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NP14-FT Course Book 05-10-2013

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