2010 JAGUAR XFR Control module

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 BMS control module 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 BMS control module 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 BMS control module also monitors the primary battery condition with the engine switched off. If a low voltage condition is
detected the BMS control module can request the infotainment system is switched off to protect battery voltage.

DUAL BATTERY SYSTEM - DUAL BATTERY SYSTEM VEHICLES ONLY

The dual battery system prevents electrical loads on the vehicle being subjected to low voltage levels during an ECO
(stop/start system) engine start. Low voltage can occur due to the power demand of the TSS (Tandem Solenoid Starter) motor
and could result in degraded performance of components and/or system control modules. The GWM contains the software to
control the dual battery system and electrical load management system to ensure that ECO engine starts do not affect other
vehicle systems.

The dual battery system isolates all power supply sensitive electrical components which may be affected by low voltage from
the primary battery due TSS motor operation, and supplies them with power from the secondary battery when an engine start
is in progress.

The DBJB (Dual Battery Junction Box) contains two contactors, which operate to change the power supply into two separate
circuits when an ECO engine start is required. Sensitive electrical components are supplied from the secondary battery. The
primary battery power is used exclusively to supply the TSS motor and maintain essential power loads to the engine
management system required for engine starting. The contactors are operated by the DBM (Dual Battery Module) on receipt of
LIN bus information from the GWM.
Dual Battery System - Normal State (Engine Running)



Item Description 1 Tandem Solenoid Starter (TSS) motor 2 Primary battery 3 Power and engine management system loads

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

the secondary battery (if fitted) and passes through a grommet in the floorpan.

On new vehicles the primary battery positive terminal is fitted with a transit relay. The transit relay must removed using the
correct process detailed in the Pre Delivery Inspection (PDI) manual.

The battery negative terminal is fitted with a BMS control module. The control module is integral with the battery negative
cable and communicates with the GWM via a LIN bus connection. The battery condition information is passed to the GWM
which controls the generator output accordingly.


CAUTION: To avoid damage to the BMS control module, always use the body ground point in the engine compartment and
not the battery negative terminal when connecting a slave power supply.

Failure to use the recommended ground point will lead to the setting of a DTC. Incorrect information of battery condition will
be retained by the BMS control module due to the unmonitored current flow into the battery. The system will however,
recognize and compensate for the change in battery status after a period of time.

If a new battery is fitted, the BMS control module will require re-calibration using a Jaguar approved diagnostic system.
Replacement of the BMS control module requires no action as the control module will re-calibrate automatically.

SECONDARY BATTERY - DUAL BATTERY VEHICLES ONLY

The secondary battery is located in a tray on the next of the primary battery and is secured to the DBJB with a bracket. The
battery negative (-) terminal is connected via a cable to the vehicle body. The positive (+) terminal is connected by a cable to
the DBJB. The battery is vented via a tube which is connected with a T piece to the vent from the primary battery and passes
through a grommet in the floorpan.
The state of charge of the secondary battery is monitored by the Gateway Module (GWM).

BATTERY MONITORING SYSTEM (BMS)



The BMS (battery monitoring system) control module is located on the primary battery negative (-) terminal. The module is
located on the battery post and is clamped to the post with a bolt and nut.

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 is connected into the vehicle wiring harness via a multiplug. The BMS control module receives a 12V
power supply direct from the primary battery positive terminal. A LIN (local interconnect network) bus connection provides
communication between the BMS control module and the ECM for control and monitoring of the primary battery current drain and state of charge.
The BMS control module measures battery current and voltage, which it communicates to ECM.

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 DTC (diagnostic trouble code)'s to help diagnose primary battery or generator
power supply issues. These DTC's can be read using the Jaguar approved diagnostic system. The Jaguar approved diagnostic
system can also be used to implement a primary battery and generator self test routine. For additional information, refer to
the Diagnosis and Testing section of the workshop manual.
If a fault is detected, the GWM (gateway module) will override the BMS control module.

The BMS control module DTC's can be used to help diagnose battery or generator power supply faults. The DTC's are stored in
GWM. The Jaguar approved diagnostic system has a process for an automated power supply diagnostic procedure. The
procedure provides a menu driven process to locate a fault in a logical sequence. The procedure uses the capability of the BMS
control module and generator LIN bus controlled functions to provide current flow information and will detect if the BMS control
module or generator are functioning correctly.

Battery, Mounting and Cables - Battery
Diagnosis and Testing

Principles of Operation Published: 10-Mar-2014

For a detailed description of the battery system and operation, refer to the relevant Description and Operation section of the
workshop manual. REFER to: Battery and Cables (414-01 Battery, Mounting and Cables, Description and Operation).
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 checked and/or the donor vehicle.
NOTES:


Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five digits from the scan
tool to the first five digits of the seven digit code listed to identify the fault (the last two digits give additional information
read by the manufacturer-approved diagnostic system).


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


Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.


If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may be the
cause. Always check for loose connections and corroded terminals.
1. Verify the customer concern.

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

Visual Inspection
Mechanical Electrical
Generator
Drive belt
Drive belt tensioner
Generator pulley
Check the security of the generator fixings
Generator
Battery
Battery connections
Starter motor
Harnesses and connectors
Fuses
Charge warning lamp function
Engine Control Module (ECM)
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 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 Causes Action
Battery power to vehicle
interrupted
High resistance between battery terminals and
clamps
GO to Pinpoint Test
A. Midtronics EXP-1080 User Guide

Carry out the following: -

Surface Voltage Removal Process

A vehicle which has had its battery charged or been driven in a 24 hour period before the test, must have its surface charge
removed

Published: 11-May-2011
Generator and Regulator - V8 5.0L Petrol/V8 S/C 5.0L Petrol - Generator - System Operation and Component Description
Description and Operation

Control Diagram

NOTE: A = Hardwired;
interconnect network) bus
D = High speed CAN (controller area network) bus; N = Medium speed CAN bus; O = LIN (local

Item Description 1 Battery monitoring system module 2 Battery 3 BJB (battery junction box) 4 Generator and regulator 5 ECM (engine control module) 6 Instrument cluster 7 RJB (rear junction box)

Published: 11-Jul-2014
Information and Entertainment System - General Information - Information
and Entertainment System
Diagnosis and Testing

Principle of Operation

For a detailed description of the Information and Entertainment System, refer to the relevant Description and Operation
sections in the workshop manual. REFER to: (415-01A Information and Entertainment System)

Audio System (Description and Operation), Audio System (Description and Operation), Audio System (Description and Operation).
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.
1. Verify the customer concern.

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

Visual Inspection
Mechanical Electrical
Information and entertainment module
Audio amplifier module
Integrated audio module
Portable audio interface module
Digital audio broadcast module
Integrated control panel
Touch screen display
Satellite radio module
Television module
Navigation system module
Telephone module
Compact disc player jammed, not loading
Scratched/dirty compact discs
Speakers
Fuses
Loose or corroded connector(s)
Information and entertainment module
Audio amplifier module
Integrated audio module
Portable audio interface module
Digital audio broadcast module
Integrated control panel
Touch screen display
Satellite radio module
Television module
Navigation system module
Telephone module
Speakers
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, check for Diagnostic Trouble Codes (DTCs) and refer to the relevant DTC Index.

Symptom Chart

Symptom Display Possible Causes Action Poor audio quality (all
sources) Display normal
MOST harness
connections loose
MOST harness
connections
contaminated
MOST harness
misrouted
- Too many
bends
- Bend radius
less than
25mm
Check MOST harness connectors for
security
Check MOST harness connectors for
contamination
Check the routing of the MOST harness Information and
entertainment system
inoperative Touch screen blank or
displaying a flashing
logo
MOST network fault
REFER to: Communications Network (418-00 Module Communications Network,
Diagnosis and Testing).
DTC Index

For a list of Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle, please refer to Section 100-00. REFER to:
(100-00 General Information)

Diagnostic Trouble Code (DTC) Index - DTC: Integrated Audio Module (IAM) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Infotainment Control Module (ICM) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Integrated Control Panel (FCIMB) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Satellite Digital Audio Radio System Module (SARM) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Digital Audio Broadcast Module (DABM) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Hybrid Digital Radio Control Module (HDRCM) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Touch Screen Display (FCDIM) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Television Module (TVM) (Description and Operation), Diagnostic Trouble Code (DTC) Index - DTC: Portable Audio Interface Control Module (PAICM) (Description and Operation).

Published: 11-May-2011
Information and Entertainment System - General Information - Cellular
Phone
Diagnosis and Testing

Principle of Operation

For a detailed description of the Cellular Phone System, refer to the relevant Description and Operation sections in 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.
1. Verify the customer concern.
2. Visually inspect for obvious signs of damage and system integrity.

Visual Inspection
Mechanical Electrical
Microphone
Bluetooth antenna
Electrical connectors
Wiring harness for damage or corrosion
Fuses
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 relevant DTC Index.
Symptom Chart

Symptom Action Unable to pair
GO to Pinpoint Test A. Not Auto Connecting
GO to Pinpoint Test B. No Audio to 3rd Party
GO to Pinpoint Test C. No Audio from 3rd Party
GO to Pinpoint Test D. No Audio
GO to Pinpoint Test E. DTC Index


CAUTION: When probing connectors to take measurements in the course of the pinpoint tests, use the adaptor kit, part
number 3548-1358-00
NOTES:


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.


Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five digits from the scan
tool to the first five digits of the seven digit code listed to identify the fault (the last two digits give extra information read by
the manufacturer-approved diagnostic system).


When performing voltage or resistance tests, always use a digital multimeter (DMM) accurate to three decimal places and
with a current calibration certificate. When testing resistance, always take the resistance of the DMM leads into account.