation (finger protection). BRAKE APPLIED – WORN PADS PAD CHANGE MODE – SPINDLE NUT DRIVEN TO END STOP BRAKE APPLIED – PADS CHANGES AND SPINDLE NUT DRIVEN TO FULLY APPLIED POSITION NP14FT087 NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.35 ELECTRIC PARK BRAKE EPB Maintenance Mode Activation and Deactivation Activation Deactivation CAUTION: This procedure requires the vehicle in the Park or Neutral position, with the ignition turned ON (the engine must be OFF) and the park brake system released. NOTE: This procedure allows the park brake to be released when removing and installing new rear brake pads or brake discs. 1. Press and hold the Electric Park Brake Switch in the release position. 2. Wait 2 seconds 3. Press and hold the accelerator pedal in the wide open throttle position. 4. Wait 2 seconds 5. Turn the ignition Off and back On immediately. NOTE: An audible caliper noise will be heard to confirm that the Electric Park Brake maintenance mode has been activated. 6. Release the accelerator pedal and release the Electric Park Brake Switch to the neutral position. 5.36 Chassis Systems | 04/15/2013 CAUTION: This procedure requires the vehicle in the Park or Neutral position, with the ignition turned ON (the engine must be OFF) and the Electric Park Brake system in Service Mode. Once the rear brake pads or brake discs have been installed, the Service Mode must be cancelled. 1. Press and hold the Electric Park Brake Switch in the apply position. 2. Wait 2 seconds. 3. Press and hold the accelerator pedal in the wide open throttle position. 4. Wait 2 seconds. 5. Turn the ignition Off and back On immediately. NOTE: An audible caliper noise will be heard to confirm that the Electric Park Brake maintenance mode has been de-activated. 6. Release the accelerator pedal and release the Electric Park Brake Switch to the neutral position. NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC PARK BRAKE Manual Caliper Release If for any reason neither of the Maintenance Modes can be activated, the EPB actuators can be removed from the brake calipers and the spindle shaft unscrewed. 1. Remove actuator bolts and O-Ring seal and (do not reuse). NOTE: The actuator spindle is turned clockwise to release the brake pads from the disc. This functionality serves two purposes: • Worn brake pads can be replaced • In a power loss situation (discharged battery and the park brake locked ON) and with no other means of powering the system (no external power supply) the Electric Park Brake can be released for vehicle recovery purposes. NOTE: Disconnect the battery according standard safety procedures. NP14FT088 2. Rotate the caliper screw clockwise to release brake pads. NP14FT089 3. Calibrate the Electric Park Brake using the Jaguar approved diagnostic equipment. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.37 ELECTRIC DIFFERENTIAL Electric Differential Overview The rear electric differential has the same functionality as an open rear differential but incorporates a locking feature. An electrically controlled multi-plate clutch provides a rear differential lock and torque biasing function to give improved traction performance and vehicle dynamic stability. A strategy for electrical control of the multiplate clutch assembly provides the following functions: • A pre-loading function, increasing locking and driving torque • A slip controller increases locking torque under slip conditions to increase vehicle handling characteristics while decreasing locking torque for optimum comfort (when cornering, for example). NP14FT090 ACTUATOR MULTI-PLATE CLUTCH PACK DIFFERENTIAL NP14FT091 5.38 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC DIFFERENTIAL Component Description Multi-Plate Clutch The multi-plate clutch assembly actively controls the torque flow through the rear differential, optimizing the torque distribution in the driveline. As the clutch assembly locks the differential, torque is transferred to both rear wheels. This ensures that whichever wheel has traction has the maximum available torque supplied to it, while any slipping wheel continues to spin at a similar speed to the driving wheel. BEARING PRE-LOAD SPACER INPUT ACTUATOR ACTUATOR BALLS OUTPUT ACTUATOR REDUCTION GEARSET PRESSURE DISC PRESSURE DISC THRUST RACE ACTUATOR MOTOR NP14FT092 CLUTCH PLATE ASSEMBLY Driving the input actuator disc, via the motor shaft, rotates the output actuator. This movement acts on five balls in a ramp mechanism between the input and output actuators producing a defined axial movement. The movement forces the pressure disc to induce friction between the sun gear and differential case, via the clutch plates supported by the sun gear and the plates supported by the clutch basket on the differential case. This frictional force inhibits the differential rotation; the differential case and left hand differential side gear are locked together. NP14-FT: 2014 MY F-TYPE Technical Introduction Chassis Systems | 04/15/2013 5.39 ELECTRIC DIFFERENTIAL Rear Differential Control Module The RDCM is connected on the HS CAN bus. The primary function of the module is controlling the rear differential multi-plate clutch actuation and locking torque biasing function using information from other control modules on the CAN bus. NP14FT093 The module controls the closed loop position sensing system within the motor, regulates the power supply to the motor and memorizes the position of the motor when the ignition is switched off. 5.40 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ELECTRIC DIFFERENTIAL Principles of Operation The Rear Differential Control Module (RDCM) receives wheel slip information, locking the differential according to the prevailing conditions. The locking and biasing feature is actuated via a DC motor. The RDCM outputs a PWM signal controlling the motor functionality. The function of the multi-plate clutch assembly is to prevent excessive differential slip and therefore maximize the traction performance of the vehicle. This is fundamentally different from the ‘braked’ traction control operation, which can only counteract differential slip when it occurs. A certain amount of differential slip is required, allowing the vehicle to turn corners smoothly and remain stable during stability control system intervention. The Integrated Suspension Control Module (ISCM) monitors the driver’s demands through primary vehicle controls and automatically sets the torque slip at the rear differential, via the RDCM. The system is completely automatic and does not require any driver input. Rear Electric Differential Control Diagram 3 8 4 6 5 2 7 9 10 11 1 NP14FT094 A D 1 2 3 A D Hardwired 4 Brake Pedal Switch 8 HS CAN 5 Diagnostic Connector 9 Rear Differential Control Module 6 Crankshaft Sensor 10 ABS Control Module 7 Engine Control Module 11 Wheel Speed Sensor NP14-FT: 2014 MY F-TYPE Technical Introduction Accelerator Pedal Position Sensor Steering Angle Sensor Module Instrument Cluster Rear Differential Actuator Motor Chassis Systems | 04/15/2013 5.41 ELECTRIC DIFFERENTIAL Service Notes Diagnostics The oil used in the electric differential contains unique additives and friction modifiers, which enhance the differential operation. No other oil may be used. If a fault occurs with the electric rear differential control system or an input signal, (road speed signal, for example) the control module records an error code. An Instrument Cluster warning indicator lamp illuminates permanently. On some variants a warning message is displayed in the message center. NOTE: Refer to the Workshop Manual for the correct oil specification. The following differential components are serviceable: • Half-shaft seals • Actuator motor • Temperature sensor • Control module Electric Differential Calibration In order for the system to function correctly, the Rear Differential Control Module must be calibrated using the Jaguar Approved Diagnostic Equipment if the following components are replaced: • • • Differential Differential control module Drive motor 5.42 Chassis Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION Powertrain Systems TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC TABLE OF CONTENTS 3.0L V6 SC Engine Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Management Components . . . . . . . . . . . 3 Engine Components . . . . . . . . . . . . . . . . . . . . . . . 8 Engine Timing . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Active Exhaust System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Principles of Operation . . . . . . . . . . . . . . . . . . . . 24 8-Speed Automatic Transmission Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Component Description . . . . . . . . . . . . . . . . . . . 28 Principles of Operation . . . . . . . . . . . . . . . . . . . . 35 Transmission External Controls Transmission Control Switch . . . . . . . . . . . . . . . 36 Principles of Operation . . . . . . . . . . . . . . . . . . . . 39 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.1 3.0L V6 SC ENGINE 3.0L V6 SC Engine Overview The AJ126 3.0-liter Supercharged engine finds its bloodline in the current Jaguar 5.0-liter V8 SC engine. The allaluminum architecture of the V8 forms the basis of Jaguar’s newest supercharged 3.0L V6 engine, offered in 340 and 380 HP variants. NP14FT132 The 3.0L SC V6 shares its all-aluminum construction with the V8, with the lightweight die-cast block supplemented with cross-bolted main bearing caps to increase rigidity and therefore refinement. To maximize combustion efficiency, the spark plugs are precisely oriented both in relation to the injectors and within the combustion chamber. The compression ratio is raised from 9.5 : 1 in the supercharged V8 to 10.5 : 1 in the supercharged V6, further improving fuel economy and reducing emissions. Mounted in the ‘V’ of the engine is latest-generation Roots-type twin vortex supercharger, which is the key to achieving high-specification output. A water-cooled intercooler reduces the temperature of the intake air to optimize power and efficiency. The supercharger boost control is electronically managed by new Bosch engine management software. The engine features a system of counter-rotating front and rear balancer weights, which lend it the same smoothness and refinement characteristics as its larger V8 sibling. NOTE: This section builds on the information already covered in the NP13-JAG technical training course and will focus on the latest timing tools introduced for both engine variants. 6.2 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Engine Management Components Component Location – Part 1 of 2 VARIABLE CAMSHAFT TIMING SOLENOIDS CHARGE AIR TEMPERATURE SENSOR KNOCK SENSOR PURGE VALVE POST-CATALYST HO2S CAMSHAFT POSITION SENSORS ENGINE CONTROL MODULE UPSTREAM AND MID-CATALYST HO2S MASS AIR FLOW AND TEMPERATURE SENSORS ELECTRONIC THROTTLE CAMSHAFT POSITION SENSORS IGNITION COILS ENGINE COOLANT TEMPERATURE SENSOR 2 OIL LEVEL AND TEMPERATURE SENSOR NP14FT133 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.3 3.0L V6 SC ENGINE Component Location – Part 2 of 2 TEMPERATURE AND MANIFOLD ABSOLUTE PRESSURE SENSOR KNOCK SENSORS FUEL INJECTORS ENGINE COOLANT TEMPERATURE SENSOR 1 FUEL RAIL PRESSURE AND TEMPERATURE SENSOR HIGH PRESSURE FUEL PUMPS CRANKSHAFT POSITION SENSOR NP14FT134 6.4 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Heated Oxygen Sensors 2013 MY 3.0L SC (and 5.0L NA and SC) engines are now equipped with post-catalyst oxygen sensors, bringing the oxygen sensor count to 3 on each bank (for a total of 6). POST-CATALYST SENSOR UPSTREAM SENSOR MID-CATALYST SENSOR NP14FT135 In principle, operation is exactly the same as for a two-sensor system, with the third sensor taking the target voltage ‘responsibility’ from the second sensor. The third (post-catalyst) sensor has a target voltage to maintain, and will make very small adjustments to the average sensor voltage control point for the second sensor in order to hit its target voltage. The reason for adding the third sensor and tasking it, rather than the second sensor, with maintaining the target voltage is that the exhaust gas is not fully mixed at the second sensor. This can cause different cylinders to be over/under represented at different engine operating points and can lead to the sub-feedback signal wandering around. The third sensor is positioned at a point in the exhaust where the exhaust gas is fully mixed and so represents a true bank average at all engine operating points. This means the sub-feedback signal is stable and more accurate for increased efficiency. NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.5 3.0L V6 SC ENGINE Electronic Supercharger Bypass Valve Actuator A DC electric actuator on the front of the supercharger is attached to a bypass valve in the supercharger housing. The bypass valve allows air to bypass the rotors to control the outlet pressure of the supercharger. Operation of the actuator is controlled by a Pulse Width Modulation (PWM) signal from the Engine Control Module (ECM). A Hall-effect position sensor in the actuator returns a 0.5 – 4.5V signal to the ECM. This allows the ECM to accurately identify the position of the bypass valve for closed-loop control. CHARGE AIR TEMPERATURE SENSOR BYPASS VALVE ACTUATOR MANIFOLD ABSOLUTE PRESSURE SENSOR SUPERCHARGER BYPASS VALVE NP14FT136 At closed or partially open throttle positions, the supercharger bypass valve actuator is fully open, allowing a flow of air from the supercharger outlet back to the inlet side. This results in little or no pressure increase across the supercharger. Progressive opening of the throttle reduces the depression downstream of the electric throttle. This is sensed by the Manifold Absolute Pressure (MAP) sensor in the electric throttle housing and the Manifold Absolute Pressure and Temperature (MAPT) sensor in the rear left side of the supercharger left charge air cooler. Signals from these sensors are received by the ECM, which operates the supercharger bypass valve actuator to close the valve. As the supercharger bypass valve closes, there is a corresponding increase in the outlet pressure from the supercharger, which increases engine power output. 6.6 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Charge Air Temperature Sensor The charge air temperature sensor is installed in the supercharger top cover. A 2-pin electrical connector provides the interface between the sensor and the engine harness. The sensor contains a Negative Temperature Coefficient (NTC) thermistor with supply and return connections to the ECM. The ECM supplies the sensor with a 5V reference voltage and translates the return voltage into a temperature. The ECM uses the input: • To monitor operation of the charge air coolant pump. • For air mass calculations used in control of the supercharger bypass valve, as part of the charge air strategy that coordinates operation of the electric throttle and the bypass valve, and predicts the air mass delivered to the cylinders. NP14FT137 If the charge air temperature sensor fails, the ECM substitutes the input with a modeled temperature. Failure of the sensor is unlikely to be noticeable to the driver. Bypass Valve Control Diagram 8 1 7 2 6 5 4 NP14FT138 A AL 1 2 3 3 A Hardwired PWM Engine Control Module (ECM) Supercharger Bypass Valve Actuator Ground NP14-FT: 2014 MY F-TYPE Technical Introduction 4 5 6 7 8 Power Supply Charge Air Temperature Sensor Supercharger Bypass Valve Actuator Manifold Absolute Pressure and Temperature (MAPT) Sensor Manifold Absolute Pressure (MAP) Sensor Powertrain Systems | 04/15/2013 6.7 3.0L V6 SC ENGINE Engine Components Internal Components NP14FT139 6.8 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Major Structural Components RH CYLINDER HEAD LH CYLINDER HEAD CYLINDER BLOCK WINDAGE TRAY OIL PAN BODY OIL PAN RWD VEHICLES AWD VEHICLES NP14FT140 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.9 3.0L V6 SC ENGINE Cylinder Block Both the V6 and V8 blocks are high-pressure die-cast aluminum featuring a 90°V configuration with cast-in iron cylinder liners and an open deck die-cast coolant jacket. Converting the V8 block to a V6 required reconfiguring the rear cylinders to accommodate oil and coolant passages. To reduce weight, the rear cylinders were not completely filled in. 3.0 LITER V6 CYLINDER BLOCK 5.0 LITER V8 CYLINDER BLOCK NP14FT141 6.10 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Crankshaft The all-new crankshaft is manufactured from forged carbon steel with induction-hardened main and pin bearing journals. A 6-counterweight design has been used to balance the V6 split pin design, ensuring less vibration. An integrated rear dynamic balancer drive sprocket drives the rear balance shaft assembly. REAR DYNAMIC BALANCER DRIVE SPROCKET NP14FT142 Crankshaft Data Location The main bearings are numbered 1 to 5, starting from the front of the engine. There are six grades of main bearing available, each color-coded for identification. Journal sizes are marked on the rear of the crankshaft. MAIN JOURNAL CLASSIFICATION PIN JOURNAL CLASSIFICATION AND PLANT IDENTIFICATION DATE AND TIME CODES NP14FT143 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.11 3.0L V6 SC ENGINE Pistons and Connecting Rods The piston crown is an all-new design for the 3.0L V6 SC. Similar to the 5.0L V8, the pistons have a solid film lubricant coating applied to both reaction faces to reduce wear and improve fuel economy. The arrow on the piston crown must face the front of the engine. On the RH bank, the cap and connecting rod alignment marks must face the rear of the engine; on the LH bank, they must face the front of the engine. ALIGNMENT MARK LH BANK RH BANK ALIGNMENT MARK PISTON ORIENTATION ARROW FRONT OF ENGINE NP14FT145 NP14FT144 The connecting rods are forged from high strength steel and are fracture-split to ensure precision reassembly for shell bearing alignment. There are three grades of large end bearing available, each color-coded for identification. 6.12 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Piston Cooling Jets Piston cooling jets located in the cylinder block provide piston and piston pin cooling and lubrication. NP14FT146 Each piston cooling jet has two outlet nozzles that spray oil onto the underside of the two adjacent pistons, one from each cylinder bank. Each jet sprays oil onto the inside of the piston. The oil coats the underside of the piston to help cool each piston crown. Additionally, oil lubricates the small end bearing and gudgeon pin. NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.13 3.0L V6 SC ENGINE Dynamic Balancing Dynamic engine balancing is performed by two weighted dynamic balancers, located at the front and rear of the cylinder block. The dynamic balancers oppose and cancel out vibrations created by the engine’s rotating components. IDLER SPROCKET REAR DYNAMIC BALANCER REAR DYNAMIC BALANCER DRIVE SPROCKET CRANKSHAFT TIMING CHAIN SPROCKET AUXILIARY DRIVE TENSIONER REAR DYNAMIC BALANCER IDLER SPROCKET DRIVE CHAIN AUXILIARY SHAFT AUXILIARY DRIVE CHAIN FRONT DYNAMIC BALANCER AUXILIARY SHAFT SPROCKET NP14FT147 OIL PUMP SPROCKET The front and rear dynamic balancers comprise a sprocket with an offset weight. 6.14 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Rear Dynamic Balancer Timing The illustration shows the crankshaft set at 45° ATDC Cylinder #1. IDLER PULLEY REAR BALANCER ASSEMBLY NP14FT214 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 05/10/2013 6.15 3.0L V6 SC ENGINE Auxiliary Chain Timing Marks The illustration below shows the auxiliary chain timing mark locations with the crank aligned at 45° ATDC. CRANKSHAFT GEAR TIMING MARK FRONT BALANCE WEIGHT TIMING MARK HORIZONTAL ANGLE BETWEEN AUXILIARY SHAFT AND HORIZONTAL IS 23.1° AUXILIARY SHAFT TIMING MARK NP14FT213 6.16 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE Cylinder Heads The cylinder heads are manufactured in gravity die cast aluminum alloy and are unique for each cylinder bank. Deep-seated bolts reduce distortion and secure the cylinder heads to the cylinder block. EXHAUST VALVES Each cylinder is served by four valves. To help achieve the required gas-flow characteristics, these are arranged asymmetrically around the cylinder bore. Each cylinder has a centrally mounted fuel injector and spark plug. SPARK PLUG LOCATION INTAKE VALVES FUEL INJECTOR LOCATION NP14FT148 The valves are a conventional arrangement, with a valve and spring assembly retained by a valve collet. The valve tappets are graded and selected on assembly to obtain the correct valve clearance dimensions. The threads for the spark plugs are machined at a precise start point to ensure that each spark plug is oriented in the cylinder correctly. The benefits of this are optimum spark plug intrusion into the combustion chamber to improve combustion, idle stability, dilution tolerance, and spark plug durability. The spark plug must be tightened to the specified torque to ensure the correct orientation. A ‘T’ mark on the spark plug terminal end indicates the orientation of the electrode; when torqued to 25 Nm, the electrode is aligned correctly with the fuel injector. NP14-FT: 2014 MY F-TYPE Technical Introduction NP14FT149 Powertrain Systems | 04/15/2013 6.17 3.0L V6 SC ENGINE Engine Timing The 2014 F-TYPE uses a Bosch Engine Management System (EMS) that was introduced in 2013 MY Jaguar XF and XJ models. This EMS change introduced new strategies, sensors and some components which required new engine tools for servicing. Bi-Directional Crankshaft Position Sensor When introduced in 2013 the CKP sensor was accompanied by a new flywheel with a unique timing ring to accurately identify crankshaft position and direction. The timing ring has raised teeth instead of the previous window-type reluctor ring previously associated with analog CKP sensors. 2 MISSING TEETH PROVIDE CYLINDER 1 TDC REFERENCE NP14FT150 NP14FT151 The Bosch EMS utilizes a Bi-Directional Crankshaft Position (CKP) Sensor, which is a Hall-effect type sensor and has the following advantages to reduce engine starting time: • Absolute engine position identified • Cam & crank resynchronization not needed • Injection timing calculated prior to starting • Engine restarts within one crank revolution 6.18 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 3.0L V6 SC ENGINE 3.0L SC and 5.0L NA and SC Timing Tool Revisions NOTE: This section focuses on the new timing tools that were recently introduced for both the 5.0L and 3.0L variants. Please refer to the Workshop Manual for detailed procedures and set-up instructions. With the introduction of the flexplate and new timing ring style, two new tools were introduced: a crankshaft alignment tool and a flywheel locking tool. Crankshaft Alignment Tool The new crankshaft alignment tool JLR-303-1303 is specifically designed for the Hall-Effect Timing ring used in conjunction with the new Bosch Engine Management systems. JLR-303-1303 is longer than the previous tool JLR-303-1447, with an additional step to engage the new style timing ring. The previous crankshaft alignment tool JLR-303-1447 is designed for the analog type timing ring used in conjunction with the previous Denso Engine Management system. NOTE: The crankshaft alignment tools are not interchangeable and are to be used only with the respective Engine Management system. SPECIAL TOOL 303-1447 SPECIAL TOOL 303-1303 NP14FT152 NP14FT153 NOTE: The new style flexplate is fitted to all 3.0L and 5.0L engine variants from 2013MY onward, except X150 variants. NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 05/10/2013 6.19 3.0L V6 SC ENGINE Ring Gear Locking Tool A new ring gear locking tool, JLR-303-1304, has also been introduced to accommodate the flexplate change. The new tool has a longer reach to securely engage the ring gear of the flexplate. The previous tool JLR-303-1448 cannot be used because it is not long enough to securely engage the ring gear. Auxiliary Shaft Alignment Tool The previous JLR 303-1613 Auxiliary Shaft Timing tool is superseded by JLR-303-1621. The revised tool is a three-piece design that can be used on both the 3.0 liter and 5.0 liter engines to check the auxiliary shaft alignment in order to confirm high pressure mechanical fuel pump timing. JLR-303-1621 3-PIECE TOOL DESIGN SPECIAL TOOL 303-1448 SPECIAL TOOL 303-1304 CONFIGURED FOR 3.0L V6 CONFIGURED FOR 5.0L V8 NP14FT154 NP14FT157 2 ALIGNMENT MARKS 1 ALIGNMENT MARK NOTE: JLR-303-1621 should be used for all 3.0L and 5.0L variants, including X150. NP14FT155 NOTE: The new style flexplate is fitted to all 3.0L and 5.0L engine variants from 2013MY onward, except X150 variants. NP14FT158 NOTE: Refer to the Workshop Manual for specific alignment procedure. 6.20 Powertrain Systems | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ACTIVE EXHAUST SYSTEM Active Exhaust System Overview V6 S and V8 S models are equipped with the Active Exhaust System as standard. Electronically controlled bypass valves in the rear section of the exhaust open under hard acceleration, effectively providing a freeflowing straight-through arrangement to produce a louder, richer, more exhilarating exhaust sound during performance driving. At cruising speeds, the valves will close, retaining a powerful exhaust note with comfortable sound levels. In addition to the exhaust valves, the Active Exhaust System comprises: • Vacuum Pump • Solenoid Valve • Reservoir • Related Pipes (which incorporate a restrictor and a check valve) • Active Exhaust Switch (located on center floor console) ACTIVE EXHAUST SWITCH ACTIVE EXHAUST SOLENOID VACUUM PIPE CARRIER RESTRICTOR CHECK VALVE ACTIVE EXHAUST VACUUM PUMP VACUUM PIPE RH EXHAUST VALVE VACUUM PIPE CARRIER NP14FT159 RESERVOIR LH EXHAUST VALVE NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.21 ACTIVE EXHAUST SYSTEM Each exhaust valve consists of a normally open plate valve and pneumatic actuator. The vacuum pump, solenoid valve, and reservoir are attached to a bracket installed in the left rear wheel housing, behind the wheel arch liner. Plastic pipes are connected between the vacuum pump, reservoir and solenoid valve, and between the solenoid valve and the two exhaust valves. In the pipes between the solenoid valve and the exhaust valves, a restrictor is installed in parallel with a check valve. The restrictor slows the flow of air through the pipes, to damp the opening of the exhaust valves. The check valve ensures that air flows only through the restrictor when the exhaust valves are opened, but allows the restrictor to be bypassed when the exhaust valves are closed, to give an undamped closing movement. The solenoid valve controls the operation of the exhaust valves by connecting them to the reservoir and vacuum pump or to atmosphere. Atmospheric pressure enters the solenoid valve through a filter attached to a vent. Operation of the Active Exhaust System is controlled by the ECM. 6.22 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ACTIVE EXHAUST SYSTEM Active Exhaust Rear Silencers HANGER BRACKET (4) OUTLET PIPE FINISHER (2) OUTLET PIPE (2) V6 SILENCER MOUNTING RUBBER (4) INLET PIPE (2) EXHAUST VALVE (2) HANGER BRACKET (4) OUTLET PIPE (4) OUTLET PIPE FINISHER (4) V8 SILENCER MOUNTING RUBBER (4) INLET PIPE (2) EXHAUST VALVE (2) NP14FT160 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.23 ACTIVE EXHAUST SYSTEM Principles of Operation The position of the exhaust valves are set by the Engine Control Module (ECM) depending on engine speed, accelerator pedal position, and the mode selected by the active sports exhaust switch or JaguarDrive switchpack. The ECM will also energize the active exhaust relay in the Central Junction Box 5 seconds after the ignition is switched on. When the relay is energized, it supplies power to the vacuum pump and the solenoid valve. The vacuum pump is connected to ground and runs continuously while the relay is energized, maintaining a depression in the reservoir and pipes to the solenoid valve. On vehicle startup the exhaust valves are always open, to enhance the exhaust sound. The solenoid valve is connected to ground through the engine control module. When the ECM determines the exhaust valves require closing it connects the solenoid valve to ground. When there is no active sports exhaust switch fitted or when the active sports exhaust switch is set to ‘Off’, the exhaust valve position is closed when driving in mid speed and load conditions, then open for high speed and load conditions. This serves to both enhance the sound quality in the vehicle and reduce back pressure to enhance engine performance. When the solenoid valve energizes it opens the pipe connection from the reservoir and vacuum pump to the exhaust valves; and closes the atmospheric vent. The depression at the reservoir and vacuum pump is then sensed at the exhaust valves, via the check valve, and the exhaust valves close. When the active sports exhaust switch is set to ‘On’ the exhaust valves open over the majority of the engine speed and load range to further enhance the sports driving experience, only closing where specific engine operating conditions dictate. When the ECM determines that the exhaust valves require opening, it disconnects the solenoid valve from ground. The solenoid valve de-energizes and closes the pipe connection to the exhaust valves, and opens the atmospheric vent. Atmospheric pressure is then sensed at the exhaust valves, via the restrictor, and the exhaust valves open. If Dynamic Mode is selected on the JaguarDrive switchpack, the active sports exhaust system will automatically choose the ‘On’ mode. If Dynamic Mode is de-selected, the system resumes the prior state. When the active exhaust switch is turned ‘On’, a hardwired signal is sent to the JaguarDrive switchpack, also located on the center floor console, which in turn transmits that signal on the High Speed CAN BUS network to the ECM. Normal Mode Operating Condition The matrix below provides an overview of system operation, although the system will actively respond to engine load and throttle angle. Loud Mode Dynamic Mode Exhaust Valve State Pre-Start Post-Start Pre-Start Post-Start Open / flare Open / flare Open / loud Open / flare Open / loud Fast Idle > 1100rpm Closed / quiet Open / loud Open / loud Open / loud Open / loud Blip throttle Indeterminate Indeterminate Open / loud Indeterminate Open / loud Low speed / load Closed / quiet — Open / loud — Open / loud High speed / load Open / loud — Open / loud — Open / loud Default to Normal Default to Normal Default to Normal Default to Normal Default to Normal Start & Idle < 1100rpm Ignition off 6.24 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction ACTIVE EXHAUST SYSTEM Active Exhaust Vacuum Control Diagram RESERVOIR VACUUM PUMP RH EXHAUST VALVE FILTER AIR FLOW CHECK VALVE VALVE AIR FLOW RESTRICTOR LH EXHAUST VALVE ACTIVE EXHAUST SOLENOID VALVE NP14FT161 Active Exhaust Electrical Control Diagram 3 2 9 4 1 8 7 6 A 5 D NP14FT162 A D 1 2 Hardwired High Speed CAN Engine Control Module Active Exhaust Switch 3 4 5 6 JaguarDrive Switchpack Active Exhaust Vacuum Pump Active Exhaust Solenoid Ground NP14-FT: 2014 MY F-TYPE Technical Introduction 7 8 9 Power Supply Accelerator Pedal Position Sensor Crankshaft Position Sensor Powertrain Systems | 04/15/2013 6.25 8-SPEED AUTOMATIC TRANSMISSION 8-Speed Automatic Transmission Overview The Jaguar F-TYPE uses the ZF 8HP ‘QuickShift’ automatic transmission. Uniquely for its market sector, this provides the F-TYPE with 8 speeds. This allows the gear ratios to be placed more closely together, with the ratios being shorter than would be used on a passenger sedan. NP14FT163 The end result is a sportier gearbox, with 8 closely-spaced gears. This means less of an engine speed drop during gear changes, which keeps the engine within its most effective speed range for longer. ZF 8HP Gear Ratios Gear 1st 2nd 3rd 4th 5th 6th 7th 8th Reverse Ratio 4.714 : 1 3.143 : 1 2.106 : 1 1.667 : 1 1.285 : 1 1.000 : 1 0.839 : 1 0.667 : 1 3.317 : 1 A slightly longer final drive ratio on the F-TYPE and F-TYPE S, vs. the F-TYPE V8 S, gears the cars slightly more towards fuel economy rather than the outright performance of the V8 S model. Final Drive Ratios 6.26 F-TYPE F-TYPE S F-TYPE V8 S 3.15 : 1 3.31 : 1 2.56 : 1 Powertrain Systems | 04/15/2013 The V6 models in particular possess free-revving engines with power and torque curves aimed at delivering a performance feel. This is used in conjunction with the F-TYPE’s sequential feel gearshift – achieved using steering-wheel mounted paddles or the Jaguar Sport Shift lever – which makes the F-TYPE extremely involving and enjoyable to drive. NP14-FT: 2014 MY F-TYPE Technical Introduction 8-SPEED AUTOMATIC TRANSMISSION Great attention to detail has been paid to the shift plan of the gearbox, with just five shifting elements (three clutch and two brake) to achieve eight forward speeds and one reverse. Additionally, only two shifting elements are ever open in any gear: the fewer open shifting elements, the fewer number of components there are rotating relative to one another. This results in an overall reduction in frictional drag, which – when coupled with a new high efficiency oil pump, low friction gears and associated components – further increases the efficiency of the gearbox. SHIFT ELEMENTS OIL PUMP DRIVE GEAR MECHATRONIC VALVE BLOCK WITH INTEGRAL TRANSMISSION CONTROL MODULE NP14FT164 NOTE: The ZF 8HP transmission uses Shell L12108 transmission fluid (Jaguar part # JDE26444); the fluid specified for use with 6-speed transmissions is NOT compatible with the 8-speed unit. NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.27 8-SPEED AUTOMATIC TRANSMISSION Component Description The main casing contains the following major components: • • Input shaft • • Output shaft • • Mechatronic valve block – containing the solenoids, speed sensors, and TCM Three rotating multiplate drive clutches Two fixed multiplate brake clutches Four planetary gear trains Transmission Sectional View TRANSMISSION CASING TORQUE CONVERTER GEAR SET 3 GEAR SET 1 CLUTCH C CLUTCH D CLUTCH E GEAR SET 2 INPUT SHAFT GEAR SET 4 OUTPUT SHAFT FLUID PUMP BRAKE B FLUID FILTER BRAKE A FLUID PAN MECHATRONIC VALVE BLOCK NP14FT165 6.28 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 8-SPEED AUTOMATIC TRANSMISSION Automatic Transmission Fluid Pump The Automatic Transmission Fluid (ATF) pump is an integral part of the transmission, used to supply hydraulic pressure for the operation of the control valves and clutches, to pass the fluid through the transmission cooler, and to lubricate the gears and shafts. The ZF 8HP70 ATF pump is a double-stroke vane type pump, located below the transmission input shaft. The pump is driven by a chain drive from a sprocket located on the input shaft, with a delivery rate of 50 cc per revolution. The drive sprocket is driven at engine speed through a splined connection in the torque converter shell. CHAIN DRIVE FROM TORQUE CONVERTER COVER VANE PUMP NP14FT166 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.29 8-SPEED AUTOMATIC TRANSMISSION ATF Pump Operation VANE PUMP SYSTEM PRESSURE VALVE INTAKE PIPE PRESSURE PIPE RECYCLING OF REDUNDANT FLUID FLUID PAN NP14FT167 The ATF pump comprises a sprocket, a rear cover with bearing, a front cover with bearing, a cylinder, a rotor shaft, and a rotor with vanes. A pressure relief valve is fitted in the pressure outlet gallery from the pump but is not an integral part of the pump itself. A sprocket is located around the transmission input shaft. Splines on the torque converter nose and the sprocket ensure a positive drive. A simplex chain transmits the rotation of the torque converter cover into rotation of the pump rotor shaft via a second sprocket fitted to the rotor shaft. The gearing of the two sprockets rotates the pump rotor shaft at a speed slightly higher than the RPM of the torque converter cover, which is directly connected to the engine crank. 6.30 Powertrain Systems | 04/15/2013 The pump contains 12 vanes attached to the rotor, which rotate within the cam-shaped cylinder. As the vanes rotate, the eccentricity of the central hole in the cylinder causes the space between the vanes to increase. This causes a depression between the vanes and fluid is drawn into the space between the vanes via a suction port connected to the fluid pan. NP14-FT: 2014 MY F-TYPE Technical Introduction 8-SPEED AUTOMATIC TRANSMISSION Hydraulic Impulse Storage Device (HIS) The F-TYPE is equipped with Intelligent Stop Start (ISS). Following an ECO Stop, the vehicle must be able to restart and drive away within a very short period of time (less than 400ms from the point of the engine starting). This presents a challenge with an automatic transmission. When the engine shuts off during an ECO Stop, the automatic transmission fluid (ATF) pump is not producing pressure. In this state, the line pressure falls to zero and all brake and clutch shift elements unlock. However, when the vehicle restarts, immediate oil pressure is needed to engage the three shift elements required to select 1st gear. The ATF pump is therefore supplemented by the addition of an oil storage system – the Hydraulic Impulse Storage (HIS) Device – to provide immediate positive engagement. HYDRAULIC IMPULSE STORAGE DEVICE MECHATRONIC VALVE BLOCK NP14FT168 NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.31 8-SPEED AUTOMATIC TRANSMISSION Hydraulic Impulse Storage (HIS) Review The Hydraulic Impulse Storage (HIS) device is an electromechanical component designed to accumulate and store automatic transmission fluid until it is required by the shift elements of the gearbox. When required, the HIS releases the hydraulic fluid under pressure, the discharge of which is controlled electronically by the solenoid affixed to the end of the component. HIS Device – Discharged State CONTROL VALVE CYLINDER SOLENOID PISTON HYDRAULIC CONNECTION LOCKING MECHANISM SPRING RESERVOIR NP14FT169 From the moment that the HIS is operated and the fluid is released, the shifting elements are subjected to hydraulic line pressure; this is then built further and maintained by the operation of the ATF pump once the engine is running. While the engine is running, the ATF pump is producing line pressure and the HIS is recharged and made ready for the next starting process. The inlet to the HIS is via a restriction; this is necessary to ensure that the transmission line pressure is not compromised during the recharging of the HIS. A full hydraulic recharge takes approximately 5 seconds (when fluid temperature is 68°F / 20°C). 6.32 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 8-SPEED AUTOMATIC TRANSMISSION HIS Charging NP14FT170 Charging Phase Sequence: • Engine running • Oil pressure provided by ATF Pump • ATF enters reservoir restriction valve • • Piston forced back against tension of spring Solenoid is energized HIS Charged / Engine Off / Pressure Held NP14FT171 Charged / Engine Off / Pressure Held Sequence: • Engine not running (ECO Stop) • ATF not producing pressure • Line pressure 0 bar NP14-FT: 2014 MY F-TYPE Technical Introduction • • • Piston locked against mechanism Holding current applied to solenoid Oil volume within HIS reservoir maintained ready for ECO Start Powertrain Systems | 04/15/2013 6.33 8-SPEED AUTOMATIC TRANSMISSION HIS Discharged / Engine Starting NP14FT172 Discharged, Engine Starting Sequence: • Engine starting (ECO Start) • ATF pump not producing sufficient pressure • Solenoid holding current switched off • • • Locking mechanism released Spring tension forces piston down cylinder pushing out the volume of ATF Process is completed between 300 – 350 ms Once the engine is started, the ATF pump produces flow and pressure to provide seamless transmission shift element engagement. 6.34 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction 8-SPEED AUTOMATIC TRANSMISSION Principles of Operation Transmission Idle Control (TIC) When a vehicle fitted with a conventional automatic transmission comes to a standstill, if drive remains selected the vehicle has a tendency to ‘creep’ unless the brake pedal is firmly held or the park brake is applied. This is due to the relatively small amount of torque transmitted by the torque converter. In order to accommodate the additional drag caused by the transmission, throttle angle and/or fuel injector duration must be increased to maintain an acceptable idle. This has the adverse effect of increasing fuel consumption and emission levels (including CO2). The 8HP70 transmission overcomes this through the use of Transmission Idle Control (TIC). When the vehicle comes to a stop (brakes applied), the internal shift elements of the transmission are decoupled, disconnecting the power flow through the gearbox and eliminating the drag normally associated with such a condition. TIC Enable Criteria: • • • Engine at idle Vehicle at a standstill (wheel speed zero) Brake pedal applied TIC Inhibit Criteria: • Output shaft speed detected • ATF temperature below 68°F (20°C) • ATF temperature above 212°F (100°C) • Gradient above 20% • Accelerator pedal pressed • Brake pedal not pressed NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.35 TRANSMISSION EXTERNAL CONTROLS Transmission External Controls Transmission Control Switch The F-TYPE required a gear selector that would allow for driver control of the 8 Speed QuickShift transmission ratios during performance driving. The result is the Jaguar Sports Shifter Transmission Control Switch (TCS), inspired by jet fighter joysticks. Allowing access to the normal Reverse, Neutral, and Drive functions of the eight-speed QuickShift transmission, the TCS also lets the driver override the automatic selection in ‘Manual’ mode. As in a racing sequential gearbox, tipping the lever forward shifts down a gear; pulling the lever back shifts up a gear. This is a more intuitive method than comparable systems, which reverse the movement. NP14FT173 The TCS is connected on the HS CAN Bus for communication with the Transmission Control Module. The TCS includes the following components: • • Shift Lever ‘Unlock Trigger’ Release Button • • Park Switch Gear Position Display ‘UNLOCK TRIGGER’ RELEASE BUTTON SHIFT LEVER PARK SWITCH GEAR POSITION DISPLAY NP14FT176 6.36 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction TRANSMISSION EXTERNAL CONTROLS Transmission Control Switch Operation 1 2 3 NP14FT174 Press the Park Switch (1) to select Park (P). The Park Switch LED will illuminate to confirm. Park can be selected from any gear position. The gear position indicator LED will illuminate to confirm that the gear change request has been recognized and selected. NOTE: Park cannot be selected by manually moving the gear selector; the only way to select Park is to press the Park Switch. NOTE: On/Off flashing of the LED indicates that the gear change request has been recognized but not selected. CAUTION: Never select Park while the vehicle is in motion. Doing so can result in serious transmission damage. NOTE: The Release Button is required for all gear selections, except for when selecting Neutral from Drive or Reverse, and when selecting Sport (S) mode from Drive or Drive from Sport mode. To select Drive (D), Neutral (N) or Reverse (R) when the vehicle is stationary, depress and hold the brake pedal (2) then press the Release Button (3) and move the shift lever to select the desired gear: • 1 movement back to select Drive • 1 movement forward to select Neutral • 2 movements forward to select Reverse NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013 6.37 TRANSMISSION EXTERNAL CONTROLS 6 4 5 NP14FT177 To select Sport mode (4), move the shift lever to the left while in Drive. Move the lever to the right to return to Drive. While in Sport mode, manual selection of the gears can be made by pulling the shift lever back for upshifts and pushing forward for downshifts (5). Car Wash Mode If the engine is switched off with Neutral (N) selected, the system will wait for 10 minutes before selecting P. This is to allow the vehicle to be conveyed through a car wash; this SHOULD NOT be used for vehicle recovery purposes. Steering wheel mounted gear shift paddles allow manual gear selection while in Drive or Sport mode (6) – the left paddle for downshifts and the right paddle for upshifts. Pull the paddle briefly to change gear. To exit Manual mode, pull and hold the right paddle for approximately one second to return directly to previous automatic operation in Drive or Sport. NOTE: The gear shift paddles can be switched on and off, and configured to operate in ‘S only’ or ‘D and S’ via the Vehicle Setup menu. 6.38 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction TRANSMISSION EXTERNAL CONTROLS Principles of Operation Transmission Control Switch Park Interlock and Neutral Lock The Transmission Control Switch (TCS) is connected on the high speed CAN bus to the TCM and other system modules. The TCS receives a permanent fused battery supply via the Battery Junction Box (BJB) and the Engine Junction Box (EJB), and an ignition supply via the ignition relay in the Central Junction Box (CJB). The TCS outputs a park/neutral signal on a hardwired connection to the ECM and the CJB. TCS also receives a hardwired ‘park engaged’ signal from the TCM. Neutral lock is a requirement for the TCS. The TCS is always locked at ignition on when the engine is not running. Neutral lock is achieved by internal software; there is no mechanical locking system. Therefore, the TCS will move but no gear selection is possible while the neutral lock is active. By selecting P, R, N, D or S on the TCS, the transmission functions as any conventional automatic unit. Movement of the TCS to any of the four positions or operation of the Park Switch is sensed by the TCS. The sensed position is passed to the TCM via the high speed CAN bus. The TCM then reacts according to the new selection request made by the driver. The linear movement of the TCS is sensed by a magnetic system using multiple Hall-effect type sensors to determine the position of the selector. The TCS Park Switch and the ‘Unlock Trigger’ release button use double pole pill switches. The Sport (S) position selection allows the TCM to operate the transmission using the semi-automatic Jaguar sequential shift. Gear selections are sensed by the TCM when the driver operates the steering wheel paddle switches or moves the TCS to the ‘+’ or ‘-’ positions. The TCS allows the driver to operate the transmission similar to a sequential transmission. Once the TCS position is confirmed, the TCM outputs appropriate information on the high speed CAN bus which is received by the Instrument Cluster to display the gear selection information in the message center. The paddles can also be used on a temporary basis when the TCS is in the Drive (D) position to override the automatic gear selection if required. NP14-FT: 2014 MY F-TYPE Technical Introduction If, when driving with the TCS in (S) Sport, (D) Drive or (R) Reverse at a speed of more than 3 mph (5 km/h), the driver selects (P) Park or (N) Neutral: • Without the brake pedal pressed, the TCS will be immediately locked once the vehicle speed falls to below 3 mph (5 km/h) • With the brake pedal pressed, the TCS will remain locked for as long as the brake pedal remains pressed, regardless of vehicle speed. The transmission will only engage Park once the vehicle speed is less than 1 mph (2 km/h). If the driver selects (N) Neutral and releases the brake pedal at a vehicle speed of less than 3 mph (5 km/h), the TCS will be locked 2 seconds after (N) Neutral is selected. The selector will remain locked until the driver presses the brake pedal again. To ensure that a driver request to change from a nondriving range – (N) Neutral, for example, to a driving range – (D) Drive, for example, the park interlock and neutral lock features are used in conjunction with the unlock trigger (intermediate position). If the transmission receives a range change request without the brake pedal pressed, the TCM initiates a soft lock function. The transmission will remain in Park or Neutral, depending on the starting position. If a gear position letter is flashing in the message center and the vehicle has no drive, the driver must: • Press the brake pedal • Reselect (N) Neutral or (P) Park on the TCS • Select the required driving range, ensuring that the brake pedal and the unlock trigger are pressed. Powertrain Systems | 04/15/2013 6.39 TRANSMISSION EXTERNAL CONTROLS Rocking Function Fault Symptoms The rocking function compliments the neutral lock function. For all changes from a non-driving range to a driving range, it is necessary to press the brake pedal (to release either the park interlock or neutral lock) and press the unlock trigger. The following symptoms may be observed for the following input/output faults: • Ground / Loss of ground connection or short circuit: –– TCS will not function • High speed CAN bus / Loss of CAN: –– TCS will not function; TCM will operate in ‘limp home’ mode • Park/Neutral signal / Output open circuit or short circuit: –– Starter motor may not crank or there may be a delay in engine cranking • Park signal (TCM output) / Hardwired Park/Neutral signal and CAN differ: In situations where the driver will require to change the gear selection from (R) Reverse to (D) Drive, or from (D) Drive to (R) Reverse, without brake pedal input (parking maneuvers, 3 point turns, or ‘rocking’ the vehicle from a slippery surface, for example), the rocking function gives a 2 second lock delay when (N) Neutral is selected on the TCS and the brake pedal is not pressed. It is possible to select (R) Reverse from (D) Drive and (D) Drive from (R) Reverse without selecting the intermediate (N) Neutral position if the lever is moved quickly 2 positions forward or backwards. The unlock trigger must be pressed to achieve this. • • 6.40 Powertrain Systems | 04/15/2013 –– TCS will remain awake with (P) Park flashing (will go off when TCM timeout occurs) Ignition input / Loss of ignition input or short circuit: –– TCM will not function Permanent battery supply / Loss of power supply or supply out of range (less than 9V or more than 16V): –– TCM will not function. NP14-FT: 2014 MY F-TYPE Technical Introduction TRANSMISSION EXTERNAL CONTROLS Transmission Control Switch Control Diagram 2 3 1 8 7 4 5 6 NP14FT175 A D 1 2 3 A Hardwired HS CAN Transmission Control Switch (TCS) Transmission Control Module (TCM) Engine Control Module (ECM NP14-FT: 2014 MY F-TYPE Technical Introduction D 4 5 6 7 8 Central Junction Box (CJB) Ground Fuse Ignition relay (CJB) Transmission Control Module (TCM) Powertrain Systems | 04/15/2013 6.41 This page left blank intentionally. 6.42 Powertrain Systems | 04/15/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction NP14-FT: 2014 MY F-TYPE TECHNICAL INTRODUCTION Complete Vehicle Networks TECHNICAL TRAINING NP14-FT April 2013 Printed in USA This publication is intended for instructional purposes only. Always refer to the appropriate service publication for specific details and procedures. All rights reserved. All material contained herein is based on the latest information available at the time of publication. The right is reserved to make changes at any time without notice. © 2013 Jaguar Land Rover North America LLC NETWORK KEY The fold-out pages in this section show the complete communications networks for 2014 MY Jaguar F-TYPE. The acronyms and codes are defined here. NOTE: Items noted with an asterisk (*) are not NAS. High Speed CAN Modules Item Trans. Code Medium Speed CAN Modules Description Item Trans. Code Description ABS D396 Anti-Lock Brake System Control Module AHBCM B179 Auto High Beam Control Module CJB P135 Central Junction Box (Body Control Module) ATCM D243 Automatic Temperature Control Module DLC V100 Data Link Connector (J1962) BMCM (L) D432 Blindspot Monitoring Control Module (Left) ECM D131 Engine Control Module BMCM (R) D431 EPBCM D278 Electric Park Brake Control Module Blindspot Monitoring Control Module (Right) ESCL * D401 Electric Steering Column Lock Control Module CJB P135 Central Junction Box (Body Control Module) D473 Driver Door Module D542 Folding Top Control Module (Left – Master) DDM FTCM DLC V100 Data Link Connector (J1962) FTCM B D543 Folding Top Control Module (Right – Slave) DSM D464 Driver Seat Module GWM D324 Gateway Module GWM D324 Gateway Module HLCM D226 Headlamp Leveling Control Module IC D107 Instrument Cluster IC D107 Instrument Cluster ICP D373 Integrated Control Panel ISCM D411 Integrated Suspension Control Module KVM D374 Keyless Vehicle Module D208 Navigation Control Module (Asia) D274 Occupant Classification Sensor Control Module NCM (Asia) * OCSCM PDM D474 Passenger Door Module PACM D184 Parking Aid Control Module PSM D465 Passenger Seat Module RCM D171 Restraints Control Module RVC F204 Rear View Camera RDCM D283 Rear Differential Control Module TS D326 Touch Screen S350 S350 JaguarDrive Switchpack TCM D294 Transmission Control Module TCS D308 Transmission Control Switch NP14-FT: 2014 MY F-TYPE Technical Introduction Complete Vehicle Networks | 05/10/2013 7.1 NETWORK KEY MOST Modules LIN Modules Trans. Code Item Description Item Trans. Code Description AAM F142 Audio Amplifier Module A100 A100 Headlamp Assembly (Right) DRCM * F201 Digital Radio Control Module A101 A101 Headlamp Assembly (Left) IAM D326 Integrated Audio Module BBUS * D154 Battery Back-Up Sounder NCM (Japan) * D494 Navigation Control Module (Japan) BMS D451 Battery Monitoring System Control Module SRCM D350 Satellite Radio Control Module CLKSPG S227 Clockspring TS D326 Touch Screen D257 D257 Steering Wheel Switchpack – RH TVCM * D328 TV Control Module D263 D263 Steering Wheel Heater Control Module D360 D360 Tire Pressure Monitoring System Receiver D458 * D458 Volumetric Sensor D538 D538 Seat Heater Control Module – LH D539 D539 Seat Heater Control Module – RH DBM DBM Dual Battery Module Gen M100 Generator IAU D469 Immobilizer Antenna Unit M203 M203 Distribution Motor – LH M204 M204 Distribution Motor – RH M259 M259 Distribution Motor – Demist M279 M279 Distribution Motor – Face/Feet M452 M454 Distribution Motor – Center QCCM P168 Quiescent Current Control Module S459 S459 Seat memory switchpack – Driver S460 S460 Seat memory switchpack – Passenger S477 S477 Door switchpack – Driver T315 T315 Humidity Sensor T328 T328 Rain / Light Sensor T388 * T388 Internal Motion Sensor 7.2 Complete Vehicle Networks | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction DEDICATED CAN TCS RCM OCSCM ABS 120 Ω EPBCM ECM 120 Ω FTCM B 120 Ω PACM IC IAU FTCM ISCM RDCM S350 HLCM ESCL* TCM D458 T328 A100 QCCM A101 BBUS* BMS T388 CJB (HS CAN / MS CAN GATEWAY) DLC M204 GWM D263 DBM M203 GEN D257 S460 S459 M279 DEDICATED CAN CLKSPG KVM BMCM (L) BMCM (R) AHBCM M259 PSM PDM DSM ICP 120 Ω D360 ATCM RVC DDM NCM (Asia)* D538 D539 M452 T315 NCM (Japan)* TS IAM TVCM* SRCM (or DRCM*) AAM LEGEND HS CAN S477 MS CAN LIN BUS MOST RING NETWORK BREAK POINT (CONNECTOR) 2014 F-TYPE NETWORK CONTROL DIAGRAM NOTE: ALL POSSIBLE OPTIONS SHOWN. MODULES WITH AN ASTERISK (*) ARE NOT NAS.