NP14-FT Course Book 05-10-2013

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



General Information


NP14-FT April 2013

Printed in USA




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

TABLE OF CONTENTS

NP14-FT: 2014 MY F-TYPE Technical Introduction General Information | 04/15/2013 1.1

INTRODUCTION

Course Objectives

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At the end of the course, technicians will be able to:

•

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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

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

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!

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

CAN Controller Area Network

CCF Car Configuration File

CJB Central Junction Box

CKP Crankshaft Position (Sensor)

CO2 Carbon Dioxide

DAR Drive-Away Release

DBJB Dual Battery Junction Box

DBM Dual Battery Module

DDM Driver Door Module

DSC Dynamic Stability Control

DTC Diagnostic Trouble Code

ECM Engine Control Module

EJB Engine Junction Box

EMS Engine Management System

EPB Electric Park Brake

FET Field-Effect Transistor

FTCM Folding Top Control Module

GWM Gateway Module

HD Hybrid Digital

HIS Hydraulic Impulse Storage

HO2S Heated Oxygen Sensor

HS High Speed (CAN)

IAU Immobilizer Antenna Unit

IC Instrument Cluster

ICP Integrated Control Panel

ISCM Integrated Suspension Control Module

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)

MAPT Manifold Absolute Pressure and Temperature

MOST Media Oriented System Transport

MS Medium Speed (CAN)

NA Normally Aspirated

NAS North American Specification

NTC Negative Temperature Coefficient

PDI Pre-Delivery Inspection

PDM Passenger Door Module

PS Pherda Starke (a measure of Horsepower)

PWM Pulse Width Modulated

QCCM Quiescent Current Control Module

RDCM Rear Differential Control Module

RH Right-Hand

RHD Right-Hand Drive

RJB Rear Junction Box

SC Supercharged

SOC State of Charge

SOH State of Health

TCM Transmission Control Module

TCS Transmission Control Switch

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


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.

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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


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.


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)

NP14FT198

1.6 General Information | 04/15/2013

F-TYPE: 175.98 in. (4470mm)

XK: 188.74 in. (4794mm)

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


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.

NP14FT186


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

* Not NAS

Front and Rear

Parking Aids

Jaguar Performance

Braking System

Automatic

Climate Control

Meridian

Surround Sound System

14-Way Fully-Electronic

Memory Seats

‘Dynamic i’

Information Displays

Balanced

Weight Distribution

Driver-Focused

Cockpit

Dynamic Launch

Control

Supercharged

Powertrains

8-Speed Quick Shift

Transmission

Configurable

Dynamic Mode

Short Wheelbase

Active

Center Air Vents

Jaguar

Sports Shifter

Deployable

Door Handles 3 Differential Options

Selectable

Low-Grip Conditions

Driving Mode

Fully-Electronic

‘Z’ Fold Top

Upgraded

Deployable

Rear Spoiler

Chassis Components

Aluminum

Construction

Switchable

Active Sports Exhaust

Sports Suspension with

Adaptive Dynamics

NP14FT187


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

3.0L S/C Engine; 340PS

Sport Exhaust

Sport Suspension

Jaguar Performance Braking System

18" Wheels

Open Differential

Partial Leather/Suede Cloth

Sport Seats

Leather Steering Wheel with

Black Paddles

Dynamic Mode

—

F-TYPE S

3.0L S/C Engine; 380PS

Active Sport Exhaust

Sport Suspension with

Adaptive Dynamics

Jaguar High Performance

Braking System

19" Wheels

Jaguar Limited Slip Differential

Leather Sport Seats

Leather Steering Wheel with

Ignis Paddles

Dynamic Mode

—

F-TYPE V8 S

5.0L S/C Engine; 495PS

Active Sport Exhaust

Sport Suspension with

Adaptive Dynamics

Jaguar Super Performance

Braking System

20" Wheels

Jaguar Active Differential

Leather Sport Seats

Leather Steering Wheel with

Ignis Paddles

Configurable Dynamic Mode

V8 Bodywork Differentiation


OVERVIEW

Engines and Specifications

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.

Intelligent Stop/Start is standard, delivering fuel economy savings of up to 5%. Dynamic Launch Mode produces a dramatic and rapid acceleration from rest.

NP14FT189

AJ126 3.0L V6

ENGINE SPEED (RPM)

F-TYPE V8 S

F-TYPE S

F-TYPE

AJ133 5.0L V8

NP14FT190


OVERVIEW

Engine Comparison

Specification

Engine Type

Capacity

Compression Ratio

Bore x Stroke

Firing Order

Power

Torque

PS per Liter of Engine

Power to Weight Ratio

Torque to Weight Ratio

0 – 60 mph

0 – 100 km/h

Top Speed

Aerodynamics

C02 Emissions

Fuel Economy

F-TYPE (3.0L V6)

V6; 4 valves per cylinder

2995cc

10.5:1

84.5mm x 89mm

1…4…2…5…3…6

340PS (250kW) @ 6500 rpm

450Nm @ 3500 – 5000 rpm

113.3

213PS/ton

282Nm/ton

5.1s

5.3s

161 mph (260km/h)

0.35 Cd

209g/km

23 mpg (10.22 L/100km) combined

F-TYPE S (3.0L V6)


2995cc

10.5:1

84.5mm x 89mm

1…4…2…5…3…6

380PS (280kW) @ 6500 rpm

460Nm @ 3500 – 5000 rpm

126.7

235PS/ton

285Nm/ton

4.8s

4.9s

171 mph (275km/h)

0.36 Cd

213g/km


F-TYPE V8 S (5.0L V8)


5000cc

9.5:1

92.5mm x 93mm

1…5…4…2…6…3…7…8

495PS (364kW) @ 6500 rpm

625Nm @ 3500 – 5000 rpm

99.0

297PS/ton

375Nm/ton

4.2s

4.3s

186 mph (300km/h)

0.37 Cd

259g/km


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


Lubricants and Fluids

Reservoir Locations

COOLANT RESERVOIR

(EXPANSION TANK)

BRAKE FLUID RESERVOIR

SERVICE INFORMATION

ENGINE OIL FILL

POWER STEERING FLUID

RESERVOIR

WASHER FLUID RESERVOIR

NP14FT191

Specifications

Engine Oil

Type

Automatic Transmission Fluid

Power Steering Fluid

Brake Fluid

Engine Coolant

Washer Fluid

Differential Lubricant

Variant

All Vehicles

All Vehicles

Specification

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

Shell M1375.4

All Vehicles

All Vehicles

All Vehicles

All Vehicles

Mobil ATF320

Low viscosity, synthetic compatible DOT4 brake fluid that meets

ISO 4925 specification

50% mixture of water and antifreeze, specification WSSM97B44

(colored orange) Extended Life Coolant

Screen wash with frost protection, diluted with clean water to the ratio specified on the screen wash bottle

Open Differential Castrol SAF-XO, Part # C2D3653

Limited Slip

Differential

Electric Differential

Castrol BOT720, Part #C2D3650; BOT750b may be used



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.

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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.

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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 message ‘Engine Oil Level OK’ is displayed.

If the oil level is lower than acceptable, a message advising how much oil to add is displayed:

– ‘Add 0.5 Liter’ or ‘Add 0.5 Quart’ (depending on the market)

If the message ‘Engine Oil Level Underfilled’ is’ displayed, add 2.6 pints (1.5 liters) of oil, then recheck the level.

•

•

If the message ‘Engine Oil Level Overfilled’ is displayed, the oil level must be reduced to within acceptable limits before starting the engine again.

If the message ‘Engine Oil Level Not Available’ is displayed, the oil level is stabilizing. Switch off the ignition, wait 10 minutes, then recheck the oil level.



Smart Key

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.

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.

1

2

3

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.

NP14FT041

The IAU can only be used when the message ‘Smart

Key Not Found - Refer To Handbook’ is displayed in the message center.

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.


TECHNICAL SPECIFICATIONS

Vehicle Dimensions

1

3

5

2

6

NP14FT197

Item

1

2

3

4

Description

Width

Width with mirrors folded

Overall height

Overall length

5 Track – front

6

7

—

Track – rear

Wheelbase

Turning circle (curb to curb)

7

4

Dimension

80.7 in. (2049mm)

75.7 in. (1923mm)

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)

19” wheels: 62.8 in. (1597mm)

20” wheels: 62.4 in. (1585mm)

18” wheels: 64.9 in. (1649mm)

19” wheels: 64.9 in. (1649mm)

20” wheels: 64.1 in. (1627mm)

103.2 in. (2622mm)

35.11 ft. (10.7 meters)


XK Dimensions (for comparison)

1

TECHNICAL SPECIFICATIONS

3

5

2

6

NP14FT210

Item

1

2

3

6

7

—

4

5

Description

Width

Width with mirrors folded

Overall height

Overall length

Track – front

Track – rear

Wheelbase

Turning circle (curb to curb)

7

4

80 in. (2028mm)

74.5 in. (1892mm)

Coupe: 50.6 in. (1287mm)

Convertible: 51.0 in. (1296mm)

Dimension

188.7 in. (4794mm)

61.4 in. (1560mm)

63.3 in. (1608mm)

108.3 in. (2752mm)

35.8 ft. (10.9 meters)


IDENTIFICATION CODES

Vehicle Identification Number (VIN)

VIN Explanation

WORLD MANUFACTURER

ID

TRANSMISSION /

DRIVE

ENGINE DISPLACEMENT,

CYLINDERS, FUEL TYPE

MODEL

YEAR

MODEL

SAJWA6GL2EMK00230

8

9

10

11

12

13 – 17

NP14FT207

Position

1 – 3

4

5

6 – 7

RESTRAINTS,

MARKET

MAKE, VEHICLE LINE,

BODY TYPE

CHECK

DIGIT

MODEL LINE,

ASSEMBLY PLANT

PRODUCTION SEQUENCE

NUMBER

Definition

World Manufacturer ID

Restraint Description / Market

Transmission / Drive

Body Code

Engine Displacement,

Cylinders, Fuel Type

VIN Check Digit

Model Year

Model Line /

Plant of Manufacture

Model

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

6F = F-TYPE S Convertible

6G = F-TYPE V8 S Convertible

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

00001 – 99999


VIN Locations

VIN CODE

(STAMPED)


VIN LABEL

(EUR / ROW SHOWN)

VIN PLATE

NP14FT199



Engine and Transmission Numbers

Engine Number

The 3.0L V6 SC and 5.0L V8 SC engine serial number is etched into the LH side of the block.

Transmission Number

The transmission serial number is on a plate attached to the LH side of the transmission casing.

FRONT OF

ENGINE

MAIN CRANKSHAFT BORE

GRADES

NP14FT200

ENGINE NUMBER

IN DATE/TIME FORMAT

NP14FT201


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

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.


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

General Information | 04/15/2013 1.21


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.



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.

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.

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

LOCKING

MECHANISM

NP14FT204


STRAP

OPERATING LEVER

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When operated, the emergency park release mechanism turns the transmission selector shaft.

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.

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


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




Body Systems


NP14-FT April 2013

Printed in USA




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


Deployable Door Handles

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Component Description. . . . . . . . . . . . . . . . . . . 27


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).

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).

NP14FT002

JaguarDrive Switchpack

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

Spoiler Components

STRIKER ADJUSTMENT

TRIM COVER

DEPLOYABLE REAR SPOILER

DRAIN INSERT (2)

HIGH MOUNTED STOP LAMP

ASSEMBLY AND BEZEL

GROMMET (2)

LUGGAGE COMPARTMENT

LID BUMPER (2)

NP14FT003

Principles of Operation

Automatic 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.

Manual 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

Auto Deploy

Auto Retract

Manual Deploy

Manual Retract

Mode Select

0 – 13 mph

(0 – 21 km/h)

—

—

Press Button

Briefly

Press and Hold

14 – 40 mph

(22 – 64 km/h)

—

Auto Retract

Press Button

Briefly

Press Button

Briefly

41 – 50 mph

(65 – 81 km/h)

—

—

Press Button

Briefly

Press Button

Briefly

51 – 60 mph

(82 – 96 km/h)

—

—

Press Button

Briefly

Not Allowed

Retracted = Auto Retracted = Auto Retracted = Auto Retracted = Auto

> 60 mph

(> 96 km/h)

Auto Deploy

—

Deployed

Automatically

Not Allowed

LED on = Manual

Deployed Mode

(will not retract)


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.


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.

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.

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.


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.


FOLDING TOP

FRONT MOTOR AND

LATCHING MECHANISM (M454)

LH FRONT LATCH

RH FRONT LATCH

LH COVER FLAP

MECHANISM

RH COVER FLAP

MECHANISM

RH MOTOR

RH MAIN BEARING

POSITION SENSOR

(T592):

CLOSED SIGNAL

FTCM B

(RIGHT MOTOR; D543)

MOTOR DRIVE

GEAR

NP14FT005


REAR MOTOR AND

DOWN-LOCK MECHANISM (M455)

POSITION SENSOR:

(T591):

OPEN SIGNAL

LH MAIN BEARING

LH MOTOR

LH MAIN BEARING

MAIN BEARING

GEAR

FTCM

(LEFT MOTOR; D542)

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).

POSITION

SENSOR (T595)

LATCH

2.8 Body Systems | 04/15/2013

NP14FT008

LATCH BLOCK


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

NP14FT009

Cover Flaps Up

FTCM B

RH COVER FLAP

MECHANISM

RH LINKAGE

ARM

LH COVER FLAP

MECHANISM

LH LINKAGE

ARM

NP14FT010


REAR MOTOR AND

DOWN-LOCK MECHANISM

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

POSITION SENSOR (T594)

DOWN-LOCK

LATCH

RH MICROSWITCH (M455):

CLOSED SIGNAL

C9PR166B-3; C9PR166B-4

DOWN-LOCK

MOTOR (M455)

LH MICROSWITCH (M455):

OPEN SIGNAL

C9PR166B-1; C9PR166B-2

NP14FT011

LH MICROSWITCH (M455):

OPEN SIGNAL

C9PR166B-1; C9PR166B-2

RH MICROSWITCH (M455):

CLOSED SIGNAL

C9PR166B-3; C9PR166B-4


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

RH COVER FLAP

MECHANISM

RH WATER DRAIN

DEFLECTOR

FOLDING TOP

HEADER

LH COVER FLAP

MECHANISM

WATER

SHEDDER

RH DRAIN HOSE

DRAIN HOSE LOCATION – LH SHOWN

LH DRAIN HOSE

LH WATER DRAIN

DEFLECTOR

NP14FT012


FOLDING TOP


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.

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.

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.

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.


FOLDING TOP

Open 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.

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:

•



– Thermal protection

– Error condition



•

•

•

•

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




Close Operation

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:



– Error condition



Open down-lock latches and cover flaps

Perform close movement to the fully closed position

•

•

Close front latches



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:

•

•



– Error condition



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



NOTE: There is no global close functionality on

NAS variants.

Body Systems | 05/10/2013 2.13

FOLDING TOP

Stop Movement

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

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 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.

Other Operating Parameters

The FTCM and FTCM B can be influenced by other operating parameters as detailed below:

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.


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.

Power

Modes

Message

‘Roof not latched.

Max speed 30 mph’ or ‘Roof not latched.

Max speed 50km/h’.

Associated audible chime: YES

Alert

Speed too high

‘Roof operation inhibited. Max speed 30 mph’ or ‘Roof operation inhibited. Max speed 50km/h’.


Speed too high

Associated Alert:

Folding top not latched.

‘Roof operation inhibited below -20°C’

Associated audible chime: NO

Outside temperature too low

‘Roof Latched’


Folding top latched

6 and 7

7

6 and 7

6 and 7

Activation Deactivation

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.

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.

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

The alert is activated when the state of the folding top changes from not latched to latched.

This is a temporary alert that automatically deactivates after four seconds.

This is a temporary alert that automatically deactivates after 4 seconds.


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.


FOLDING TOP

Folding Top Control Diagram

3

22

23

10

20

24

25

1 10

11

4

5

6

15 14

7

12

20

2 12

8

16

13

9

19

17

18

A

15 14

D N

NP14FT015

A Hardwired

D HS CAN

N MS CAN

1 FTCM

8 Driver Door Module

9 Passenger Door Module

10 Main bearing motor – left

11 Front latch motor

2 FTCM B

3 Instrument Cluster

12 Main bearing motor – right

13 Rear down-lock latch motor

4 ABS Control Module 14 Ground wire

5 CJB 15 Power supply

6 ECM

7 Gateway Module

16 Rear down-lock latch microswitch – open signal

17 Rear down-lock latch microswitch – closed signal

18 Rear latch engaged position sensor

19 Folding top closed position sensor

20 Internal position sensors – position calculation

21a Folding top switch – close signal

21b Folding top switch – open signal

22 Front latch microswitch (left) – open signal

23 Front latch microswitch (right) – closed signal

24 Folding top open position sensor

25 Front latch engaged position sensor


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 WIDE SERRATED END

MOTOR SHAFT

REMOVAL TOOL

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.


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


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.

0° VERTICAL

3. Lift the cover flap; a gradual increase of effort is required to reach the illustrated vertical position.

NP14FT217

Care Point: The down-lock release bolt is off-center of the opening, toward the right side of the vehicle.

REAR OF

VEHICLE

LEFT SIDE

OF VEHICLE

ALLEN KEY

TOOL CEN

TER

LIN

E

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


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.

NP14FT223

Repeat steps 3 – 5 for the other side.


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


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).

9. Use a strong, positive downward pull to release the motor shaft.

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.

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.


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


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.


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.


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

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


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) .


FOLDING TOP

Reassemble the front latch motor and reinstall the latch motor assembly following the Workshop Manual procedures.

NP14FT237


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.

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.




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.

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 One-

Shot 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.



Door Window Control Diagram

16

1

2

15

12

14

11

13

6

5

3

4

10

9

A

NP14FT023

A Hardwired

D HS CAN

N MS CAN

O LIN Bus


2 Driver door glass regulator motor

3 Central Junction Box

7

8

D N

4 Keyless Vehicle Module

5 Gateway Module

6 Passenger door glass regulator motor

7 FTCM

8 Ground

9 Power Feed

10 Passenger door glass regulator motor

O

11 Passenger Door Module

12 Passenger door switchpack

13 Ground

14 Power Feed

15 Driver door glass regulator motor

16 Driver door switchpack



Door Window Adjustment

Door window adjustment is achieved by 4 adjustment points: two glass clamp fixings and two regulator adjustment screws.

GLASS CLAMP FIXING

REGULATOR ADJUSTMENT – IN / OUT;

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

Body Systems | 04/15/2013 2.33


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.


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.

NOTE: See Electrical Section for detailed operation.

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.



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

PASSIVE LOCK

NP14FT030

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.



Exterior Door Handle Assemblies

NON-PASSIVE ENTRY (HANDLE SHOWN DEPLOYED)

LED MODULE

EMERGENCY

KEY BARREL


PASSIVE ENTRY (HANDLE SHOWN RETRACTED)

EMERGENCY

KEY BARREL

LED MODULE

UNLOCK BUTTON

NP14FT031

DEPLOY / RETRACT

MOTOR

HANDLE DEPLOYMENT

LEVER

LATCH RELEASE

LEVER

SECURITY

SHIELD

EXTERIOR DOOR RELEASE

CABLE

EMERGENCY LATCH RELEASE

CABLE



Handle Switch Locations

HANDLE RETRACTED

SWITCH

HANDLE DEPLOYED

SWITCH

DOOR WINDOW

DROP SWITCH

LOCK SWITCH

(PASSIVE ENTRY ONLY)

NP14FT032



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.



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.


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


RH SIDE LF ANTENNA

Body Systems | 04/15/2013 2.41

6

7



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.

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.

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

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.

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.

8

1

2

3

5

NP14FT033

A Hardwired

N MS CAN


2 Driver exterior door handle – to deployment motor and LED module

3 Driver door latch – to locking motor

2.42 Body Systems | 04/15/2013

A

4

N

4 Ground

5 Permanent power feed

6 Driver door latch – from unlock switch

7 Driver exterior door handle – from handle deployed/retracted switches




Control Diagram: Passive Entry System

13

11

12

10

1

2

3

9

8

7 6

NP14FT034

A Hardwired

N MS CAN

AH RF Serial Communication Line

1 Keyless Vehicle Module

2 LF Antenna – right side

3 LF Antenna – rear bumper

4 Smart Key

5 LF Antenna – left side

A N

6 Ground

7 Permanent power feed

8 CJB – luggage compartment lid open request from exterior unlock switch

9 Right exterior door handle – from lock and unlock switches

10 Left exterior door handle – from lock and unlock switches

11 Smart Key

12 RF Receiver


5

4



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

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




Electrical Systems


NP14-FT April 2013

Printed in USA




Dual Battery System

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2



Communications Networks

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Module Locations . . . . . . . . . . . . . . . . . . . . . . . 26

Junction Boxes

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Fuse Identification . . . . . . . . . . . . . . . . . . . . . . . 31

Instrument Cluster

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36


Audio Systems

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39


Blindspot Monitoring

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44



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 Components (RHD Shown; LHD Similar)

AUXILIARY JUNCTION BOX DUAL BATTERY

JUNCTION BOX

SECONDARY

BATTERY

BATTERY

JUMP START TERMINAL –

GROUND

RH ENGINE JUNCTION BOX LH ENGINE JUNCTION BOX

DUAL BATTERY

MODULE

GATEWAY

MODULE

NP14FT095

CENTRAL

JUNCTION BOX

BATTERY MONITORING SYSTEM

CONTROL MODULE BATTERY

BATTERY

JUNCTION BOX

QUIESCENT CURRENT

CONTROL MODULE

TRANSIT RELAY




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.

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.

PRIMARY BATTERY:

95 Ah / 850CCA

SECONDARY BATTERY:

14 Ah / 200CCA

NP14FT096

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.


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.




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.

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).

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.

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.



Gateway 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.

Quiescent Current Control Module

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)

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.

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.


CONTROL MODULE

RELAY 1

IN-CAR

ENTERTAINMENT

GATEWAY MODULE

LIN

INPUT / OUTPUT

CAN

LIN

INPUT

BMS MODULE

LIN

INPUT / OUTPUT

STATE OF

CHARGE

ESTIMATOR

QUIESCENT

CURRENT

ESTIMATOR

RELAY 2

CLIMATE

CONTROL

BJB

BATTERY

NP14FT100



System Strategy

7%

ENGINE RUNNING FOR

MINIMUM 10 MINUTES

ENGINE

OFF

BMS CONSTANTLY MONITORING

STATE OF CHARGE

MODULE SHUT-DOWN

MESSAGE SENT

FIRST 5-MINUTE

MONITORING PERIOD

POWER DISCONNECT

SIGNAL SENT

SECOND 5-MINUTE

MONITORING PERIOD

12%

0 10

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.

TIME (MINUTES)

0 5 10

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).



Quiescent Current Control Module Control Diagram

2 3

1

8

7

6

5

NP14FT102

A Hardwired

D HS CAN

O LIN bus

1 Gateway Module)

A D

2 Engine Control Module (ECM)

3 High speed CAN to other system control modules

4 Generator

5 Quiescent Current Control Module (QCCM)

O

6 Ground

7 Fused power supply from CJB

8 BMS control module

4



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.



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.




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

GATEWAY

MODULE

CONTACTOR

2

DUAL BATTERY

MODULE

LIN

NP14FT107

NP14FT106

CAN

Battery Load Application Chart

Load Type

Power Loads

Sensitive Loads

Non ECO Start

(During Cranking)

Primary Battery

Primary Battery

IGN II

(including during ECO Stop)

Primary Battery

Primary Battery

Cranking

(post ECO Stop)

Primary Battery

Secondary Battery

Engine Running

Primary Battery

Primary Battery



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

20A

FUSE

CONTACTOR 2

OPEN

GENERATOR

PRIMARY

BATTERY

–

+

TSS MOTOR

PRIMARY BATTERY SUPPLY

EJB /

TSS RELAYS

+

–

BJB /

SENSITIVE LOADS

SECONDARY

BATTERY

PRIMARY BATTERY CHARGING

NP14FT108



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.


FET

CONTACTOR 1

CLOSED

40A

FUSE

20A

FUSE

CONTACTOR 2

OPEN

GENERATOR

PRIMARY

BATTERY

–

+

TSS MOTOR

EJB /

TSS RELAYS

–

+

SECONDARY

BATTERY


BJB /

SENSITIVE LOADS

NP14FT109



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.


200A

FET

CONTACTOR 1

OPENING

40A

FUSE

20A

FUSE

CONTACTOR 2

OPEN

GENERATOR

PRIMARY

BATTERY

–

+

TSS MOTOR

EJB /

TSS RELAYS

–

+

SECONDARY

BATTERY


BJB /

SENSITIVE LOADS

NP14FT110



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.


FET

CONTACTOR 1

OPEN

40A

FUSE

20A

FUSE

CONTACTOR 2

CLOSED

GENERATOR

PRIMARY

BATTERY

–

+

TSS MOTOR


EJB /

TSS RELAYS

–

+

BJB /

SENSITIVE LOADS

SECONDARY

BATTERY

SECONDARY BATTERY SUPPLY

NP14FT111



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.


FET

CONTACTOR 1

CLOSED

40A

FUSE

20A

FUSE

CONTACTOR 2

OPEN

GENERATOR

PRIMARY

BATTERY

–

+

TSS MOTOR


EJB /

TSS RELAYS

+

–

BJB /

SENSITIVE LOADS

SECONDARY

BATTERY

PRIMARY BATTERY CHARGING

NP14FT108



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

Not Conducting

Conducting

Logic Voltage

0.5V (approx.)

0.9 – 1.0V MAX (approx.)

FET

CONTACTOR 1

OPEN

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

NP14FT108

3.18 Electrical Systems | 04/15/2013

BJB /

SENSITIVE LOADS



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

GATEWAY

MODULE

LIN

CONTACTOR

2

DUAL BATTERY

MODULE

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

1

2

3

4

Operation

Contactor 2 commanded to close

Contactor 1 commanded to open

Contactor 1 commanded to close

Contactor 2 commanded to open

Because of the order in which the contacts are operated, the power supply to sensitive electrical loads is never interrupted.

CAN

NP14FT115



Battery Charging

Charging of the primary battery is conventional via the vehicle generator and is controlled by the GWM.

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.

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)

NP14FT116

GATEWAY

MODULE

CAN

LIN

SECONDARY BATTERY

DC / DC

DUAL BATTERY

MODULE



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.



Dual Battery System Control Diagram

10

6

9

8

5

7

4

3 2

1 1

NP14FT118

A Hardwired

D HS CAN

O LIN bus

1 Ground

2 VBATT from BJB

A D O

11

3 VBATT from CJB 8 Primary battery

4 Secondary battery voltage monitoring input 9 Dual Battery Relays

5 Primary battery SOC (from BMS via LIN)

6 FET status (hardwired)

7 Secondary battery

10 Power Loads (alternator, starter motor, starter relays)

11 Sensitive Loads


COMMUNICATIONS NETWORKS

Communications Networks Overview

Bus Network Topology

Ω 120 Ω 120

Ω 120

NP14FT119


CJB

(HS CAN / MS CAN GATEWAY)

NETWORK BREAK POINT (CONNECTOR)

Ω 120

Electrical Systems | 05/10/2013 3.23


Topology Key

Items noted with an asterisk (*) are not NAS.

High Speed CAN Modules

Item

Trans.

Code

Description

ABS

CJB

DLC V100 Data Link Connector (J1962)

ECM D131 Engine Control Module

EPBCM D278 Electric Park Brake Control Module

ESCL *

FTCM

FTCM B D543 Folding Top Control Module

GWM D324 Gateway Module

HLCM

IC

ISCM

D226 Headlamp Leveling Control Module

D107 Instrument Cluster

D411 Integrated Suspension Control Module

OCSCM D274 Occupant Classification Sensor

PACM D184 Parking Aid Control Module

RCM D171 Restraints Control Module

RDCM

S350

TCM

TCS

D283 Rear Differential Control Module

S350 JaguarDrive Switchpack

D294 Transmission Control Module

D308 Transmission Control Switch

Medium Speed CAN Modules

Item

AHBCM

Trans.

Code

Description

B179 Auto High Beam Control Module

ATCM

BMCM (L)

BMCM (R)

CJB

DDM

DLC

DSM

GWM

IC

ICP

KVM

D473 Driver Door Module

V100 Data Link Connector (J1962)

D464 Driver Seat Module

D324 Gateway Module


D373 Integrated Control Panel

D374 Keyless Vehicle Module

NCM (Asia) * D208 Navigation Control Module (Asia)

PDM D474 Passenger Door Module

PSM

RVC

TS

D465 Passenger Seat Module

F204 Rear View Camera

D326 Touch Screen



MOST Modules

AAM

Item

DRCM *

IAM

Trans.

Code

Description

F142 Audio Amplifier Module

F201 Digital Radio Control Module

D326 Integrated Audio Module

NCM (Japan) * D494 Navigation Control Module

SRCM D350 Satellite Radio Control Module

TS

TVCM *

D326 Touch Screen

D328 TV Control Module

D360

M259

M279

M452

QCCM

S459

S460

S477

T315

T328

T388 *

D458 *

D538

D539

DBM

Gen

IAU

M203

M204

LIN Modules

Item

A100

Trans.

Code

Description

A100 Headlamp Assembly (Right)

A101 A101 Headlamp Assembly (Left)

BBUS * D154 Battery Back-Up Sounder

BMS

CLKSPG S227 Clockspring

D257 D257 Steering Wheel Switchpack – RH

D263

D458 Volumetric Sensor

D538 Seat Heater Control Module – LH

D539 Seat Heater Control Module – RH


M100 Generator

D469 Immobilizer Antenna Unit

M203 Distribution Motor – LH

M204 Distribution Motor – RH

M259 Distribution Motor – Demist

M279 Distribution Motor – Face/Feet

M454 Distribution Motor – Center

P168 Quiescent Current Control Module

S459 Seat memory switchpack – Driver

S460 Seat memory switchpack – Passenger

S477 Door switchpack – Driver

T315 Humidity Sensor

T328 Rain / Light Sensor

T388 Internal Motion Sensor



Module Locations


Part 1 (RHD Shown; LHD Similar)

TRANSMISSION

CONTROL SWITCH

JAGUARDRIVE

SWITCHPACK

INSTRUMENT

CLUSTER

DATA LINK

CONNECTOR

RESTRAINTS

CONTROL MODULE

HEADLAMP LEVELING

CONTROL MODULE

CENTRAL

JUNCTION BOX

GATEWAY MODULE

PARKING AID

CONTROL MODULE

NP14FT120

TRANSMISSION CONTROL MODULE

(INTEGRAL w/ VALVE BLOCK BELOW TRANSMISSION)

ENGINE

CONTROL MODULE

ABS

CONTROL MODULE


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




NOTE: RHD Shown; LHD Similar

AUTO HIGH BEAM

CONTROL MODULE

INSTRUMENT

CLUSTER *

KEYLESS VEHICLE

MODULE

BLINDSPOT MONITORING

CONTROL MODULES

TOUCH SCREEN INTEGRATED

CONTROL PANEL

DATA LINK

CONNECTOR *

DRIVER

DOOR MODULE *

NAVIGATION

CONTROL MODULE

REAR VIEW

CAMERA

DRIVER AND PASSENGER

SEAT MODULES

PASSENGER

DOOR MODULE *

GATEWAY MODULE *

NP14FT122

CENTRAL

JUNCTION BOX *


AUTOMATIC TEMPERATURE

CONTROL MODULE *

* NOTE: MODULE SWAPS SIDES FOR LHD.


MOST Network Modules



INTEGRATED AUDIO MODULE

PORTABLE AUDIO

INTERFACE PANEL

AUDIO AMPLIFIER

MODULE

TOUCH SCREEN

SATELLITE RADIO

CONTROL MODULE

NP14FT123


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.

BATTERY

JUNCTION BOX (P147)


CONTROL MODULE (P168)

AUXILIARY


ENGINE

JUNCTION BOX – LEFT (P170)

NP14FT209

DUAL BATTERY


CENTRAL


Power Modes

There are currently five power modes used by the vehicle systems to determine the operating condition of the vehicle.

ENGINE

JUNCTION BOX – RIGHT (P171)

Power Mode

Power mode 0

Power mode 4

Power mode 6

Power mode 7

Power mode 9


Vehicle Function

Vehicle locked and armed

Accessory;

Vehicle unlocked and Land

Rover Smart Key present

Ignition on

Engine running

Engine cranking


JUNCTION BOXES

Fuse Identification

Engine Junction Box – Left (P170)

F12

F13

F14

F15

F8

F9

F10

F11

F16

F17

F18

F19

F20

Fuse # Rating Fuse Color

F1 15A Blue

F2

F3

20A

5A

Yellow

Tan

F4

F5

F6

F7

5A

25A

5A

5A

Tan

Clear

Tan

Tan

10A

10A

15A

20A

20A

20A

—

—

5A

—

30A

15A

—

Tan

—

Green

Blue

—

Red

Red

Blue

Yellow

Yellow

Yellow

—

—

Circuit

Air conditioning clutch

Washer transfer pump

Active exhaust solenoid

Monitor

EMS: Ignition coils

EMS: MAF sensors

EMS: Sensors

EMS: Actuators

EMS: Throttle motor

EMS: Variable valve timing

EMS: Oxygen sensor Bank A (LH)

EMS: Oxygen sensor Bank B (RH)

EMS: Catalyst oxygen sensor A & B

—

—

Battery voltage check

—

Anti-lock brake system valves

Transmission control switch, Transmission control module

—

Engine Junction Box – Right (P171)


F1 25A Clear

F2

F3

15A

15A

Blue

Blue

F4

F5

F6

F7

—

—

—

—

—

—

—

—

F8

F9

F10

—

—

—

—

—

—

—

—

—

—

—

—

—

Headlamp wash

Intercooler water pump

Horns

Circuit


JUNCTION BOXES

F26

F27

F28

F29

F30

F22

F23

F24

F25

Auxiliary Junction Box (P101)

F12

F13

F14

F15

F8

F9

F10

F11

F16

F17

F18

F19

F20


F1 30A Green

F2

F3

—

—

—

—

F4

F5

F6

F7

20A

5A

15A

—

Yellow

Tan

Blue

—

5A

5A

20A

25A

5A

10A

5A

—

30A

—

—

30A

—

Green

—

—

Green

—

Tan

Tan

Yellow

Clear

Tan

Red

Tan

—

F21 10A Red

—

—

—

—

5A

5A

5A

5A

—

—

—

—

—

Tan

Tan

Tan

Tan

—

Circuit

Parking brake (left side)

—

—

Keyless vehicle module (latch power)

Instrument cluster control, Instrument cluster fan

Folding top front latch

—

Keyless vehicle module (logic)

Folding top down lock

Dual battery module

Heated front seat

Seat switch power

Integrated suspension control module (spoiler), JaguarDrive switchpack

Adaptive damping control, Integrated suspension control module

—

Park brake (right side)

—

—

Fuel

—

Rear view camera, Headlamp (left & right side), Blind spot monitoring (left & right side),

Park distance control, Interior electrochromic mirror

Left side headlamp motor

Right side headlamp motor

Headlamp leveling

—

—

—

—

—

Normal mode (or Transport mode)


JUNCTION BOXES

F22

F27

F28

F29

F30

F23

F24

F25

F26

F31

F32

F33

F34

F35

5A

—

25A

—

—

5A

5A

5A

—

5A

25A

—

10A

—

Central Junction Box (P135)

F12

F13

F14

F15

F8

F9

F10

F11

F16

F17

F18

F19

F20


F1 5A Tan

F2

F3

—

—

—

—

F4

F5

F6

F7

20A

5A

—

—

Yellow

Tan

—

—

30A

5A

5A

—

5A

10A

5A

30A

—

—

—

5A

10A

—

—

—

Tan

Red

Green

Tan

Tan

—

Tan

Red

Tan

Green

F21 10A Red

Tan

—

Clear

—

—

Tan

Tan

Tan

—

Tan

Clear

—

Red

—

Circuit

Radio frequency receiver, Interior motion sensor, Tire pressure monitoring sensor

—

—

CAN gateway module

Anti-lock brakes, Steering angle sensor

—

—

Passenger seat power 2

Electronic park brake

Adaptive damping control

—

Reverse lamps and Mirror dimming inhibit

Integrated suspension control module (spoiler), Drive control switch

Brake pedal switch

Heated rear screen

—

—

—

Engine control module

Heated steering wheel

Dynamic stability control switch, Climate seat modules, Road toll collection, Passenger airbag disable lamp

Transmission control module, Rear differential, Transmission control switch (ignition signal)


Right side rear fog lamp

Left side rear fog lamp

—

—

Passenger door module

—

—

Rain sensor, Climate control sensors

Driver door module

—

Fuel flap locking and unlocking

—


JUNCTION BOXES

Central Junction Box (P135) (continued)

F63

F64

F65

F66

F59

F60

F61

F62

F55

F56

F57

F58

F51

F52

F53

F54

F67

F68

F69

F47

F48

F49

F50

F43

F44

F45

F46


F36 5A Tan

F37

F38

—

15A

—

Blue

F39

F40

F41

F42

—

5A

—

30A

—

Tan

—

Green

10A

—

30A

30A

—

—

5A

5A

Red

—

Green

Green

—

—

Tan

Tan

—

—

5A

5A

10A

5A

5A

—

—

—

—

—

10A

10A

—

5A

20A

20A

—

—

—

Tan

Tan

Red

Tan

Tan

—

Tan

Yellow

Yellow

—

—

Red

Red

—

—

—

—

Circuit

Battery back-up sounder

—

Front screen washer

—

Driver door window switch, Instrument cluster control

—

Driver seat power 1

Active exhaust

—



—

—


Left side headlamp motor

—

—

—

Steering wheel switches

Accessory socket (center)

Accessory socket/cigar lighter (cubby box)

—

—

Remote control module

Battery saver

—

Door soft close (close and reverse)

Occupant control sensor

Immobilizer antenna unit

—

—

—

Power roof

Diagnostic socket


JUNCTION BOXES

Quiescent Current Control Module (P168)

F12

F13

F14

F15

F16

F8

F9

F10

F11


F1 15A Blue

F2

F3

10A

—

Red

—

F4

F5

F6

F7

10A

15A

—

—

Red

Blue

—

—

—

—

—

—

—

—

—

15A

—

—

—

—

Blue

—

—

—

—

—

Circuit

Touch screen, Front integrated control panel

Audio amplifier

—

Satellite Radio Control Module

Integrated Audio Module

—

—

—

—

—

—

—

—

—

Climate Control Module / AJB Blower Relay

—

Battery Junction Box (P147)

Link # Rating Link Color

1 250A Pink

2B

3B

60A

40A

Yellow Quiescent Current Control Module

Light Green Central Junction Box – V Batt 3

Circuit

Auxiliary Junction Box (P101) / Engine Junction Box Left

4B

5B

8B

11B

12B

40A

50A

50A

350A

400A

Light Green Central Junction Box – V Batt 4

Red

Red

Central Junction Box – V Batt 1

Central Junction Box – V Batt 2 Transit Relay

Dark Green Dual Battery Junction Box

Purple Busbar Underbody - Starter / Generator / Engine Junction Box – Right


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

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.

DIGITAL SCALE CAN DISPLAY

MPH OR KM/H

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.




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.

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.



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

– 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’.

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.


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™


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


Audio System Controls

TOUCH SCREEN

TOUCH SCREEN

SWITCHPACK

LH STEERING WHEEL

SWITCHPACK

NP14FT125


INTEGRATED

CONTROL PANEL

AUDIO ON/OFF AND

VOLUME CONTROL SWITCH


AUDIO SYSTEMS


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.

MODE

HOME MENU

PHONE

CLIMATE CONTROL MENU

PARKING AID OR SETUP

(DEPENDENT ON SPECIFICATION)

POWER ON/OFF

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.

NAVIGATION OR AUDIO SETTINGS

AUDIO / VIDEO

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.


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.


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


Antennas

LUGGAGE COMPARTMENT LID

AUDIO SYSTEMS

AM / FM ANTENNA

GROUND PLANE

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.

SIGMA POD AM / FM ANTENNA

AMPLIFIER



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




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.

73 m

B

C

D

NP14FT131


A



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

DRIVER’S

VISIBILITY

ZONE

BLIND SPOT

DETECTION

ZONE

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.

NP14FT212

The system can be disabled from within the Instrument Cluster menu.




Climate Control Systems


NP14-FT April 2013

Printed in USA




Air Distribution and Filtering

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Principles of Operation . . . . . . . . . . . . . . . . . . . . 5

Climate Control

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6




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.


DEMIST VENT DUCT

RH FACE 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


CABIN FILTER


LH SIDE WINDOW

DEMIST VENT

LH FACE VENT

WINDSHIELD

DEMIST VENTS

CENTER VENTS

RH SIDE WINDOW

DEMIST VENT

RH FACE VENT

LH FOOTWELL VENT

NP14FT042


RH FOOTWELL VENT

Climate Control Systems | 04/15/2013 4.3


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.


CENTER VENTS CLOSED

LEVERS

CENTER VENTS OPEN

HINGE

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.

DRIVE SHAFT

GEARBOX

AIR INTAKES

MOTOR




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.


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

Evaporator temperature sensor

•

•

Pollution sensor

Refrigerant pressure sensor

•

•

Humidity sensor

In-vehicle temperature sensor

• Sunload 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.


Component Location – Part 1 of 2 (RHD shown, LHD Similar)

SUNLOAD SENSOR

CLIMATE CONTROL

IN-VEHICLE TEMPERATURE SENSOR

TOUCH SCREEN

EVAPORATOR

TEMPERATURE SENSOR

INTEGRATED

CONTROL PANEL

AUTOMATIC

TEMPERATURE CONTROL

MODULE

NP14FT046


CLIMATE CONTROL

Component Location – Part 2 of 2 (RHD shown, LHD Similar)

POLLUTION SENSOR HUMIDITY SENSOR

AMBIENT AIR


NP14FT045

REFRIGERANT PRESSURE SENSOR


CLIMATE CONTROL


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.

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

• 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.

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

Integrated Control Panel and Touch Screen

LH TOUCH SCREEN SWITCH PACK –

SHORTCUT TO CLIMATE MENU

TOUCH SCREEN

Climate Ext 70 o F

Auto

Auto

08:30

Settings

CLIMATE CONTROL

SETTINGS MENU

AIR DISTRIBUTION

SOFT KEYS

SYNCHRONIZE

SOFT KEY

(DUAL ZONE ONLY)

ROTARY TEMPERATURE CONTROL;

PUSH FOR HEATED SEATS

Sync Climate Off

ROTARY BLOWER SPEED CONTROL;

PUSH ON/OFF

CLIMATE CONTROL

SYSTEM ON/OFF

ROTARY TEMPERATURE CONTROL;

PUSH FOR HEATED SEATS

NP14FT048

AUTO MODE

SELECT

RECIRCULATION

AIR CONDITIONING

ON/OFF

MAX DEMIST

INTEGRATED CONTROL PANEL

HEATED REAR SCREEN

HEATED WINDSHIELD


CLIMATE CONTROL

Refrigerant Pressure 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.

Evaporator Temperature Sensor

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).

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.

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.


CLIMATE CONTROL

In-Vehicle 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 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).

Ambient Air Temperature Sensor

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.

NP14FT053

NP14FT051


CLIMATE CONTROL

Sunload 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.

Pollution Sensor

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.

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


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.

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.

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.


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.


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

21 22 23

24

25

20

2

3

19

18

17

16

14

12

13

15

1

4

7

6

5

8

11

A

NP14FT056

A Hardwired

D HS CAN

N MS CAN

O LIN bus

AL PWM connection

1 ATCM

2 A/C compressor relay

3 Blower relay

4 Air conditioning compressor

5 Recirculation motor

4.16

D

10

6 Blower control module

7 Center face vents motor

8 Distribution and temperature blend motors

9 Ground

10 Power feed from QCCM

11 Distribution and temperature blend motors

12 Humidity sensor

13 Center face vents motor

14 Blower control module

15 Recirculation motor

Climate Control Systems | 04/15/2013

N

9

O

16 Refrigerant pressure sensor

17 In-vehicle temperature sensor

18 Pollution sensor

19 Sunload sensor

20 Evaporator temperature sensor

21 Touch Screen

22 Integrated Control Panel


24 Gateway Module

25 Engine Control Module




Chassis Systems


NP14-FT April 2013

Printed in USA




Front and Rear Suspension

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Adaptive Damping

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5



JaguarDrive Control

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14


Brakes

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Electric Park Brake

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Component Description . . . . . . . . . . . . . . . . . . 27


Service Information . . . . . . . . . . . . . . . . . . . . . . 36

Electric Differential

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40




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 Suspension

RH UPPER

CONTROL ARM

RH WHEEL KNUCKLE

RH WHEEL HUB AND

BEARING ASSEMBLY RH SHOCK ABSORBER

AND SPRING

RH LOWER

LATERAL CONTROL ARM

LH SHOCK ABSORBER

AND SPRING

FRONT

SUBFRAME

STABILIZER LINK

LH UPPER

CONTROL ARM

LH WHEEL

KNUCKLE

NP14FT057

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



Rear Suspension

RH SHOCK ABSORBER

AND SPRING

RH WHEEL HUB AND


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 LOWER

CONTROL ARM

LH UPPER

CONTROL ARM

LH WHEEL KNUCKLE

LH BALL JOINT

LH WHEEL HUB AND


NP14FT058


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.

ADAPTIVE DAMPING



Adaptive Damping Components

RH REAR SHOCK ABSORBER AND SPRING

RH REAR

HEIGHT SENSOR

INTEGRATED SUSPENSION CONTROL MODULE

REAR ACCELEROMETER

LH REAR SHOCK ABSORBER AND SPRING

LH REAR

HEIGHT SENSOR

RH FRONT

ACCELEROMETER

RH FRONT

HEIGHT SENSOR

LH FRONT

HEIGHT SENSOR

LH FRONT

ACCELEROMETER

NP14FT059

RH FRONT SHOCK ABSORBER AND SPRING

5.6 Chassis Systems | 04/15/2013

LH FONT SHOCK ABSORBER AND SPRING




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



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

FIRM SETTING

PISTON AND ROD

ASSEMBLY

SOFT SETTING

BYPASS VALVE:

CLOSED

BYPASS VALVE:

OPEN

MAIN VALVE MAIN VALVE

OUTER TUBE

NP14FT061

MAIN OIL FLOW BYPASS OIL FLOW



Accelerometers

Three accelerometers are used in the Adaptive Damping system: two at the front of the vehicle and one at the rear.

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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.

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.

Integrated Suspension Control Module

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.

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.

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Each suspension height sensor is connected to the

ISCM via three wires, which supply ground, 5V supply, and signal return.

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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

Body Control

Roll Rate Control

Pitch Rate Control

Bump Rebound Control

Wheel Hop Control

CAN Data / Accelerometers

CAN Data

CAN Data

Height Sensors

Height Sensors / CAN Data

Strategy

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

Predicts vehicle roll rate due to driver steering inputs

100 times per second and increases damping to reduce roll rate.

Predicts vehicle pitch rate due to driver throttle and braking inputs 100 times per second and increases damping to reduce pitch rate.

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

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.

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.



Adaptive Damping Control Diagram

2 3 4 5 6

19

18

17

1 7

8

16

15 14

12

13

9

11

10

9

A D

NP14FT065

A Hardwired

D HS CAN

6 Engine control Module (ECM) 13 LH Rear Height Sensor

7 RH Front Spring and Shock Absorber Assembly 14 RH Rear Height Sensor

1 Integrated Suspension Control Module (ISCM) 8 LH Front Spring and Shock Absorber Assembly 15 LH Front Height Sensor

2 Instrument Cluster (IC) 9 RH Rear Spring and Shock Absorber Assembly 16 RH Front Height Sensor

3 Transmission Control Switch (TCS) 10 LH Rear Spring and Shock Absorber Assembly 17 Rear Accelerometer

4 Anti-Lock Brake System Control Module (ABS) 11 Ground wire 18 LH Front Accelerometer

5 Transmission Control Module (TCM) 12 Power supply 19 RH Front Accelerometer


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

NP14FT066

ENGINE CONTROL MODULE ABS CONTROL MODULE



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

RAIN / SNOW / ICE

MODE BUTTON

DSC / TracDSC

MODE SWITCH

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.

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.




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.



JaguarDrive Control

The JaguarDrive Switchpack is located on the driver’s side of the floor console, next to the Transmission

Control Switch.

•

•

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

Dynamic 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.

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).

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.

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.



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.

In Dynamic Launch the engine’s torque is not lowered during the gear change. This delivers maximum through-gear vehicle acceleration, through 1st and

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.

TIME

REGULAR SPORT MODE SHIFT

DYNAMIC MODE SHIFT

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’.

Release the brake pedal then quickly press the accelerator pedal to the kickdown position. The message center will display ‘DYNAMIC LAUNCH

ACTIVE’.

ACCELERATION BENEFIT

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.



Configurable Dynamic Settings

Depending on vehicle specification, there are two different dynamic setups:

•

•

Switchable Dynamic Mode

Dynamic-i

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.

Touch Screen Dynamic-i Menu

DISPLAY / ADJUST

CONFIGURABLE SETTINGS

IN DYNAMIC MODE

SWITCH BETWEEN USER

AND FACTORY SETTINGS

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.

NOTE: Dynamic-i is only available when Dynamic

Mode is active.

STOPWATCH:

DISPLAYS LIVE OR SPLIT

TIMINGS (SEE NOTES)

Setup

My Dynamic setup

My

Setup

Off

Factory

Setup

On

STATUS INDICATOR:

ON / OFF OR NORMAL / DYNAMIC

GEAR SHIFT:

SELECTS NORMAL OR DYNAMIC

SETTINGS

17:40

Gear Shift

Dynamic

Engine

Dynamic

Steering

Dynamic

Suspension

Dynamic

G METER:

DISPLAYS CURRENT

G-FORCE READINGS

PEDAL GRAPH:

DISPLAYS BRAKE / ACCELERATOR

GRAPH OR LIVE DISPLAY

NP14FT071

ENGINE:


SETTINGS

STEERING:


SETTINGS SUSPENSION:


SETTINGS

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.



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.

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.

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.



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.

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.

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 UNAVAIL-

ABLE’ 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.



JaguarDrive Control Diagram

2

3 4 5 6 7 8

15

14

13

12

1

11

NP14FT072

A Hardwired

D HS CAN

1 JaguarDrive Switchpack


3 Transmission Control Module

4 ABS Control Module

9

10

A D

5 Rear Differential Control Module

6 Integrated Suspension Control Module



9 Ground wire

10 Power supply

11 Comfort Relay (AJB)

12 Active Exhaust Switch

13 Deployable Rear Spoiler Switch

14 ECO Switch

15 DSC / TracDSC Switch


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


CONTROL MODULE

BRAKE PEDAL

SWITCH

RH FRONT BRAKE


MASTER

CYLINDER

LH REAR BRAKE


ABS

CONTROL MODULE

LH FRONT BRAKE


NP14FT073

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.


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


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

Brake Type

Disc Diameter

Front

Rear

Disc Thickness

Front

Rear

Disc Material

Caliper Type

Front

Rear

Caliper Color (Option)

Availability

Performance

18” Vented

355mm

325mm

31.5mm

19.5mm

Cast Iron

High Performance

19” Vented

380mm

325mm

36mm

19.5mm

Cast Iron

Sliding piston, sized to disc

Super Performance

19” Vented

380mm

376mm

36mm

25.5mm

Cast Iron

Sliding piston, with integrated electric ‘motor-on’ park brake, sized to disc

Silver

F-TYPE

Black

F-TYPE S

Black (Red)

F-TYPE S V8;

Optional on F-TYPE S



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 CONTROL MODULE

NP14FT076

ELECTRIC PARK BRAKE SWITCH

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.

RH ELECTRIC PARK BRAKE ACTUATOR

The EPB has the following operating modes:

• Gradient dependent apply

•

•

Drive Away Release (DAR)

Static apply/release

•

•

High temperature re-clamp

Dynamic apply




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.

SEAL

SPINDLE DRIVE

ACTUATOR

CALIPER

OUTPUT

SHAFT

SECURING

SCREWS

NP14FT077



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

MOTOR

THRUST NUT

HOUSING

SPINDLE

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

PLANETARY

GEAR



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

NP14FT080

SPINDLE

DRIVE GEAR



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.

CALIPER PISTON SPINDLE

THRUST NUT

THRUST NUT

CALIPER PISTON

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.

SPINDLE



Electromechanical Function of the Rear Brake Actuators

NUT PRESSES PISTON

AGAINST PADS

SPINDLE ROTATES

ACTUATOR CREATES

A TORQUE

3

4

2

1

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.

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.



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

Red

Red

Status Details

Illuminated Electric park brake applied

Flashing

Electric park brake electrical failure

Amber

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.




Static Apply/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.

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.

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.

Automatic Transmission Release

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.

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.



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.



Electric Park Brake Control Diagram

2 3 4

9 1

8

NP14FT085

A Hardwired

D HS CAN

1 Electric Park Brake Control Module

2 ECM

7

A D


5 LH Electric Park Brake Actuator

6 RH Electric Park Brake Actuator

7 Ground

8 Power supply

9 EPB Switch

6

5



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.



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



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.

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.



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.

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.

1. Remove actuator bolts and O-Ring seal and (do not reuse).

NP14FT088

2. Rotate the caliper screw clockwise to release brake pads.


NP14FT089

3. Calibrate the Electric Park Brake using the Jaguar approved diagnostic equipment.

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




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

CLUTCH PLATE

ASSEMBLY

NP14FT092

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.



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.




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.

Rear Electric Differential Control Diagram

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.

3 4 8

6

2 5

7 9 10

1

NP14FT094

A Hardwired

D HS CAN

1 Rear Differential Control Module

2 ABS Control Module

3 Wheel Speed Sensor

A

4 Brake Pedal Switch

5 Diagnostic Connector

6 Crankshaft Sensor


D

8 Accelerator Pedal Position Sensor

9 Steering Angle Sensor Module


11 Rear Differential Actuator Motor

11



Service Notes

The oil used in the electric differential contains unique additives and friction modifiers, which enhance the differential operation. No other oil may be used.

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

Diagnostics

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.




Powertrain Systems


NP14-FT April 2013

Printed in USA




3.0L V6 SC Engine

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Engine Management Components. . . . . . . . . . . 3

Engine Components . . . . . . . . . . . . . . . . . . . . . . 8

Engine Timing . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Active Exhaust System

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21


8-Speed Automatic Transmission

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26



Transmission External Controls

Transmission Control Switch. . . . . . . . . . . . . . . 36



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

Engine Management Components

Component Location – Part 1 of 2

VARIABLE CAMSHAFT TIMING

SOLENOIDS

CHARGE AIR


KNOCK SENSOR


PURGE VALVE

POST-CATALYST

HO2S

CAMSHAFT

POSITION SENSORS

ENGINE

CONTROL

MODULE

ELECTRONIC

THROTTLE

OIL LEVEL AND


CAMSHAFT

POSITION SENSORS

ENGINE COOLANT

TEMPERATURE SENSOR 2

IGNITION COILS

UPSTREAM AND

MID-CATALYST HO2S

MASS AIR FLOW AND

TEMPERATURE SENSORS

NP14FT133



Component Location – Part 2 of 2

TEMPERATURE AND

MANIFOLD ABSOLUTE PRESSURE

SENSOR

KNOCK SENSORS

ENGINE COOLANT

TEMPERATURE SENSOR 1

FUEL INJECTORS

HIGH PRESSURE

FUEL PUMPS

FUEL RAIL PRESSURE

AND TEMPERATURE

SENSOR

CRANKSHAFT

POSITION SENSOR

NP14FT134



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.



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.

BYPASS VALVE

ACTUATOR

CHARGE AIR


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.



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.

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

NP14FT137

8

1

7

2

6

5

4

3

A

NP14FT138

A Hardwired

AL PWM

1 Engine Control Module (ECM)

2 Supercharger Bypass Valve Actuator

3 Ground


4 Power Supply

5 Charge Air Temperature Sensor

6 Supercharger Bypass Valve Actuator

7 Manifold Absolute Pressure and Temperature (MAPT) Sensor

8 Manifold Absolute Pressure (MAP) Sensor

Powertrain Systems | 04/15/2013 6.7


Engine Components

Internal Components

NP14FT139


Major Structural Components


RH CYLINDER HEAD

LH CYLINDER HEAD

CYLINDER BLOCK

WINDAGE TRAY

OIL PAN BODY

OIL PAN

RWD VEHICLES

NP14FT140


AWD VEHICLES



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

NP14FT141

5.0 LITER V8

CYLINDER BLOCK



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

NP14FT143

DATE AND TIME CODES



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

ALIGNMENT

MARK

PISTON

ORIENTATION

ARROW

NP14FT145

RH BANK

FRONT

OF ENGINE

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.



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.



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

DRIVE CHAIN

IDLER SPROCKET

AUXILIARY SHAFT

FRONT

DYNAMIC BALANCER

NP14FT147

The front and rear dynamic balancers comprise a sprocket with an offset weight.

AUXILIARY SHAFT

SPROCKET

OIL PUMP

SPROCKET

AUXILIARY

DRIVE CHAIN


Rear Dynamic Balancer Timing

The illustration shows the crankshaft set at 45° ATDC Cylinder #1.


IDLER PULLEY

REAR BALANCER

ASSEMBLY

NP14FT214



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

ANGLE BETWEEN

AUXILIARY SHAFT AND

HORIZONTAL IS 23.1°

NP14FT213

AUXILIARY SHAFT

TIMING MARK



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.

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.

EXHAUST

VALVES SPARK PLUG

LOCATION

INTAKE

VALVES

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.

FUEL INJECTOR

LOCATION

NP14FT149



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

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

NP14FT150



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.



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.

6.20 Powertrain Systems | 05/10/2013

NP14FT158

NOTE: Refer to the Workshop Manual for specific alignment procedure.


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

RH EXHAUST VALVE

VACUUM PIPE

NP14FT159

LH EXHAUST VALVE


VACUUM PIPE

CARRIER RESERVOIR



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.



Active Exhaust Rear Silencers

HANGER BRACKET (4)

OUTLET PIPE (2) OUTLET PIPE FINISHER (2)

V6 SILENCER

NP14FT160

MOUNTING RUBBER (4)

INLET PIPE (2)

HANGER BRACKET (4)

EXHAUST VALVE (2)

OUTLET PIPE (4)

OUTLET PIPE FINISHER (4)

V8 SILENCER

MOUNTING RUBBER (4)

INLET PIPE (2)

EXHAUST VALVE (2)




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.

On vehicle startup the exhaust valves are always open, to enhance the exhaust sound.

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 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.

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.

Operating Condition

Start & Idle < 1100rpm

Fast Idle > 1100rpm

Blip throttle

Low speed / load

High speed / load

Ignition off

Normal Mode

Exhaust Valve

State

Open / flare

Closed / quiet

Indeterminate

Closed / quiet

Open / loud

Default to

Normal

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.

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 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 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.

The matrix below provides an overview of system operation, although the system will actively respond to engine load and throttle angle.

Loud Mode

Pre-Start Post-Start

Open / flare

Open / loud

Indeterminate

—

—

Default to

Normal

Open / loud

Open / loud

Open / loud

Open / loud

Open / loud

Default to

Normal

Dynamic Mode

Pre-Start Post-Start

Open / flare

Open / loud

Indeterminate

—

—

Default to

Normal

Open / loud

Open / loud

Open / loud

Open / loud

Open / loud

Default to

Normal



Active Exhaust Vacuum Control Diagram

VACUUM

PUMP

RESERVOIR

FILTER

AIR FLOW

CHECK VALVE

RH

EXHAUST

VALVE

VALVE

ACTIVE EXHAUST

SOLENOID VALVE

NP14FT161

Active Exhaust Electrical Control Diagram

AIR FLOW

RESTRICTOR LH

EXHAUST

VALVE

3

2

9

4

1

8

NP14FT162

A Hardwired

D High Speed CAN


2 Active Exhaust Switch

7

6

A D

3 JaguarDrive Switchpack

4 Active Exhaust Vacuum Pump

5 Active Exhaust Solenoid

6 Ground

7 Power Supply

8 Accelerator Pedal Position Sensor

9 Crankshaft Position Sensor

NP14-FT: 2014 MY F-TYPE Technical Introduction Powertrain Systems | 04/15/2013

5

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

Ratio

1st 2nd 3rd 4th 5th 6th 7th 8th Reverse

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

F-TYPE

3.15 : 1

F-TYPE S

3.31 : 1

F-TYPE V8 S

2.56 : 1

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.



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.




The main casing contains the following major components:

•

•

•

Input shaft

Output shaft

Mechatronic valve block – containing the solenoids, speed sensors, and TCM

•

•

•

Transmission Sectional View

Three rotating multiplate drive clutches

Two fixed multiplate brake clutches

Four planetary gear trains

TRANSMISSION

CASING

TORQUE

CONVERTER GEAR SET

1

INPUT SHAFT

GEAR SET

2

GEAR SET

3

CLUTCH E

CLUTCH C

CLUTCH D

GEAR SET

4

OUTPUT SHAFT

NP14FT165

FLUID PUMP

FLUID FILTER

BRAKE A

BRAKE B

MECHATRONIC

VALVE BLOCK

FLUID PAN



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



ATF Pump Operation

SYSTEM PRESSURE

VALVE

PRESSURE PIPE

RECYCLING OF

REDUNDANT FLUID

VANE PUMP

INTAKE PIPE

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.

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.



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.

MECHATRONIC

VALVE BLOCK

HYDRAULIC IMPULSE

STORAGE DEVICE

NP14FT168



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

CYLINDER

CONTROL

VALVE

SOLENOID PISTON

LOCKING

MECHANISM

SPRING

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).

RESERVOIR

HYDRAULIC

CONNECTION


HIS Charging


NP14FT170

Charging Phase Sequence:

•

•

•

Engine running

Oil pressure provided by ATF Pump

ATF enters reservoir restriction valve

HIS Charged / Engine Off / Pressure Held

•

•

Piston forced back against tension of spring

Solenoid is energized

NP14FT171

Charged / Engine Off / Pressure Held Sequence:

•

•

•

Engine not running (ECO Stop)

ATF not producing pressure

Line pressure 0 bar

•

•

•

Piston locked against mechanism

Holding current applied to solenoid

Oil volume within HIS reservoir maintained ready for ECO Start



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.




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


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

Park Switch

•

•

‘Unlock Trigger’ Release Button

Gear Position Display

‘UNLOCK TRIGGER’

RELEASE BUTTON

SHIFT LEVER

PARK SWITCH

GEAR POSITION

DISPLAY

NP14FT176



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.

NOTE: Park cannot be selected by manually moving the gear selector; the only way to select

Park is to press the Park Switch.

CAUTION: Never select Park while the vehicle is in motion. Doing so can result in serious transmission damage.

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

The gear position indicator LED will illuminate to confirm that the gear change request has been recognized and selected.

NOTE: On/Off flashing of the LED indicates that the gear change request has been recognized but not selected.

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.



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) .

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.

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.




Transmission Control Switch

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.

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.

Park Interlock and Neutral Lock

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.

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.



Rocking Function

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.

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.

Fault Symptoms

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:

– 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.



Transmission Control Switch Control Diagram

2

3

1

8

7

NP14FT175

A Hardwired

D HS CAN

1 Transmission Control Switch (TCS)

2 Transmission Control Module (TCM)

3 Engine Control Module (ECM

5

A

6

D

4 Central Junction Box (CJB)

5 Ground

6 Fuse

7 Ignition relay (CJB)

8 Transmission Control Module (TCM)

4


This page left blank intentionally.




Complete Vehicle Networks


NP14-FT April 2013

Printed in USA




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.


Item

Trans.

Code

Description

ABS


Item

AHBCM

ATCM

Trans.

Code

Description

B179 Auto High Beam Control Module

CJB

DLC

ECM


D131 Engine Control Module

EPBCM D278 Electric Park Brake Control Module

ESCL *

BMCM (L)

BMCM (R)

FTCM

FTCM B D543 Folding Top Control Module

GWM

HLCM

D324 Gateway Module

D226 Headlamp Leveling Control Module

IC

ISCM


D411 Integrated Suspension Control Module

OCSCM D274 Occupant Classification Sensor

PACM D184 Parking Aid Control Module

RCM

RDCM

D171 Restraints Control Module

D283 Rear Differential Control Module

S350

TCM

TCS

S350 JaguarDrive Switchpack

D294 Transmission Control Module

D308 Transmission Control Switch

CJB

DDM

DLC

DSM

GWM

D473 Driver Door Module


D464 Driver Seat Module

D324 Gateway Module

IC

ICP


D373 Integrated Control Panel

KVM D374 Keyless Vehicle Module

NCM (Asia) * D208 Navigation Control Module (Asia)

PDM

PSM

RVC

TS

D474 Passenger Door Module

D465 Passenger Seat Module

F204 Rear View Camera

D326 Touch Screen

NP14-FT: 2014 MY F-TYPE Technical Introduction Complete Vehicle Networks | 05/10/2013 7.1

NETWORK KEY

MOST Modules

Item

AAM

DRCM *

IAM

Trans.

Code

Description

F142 Audio Amplifier Module

F201 Digital Radio Control Module

D326 Integrated Audio Module

NCM (Japan) * D494 Navigation Control Module

SRCM D350 Satellite Radio Control Module

TS

TVCM *

D326 Touch Screen

D328 TV Control Module

D360

M259

M279

M452

QCCM

S459

S460

S477

T315

T328

T388 *

D458 *

D538

D539

DBM

Gen

IAU

M203

M204

LIN Modules

Item

A100

Trans.

Code

Description

A100 Headlamp Assembly (Right)

A101 A101 Headlamp Assembly (Left)

BBUS * D154 Battery Back-Up Sounder

BMS

CLKSPG S227 Clockspring

D257 D257 Steering Wheel Switchpack – RH

D263

D458 Volumetric Sensor

D538 Seat Heater Control Module – LH

D539 Seat Heater Control Module – RH


M100 Generator

D469 Immobilizer Antenna Unit

M203 Distribution Motor – LH

M204 Distribution Motor – RH

M259 Distribution Motor – Demist

M279 Distribution Motor – Face/Feet

M454 Distribution Motor – Center

P168 Quiescent Current Control Module

S459 Seat memory switchpack – Driver

S460 Seat memory switchpack – Passenger

S477 Door switchpack – Driver

T315 Humidity Sensor

T328 Rain / Light Sensor

T388 Internal Motion Sensor

7.2 Complete Vehicle Networks | 05/10/2013 NP14-FT: 2014 MY F-TYPE Technical Introduction

PACM FTCM B EPBCM TCS RCM OCSCM

DEDICATED CAN

ABS

ECM

CJB

(HS CAN / MS CAN

GATEWAY)

IAU

D458

T328

BBUS*

T388

D263

D257

CLKSPG

D360

FTCM ISCM RDCM S350 HLCM ESCL* TCM

GWM

LEGEND

HS CAN

MS CAN

LIN BUS

MOST RING

NETWORK BREAK POINT

(CONNECTOR)

KVM

A100 A101

QCCM

BMS

DBM

GEN

RVC

BMCM (L)

DEDICATED CAN

BMCM (R) AHBCM

DDM

S460

PSM

M204

M203

M279

M259

ATCM

PDM

D538 D539 M452 T315

NCM (Asia)*

S459

DSM

NCM

(Japan)*

DLC

S477

TVCM*

TS

ICP

SRCM

(or DRCM*)

2014 F-TYPE NETWORK CONTROL DIAGRAM

NOTE: ALL POSSIBLE OPTIONS SHOWN. MODULES WITH AN ASTERISK (*) ARE NOT NAS.

AAM

IC

IAM