2010 JAGUAR XFR ESP

signal to a digital signal by the sensor. The digital signal is passed to the parking aid module and compared with
pre-programmed data stored in an EEPROM (electrically erasable programmable read only memory) within the module. The
module receives this data via the signal line from the sensor and calculates the distance from the object using the elapsed
time between the transmitted and received impulse. The duration of the impulse duration is determined by the module, with
the sensor controlling the frequency of the impulse output.

In receiver mode, the sensor receives impulses that were emitted by adjacent sensors. The module uses this information to
precisely determine the position and distance of the object.

If no objects are detected there are no further warning tones. If an object is detected, repeated audible tones are emitted
from either the front or rear audio speakers as appropriate. The time delay between the tones decreases as the distance
between the object and the vehicle decreases, until at approximately 300 mm (12 inches), the audible tone becomes
continuous.

After the initial detection of an object, if there is no decrease in the distance between an object and the central sensors, the
time delay between the audible warnings remains constant. If an object is detected by one of the corner sensors only, the
audible warnings stop after approximately 5 seconds if there is no change in the distance between an object and the corner
sensor.

When approaching several objects within detection range, the control module recognises the distance from the vehicle to the
nearest object.

The PDC module will prioritise the objects detected, the nearest object detected will take priority and the corresponding audio
outputs will be emitted. For example if 2 objects are detected (one front one rear) the nearest detected object will take
priority and relevant audible tone will be heard.

If two objects are detected at equal distance (one front one rear) the audible tones will alternate between the front and rear
speakers.

If reverse (R) is the first gear selected after the ignition is switched on, both the front (if fitted) and rear parking aid sensors
will become operational. If a forward drive gear is subsequently selected, the front and rear parking aid sensors will remain
operational until vehicle speed increases above 16 km/h (10 mph), park (P) is selected or the PDC control switch is pressed.

If drive (D) is the first gear selected after the ignition is switched on the parking aid system will have to be activated by
pressing the PDC control switch.


NOTE: The PDC system can not be activated whilst the vehicle is in park (P).

The volume output of the parking aid audible tones can be adjusted by selecting the 'Vehicle Settings' menu and selecting
'Parking' from the menu on the TSD. The volume can be adjusted using the + or - selections on the TSD.

The system can detect when a trailer is connected to the vehicle by a message output on the medium speed CAN bus from the trailer module. When the parking aid module detects that a trailer is connected to the vehicle, the rear sensors are disabled to
prevent constant warnings due to the close proximity of the trailer.


NOTE: The ignition needs to be cycled once the trailer has been disconnected to activate the rear parking aid system.

Parking Aid - Parking Aid
Diagnosis and Testing

Principles of Operation Published: 24-Feb-2014

For a detailed description of the parking aid system, characteristics and limitations refer to the relevant description and
operation section in the workshop manual.
REFER to: Parking Aid (413-13 Parking Aid, Description and Operation).
Parking Aid System On-Board Self-Test

As part of the strategy of the system if any DTCs are detected, a long high-pitched tone approx 3 seconds will sound and the
parking aid switch (where fitted) indicator LED will flash 6 times at ignition on

If a fault is present when the parking aid system is activated then the parking aid switch (where fitted) status LED will
flash 6 times indicating an issue with front or rear parking aid sensors, wiring switch, parking aid control module or hard
wired sounders
The rear parking aid sounder/rear audio system will emit an error tone for approx 3 seconds at ignition on if a fault is
detected with the front or rear sensors, the switch, or if there is a controller area network (CAN) bus error
(Only applicable to vehicles fitted with front parking aid and a hard wired rear parking aid sounder). If there is a fault
with the rear parking aid sounder the error tone will come from the front parking aid sounder unit (integral with the
instrument cluster)

Audible and Visual Warnings when Parking Aid System is in Error State
Rear Parking Aid
System Fitted and
No Parking Aid
System Switch
Fitted


Rear Parking Aid System Fitted and Parking Aid System Switch Fitted


Front and Rear Parking Aid System Fitted with Parking Aid System Switch Fitted A long high-pitched
error tone will
sound at Ignition
On for approx 3
seconds
A long high-pitched error tone will sound at
ignition on for approx 3 seconds and the
parking aid switch indicator LED will flash 6
times at ignition on. Every time the parking
aid system is activated within the same
ignition cycle, parking aid switch indicator
LED will flash 6 times
A long high-pitched error tone will sound at
ignition on for approximately 3 seconds and
the parking aid switch indicator LED will flash 6
times at ignition on. Every time the parking aid
system is activated within the same ignition
cycle the parking aid switch indicator LED will
flash 6 times Inspection and Verification

CAUTIONS:


If the control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to the
warranty policy and procedures manual (section B1.2), or determine if any prior approval programme is in operation, prior to
the installation of a new module/component.


Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not guarantee
confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle


Do not apply any grease based products to any parking aid system connector or pins


NOTE: Check DDW for open campaigns. Refer to the corresponding bulletins and SSMs which may be valid for the specific
customer complaint and carry out the recommendations as required.
1. Verify the customer concern

2. Visually inspect for obvious signs of mechanical or electrical damage

3. Ensure that the parking aid sensor face is clear of contamination that could affect the performance of the sensor

Visual Inspection
Mechanical Electrical
Parking aid sensor condition/damaged
Parking aid sensor installation and holder
Parking aid sensor alignment
Parking aid sensor contamination
Bumper cover(s)
Vehicle ride height
Non standard/non manufacturer approved accessories fitted
Battery
Fuse(s)
Relays
Wiring harness
Electrical connector(s)
Front parking aid sensor(s)
Rear parking aid sensor(s)
Parking aid switch and LED

Check DDW for open campaigns. Refer to the corresponding bulletins and SSMs which may be valid for the specific
customer complaint and carry out the recommendations as required.


When carrying out repair/diagnosis of the system, on removal of the front or rear bumper inspect the sensor connectors
to ensure they were correctly latched and check fly leads for signs of chaffing or trapped wires


Physical damage to the sensor (impact damage or scratched sensor surface) must NOT be changed under warranty.

DTC Description Possible Causes Action B1B36-01
Front Right Outer
Sensor - General
electrical failure
Wiring harness fault
Front Right Outer Sensor
- Component internal
failure
Refer to electrical wiring diagrams and check the
front bumper harness for damage/corrosion. Check
sensor circuit for short circuit to ground, short circuit
to power, open circuit. Repair or replace any wiring
harness as required
Check the connector for integrity and damage, then
re-connect sensor to confirm connection
Using the manufacturers approved diagnostic system
clear the DTC and run the on demand self test
If the problem persists remove the suspect sensor
from the bumper. Inspect the sensor connector for
signs of water ingress/corrosion. Exchange the
suspect sensor with another sensor within the
bumper that is not reporting a fault. Clear the DTC
and run the on demand self test to confirm if the
fault code now appears for the new position of the
suspect sensor. Renew the faulty sensor B1B36-12
Front Right Outer
Sensor - Circuit short
to battery
Wiring harness fault
Refer to electrical wiring diagrams and check the
front bumper harness for damage. Check sensor
circuit for short circuit to power. Repair or replace any
wiring harness as required
Check the connector for integrity and damage, then
re-connect sensor to confirm connection
Using the manufacturers approved diagnostic system
clear the DTC and run the on demand self test B1B36-96
Front Right Outer
Sensor - Component
internal failure
Wiring harness fault
Front Right Outer Sensor
- Component internal
failure
Refer to electrical wiring diagrams and check the
front bumper harness for damage/corrosion. Check
sensor circuit for short circuit to ground, short circuit
to power, open circuit. Repair or replace any wiring
harness as required
Check the connector for integrity and damage, then
re-connect sensor to confirm connection
Using the manufacturers approved diagnostic system
clear the DTC and run the on demand self test
If the problem persists remove the suspect sensor
from the bumper. Inspect the sensor connector for
signs of water ingress/corrosion. Exchange the
suspect sensor with another sensor within the
bumper that is not reporting a fault. Clear the DTC
and run the on demand self test to confirm if the
fault code now appears for the new position of the
suspect sensor. Renew the faulty sensor B1B38-01
Front Right Inner
Sensor - General
electrical failure
Wiring harness fault
Front Right Inner Sensor
- Component internal
failure
Refer to electrical wiring diagrams and check the
front bumper harness for damage/corrosion. Check
sensor circuit for short circuit to ground, short circuit
to power, open circuit. Repair or replace any wiring
harness as required
Check the connector for integrity and damage, then
re-connect sensor to confirm connection
Using the manufacturers approved diagnostic system
clear the DTC and run the on demand self test
If the problem persists remove the suspect sensor
from the bumper. Inspect the sensor connector for
signs of water ingress/corrosion. Exchange the
suspect sensor with another sensor within the
bumper that is not reporting a fault. Clear the DTC
and run the on demand self test to confirm if the
fault code now appears for the new position of the
suspect sensor. Renew the faulty sensor

Parking Aid - Proximity Camera
Diagnosis and Testing

Principles of Operation Published: 30-Apr-2014

For a detailed description of the rear view camera system, refer to the relevant Description and Operation section of the
workshop manual.

Inspection and Verification


CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not
guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle.
NOTES:


If a control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to the Warranty
Policy and Procedures manual, or determine if any prior approval programme is in operation, prior to the installation of a new
module/component.


When performing voltage or resistance tests, always use a digital multimeter accurate to three decimal places, and with
an up-to-date calibration certificate. When testing resistance always take the resistance of the digital multimeter leads into
account.


Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.
1. Verify the customer concern

2. Visually inspect for obvious signs of damage and system integrity

Visual Inspection
Mechanical Electrical
Touch screen
Rear view camera
Fuses
Wiring harnesses and connectors
Touch screen
Rear view camera
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to
the next step

4. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart, alternatively check for
Diagnostic Trouble Codes (DTCs) and refer to the DTC Index

5. Check DDW for open campaigns. Refer to the corresponding bulletins and SSMs which may be valid for the specific
customer complaint and carry out the recommendations as required

Symptom Chart

Symptom Possible Cause Action Rear view camera
image slow to react
System operation within
specification
NOTE: After selecting reverse, it may take up to 20 seconds for the
image to be displayed.
No further action necessary Blank screen
Rear view camera not
functioning
GO to Pinpoint Test A. Blue screen
Video in signal absent
GO to Pinpoint Test B. No tracking lines
Missing/invalid reverse
gear signal
LIN fault
Using the manufacturer approved diagnostic system, check the
central junction box for related DTCs and refer to the relevant
DTC index
GO to Pinpoint Test C.

Published: 07-Aug-2014
Battery and Charging System - General Information - Battery Care
Requirements
Description and Operation
1. INTRODUCTION

This document defines the requirements for care and maintenance of batteries, and the standard of battery care at dealers and
retailers for new vehicles.

This applies to all types of 12 Volt Lead Acid Batteries used in Jaguar and Land Rover vehicles whether they are conventional
flooded technology or Absorbed Glass Mat (AGM – also known as Valve Regulated Lead Acid (VRLA)) technology and also
applies to both Primary, Secondary and Auxiliary Batteries. AGM batteries offer improved resistance to cycling as seen in stop
start applications.

In order to prevent damage to the battery and ensure a satisfactory service life, all processes detailed within this document
must be rigorously adhered to.
It is equally important therefore to note the following key points:

All new vehicles leave the factory with either a transit relay installed and/or have a transit mode programmed into the
vehicle control modules. The transit relay must be removed and the transit mode disabled (where applicable) using an
approved diagnostic system, NOT MORE THAN 72 HOURS before the customer takes delivery.
The battery can be discharged by the following mechanisms:
- Self Discharge: - A lead acid battery will very slowly discharge itself due to its own internal chemical processes
whether it is connected to a vehicle or not.
- Quiescent Discharge: - The vehicle electrical systems when connected to the battery will draw charge from the
battery.

12 Volt Lead Acid Batteries rely on internal chemical processes to create a voltage and deliver current. These processes and
the internal chemical structure of the battery can be damaged if the battery is allowed to discharge over a number of weeks /
months, or is left in a discharged state for a lengthy time period.

On vehicles with conventional ignition keys, these must not be left in the ignition lock barrel when the transit relay
has been removed, otherwise quiescent current will increase and the battery will discharge more rapidly.
For keyless vehicles, the Smart Key must be stored at least 5m (16 ft) away from the vehicle when the vehicle is
parked or stored.
AGM Batteries are fully sealed and cannot have the electrolyte level topped up.


NOTE: Dealers and retailers involved in the storage / handling of vehicles and replacement batteries have a responsibility
to ensure that only a fully charged battery may be processed through the distribution selling chain.
2. GENERAL RULES FOR BATTERY CARE
2.1 Dealer Demonstration Vehicles

Vehicles used as dealer demonstrator(s), in a showroom, must be connected to a JLR approved showroom conditioner capable
of delivering 50 Amps. This will prevent the battery from being damaged.
2.2 Software Reflash, SDD work or Ignition On related workshop activities

Due to the high electrical current demand and high depth of discharge that can occur during vehicle software re-flash activities,
SDD work or ignition on (power mode 6) related work in the workshop, vehicles that are undergoing such activities MUST have a
JLR approved power supply capable of delivering 50 Amps or more.
2.3 Extended Vehicle Rework

For any extended vehicle rework that results in consuming vehicle power, either the battery should be disconnected or a JLR
approved power supply connected.
2.4 Jump Starting New vehicles before they have been delivered to the customer

It is the dealer / retailers responsibility to make sure the battery is not allowed to discharge by following the
instructions and processes defined in this manual.
However, if circumstances dictate that a new vehicle must be jump started due to a discharged battery whilst the
vehicle is in the dealer / retailers care, the battery on this vehicle must be replaced with a new one prior to delivery
to the customer at the dealer / retailers liability.
The vehicle should also undergo investigation as to why the battery became discharged.
Do not connect the jump starting cable to the negative (-) terminal of the battery. Always connect to the recommended
earth point. As defined in the owners handbook or service documentation for that vehicle. 2.5 AGM Batteries

AGM batteries must not be charged above 14.8 Volts. Doing so will damage them.
AGM Batteries must be tested with a capable battery tester as detailed in the Equipment section (Section 5) of this

5. EQUIPMENT

All equipment used must be functionally capable of meeting the compliance requirements. Please refer to the approved
equipment document (JLR 000015).

In the case of batteries fitted to a new vehicle at the dealership, battery condition should be measured using the appropriate
hand-held Midtronics tester as follows:

Battery Type Battery Tester Battery Tester Jaguar Land Rover AGM & Flooded Midtronics EXP1080, GRX 3080 Midtronics EXP1080, GRX 3080 The test results must be recorded on the New Vehicle Storage Form which is part of the new vehicle storage document.
For additional information, refer to: New Vehicle Storage Form (100-11 Vehicle Transportation Aids and Vehicle Storage, Description and Operation).


NOTE: All equipment must be calibrated
6 DETERMINING BATTERY CONDITION

TESTER RESULTS ACTION GOOD BATTERY Return to service. GOOD RE-CHARGE Fully charge battery and return to service. CHARGE AND RE-TEST Fully charge battery. Remove surface charge. Re-test battery. If same result replace battery. REPLACE BATTERY OR BAD
CELL BATTERY Verify surface charge removed. Disconnect battery from vehicle and re-test. If result repeats after
surface charge removal, replace battery. DO NOT RECHARGE. UNABLE TO DO TEST Disconnect battery from vehicle and re-test. 7 BATTERY CHARGING

It is essential that a suitably ventilated defined area exists in each dealership / retailer for battery charging.


CAUTION: It is very important that when charging batteries using the traction charger or other stand-alone chargers that
the charger is set for the correct type of battery before charging commences. If the wrong switch is selected the result would
be a battery that is not charged fully and / or overheating can occur. Follow the manufacturers operating instructions.

Batteries MUST BE tested and if necessary charged every 30 days and charged after 90 days irrespective of any test. It is
recommended that dealers / retailers always have fully charged batteries ready for use.


CAUTION: Do not charge AGM batteries with voltages over 14.8 Volts as this will damage the battery.

A designated controlled area must be allocated for scrap batteries and clearly controlled as such.
To bring a discharged but serviceable battery back to a fully charged condition proceed as follows:
Check and if necessary top-up the battery electrolyte level. (Flooded maintainable batteries only)
Charge the battery using a JLR approved charger as detailed in the approved equipment document following the
manufacturers operating instructions.


NOTE: When using the Midtronics Diagnostic Charger, automatic mode must always be used. After charging and analysis,
the charger may display ‘Top-Off Charging’, Hit STOP To End. Do not stop charging until the current falls to 5A or less,
otherwise the battery will not be fully charged.
Following charging, a post charge battery condition test must be carried out in accordance with the table shown in the
Determining Battery Condition section (Section 6) of this procedure.


NOTE: The Midtronics code from the tester must be recorded on the form.

Any actions must be carried out in accordance with the table shown in the Determining Battery Condition section (Section 6)
of this procedure. The details must be recorded on the New Vehicle Storage Form which is part of the new vehicle storage
document.
For additional information, refer to: New Vehicle Storage Form (100-11 Vehicle Transportation Aids and Vehicle Storage, Description and Operation).
8 BATTERY REPLACEMENT

If it is determined that a battery requires replacement, always refer to the appropriate section of the workshop manual for
instructions on removing and installing the battery from the vehicle.

On in service vehicles fitted with a Battery Monitoring System (BMS), the BMS control module must be reset following the
installation of a new battery. The BMS control module reset procedure must be performed using an approved diagnostic

11 Secondary battery 12 Dual Battery Junction Box (DBJB) 13 Rear Junction Box (RJB) 14 Megafuse 15 Battery Junction box (BJB) 16 Primary battery
System Operation BATTERY MONITORING SYSTEM - TD4 2.2L DIESEL VEHICLES ONLY
Periodically the battery monitoring system module will instigate a self-calibration routine. To self calibrate, the battery
monitoring system first charges the battery to its full condition.


NOTE: If the vehicle is only driven for short periods the charging process could take a number of days to complete.

Once the battery is fully charged, the battery monitoring system will discharge the battery to approximately 75% of its full
state of charge, but never lower than 12.2 V. The time taken to complete this part of the routine is dependent on the electrical
load on the vehicle.

When the second part of the routine has been successfully completed, the battery monitoring system will return the battery to
its optimum level of charge. The optimum level of charge will be between 12.6 V and 15 V, depending on battery condition,
temperature and loading.

The battery monitoring system module also monitors the battery condition with the engine switched off. If a low voltage
condition is detected the module can request the infotainment system is switched off to protect battery voltage. Once the
infotainment system has been switched off, the vehicle must be run for at least 5 minutes to charge the battery before the
infotainment system can be operated with the engine switched off.

BATTERY MONITORING SYSTEM - SINGLE AND DUAL BATTERY SYSTEM VEHICLES

When the ignition is off (power mode 0), the BMS control module records the primary battery state of charge and begins to
monitor the battery condition from this point.

If the battery state of charge falls by 7%, the BMS control module will monitor the primary battery for 5 minutes. If after the 5
minute monitoring period, the primary battery charge has continued to fall due to the quiescent drain current being too high,
the BMS control module will determine that some control modules are still 'awake'. The BMS control module sends a shutdown
message on the LIN (local interconnect network) bus to the GWM (Gateway Module). The GWM sends a CAN (controller area
network) bus message on both the medium and high speed networks to all control modules, requesting them to shutdown.

The BMS control module will monitor the primary battery state of charge for a further 5 minutes and determine if the primary
battery state of charge is still dropping. If a quiescent drain current continues, the primary battery state of charge will
continue to drop. If the state of charge falls to 12% of the initial monitoring value, the BMS control module determines that
one or more control modules are still awake and a failure to respond to the shutdown request may indicate an error state
within the control module(s).

BMS Low Battery Warning and Energy Management Messages

The BMS continuously monitors the condition of the primary vehicle battery. If excessive battery discharge occurs, the system
will begin to shut down non-essential electrical systems in order to protect the battery.

If the BMS calculates that battery condition is not within set parameters, there are 3 messages that can be displayed, 2 on the
touch screen and 1 on the message center. These inform the user that the battery is either at a low level of charge or the
engine-off power consumption limit has been exceeded.

Low Battery - Please switch engine on or system will shutdown in 3 minutes: is displayed as a Warning on the
touch screen if the engine is not running. This indicates that the battery has fallen below a predefined threshold. As
soon as the battery is charged back above this threshold then the message will be removed.
Low Battery - Please start your engine is displayed on the message center if the engine is not running. This indicates
that the battery has fallen below a predefined threshold. As soon as the battery is charged back above this threshold
then the message will be removed or it can be manually removed by pressing 'OK'.
System will shut down in 3 minutes: is displayed as an Energy management on the touch screen if the engine is not
running, and system features are causing excessive battery discharge. After 3 minutes the BMS will begin shutting
down vehicle systems. Normal system operation will resume when the engine is started.

This is based on a percentage of battery capacity available for the customer to use with the engine off. The percentage can
change based upon several factors.

Once triggered, the resetting of this message will not occur until the vehicle is driven for 10 minutes with the engine running
(to allow the battery to recoup any lost charge). However, if the engine is run for less than 10 minutes, the message will only
be displayed after an additional 5 minutes with the ignition on but engine off.

BMS Control Module Self Calibration

Periodically the BMS control module will instigate a self-calibration routine. To self calibrate, the battery monitoring system www.JagDocs.com

is operated to crank the engine. The GWM is connected to the ABS (Anti-lock Brake System) control module via the high speed
CAN bus. With the vehicle stationary and the engine off after an ECO engine stop, when the driver releases the brake pedal
the ABS control module senses the reduction in brake pressure. This change of brake pressure state is sent as a high speed
CAN message which is received by the GWM and the ECM. The GWM reacts within 105ms to instruct the DBM via the LIN bus
to operate the two contactors in the DBJB to supply the sensitive loads from the secondary battery and supply the TSS motor
direct from the primary battery.

When the engine is running and the generator is supplying power to the vehicle systems, the GWM again instructs the DBM to
operate the two contactors in the DBJB to supply all vehicle systems from the primary battery and the generator and to isolate
the secondary battery.

Secondary Battery Charging

The DBM also controls the charging of the secondary battery. The GWM contains electrical load management software and
monitors both batteries for their state of charge. The primary battery is monitored by the BMS control module which is
connected to the DBM via the LIN bus. The DBM communicates the primary battery condition to the GWM via a LIN bus
connection. The GWM sends a signal to the DBM via the LIN bus to instruct it to apply charging from the generator to the
secondary battery when required. The contactor 2 is closed by the DBJB to complete the secondary battery circuit, and the
generator output is applied to the secondary battery to charge it.

The generator output is controlled by the GWM which monitors and controls the electrical load management system. The
generator is connected to the GWM by a LIN bus allowing the GWM to control the output of the generator to maintain electrical
system load requirements and battery charging.

Electrical Load Management

The electrical load management is controlled by the GWM and the BMS control module.

The GWM will monitor the vehicle system power loads before and during an ECO engine stop.

Before an ECO engine stop, the GWM will transmit a signal to system control modules on the CAN bus to request a power save
on all electrical loads and set a minimum electrical value override. The GWM monitors the vehicle electrical loads and will
inhibit a ECO engine stop until the load current is at a value low enough to be supported by the secondary battery.
If the electrical loads cannot be reduced sufficiently, the GWM will inhibit the ECO engine stop.

When the engine is stopped after an ECO engine stop, the GWM will continue to monitor the primary battery state of charge.
If the primary or secondary battery voltage falls below 11.0V, a level which will result in degraded starting performance or
possible primary battery damage, the GWM will initiate an engine start.
System Inhibits

The ECO stop/start system is inhibited if the dual battery system is not be capable of preventing electrical loads on the
vehicle being subject to unacceptably low voltage levels during ECO stop/start operations due to a fault.

ECO stop/start inhibit monitoring of the primary battery is performed by the BMS control module. If the primary battery voltage
is too low to support an ECO stop/start, then the BMS control module will send a message to the GWM on the LIN bus to
suspend ECO stop/start.

The GWM monitors the secondary battery and the dual battery system components. Any fault found will cause the GWM to
inhibit ECO stop/start and the GWM will record a DTC (diagnostic trouble code).

Fault Diagnosis

The GWM performs passive and active diagnostics on the dual battery system to determine the status of the system
components.

Passive diagnostics can detect faults in the DBJB and can check for stuck open or closed contactors and failure of DBM
contactor command signals.

Active diagnostics is a routine to test the capability of the contactors to respond to open or close command signals sent from
the GWM to the DBM. This routine also checks the FET's (Field Effect Transistors) activate as required. (Refer to Dual Battery
Junction Box below for description of FET operation)

The GWM will also check the dual battery system components for faults in a controlled environment when the generator is
providing a charging output. This will ensure that the detection of a fault will not result in sensitive electrical loads being
subjected to low voltage which may occur during an ECO stop/start with a fault present.

The GWM will illuminate the charge warning indicator in the instrument cluster if fault is detected in the dual battery system
which will result in a degraded power supply.

If a fault is detected the GWM transmits a CAN message to inhibit ECO stop/start operation. In some cases it will record a
DTC, display a warning message in instrument cluster and also illuminate charge warning indicator.



PRIMARY BATTERY - ALL VEHICLES Component Description

The primary battery is located in a plastic tray under the luggage compartment floor in the right side of the luggage
compartment, adjacent to the spare wheel. The battery is vented via a tube which is connected with a T piece to the vent from