Jaguar 682 Adv Electrical 02-20-02

J A G U A R
S E R V I C E
T R A I N I N G
SERVICE TRAINING COURSE 682

ADVANCED JAGUAR ELECTRICAL SYSTEMS
REVISION SUMMARY
This publication has been revised from its previous
printing as follows:
A new Section, JAGUAR ELECTRICAL SYSTEMS,

has been added.
The XJ / XK Section has been revised.
The S-TYPE Section has been revised.
A new Section, X-TYPE, has been added.
DATE OF ISSUE: 02/15/2002
This publication is intended for instructional purposes only. Always refer to the appropriate
Jaguar 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.
Publication T682/02
2002 Jaguar Cars
PRINTED IN USA
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
JAGUAR ELECTRICAL SYSTEMS
XJ / XK
S-TYPE
X-TYPE
TASK SHEETS
Service Training Course T682

Service Training
GENERAL INFORMATION
Glossary
A
ABS/TCCM
A/C
A/CCM
ACP
ADCM
Airbag/SRS
B+
Baud
Binary
Bit
BPM
BPS
Bus
Byte
CAN
Cyclical
D2B
DDCM
Decimal
DI
DIN
DLC
DRDCM
DSCCM
DSCM
DTC
ECM
EGR
FPCM
Gateway
GECM
Hexadecimal
IC
ICE
INST
ISO
ISO 9141
JGM
k
Kbps
km/h
KTM
LED
mA
Micro
1.2
Ampere (measure of electrical current)

Anti-lock Braking and Traction Control Control Module
Air Conditioning
Air Conditioning Control Module
Audio Control Protocol
Adaptive Damping Control Module
Airbag Supplementary Restraint System
Battery voltage
Data bit transmission rate
Numbering system based on the number two
A single binary code data signal (1 or 0)
Body Processor Module
Bits per second
Simple network where modules are connected in series; Also used to refer to a network
Eight bits (makes up two alphanumeric characters)
Controller Area Network
A recurring succession of events
Fiber Optic Network
Driver Door Control Module
Numbering system based on the number 10
Direction Indicators
German Institute for Standardization
Data Link Connector
Driver Rear Door Control Module
Dynamic Stability Control Control Module
Driver Seat Control Module
Diagnostic Trouble Code
Engine Control Module
Exhaust Gas Recirculation
Fuel Pump Control Module
A language or protocol translator between two different systems
General Electronic Control Module
Numbering system based on the number 16
Instrument Cluster
In-Car Entertainment System
Instrument Pack
International Standards Organization
The Serial Data Link (ISO Standard)
J-Gate Module
Kilo Ohms
Kilobauds per second
Kilometers per hour
Key Transponder Module
Light-Emitting Diode
Mega Amps (million Amps)
Millionth
Student Guide
Date of Issue: 02/15/2002
mm
mph
ms
Multiplex
MY
N/A
NAS
NC
Network
NO
Node
PASCM
PATS
PCM
PDCM
PRDCM
Protocol
PSCM
PWM
Quiescent
RCM
RECM
RF
ROW
SAE
SAE J 1978
SC
SCP
SLCM
Star
TC
TCM
Token
V
VAS
VID Block
W
WDS
C
F
<
>
Service Training
Millimeter
Miles per hour
Milliseconds
An electrical circuit that carries multiple signals
Model year
Normally Aspirated
North American Specification
Normally closed
Connecting modules to share data
Normally open
An individual device in a network
Power Assisted Steering Control Module
Passive Anti-Theft System
Powertrain Control Module
Passenger Door Control Module
Passenger Rear Door Control Module
The language used for modules to communicate
Passenger Seat Control Module
Pulse Width Modulated
At rest
Restraints Control Module
Rear Electronic Control Module
Radio Frequency
Rest of World
Society of Automotive Engineers
An SAE standard for electronic communications
Supercharged
Standard Corporate Protocol Network
Security and Locking Control Module
Network where modules are connect to a common point or points
Traction Control
Transmission Control Module
An identity symbol
Volt (measure of electrical potential)
Vehicle Alarm System
Vehicle Identification Block
Watt (measure of electrical power
World Diagnostic System
Degrees Celsius
Degrees Fahrenheit
Ohms (measure of electrical resistance)
Less than
Greater than
Student Guide
1.3
Service Training
GENERAL INFORMATION
What This Book Contains
This book covers the advanced electrical systems on the following models:
XJ and XK*
S-Type
X-Type
*
Although there are slight differences in some of the electrical systems between the XJ and XK, the electrical
system architecture and operational logic is basically the same.
This book is divided into six sections, three of which contain model-specific information needed to understand the
individual electrical systems and know the difference between each model range. The three model-specific sections
are further broken down as follows:
Electrical distribution systems
Control modules
Multiplexing
Body systems
Security systems
NOTES
1.4
Student Guide
Service Training
Jaguar Electrical Systems

A new concept in electrical system design, data bus communications, was first introduced within Jaguar with the
1997 MY XK8. The new electrical system design concept points the way to future models. Jaguar electrical systems
will continue to evolve to support added functionality, but the basic concepts governing the design of the power distribution and electrical protection circuits, harness design and layout, and component control and communications
will remain constant. As new vehicles are introduced, the design similarities to existing vehicles will help to make
electrical and electronic diagnostics and repair an easier task for the trained technician.
Electrical system benefits

For the customer
Increased functionality
Increased reliability
Increased on-board diagnostic capabilities with driver fault notification
Lighter vehicle weight and increased performance
For the technician
Increased diagnostic capabilities
Reduced number of components
Standardization of components across model lines
Common diagnostic and repair procedures across model lines
For the manufacturer
Increased functionality and reliability
Reduced amount of wiring, connectors and components
Increased component compatibility among model lines and variants
Increased ability to add / delete features without major revision
Reduced build complexity
NOTES
Student Guide
1.5
Service Training
GENERAL INFORMATION
Diagnostic Strategy
Problem diagnosis can be time consuming and sometimes frustrating. However, the job will be easier if you apply a
logical approach to the task, called a Diagnostic Strategy. The following outlines a Diagnostic Strategy that will help
ensure that none of the information necessary for accurate diagnosis is overlooked.
1. Verify the complaint.
Check the accuracy and detail of information on the repair order.
Confirm the complaint.
Gather information about the complaint. Identify all of the symptoms what is working and what isnt, check
for MILs, warning lights and driver information display messages.
Look for additional symptoms.
2. Analyze the system(s) and identify probable causes.
Determine what controls the faulty function.
Determine if the failure is in the multiplex network or if an input / output to the network failed.
Determine the data messages that control the function and establish which modules transmit and which modules use the messages.
Determine if any of the messages are required for other functions.
Perform functional tests to eliminate probable causes.
3. Inspect, test and pinpoint the fault.
Visually inspect the vehicle and look for obvious faults first.
Test the circuits and components using WDS or a DVOM as appropriate. Start with the circuits or components
that are the most likely cause and the easiest to test.
Be aware that intermittent faults or symptoms may require recreating the fault conditions while testing: hot
condition, cold condition, or wiggle test.
4. Perform the repair.
Follow the recommended service procedures.
To avoid a repeat failure, ensure that wiring, connectors, and grounds are in good condition before fitting new
components.
Replace defective components.
NOTE: After the repair, perform a hard reset of the control modules.
5. Evaluate the results.
Verify that the customer complaint is resolved and that all of the original symptoms have disappeared.
Confirm that no new conditions were created by performing operational tests of any other systems that are
related to the complaint or that were disturbed during the repair.
NOTES
1.6
Student Guide
Service Training
Circuit Failure Testing (Consumer / Function Operates Intermittently)

Because the failure is not always present, intermittent failures can be the most difficult to diagnose. If the system is
electronically controlled and its control module is capable of storing DTCs, extract any DTCs as a guide to diagnosis.
It is also vital to gather the following information about any intermittent failure:
When does the function fail?
Are any other functions affected?
Were any other functions in operation at the time of failure?
Is the failure related to a vibration or bump occurrence?
Does the failure occur at any specific temperature, time of day, engine or transmission operating condition?
Try to recreate the failure by operating the vehicle under the conditions reported. If the failure can be recreated, follow the general diagnostic procedures.
If the failure cannot be recreated, apply the reported failure conditions to the symptoms in order to determine the
probable causes of the failure. Then, carefully examine each of the probable causes. Start with the circuit areas or
system components that are the most probable causes of the failure and thoroughly test each one. Apply the
wiggle test while following the general diagnostic procedures.
Professional Electrical Practices

When testing electrical circuits it is important to access the circuits carefully to avoid damaging insulation, conductors, contacts or components. Measurements should be performed carefully. Ensure that the tester is connected to
the correct pins. If measurements are not consistent with the expected values, always double check that the tester is
correctly connected.
Back probing sealed electrical connectors will damage the seal allowing moisture or other contaminants to
enter the connector causing corrosion.
Piercing the insulation of conductors when performing measurements will damage the conductor, increase
the conductor resistance, and allow moisture or other contaminants to enter the connector causing corrosion.
Circuit powered or self-powered test lights or circuit testers may cause damage to sensitive components.
The best rule is to use only a high impedance digital multimeter when measuring any electrical circuit in the vehicle.
calibrate test equipment and check the resistance of the test leads and adapters to assure that
Periodically
measurements are accurate.
the correct testing adapters when performing measurements. Using incorrect adapters or probing con Use
nectors may damage the plating on the contacts, causing corrosion and increased resistance.
NOTES
Student Guide
1.7
1.8
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION

2.1 Electrical Distribution Systems
2.2 Control Modules
2.3 Multiplexing
2.4 Security
2.5 Reverse Parking Aid
XJ / XK
S-TYPE
X-TYPE
TASK SHEETS

Service Training
JAGUAR ELECTRICAL SYSTEMS: ELECTRICAL DISTRIBUTION SYSTEMS

A vehicles electrical distribution system distributes the power from the battery to electrically operated devices
located all throughout the vehicle. It also has to transmit data, as well as a variety of digital and analog signals from
switches and sensors, on several data networks.
This means that there are many different types of wires in a Jaguar. Some wires that transmit signals from switches or
sensors carry almost no current and those that provide power to large electrical consumers, which need to carry
heavy current loads. You will also notice that models fitted with the D2B network, carry light instead of electrical
signals.
As you study each models electrical distribution system, you will notice that there are several minor differences in
the whole range of models. For example, the XJ/XK are fitted with as many as 5 fuse boxes while the X-TYPE is fitted
with only 2. Another example is the location of the battery, while on the X-TYPE the battery is located in the engine
compartment; all other models have the battery located in the trunk.
To summarize, the electrical distribution system is the nervous system of the vehicle and it is important that you
know each models uniqueness to successfully diagnose and service all the advanced electrical systems covered in
this Student Guide.
NOTES
2.1.2
Student Guide
Service Training
BATTERY AND FUSE BOX POWER DISTRIBUTION (S-TYPE SHOWN)
FRONT POWER DISTRIBUTION BOX

GENERATOR
GENERATOR / STARTER
POSITIVE CABLE
STARTER MOTOR
BULKHEAD POWER STUD
PRIMARY JUNCTION BOX
SECONDARY JUNCTION BOX
BATTERY POSITIVE CABLE
CLEAN POWER SUPPLY
CLEAN POWER MEGAFUSE

REAR POWER DISTRIBUTION BOX
BATTERY
BATTERY NEGATIVE CABLE
T682.01
Student Guide
2.1.3
2.1.4
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION

2.2 Control Modules
2.3 Multiplexing
2.4 Security
XJ / XK
S-TYPE
X-TYPE
TASK SHEETS

Service Training
JAGUAR ELECTRICAL SYSTEMS: CONTROL MODULES

Control modules are computers. As such, they are very complex electrical components. We will discuss control
module operation only as it applies to our purposes as automotive service technicians.
Control modules can only process digital DC voltage signals. Input signals must be converted to digital signals before
the microcomputer portion of the control module can interpret the information.
Once input signals are properly converted, the information is directed to the microcomputers memory. There the
microcomputer compares and evaluates the information against its own programming.
This comparison and evaluation process allows the microcomputer to select the best possible choices for system
control. It should be noted that the process of filtering and processing input signals, storing and analyzing information and making decisions happens in a fraction of a second as quickly as 1/1000 of a second (one millisecond).
The memory sections within the microcomputer are the controlling factors in logical processing of input information.
INFORMATION FLOW THROUGH A CONTROL MODULE
VOLTAGE
REGULATOR
+ 5V
SIGNAL
INPUT
INPUT
SIGNAL
PROCESSING
PROGRAM
MEMORY
CENTRAL
PROCESSING
UNIT
OUTPUT
MEMORY
OUTPUT
SIGNAL
PROCESSING
CONTROL
OUTPUT
T682.02
NOTES
2.2.2
Student Guide
Service Training
Each year, vehicles seem to get more and more complicated. For example, the X-TYPE can be fitted with as many as
23 control modules depending on the model. Although this high number of control modules will likely make you
think that working with them will make your job harder, the fact is that they actually make it easier to service and
diagnose the vehicle.
Some of the reasons for this increase in the number of control modules are:
The need for sophisticated engine controls to meet emissions and fuel-economy standards
Advanced diagnostics
Simplification of the manufacture and design of cars
Reduction of the amount of wiring in cars
New safety features
New comfort and convenience features
For example, one of the most important modules is the instrument cluster. The instrument cluster gathers and displays data from various parts of the vehicle. Other modules in the car already use most of this data. For instance, the
PCM knows the coolant temperature and engine speed. The transmission controller knows the vehicle speed. The
controller for the anti-lock braking system (ABS) knows if there is a problem with the ABS.
Over the last decade, weve seen safety systems such as ABS and airbags become standard equipment across the
whole Jaguar model range. Other safety features such as traction-control and stability-control systems are starting to
become common as well. Each of these systems adds a new module to the car, and this module contains multiple
microprocessors. In the future, there will be more and more of these modules all over the car as new electronicallycontrolled systems need their own computer controlled device to operate accordingly.
Each of these systems requires more processing power, and is usually packaged in its own electronics module. But it
doesnt end there, meaning that you, the technician, have to be aware of how todays modules operate and are serviced.
As you will see in the following model-specific chapters, knowing all the specific modules used on each model line
and also how to service and program them, will make your job much easier.
Inputs, Processing, Outputs (IPO)

Understanding IPO and how it fits into todays electrical systems will help you decipher and understand systems
more easily. Below are some components that are attributed to inputs, processing, outputs:
Input = a switch, a sensor, another control module
Processing = microprocessor
Output = a motor, a solenoid, another control module, a bulb
NOTES
Student Guide
2.2.3
Service Training

Control Module Configuration
To cover the many variations in vehicle specification, which are available in various markets, information is programmed into the Control Modules (CM) during vehicle manufacture, which in many cases may be specific to a very
limited number of vehicles within a single market.
For example, the Security and Locking Control Module (SLCM) of a coupe does not contain the control system for
the power-operated convertible top. The ICE and VCM on an X-TYPE have to be configured when other components are added to the D2B network.
TYPICAL PROGRAMMABLE CONTROL MODULES
MAJOR
INSTRUMENT PACK
ENGINE
CONTROL MODULE
BODY PROCESSOR
MODULE
SECURITY AND LOCKING
CONTROL MODULE
DOOR CONTROL MODULE
SEAT CONTROL MODULE
VCATS LABEL
T682.03
NOTES
2.2.4
Student Guide
Service Training
Vehicle Configuration and Test System (VCATS)

On XJ/XK and S-TYPE vehicles, the VCATS data has to be supplied to Jaguar for some control module market specific
configurations. The data is added to the Control Module at the factory. VCATS matches hardware part numbers with
the correct software; therefore care must be taken when exchanging control units from another vehicle for
diagnosis.
TYPICAL VCATS LABEL
ABBREVIATIONS:
PSM
Passenger Seat Control Module
DSM
PDM
DDM
SLM
Security and Locking Control module
IPK
Major Instrument Pack
BPM
ECM
T682.04
Should a similar, but not identical, CM from one vehicle be installed in a second vehicle, this may result in various
malfunctions in the second vehicle. Since the CM may then learn information from the second vehicle, incorrect
data would then be transferred back to the first vehicle when the CM is transferred back to its original location. This
is particularly applicable in the case of the Engine Control Module (ECM).
With the increasing number of control units on a given vehicle, it is becoming less cost effective to have replacements pre-programmed at the factory, also the space required to store all market configurations becomes
prohibitive. In view of these facts Jaguar is now supplying blank (un-programmed) units (for X-TYPE on) that must be
configured at point of sale at the retailer. WDS is the main tool for programming and with the latest CD updates it
will include the latest software for the vehicles control units (the CD release notes should be read to see the scope of
programming and what vehicles it affects).
NOTES
Student Guide
2.2.5
Service Training

Control Module Configuration (continued)
How Programming Affects Diagnosis
When diagnosing electrical malfunctions, assume that no defect exists in the relatively robust CM hardware in the
vehicle. Since a defect is more likely in connectors or switches initial diagnosis should concentrate on these components. Inputs and outputs can be monitored via the diagnostic equipment, if these are proven to have no fault the
failure must lie with the control unit.
There are two malfunctions of a control unit:
A hardware problem
A software problem (Programming).
Approximately 80% of all control units that are replaced have a software problem that can be either corrected by
performing a hard reset (disconnection of the battery power supply) or reprogramming of the hardware. It is suggested before any modules are replaced a hard reset and/or reprogramming should be carried out. Several options
are available with WDS: Program New Module, Program Existing Module, Dealer options, Setup and configuration.
On vehicles that cannot be programmed via the diagnostic equipment, note the 3 conditions below before interchanging control modules between identical vehicles to confirm diagnosis.
1. Refer to the illustration on page 2.2.5, which shows a typical VCATS label, located on the floor of the luggage compartment of XK8 models. Each label is specific to each individual vehicle, and lists the VIN of the
vehicle along with the part numbers of the CMs originally fitted to the vehicle during manufacture.
2. In the example on page 2.2.5, the part number of the Body Processor Module is identified as: LJA2500AG/
1055. In the illustration, the basic part number LJA2500AG has been programmed during vehicle manufacture for the specific market and features of the vehicle concerned, and is identified as 1055. This would
be the complete part number for a replacement BPM for the vehicle concerned if it were necessary to
order one from Jaguar Parts Operations. Note that the suffix 1055 (in the example above) does not appear
on the label on the CM concerned. This number appears only on the VCATS label of the vehicle.
3. It is permissible to temporarily interchange a CM from another vehicle for testing purposes, only if:
a.
The full vehicle history of both vehicles is available
b. The history of both vehicles indicates that the CM in question has not previously been replaced by a
CM from another vehicle or by a replacement part
c.
The VCATS label information for the full part number of the CM in question on both donor and
recipient vehicle is identical, as illustrated above.
d. The donor vehicle is known to have no electrical defect.

Always disconnect the battery first, and reconnect it after connecting the replacement CM. The possibility exists,
particularly for control modules that control the movement of door windows or power operated convertible tops,
for inadvertent uncontrolled operation of these systems if the battery remains connected during such operations.
This can result in injury to persons working on the vehicle.
NOTES
2.2.6
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION

2.2 Control Modules
2.3 Multiplexing
2.4 Security
XJ / XK
S-TYPE
X-TYPE
TASK SHEETS

Service Training
JAGUAR ELECTRICAL SYSTEMS: MULTIPLEXING

Todays cars use electronic modules to control everything from the engine and transmission to the radio and brakes.
Many of these controllers require the same INPUT information to operate efficiently. For example, seemingly unrelated systems like the transmission and anti-lock brakes both require vehicle speed information. If both systems
could get vehicle speed information from the same INPUT, it would reduce the number of sensors and the amount
of wiring on the vehicle.
Jaguar vehicles have this ability to share information through the use of NETWORKS. A network refers to the control
modules and wiring that allow information to be sent or received, using an electrical or electronic medium. Some
networks allow electronic modules to share input information. Networks can enable multiple modules to act together to perform complex vehicle operations. Improved vehicle diagnostic capabilities also result from the use of
networks.
Jaguar uses 5 types of different networks depending on the model:
The Controller Area Network (CAN)
The Standard Corporate Protocol Network (SCP)
The Serial Data Link (ISO 9141)
The Audio Control Protocol Network (ACP)
The Digital Data Bus Network (D2B)
NETWORK CONTROL MODULES CAN SHARE INFORMATION
INPUTS
ABS/TC or DSC CONTROL MODULE
OUTPUTS
RIGHT FRONT
WHEEL SPEED SENSOR
INLET VALVES
LEFT FRONT
WHEEL SPEED SENSOR
OUTLET VALVES
RIGHT REAR
WHEEL SPEED SENSOR
PUMP AND MOTOR
LEFT REAR
WHEEL SPEED SENSOR
VEHICLE SPEED
INFORMATION
POWERTRAIN CONTROL MODULE
T682.05
NOTES
2.3.2
Student Guide
Service Training
Electronic control modules connected to a network allow controllers to work together to coordinate the operation of vehicle systems. This allows for the best operation and provides the ability for many complex vehicle
functions.
For example, some networked vehicles with traction control use two control modules to maintain vehicle traction.
Below a certain speed and engine load the Anti-Lock Braking / Traction Control (ABS/TC) Control Module may
prevent wheel spin by pulsing the drive wheel brakes ON and OFF. At the same time the PCM may retard ignition
control to reduce engine torque.
However, above that speed and engine load only the PCM will take action to prevent wheel spin by reducing engine
torque. This is done by retarding ignition control, controlling fuel injection or reducing throttle angle.
In this system the communication between the two electronic control modules provides the best vehicle operation
to prevent wheel spin.
There is common information each of these systems needs:
vehicle speed
wheel rotation speed
engine load
Without a network, PCM and ABS/TC modules require their own sensors to provide this information. Some networks allow input information to be shared by all the modules on the network, eliminating the need to provide
individual sensors for each module.
COMPLEX FUNCTIONS USING A NETWORK FOR ABS OPERATION
PCM REDUCES ENGINE TORQUE
ABS/TCCM PULSATES BRAKES
PCM
ABS/TC
CM
BRAKE
CALIPER
T682.06
NOTES
Student Guide
2.3.3
Service Training
V
NA
S
T
A
C
MS
VE
PHONE
ACP NETWORK COMPONENTS
RECM
VACM
SCP NETWORK (S-TYPE)
DDCM
INSTRUMENT
CLUSTER
DATCM
THROTTLE ACTUATOR
CONTROL MODULE
ABS/TC
OR DSC
FC35
M
GEC
DLC
PCM
RADIO
CD
CHANGER
DSCM
(SEAT CM)
SECONDARY
JUNCTION BOX
CA15
SECONDARY
JUNCTION BOX
T682.07
2.3.4
Student Guide
Service Training
Control Circuits
The purpose of a conventional electrical or a multiplex
control circuit is to activate or control a function in
response to an input. The input can be an operator
command such as pressing a switch, an electrical input
from a sensor such as wheel speed, or a signal from
another control module such as engine speed.
B+ SWITCHED LIGHTING CIRCUIT

SWITCH CLOSED
LAMP ACTIVE
The following circuits are examples of some inputs and

outputs that control vehicle systems.
B+ Switched Lighting Circuit

In this circuit, the input is the closing of a switch. The output is a voltage signal that results in activating the lamp.
T682.08
Control Module Activated Ground Switched Lighting Circuit

In this circuit, more than one input and output can be required to activate the lamp. The first input is closing a
switch that inputs a ground signal to the control module. The control module outputs a ground signal to the relay
coil causing the relay contacts to close. The relay outputs (provides) the ground to activate the lamp.
CONTROL MODULE ACTIVATED GROUND SWITCHED LIGHTING CIRCUIT
RELAY CLOSED
LAMP ACTIVE
3
CONTROL
MODULE
IGNITION SWITCH
SWITCH
CLOSED
T682.09
NOTES
Student Guide
2.3.5
Service Training

Non-multiplexed Signal Distribution
The circuit on the facing page demonstrates how a vehicle without multiplexing distributes a vehicle speed signal
output using the inputs from the four wheel speed sensors. The ABS CM transmits one wheel speed sensor signal to
the instrument pack to be used as the vehicle speed signal for the speedometer and for distribution to other vehicle
systems.
Control component
Function
INST (instrument pack)

TCM (transmission control module)
ICE (radio / cassette head)
A/CCM (air conditioning control module)
ECM (engine control module)
PASCM (power assisted steering control module)
SCCM (speed control control module)
BPM (body processor control module)
SLCM (security and locking control module)
Speedometer
Transmission shift control
ICE volume
Climate control blower speed
Engine control
Variable assist power steering
Cruise control
Wiper speed control
Locking and security functions
Each of the components receives its vehicle speed input via a separate (hard wired) circuit.
NOTES
2.3.6
Student Guide
Service Training
NON-MULTIPLEXED WHEEL AND VEHICLE SPEED SIGNAL DISTRIBUTION (95 97 MY XJ)
VEHICLE SPEED
VEHICLE SPEED
VEHICLE SPEED
VEHICLE SPEED
VEHICLE SPEED
VEHICLE SPEED
VEHICLE SPEED
VEHICLE SPEED
WHEEL
SPEED
SIGNALS
VEHICLE SPEED
INSTRUMENT PACK
ENGINE SPEED
ABS / TCCM
CRUISE CONTROL
ECM
PASCM
TCM
SLCM
BPM
ICE
ENGINE SPEED
A/CCM
T682.12
NOTES
Student Guide
2.3.7
Service Training

Multiplex Controlled Functions
Inputs
Multiplexed control modules use conventional inputs from the sensors or switches that are directly connected to
them (hard wired). The control modules also use data message inputs from other control modules connected to the
multiplex circuit.
Outputs
The control modules output conventional voltage signals (via individual hard wires) to directly control components. They also output data messages to the network that are used by other control modules.
Shared Function Control

Because control modules can transmit data messages to each other over the shared network, they can share control
functions. One module can activate a function based on inputs received from one or a number of other modules.
EXAMPLES OF MULTIPLEX INPUTS AND OUTPUTS
INPUTS
OUTPUTS
OUTPUTS
INPUTS
DATA MESSAGES (INPUTS AND OUTPUTS)
CONTROL
MODULE
SENSOR
CONTROL
MODULE
VOLTAGE
VOLTAGE
B+
SENSOR
B+
T682.10
NOTES
2.3.8
Student Guide
Service Training
Multiplex Controlled Fuel Filler Flap Circuit

In the circuit shown below, a ground input from the fuel filler flap release switch triggers the body processor module to broadcast an open fuel filler flap data message on the SCP multiplex network. In response to the data
message, the security and locking control module (the closest module to the filler flap) outputs a voltage to activate
the filler flap release solenoid. If other data messages on the network indicate that the engine is running, the security system is armed, the vehicle is either locked or the key is not in the ignition, then the open fuel filler flap data
message is inhibited.
MULTIPLEX CONTROLLED FUEL FILLER FLAP (97 MY XK)
SECURITY & LOCKING
CONTROL MODULE
VOLTAGE OUTPUT
SECURITY ARMED
STATUS
FUEL FILL
RELEASE SOLENOID
DRIVER SEAT
CONTROL MODULE
PASSENGER SEAT
CONTROL MODULE
DRIVER DOOR
CONTROL MODULE
PASSENGER DOOR
CONTROL MODULE
VEHICLE LOCKED
STATUS
IGNITION SWITCH
KEY IN
BODY PROCESSOR
MODULE
GROUND INPUT
IGNITION STATUS
OPEN FILLER FLAP
FUEL FILL
RELEASE SWITCH
MAJOR
INSTRUMENT PACK
ENGINE RUNNING
STATUS
T682.11
NOTES
Student Guide
2.3.9
Service Training

Multiplexed Signal Distribution
The circuit on the facing page demonstrates how a vehicle speed signal is distributed via multiplex circuits.
The four wheel speed signals are used by the ABS / TCCM to provide anti-lock braking and traction control. The
ABS / TCCM communicates a data messages on the CAN multiplex network. The messages contains data for the
four individual wheel speeds plus the vehicle speed. The TCM and ECM are connected to the CAN multiplex circuit
and use the wheel and vehicle speed data for control of their functions. The INST (instrument pack) is also connected to the CAN network and converts the vehicle speed data message for use by the speedometer, SCP (body
systems) multiplex circuit and nonmultiplexed components.
Control component
Function
TCM (transmission control module)

ECM (engine control module)
INST (instrument pack)
BPM (body processor control module)
SLCM (security and locking control module)
ICE (radio / cassette head)
A/CCM (air conditioning control module)
PASCM (power steering control module)
Transmission shift control

Engine control, cruise control
Speedometer
Convertible top
Locking and security functions
ICE volume
Climate control blower speed
Variable assist power steering
All modules connected to the multiplex circuits share the same message data using only the network wiring and
connectors. Modules not connected to the networks (ICE, PASCM and A/CCM) receive the vehicle speed signal via
separate hard wires.
NOTES
2.3.10
Student Guide
Service Training
MULTIPLEXED WHEEL AND VEHICLE SPEED SIGNAL DISTRIBUTION (97 MY XK)
WHEEL SPEED
SIGNALS
ABS / TC
CM
SLCM
CAN WHEEL / VEHICLE

SPEED DATA
TCM
DSCM
PSCM
ECM
DDCM
PDCM
GEAR SELECTOR
ILLUMINATION
MODULE
BPM
SCP VEHICLE SPEED DATA MESSAGE
INST
VEHICLE SPEED SIGNAL
CAN NETWORK
SCP NETWORK
ICE
PAS CM
A/CCM
DATA LINK
CONNECTOR
(DLC)
T682.13
NOTES
Student Guide
2.3.11
2.3.12
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION

2.2 Control Modules
2.3 Multiplexing
2.4 Security
XJ / XK
S-TYPE
X-TYPE
TASK SHEETS

Service Training
JAGUAR ELECTRICAL SYSTEMS: SECURITY

Security systems are more advanced than ever before. The security system controls several systems such as the door
locks, vehicle alarm and anti-theft systems.
Between the keyless entry systems and conventional locks, some cars have 2 or 4 different ways to unlock the doors.
The locking system must be very reliable because it is going to unlock the doors tens of thousands of times over the
life of the vehicle.
Here are some of the ways that you can unlock a vehicles doors:
With a key
By pressing the unlock button inside the car
By pulling the lever on the inside of the door
With a keyless-entry remote control
One of the most important modules on a vehicle is the body controller module. XJ/XK main body systems are controlled by the Body Processor Module (BPM) and by the Security and Locking Control Module (SLCM). Other lesser
body modules (seats, doors, etc.) interface with the main body modules to make up the body system. The S-TYPE
main body modules are the General Electronic Control Module (GECM) and the Rear Electronic Control Module
(RECM). The X-TYPE uses only a GECM. These modules / systems take care of a lot of the little things that make a car
user friendly for instance, it makes sure the interior lights stay on until you start the car, and it gongs at you if you
leave your headlights on or leave the keys in the ignition. In the case of power door locks, the body controller monitors all of the possible sources of an unlock or lock signal. It monitors a radio frequency and unlocks the doors
when it receives the correct digital code from the radio transmitter in the key fob, and also monitors the switches
inside the car. When it receives a signal from any of these sources, it provides power to the actuator that unlocks or
locks the doors.
The Passive Anti-Theft System or PATS in the S- and X-TYPES is one of the most advanced anti-theft systems available today. It is a very effective system that does its job without the vehicle owner having to think about it or to
modify his/her usual routine.
Regardless of the system, Jaguars security systems are designed to protect the vehicle in case of theft or unauthorized entry. Todays Jaguar customers expect more and more features in their vehicles. The security system is an
integral part of the vehicle; it is essential that you the technician know how these systems operate and how they are
serviced.
NOTES
2.4.2
Student Guide
Service Training
PASSIVE ANTI-THEFT SYSTEM (S-TYPE)
IC
SCP
PCM
T682.14
NOTES
Student Guide
2.4.3
2.4.4
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION

2.2 Control Modules
2.3 Multiplexing
2.4 Security
XJ / XK
S-TYPE
X-TYPE
TASK SHEETS

Service Training
JAGUAR ELECTRICAL SYSTEMS: REVERSE PARKING AID

Reverse Parking Aid System
All Jaguar models can be equipped with a Reverse Parking Aid System.
The reverse parking aid system operates through four ultrasonic sensors, located in the rear bumper, that transmit
scanning beams covering the area behind the vehicle. These beams are reflected by obstructions behind the vehicle
and reflected back to the sensors. The sensors provide input signals to the parking aid control module (PACM),
which processes the signals to calculate the distance to the obstruction.
The sounder is then progressively activated by the PACM to gives an appropriate warning signal starting from an
intermittent beep at approximately 0.8 meter (32 inches) up to a continuous STOP tone at approximately 0.2 meter
(8 inches).
Reverse parking aid is enabled when the reverse lamps are activated by the RECM via a hardwired parallel circuit.
The system can be switched OFF by pressing the switch in the roof console. The indicator in the switch illuminates
when the system is switched OFF. The system is reset to ON each time the ignition is cycled.
If a system fault occurs, the switch indicator lamp will be continuously illuminated (S-TYPE only). Faults are flagged
in the PACM as DTCs (B and C Codes) and can be retrieved using WDS.
REVERSE PARKING AID COMPONENTS (S-TYPE)
REVERSE PARKING AID
SWITCH
REVERSE PARKING AID

SPEAKER
REVERSE PARKING AID

CONTROL MODULE
REVERSE PARKING AID

SENSOR
T682>15
2.5.2
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
3.1 Electrical Distribution System
3.2 Control Modules
3.3 Multiplexing
3.4 Body Systems
3.5 Security Systems
S-TYPE
X-TYPE
TASK SHEETS

Service Training
XJ / XK ELECTRICAL DISTRIBUTION SYSTEM

Electrical System Architecture
The XJ / XK vehicle electrical system is a ground side switched system. The ignition switch switches ground circuits
on / off to complete system circuits and apply power. Circuits that require ignition switch position control are supplied with ignition switched grounds. Both power grounds (high current consumers) and logic grounds (electronic
switching circuits) are used throughout the system.
Three data networks are employed: a high speed Controller Area Network (CAN) for the engine, drive train and
related systems, a Standard Corporate Protocol network (SCP) for the body systems, and an Audio Control Protocol
network (ACP) for certain In-Car Entertainment and Telephone functions. Any vehicle subsystem with the CAN or
SCP included uses data derived from the network, or transmits data via the network to achieve control. In addition
to the two networks, the vehicle uses a Serial Data Link (ISO 9141) for diagnostics and for the programming of certain control modules.
NOTES
3.1.2
Student Guide
Service Training
XJ COMMUNICATION NETWORKS
ENGINE
CONTROL MODULE
KEY
TRANSPONDER
MODULE
AIRBAG / SRS
SINGLE POINT
SENSOR
ABS
CONTROL MODULE
TRANSMISSION
CONTROL MODULE
GEAR SELECTOR
MODULE
A/C
CONTROL MODULE
BODY
PROCESSOR
MODULE
SECURITY AND
LOCKING
CONTROL MODULE
DRIVER SEAT
CONTROL MODULE
PASSENGER SEAT
CONTROL MODULE
DRIVER DOOR
CONTROL MODULE
PASSENGER DOOR
CONTROL MODULE
DRIVER
REAR DOOR
CONTROL MODULE
PASSENGER
REAR DOOR
CONTROL MODULE
INSTRUMENT PACK
CAN
SCP
SERIAL
DATA LINK
DATA LINK CONNECTOR
CAN NETWORK
SCP NETWORK
SERIAL DATA LINK
ECM PROGRAMMING
T682.32
Student Guide
3.1.3
Service Training

XJ Electrical Distribution
High Power Protection Module
A high power protection module is installed in the trunk, immediately below and to the rear of the fuel tank.
Power Distribution Cables

The power distribution cables accommodate the high power protection module, the engines and the fuse box layout. The power stud terminal at the front firewall is located on the wall of the RH enclosure.
Harnesses
ENGINE HARNESS CONNECTOR (XJ SHOWN)
The harness layout accommodates the equipment and

communication networks. The through panel connectors are used in unsealed applications; 070 multilock
connectors and Augat connectors are used in sealed
applications.
In the engine compartment, an engine management
harness is installed across the front bulkhead. Connectors attached to the bracket on top of the transmission
provide the interfaces with the engine and transmission harnesses.
T682.16
NOTES
3.1.4
Student Guide
Service Training
XJ HARNESS LAYOUT
RADIATOR COOLING FAN HARNESS

RH FRONT BUMPER HARNESS
LH FRONT BUMPER HARNESS
POWER STEERING LINK HARNESS

ENGINE HARNESS
LH FRONT AXLE HARNESS
RH FRONT AXLE HARNESS

ENGINE MANAGEMENT HARNESS
FROWARD HARNESS
WINDSHIELD HEATER HARNESS

TRANSMISSION HARNESS
FASCIA HARNESS
STEERING COLUMN
SWITCHGEAR HARNESS
CENTER CONSOLE HARNESS
STEERING WHEEL HARNESS

RADIO TELEPHONE HARNESS
PASSENGER DOOR HARNESS
DRIVER DOOR HARNESS

LH SIDE AIRBAG LINK
RH SIDE AIRBAG LINK
DRIVER SEAT HARNESS
PASSENGER SEAT HARNESS
REAR SEAT HARNESS
CABIN HARNESS
PASSENGER REAR DOOR HARNESS
DRIVER REAR DOOR HARNESS
RH REAR AXLE HARNESS
LH REAR AXLE HARNESS
IN-CAR ENTERTAINMENT HARNESS

TRUNK HARNESS
REAR BUMPER HARNESS
T682.17
Student Guide
3.1.5
Service Training

XJ Electrical Distribution (continued)
Fuse Boxes
Five fuse boxes contain the protection fuses for all the electrical circuits. The engine compartment fuse box and the
engine management fuse box are located on the left side of the engine compartment. The heelboard fuse boxes are
located behind the left and right heelboards. The trunk fuse box is installed in the electrical carrier in the trunk.
Electrical Carrier
The electrical carrier is the same as the one installed in XK vehicles. In addition to the trunk fuse box, it contains the
SLCM. Spare fuses and a fuse extractor tool are located on the underside of the lid.
NOTES
3.1.6
Student Guide
Service Training
XJ FUSE BOX AND RELAY LOCATIONS
ENGINE COMPARTMENT
FRONT RELAYS
ENGINE COMPARTMENT
RELAYS AND FUSE BOX
ENGINE MANAGEMENT
RELAYS AND FUSE BOX
CONTROL MODULE
ENCLOSURE RELAYS
FRONT BULKHEAD RELAYS
LH FRONT SEAT RELAYS
RH FRONT SEAT RELAYS
LH HEELBOARD
RELAYS AND FUSE BOX
RH HEELBOARD
RELAYS AND FUSE BOX
TRUNK RELAYS AND FUSE BOX
T682.18
Student Guide
3.1.7
Service Training

XK Electrical Distribution
Distribution cables supply battery power through a high power protection module to the starter motor and to five
fuse boxes. Harnesses distribute battery, auxiliary and ignition power from fuse boxes to all the user components.
Battery
XK BATTERY
The DIN 88, 92 ampere hour battery is installed on the

right side of the trunk floor below the trim.
CAUTION: Open both doors, or lower the
windows of both doors, before disconnecting the battery. Disconnecting the
battery disables the automatic window
drop/rise function. Opening a door when
the automatic window drop/rise function
is disabled and the windows are closed
could damage the door seals.
High Power Protection Module

T682.19
XK HIGH POWER PROTECTION MODULE
The high power protection module contains three 250

amperes fuses. Two fuses connected in parallel provide
500 amperes protection for the starter supply. The third
fuse provides 250 amperes protection for the fuse box
supplies.
Power Distribution Cables

Heavy duty power distribution cables connect the battery to the body and the high power protection module,
and the high power protection module to the engine
starter and the vehicle fuse boxes.
T682.20
NOTESS
3.1.8
Student Guide
Service Training
XK POWER DISTRIBUTION
ALTERNATOR
ENGINE COMPARTMENT
FUSE BOX
FALSE BULKHEAD
STUD CONNECTOR
STARTER MOTOR
ENGINE MANAGEMENT
FUSE BOX
PASSENGER SIDE FUSE BOX
DRIVER SIDE FUSE BOX
TUNNEL STUD CONNECTOR
HIGH POWER
PROTECTION MODULE
BATTERY
TRUNK FUSE BOX
T682.21
Student Guide
3.1.9
Service Training

Harnesses
The vehicle harnesses plug directly onto components or component flying leads using locking connectors. Extensive
use is made of harness securing clips, and the majority of the flying lead and interface connectors are secured to the
adjacent structure or component.
NOTES
3.1.10
Student Guide
Service Training
XK HARNESS LAYOUT
RH FRONT WHEEL HARNESS
LH FRONT WHEEL HARNESS
STARTER LINK
ENGINE HARNESS
POWER STEERING LINK
LEFT FORWARD HARNESS
ENGINE MANAGEMENT
CRUISE CONTROL LINK
OR
ENGINE MANAGEMENT
SIDE MARKER LINK
ENGINE MANAGEMENT HARNESS
AIR CONDITIONING HARNESS
PASSENGER'S DOOR HARNESS
DRIVER'S DOOR HARNESS
COLUMN SWITCHGEAR HARNESS
ROOF HARNESS
STEERING WHEEL HARNESS

FASCIA HARNESS
IN-CAR ENTERTAINMENT
HARNESS
PASSENGER'S SEAT HARNESS
DRIVER'S SEAT HARNESS
REARWARD HARNESS
TRUNK HARNESS
CONVERTIBLE
RH QUARTER LIGHT LINK
CONVERTIBLE
LH QUARTER LIGHT LINK
LH REAR WHEEL HARNESS
RE REAR WHEEL HARNESS

TRUNK LID HARNESS
TRUNK BRIDGING LINK
T682.23
Student Guide
3.1.11
Service Training

Fuse Boxes
Five fuse boxes contain the protection fuses for all the electrical circuits. The engine compartment fuse box is located on the left side of the engine compartment; the control module enclosure fuse box is located in the right hand
control module enclosure. The driver and passenger fuse boxes are located on the left and right fascia, respectively.
The trunk fuse box is installed in the electrical carrier in the trunk; spare fuses and a fuse extractor tool are installed
on the underside of the lid.
CAUTION: Always replace blown fuses with the same rated fuse.
Relays
The majority of the relays are located in and around the fuse boxes. Those in the engine compartment enclosures
are in groups of three, under protective covers.
NOTES
3.1.12
Student Guide
Service Training
XK FUSE BOX AND RELAY LOCATIONS
ENGINE COMPARTMENT
RELAYS AND FUSE BOX
CONTROL MODULE ENCLOSURE

RELAYS AND FUSE BOX
LH ENCLOSURE RELAYS
RH ENCLOSURE RELAYS
LH FASCIA RELAYS
RH FASCIA RELAYS
DRIVESHAFT TUNNEL RELAYS
TRUNK RELAYS AND FUSE BOX
T682.24
Student Guide
3.1.13
3.1.14
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
3.2 Control Modules
3.3 Multiplexing
3.4 Body Systems
S-TYPE
X-TYPE
TASK SHEETS

Service Training
XJ / XK CONTROL MODULES
XJ Control Module Locations
XJ CONTROL MODULE LOCATIONS
RADIATOR FAN CONTROL

RELAY MODULE
ABS / TRACTION CONTROL

CONTROL MODULE
BODY PROCESSOR MODULE
AIRBAG / SRS
SINGLE POINT SENSOR
DIMMER MODULE
ENGINE CONTROL MODULE
KEY TRANSPONDER
MODULE
TRANSMISSION CONTROL MODULE

ADAPTIVE DAMPING
CONTROL MODULE
INSTRUMENT PACK
AIR CONDITIONING
CONTROL MODULE
SLIDING ROOF
CONTROL MODULE
GARAGE DOOR OPENER
DRIVER DOOR
CONTROL MODULE
PASSENGER DOOR
CONTROL MODULE
DRIVER SEAT
CONTROL MODULE
PASSENGER SEAT
CONTROL MODULE
GEAR SELECTOR
ILLUMINATION MODULE
PASSENGER REAR DOOR

CONTROL MODULE
DRIVER REAR DOOR

CONTROL MODULE
NAVIGATION
CONTROL MODULE

CONTROL MODULE
CELLULAR PHONE
CONTROL MODULE
REVERSE PARKING AID

CONTROL MODULE
T682.25
3.2.2
Student Guide
Service Training
XK Control Module Locations

XK CONTROL MODULE LOCATIONS

CONTROL MODULE
BODY PROCESSOR MODULE

AIR CONDITIONING
CONTROL MODULE
POWER ASSISTED STEERING
CONTROL MODULE
MAJOR INSTRUMENT PACK

KEY TRANSPONDER MODULE
OCCUPANCY SENSING MODULE
RESTRAINTS
CONTROL MODULE
DRIVER DOOR
CONTROL MODULE
DIMMER MODULE
PASSENGER DOOR
CONTROL MODULE
GEAR SELECTOR
ILLUMINATION MODULE
RAIN SENSING MODULE

PASSENGER SEAT
CONTROL MODULE
PASSENGER HEAD RESTRAINT
CONTROL MODULE
DRIVER SEAT
CONTROL MODULE
DRIVER HEAD RESTRAINT
CONTROL MODULE
CELLULAR PHONE
CONTROL MODULE
NAVIGATION
CONTROL MODULE

CONTROL MODULE
ADAPTIVE DAMPING
CONTROL MODULE
LAMP CONTROL MODULE

(DELETED 2001 MY ON)
REVERSE PARKING AID

CONTROL MODULE
T682.26
Student Guide
3.2.3
Service Training
The engine management system is controlled by the

ECM, which is installed in the control module enclosure in the engine compartment. It also incorporates a
comprehensive component monitoring and diagnostic
capability.
T682.27
The transmission management system uses both analogue and digital signals, to control the operation of the
transmission. Digital signals are processed by the TCM
to and from the vehicle multiplex network. Other input/
output analogue signals are hardwired tot he TCM. This
information is used primarily by the TCM to decide
which shift program to implement, which gear to select
and for shift energy management. If a fault occurs, the
TCM will take default action and inform the driver via
the Message Centre and amber warning light.
NOTES
T682.28
3.2.4
Student Guide
Service Training
XJ BODY PROCESSOR MODULE
The Body Control System consists of a combination of

the following modules:
Body Processor Module (BPM)
Security and Locking Control Module (SLCM)
Driver Door Control Module (DDCM)
Passenger Door Control Module (PDCM)
Driver Seat Control Module (DSCM)
Passenger Seat Control Module (PSCM
Driver Rear Door Control Module (DRDCM)
Passenger Rear Door Control Module (PRDCM)
Driver Head Restraint Control Module (DHRCM)
Passenger Head Restraint Module (PHRCM)
Except for the BPM, the modules are described within
the relevant sections of this guide.
T682.30
XK BODY PROCESSOR MODULE
On the XK models, the BPM is located in the fascia,

mounted on the passenger airbag/SRS bracket, behind
and above the glovebox.
The BPM functions are (where fitted):
Interior and exterior lighting, except for the door
puddle lamps and the rear lamp bulb failure
Windshield wash/wipe and headlamp power wash
Steering column memory
Action alarm lights and sounders and inhibits
engine crank
Gearshift and ignition key interlocks
Various switches, for example: convertible top,
trunk release, fuel filler flap release
Various audible and visual alarms, for example:
sidelight on warning, convertible top operating,
seat belt status.
T682. 29
NOTES
Student Guide
3.2.5
Service Training
XJ Door Control Modules
The door control modules operate the windows, the door unlock, the door guard lamps and, on the front doors, the
door mirrors. They also produce SCP outputs for operation of the courtesy lights, the central locking system and the
security system.
XJ DOOR CONTROL MODULES
T682.31
NOTES
3.2.6
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
3.2 Control Modules
3.3 Multiplexing
3.4 Body Systems
S-TYPE
X-TYPE
TASK SHEETS

Service Training
XJ / XK MULTIPLEXING
Communication Networks
The XJ vehicles have CAN, SCP and Serial Data Link (ISO 9141) multiplex systems similar to those on XK vehicles.
Although the networks operate in the same way as on XK vehicles, the inputs, outputs and functions of the individual control modules are unique to XJ vehicles.
XJ COMMUNICATION NETWORKS
ENGINE
CONTROL MODULE
KEY
TRANSPONDER
MODULE
AIRBAG / SRS
SINGLE POINT
SENSOR
ABS
CONTROL MODULE
TRANSMISSION
CONTROL MODULE
GEAR SELECTOR
MODULE
A/C
CONTROL MODULE
BODY
PROCESSOR
MODULE
SECURITY AND
LOCKING
CONTROL MODULE
DRIVER SEAT
CONTROL MODULE
PASSENGER SEAT
CONTROL MODULE
DRIVER DOOR
CONTROL MODULE
PASSENGER DOOR
CONTROL MODULE
DRIVER
REAR DOOR
CONTROL MODULE
PASSENGER
REAR DOOR
CONTROL MODULE
INSTRUMENT PACK
CAN
SCP
SERIAL
DATA LINK
DATA LINK CONNECTOR
CAN NETWORK
SCP NETWORK
SERIAL DATA LINK
ECM PROGRAMMING
T682.32
3.3.2
Student Guide
Service Training
XK COMMUNICATION NETWORKS
ENGINE
CONTROL MODULE
BODY
PROCESSOR
MODULE
SECURITY AND
LOCKING
CONTROL MODULE
DRIVER
HEAD RESTRAINT
CONTROL MODULE
(2001 MY ON)
PASSENGER
HEAD RESTRAINT
CONTROL MODULE
(2001 MY ON)
DRIVER SEAT
CONTROL MODULE
PASSENGER SEAT
CONTROL MODULE
DRIVER DOOR
CONTROL MODULE
PASSENGER DOOR
CONTROL MODULE
ABS
CONTROL MODULE
TRANSMISSION
CONTROL MODULE
ADAPTIVE
DAMPING
CONTROL MODULE
GEAR SELECTOR
MODULE
A/C
CONTROL MODULE
INSTRUMENT PACK
CAN
SCP
SERIAL
DATA LINK
HARD WIRE
AIRBAG / SRS
CONTROL MODULE
DATA LINK CONNECTOR
CAN NETWORK
SCP NETWORK
SERIAL DATA LINK
ECM PROGRAMMING
T682.33
Student Guide
3.3.3
Service Training
XJ / XK MULTIPLEXING
Communication Networks (continued)
MULTIPLEX CONTROL MODULES:
XJ
Powertrain (CAN) modules
Control module
MULTIPLEX CONTROL MODULES:

XK
Acronym
Powertrain (CAN) modules

Control module
Acronym
Engine control module
ECM
Engine control module
ECM
Transmission control module
TCM
Transmission control module
TCM
Gear selector illumination module
None
Gear selector illumination module
None
Instrument pack
INST
Instrument pack
INST
Anti-lock brake / traction control control

module
ABS/TCCM
Anti-lock brake / traction control control

module
ABS/TCCM
Body systems (SCP) modules

Control module
Acronym
Body systems (SCP) modules

Control module
Acronym
Body processor module
BPM
Body processor module
BPM
Passenger door control module
PDCM
Passenger door control module
PDCM
Passenger seat control module
PSCM
Passenger seat control module
PSCM
Passenger rear door control module
PRDCM
Passenger head restraint control module
PHRCM
Security and locking control module
SLCM
Security and locking control module
SLCM
Driver door control module
DDCM
Driver door control module
DDCM
Driver seat control module
DSCM
Driver seat control module
DSCM
Driver rear door control module
DRDCM
Driver head restraint control module
DHRCM
Instrument pack
INST
Instrument pack
INST
Performing a Hard Reset

A hard reset restores the control modules to their default conditions assuring that network communications are
synchronized.
XJ Vehicles
Disconnect the negative cable of the battery for at least 60 seconds
Reconnect the battery negative cable
XK Vehicles
Open one window fully or open a door
Disconnect the negative cable of the battery for at least 60 seconds
Reconnect the battery negative cable
Reset the window position memory for the driver and passenger door windows
NOTES
3.3.4
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
3.2 Control Modules
3.3 Multiplexing
3.4 Body Systems
S-TYPE
X-TYPE
TASK SHEETS

Service Training
XJ / XK BODY SYSTEMS
Power Windows
The door windows are controlled by the DDCM with input from the 4 window switches in the driver door switch
pack. Manual operation is enabled in ignition position I and II. In addition, when the ignition is switched off, manual
operation is still available until any door is opened. When a passenger door window is operated by the driver door
switch pack, the DDCM transmits an SCP message to the selected door control module, which drives the window.
The passenger door switch pack inputs directly to the PDCM for passenger operation of the window. Single switches
on the passenger doors control the passenger window only.
If one-touch window operation is enabled, the window fully opens when the switch is active for between 50 and
250 milliseconds. If the switch is active for greater than 250 milliseconds, window operation stops when the switch
becomes inactive.
Window drop (XK only)

The door windows are programmed to drop 12 mm (0.47 in.) before the doors open to prevent seal damage. The
door handle switch is mechanically connected to the inner and outer door handle. If a window is closed when the
door handle switch becomes active, the window opens 12 mm (0.47 in.). If the window is within 12 mm from the
closed position when the door ajar switch becomes inactive, door is closed, the window closes.
If a window is closed with the door ajar switch active, the window stops 12 mm (0.47 in.) from the closed position.
Door window position memory (XK only)

Door window open and closed positions are retained in door control modules volatile memory. If power is interrupted to a door control module the window positions must be reprogrammed. To reprogram windows after power is
restored, perform the following procedure (with door closed!):
Fully open the window and continue to hold the open switch active for 5 seconds
Fully close the window and continue to hold the close switch active for 5 seconds
NOTES
3.4.2
Student Guide
Service Training
XK POWER WINDOW CIRCUITS
POSITION III
SLCM
INST
POSITION II
POSITION I
BPM
KEY IN
S
LH UP
B+
LH DOWN
RH UP
RH DOWN
DDCM
MOVEMENT SENSOR
WINDOW LIFT SWITCHES

DRIVER DOOR SWITCH PACK
DRIVER WINDOW LIFT

EXTERIOR HANDLE
LOCK
B+
UNLOCK
KEY BARREL
DRIVER DOOR
LOCK SWITCHES
DRIVER DOOR
SWITCH
UP
B+
DOWN
PDCM
WINDOW LIFT SWITCHES
MOVEMENT SENSOR
PASSENGER DOOR SWITCH PACK
B+
PASSENGER WINDOW LIFT
EXTERIOR HANDLE
PASSENGER DOOR
LOCK SWITCH
PASSENGER DOOR
SWITCH
CAN (NETWORK)
Student Guide
SCP NETWORK
T682.34
3.4.3
Service Training
Convertible Top and Quarter Windows (XK only)
The convertible top is hydraulically raised and lowered and incorporates a hydraulically operated header latch. An
electric motor provides the hydraulic power. The BPM and SLCM control the tops automatic operation using inputs
from the convertible top switch, five microswitches and SCP data messages. Three of the microswitches are located
in the header rail and two are located on the right side hydraulic cylinder.
Four microswitches connect to the BPM:
Switch
Location
Function
Top raised switch

Top ready-to-latch switch
Top latch closed switch
Top closed switch
signals top is raised over center

signals top is in contact with latch
signals top is engaged in latch
signals top is closed and fully latched
Top of hydraulic cylinder

Header rail
Header rail
Header rail
One microswitch connects to the SLCM:

Switch
Location
Function
Top down switch
signals top is fully down
Bottom of hydraulic cylinder
Top Operation
The top is operated by the convertible top switch when the ignition is in position I or II and the vehicle speed is
below 10 mph (16 km/h). The convertible top switch must be held active throughout the raise or lower operation.
The top can also be operated using the global open / close functions of the door key lock.
NOTES
3.4.4
Student Guide
Service Training
XK CONVERTIBLE TOP AND QUARTER WINDOW CIRCUITS
B+
C
B+
PDCM
DDCM
INST
LH QUARTER UP RELAY
LH QUARTER
LIGHT LIFT
B+
B+
UP
LH QUARTER DOWN RELAY

DOWN
CONVERTIBLE TOP
SWITCH
B+
B+
BPM
TOP CLOSED
SWITCH
RH QUARTER UP RELAY
RH QUARTER
LIGHT LIFT
B+
TOP LATCH
CLOSED SWITCH
B+
RH QUARTER DOWN RELAY
TOP READY-TO-LATCH
SWITCH
B+
TOP UP RELAY
CONVERTIBLE
TOP PUMP
B+
TOP RAISED
SWITCH
SLCM
TOP DOWN RELAY
TOP DOWN
SWITCH
LATCH CONTROL VALVE
CAN (NETWORK)
LATCH CONTROL VALVE
Student Guide
SCP NETWORK
T682.35
3.4.5
Service Training
Interior Lighting
Interior lighting is controlled by the BPM and the door control modules in response to control signal inputs from various switches. All timing functions are controlled by the BPM.
The trunk lamp, glove box lamp and vanity lamps are driven by the BPM and enabled by their individual
switches.
The footwell lamps and interior lamp are controlled by the BPM.
The roof console interior / map lamps and E post reading lamps, individually switched for manual control, are
controlled by the BPM.
Interior Lighting Operation

Interior lighting is divided into two functions: illumination enable and fade. The illumination enable circuit provides
constant intensity illumination. The fade circuits provide timed fade up, fade off illumination intensity.
Illumination enable circuit
The BPM illumination enable circuit is active with the ignition in position II. When the ignition is switched OFF, the
illumination enable circuit will remain active for fifteen minutes after the last input from the door ajar switch, the
trunk switch, or ignition switch position I.
The illumination enable circuit powers the following lamps:
Lamp
Control
Lamp
Control
Trunk lamps
Glove box lamp
Vanity lamp switches

Map / reading lamp switches
Trunk switch
Glove box lamp switch
Vanity lamps
Map / reading lamps
Illumination fade circuits

The BPM fade circuits are activated and timed as described below. The fade circuits power the following lamps:
Map / reading lamps
Vanity lamps
Footwell lamps
Courtesy lamps
The BPM fade circuits activate in the following manner:
Vehicle unlocked with key or remote transmitter The 2 minute timer is set and the lights fade up to
75% of their power. The lights fade up to full power when a door is opened.
Engine not running and door opened The lights fade up and fade off after 2 minutes. If the lights are on
when the last door closes, the 2 minute timer is reset and a 15 second timer is set. The lights will fade off when
the first of the timers runs out. If the lights are off when the last door is closed, the lights fade up and only the
15 second timer is set.
Ignition switched to position 3 (crank) All interior lights switch off.
Engine running and door opened The lights fade up and fade down when the last door is closed.
Ignition key removed from ignition The lights fade up and the 15 second timer is set.
Ignition key not in ignition and doors closed and locked The lights fade off.
Door puddle lamps
The door puddle lamps are controlled by the door control modules with input from the door switches. When a door
is opened, its puddle lamp is activated for 5 minutes or until the door is closed.
Locate Illumination
Locate illumination is conventionally controlled by the dimmer module and the dimmer control switch when the
side markers are active.
3.4.6
Student Guide
Service Training
XK INTERIOR LIGHTING CIRCUITS
LH FOOTWELL LAMP
POSITION III
FADE 1
POSITION II
POSITION I
RH FOOTWELL LAMP
KEY IN
IGNITION SWITCH
REAR INTERIOR LAMP
(COUPE ONLY)
TRUNK LAMPS
TRUNK SWITCH
ILLUMINATION ENABLE
BPM
GLOVE BOX LAMP
LH VANITY LAMP
RH VANITY LAMP
ENGINE SPEED
ENGINE RUNNING
LH SW.
S
LH
MAP LAMP
INST
FADE 2
S
RH SW.
ROOF CONSOLE
DDCM
DRIVER DOOR
SWITCH
RH
MAP LAMP
DRIVER DOOR
PUDDLE LAMP
PDCM
PASSENGER DOOR
SWITCH
PASSENGER DOOR
PUDDLE LAMP
CAN (NETWORK)
SCP NETWORK
Student Guide
T682.36
3.4.7
Service Training
Exterior Lighting
Headlamps, Side Markers, Tail Lamps and Front Fog Lamps
The BPM controls all front exterior lighting and the rear side markers, tail, and number plate lamps using inputs
from the lighting switches. Front fog lamps require the side markers to be active and the front fog lamps selected.
The front fog lamps are deactivated when the main (high) beams are active.
Front side marker and head lamps
The front side marker power is supplied directly from the BPM. The headlamp main (high) and dip (low) beam lamps
are supplied with power via separate relays that are activated by the BPM. There is no bulb fail monitoring for the
front lamps.
Rear side markers, tail and number plate lamps
The rear side markers, tail, and number plate lights are supplied with power via the tail lamp relay through the lamp
control module (on XK vehicles from 2001 MY on, the lamp control module is deleted and the rear lamps are controlled by the SLCM). The lamp control module monitors the state of the lamps. If a bulb failure is detected in the tail
lamps, the lamp control module outputs a hard wired signal to the SLCM, which transmits the SCP REAR BULB FAIL
data message on the network.
Front fog lamps
The front fog lamps are supplied with power from the front fog relay. The BPM activates the relay when the side
markers or dip beams are active and a enables the front fog light function. The front fog state LED is driven by the
relay coil circuit. Front fog lights are disabled by a second momentary ground signal from the front fog switch.
NOTES
3.4.8
Student Guide
Service Training
XK HEADLAMP, SIDE MARKER, TAIL LAMP AND FRONT FOG LAMP CIRCUITS
LH FRONT FOG
MAIN
B+
B+
DIP
MAIN BEAM RELAY
SIDE
B+
LH FRONT
TAIL LAMP UNIT
B+
DIP BEAM RELAY
LH FRONT
SIDE MARKER
B+
IGN. II B+
FRONT FOG RELAY
B+
FRONT FOG
STATE
RH FRONT FOG
ENGINE COMPARTMENT
FUSE BOX
FRONT FOG
CENTER CONSOLE
SWITCH PACK
MAIN
DIP
HEADLAMP
FLASH
SIDE
BPM
RH FRONT
TAIL LAMP UNIT
HEADLAMP
MAIN BEAM
RH FRONT
SIDE MARKER
DIP
SIDE
OFF
LIGHTING STALK
COLUMN SWITCHGEAR
LH SIDE MARKER
B+
B+
LH TAIL LAMP
TAIL LAMP RELAY
TRUNK FUSE BOX

INST
LAMP CM*
S
LH NUMBER
PLATE LAMP
RH NUMBER
PLATE LAMP
RH TAIL LAMP
SLCM
* LAMP CM DELETED 2001 MY ON

(INPUTS AND OUTPUTS TO/FROM SLCM).
CAN (NETWORK)
SCP NETWORK
Student Guide
RH SIDE MARKER
T682.37
3.4.9
Service Training
Exterior Lighting (continued)
Directional Indicators and Hazard Warnings
Directional indicators and hazard warnings are directly controlled by the BPM using inputs from the hazard and directional switches. The BPM operates the directional indicator lamps at 75 cycles per minute via hard wired connections. The
INST directional signal indicators are also operated by the BPM via SCP data messages to the INST. If the BPM detects a
bulb failure, it operates the INST directional signal indicator at 144 cycles per minute. The exterior indicator lamps continue to operate at 75 cycles per minute. The directional indicator audible warning is a BPM generated audio signal to the
column switch gear speaker. The audible warning tone cycles with the INST indicator lights.
The ignition must be in position II for the directional indicators to activate. The hazard warning lamps operate in any
ignition position.
XK DIRECTIONAL INDICATORS AND HAZARD WARNINGS
DI
LH FRONT
LAMP UNIT
HAZARD
HAZARD STATE
DI
CENTER CONSOLE
SWITCH PACK
RH FRONT
LAMP UNIT
BPM
DI
LH TAIL LAMP UNIT

DIRECTION
INDICATOR
DI
COLUMN SWITCHGEAR
RH TAIL LAMP UNIT
INST
CAN (NETWORK)
SCP NETWORK
T682.38A
NOTES
3.4.10
Student Guide
Service Training
Stop and Reverse Lamps

Stop lamps
Stop lamps are controlled by the brake switch ground signal, which activates the stop lamp relay. The relay supplies
B+ voltage to the stop lamps via the lamp control module (or by the SLCM, XK 2001 MY on). If the lamp control
module detects a stop lamp bulb failure it outputs a hard wired signal to the SLCM, which transmits the SCP rear
bulb fail data message on the network. The high mount stop lamp is powered directly from the stop lamp relay and
is not monitored for bulb failure.
Reverse lamps
Reverse lamp power is supplied directly from the SLCM. The SLCM activates the reverse lamps when the INST
REVERSE GEAR SELECTED SCP message is on the network. The INST determines reverse gear selection from CAN
data provided by the TCM. The transmission rotary switch provides the hard wired gear position signal to the TCM.
XK STOP AND REVERSE LAMP CIRCUITS
HIGH-MOUNTED
STOP LAMP
B+
IGNITION II
SWITCHED GROUND
B+
BRAKE SWITCH
STOP LAMP RELAY
TRUNK FUSE BOX

TRANSMISSION
ROTARY SWITCH
2001 MY ON
STOP
REVERSE
TCM
SLCM
LAMP CM*
LH TAIL LAMP UNIT
2001 MY ON
STOP
REVERSE
C
RH TAIL LAMP UNIT
INST
S
*LAMP CM DELETED 2001 MY ON.

REVERSE GEAR SELECTED
BPM
CAN (NETWORK)
SCP NETWORK
Student Guide
T682.38
3.4.11
Service Training
Rear Lamp Monitoring
XK LAMP CONTROL MODULE (THROUGH 2000 MY)
XK lamp control module (through 2000 MY)

A lamp control module is installed in the trunk electrical carrier along with the SLCM, trunk fuses and relays.
The lamp control module monitors the state of the rear
side markers, tail lamps and brake lamps. The high
mounted stop lamp is not monitored for bulb failure.
If the lamp control module detects a bulb failure a signal is sent to the SLCM, which transmits a REAR BULB
FAILURE SCP message to the INST. The INST activates
the AMBER MIL and displays the BULB FAIL REAR driver message.
All XJ; XK 2001 MY ON
XJ vehicles do not use a separate bulb failure module to
monitor the rear lamps. The brake lamps are monitored by a bulb fail function in the SLCM. A bulb fail
function in the BPM monitors the tail lamps. Rear side
markers and number plate lights are driven by the BPM
and are not monitored for bulb failure.
If the SLCM detects a brake lamp failure it transmits a
STOP LAMP FAIL SCP message to the INST. The INST
activates the AMBER MIL and displays the STOP LAMP
FAIL driver message.
If the BPM detects a tail lamp failure it transmits a TAIL
LAMP FAIL SCP message to the INST. The INST activates the AMBER MIL and displays the TAIL LAMP FAIL
driver message.
T682.39
If the SLCM detects a short circuit in either the tail lamp circuit or the tail lamp assembly, it will shut off the tail lamps
and front marker lamps. When the headlamp switch is cycled off/on, lamps that are not short-circuited will be
flashed rapidly by the SLCM. This will occur each time the headlamp switch is cycled for as long as the short circuit(s) are present.
NOTES
3.4.12
Student Guide
Service Training
Windshield Wash / Wipe and Headlamp Power Wash

Wash / wipe functions are controlled by the wash / wipe stalk in the column switch gear with input from the lighting
stalk switch for headlamp power wash. Control inputs are hard wired to the BPM, which directly operates the windshield washer pump. The power wash pump and wiper motor are controlled by the BPM via relays.
Two-Speed Wipers
When the slow or fast wipe switch is active, the BPM activates the wiper run / stop relay coil. The stop / run relay
supplies B+ voltage to the fast / slow relay. The BPM controls the coil ground of the fast / slow relay depending on
the position of the wiper speed switches. The fast / slow relay supplies the B+ voltage to operate the wiper motor. If
ignition position II or the wipe switches become inactive, the stop / run circuit remains active until the wiper motor
park switch open circuits. If the wipers are operating at fast speed when they are switched off, they default to low
speed during the period from switch off to park.
Intermittent wipe
When the intermittent wipe switch is active, the wipers operate once at slow speed, pause in the park position for
the selected delay period and operate once again. This cycle continues until the wipers are switched off, switched to
another mode or ignition position II becomes inactive.
Wiper delay position
Delay time
Wiper delay position
Delay time
1
2
3
2 seconds
4 seconds
7 seconds
4
5
6
11 seconds
15 seconds
20 seconds
Flick wipe
When flick wipe is activated, the wipers operate once at slow speed and return to the park position. Flick wipe does
not cancel intermittent wipe. After the flick wipe cycle is complete, the wiper delay timer is reset and intermittent
wipe continues.
Programmed wash / wipe
If the windshield washer fluid level is low, programmed wash wipe is inhibited. When the wash / wipe switch is held
active for less than 1.2 seconds, the windshield wash pump is activated for 1.2 seconds and the wipers operate at
slow speed. The wipers continue operation for 3 additional sweeps after the pump becomes inactive. If drip wipe is
enabled and fast / slow or intermittent wipe is not selected, the wipers perform 1 additional sweep 4 seconds later.
If the wash / wipe switch is held active for more than 1.2 seconds, the pump operates for 20 seconds or until the
switch becomes inactive. The wipers operate at slow speed while the pump is active. When the pump becomes inactive the wipers will continue for three additional sweeps plus the drip wipe cycle as described above. Programmed
wash / wipe does not cancel intermittent wipe. After the programmed wash / wipe cycle is complete, the wiper delay
timer is reset and intermittent wipe continues.
Headlamp power wash

If the windshield washer fluid level is low, headlamp power wash is inhibited. Headlamp power wash is activated by
the wash / wipe switch when the headlamps are on dip (low) beam.
When the switch is held active for more than 48 milliseconds, the headlamp power wash pump activates for 800
milliseconds followed by a 6 second pause and another 800 millisecond activation. If the switch is still active after
the second pump activation, the cycle will continue for 20 seconds or until the wash / wipe switch is inactive.
Once the wash wipe switch is released, power wash is inhibited for the next 5 wash / wipe operations.
Student Guide
3.4.13
Service Training
Rain Sensing
The rain sensing system provides an automatic wiper action when rain is detected on the windshield. Different
amounts of rain can be detected, causing a corresponding variation in wiper speed from slow intermittent to maximum continuous rate. The facility is selected at the wiper stalk by the driver and does not replace normal manual
control of the wipers. The system is a common, optional feature for XJ and XK vehicles but note that while it is functionally similar to that fitted on the S-TYPE sedan, different components are used.
The system consists of the rain sensor, a separate rain sensing control module (RSCM) and the wiper stalk selector switch.
Operation
The rain sensor is an optical transducer which senses changes to infrared light caused by the refractive effects of
water droplets on the windshield. The sensor is fixed to the inside of the windshield with the sensing elements looking outwards through the glass (see figure on facing page). The sensor elements consist of two groups of light
emitting diodes (LED) which alternately produce the infrared light, and a photodiode which receives the infrared
reflections from the windshield. With no moisture on the windshield, all of the infrared light is reflected back and
the sensor produces a constant 5V output.
Any rain drops falling on the sensing area of the windshield cause some of the light to be refracted and scattered via
the droplets and produce a reduction and imbalance in the light received by the photodiode. These signals are analyzed in the sensor and output as a pulsed signal. Pulse duration is a measure of droplet size and number of pulses is
related to the number of droplets. The output from the rain sensor is taken to the rain sensing control module.
The rain sensor is an active device and incorporates the optical elements and electronic control and processing circuits. A B+ power input is supplied from the rain sensing control module. The output signals from the rain sensor
are processed in the rain sensing control module to mimic the column switchgear. The module output signals are
spliced to the wires from the stalk switch positions and input to the body processor module (BPM). The BPM therefore sees no difference in wiper speed requests between the manual controls and the rain sensor signals.
3.4.14
Student Guide
Rain Sensor
Service Training
RAIN SENSOR
The rain sensor is fixed to the windshield by adhesive

but can be easily removed if it is to be replaced. The
sensor must be located within the clear circle in the
obscuration band. The mirror assembly is modified and
now has a sliding cover to enclose the rain sensor.
OBSCURATION
BAND
SENSOR
NOTES
SLIDING
COVER
T682.40
Student Guide
3.4.15
Service Training
Rain Sensing (continued)
Rain Sensing Control Module
The rain sensing control module (RSCM) is a non-serviceable electronic unit with connections to the rain sensor and
the body processor module (BPM). On XJ vehicles, the module is fitted inside the engine bay cool box. On XK vehicles, the module is mounted on the passenger side dash panel.
XJ RAIN SENSING CONTROL MODULE
XK RAIN SENSING CONTROL MODULE
T682.42
T682.41
Column Stalk
COLUMN STALK RAIN SENSING SETTING
The rain sensing feature is identified on the column

stalk by the marked AUTO position which takes the
place of the first intermittent wipe position on vehicles
without rain sensing.
NOTES
T682.43
3.4.16
Student Guide
Service Training
XJ WINDSHIELD WASH / WIPE, HEADLAMP POWER WASH AND RAIN SENSING CIRCUITS
B+
II
B+
B+ LOGIC
B+
B+ MOTORS
B+
II
B+
WASH / WIPE
CONTROL
RAIN
SENSOR
POWER WASH
PUMP
POWERWASH RELAY
ENGINE COMPARTMENT
FUSE BOX
INTERIOR
REAR VIEW
MIRROR
I
FLUID LEVEL
RAIN SENSING
MODULE
WINDSHIELD WASH PUMP

AND
FLUID LEVEL SENSOR
I
II
WASH
B+
FAST WIPE
I
SLOW WIPE
FLICK WIPE
INTERMITTENT
WIPE
WIPER RUN / STOP

RELAY
560
O
1.3
DELAY
2.7
5.1
11
WIPER FAST / SLOW

RELAY
51
WASH / WIPE STALK
DIP
FAST
SLOW
SIDE
DIP
SIDE
AUTO
PARK SWITCH
LIGHTING STALK
WIPER MOTOR
COLUMN SWITCHGEAR
I
DIMMER MODULE:
SIDE LAMPS ON
BODY PROCESSOR
MODULE
CAN (NETWORK)
SCP NETWORK
Student Guide
T682.45
3.4.17
Service Training
Seats
The power seats are controlled by their respective seat switches via the seat control module. Power seat adjustment
is available during the following conditions:
Ignition is in position I or II
If the associated door is open or has been close within 30 seconds
Only one of the seat motor outputs can be driven at a time.
If the gear selector is not in P or N, seat operation is enabled for 2 seconds only. The seat movement switch must be
pressed again to get an additional 2 seconds of movement. This function prevents continuous seat movement while
the vehicle is being driven.
Seat heater switch inputs are processed by the BPM and transmitted to the respective seat control module, which
controls the heaters via hard wires.
Memory Driver Seat

The lumbar support and all seat movement functions are controlled by the driver seat switch pack switches via the
DSCM. The switch pack and seat are both hard wired to the module. In addition, the driver seat belt activates the
seat belt switch, the DSCM transmits an SCP seat belt tell tale ON or OFF message to the INST and an SCP seat belt
chime ON or OFF to the BPM.
Non-Memory Driver Seat

The non-memory seats function the same as the memory seats with the exception of the memory functions.
Memory Control
Mirror memory positions are stored in the respective door modules. Driver seat memory positions are stored in the
DRDCM (XJ) or the DSCM (XK) and steering column memory positions are stored in the BPM.
When memory is recalled, the driver door switch pack memory buttons activate the DDCM to transmit the SCP recall
memory 1 or recall memory 2 SCP message. The BPM, PDCM and DSCM respond by recalling the stored position data
and driving the steering column, passenger door mirror and driver seat position to their positions. The DDCM drives the
driver door mirror to its position. As feedback tells each module that the stored position has been achieved, the module
transmits an SCP memory recalled message, which is received by the BPM.
Adjustable Head Restraint System (XK 2001 MY on)

As of 2001 MY, the head restraints are adjustable, for occupant safety and comfort. Due to the limited head room
and confined area in an XK the head restraints have to be lowered when the seat back is moved forward to gain
access to the rear seat area.
Four hardwire inputs control the functionality of the head restraint.
Two inputs (up/down) from the seat switch pack are used to control occupant requests. The seat back tilt switch
input is active when the seat back lever is raised or lowered and commands the head restraint control module
(HRCM) to move the head restraint to the full down position prior to seat back movement. This input overrides the
2 switch pack inputs. The seat back latch switch input is active when the seat back is in the forward/unlatched
position and commands the HRCMs to keep the head restraints in the fully lowered position regardless of the seat
switch pack or the seat back tilt switch inputs.
3.4.18
Student Guide
Service Training
XK DRIVER SEAT CONTROL CIRCUITS

POSITION III
POSITION II
POSITION I
IGNITION SWITCH
NOT-IN-PARK
MICROSWITCH
BPM
B+
SEAT HEATER
STATE
NEUTRAL
SWITCH
SEAT HEATER SWITCH
CENTER CONSOLE
SWITCH PACK
DRIVER DOOR
SWITCH
MEMORY 1
B+
MEMORY SET
DDCM
MEMORY 2
SET MEMORY
STATUS
DRIVER DOOR MEMORY

SWITCH PACK
DRIVER HEAD RESTRAINT

MOTOR
SEAT BACK
TILT SWITCH
DHRCM
SEAT BACK
LATCH SWITCH
DRIVER SEAT MOTORS

SQUAB RECLINE
FORE / AFT
B+
SEAT
FORE / AFT
SEAT
RAISE / LOWER
RAISE
HEAD
RESTRAINT
LOWER
RAISE
LUMBAR
LOWER
FORE
SEAT
AFT
FORE
DSCM
RECLINE
AFT
FORE
SEAT
THERMOSTAT
AFT
HEATER
DRIVER SEAT CUSHION
HEATER
DRIVER SQUAB
DRIVER SEAT SWITCH PACK
SOLENOID VALVE
B+
INST
SEAT BELT
SWITCH
PRESSURE SWITCH
DRIVER SEAT LUMBAR PUMP
CAN (NETWORK)
SCP NETWORK
Student Guide
T682.46
3.4.19
Service Training
Steering Column
Steering Column Movement
Steering column movement is accomplished by two motors (tilt and reach) that are driven by the BPM. The driver
side fuse box supplies power to the column switch gear joy stick. Four switches route the joy stick control voltage
inputs to the BPM through resistors. The BPM interprets the voltage inputs to determine the required column movement direction.
The auto tilt switch enables automatic column movement for entry and exit. When the auto tilt switch is active, a
logic ground is provided directly to the BPM.
Auto tilt memory recall adjustment is enabled under the following conditions:
Ignition in position I or II or
Within 30 seconds of driver door close or
Within 30 seconds of ignition key in
Column movement is canceled when the 30 second timer expires.
When the ignition is switched to position III (crank) the timer is canceled and movement is canceled. The steering
column can be adjusted from the switch at any time with the ignition key on.
Tilt away steering
400 milliseconds after the ignition key is removed, with the gear selector in park, the steering column will move up
and away from the driver. When the ignition key is inserted, the column will revert to its last memory position. Refer
to Seat Memory Control on page 3.4.18.
NOTES
3.4.20
Student Guide
Service Training
XK STEERING COLUMN MOVEMENT CIRCUITS
STEERING COLUMN MOTORS
POSITION III
TILT
POSITION II
REACH
POSITION I
KEY IN
IGNITION SWITCH
NOT-IN-PARK
MICROSWITCH
270
100
B+
470
820
BPM
UP
DOWN
FORE
AFT
COLUMN JOY STICK
AUTO TILT SWITCH
COLUMN SWITCHGEAR
DRIVER DOOR
SWITCH
MEMORY 1
B+
MEMORY SET
INST
DDCM
MEMORY 2
SET MEMORY
STATUS
DRIVER DOOR MEMORY

SWITCH PACK
CAN (NETWORK)
SCP NETWORK
Student Guide
T682.47
3.4.21
Service Training
Door Mirrors
Manual Control
Door mirror position control is enabled by the driver door switch pack via the DDCM and the PDCM. The switch
pack provides a logic ground to the DDCM indicating the mirror to be controlled and the movement direction
required. If the ignition is in position I or II or the driver door is open, the selected mirror is driven in response to the
switch pack inputs. The DDCM drives the driver door mirror motors via hard wires. Commands for the passenger
mirror are transmitted as SCP messages to the PDCM, which is hard wired to the passenger door mirror motors.
Mirror tilt
The passenger door mirror can be tilted down 7 degrees from its present position. Mirror tilt is accomplished by
activating the mirror down switch with reverse selected and the ignition in position II. The mirror returns to its previous position when reverse gear is deselected, the mirror up switch is activated or the ignition is switched out of
position II. Left and right mirror switch commands are ignored while the mirror is tilted down.
NOTES
3.4.22
Student Guide
Service Training
XK DOOR MIRROR MOVEMENT CIRCUITS
BPM
NOT-IN-PARK
MICROSWITCH
DRIVER DOOR
SWITCH
DRIVER DOOR MIRROR MOTORS
MEMORY 1
B+
VERTICAL
HORIZONTAL
MEMORY SET
MEMORY 2
SET MEMORY
STATUS
DRIVER DOOR MEMORY

SWITCH PACK
DDCM
DIRECTION
B+
UP
LH VERTICAL
DOWN
LH HORIZ.
FOLD-BACK
LEFT
RH VERTICAL
RIGHT
RH HORIZ.
MIRROR JOY STICK

S
PASSENGER DOOR MIRROR MOTORS

VERTICAL
HORIZONTAL
INST
PDCM
CAN (NETWORK)
SCP NETWORK
Student Guide
T682.48
3.4.23
Service Training
Instrumentation
Vehicle instrumentation is contained in the major instrument pack (INST) and the minor instrument pack. Inputs
and outputs to the minor instrument pack are supplied by the INST.
NOTE: XJ vehicles do not use a minor instrument pack.
Instrument pack (INST)

The INST is a microprocessor-controlled module that is connected to both the CAN and SCP networks. The INST
performs a number of functions in addition to displaying information for the driver.
XJ INSTRUMENT PACK / XK MAJOR INSTRUMENT PACK
FUEL LEVEL
COOLANT TEMPERATURE
70
4
RPM
50
150
km/h
7
CHECK
ENG
110
130
30
10
X100
90
MPH
170
C
BRAKE
ABS
SIDE MARKERS
DIRECTIONAL INDICATORS /
HAZARDS (BOTH SIDES)
BRAKE
MAIN (HIGH) BEAM
SEAT BELTS
T682.49
Additional INST functions include the following:

Multiplex network gateway
The INST translates certain data messages to allow communications between the SCP and CAN networks.
XK MINOR INSTRUMENT PACK
Data message conversion

Nonmultiplexed modules (PASCM, ICE, A/CCM) receive
required data from the networks via hard wired connection to the INST. The INST converts the required data to a
form that can be read by the nonmultiplexed modules.
13
9
OIL PRESSURE
GAUGE
CLOCK
17
BATTERY CONDITION
INDICATOR
T682.51
3.4.24
Driver for the minor instrument pack (XK only)

The INST provides power, control and ground signals to
the XK minor instrument pack. If the minor instrument
pack, containing the clock, battery condition gauge and
the oil pressure gauge is disconnected from the INST, it
should be reconnected before battery power is restored
to allow the INST to initialize and calibrate the gauges.
Student Guide
Service Training
Lamp Replacement
Background illumination, directional indicator and main (high) beam indicator lamps are replaceable. The side
lamps / headlamps ON indicator is not replaceable. All other indicator and warning lights are LEDs and are nonreplaceable.
Warnings
Audible warnings
Audible warnings are driven by BPM control of the audible warning speaker located in the steering column switch gear.
Warning
Condition
Directional and hazard indicators

Side markers ON
Ignition key in
Seat belt
Airbag / SRS fault
Not-in-park warning
Memory
Valet mode
Directional or hazard indicators active

Ignition OFF and driver door open
Ignition in position 0 or I and driver door open
Ignition in position 2 and driver seat belt not buckled
Fault in airbag / SRS system
Ignition switched from position II to position I with gear selector not in park
Memory position set or recalled
Valet switch pressed with trunk closed or trunk release pressed
while in valet mode
Top switch activated and top ready to open / close
Top up or down cycle completed
Park brake ON and vehicle speed
Convertible top movement

Top movement cycle complete
Park brake ON
Visual warning lamps

Visual warning lamps are driven by the INST with input from CAN, SCP or hard wires.
Warning
Condition
Source
Engine oil pressure (XK8 only)

Charge indicator (XK8 only)
Directional left and right
Hazard indicator
Fuel level low
Coolant temperature high
Seat belt warning
Oil pressure below specification

Charge rate below specification
Ignition in position II and directional indicator active
All ignition positions and hazard indicator active
Fuel level below minimum
Coolant temperature above specification
Ignition switched to position II and
driver seat belt unbuckled
All ignition positions and main (high) beam active
Side markers or low beams active
Park brake ON; low brake fluid
Oil pressure switch

Generator
BPM
BPM
Fuel level sensor
ECM
DSCM
Main beam indicator

Side marker status
Brake
BPM
BPM
ECM; ABS / TCCM
Two additional warning lamps above the message center, the AMBER MIL and the RED MIL, activate to call the drivers attention to text in the message center. The RED MIL is used for high priority messages and the AMBER MIL is
used for lower priority messages.
Student Guide
3.4.25
Service Training
Instrumentation (continued)
Malfunction Indicator Lamps (MILs)
The following MILs display to alert the driver to vehicle faults. Refer to the literature explaining the individual vehicle systems for descriptions of MIL parameters. An active MIL indicates that a DTC or DTCs are stored in the module
memory. Certain DTCs are stored without activating a MIL. The ECM acts as the host for all OBD II DTCs and
stores OBD II DTC data from the other modules. OBD II DTCs are indicated by the CHECK ENGINE MIL.
MIL
Fault
CHECK ENG MIL

ABS MIL
Airbag / SRS MIL
EMS or OBD II fault

ABS, Traction / ASC fault
Airbag SRS fault
Two additional MILs are located in the speedometer. The RED or AMBER MIL will activate to alert the driver of vehicle faults depending on the type and priority of the fault.
MALFUNCTION INDICATOR LAMPS AND DRIVER INFORMATION CENTER
70
4
RPM
50
1
0
CHECK
ENG
110
130
150
30
7
X100
90
MPH
km/h
10
170
C
BRAKE
ABS
CHECK ENGINE MIL
AIRBAG/SRS MIL
RED MIL (HIGH PRIORITY)
ABS MIL
DRIVER INFORMATION
MESSAGE CENTER /
ODOMETER
AMBER MIL (LOWER PRIORITY)
T682.52
NOTES
3.4.26
Student Guide
Service Training
Driver Information Message Center

The driver message center, located in the speedometer, displays the odometer, trip computer data, and driver warning /
information messages. The display is a 12 character LCD that is active when the ignition or interior lights are ON. When
the interior lights are active the display is bright and when the exterior lights are switched ON the display is dimmed. The
interior light dimmer switch will also dim the message center display but has no effect on the other warning lights.
Odometer
The odometer displays in the message center at ignition ON and after the lamp check cycle. It also displays when the
ignition is OFF if the side lamps or interior lamps are active.
Driver warning / information messages
If a vehicle fault occurs, a driver warning / information text message is immediately displayed on the message center.
Either the RED or AMBER MIL activates with most warning / information messages. The RED MIL is active for high priority
messages, indicating that the vehicle should be stopped as soon as possible to investigate the cause of the message.
Pressing the trip computer CLEAR button hides one displayed message. The MIL remains active. If more than one
message is stored, the CLEAR button must be pressed again to clear each message. Further presses cycle the display
through trip information, odometer and back to the warning / information message. Refer to Trip Computer, page
3.4.28. If a message is hidden and the fault remains at the next ignition ON cycle, the message will be redisplayed.
NOTES
Student Guide
3.4.27
Service Training
Trip Computer
The trip computer uses two separate memory sites to store data for a trip or a series of trips until it is reset to zero.
Trip data is displayed on the driver message center when the ignition is in position II.
The two memory sites (A and B) allow data from trips to be stored separately. The memory sites are useful if the driver wishes to track business usage mileage and personal mileage at the same time. All trip data except for Range and
Current Fuel Usage are prefixed by the letter A or B depending on the which trip memory site is selected.
TRIP COMPUTER DISPLAY
70
4
RPM
50
1
0
CHECK
ENG
110
130
150
30
7
X100
90
MPH
km/h
10
170
C
BRAKE
ABS
TRIP COMPUTER DISPLAY
T682.53
The following data are available:

Odometer Total vehicle distance traveled.
Trip Distance Distance traveled since the last memory reset (maximum trip distance is 9999.9 miles [16090
kilometers]). The computer resets to zero if the maximum trip distance is exceeded.
Range Distance that the vehicle could travel in miles (kilometers) on the remaining fuel if the average speed
and fuel consumption remain constant.
Fuel Used The amount of fuel used in gallons (liters) since the last memory reset.
Average Fuel Average fuel consumption in miles per gallon (liters /100 km) since the last memory reset.
Current Fuel Usage The at the moment fuel consumption in miles per gallon (liters /100 km) calculated
over a three second period and continuously updated.
Average Speed The average speed in mph (km/h) for the distance traveled since the last memory reset.
NOTES
3.4.28
Student Guide
Service Training
Trip computer controls

The computer is controlled by the fascia switch pack and the function button on the end of the left steering column stalk.
Function button Pressing the function button cycles the data displayed in the order listed on the facing page.
Switch pack 000 Sets the selected trip to zero.
A/B Selects the A or B memory site.
mi km Selects the metric or USA display.
CLEAR Cycles between the trip computer, odometer and driver message displays.
TRIP COMPUTER CONTROLS
FUNCTION BUTTON
TRIP COMPUTER
SWITCH PACK
T682.54
Setting the trip computer
Press the function button to select a computer function, the display will show either trip A or trip B information.
Press the A/B switch to select the desired memory site.
Press the 000 switch and hold for 3 seconds.
NOTE: Warning and driver information messages have priority over trip data. Any messages will display
when the ignition is ON. To hide the messages and display trip data, press CLEAR. More than one message
may be active. Pressing CLEAR hides one message at a time. Only the data in the selected memory site will
be cleared.
NOTES
Student Guide
3.4.29
3.4.30
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
3.2 Control Modules
3.3 Multiplexing
3.4 Body Systems
S-TYPE
X-TYPE
TASK SHEETS

Service Training
XJ / XK SECURITY SYSTEMS
Introduction
The following security features are available:
Panic alarm (dealer option)
Passive arming (dealer option)
Audible warnings
Security LED in gear selector surround
Drive away door locking
Key and remote transmitter locking/unlocking
Remote headlamp convenience
Remote trunk open
SECURITY AND LOCKING CONTROL MODULE
The security and locking systems involve the SLCM,

BPM, DDCM and PDCM all connected via the SCP
network.
The SLCM is located in the electrical carrier below the
fusebox, in the trunk. The BPM is mounted off the passenger airbag bracket, behind and above the glove box.
DDCM and PDCM are located in the doors.
An inertia switch is located in the left-hand fascia fuse
compartment and when activated unlocks the doors.
T682.55
The in-car audible warning speaker is located in the column underscuttle.

All vehicle modules are pre-programmed during build.
With the transit relay fitted Security cannot be armed
during transit and the car must be mechanically locked.
The SLCM controls all convertible top movement
operations.
NOTES
3.5.2
Student Guide
Key-ring Transmitter
Service Training
KEY-RING TRANSMITTER
A four-button, rolling code, key-ring transmitter gives

remote control of the system. Two key-ring transmitters are supplied with each vehicle.
Button functions are as follows (numbers correspond to
those in the illustration at right):
1. Locks and arms the vehicle.

One press will lock both doors and the trunk and
will set the alarm system. One signal will be heard
and the direction indicators will flash once. The
LED in the gear selector surround will continually
flash whilst the vehicle is armed.
T682.56
2. Unlocks and disarms the vehicle.

If the car is in a locked state, at the first press of the button the drivers door only unlocks and the interior lights
fade on. A second press unlocks the passenger door.
3. Switches on the headlamps and starts the panic alarm.
One press switches on the dipped headlamps which remain on for 25 seconds or until the button is pressed a
second time or until the key is inserted in the ignition switch. Three presses within three seconds starts the panic alarm. The alarm will sound for a full period and can only be stopped by inserting the key into the ignition and
turning to positions I or II. The transmitter cannot be used to cancel the panic alarm.
4. Releases the trunk lock.
One press releases the trunk lock, without disarming the system.
The key-ring transmitter will only work if the vehicles doors, hood and trunk are closed and the key is not in the
ignition. Dealers are required to obtain proof of ownership before issuing a replacement transmitter. Batteries for
the transmitter are CR 2016.
Key-ring Transmitter Programming (Manual Procedure)
Insert Ignition Key

Hold Headlamp Stalk Switch active (headlamps ON)
Turn Ignition Key to position 1 (Auxiliary)
Flash Headlamp Switch: 3 times for 1997 MY vehicles or 4 times for 1998 MY vehicles
Confirmation chirp will sound and LED will flash once to indicate Learn Mode has been entered
Activate each Remote Transmitter by pressing any button on the transmitter once a chirp will sound for each
Remote Transmitter signal received (LED will flash); allow 15 seconds maximum between each press
Switch ignition off confirmation chirp will sound to indicate Learn Mode has been exited (system will automatically time out after 15 seconds)
Student Guide
3.5.3
Service Training
Central Locking Functions
The vehicle can be locked and unlocked by activating the driver door key barrel switch, the driver or passenger interior door locks, or the remote transmitter. If drive away locking is enabled, the doors lock when the gear selector is
moved from park to not-in-park for more than 1 second.
If a door lock actuator is driven more than 10 times within 40 seconds, a 20 second time out is set to allow the actuator to cool off. Other key barrel lock functions continue to operate during the lock actuator cool off period.
If the driver door key barrel lock switch is active for more than 30 seconds, the signal is ignored until the switch
becomes inactive. Lock actuator protection does not occur if the unlock signal comes from the inertia switch.
If activated, the inertia switch unlocks the doors while the ignition is in position 2. Doors unlocked by inertia switch
activation can be relocked by activating central locking.
If one door is locked and the other unlocked, and the inertia switch or key barrel lock / unlock switches are inactive,
the locks cycle until both locks are in the same state. Lock cycling is disabled after three cycles, when the inertia
switch is active, or when the ignition is switched to position II. When disabled, the locks are left in the last valid
locking request position.
Lock / unlock
The vehicle may be centrally locked or unlocked using the driver door key lock or the remote transmitter. A door
key lock global lock / unlock function activates the locks, windows and convertible top or sunroof.
Holding the door key lock in the active position for more than 1.5 seconds when the ignition is not in position II or III
activates the global lock / unlock function. The global function activates the locks, windows, and convertible top or
sunroof. If the key is released, global open / close operation immediately stops.
Trunk release
The trunk is opened using the interior trunk release switch, the trunk key lock or the remote transmitter. The interior trunk release switch activates the trunk solenoid under the following conditions:
Valet mode inactive
Security disarmed
Vehicle unlocked or key in the ignition
Valet mode (trunk release inhibit)

Valet mode is activated by pressing the valet switch when the trunk is closed. Valet mode is deactivated by disarming the security system or unlocking with the key.
NOTES
3.5.4
Student Guide
Service Training
XK SECURITY AND LOCKING CONTROL CIRCUITS
SLCM
ANTENNA
TRUNK SWITCH
S
TRUNK RELEASE
SOLENOID
POSITION III
POSITION II
FUEL FILL FLAP

SOLENOID
POSITION I
KEY IN
IGNITION SWITCH
NOT-IN-PARK
MICROSWITCH
BPM
TRUNK
FUEL FILL
B+
TRUNK AND FUEL FILL

RELEASE SWITCH
B+
DOOR LOCKING
RELAY
S
VALET SWITCH
B+
EXTERIOR HANDLE
LOCK
B+
UNLOCK
DDCM
KEY BARREL
DRIVER DOOR LOCK SWITCHES
DRIVER DOOR
SWITCH
DRIVER DOOR LOCK

ACTUATOR
B+
EXTERIOR HANDLE
PDCM
PASSENGER DOOR LOCK SWITCH
PASSENGER DOOR
SWITCH
PASSENGER DOOR LOCK

ACTUATOR
CAN (NETWORK)
SCP NETWORK
Student Guide
T682.57
3.5.5
Service Training
Security Functions
Locking
Locking the vehicle with the ignition key, if the security door locking function is enabled, or with the remote transmitter activates the security system.
Unlocking the vehicle with the ignition key if the security door locking function is enabled, or with the remote transmitter, disarms the security system.
Two stage unlocking
If two stage locking is enabled, one press of the remote transmitter unlocks the driver door and fades up the interior
lights. A second press unlocks the passenger door.
Remote convenience features

All remote features require that the key not be in the ignition (key not-in-ignition switch inactive).
Remote headlamp
If remote headlamps are enabled, one press of the remote transmitter headlamp button activates the headlamps for
25 seconds.
Remote trunk release
If remote trunk release is enabled, one press of the trunk release button activates the trunk release solenoid.
Remote panic alarm
If remote panic alarm is enabled, three presses of the remote transmitter headlamp button within 3 seconds disarms and unlocks the vehicle, and full alarm is activated for one cycle. The alarm is canceled by turning the ignition
switch to position I or II.
Security receiver shutdown

To reduce SLCM quiescent drain, the transmitter receiver portion of the security system will shut down 28 days after
the body systems enter the sleep state. Any body systems activity, such as unlocking the vehicle with the key, will
reactivate the receiver.
NOTES
3.5.6
Student Guide
Service Training
Anti-Theft System
Full Alarm
Active Arming of the Anti-Theft System
Once armed any of the following circumstances will

create a full alarm state and the sounder will operate (if
fitted):
Active arming, arm on central lock and key barrel arm

are programmable features. If doors, hood, or trunk are
closed, the key is not in the ignition and active arming is
enabled, the security system can be armed by either the
key barrel or remote transmitter. Arming will be prevented if door, hood or trunk lid are open and/or the
key is in the ignition; an error tone will sound.
Opening a door (after seven seconds)

Opening the trunk with the key (after seven seconds)
If the ignition key is turned to position I
Pressing the key-ring transmitter headlamp button
three times - Panic Alarm
Opening the hood
Glass breakage (if sensor is fitted).
Error Tone
The sounder gives a short, high-pitched warble if an
attempt is made to secure the vehicle and one of the
following conditions is present:
The trunk is not closed when an attempt is made
to arm the security system
The key is in the ignition switch when a transmitter
button is pressed
If there is a failure within the alarm system the
error tone will sound when the vehicle is disarmed
If any door or the hood is open when an attempt
to arm the security system is made.
Audible Signals
An audible signal will sound when:
The Valet switch is pressed with the trunk closed,
signifying that valet mode is active
In Valet mode and the interior trunk release switch
is pressed
Opening a door when security is armed (door
unlock warning and audible ticking).
Arming when Centrally Locked

The vehicle will arm when it is centrally locked via the
remote transmitter or from the key barrel. If a door,
hood or the trunk lid is open an error tone is emitted.
On arming the direction indicators give a short flash
and a single audible chirp will be emitted, if so programmed. The status LED in the gear selector surround
will illuminate and then flash to indicate perimeter
sensing. If deadlock and arming occur at the same time
then the direction indicators will give a long flash and a
second audible chirp.
Active Disarming of the Anti-Theft System
The anti-theft system will be disarmed and the alarm
stopped if the remote transmitter is used.
Arming and Disarming from the Key Barrel
To arm, the key is turned to the unlocked position and
then to the locked position within 3 seconds.
NOTES
Student Guide
3.5.7
Service Training
Anti-Theft System (continued)
KEY TRANSPONDER MODULE
The key transponder module forms an integral part of

the body system immobilization and security functions.
The module is not directly connected to the multiplex
network although the functionality requires several signals to be exchanged between the key transponder and
BPM. If the key transponder is enabled the system will
be disarmed when the key is inserted and the ignition is
switched to position I. When disarming the direction
indicators give two short flashes and two audible chirps
will be heard. The status LED will also be switched off.
The engine immobilizer ensures the engine can only be
started using a valid ignition key.
T682.58
Passive Arming: Vehicles with Key Transponder Module (KTM)

Engine cranking and starting are controlled by the ignition switch, ECM, BPM, P / N signal, key transponder module,
ignition key reader exciter in the ignition switch, ignition key transponder and the gear selector not-in-park switch.
Cranking and starting are accomplished in the following manner:
Ignition key switched from the OFF position
KTM receives a signal from the ignition switch position I as the key is turned
KTM energizes the reader / exciter, which causes the key transponder to broadcast its security code
If the key transponder code matches the programmed KTM code, the KTM outputs an OK TO START signal to
the ECM via a serial data link
ECM receives OK TO START signal and transmission P / N signal (hard wired from transmission), and enables
fueling and ignition
ECM outputs a SECURITY ACKNOWLEDGE signal to the BPM via a serial data link
BPM receives a park signal from the gear selector not-in-park switch and enables cranking if the security system has been disarmed
Ignition switch to position III (CRANK)
Ignition position III crank signal is received by the BPM
BPM grounds starter relay coil to energized starter motor
ECM receives starter relay coil signal and sets engine starting values
3.5.8
Student Guide
Service Training
Ignition Key Transponder Programming Using WDS

If the KTM is replaced, all keys must be programmed at the same time. No more than 5 keys can be programmed to
any one vehicle. If only the ECM is replaced, key transponder programming is not necessary.
1. Ensure all of the vehicles keys are available for this procedure. No more than 5 keys can be programmed
to one vehicle.
2. Load the latest software for the vehicle into WDS.
3. Access Vehicle Setup.
4. Select Security System Setup.
5. Select Program New Transponders.
6. Ensure that only the key being programmed is in the ignition. (Remove key from a ring with other keys. If
other Jaguar keys are near the reader exciter, they may also be detected, which will cause the KTM to
interpret this condition as an invalid signal.)
XK STARTING CIRCUITS WITH KEY TRANSPONDER MODULE
SECURITY
DISARM
NOT-IN-PARK SWITCH
(GEAR SELECTOR)
B+
BPM
IGNITION B+
POSITION III
STARTER RELAY
POSITION II
POSITION I
KEY IN
IGNITION SWITCH
B+
B+
SECURITY
ACKNOWLEDGE
KTM
D
IGNITION KEY /
TRANSMITTER
STARTER MOTOR
READER /
EXCITER COIL
D
ECM
P/N SWITCH
(TRANSMISSION)
CAN (NETWORK)
SCP NETWORK
SERIAL AND ENCODED COMMUNICATIONS
Student Guide
T682.59
3.5.9
Service Training
Vehicles without Key Transponder Module (KTM)
Engine cranking and starting are controlled by the ignition switch, ECM, BPM, transmission rotary switch P / N
switch and the gear selector not-in-park switch.
Cranking and starting are accomplished in the following manner:
Ignition switch to position II
Ignition position II and transmission P / N signal (hard wired) are received by the ECM
ECM enables fueling and ignition and outputs a SECURITY ACKNOWLEDGE signal via a serial data link to the BPM
BPM receives a park signal from the gear selector not-in-park switch and enables cranking if the security system has been disarmed
Ignition switch to position III (CRANK)
Ignition position III crank signal received by BPM
BPM grounds starter relay coil to energized starter motor
ECM receives starter relay coil signal and sets engine starting values
XK STARTING CIRCUITS WITHOUT KEY TRANSPONDER MODULE (N/A SHOWN)
SECURITY
DISARM
B+
NOT-IN-PARK SWITCH
(GEAR SELECTOR)
IGNITION B+
STARTER RELAY
BPM
POSITION III
POSITION II
POSITION I
KEY IN
IGNITION SWITCH
B+
SECURITY
ACKNOWLEDGE
STARTER MOTOR
ECM
P/N SWITCH
(TRANSMISSION)
3.5.10
CAN (NETWORK)
SCP NETWORK
SERIAL AND ENCODED COMMUNICATIONS
Student Guide
T682.60
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
4.2 Control Modules
4.3 Multiplexing
4.4 Body Systems
X-TYPE
TASK SHEETS

4.1.2
Student Guide
Service Training
Service Training
S-TYPE ELECTRICAL DISTRIBUTION SYSTEM

The Jaguar S-TYPE electrical system is a supply-side switched system. The ignition switch directly carries much of the
ignition switched power supply load. Power supply is provided via three methods: direct battery power supply,
ignition switched power supply, and switched system power supply.
The switched system power supply is controlled via the GECM and the RECM from SCP messages. After ignition
ON, four relays are activated by either the GECM or the RECM for as long as SCP messages remain on the SCP network. The relays will remain activated after ignition OFF, until all SCP messages are removed.
Engine management and transmission control are combined into a single Powertrain Control Module eliminating the
need for a controller area network. The Jaguar S-TYPE employs an SCP network for all powertrain, chassis and body
systems interface / control. An ACP network is employed for audio and communications systems interface / control.
Circuit ground connections are made at body studs located throughout the vehicle. There are no separate power
and logic grounding systems.
The electrical harness incorporates hard-wired front and rear power distribution boxes and a serviceable primary
junction box. All fuses and relays (except the trailer towing accessory kit) are located in the two power distribution
boxes and the primary junction box.
NOTES
Student Guide
4.1.3
Service Training

Power Distribution
CLEAN POWER FUSE
Distribution cables supply battery power through to the

starter motor and to three power distribution/fuse boxes. Harnesses distribute battery, auxiliary and ignition
power from the fuse boxes to all the user components.
The front power distribution/fuse box clean power is
fed via a clean power 175 ampere fuse (megafuse)
which is located next to the rear power distribution
box/fusebox.
REAR
POWER DISTRIBUTION BOX
CLEAN
POWER FUSE
T682.61
The secondary junction box is located on the bulkhead

in the LH side of the cabin near the A post. It acts as a
splice header to avoid having numerous splices in the
harness.
Battery
The low maintenance DIN 88, 90 ampere hour battery

is installed on the RH side of the luggage compartment
floor below the trim.
NOTES
T682.62
BATTERY
T682.63
4.1.4
Student Guide
Service Training
S-TYPE MAIN POWER DISTRIBUTION
FRONT POWER DISTRIBUTION BOX

GENERATOR
GENERATOR/STARTER
POSITIVE CABLE
STARTER MOTOR
BULKHEAD POWER STUD
PRIMARY JUNCTION BOX
BATTERY POSITIVE CABLE
CLEAN POWER SUPPLY
CLEAN POWER MEGAFUSE

REAR POWER DISTRIBUTION BOX
BATTERY
BATTERY NEGATIVE CABLE
T682.64
Student Guide
4.1.5
Service Training

Harness Layout
S-TYPE HARNESS LAYOUT
FRONT HARNESS
ENGINE HARNESS
FASCIA HARNESS
ROOF HARNESS
CABIN HARNESS
T682.65
4.1.6
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
4.2 Control Modules
4.3 Multiplexing
4.4 Body Systems
X-TYPE
TASK SHEETS

Service Training
S-TYPE CONTROL MODULES

S-TYPE CONTROL MODULE LOCATIONS

OR DYNAMIC STABILITY CONTROL
CONTROL MODULE
THROTTLE ACTUATOR
CONTROL MODULE (V8)
THROTTLE ACTUATOR
CONTROL MODULE (V6)
STEERING COLUMN
LOCK MODULE
GENERAL ELECTRONIC
CONTROL MODULE
POWERTRAIN
CONTROL MODULE
INSTRUMENT PACK
AIR CONDITIONING
CONTROL MODULE
RESTRAINTS
CONTROL MODULE
(BELOW RADIO)
DRIVER DOOR
CONTROL MODULE
SLIDING ROOF
CONTROL MODULE
DRIVER SEAT
CONTROL MODULE
PASSENGER SEAT HEATER

CONTROL MODULE
DRIVER SEAT
HEATER CONTROL MODULE
CELLULAR PHONE
CONTROL MODULE
REAR ELECTRONIC
CONTROL MODULE
VOICE ACTIVATION
CONTROL MODULE
VEHICLE EMERGENCY
CONTROL MODULE
ADAPTIVE DAMPING
CONTROL MODULE
NAVIGATION
CONTROL MODULE
PARKING AID
CONTROL MODULE
T682.66
4.2.2
Student Guide
Service Training

Most S-TYPE control modules require configuration when replaced. Configuration sets up the control module to correctly
function in the vehicle in which it is installed. If configuration is not carried out, one or more difficulties will occur:
The engine will not start
Incorrect operation may occur
Certain features may not function
Configuration is performed using WDS and is carried out by performing the following steps:
Select the Vehicle Configuration main tab
Highlight Configure New Modules
Select the appropriate module and follow on-screen prompts
Powertrain Control Module (PCM)

NOTE: Once a PCM is configured to a vehicle, it cannot be reconfigured to another vehicle.
After a PCM is replaced and the battery reconnected,
connect WDS. WDS will perform the configuration
during which you will be prompted to enter the Vehicle Identification Number.
POWERTRAIN CONTROL MODULE
During configuration WDS writes vehicle identification

information into a section of the PCM memory called
the VID Block (Vehicle Identification Block). Once the
VID Block space is occupied, it can be overwritten with
a re-flash. The VID Block stores data pertaining to certain other vehicle control modules. For example, the
instrument pack identification data.
The VID Block has no effect on vehicle operation and is
accessible in the future via WDS. The intent of the VID
Block is to give Jaguar technicians information on the
programmed status of control modules, in the event of
a problem.
T682.67
NOTE: The PCM must be configured to the instrument pack as part of the security system set up. If this is
not carried out, the engine will not start. Refer to Instrument Pack on page 4.2.6.
NOTES
Student Guide
4.2.3
Service Training

Driver Door Control Module (DDCM)
DDCM
The DDCM contains the antenna for the ignition key

fob transmitters and must be configured to accept the
transmitted signals.
Driver Seat Control Module (DSCM)

NOTE: The DSCM is only fitted to vehicles
with memory-operated devices.
T682.68
The DSCM must be configured to know the range of

seat and steering column travel for correct memory
operation. If the DSCM, seat motors, or column motors
are replaced, perform module configuration. Failure to
carry out this operation will result in failure of all memory-operated devices.
CAUTION: Ensure that there are no
obstructions and that the seat is not
occupied during this operation.
DSCM
Dynamic Stability Control

Control Module (DSCCM)
The DSCCM requires configuration if it is replaced, or if
either the Lateral Accelerometer or Yaw Velocity Sensor
are replaced. In addition the DSCCM requires configuration if either of the DTCs relating to the Steering Angle Rate
Sensor have been flagged.
T682.69
If any of the DSC system components are replaced, configuration of the module will be required. If the DSC
indicator light is flashing, configuration is necessary.
NOTES
DSCCM
T682.70
4.2.4
Student Guide
Air Conditioning Control Module (A/CCM)
Service Training
A/CCM
Replacement A/CCMs require configuration for several

vehicle options and vehicle variants.
Correct heated wiper park function and heater operation are required on V8 models. These two systems will
not operate if the module is not properly configured.
NOTE: Canadian specification vehicles have
heated windshields. The on/off strategy differs
from the heated wiper park.
Radio Head Unit

Replacement radios require configuration for vehicle
audio and telematics options.
This module should be configured in line with whichever additional systems are fitted to the vehicle, such as
CD Autochanger, Navigation, Voice Activation and
VEMS (JaguarNet).
T682.71
RADIO HEAD UNIT
VEMS (JaguarNet)
The VEMS module (part of the Luxury Communications
package) must be configured with the vehicle VIN number. Otherwise the on-screen warning of assist failure
and the red LED in the eye button will be illuminated.
Failure to program the VIN will result in incorrect vehicle identification to the VEMS telephone operator.
VEMS is only available in the US.
NOTES
T682.72
VEMS (JaguarNet) MODULE
T682.73
Student Guide
4.2.5
Service Training

Instrument Pack
The instrument pack must be configured to the PCM. If a replacement instrument pack is a new unit, this procedure can be carried out without using WDS. After a new instrument pack is installed and the battery reconnected,
the instrument pack reads the VID Block of the PCM via the SCP network and automatically configures itself based
on the VID Block data.
INSTRUMENT PACK
T682.74
Ignition Key Programming

After instrument pack configuration is complete, the ignition keys can be programmed manually, or using WDS. A
minimum of 2 keys are required.
Manual key programming is as follows:
1. Insert the first key and switch the ignition to II (RUN). Remove the key within 5 seconds from switching to II.
2. Within 5 seconds from the first key removal, insert the second key and switch the ignition to II (RUN).
Remove the key within 5 seconds from switching to II.
3. If additional keys are to be programmed, insert the remaining keys within 10 seconds from the proceeding
key removal. Switch the ignition to II (RUN). Remove the key within 5 seconds from switching to II.
WDS Key Programming:
All vehicle keys should be available as this operation will clear any previously programmed keys from the instrument pack memory.
After connecting WDS, select Guided Diagnostics from the Main Menu followed by Vehicle Set Up and Vehicle CM
Set Up / Configuration. Follow the onscreen prompts for key programming.
NOTE: During this operation, the Message Center language can also be changed. Message Center language
change can also be accomplished manually using the trip computer buttons as per XJ / XK.
4.2.6
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
4.2 Control Modules
4.3 Multiplexing
4.4 Body Systems
X-TYPE
TASK SHEETS

4.3.2
Student Guide
Service Training
Service Training
S-TYPE MULTIPLEXING
Multiplex Networks
The S-TYPE has three module communications networks. The first is the Standard Corporate Protocol (SCP) Network (J1850 SAE Standard), which is a twisted pair of cables: data bus plus and data bus minus. The second is the
Serial Data Link (ISO 9141), which is a single wire network. The third is the Audio Control Protocol (ACP) Network,
which, like the SCP, uses a twisted pair of wires. ACP is used only for the audio system. Both the SCP Network and
the Serial Data Link can be connected to WDS by the data link connector (DLC), located under the instrument panel
between the steering column and the audio unit.
S-TYPE NETWORKS
SCP
PCM
INST
PATS
ABS/TCCM
OR DSCCM
GECM
ADCM
RECM
TACM
VEMCM
A/CCM
NCM
DDCM
RADIO
MC
CD
ACP
DSCM
VACM
RCM
CPCM
PACM
SERIAL DATA LINK
PCM PROGRAMMING LINK

SERIAL DATA LINK
SCP NETWORK
PCM PROGRAMMING
LINK
ACP NETWORK
DATA LINK CONNECTOR

T682.75
Student Guide
4.3.3
Service Training
S-TYPE MULTIPLEXING
Multiplex Networks (continued)
Serial Data Link (ISO 9141)
The Serial Data Link does not permit inter-module communications. When WDS communicates to modules on the
Serial Data Link, WDS must ask for all information; the modules initiate communications.
Standard Corporate Protocol (SCP) Network

The Standard Corporate Protocol (SCP) Network is the only communication network controlling the driveability of
the vehicle and vehicle body systems. SCP is able to replace the faster Controller Area Network (CAN) for powertrain control because both engine management and transmission control are combined into a single Powertrain
Control Module (PCM).
SCP differs from CAN in that not all messages have to be event driven.
Cyclic messages
Some messages, such as those relating to engine management, are cyclic. Cyclic messages are broadcast repeatedly at a frequency of 50 ms.
Periodic event messages
Other messages are broadcast repeatedly only until a particular result is acheived. For example, during traction
control operation, the ABS/TC control module may request a reduction in engine torque. The control module will
continue to broadcast this request until it receives the message that the engine torque has been reduced.
Network connection from module to module consists of pairs of twisted wires, similar to previous Jaguar vehicles.
2000 MY vehicles had portions of the network wires are shielded to prevent interference. The primary wire colors are
slate (+) and blue ().
The network will remain operational if one of the bus wires is open circuit, short circuit to ground or short circuit to
B+ voltage. In addition, the network will remain operational if some, but not all, control module termination resistors have failed.
NOTES
4.3.4
Student Guide
Service Training
S-TYPE SCP NETWORK
AIR CONDITIONING
CONTROL MODULE
POWERTRAIN CONTROL
MODULE
S
S
360
S
S
THROTTLE ACTUATOR
CONTROL MODULE
INSTRUMENT PACK
360
RADIO HEAD
GENERAL ELECTRONIC
CONTROL MODULE
360
NAVIGATION
CONTROL MODULE*
REAR ELECTRONIC
CONTROL MODULE
B+
VEHICLE EMERGENCY
CONTROL MODULE
DYNAMIC STABILITY CONTROL

CONTROL MODULE**
FC35
ABS/TC
CONTROL MODULE**
VOICE ACTIVATION
CONTROL MODULE
* Network connection varies with

vehicle option set.
**ABS/TC or DSC fitted to vehicle.
DRIVER DOOR
CONTROL MODULE
NAVIGATION
CONTROL MODULE*
CA15
VOICE ACTIVATION
CONTROL MODULE
SECONDARY
JUNCTION BOX
DRIVER SEAT
CONTROL MODULE
DATA LINK
CONNECTOR
T682.76
Student Guide
4.3.5
Service Training
S-TYPE MULTIPLEXING
Multiplex Networks (continued)
Audio Control Protocol (ACP) Network
The Audio Control Protocol (ACP) network is used only on the S-TYPE audio, voice and cell phone systems.
This network consists of the Radio Head Unit acting as the control module, with various other audio system-related
modules. These are connected by a twisted pair data bus.
S-TYPE ACP NETWORK
CD AUTOCHANGER
VOICE ACTIVATION
CONTROL MODULE
RADIO
HEAD UNIT
CELLULAR PHONE
CONTROL MODULE
T682.77
Operation
The control module communicates with other network modules by sending and/or receiving electronic messages on
the data bus. The ACP data bus consists of a pair of wires twisted to help prevent radio frequency interference.
NOTE: Be aware that unlike the SCP Network, if either of the data bus wires are open or shorted, the ACP
network will not operate.
NOTES
4.3.6
Student Guide
Service Training
S-TYPE ACP NETWORK
A
A
VOICE ACTIVATION
CONTROL MODULE
RADIO HEAD
UNIT
CA15
CELLULAR TELEPHONE
CONTROL MODULE
CD AUTOCHANGER
SECONDARY
JUNCTION BOX
T682.78
NOTES
Student Guide
4.3.7
4.3.8
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
4.2 Control Modules
4.3 Multiplexing
4.4 Body Systems
X-TYPE
TASK SHEETS

Service Training
S-TYPE BODY SYSTEMS

Power Windows
S-TYPE window lifts feature driver one-touch control
and rear window isolation (lock out). The window lift
circuit combines hardwire control and activation, with
SCP network control and hardwire activation. The individual door window lift switches input to their
respective control modules, which in turn, activate the
window lift motor(s):
Driver door window switch pack / DDCM / driver
door window motor
Passenger door switch / GECM / passenger door
window motor
LH and RH rear door switches / RECM LH and RH
rear door window motors
When controlling windows (other than the driver door)
from the driver door switch pack, or using the global
close / open central locking function, the DDCM broadcasts SCP Window Open / Close Command to the
GECM and the RECM.
Driver door switch pack window switch inputs

Window switch signals are provided to the DDCM. All
window switch circuits are normally open. When the circuits are completed, B+ is sensed at the control module.
Passenger window switch inputs
Window switch UP / DOWN signals are provided to the
GECM. The circuits are normally open referenced to
B+ (provided from the RECM). When the circuits are
completed, B+ is sensed at the control module.
LH and RH rear window switch inputs
Window switch UP / DOWN signals are provided to the
RECM. The circuits are normally open. When the circuits are completed, B+ is sensed at the control module.
Window lift motor operation
The window lift motor(s) are driven by the control module by applying B+ ground to the pairs of window lift
motor circuits.
Sliding Roof
The sliding roof system operates independently from

the window lift system, except in the case of global
open / close. The sliding roof control module is not part
of the SCP network. The RECM signals the sliding roof
control module to globally open / close via a hardwired
circuit. The sliding roof can be positioned opened,
closed, partially open, or tilt.
WINDOW SWITCHES
ROOF CONSOLE
REAR WINDOW
ISOLATION SWITCH
SLIDING ROOF
SWITCH
T682.79
Global Closing / Opening
Using the key in the drivers door, lock the vehicle

and hold in this position to close all the windows
(and sliding roof, if fitted).
Press and hold the key-ring transmitter unlock button, or use the key to unlock the vehicle and hold
in this position to open all the windows (and sliding roof, if fitted).
T682.80
4.4.2
Student Guide
Service Training
S-TYPE POWER WINDOWS
B+
MOTOR
B+
S
B+
RH MOTOR
B+
LH MOTOR
B+
PASSENGER WINDOW
SWITCH
PASSENGER WINDOW
MOTOR
S
GECM
MOTOR
B+
B+
GLOBAL
CLOSE
I
I
REMOTE
TRANSMITTER
LH REAR WINDOW
SWITCH
O
I
I
I
LOCK OUT
RH REAR WINDOW
SWITCH
DRIVER ONE-TOUCH
I
I
RH FRONT WINDOW
DRIVER WINDOW
MOTOR
LH REAR WINDOW
MOTOR
LH FRONT WINDOW
RH REAR WINDOW
RH REAR WINDOW
MOTOR
I
I
LH REAR WINDOW
RECM
MASTER WINDOW
SWITCHES
I
ALARM SET /
LOCK SWITCH
KEY
BARREL
I
ALARM RESET /
UNLOCK SWITCH
DRIVER
DOOR LATCH
ASSEMBLY
DDCM
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P
POWERTRAIN CONTROL SYSTEM

SWITCHED POWER DISTRIBUTION
Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.81
4.4.3
Service Training
S-TYPE BODY SYSTEMS

Interior Lighting
ROOF CONSOLE
Interior lighting is controlled in multiple ways:

Manual interior lamp activation
Automatic interior lamp activation
Automatic / manual interior lamp activation
INTERIOR LIGHTING SWITCHES
Most of these activation modes are controlled by switch

inputs to control modules.
Master Interior Lighting Switch / Instrument Pack

Input from the master interior lighting switch, located in
the roof console. When the switch is pressed, the circuit is
completed.
The instrument pack outputs SCP ALL COURTESY
LAMP SWITCH STATUS.
T682.82
DTC B1246 will be flagged if the switch circuit becomes

open circuit or short to ground.
Driver and Passenger Door Switches / GECM

The driver and passenger door switches provide ground
inputs to the GECM when the doors are opened.
GECM outputs
SCP DRIVER FRONT DOOR AJAR SWITCH STATUS
SCP PASSENGER FRONT DOOR AJAR SWITCH STATUS
Rear Door and Trunk Switches / RECM

The LH and RH rear door switches and the trunk switch
provide ground inputs to the RECM when the doors are
opened.
RECM outputs
SCP DRIVER REAR DOOR AJAR SWITCH STATUS
SCP PASSENGER REAR DOOR AJAR SWITCH STATUS
SCP TRUNK LID DOOR AJAR SWITCH STATUS
Switched System Power Supply

All interior lamps are supplied with B+ V from switched
system power supply. This power supply is GECM /
RECM controlled as a battery saver function. Power is
available whenever an SCP network message is present.
4.4.4
For example: Before the ignition is switched ON when

the vehicle is unlocked by the key barrel (SCP message
Driver Front Door Lock State Status); after the ignition is
switched OFF SCP messages remain on the network
for approximately 40 minutes.
Interior Lamps Operational Overview

Master interior lighting switch
Press the master interior light switch to switch all interior lamps from automatic to ON. When the switch is in
the ON position, if any doors are open, none of the
individual interior lamps can be turned OFF. In the
automatic position, when the interior lamps have faded off, certain lamps can be switched ON or OFF by
pressing the associated individual switch.
Illuminated Entry / Exit
When the vehicle is unlocked, the fascia courtesy lamps
will gradually illuminate and remain on for 20 seconds.
When the vehicle is locked with the remote or key and
the fascia courtesy lamps are ON, they will fade OFF.
NOTES
Student Guide
Service Training
S-TYPE INTERIOR LIGHTING
B+
GLOVE BOX
LAMP
B+
O
I
RH FASCIA LAMP
DRIVER DOOR
SWITCH
B+
S
LH FASCIA LAMP
PASSENGER DOOR
SWITCH
SECONDARY
JUNCTION BOX
DRIVER DOOR
COURTESY LAMP
GECM
PRIMARY
JUNCTION BOX
PASSENGER DOOR
COURTESY LAMP
B+
B+
SECONDARY
JUNCTION BOX
LH FRONT MAP
LAMP
LH FRONT MAP LAMP

SWITCH
MASTER LIGHTING
SWITCH
LH SUN VISOR LAMP

S
INST
B+
LH REAR MAP LAMP
B+
RH REAR MAP LAMP

LH REAR
DOOR SWITCH
I
RH SUN VISOR LAMP
RH REAR
DOOR SWITCH
I
RH FRONT MAP
LAMP
RH FRONT MAP LAMP

SWITCH
TRUNK SWITCH
B+
RH TRUNK LAMP
RECM
B+
S
LH TRUNK LAMP
LOCK /
UNLOCK
I
LOCK SWITCH
REMOTE
TRANSMITTER
I
UNLOCK SWITCH
DRIVER DOOR
KEY BARREL
DDCM
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.83
4.4.5
Service Training
S-TYPE BODY SYSTEMS

Dimmer-Controlled Lighting
The instrument pack will illuminate with Sidelights ON.
Instrument pack decodes the position of the dimmer
switch and the lighting switch, and then broadcasting
SCP BACKLIGHTING INTENSITY AND DIMMING CURVE
WITH HEADLAMPS COMMAND to the following:
Message Center
AUDIO (Radio Head Unit)
A/CCM
GECM
LIGHTING AND DIMMER SWITCHES
The message center, radio, and air conditioning control

module (climate control panel) illumination are internally
switched ON to the correct level when the SCP message is
received. In the event of a message center warning message being active, the message center display will go to
maximum night time brightness. If the dimming level is
set to maximum brightness the message center will go into
daylight override mode and display everything at full daytime brightness.
LIGHTING SWITCH
DIMMER SWITCH
T682.84
NOTE: If the interior lamps master switch

(roof console) is switched ON while the
message center illumination is dimmed, the
display will go to maximum night time
brightness.
The GECM converts the SCP message into a PWM drive signal, which is used for vehicle locate illumination (DimmerControlled Lighting). The instrument pack illumination level is controlled by this input.
Switch input
The dimmer switch input signal is provided; this signal is referenced (sensor supply). The signal is a variable resistance across the inputs in the range of 1 k to 11 k.
NOTES
4.4.6
Student Guide
Service Training
S-TYPE DIMMER-CONTROLLED LIGHTING
RH REAR WINDOW SWITCH

S
CONTROLS
ILLUMINATION
PRIMARY
JUNCTION BOX PASSENGER WINDOW SWITCH
A/CCM
PWM
B+
LOCATE
ILLUMINATION
SUPPLY
LH REAR WINDOW SWITCH

O
PWM
TRACTION CONTROL SWITCH
TRANSMISSION MODE SWITCH
BACKLIGHTING / DIMMER
CIGAR LIGHTER
J GATE
GECM
SECONDARY
JUNCTION BOX
S
RADIO FUNCTIONS
ILLUMINATION
LH HEATED SEAT SWITCH
S
LOCATE
ILLUMINATION
B+
RH HEATED SEAT SWITCH
RADIO
SIDE LAMPS
DIMMER SWITCH
LOCATE
ILLUMINATION
LIGHTING SWITCHES
NAVIGATION DISPLAY
MESSAGE CENTER SWITCH PACK
LOCATE
ILLUMINATION
LIGHTING SWITCH
SWITCHES
I
DIMMER SWITCH
STEERING WHEEL
INST
MASTER INTERIOR
LIGHTING SWITCH
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.85
4.4.7
Service Training
S-TYPE BODY SYSTEMS

Exterior Lighting Control
Exterior lighting is driver controlled by the fascia mounted rotary lighting switch and the steering column left hand
stalk switch.
Lighting Switch
LIGHTING SWITCH
The lighting switch has 7 functions:

OFF (C)
SIDELAMPS (D)
AUTO (B)
HEADLAMPS (E)
OFF
All exterior lighting OFF (except Canada daytime running lamps)
TIMER (A)
REAR FOG
LAMPS PULL (F)
FRONT FOG
LAMPS PULL (G)
T682.86
Autolamps
The autolamp sensor, located on top of the fascia, monitors exterior light levels and automatically switches the
side lamps and headlamp dip beams ON or OFF. When
light fades to the non-adjustable preset level, the side
lamps and headlamps switch ON automatically. As light
increases to the preset level, the sidelights and headlamps switch OFF automatically.
Autolamps delayed exit

This feature leaves the headlamps turned ON after the ignition has been switched OFF, allowing the driver and passengers increased visibility on leaving the vehicle. The feature is set using the lighting switch to input the desired
delay time to the instrument pack. Moving the switch from OFF counterclockwise varies the delay time from 3 seconds up to 3 minutes. After adjustment, the newly set delay time will be displayed on the message center.
Sidelamps
Switches ON: front side marker lamps, tail lamps, license plate lamps. When this position is selected, vehicle
locate lighting is switched ON.
Headlamps
Switches ON headlamp dipped beams. (Sidelamp function remains ON.)
Rear fog lamps
Turn the switch to headlamps ON; pull the switch and then turn to position Rear Fog Lamps ON. Turning on the
rear fog lamps will also turn on the front fog lamps.
Front fog lamps
Pull the switch in positions (A), (B), (D) or (E) to switch ON the front fog lamps. Push to turn OFF. If the rotary switch is
turned exterior lamps OFF, the switch will be retracted to its normal position and the fog lamps will be turned OFF.
NOTES
4.4.8
Student Guide
Service Training
Daytime Running Lights (Canada only)

Canada daytime running lights (Side lamps and Headlamp dipped beams) are switched ON automatically by the
GECM with the following conditions:
Ignition switch position II
Lighting switch OFF or Headlamps ON
Gear selector not in P (automatic transmission)
Parking brake released
Battery Saver Feature

If the dipped or main beam headlamps are switched ON and the ignition is switched to OFF, or the key is removed,
the lamps will automatically turn OFF after 10 minutes. The sidelights will remain ON.
Bulb Failure Monitoring

The tail and brake lamp bulbs are monitored for failure and a corresponding message is shown in the message center. For example: LEFT TAIL LAMP FAILED. Additionally, the AMBER secondary warning will be on.
There are two tail lamp bulbs in each tail lamp. The message that a tail lamp has failed indicates that both bulbs in
that cluster have failed. The message will be shown, even after a bulb is replaced, until the next time the bulb is
switched on.
Exterior Lighting Control Functions and Diagnostics

All lighting inputs, except the brake switch, are received by the instrument pack from the lighting and column stalk
switches, and the autolamp sensor. The instrument pack decodes the state of the hardwired lighting switch and
broadcasts SCP messages for exterior lighting activation by the GECM front exterior lighting, or the RECM rear
exterior lighting.
NOTES
Student Guide
4.4.9
Service Training
S-TYPE BODY SYSTEMS

Exterior Lighting: Front
Exterior lighting inputs are decoded by the instrument pack and broadcast as SCP messages to the GECM and the
RECM. The GECM activates all front exterior lighting circuits. When the messages are received by the GECM, it activates the specified lighting circuit(s).
All circuits, except the fog lamp circuit, are activated by the GECM via direct ground side switching. The front fog
lamps are activated via the front fog lamp relay. The GECM completes the relay coil circuit to ground to activate the
relay, which switches the supply side of the front fog lamp circuit.
S-TYPE EXTERIOR LIGHTING CONTROL INPUTS: FRONT
B+
B+
OFF
SIDE
DIP
HEADLAMPS
FOG LAMPS
REAR FOG
AUTO LAMPS SET
LIGHTING SWITCH
LEFT
I
RIGHT
TURN SIGNAL
LIGHTING REQUESTS
MAIN / DIP
I
FLASH
HEADLAMP
LIGHTING STALK
COLUMN SWITCHGEAR
HAZARD
SWITCH
MESSAGE CENTER
SWITCH PACK
B+
AUTOLAMP
SENSOR
INST
I
B+
MAIN
POWER DISTRIBUTION
4.4.10
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.87A
Service Training
S-TYPE EXTERIOR LIGHTING: FRONT
B+
B+
LH TURN REPEATER
B+
LH SIDE MARKER
O
TURN
O
PARK
B+
DIP
B+
MAIN
LH HEADLAMP UNIT
LIGHTING REQUESTS
B+
RH TURN REPEATER
RH SIDE MARKER
B+
TURN
O
PARK
B+
DIP
B+
MAIN
RH HEADLAMP UNIT
B+
O
B+
LH FRONT
FOG LAMP
FRONT
FOG LAMP
RELAY
GECM
RH FRONT
FOG LAMP
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.87B
4.4.11
Service Training
S-TYPE BODY SYSTEMS

Exterior Lighting: Rear
Exterior lighting inputs are decoded by the instrument pack and broadcast as SCP messages to the GECM and the
RECM. The RECM activates all rear exterior lighting circuits. When the messages are received by the RECM, it activates the specified lighting circuit(s) (except the stop lamp circuits). All circuits are activated by the RECM via direct
ground side switching.
S-TYPE EXTERIOR LIGHTING CONTROL INPUTS: REAR
REVERSE
PCM
B+
B+
OFF
SIDE
DIP
HEADLAMPS
FOG LAMPS
REAR FOG
AUTO LAMPS SET
LIGHTING SWITCH
LEFT
I
RIGHT
TURN SIGNAL
LIGHTING REQUESTS
MAIN / DIP
I
FLASH
HEADLAMP
LIGHTING STALK
COLUMN SWITCHGEAR
HAZARD
SWITCH
MESSAGE CENTER
SWITCH PACK
B+
AUTOLAMP
SENSOR
INST
I
B+
MAIN
POWER DISTRIBUTION
4.4.12
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.88A
Service Training
S-TYPE EXTERIOR LIGHTING: REAR
REVERSE
PARKING AID
B+
HIGH-MOUNTED
STOP LAMP
O
STOP
B+
TAIL
O
FOG
B+
TURN
O
REVERSE
LH TAIL LAMP UNIT
LH SIDE
MARKER LAMP
LIGHTING REQUESTS
O
STOP
B+
TAIL
O
FOG
B+
BRAKE ON / OFF
SWITCH
B+
TURN
O
REVERSE
RH TAIL LAMP UNIT
RH SIDE MARKER LAMP
O
LH
RECM
RH
LICENSE PLATE
LAMPS
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.88B
4.4.13
Service Training
S-TYPE BODY SYSTEMS

Windshield, Backlight, and Door Mirror Heaters
NOTE: Glass heaters operate only while the engine is running. System (battery) voltage must be above a
predetermined level for heater operation.
Heated Windshield; Heated Windshield Wiper Park

Vehicles are fitted with either heated windshield wiper park or heated windshields. Heated windshields have two
(LH and RH) heating elements with two control and activation circuits. Heated wiper park windshields have one
heating element in the wiper park area. The heated wiper control and activation circuit is the same circuit used for
the RH windshield heater. The circuits incorporate relays located in the front power distribution box.
Heated windshield control
The A/CCM activates the windshield heaters for a four-minute time period when either heated windshield or defrost is
selected on the control panel. If low battery voltage is sensed by the A/CCM, the windshield heaters will be disabled.
Heated wiper park control
The A/CCM activates heated wiper park either automatically or manually.
If the ambient temperature is below 4 C (40 F) at engine start, the A/CCM will automatically activate heated
wiper park.
If while engine operating, the ambient temperature falls below 1 C (34 F), the A/CCM will automatically activate heated wiper park, provided it did not activate previously during the ignition cycle.
As long as the ambient temperature remains at or below 5 C (41 F), heated wiper park operates; however, the
voltage threshold for disengagement moves up after the first ten minute period.
If while heater operating, the ambient temperature rises above 5 C (41 F), the A/CCM will automatically disengage heated wiper park.
If heated wiper park is disengaged manually, automatic engagement is disabled until the next ignition cycle.
If heated wiper park is manually engaged or disengaged, then the ignition switched OFF, the selection will be
stored in memory for ten minutes in case of restart.
Heated Backlight and Rear View Mirrors

The heated backlight and mirror heaters operate simultaneously and are directly controlled by the rear electronic
control module (RECM) upon receipt of an SCP heaters ON request from the A/CCM. The heater circuit incorporates a relay located in the rear power distribution box.
Heated backlight and rear view mirrors control
The A/CCM activates the heaters either automatically or manually using the same inputs and control as the heated
wiper park.
NOTES
4.4.14
Student Guide
Service Training
S-TYPE WINDSHIELD, BACKLIGHT AND DOOR MIRROR HEATERS
B+
B+
B+
B+
LH HEATED WINDSHIELD RELAY
LH HEATED WINDSHIELD PARK
HEATER
REQUEST
SWITCHES
B+
O
B+
RH HEATED WINDSHIELD RELAY
OR
HEATED WIPER PARK RELAY
RH HEATED WINDSHIELD
OR
HEATED WIPER PARK
A/CCM
WAVE TRAP
BACKLIGHT, MIRROR HTRS. REQ.
B+
O
B+
B+
HEATED BACKLIGHT
RELAY
HEATED BACKLIGHT
B+
S
MIRROR
HEATERS
FUSE
DRIVER DOOR
MIRROR HEATER
RECM
PASSENGER DOOR
MIRROR HEATER
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.89
4.4.15
Service Training
S-TYPE BODY SYSTEMS

Wash / Wipe System
The wash / wipe system is entirely hardwire controlled
and activated. All of the driver controlled inputs are to
the GECM from the column stalk switch. The GECM
directly activates the wash / wipe components.
WASH / WIPE SWITCH

FAST
SLOW
INTERMITTENT
Wash / wipe switch inputs

The switch input signals are provided on two circuits
and referenced to a common reference circuit. All
switch position signals (except WASH) are resistance
signals made up from the combination of modes and
delay settings. The WASH circuit is normally open
completed when WASH is selected.
OFF
FLICK
ROTARY
COLLAR
T682.90
Intermittent Wipe
Intermittent wipe will normally vary the wiper time delay from approximately 3 to 18 seconds. As the vehicle speed
increases, the wipers will operate faster.
Rain Sensing (Optional)

The rain sensing module, located in front of the interior rear view mirror, has a 3-wire circuit in parallel with the column stalk switch circuit. If AUTO and INTERMITTENT are selected on the column stalk switch, the module will
activate the windshield wipers when rain falls on the windshield.
NOTES
4.4.16
Student Guide
Service Training
S-TYPE WASH / WIPE SYSTEM
MAXIMUM
DELAY
100
82
68
51
36
20
3.3
B+
FLICK
OFF
INTERMITTENT
LOW
HIGH
MINIMUM
DELAY
DELAY
WASH
FLICK
OFF
INTERMITTENT
LOW
HIGH
47.5
11.2
4.8
RAIN SENSING
MODULE
WIPERS
WIPE / WASH SWITCH
B+
B+
B+
I
FLUID LEVEL WARNING;
VEHICLE SPEED
SCP
LOW SPEED
HIGH SPEED
B+
WIPER HIGH / LOW
RELAY
PARK
RUN
B+
O
WIPER MOTOR ASSEMBLY

WIPER PARK
RELAY
B+
B+
O
B+
POWER WASH
RELAY
POWER WASH
PUMP
WASHER FLUID
LEVEL SWITCH
O
B+
WINDSHIELD WASHER
PUMP
GECM
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.91
4.4.17
Service Training
S-TYPE BODY SYSTEMS

Memory System
The memory system is split into two areas of operation. These are:
Memory management
Memory retention
Memory management is handled by the drivers door control module (DDCM). Memory retention is the responsibility of any module hardwired to potentiometers. The DDCM will correlate all memory modules to remember their
individual motor positions when the memory set button is depressed.
These memories will then be assigned as position 1 or position 2 depending on driver selection. When the recall
button is later pressed, the DDCM will broadcast a generic command to the specific modules to position their individual motors to their remembered positions.
For example, if the GECM module is replaced with a GECM from another vehicle, the passengers door mirror will
default to the previously programmed position from the donor vehicle. Therefore it is advisable not to swap modules from one vehicle to the other.
NOTES
4.4.18
Student Guide
Service Training
S-TYPE MEMORY SYSTEM

DRIVER DOOR MIRROR ASSEMBLY
B+
LH
I
RH
I
O
MIRROR
SWITCHES
O
I
I
I
O
MEMORY SET
INDICATOR
O
O
MEMORY SET
I
MEMORY 1
MEMORY POSITIONS
STEERING
COLUMN
MOTORS
MEMORY 2
DRIVER DOOR
CONTROL MODULE
COLUMN POSITION
FEEDBACK
POTENTIOMETERS
1.5K
2.2K
820
O
O
320
I
ENTER / EXIT
I
STEERING COLUMN
ADJUST SWITCH
PASSENGER DOOR MIRROR ASSEMBLY
INSTRUMENT
PACK
S
O
O
I
I
O
O
GENERAL ELECTRONIC
CONTROL MODULE
S
B+
I
CUSHION FRONT
RAISE / LOWER
SEAT
FORE / AFT
CUSHION REAR
RAISE / LOWER
SQUAB
RECLINE
I
O
O
I
I
O
O
O
O
I
O
O
I
DRIVER SEAT
SWITCH PACK
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
DRIVER SEAT
CONTROL MODULE
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
I
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.92
4.4.19
Service Training
S-TYPE BODY SYSTEMS

Seat Movement and Heaters
Seat positions are adjusted from the individual seat
switch packs. Non memory seats are controlled directly from the B+ ground drive signals provided from the
seat switch packs. The driver memory seat is controlled via the driver seat control module (DSCM). The
switch packs and outputs are identical for both the driver and passenger non memory seats and the driver
memory seat. The seat position motors are identical for
both non memory and memory, except that memory
motors have position feedback potentiometer circuits.
SEAT SWITCHES
SEAT FORE / AFT / UP / DOWN
Seat heaters are powered and controlled via separate

circuits incorporating: a seat heater switch with state
illumination, seat heater control module, and seat heater elements.
SQUAB FORE/AFT
LUMBAR ADJUST
T682.93
Two-position memory
The positions of the steering column, driver seat, and
the door rear view mirrors can be set in memory.
Memory positions 1 and 2 are set using the switches on
the driver door switch pack. This switch inputs to the
DDCM, which broadcasts SCP MEMORY FEATURES
MESSAGES.
Memory recall using the key transmitter

The key transmitter will recall a memory position when the Unlock button is pressed, if it has been programmed as follows:
1. Adjust the seat, column and mirrors to the desired positions. Set the memory (1 or 2).
2. Within 5 seconds, press any button on the key transmitter.
3. Press door switch pack memory button 1 or 2.
4. Repeat the process for the remaining memory button.
To cancel:
1. Press the memory button (1 or 2)
2. While the memory set indicator is ON, press any button (except the panic button) on the key transmitter.
3. Press the memory button again.
Inputs (memory seat)
The seat switch pack switches input to the DSCM. The signals are either B+ or ground, depending on the request
being made. The DSCM decodes the inputs drives the seat motors to achieve the desired positions.
DSCM Outputs
Seat movement motors are driven by the DSCM by applying B+ ground to the pairs of seat motor circuits.
The motor position feedback potentiometer inputs allow the DSCM to know the seat adjustment positions by measuring the voltage ratios.
4.4.20
Student Guide
Service Training
S-TYPE DRIVER SEAT MOVEMENT MEMORY

B+
MOTORS
B+
LOGIC
O
O
CUSHION FRONT
RAISE / LOWER
B+
I
I
O
O
I
SEAT
FORE / AFT
O
O
CUSHION REAR
RAISE / LOWER
O
I
O
SQUAB
RECLINE
DRIVER SEAT
SWITCH PACK
S
DSCM
MEMORY POSITIONS
B+
TEMPERATURE SENSOR
B+
O
B+
DRIVER
SEAT HEATER
B+
O
MEMORY SET
INDICATOR
O
I
STATE
MEMORY SET
DRIVER
SEAT BACK HEATER
DRIVER
SEAT HEATER
SWITCH
I
MEMORY 1
MEMORY 2
DRIVER DOOR
SWITCH PACK
DDCM
DRIVER SEAT HEATER

CONTROL MODULE
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.94
4.4.21
Service Training
S-TYPE BODY SYSTEMS

Steering Column Adjustment
The powered upper steering column assembly provides adjustment for 16 of steering wheel tilt and 50mm (2 in.) of
reach (telescoping movement). Memory vehicle features automatic wheel tilt on driver entry / exit. A combined joystick and ON / OFF switch located on the side of the column, controls the tilt and reach movements.
STEERING COLUMN ADJUSTMENT / MEMORY SWITCHES
Two-Position Memory
the driver door switch pack. This switch inputs to the
driver door control module, which broadcasts SCP
MEMORY FEATURES MESSAGES.
ADJUSTMENT SWITCH
MEMORY
SWITCHES
T682.95
ADJUSTABLE STEERING COLUMN
TILT
MOTOR
REACH MOTOR
T682.96
The tilt and reach motors have integral gearboxes

which directly drive screw actuators via flexible
shafts.
The tilt and reach position feedback potentiometers are combined in a single component with linear sliders, which are directly driven by the moving
actuators.
The retractor box, mounted on the underside of
the lower extrusion, houses the column wiring harness and connectors with sufficient cable to allow
for column telescopic movement.
Entry / exit mode (memory vehicles)

Entry / exit mode is selected by setting the steering column adjustment switch to the AUTO position. When
the key is removed from the ignition switch, the steering column will move to the tilt away position, which is
its uppermost tilt and innermost reach position. The
seat will move rearwards. When the ignition key is next
inserted in the ignition switch, the steering column and
seat will move to their programmed memory position.
Column Adjustment System Operation and Diagnostics

The instrument pack has a dedicated B+ power supply for column motors. The instrument pack decodes the inputs
from the steering column adjust switch and the column position feedback potentiometers, and outputs direct to the
column motors. The instrument pack also protects for current over-load and motion faults detected during column
operation.
NOTES
4.4.22
Student Guide
Service Training
S-TYPE STEERING COLUMN MOVEMENT
B+
O
MEMORY SET
INDICATOR
I
MEMORY SET
MEMORY POSITIONS
I
MEMORY 1
I
MEMORY 2
DRIVER DOOR
SWITCH PACK
DDCM
B+
B+
STEERING COLUMN
MOTORS
MOTORS
COLUMN POSITION FEEDBACK

POTENTIOMETERS
O
O
1.5K
2.2K
820
320
ENTER / EXIT
STEERING COLUMN
ADJUST SWITCH
I
INST
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.97
4.4.23
Service Training
S-TYPE BODY SYSTEMS

Door Mirror Movement
Both door mirrors are adjusted from the driver door
switchpack. The four-way adjustment button moves the
mirrors to the required position. The selector switch
selects the mirror to be moved, left for the left side mirror and right for the right side mirror. When the
selector is in the center position, adjustment to either
mirror is inhibited. All inputs are provided to the driver door control module (DDCM); however, the driver
door mirror is driven by the DDCM where as the passenger door is driven by the GECM.
MIRROR ADJUSTMENT SWITCHES

ADJUSTMENT SWITCH
LEFT / RIGHT
SELECTOR SWITCH
Two-position memory
T682.98

the driver door switch pack.
Inputs
The driver door switch pack mirror and memory switches input to the DDCM. The signals are either B+ or ground,
depending on the request being made.
NOTES
4.4.24
Student Guide
Service Training
S-TYPE DOOR MIRROR MOVEMENT
PASSENGER DOOR MIRROR ASSEMBLY
B+
B+
S
O
O
I
I
O
S
GECM
DRIVER DOOR MIRROR ASSEMBLY
S
MIRROR POSITIONS
B+
B+
S
B+
LH
I
O
I
RH
I
I
MEMORY SET
INDICATOR
I
MEMORY SET
I
MEMORY 1
I
MEMORY 2
DDCM
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.99
4.4.25
Service Training
S-TYPE BODY SYSTEMS

Instrument Pack
All vehicle instrumentation is contained in the instrument pack on the fascia. The calibration of the odometer and
speedometer, the language of the message center and the composition of the indicator lamps (Tell-tales) are tailored to suit individual Jaguar markets. The instrument pack provides multiple functions:
Vehicle instrumentation and Tell-tale display

Vehicle Message Center
Vehicle monitor for audible and visual warnings
Passive Anti-Theft System
Vehicle lighting interface
Steering column movement interface and drive
INSTRUMENT PACK
TRACTION CONTROL / DSC
WARNING LIGHT
FRONT FOG LAMPS ON
MAIN BEAM ON
REAR FOG LAMPS ON
TACHOMETER
SPEEDOMETER
TURN SIGNAL
TURN SIGNAL
ENGINE TEMPERATURE GAUGE
FUEL GAUGE
HIGH ENGINE TEMPERATURE

WARNING LIGHT
LOW OIL PRESSURE
WARNING LIGHT
CHARGE INDICATOR WARNING LIGHT:
HIGH OR LOW BATTERY VOLTAGE
OR FAULTY GENERATOR
AIRBAG SYSTEM WARNING LIGHT

SEAT BELT WARNING LIGHT:
DRIVER'S SEAT BELT NOT FASTENED
MESSAGE CENTER
AMBER WARNING LIGHT:
SECONDARY WARNING
MESSAGE CENTER DISPLAY:
DISPLAYS ODOMETER, TRIP,
STATUS/WARNING MESSAGES
BRAKE WARNING LIGHT

MESSAGE CENTER
RED WARNING LIGHT:
PRIMARY WARNING
T682.100
NOTES
4.4.26
Student Guide
Service Training
Instrument Pack Warning Lamps: Operation and Diagnostics

Sixteen warning lamps are provided for warning and tell-tale purposes. These are arranged in strips of 5 either side
of the Message Center display, a group of 4 in between the major gauges and 1 above each minor gauge.
The RED lamps are for primary warnings.
The AMBER lamps are for secondary warnings.
The GREEN lamps are for system status.
Additionally there are two warning lights located directly to the right and left of the message center display. These
two warning lights, one RED and one AMBER indicate the status (PRIMARY or SECONDARY) of the warnings provided by the message center display.
A lamp check cycle is initiated when the ignition is switched ON and lasts for 3 seconds. If any lamp remains lit after
this period, investigate the cause before operating the vehicle.
NOTE: Not all warning lamps / tell-tales are included in the lamp check cycle.
Message Center: Messages and Origin

If a new fault occurs requiring a message to be displayed when in trip computer / odometer mode, it will be displayed immediately and will remain on the display until masked by the CLEAR button.
If a trip computer function is selected while fault messages are being displayed the trip computer function selected
will be displayed for a period of 10 seconds or the CLEAR button is pressed, which will re-instate the text message(s)
on the display.
The CLEAR button Input signal is provided to the Message Center. This signal is referenced (sensor supply): Circuit
normally open; 1.1 k across the inputs when the CLEAR button is pressed.
Messages will only be displayed when the ignition is switched ON.
Message Center Language Selection

If the ML / KM button is held down when the ignition is switched to II (RUN) the message center display will enter
the language selection menu. The current language selected will be displayed.
By repeatedly pressing the ML / KM button, the display will cycle through all languages available. To select a language press the A / B button. A confirmation tone will be generated to confirm selection.
The language menu will be terminated after 10 seconds or by pressing the CLEAR button.
Available languages:
English
Brazilian Portuguese
Dutch
Finnish
French
German
Italian
Spanish
Swedish
US English
Japanese
Student Guide
4.4.27
Service Training
S-TYPE BODY SYSTEMS

Instrument Pack (continued)
Audible Warnings and Origin
The instrument pack contains the chime for audible warnings. No DTCs apply to audible warnings.
MESSAGE
ORIGIN
Headlamps on reminder
When sidelights are ON and drivers door is open
Key-in reminder
When key is in ignition and drivers door is open
Seat belt reminder
When seat belt is unlatched with ignition ON
Airbag
(redundant warning if the Tell-tale has failed)
Hardwired signal from RCM

(if Airbag warning Tell-tale has failed)
Failsafe cooling (V6 Only)
SCP message from PCM
Memory set switch depression

(confirmation of a memory set)
SCP message from DDCM
Turn signal tick tock

(muted when Voice is in Listening mode)
From hardwired input
Horn Function
The instrument pack receives the horn switch input signal and broadcasts an SCP message to the GECM, which activates the horn relay. No DTCs apply to the horn function. The horn is also activated by the GECM for security alarm
purposes.
Trip Computer Functions and Diagnostics
MESSAGE CENTER SWITCH PACK
The trip computer will only be displayed when the ignition is switched ON.
The cluster has two independent trip computers,
referred to as A and B, each having the following functions selectable from the trip cycle switch (part of the
message center switch pack), which is situated just to
the side of the Instrument pack.
T682.101
4.4.28
If the message center switchpack goes open circuit or

short circuit on the trip cycle and A/B circuit input, or if
one of these switches is stuck closed, DTC B1205 Message center switch pack circuit fault, will be flagged.
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
4.2 Control Modules
4.3 Multiplexing
4.4 Body Systems
X-TYPE
TASK SHEETS

Service Training
S-TYPE SECURITY SYSTEMS

Central Door Locking
The central door locking system incorporates the door latch assemblies and multiple SCP network modules and inputs.
Exterior inputs
The system can be locked / unlocked from the exterior by either the driver door key lock (barrel) switches or the
remote transmitter. The DDCM incorporates the antenna and receiver for remote operation.
Interior inputs
The system can be centrally locked / unlocked from either the front driver or passenger door latches. Pressing / pulling the lock / unlock lever activates the lock status switches. The system will also lock / unlock automatically with
the drive away door locking function.
All inputs from the door latches to the DDCM, the GECM, and the RECM are ground inputs.
Vehicle Locking and Unlocking

To lock the vehicle and set alarm:
Press the lock button on the key-ring transmitter, or
Put the key in the drivers door lock, turn the key towards the rear of the vehicle and release. The turn signals
will flash once, the security indicator will start flashing and, after 20 seconds, the alarm will be set.
If a door, the hood or the trunk lid are open and an attempt is made to lock the vehicle, the turn signals will flash
5 times as a warning that the vehicle is not secure.
To unlock the vehicle and disarm the alarm system using a key-ring transmitter:
Press the unlock button on the key-ring transmitter.
This action unlocks, after two presses, all doors and trunk and turns on the interior lights for 20 seconds. The
turn signals give two flashes as unlocking takes place.
To unlock the vehicle using a key:
Put the key in the drivers door lock, turn the key towards the front of the vehicle and release.
NOTE: Unlocking with the key does not disarm the security system. After unlocking the vehicle with a
key, if any door other than the drivers door is opened, the vehicle will immediately sound the alarm.
Global closing / opening
Using the key in the drivers door, lock the vehicle and hold in this position to close all the windows (and sliding roof, if fitted).
Press and hold the key-ring transmitter unlock button, or use the key to unlock the vehicle and hold in this
position to open all the windows (and sliding roof, if fitted).
Internal door locking and unlocking
To centrally lock all doors, press the lever on the drivers or front passengers door. To lock a rear door, press the
lock lever. To unlock a front door, pull the release handle or the lever. To unlock a rear door, pull the lock lever. The
drivers or front passengers door lock lever will unlock all doors.
NOTES
4.5.2
Student Guide
Service Training
S-TYPE CENTRAL DOOR LOCKING COMPONENTS
KEY RING
TRANSMITTER
TRUNK SWITCH
TRUNK COMPARTMENT
ACTUATOR
RECM
DRIVER DOOR
LOCK ACTUATOR
PASSENGER DOOR
LOCK ACTUATOR
DRIVER DOOR
CONTROL MODULE
SECURITY INDICATOR
FUEL FILLER FLAP RELEASE /

TRUNK RELEASE SWITCHES
HOOD SWITCH
GECM
T682.102
Student Guide
4.5.3
Service Training
S-TYPE BODY SYSTEMS

Central Door Locking (continued)
Vehicle Locking and Unlocking
Smart locking
If the drivers door is open and an attempt is made to lock the doors using the driver door interior locking lever, all
doors will lock and the drivers door only, will then become unlocked. If the front passenger door locking lever is
used to lock the doors then all doors will become locked and then unlocked. The vehicle can then be locked using
the key in the drivers door lock or a key-ring transmitter.
Drive-away door locking
For this feature to operate, the ignition switch must be in position II, the gear selector lever moved out of the P or
N, and the vehicle moving forward at a speed above 3 mph (5 km/h).
The doors will remain locked, even when the vehicle is stopped unless the driver or front passenger unlocks a door. If a
door is opened during a journey, the doors will automatically lock again when the vehicle starts to move. This feature
can be disabled or reinstated using WDS.
Trunk locking / unlocking
To open the trunk:
Press the trunk lid release switch on the fascia
switch pack or,
Press the trunk button on the key-ring transmitter or,
With the vehicle unlocked, press the release button on the compartment lid.
S-TYPE TRUNK LOCKING / UNLOCKING

FASCIA TRUNK LID
RELEASE SWITCH
KEY RING TRANSMITTER

TRUNK BUTTON
NOTE: An ignition key can be used to open

the trunk lid release lock, (turn clockwise to
release), but opening with the key when the
vehicle is armed will cause the alarm to sound.
TRUNK RELEASE
BUTTON
TRUNK LID
RELEASE LOCK
T682.103
Use a transmitter, or place the key in the ignition and

turn to position II, to turn the alarm off if it sounds as a
result of opening with a key. If the vehicle alarm system
is armed and the trunk is opened using the key-ring
transmitter the alarm will not sound. The system will be
rearmed when the lid is closed, provided the vehicle
has not been disarmed. Neither the trunk lid release
switch on the fascia switch pack nor the lid release button will operate when the vehicle is armed.
NOTES
4.5.4
Student Guide
Service Training
S-TYPE CENTRAL DOOR LOCKING
B+
B+
I
B+
B+
B+
S
LOCK
UNLOCK
SCP
NOT IN P, N; VEHICLE SPEED > 5 km/h (3 mph)
S
I
LOCK
STATUS
SWITCH
I
UNLOCK
STATUS SWITCH
GECM
DOOR SWITCH
PASSENGER DOOR LATCH

ASSEMBLY
B+
S
LOCK
UNLOCK
LOCK / UNLOCK
I
LOCK
STATUS
SWITCH
I
DOOR SWITCH
I
UNLOCK
STATUS SWITCH
RH REAR
DOOR LATCH
ASSEMBLY
DOOR SWITCH
LOCK
UNLOCK
I
ALARM SET /
LOCK SWITCH
KEY
BARREL
I
ALARM RESET /
UNLOCK SWITCH
DRIVER
DOOR LATCH
ASSEMBLY
DOOR SWITCH
LH REAR
DOOR LATCH
ASSEMBLY
DDCM
LOCK /
UNLOCK
REMOTE
TRANSMITTER
EXTERNAL
TRUNK RELEASE
SWITCH
VALET
SWITCH
TRUNK
TRUNK
SWITCH
B+
FUEL FILLER
FUEL FILLER FLAP

RELEASE
TRUNK / FUEL
RELEASE
SWITCH PACK
TRUNK
RELEASE
RECM
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.104
4.5.5
Service Training

Anti-Theft System
The anti-theft system is a vehicle perimeter security system separate from the passive anti-theft system (PATS). Refer
to PATS information starting on page 4.5.10. In addition to premier security, the system features limited internal
component security monitoring. As with the central locking system, the security system incorporates multiple SCP
network modules and inputs.
Battery reconnection
If the battery is disconnected, the alarm system will automatically re-arm as the battery is reconnected. Ensure that a
key-ring transmitter or key is available to disarm the alarm system when reconnecting the battery.
Audible Signals and Alarms

Error signal
The turn signals will flash 5 times whenever one of the following conditions is present:
If any door is open when an attempt to arm the security system is made.
The trunk or the hood is not properly closed when an attempt to arm the security system is made.
Full alarm
Once armed, any of the following circumstances will create a full alarm state, sound the horns and flash the turn signals:
Opening a door, trunk lid (except with transmitter) or hood.
Using a key in the ignition switch which is not programmed to the vehicle.
Panic alarm
When in or near the vehicle, the alarm can be set off to deter a possible offender. For this feature to operate, the key
must not be in the ignition switch. Pressing the panic button on the key-ring transmitter will activate the Panic
Alarm. The Panic Alarm will sound for the normal full alarm period. Putting the key into the ignition switch and
turning to position 'II' stops the alarm. The key-ring transmitter can be used to cancel the Panic Alarm by pressing
either the panic button or the unlock button.
NOTES
4.5.6
Student Guide
Student Guide
Service Training
4.5.7
Service Training

The anti-theft system uses hardwired inputs to the DDCM, the GECM and the RECM for security monitoring. Communication between the control modules occurs on the SCP network.
DDCM Inputs
The DDCM receives the door latch ground inputs identical to the central locking system.
GECM Inputs
The GECM receives switched ground inputs from:
the driver and passenger door latch door switches and
the hood switch.
In addition, the GECM monitors two components for presence in the vehicle (ground sensing):
the radio presence by a dedicated hardwire ground sensing circuit
the RECM presence by a dedicated hardwire ground sensing circuit.
If either of these components are removed from the vehicle while the alarm system is armed, the system will be
activated.
RECM Inputs
The RECM receives switched ground inputs from:
the LH and RH rear door latch door switches and
the trunk switch.
Outputs
When the system is armed, the instrument pack activates the security indicator. When the alarm system is activated
while armed:
the GECM activates the horn circuit
the GECM and the RECM activate the turn signal circuits
NOTES
4.5.8
Student Guide
Service Training
S-TYPE ANTI-THEFT SYSTEM
B+
O
B+
B+
SECURITY
INDICATOR
KEY-IN
B+
B+
B+
IGNITION
SWITCH
B+
PATS
PATS
COMMUNICATION
PATS
GROUND
PATS
TRANSCEIVER
INST
I
B+
S
PATS
HORNS
LOCK
UNLOCK
B+
PCM
I
LOCK
STATUS
SWITCH
B+
HORN
RELAY
UNLOCK
STATUS SWITCH
DOOR SWITCH
I
ALARM SET /
LOCK SWITCH
B+
KEY
BARREL
FRONT LH
TURN SIGNAL
I
ALARM RESET /
UNLOCK SWITCH
B+
DRIVER DOOR LATCH

ASSEMBLY
FRONT RH
TURN SIGNAL
LOCK /
UNLOCK /
PANIC
DDCM
S
B+
GROUND
SENSING
REMOTE
TRANSMITTER
GROUND
SENSING
B+
LH REAR
DOOR SWITCH
RADIO
HEAD UNIT
I
PASSENGER DOOR
SWITCH
REAR LH
TURN SIGNAL
I
B+
RH REAR
DOOR SWITCH
HOOD
SWITCH
REAR RH
TURN SIGNAL
I
TRUNK
SWITCH
GECM
RECM
I
B+
MAIN
POWER DISTRIBUTION
B+
IGNITION SWITCHED
POWER DISTRIBUTION
B+
S
SWITCHED SYSTEM
POWER DISTRIBUTION
B+
P

Student Guide
INPUT
OUTPUT
SENSOR / SIGNAL
GROUND
SCP NETWORK
T682.106
4.5.9
Service Training

Passive Anti-Theft System (PATS)
The Passive Anti-Theft Module integral with the instrument pack interfaces with the PATS Transceiver to deter vehicle theft.
If a valid ignition key is not read by the instrument pack (PATS) before the key is transitioned to ON, the vehicle will
be Immobilized from driving away. Immobilization is accomplished in two ways:
The instrument pack will not activate the starter relay, preventing engine cranking.
The PCM will not enable fuel pump operation or fuel injection.
Instrument pack PATS communication to the transceiver is via a serial communication protocol. The PATS transceiver
is grounded via the instrument pack. The instrument pack completes this circuit to ground to activate the starter relay.
PATS Communication to the PCM is accomplished via SCP.
NOTES
4.5.10
Student Guide
Service Training
The Passive Anti-Theft System (PATS) function is split between the instrument pack and the PCM. In order for the engine to
crank and start, the instrument pack must have read a valid ignition key code, and the correct information flow must have
occurred between the instrument pack and the PCM. Correct PATS operation can be determined by observing the security LED indicator flash code. The security indicator, situated on top of the fascia, will also flash fault code information.
S-TYPE PASSIVE ANTI-THEFT SYSTEM
PATS
TRANSCEIVER
INSTRUMENT PACK
PATS MODULE
SCP NETWORK
KEY STATUS
DETERMINE KEY STATUS
POWERTRAIN
CONTROL MODULE
KEY STATUS
NO
OK
KEY
CODE
CHALLENGE
CODE
CHALLENGE CODE
TRANSMIT
CHALLENGE
TRANSMIT
RESPONSE
RESPONSE CODE
RESPONSE
PCM I.D.
NO
OK
PATS
PROVE OUT
SYSTEM STATUS MESSAGE
SECURITY
INDICATOR
DISABLE
FUEL PUMP
AND
FUEL INJECTION
ENABLE
FUEL PUMP
AND
FUEL INJECTION
OK TO START
STARTER RELAY
ACTIVATE
FUEL PUMP
ACTIVATE
T682.107
PATS Operation
When the driver inserts the ignition key into the ignition switch key barrel, the Key-In switch closes and applies B+
voltage to the instrument pack. This signal causes the instrument pack to read the PATS key transponder code
stored in the ignition key and compare it with those stored in memory.
The result of this comparison is transmitted to the PCM via the SCP network. If the key code is OK, the PCM will
send a challenge code to the instrument pack. If the correct response to the challenge code is received within one
second, the PCM will enable fuel pump operation and fuel injection. Simultaneous with the PCM challenge, if the
key code is OK, the instrument pack will complete the starter relay coil circuit to ground when the ignition switch is
moved to position III (START).
The PCM will not enable fuel pump operation or fuel injection if any of the following conditions exist:
The ignition key code is not recognized (theft signal).
A response to a challenge code has not been received within one second.
An incorrect response to a challenge code has been received.
If any of the three conditions occur, DTC P1260 will be flagged. Additionally, an incorrect challenge code response
will cause the PCM to apply an anti-scan strategy whereby the PCM delays 20 seconds before accepting another
challenge response from the instrument pack.
Student Guide
4.5.11
Service Training

Passive Anti-Theft System (continued)
PATS Diagnostics
Correct PATS operation can be confirmed by observing the security indicator as the ignition key is inserted. The LED
should illuminate for 3 seconds when the key is inserted and moved to position II (RUN), then switched OFF. This
action will validate all PATS functions:
The key transponder code matches the key code stored in memory.
The challenge / response sequence between the instrument pack and the PCM has been successful.
The fuel pump and fuel injection have been enabled.
Normal PATS communications are completed within 1.4 seconds after key-in or the ignition switch transition from 0
to II or III. If PCM communication problems exist, the time duration can be as long as 2 3 seconds and still provide
a functional prove out.
If PATS faults are detected during the maximum 3 second period and a valid ignition key has been used, the security
indicator will exit its prove out mode and start to flash. When the ignition key is moved to 0 (OFF), the flashing will
terminate and control of the security indicator will shift to the vehicle security system.
PATS Faults
If a PATS fault is detected, the security indicator LED will flash for 60 seconds at 4 Hz with a 50% duty cycle. At the
end of this period, the LED will flash a two digit flash code, repeated 10 times. As a general rule, flash codes numbered 15 or less will prevent engine cranking while codes numbered 16 and above result in the engine cranking but
not starting (fuel pump and fuel injection disabled).
Flash codes
Each digit of the two digit code is represented by a series of flashes followed by a slight pause. A longer pause indicates the
end of the code. For example, flash code 21 is represented by: flash flash (pause) flash (longer pause)...repeat.
FLASH CODE 21
FLASH
FLASH
FLASH
PAUSE
FLASH
LONGER PAUSE
FLASH
FLASH
PAUSE
LONGER PAUSE
T682.108
Engine fails to crank

If the engine fails to crank, ensure that the gear selector is in P or N. If OK, verify the condition of the starter relay
and circuits. Move the ignition key to III (START) to apply voltage to the starter relay coil. Refer to the applicable
Electrical Guide and check the following:
Starter relay condition
Starter relay battery power supply circuit
Starter relay coil supply circuit from the ignition switch, fuse, range sensor P, N switch
Starter relay coil ground circuit to the instrument pack and the instrument pack ground
4.5.12
Student Guide
Service Training
Engine cranks but will not start

In this case, the PATS has read a valid key code and has enabled the starter relay. However the PCM has disabled the
fuel pump and fuel injection. If the PCM or the instrument pack has been replaced, ensure that module configuration has been carried out using WDS. If configuration has been carried out, refer to the applicable Electrical Guide
and check the following:
Fuel pump control circuit between the PCM and the RECM
Fuel pump relay supply and control circuits
RECM to fuel pump drive circuits
Fuel injector ignition switched power supply circuit
PATS Diagnostics Summary

When logged
Ignition Switch
position
DTC
Flash Code
Prove-out
n/a
0 (OFF) to
II (RUN) / III (START)
n/a
3 seconds on
Perimeter theft control
n/a
0 (OFF)
n/a
Steady flashing
Security access
n/a
None
Transceiver not connected / open circuit

(no diagnostic byte received)
Key read
B1681
11
Corrupted diagnostic byte received from transceiver
Key read
B2103
12
Ignition key transponder signal not received
Key read
B1600
13
Ignition key transponder signal invalid
Key read
B1602
14
Key read /
diagnostic test
B1601
15
SCP Network fault:

PCM verify does not match key status
PCM/SCP
communications
U1147
16
SCP Network fault:

security system status message missing
PCM/SCP
communications
U1262
16
Less than 2 keys programmed
Before & after /

dealer
B1213
21
PCM ID not in instrument pack non-volatile memory
Before & after /

dealer
B2141
22
Challenge /
response
B2139
23
Key prog.
B2431
13
Mode of Operation / Fault
Anti-scan Incode
Ignition key code incorrect
PCM ID does not match instrument pack

Transponder programming failure
NOTES
Student Guide
4.5.13
Student Guide
Service Training
4.5.14
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
X-TYPE
5.2 Control Modules
5.3 Multiplexing
5.4 Body Systems
TASK SHEETS

Service Training
X-TYPE ELECTRICAL DISTRIBUTION SYSTEM

Power Supplies
The Jaguar X-TYPE electrical system is a supply-side switched system. The ignition switch directly carries much of
the ignition switched power supply load. Power supply is provided via three methods: direct battery power supply,
ignition switched power supply, and Battery Saver power supply. The Battery Saver power supply circuit is controlled via GECM (General Electronic Control Module) internal timer circuits.
Fuse Boxes
The electrical harness incorporates a hard-wired Power Distribution Fuse Box in the engine compartment and a serviceable Central Junction Fuse Box in the front left-hand foot well. All fuses and relays (except the trailer towing
accessory kit) are located in the two fuse boxes.
Vehicle Networks
The Jaguar X-TYPE employs three different networks: a CAN (Controller Area Network) for high-speed powertrain
communications, an SCP (Standard Corporate Protocol) network for slower speed body systems communications,
and a D2B (Optical) Network for very high-speed real-time audio data transfer. The D2B Network is a fiber optic
network with a gateway to the remaining vehicle networks via the Audio Unit (Radio Head Unit). Technician access
to the three networks and the Serial Data Link is via the Data Link Connector.
Ground Studs
Circuit ground connections are made at body studs located throughout the vehicle. There are no separate power
and logic grounding systems; however, there are a certain number of components that use unique ground points.
NOTES
5.1.2
Student Guide
Service Training
Main Power Distribution

MAIN POWER DISTRIBUTION
BATTERY
BATTERY CHASSIS GROUND

(UNDER BATTERY TRAY)
GENERATOR
STARTER
POWER DISTRIBUTION FUSE BOX
JUNCTION BOX HARNESS: JB
BATTERY ENGINE GROUND

ENGINE HARNESS: EN
CENTRAL JUNCTION FUSE BOX
CABIN HARNESS: CA
T682.109
Student Guide
5.1.3
Service Training

Harness Layout
HARNESS LAYOUT
FRONT BUMPER HARNESS: FB

VACUUM MODULE HARNESS: VM
COOLING PACK HARNESS: CC
VACUUM PUMP HARNESS: VP

INJECTOR RAIL HARNESS: IJ
ENGINE HARNESS: EN
LH FRONT WHEEL
SPEED SENSOR HARNESS: LF
RH FRONT WHEEL
SPEED SENSOR HARNESS: RF
JUNCTION BOX HARNESS: JB
PEDAL HARNESS: PA
AIR CONDITIONING HARNESS: AC
RH FRONT DOOR HARNESS: FR
LH FRONT DOOR HARNESS: FL
RHD INSTRUMENT PANEL

HARNESS DEVIATION
INSTRUMENT PANEL HARNESS: IP

ROOF HARNESS: RC
CABIN HARNESS: CA
NAVIGATION SYSTEM HARNESS: NA
RH SEAT HARNESS: RS
LH SEAT HARNESS: LS
RH REAR DOOR HARNESS: BR
LH REAR DOOR HARNESS: BL
TELEPHONE HARNESS: PH
LH REAR WHEEL
SPEED SENSOR HARNESS: LR
RH REAR WHEEL
SPEED SENSOR HARNESS: RR
TRUNK MAIN HARNESS: TM
TRUNK LID HARNESS: TL
REAR BUMPER HARNESS: RB
T682.110
5.1.4
Student Guide
Service Training
Battery and Transit Relay
BATTERY BOX AND MOUNTING BRACKETS
The X-TYPE battery is located in the front left-hand corner of the engine bay and is unique to the individual
model. The battery is rated 80 Ah.
The transit relay is fitted for all models and markets. Its
operation is the same as that in current models. While
the transit relay is fitted, the battery box lid should be
stored in the trunk.
The battery is housed in a box and covered with a lid to
provide protection from excessive temperatures.
VENT PIPE
NOTE: The battery has no special

requirements; however, disconnecting the
battery will inevitably affect the vehicles
electrical systems. Refer to Effect of Battery
Disconnection on the following pages.
T682.111
SERVICE NOTE: Make sure the battery vent tube is not kinked or crushed.
NOTES
Student Guide
5.1.5
Service Training

Battery and Transit Relay (continued)
Effect of Battery Disconnection
The effect of battery disconnection on various vehicle electrical systems and the actions that need to be taken following battery reconnection are described here.
Air Conditioning
When the battery is reconnected, the system will automatically calibrate the stepper motor driven doors by powering them from end to end.
On the automatic system, the system will be set to OFF with a stored state of Auto and a stored set temperature
of23 C (73 F).
Audio
If the battery is left disconnected for more than 72 hours, the radio presets will be lost.
Engine Management
When the battery is disconnected, the ECM will lose fueling adaptations, throttle close position value, and idle adaptations. On reconnection, these functions will be set to default values, resulting in a reduction in drive quality.
The ECM will recalibrate itself during the normal drive cycle, but the process can be speeded up by performing the
following procedure:
Stand the vehicle at idle until the engine has reached normal operating temperature.
Let the vehicle idle for a further 3 minutes.
Drive the vehicle at constant speeds of approximately 48, 64, 80, 96 and 112 km/h (30, 40, 50, 60, and 70 mph)
for about 3 minutes each.
Automatic Transmission
No data or settings are normally lost.
If the battery is disconnected with the ignition switched on or within 5 seconds of the ignition being switched off,
DTC P1603 will be logged and the TCM adaptions could be lost. These functions would have to be relearned when
the battery is reconnected.
NOTES
5.1.6
Student Guide
Service Training
Security and Locking

The alarm state upon battery reconnection will be the same as it was when the battery was disconnected.
Trip Computer
When the battery is disconnected, the trip computer loses all recorded trip data; thus, when the battery is reconnected, all trip functions will be reset to zero.
Power Windows
When the battery is disconnected, the one-touch up and antitrap functionality will be lost. It will need to be manually relearned upon battery reconnection.
Battery Quiescent Drain

The following chart shows the target figures for quiescent drain for various vehicle electrical systems:
SYSTEM
mA
Engine management and cruise control

ICE (standard or premium)
Phone
Perimeter alarm and RF receiver
Security LED
ABS / DSC
Instrument cluster
Climate control
Clock
Navigation
TV
Telematics display
Voice control
1.5
2
0.5
4
1
0.5
2
1
1
2
0.5
0.5
1
Maximum quiescent drain (all systems)
Approximately 30 mA
NOTES
Student Guide
5.1.7
Service Training

Generator and Regulator
Electrically, the generator is similar to previous models except for the voltage regulator functionality. The engine control module (ECM) can switch the voltage regulator between two voltages to optimize the charging of the battery:
The low voltage regulator setting is 13.6 volts
The high voltage regulator setting is 15.3 volts.
NOTE: The values, which will decrease with a rise in temperature or current flow, are measured with the
generator at 25C (77F) and charging at a rate of 5 amps.
The ECM:
Determines the voltage setting of the voltage regulator
Always selects the high voltage setting once the vehicle has started
Determines the period of time that the high voltage remains selected
The ECM selects one of three different time periods depending on the operating conditions when the vehicle is started:
The longest time period is selected if the ECM determined that the vehicles has been soaking for sufficient
time to allow the engine coolant temperature (ECT) and the intake air temperature (IAT) to fall within 3C (37F)
of each other.
The intermediate time period is selected when the ECT and the IAT fall below 5C (41F).
The shortest time period is the default and is used to provide a short period of boost charge.
At the end of these time periods the voltage is always set to the low voltage setting to prevent the battery from being
overcharged. The time periods are variable depending on temperature and battery voltage.
The target voltage of the battery varies between 14 volts and 15 volts depending on ambient temperature and vehicle operating conditions. Once this target voltage has been achieved, providing the vehicle has been operating for at
least the shortest time period, the ECM will reduce the voltage regulator to the minimum setting of 13.6 volts.
There are three connections between the ECM and the generator; refer to the X-TYPE Electrical Guide for details:
1. The voltage regulator request setting from the ECM to the generator
2. A pulse-width modulated (PWM) signal from the generator to the ECM which enables the ECM to monitor
the generator load on the engine
3. A charging system indicator signal wire from the generator to the ECM.
If the voltage regulator request line is open circuit or short circuit to battery voltage, the generator will permanently
charge at 15.3 V. If it is short circuit to ground, it will permanently charge at the lower voltage, 13.6 V.
NOTE: A DTC will be generated if a circuit malfunction is detected in any one of the three lines connecting
the ECM to the generator or if the connector is disconnected. The charging system indicator will also
illuminate.
5.1.8
Student Guide
Service Training
X-TYPE BATTERY; STARTER; GENERATOR
BATTERY
KEY-IN
I
B+
II
B+
III
IGNITION SWITCH
(III)
STARTER
RELAY
P
N
B+
II
(AUTO)
TRANSMISSION
RANGE SENSOR
(MAN)
B+
II
CLUTCH PEDAL
SAFETY SWITCH
STARTER MOTOR
I
S
OK TO START
SECURITY
GECM
S
O
B+
B+
II
PASSIVE
ANTI-THEFT
SYSTEM
START
ENGINE
CRANK
ENGINE
REQUEST
P, N
B+
II
I
O
FIELD
CHARGE
PATS POWER
I
C
OK TO START
GENERATOR WARNING
GENERATOR
LOAD
GENERATOR
D
D
PATS GROUND
PASSIVE ANTI-THEFT
SYSTEM TRANSCEIVER
INSTRUMENT
CLUSTER
ENGINE
CONTROL MODULE
I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B
IGNITION SWITCHED BATTERY

SAVER POWER SUPPLY
INPUT
OUTPUT
B
P
BATTERY VOLTAGE
SENSOR/SIGNAL SUPPLY V
CAN
POWER GROUND
SENSOR/SIGNAL GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.112
5.1.9
5.1.10
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
X-TYPE
5.2 Control Modules
5.3 Multiplexing
5.4 Body Systems
TASK SHEETS

Service Training
X-TYPE CONTROL MODULES

Control Module Locations
CONTROL MODULE LOCATIONS
COOLING FAN MODULE

ABS / DSC CONTROL MODULE
BRAKE VACUUM CONTROL MODULE
AIR CONDITIONING CONTROL MODULE
(TOUCH-SCREEN)
CENTER CONSOLE:
AIR CONDITIONING CONTROL MODULE
(NON TOUCH-SCREEN);
NAV DISPLAY UNIT; AUDIO UNIT
RAIN SENSING CONTROL MODULE
GENERAL ELECTRONICS MODULE
HID MODULE
YAW / LATERAL SENSOR
INSTRUMENT CLUSTER
J GATE MODULE
ADAPTIVE RESTRAINT CONTROL MODULE
FUEL PUMP CONTROL MODULE

RADIO ANTENNA MODULE
TELEPHONE PSE
VOICE ACTIVATION CONTROL MODULE
NAVIGATION CONTROL MODULE
CD DISC JOCKEY
REVERSE AID CONTROL MODULE
T682.113
5.2.2
Student Guide
Service Training

Overview
On current vehicles, replacement control modules are programmed at the Unipart distribution centers at Baginton
and Mahwah. As the number of vehicle variants increases, the number of different combinations of parameters
required to configure a control module is becoming too large to allow all the options to be dealt with as a complete
dataset. The system also introduces undesirable delays in repairing a vehicle. With X-TYPE vehicles, WDS software will
allow replacement modules to be programmed at the dealership from the vehicle VID block.
Configuration Procedure using WDS

The operator should select the Vehicle Configuration application tab followed by Programme New Module.
The screen will display a list of configurable modules.
When the operator selects the appropriate module, the WDS will determine the configuration requirements
and read the appropriate data from the vehicle VID block.
The WDS will then configure the module accordingly.
The WDS will then display the Dealer Option screen and the operator should complete the configuration by
selecting the appropriate dealer fit and customer options.
Configuration of the ECM
The exception to the above procedure is when the VID block itself needs to be reprogrammed. This situation would
arise if a new ECM was fitted. The procedure would be as follows:
The operator should select the Vehicle Configuration application tab followed by Programme New Module and ECM.
The WDS will check the VIN stored in the Instrument Cluster and compare this with the VIN entered by the
operator at the start of the session. If these are different, the operator will be given a VIN mismatch warning
and will be asked if the manually entered data should be used.
If the operator selects No, a keyboard will be displayed and the VIN can be re-entered manually.
If the operator selects Yes, the calibration files and VCATS data stored by WDS relating to that VIN will be displayed for the operator to check and confirm.
The calibration procedure will then take place after which the operator will be told to cycle the ignition.
The appropriate Dealer Option screens will be presented for the operator to select the appropriate dealer fit
and customer options.
Finally, the VID block programming will be carried out where the configuration details from the other modules
and the vehicle VIN are stored in the VID block. At this stage, the PATS code alignment to the Instrument Cluster will be carried out without any input required from the operator.
Programming Existing Modules
The Vehicle Configuration application tab gives the operator the option of configuring an existing module as well as
a new module. This procedure will only be provided for modules that require flash programming or software
updates. If this option is selected, only a list of re-programmable modules will be displayed.
NOTES
Student Guide
5.2.3
Service Training
X-TYPE CONTROL MODULES

Module Configuration Requirements
The following table shows which modules require configuration and which have dealer selectable options.
A configurable module needs to be told the type of vehicle it will be operating in, i.e. X-TYPE, 3.0 liter, automatic etc.
Dealer options are items such as message center language, drive away door locking etc.
An example of a module requiring set up would be the HLCM needing to be set up to accept the input from the
leveling sensors.
Configurable?
Dealer Options
Available?
VIN Storage?
Setup Required for

New Module?
ABS / DSC
NO
NO
NO
YES (DSC only)
A/CCM (Automatic)
NO
NO
YES
NO
A/CCM (Manual)
NO
NO
YES
NO
IC
YES
YES
YES
YES
ECM
YES
YES
YES
YES
HLCM
YES
NO
YES
YES
NAV
NO
NO
NO
NO
PSE
NO
NO
YES
NO
ARM
NO
NO
YES
NO
RAM
NO
NO
NO
NO
TCM
YES
YES
YES
NO
VOICE
YES
YES
YES
NO
GECM
YES
YES
YES
YES
AUDIO
YES
YES
YES
NO
Module
NOTES
5.2.4
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
X-TYPE
5.2 Control Modules
5.3 Multiplexing
5.4 Body Systems
TASK SHEETS

Service Training
X-TYPE MULTIPLEXING
Module Communications Network
The X-TYPE is the most complex Jaguar vehicle to date in terms of both the number of harness variants and the possible combinations necessary to achieve give vehicle specifications. The most significant deviation from the
distribution system used for other Jaguar models is the introduction of optical fiber cables to accommodate the
transfer of very high-speed, real-time audio data.
The optical fibers provide an optical network that interfaces to the SCP network via the audio unit. Refer to D2B
Network for detailed information.
NOTE: The optical network currently uses a transfer protocol known as D2B. Although this protocol may
change in the future, the optical network will be referred to as D2B throughout this and other Jaguar
technical publications.
SCP, CAN and Serial Data Link (ISO 9141) Networks

The Standard Corporate Protocol (SCP), Controller Area Network (CAN) and Serial Data Link (ISO 9141) networks
are configured in a similar way to current Jaguar models to accommodate different data types and flow rates as
required for various vehicle features. Refer to the following table.
Network
Communication Between
Speed
CAN
Engine, Transmission, Braking System
500 K baud
SCP
Lower speed body systems
41.6 K baud
Serial Data Link

(ISO 9141)
Data Link Connector and ECM;

Control modules with self-diagnostic capability not connected to CAN or SCP
10.4 K baud
D2B
In-Car Entertainment
5.6 M baud
NOTES
5.3.2
Student Guide
Service Training
X-TYPE MULTIPLEX NETWORKS
CAN
ECM
D2B
GECM
INSTRUMENT CLUSTER
DATA LINK CONNECTOR
AUDIO UNIT
SERIAL DATA LINK
SERIAL DATA LINK
RESTRAINTS
CONTROL MODULE
SCP
T682.114
NOTES
Student Guide
5.3.3
Service Training
X-TYPE MULTIPLEXING
Module Communications Network (continued)
Network Modules
The illustration below shows the main modules and their locations. Refer to the appropriate section in the X-TYPE
Electrical Guide for detailed information.
NETWORK MODULE LOCATION
GECM
ABS CONTROL MODULE
AUDIO UNIT
AIR CONDITIONING
CONTROL MODULE
INSTRUMENT CLUSTER
J GATE MODULE
(AUTOMATIC ONLY)

(AUTOMATIC ONLY)
T682.115
NOTES
5.3.4
Student Guide
Service Training
D2B Network
The D2B Network comprises:
Optical fiber
Wake-up wire
Master module (audio unit)
Slave module(s)
Intermediate connectors
The network:
Is structured as a unidirectional ring
Uses plastic optical fiber to transport data from one module to another in ring order.
D2B NETWORK
OPTICAL FIBER
WAKE-UP WIRE
D2B INTERMEDIATE
CONNECTOR
CD CHANGER
CELLULAR PHONE
CONTROL MODULE
NAVIGATION
CONTROL MODULE
VOICE ACTIVATION
CONTROL MODULE
AUDIO UNIT
T682.116
NOTES
Student Guide
5.3.5
Service Training
X-TYPE MULTIPLEXING
D2B Network (continued)
Network Components
Optical fiber
The fiber comprises a 1mm (0.039 in.) polymer core with a 3.5mm (0.137 in.) diameter outer protective jacket. The
fiber facilitates the transport of data, in the form of pulses of light which are too fast to be seen by the eye, at a data
bit rate of approximately 5.5M bits per second.
Wake-up wire
The wake-up wire comprises copper wire configured in a star-like arrangement that connects to a single pin on each
of the modules.
The audio unit sends a wake-up command (an electrical pulse) via the copper wire to initialize the slave module(s).
The wake-up pulse is sent when the ignition key is turned to position I.
The pulse triggers slave modules to look at the preceding module for a light signal (originated by the audio
unit) and to participate with the audio unit in network initialization.
At the end of this initialization procedure, the modules are ready for full network operation.
NOTE: Any malfunction during the initialization stage will cause a DTC to be stored by the audio unit. The
D2B Network will then shut down for the remainder of that key cycle.
Master module
The master module is the audio unit; it manages the D2B network and provides the gateway to the SCP network.
Slave module(s)
A slave module is any other system module that is connected to the D2B network and includes:
Navigation control module
Cellular phone control module
CD autochanger
Voice activation control module
Intermediate connector
There are two D2B intermediate connectors, one (located
at the LH A post) provides harness interconnection only;
the other one (located in the trunk to the left-hand side)
provides the interconnection point for the slave module(s).
D2B INTERMEDIATE CONNECTOR

DUST CAP
NOTE: For vehicles that have modules already

installed that utilize the optical network, the D2B
intermediate connector may be accessible only
after removing the installed module(s).
D2B
INTERMEDIATE
CONNECTOR
SLAVE CONNECTING
HARNESS
T682.117
5.3.6
Modules that connect to the D2B network use special

optical fiber assemblies which interface with the D2B
intermediate connector in the trunk; the assemblies
may very depending on the particular combination of
modules connected to the network.
NOTE: Optical fibers are incorporated into
the instrument panel and cabin harnesses
during manufacture to support dealer
installation of the CD autochanger, voice
control and cellular phone systems.
Student Guide
Service Training
X-TYPE D2B NETWORK

O
VOICE ACTIVATION
CONTROL MODULE
O
CELLULAR PHONE
CONTROL MODULE
O
CD AUTOCHANGER
AUDIO UNIT
O
NAVIGATION
CONTROL MODULE
D2B NETWORK "WAKE-UP"
BOF
BOF
BOF
D
2
AUDIO UNIT
CD AUTOCHANGER
D
2
BOF
D
2
CELLULAR PHONE CM
D
2
BOF
D
2
VOICE CONTROL MODULE
D
2
BOF
D
2
NAVIGATION CONTROL MODULE
FIVE MODULE (NODE) D2B NETWORK

I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
OUTPUT
B
P
NOTE: REGARDLESS OF THE NUMBER OF

MODULES ON THE D2B NETWORK, THE SEQUENCE
FOR MODULE CONNECTION IS ALWAYS AS SHOWN.
BATTERY VOLTAGE
CAN
POWER GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.118
5.3.7
Service Training
X-TYPE MULTIPLEXING
D2B Network (continued)
Optical Fiber Cables and Connectors
Under normal installation conditions, the system is robust and failures should not occur; however, since the optical
fibers convey data using light, it is vital that the passage of light down the fiber is unobstructed. Obstruction of light
can be caused by:
Contamination of the fiber ends
Damage to the fiber ends
Bending, kinking or damaging the cable
NOTE: Fibers damaged by kinking or exposure of the optical core due to abrasion must be replaced.
Handling
Special care should be taken to avoid damage or contamination when handling or working on the vicinity of fiber
optical cables and connectors.
NOTE: Damage or contamination includes scratches to the cable ends and pollution caused by dust, dirt or oil.
CAUTION: When handling optical fibers, cleanliness is of paramount importance. The fiber
ends should not be touched even with clean bare hands, as the natural oils deposited from the
skin may penetrate the fiber or may cause dirt to adhere to the fiber end.
System malfunctions and unnecessary warranty claims can be minimized by following these guidelines:
After disconnection of any cables, carefully install an appropriate dust cap to protect the mating face of the
connectors from damage or contamination.
Avoid introducing tight bends (less than 25mm radius) or kinks into the optical fiber during service or repair.
Tight bends or kinks could:
Impair system operation
Cause immediate system failure
Cause future system failure
Avoid excessive force, strain or stress on the fibers and connectors, especially permanent stress after reinstallation.
Optical Network Diagnosis

Unlike other networks that communicate with WDS via the data link connector, the optical network interfaces with
the data link connector via the audio unit and the SCP network.
NOTE: Diagnosis and testing is quite complex and specific; refer to JTIS for details. A special tool is
available (D2B optical bus tester, #415-S003).
DTCs which can be logged by any module
DTC
Description
U2609
D2B electrical wake-up pulse width out of specification.

Master and slave modules monitor the wake-up line and log this DTC if the pulse width is outside the
specification 50ms 110ms.
U2601
Wake-up line shorted to ground.

Master and slave modules monitor the wake-up line during network initialization and log this DTC if the
line is shorted to ground for greater that 1 second.
5.3.8
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
X-TYPE
5.2 Control Modules
5.3 Multiplexing
5.4 Body Systems
TASK SHEETS

Service Training
X-TYPE BODY SYSTEMS

Power Windows
The power window motor electronics each monitor an integral hall effect sensor feedback signal to determine when
the normal travel of the motor is limited.
When the vehicle power supply is disconnected, the antitrap and one-touch up features will no longer function
when the power supply is restored.
The initialization procedure must be carried out to restore operation.
Power Window Initialization
Lift and hold the window switch in the up direction until the window seats completely. Continue to hold the
switch for a further 2 seconds.
Release the switch and then lift and hold it again for a further 2 seconds. This procedure ensures that the window is fully seated into the seal.
Press the window switch to lower the window to its fully open position.
Verify the operation of the antitrap and one-touch up operation.
NOTE: This procedure can be carried out either from the individual window switches or from the drivers
switchpack.
Thermal Overload
The window motors are protected from overheating by a thermal overload feature. If the windows are operated
continuously, the thermal overload feature will operate and the window will no longer respond to the operation of
the switch. The number of opening / closing cycles required to implement this feature varies depending on temperature, but it should never be less than 7. One touch up and down operation should be possible within 10 seconds
with full operation resuming after a brief rest period.
Ice Mode
The windows have an ice mode feature to facilitate the closing of the windows in the event of the glass run channels
being obstructed by ice. This feature is activated by the vehicle occupant as follows:
Raise the window until the obstruction is reached. The antitrap feature will operate, lowering the window to a
minimum of 50 mm below the point at which reversing was initiated (or at least 200 mm from the close position).
Raise the window back up to the obstruction. Again the antitrap feature will operate.
Within 10 seconds, raise the window a third time to the obstruction. This time the antitrap feature will not
operate. Release the switch.
Lift the switch again within 0.5 seconds. The window motor will now operate at its full force (250 N maximum)
for approximately 12 mm of upward travel. This can be repeated several times provided that each time the
switch is activated within 0.5 seconds.
Should the 250 N force be insufficient to clear the obstruction, this insufficient force will be interpreted as system failure and the one-touch up function will be disabled. To relearn the function, the window initialization
procedure will have to be performed.
NOTES
5.4.2
Student Guide
Service Training
X-TYPE POWER WINDOWS
B+
SET
SLIDING ROOF
GLOBAL
CLOSE
GLOBAL
CLOSE
KEY BARREL SWITCH
RELAY
B+
B+
II
LH FRONT DOOR
LATCH ASSEMBLY
MOTOR
CONTROL
POSITION
SENSORS
GENERAL ELECTRONIC
CONTROL MODULE
LH FRONT WINDOW MOTOR ASSEMBLY

REAR
WINDOWS
ISOLATE
CONTROL
B+
II
REAR WINDOW
ISOLATE
O
RELAY
B+
B+
II
LH FRONT
WINDOW
MOTOR
CONTROL
POSITION
SENSORS
RH FRONT
WINDOW
LH REAR
WINDOW
RH FRONT WINDOW MOTOR ASSEMBLY
RH REAR
WINDOW
RELAY
B+
B+
II
MOTOR
CONTROL
POSITION
SENSORS
PASSENGER DOOR
SWITCH PACK
LH REAR WINDOW MOTOR ASSEMBLY
RELAY
B+
B+
LH REAR DOOR
SWITCH PACK
II
MOTOR
CONTROL
POSITION
SENSORS
RH REAR WINDOW MOTOR ASSEMBLY

RH REAR DOOR
SWITCH PACK
I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
OUTPUT
B
P
BATTERY VOLTAGE
CAN
POWER GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.119
5.4.3
Service Training
X-TYPE BODY SYSTEMS

Sun Roof (Sliding Roof)
The sun roof motor module monitors an integral hall effect sensor feedback signal to determine when the normal
travel of the motor is limited.
The sun roof is not affected by battery disconnection and will not need to be initialized. However, if power is disconnected while the sun roof is actually being operated, then memory will be lost and the following initialization
procedure will have to be carried out. This procedure will also have to be carried out if the sun roof motor is
changed.
Sun Roof Initialization
Press the switch in the tilt position until the roof moves to the fully tilt position and stops.
Release the switch.
Within 5 seconds, press and hold the switch in the tilt position again. The roof will travel automatically to the
fully open position, back to the fully closed position and stop.
Verify the operation of the antitrap and one-touch features.
NOTE: If the antitrap or one-touch features stop working correctly for any reason, the roof can be
reinitialized without disconnecting the battery.
To reinitialize without disconnecting the battery, run the roof panel into the tilt position. Release, then press and
hold the switch for 20 30 seconds. The roof panel will move up and down signaling memory erasure of the previous initialization.
The roof panel can then be reinitialized as described above.
SUN ROOF
SUN ROOF MOTOR

AND CONTROL MODULE
ROOF CONSOLE
T682.120
5.4.4
Student Guide
Service Training
X-TYPE SLIDING ROOF
B+
B+
OPEN / DOWN O
II
B+
VEHICLE SPEED
TILT / CLOSE O
GLOBAL
CLOSE
S VEHICLE
SPEED
I
SLIDING ROOF
MOTOR ASSEMBLY
ROOF CONSOLE
P
SLIDING ROOF
CONTROL MODULE
SET (LHD)
GLOBAL
CLOSE
KEY BARREL SWITCH
LH FRONT DOOR
LATCH ASSEMBLY
GENERAL ELECTRONIC
CONTROL MODULE
I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
BATTERY VOLTAGE
CAN
OUTPUT
POWER GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.121
5.4.5
Service Training
X-TYPE BODY SYSTEMS

Seats
Front Seats
WARNING: Prior to seat removal and before disconnecting the seat harness (which includes
airbag connectors) the vehicle battery should be disconnected and a period of at least one
minute allowed to elapse. The same amount of care should be taken when handling and storing these seats as would be taken when handling and storing vehicle airbags in isolation.
The driver and passenger seats, although almost identical, have some unique components fitted: the drivers seat
has a seat track position sensor and the passengers seat has a weight-sensing system. In both instances, the components form an integral part of the occupant safety system.
NOTE: The seat cushion is an integral part of the seat weight-sensing system. Individual components of
the seat weight-sensing system are not serviceable and must be replaced as a complete unit.
Power front seat
In addition to the standard features, depending on the
vehicle specification, one or more of the following
options may be available:
Electrically adjustable seat position
Heated seat
Electrically adjustable lumbar support
POWER FRONT SEAT
NOTES
T682.122
5.4.6
Student Guide
Service Training
POWER DRIVER SEAT COMPONENT LOCATIONS

SEAT RECLINE MOTOR
SEAT HEIGHT
ADJUSTMENT MOTOR (REAR)
SEAT HEIGHT
ADJUSTMENT MOTOR (FRONT)
SEAT FORE / AFT MOTOR
T682.123
POWER PASSENGER SEAT COMPONENT LOCATIONS

SEAT HEIGHT
ADJUSTMENT MOTOR (FRONT)
SEAT HEIGHT
ADJUSTMENT MOTOR (REAR)
SEAT WEIGHT-SENSING
MODULE
SEAT WEIGHT-SENSING
SENSOR AND HOSE
SEAT FORE / AFT MOTOR
T682.124
Student Guide
5.4.7
Service Training
X-TYPE BODY SYSTEMS

Seats (continued)
Heated Seats
The heated seat system comprises:
Heated seat switches
Seat back heater element
Heated seat module

Cushion heater element and thermostat
The heated seat function (when selected) permits the electrical heating of the seat back and cushion on the driver
and front passenger seats. The heating system of each seat is selected by separate switches located at the top of the
center console.
Pressing the appropriate switch facilitates the threestage operation of the heated seat function:
One press of the switch activates the high setting,
providing a seat surface temperature of approximately 42 C (107 F)
HEATED SEAT SWITCHES
A second press of the switch activates the low setting,

providing a seat surface temperature of approximately 37 C (98 F)
A third press of the switch deactivates the heating

function
T682.125
Once the heated seat function has been activated, it will persist until one of the following conditions have been satisfied:
A fixed period of time has expired (10 minutes)
The function is deactivated by pressing the switch for a third time
The ignition key is not at position II
A malfunction is detected by the heated seat module
Confirmation that the heated seat function is active is provided by the illumination of the relevant switch:
A yellow light indicates the low temperature setting
A red light indicates the high temperature setting
NOTE: The seat heaters are designed to operate at temperatures below a predetermined limit and therefore
operation may be inhibited due to storing the vehicle in a heated garage or to body heat or warm ambient
temperatures.
NOTES
5.4.8
Student Guide
Heated seat module

The module, located under the front edge of the seat,
controls the seat the heating function by providing the
appropriate response depending on the status of the
heated seat switches. Refer to the X-TYPE Electrical
Guide for detailed information.
Service Training
HEATED SEAT MODULE
T682.126
X-TYPE HEATED SEATS
B+
B+
II
O
TEMPERATURE SENSOR
O
I
LH CUSHION HEATER
O
O
I
STATE
LH SEAT HEATER
SWITCH
P
LH SEAT BACK HEATER
LH SEAT HEATER
MODULE
I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
BATTERY VOLTAGE
CAN
OUTPUT
POWER GROUND
SCP
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.127
NOTES
Student Guide
5.4.9
Service Training
X-TYPE BODY SYSTEMS

Exterior Lighting
The X-TYPE has only two major deviations from a standard exterior lighting arrangement: autolamp and high-intensity discharge headlamps (complete with automatic headlamp leveling). Exterior lighting is activated by the main
lighting switch and, where appropriate, the left-hand column switch (high beam).
NOTE: Due to the warm-up time experienced with xenon lamps, the low beam lamp is not used for the
headlamp flash feature; the high beam is used instead.
Switching is via allocated fuses and relays, with the exception of the turn signal lamps / hazard warning lamps, which
are controlled by the general electronic control module (GECM).
Master Lighting Switch
MASTER LIGHTING SWITCH
The master lighting switch assembly comprises:

Rotary switch
Dimmer switch
Trip computer switchpack
T682.128
The rotary switch is used to activate the following:

Side lamps
Headlamps
Autolamps (except Canada)
Front fog lamps
The lamps are activated when the rotary switch
is pulled to its first position, provided the side
lamp or headlamp position is also selected.
NOTE: The front fog lamps will not operate if
main beam is selected.
Rear fog lamps
The lamps are activated when the rotary switch
is pulled to its second position, provided the
rotary switch is not in the OFF position.
NOTE: The front fog lamps will operate
automatically when the rear fog lamps are
selected provided main beam is not selected.
Halogen Headlamps
After approximately 5 minutes, a noticeable fall in light output mat be observed. The effect is due to a voltage boost
feature that has been introduced. Refer to Generator and Regulator on page 5.1.8.
NOTES
5.4.10
Student Guide
Service Training
X-TYPE AUTOLAMPS; HIGH INTENSITY DISCHARGE HEADLAMPS

B+
I REMOTE
B+
HEADLAMPS
LH TURN
REPEATER
FLASH
MAIN BEAM /
FRONT FOG
RELAY
MAIN BEAM
LH FRONT
SIDE MARKER
LAMP
I
O
LH TURN
RH TURN
TURN
I
O
O
SIDE
MAIN
TURN SIGNAL
AUDIBLE WARNING
TURN SIGNAL SWITCH

BALLAST
DIP
LH HEADLAMP UNIT
(HID VARIANT)
GECM
HAZARD SWITCH
LH FRONT
FOG LAMP
RH FRONT
FOG LAMP
REAR
FOG LAMPS
GLOVE BOX
LAMP
FRONT
FOG LAMPS
RH TURN
REPEATER
SIDE LAMPS
B+
RH FRONT
SIDE MARKER
LAMP
AUTOLAMPS
AUTO (SENSOR)
TURN
DIP BEAM
SIDE
B+
MASTER LIGHTING
SWITCH
B+
II
MAIN
DIP BEAM
RELAY
BALLAST
AUTO HEADLAMPS
SENSOR
DIP
I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
OUTPUT
B
P
BATTERY VOLTAGE
POWER GROUND
Student Guide
C
S
CAN
SCP
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
RH HEADLAMP UNIT
(HID VARIANT)
T682.129
5.4.11
Service Training
X-TYPE BODY SYSTEMS

Canada Daytime Running Lamps
The low beam circuit is used for the daytime running lamps function. All the running lights are activated including
display illumination. This feature is hardwired through the master lighting switch and is not programmable using
WDS. Autolamps are not available with daytime running lamps.
X-TYPE DAYTIME RUNNING LAMPS
B+
I REMOTE
HEADLAMPS
B+
LH TURN
REPEATER
FLASH
MAIN BEAM /
FRONT FOG
RELAY
MAIN BEAM
LH TURN
RH TURN
LH FRONT
SIDE MARKER
LAMP
I
O
TURN
I
O
O
SIDE
TURN SIGNAL
AUDIBLE WARNING
DIP
TURN SIGNAL SWITCH
MAIN
LH HEADLAMP UNIT
HAZARD SWITCH
GECM
LH FRONT
FOG LAMP
RH FRONT
FOG LAMP
REAR
FOG LAMPS
GLOVE BOX
LAMP
FRONT
FOG LAMPS
RH TURN
REPEATER
SIDE LAMPS
B+
RH FRONT
SIDE MARKER
LAMP
DIP BEAM
NON
DAYTIME
RUNNING LAMPS
TURN
DIP BEAM
SIDE
CANADA
DAYTIME
RUNNING LAMPS
B+
B+
MASTER LIGHTING
SWITCH
DIP
II
DIP BEAM
RELAY
MAIN
I
B+
BATTERY POWER
SUPPLY
5.4.12
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
BATTERY VOLTAGE
CAN
OUTPUT
POWER GROUND
SCP
Student Guide
RH HEADLAMP UNIT
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.130
Service Training
X-TYPE REAR EXTERIOR LIGHTING

(MAN)
B+
II
REVERSE LAMP
SWITCH
(MAN)
STOP
REVERSE GEAR (AUTO)
(AUTO)
B+
II
B+
TAIL
II
REVERSE LAMPS
RELAY
INSTRUMENT
CLUSTER
FOG
B+
O
TURN
REVERSE
LH TURN
RH TURN
LH TAIL LAMP
UNIT
I
O
O
LH REAR SIDE
MARKER LAMP
TURN SIGNAL
AUDIBLE WARNING
LH LICENSE PLATE
LAMP
TURN SIGNAL SWITCH

P
I
RH LICENSE PLATE
LAMP
GECM
HAZARD SWITCH
STOP
REAR
FOG LAMPS
B+
TAIL
II
FOG
TURN
SIDE LAMPS
B+
REVERSE
RH TAIL LAMP
UNIT
RH REAR SIDE
MARKER LAMP
MASTER LIGHTING SWITCH
B+
HIGH-MOUNT
STOP LAMP
II
BRAKE ON / OFF
SWITCH
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
CENTRAL JUNCTION
FUSE
BOX
I
B
B+
B

SAVER POWER SUPPLY
INPUT
OUTPUT
BATTERY VOLTAGE
CAN
POWER GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.131
5.4.13
Service Training
X-TYPE BODY SYSTEMS

High Intensity Discharge (HID) Headlights
The High Intensity Discharge Headlight System provides illumination approximately twice as bright as a standard H1
halogen bulb. Because of this level of brightness, an automatic headlight leveling system has to be incorporated to
prevent dazzling oncoming drivers.
HID headlights are used only for dip beams. Main beams remain halogen bulbs.
The headlight burners consist of a tube filled with xenon gas with an electrode at either end. When the lights are
switched on, an electric charge is applied across the electrodes. After a brief high current phase, the lamp output is
regulated to 35 W.
NOTES
5.4.14
Student Guide
Service Training
HEADLAMP LEVELING COMPONENTS
HEADLAMP LEVELING MOTOR
AUTOLAMP SENSOR
HEADLAMP LEVELING
CONTROL MODULE
FRONT AXLE
LEVEL SENSOR ASSEMBLY
MAIN LIGHTING SWITCH
REAR AXLE
LEVEL SENSOR ASSEMBLY
T682.133
NOTES
Student Guide
5.4.15
Service Training
X-TYPE BODY SYSTEMS

High Intensity Discharge (HID) Headlights (continued)
Xenon Lamp
WARNING: Electrical voltages of up to 30kV are possible at the xenon lamp; therefore, suitable
safety precautions must be observed. Refer to JTIS.
The 35-watt xenon lamp produces a beam with an
intensity that is approximately two times that produced
by a halogen lamp of the same wattage. The chamber
of the bulb contains xenon gas and a mixture of metal
halide salts.
XENON LAMP
High voltage (typically 20kV) ignition is provided by the

xenon lamp control module and an arc forms in the
chamber as the gap between the two electrodes is
bridged. After ignition there is warm-up period of
approximately 3 seconds, during which the metal
halide salts evaporate. This brief excess-current phase
is followed by stabilization of the arc and the regulation
of the lamp output at 35W by the ballast control module in each headlamp assembly.
ELECTRODES
GAS-FILLED
CHAMBER
T682.134
NOTE: Unlike conventional lamps, xenon lamps

do not deteriorate and so should last the lifetime
of the vehicle. However, as xenon lamps age,
the color tone of the light will change from blue
to white.
Ballast control module

The module is a complex piece of electronics that in addition to regulating start-up and stabilizing output, provides
circuit protection by recognizing malfunction conditions such as:
Power supply deviations
Absence of light source
Short circuits
NOTES
5.4.16
Student Guide
Service Training
Automatic Headlamp Leveling

Automatic headlamp leveling has been developed to support vehicles fitted with xenon lamps. The feature automatically maintains the headlamps within the legally required angular position to avoid dazzling other drivers as a
result of vehicle acceleration, deceleration or variation in terrain.
The system comprises:
Front axle level sensor assembly
Rear axle level sensor assembly
Headlamp leveling module
LH Headlamp leveling motor
RH headlamp leveling motor
Automatic headlamp leveling is operational when the main lighting switch is set to the headlamp, rear fog lamp or
autolamp position and the ignition key is at position II. The headlamp leveling module is located at the left-hand
side of the instrument panel and is accessible after removing the side and lower panels.
The axle level sensors are inductive devices that respond to the vertical position of the vehicle and supply feedback
signals to the module. The module processes the data and supplies appropriate signals tot he headlamp leveling
motors, causing the position of the headlamps to be adjusted accordingly.
NOTE: After disconnecting any element of the automatic headlamp leveling system, recalibration will be
necessary using WDS.
AUTOMATIC HEADLAMP LEVELING SYSTEM
ENGINE
CONTROL MODULE
LH HEADLAMP
LEVELING MOTOR
CAN
REAR AXLE
LEVEL SENSOR
HEADLAMP LEVELING
MODULE
FRONT AXLE
LEVEL SENSOR
RH HEADLAMP
LEVELING MOTOR
DATA LINK
CONNECTOR
SERIAL
DATA LINK
T682.135
Student Guide
5.4.17
Service Training
X-TYPE BODY SYSTEMS

High Intensity Discharge (HID) Headlights (continued)
Automatic Headlamp Leveling System Operation
The control module can select from 12 different response times (filter times) depending on driving conditions such
as vehicle velocity and acceleration. The system will still be responding even if the lights are switched off to ensure
they are always in the correct position ready for use. The fastest response time is 0.16 seconds.
System Response Modes
Vehicle Movement
Stationary
Uniform Speed
Acceleration or Deceleration
Dipped Beam
Status
System Reaction Time
OFF
Slow
ON
Fast
OFF
Slow
ON
Fast (reducing at higher vehicle speeds)
OFF
Slow
ON
Fast (increasing at a higher rate change of velocity)
System Configuration
The automatic leveling system controls the inclination of the headlights about a datum position. This datum position represents the vehicle standing, unladen, on level ground. The control module is configured to this condition
during vehicle assembly.
If any of the system components are replaced (headlights, sensors or control module) the system will have to be configured using WDS. For the control module, this would be done by selecting Configure New Modules from the
Vehicle Configuration Main Menu. For the sensors or the headlights, this would be done by selecting Set Up and
Configuration from the Vehicle Configuration Main Menu.
If the HLCM is not configured, the auto leveling function is disabled and a DTC is flagged.
NOTES
5.4.18
Student Guide
Service Training
AUTOMATIC HEADLAMP LEVELING SYSTEM SCHEMATIC
HEADLAMP LEVELING
CONTROL MODULE
LH STEPPER
MOTOR
FRONT AXLE
SENSOR
RH STEPPER
MOTOR
REAR AXLE
SENSOR
SERIAL DATA LINK

(ISO 9141)
CAN
(+)
()
DIPPED BEAM SIGNAL
T682.136
Student Guide
5.4.19
Service Training
X-TYPE BODY SYSTEMS

Interior Lighting
The interior lighting comprises:
Footwell lamps
Front interior lamp and switch
Map lamps and switches
Vanity mirror lamps and switches Rear interior lamp and switch
Puddle lamps
Luggage compartment lamp and switch
Glovebox lamp and switch
Except for the glovebox lamp, which receives battery supply voltage only when the main lighting switch is active, all
lamps receive battery supply voltage via the battery saver relay (located in the central junction fuse box).
The glovebox lamp and luggage compartment lamp have direct ground returns. The courtesy lamps have a separate
ground return via the GECM. All other interior lights receive a ground return via the GECM in the form of a controlled signal that provides progressive illumination and deactivation during normal operation. Refer to the X-TYPE
Electrical Guide for detailed connection information.
Battery Saver
A timer function within the GECM controls the battery saver relay:
The timer is initialized when the ignition key is turned to position O or I.
After a 30-minute period, the GECM will deactivate the battery saver relay, which will remove the battery voltage from all interior lighting and the warning chime feature.
The GECM will reactivate the battery saver relay when:
The ignition key position is changed
Any door (including the trunk lid) becomes ajar or is opened
An external unlock is activated using either the door lock cylinder or the key fob transmitter.
Courtesy Lighting
The courtesy lamps are controlled by the general electronic control module in the following circumstances:
Any of the vehicles doors are open
An external unlock is activated using either the door lock cylinder or the key fob transmitter
The courtesy lighting feature extinguishes the courtesy lamps when all the vehicles doors are closed and any of the
following occurs:
Twenty-five seconds has elapsed since either an external unlock or the last door has closed, whichever occurs last.
The ignition key is turned from position I or O to position II or III
An external lock is activated using the door lock cylinder or the key fob transmitter
In addition, the courtesy lighting feature extinguishes the courtesy lamps when the battery saver relay timer has expired.
During normal operation (but not when switched manually) the courtesy lamps:
Progressively illuminate when activated
Progressively extinguish when deactivated
5.4.20
Student Guide
Service Training
X-TYPE INTERIOR LIGHTING

B+
S
B+
LH FOOT WELL LAMP
B+
O
I
REMOTE
LOCK / UNLOCK
RH FOOT WELL LAMP
I
DOOR AJAR
SWITCH
MAP LAMP 1
LH FRONT DOOR
LATCH ASSEMBLY
B+
DOOR AJAR
SWITCH
FRONT
INTERIOR LAMP
RH FRONT DOOR
LATCH ASSEMBLY
I
MAP LAMP 2
DOOR AJAR
SWITCH
LH REAR DOOR
LATCH ASSEMBLY
ROOF CONSOLE
B+
DOOR AJAR
SWITCH
RH REAR DOOR
LATCH ASSEMBLY
REAR INTERIOR LAMP
B+
S
SET
LH VANITY MIRROR LAMP
(KEY BARREL)
RESET
LH FRONT DOOR
LATCH ASSEMBLY
B+
S
RH VANITY MIRROR LAMP
B+
LH DOOR COURTSEY LAMP

P
B+
S
GECM
RH DOOR COURTSEY LAMP
B+
S
TRUNK
SWITCH
TRUNK LAMP
TRUNK
LOCK MOTOR
FRONT EXTERIOR LIGHTING
GLOVE BOX LAMP

I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
BATTERY VOLTAGE
CAN
OUTPUT
POWER GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.132
5.4.21
Service Training
X-TYPE BODY SYSTEMS

Instrumentation
Instrument Cluster
The instrument cluster:
Provides multiplex network gateway functionality for CAN and SCP. Refer to Multiplexing.
Includes the PATS control functions.
Processes the speed-sensitive steering inputs.
The instrument cluster comprises four gauges, warning lamps and a dot-matrix message center.
Vehicles fitted with the message center have two warning lamps one red, the other amber located above the message center. The warning lamps alert the driver to the status of the warning message simultaneously displayed:
The RED warning lamp indicates a primary warning message that requires immediate investigation by the
driver or a Jaguar Dealer.
The AMBER warning lamp indicates a secondary warning message requiring:
Appropriate response by the driver
The reporting of any associated malfunction to a Jaguar Dealer at the earliest opportunity.
The following warnings do not illuminate indicators on the instrument cluster, but instead display the appropriate
text via the message center:
Transmission fault
Door ajar warnings
Low washer fluid
Traction control warning
Cruise control
Low outside temperature (latched and unlatched)
NOTES
5.4.22
Student Guide
Service Training
INSTRUMENT CLUSTER
SIDE (PARKING) LAMPS

INDICATOR
HIGH BEAM INDICATOR
FRONT FOG LAMPS

INDICATOR
REAR FOG LAMPS

INDICATOR
TACHOMETER
SPEEDOMETER
RH TURN SIGNAL
INDICATOR
LH TURN SIGNAL
INDICATOR
ENGINE
TEMPERATURE GAUGE
FUEL GAUGE
HIGH ENGINE
TEMP. INDICATOR
LOW FUEL LEVEL

INDICATOR
LOW OIL PRESSURE

WARNING INDICATOR
PARKING BRAKE /
BRAKE INDICATOR
CHARGING SYSTEM
WARNING INDICATOR
SEAT BELT
WARNING INDICATOR
ABS
WARNING INDICATOR
AMBER WARNING
MESSGE INDICATOR
RED WARNING
MESSAGE INDICATOR
SRS INDICATOR
ENGINE MALFUNCTION
INDICATOR
MESSAGE CENTER
T682.137
NOTES
Student Guide
5.4.23
Service Training
X-TYPE BODY SYSTEMS

Odometer
Odometer readings will be displayed by the message center. The trip reading is reset by pressing the switch at the
end of the LH column stalk for longer than 2 seconds.
Trip Computer (where applicable)
TRIP COMPUTER CONTROL SWITCHES
The trip computer is an integral part of the instrument

cluster and is controlled by the three switches located
at the bottom of the main lighting switch.
Selection of A or B switches permits the tracking of two
separate journeys. The following calculations and readings are possible for both journeys:
Trip distances
Average fuel economy
Average speed
Range
T682.138
Pressing the switch at the end of the LH column stalk

will cycle the trip computer information and messages.
The reset button is used to reset/clear the currently displayed trip computer.
NOTES
5.4.24
Student Guide
Service Training
Information and Message Center

The message center (where fitted) is a dot-matrix type comprising 14 lines in 2 character rows with each character
consisting of 5 x 7 dots.
NOTE: The message center is an integral part of the instrument cluster and cannot be serviced separately.
The primary function of the message center is to provide the driver with text messages including:
Warnings
Temporary alerts
General information
The message center also displays messages for the benefit of the service technician.
Multiple messages will cycle in order of priority until they either expire or are cleared (temporary alerts) from the
display. Warning messages are suppressed temporarily while the message center is cycling.
Warning Devices
The warning device system uses the GECM to control audible and visual warnings for the benefit of the driver and
occupants. Warnings are associated with the following:
Key-in ignition warning switch
Door ajar switches (including trunk and engine compartment)
Seat belt sensor
Headlamp switch
SRS malfunctions
J-gate park switch (where applicable)
The driver audible warnings sounder is integral to the GECM.
The visual warnings, where appropriate, are displayed via the instrument cluster using illuminated icons or the message center. Refer to Instrument Cluster.
NOTES
Student Guide
5.4.25
5.4.26
Student Guide
Service Training
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
X-TYPE
5.2 Control Modules
5.3 Multiplexing
5.4 Body Systems
TASK SHEETS

Service Training
X-TYPE SECURITY SYSTEMS

Security System Configuration
Feature
Note
Horn chirp confirmation

Drive away door locking
Auto re-locking
Standard Dealer programmable using WDS

Standard Dealer programmable using WDS
Optional Dealer programmable using WDS
Locking Functions
NOTE: If the door latches are activated more than 16 times in a 20 second period, or the trunk latch is
activated more than 8 times in a 20 second period, all power locking will cease for 20 seconds to prevent
latch overheating.
Central Locking
The central locking locks all the doors so that they cannot be opened from outside the vehicle. The central locking
feature can be activated when one of the following events occurs when the ignition key is out and all the doors are
closed:
The drivers door lock cylinder is rotated to the lock position.
The lock button on the remote keyhead is pressed once. (The key must be out of the ignition.)
Central locking can also be activated by pushing the front interior door handle (paddle) to the lock position, independent of the ignition switch position.
If one of the doors is ajar when the central locking feature is activated via the interior door handle, then all doors will
become unlocked. If one of the doors is ajar when the central locking feature is activated via the drivers door lock
cylinder, then all doors will become locked. No locking / unlocking occurs if a door is ajar and the remote control is
used. Five flashes of the direction indicators and 2 horn chirps will signal a closure is ajar.
Auto Locking (Drive-Away Locking)

The auto locking feature automatically central locks the vehicle if the ignition is in run or start. All doors must be
closed and the vehicle speed must exceed 7 km/h (5 mph) (via CAN and SCP) for the feature to operate. If the customer unlocks the car this feature would only auto lock the car again after:
Ignition was turned off and on again, or
A door is opened and closed.
This feature is the same for manual and automatic transmission vehicles.
NOTES
5.5.2
Student Guide
Service Training
LOCKING COMPONENTS
HOOD LATCH
GECM
(GENERAL ELECTRONIC
CONTROL MODULE)
INTERIOR DOOR HANDLE
REAR EXTERIOR DOOR HANDLE
KEY TRANSMITTER
FRONT DOOR AJAR SWITCH

AND LATCH
DRIVER DOOR LOCK
TRUNK RELEASE BUTTON
REAR DOOR AJAR SWITCH

AND LATCH
TRUNK AJAR SWITCH AND LATCH
T682.139
Student Guide
5.5.3
Service Training

Locking Functions (continued)
Central Unlocking
The central unlocking feature automatically unlocks all of the vehicles doors when the following occurs:
The door lock cylinder is rotated to the unlock position twice, if single door unlocking is enabled or once, if
single door unlocking is disabled.
The unlock button on the remote keyhead is pressed twice within 3 seconds, if single door unlocking is
enabled, or once if single door unlocking is disabled.
A front interior door handle is pulled to the unlock position, only if the vehicle was central locked.
NOTE: If a rear door handle is pulled, the vehicle is not centrally unlocked; only that door is unlocked.
NOTE: The customer can change between central unlocking and single door unlocking (and back again
when necessary) by pressing the lock and unlock buttons on the remote keyhead simultaneously for 4
seconds. Acknowledgment is provided by 2 flashes of the turn signal indicators.
Auto Relocking
The system automatically central locks the vehicle (and consequently arms the antitheft feature) following a remote
control unlock if no door was opened or if the ignition remained in the off position for 45 seconds.
Trunk Lid Release

The trunk can be released by using the exterior trunk release button or the release button on the remote control keyhead when:
The remote keyhead trunk release button is pressed twice (only with ignition in off or accessory) when the
vehicle speed is less than 7 kph (5 mph).
The exterior trunk release button on the trunk lid is pressed when the car is unlocked, security is disarmed and
the vehicle speed is less than 7 kph (5 mph).
There is no valet mode.
NOTES
5.5.4
Student Guide
Service Training
Remote Control Keyhead

The remote control keyhead is operational when the
key is removed from the ignition. The remote control
feature allows the customer to activate a number of
vehicle features remotely, including:
REMOTE CONTROL KEYHEAD
Unlocking the vehicle doors (single or central

unlock).
Locking the vehicle doors (central locking).
Trunk lid release.
Panic button.
Headlight convenience feature.
T682.140
The Radio frequency (RF) operation is suspended 22 days after the last valid RF signal is received. This is reactivated
by the change of state of any of the latch switches (for example, door ajar, lock / unlock, and so on.). After 22 days
the customer can not use any RF feature until the RF operation is reactivated.
NOTE: Changing the remote controls battery will not affect its operation.
Panic Button
When the remote keyhead transmitter headlight convenience button is pressed 3 times within 3 seconds, with the
ignition off, the vehicle alarm will trigger giving audible and visual warnings. The vehicle alarm will continue until
the normal alarm cycle has been completed.
NOTE: The vehicle doors will not automatically unlock, if previously locked, when the panic button is
activated.
If the headlight convenience button is pressed again 3 times within 3 seconds, the ignition key is turned to Run / Start or
the unlock button on the remote transmitter is pressed, or the sounding period is completed, the alarm will cease.
Headlight Convenience
When the remote keyhead transmitter headlight convenience button is pressed with the ignition off, the high beam
will be driven until either 30 seconds has passed or the headlamp convenience button is pressed again.
NOTES
Student Guide
5.5.5
Service Training

Locking Functions (continued)
Global / Remote Closing
Global closing of windows and sunroof (sunroof) will be initiated from the drivers door lock and the remote keyhead with the key out of the ignition. To initiate global close, the operator will turn the key in the drivers door lock
to the lock position and hold it for longer than 1.5 seconds. The windows and sunroof will then begin their closing
operation.
The global close operation will continue until:
The operator releases the key in the drivers door lock from the lock position or moves the key to the unlock
position.
A stall or pinch condition is detected, causing the affected window / sunroof to cease movement.
During a global close operation, should a window / sunroof fully close or an obstacle be detected, power will be removed
from the window / sunroof, causing movement to cease. The remaining windows / sunroof will continue to close.
Remote global close will be initiated from the key fob where the lock button should be pressed and held for 1.5
seconds to initiate global close. To stop global close before the windows / sunroof are fully closed, release and press
the lock button again.
Global / Remote Opening

This facility is not available.
NOTES
5.5.6
Student Guide
Service Training
X-TYPE LOCKING
NOTE:
DRIVE-AWAY DOOR LOCKING OCCURS
WHEN ALL DOORS ARE CLOSED, THE
IGNITION IS SWITCHED TO II OR III AND THE
VEHICLE SPEED EXCEEDS 7 K/PH (4 MPH).
B+
I
I
TRUNK RELEASE
SWITCH
REMOTE
LOCK / UNLOCK
KEY-IN
TRUNK AJAR
SWITCH
I
I
B+
LOCK / O
UNLOCK
VEHICLE SPEED;
EMERGENCY
UNLOCK
B+
II
TRUNK LOCK
MOTOR
VEHICLE
IMPACT
III
INERTIA SWITCH
IGNITION SWITCH
INSTRUMENT
CLUSTER
I
DOOR AJAR
SWITCH
I
DOOR AJAR
SWITCH
O UNLOCK
O
LOCK
LOCK
LH REAR DOOR
LATCH ASSEMBLY
UNLOCK
SET
UNLOCK O
I
KEY BARREL
RESET
LH FRONT DOOR
LATCH ASSEMBLY
I
DOOR AJAR
SWITCH
RH REAR DOOR
LATCH ASSEMBLY
O UNLOCK
LOCK
UNLOCK
I
DOOR AJAR
SWITCH
RH FRONT DOOR
LATCH ASSEMBLY
GECM
I
B+
BATTERY POWER
SUPPLY
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
OUTPUT
B
P
BATTERY VOLTAGE
CAN
POWER GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.141
5.5.7
Service Training

Anti-Theft System Operation
The antitheft feature provides an audible and visual alarm at the exterior of the vehicle when unauthorized access to
the vehicle via the doors, hood, or trunk is detected, the radio is removed, or the ignition transitions to run or start
without a valid PATS key, while the system is armed. The visual alarm consists of the vehicles exterior turn / hazard
lamps (direction indicators). The audible alarm utilizes the vehicle horn.
The anti-theft system contains the following functions:
Arming the anti-theft system.
Disarming the anti-theft system.
Alarm activation.
Security status indicator / PATS.
Security horn.
General Requirements
If a full alarm is in progress and an additional alarm trigger becomes active, it will be ignored.
The cause of the last eight full alarms are stored in a non-volatile memory for diagnostic purposes (via WDS).
When the battery is connected (or it is disconnected then reconnected), the anti-theft system immediately enters the
armed state that it was in when the battery was disconnected and assumes normal functionality.
Arming the Anti-Theft System

If the anti-theft system is in normal operation mode, the anti-theft system will enter a prearm phase if the ignition
is not in the Run or Start position and the vehicle is locked (central lock or double lock) either via the door key barrel
or the RF transmitter.
The prearm phase is a 20 second delay period that allows the customer time to open and close any door, hood, or
trunk lid without triggering an alarm.
The anti-theft system will fully arm after the prearm phase. At this point, each input that is in the secure state (for
example, drivers door closed) is armed and capable of triggering an alarm. Any input (doors, trunk, hood) which is
NOT in the secure state (for example, passenger door is ajar) will be suspended and will not be capable of activating
an alarm. Once a suspended input returns to its secure state (for example, passenger door transitions from ajar to
closed), it becomes armed and ready to trigger the alarm.
Audible and visual feedback is provided to the customer on arming of the anti-theft system, depending on the security status.
If the vehicle is central locked (vehicle doors, trunk, hood, radio, and ignition switch are the only active alarm triggers), the turn signal indicators will flash on for 250 ms. If the lock button of the transmitter is pressed a second time,
there will be a short chirp from the vehicle horns (this feature is dealer selectable).
If any closure (door, trunk or hood) is ajar when the anti-theft system arms, then the security arm error visual indications will be generated (5 short flashes 250 ms of the turn signal indicators and two short horn chirps).
Subsequently, when the last closure is closed, the security arm flash will be generated to indicate a secure vehicle, as
it did previously.
The security LED will flash at 0.6 Hz (5% duty cycle) when the anti-theft system is prearmed or armed.
5.5.8
Student Guide
Service Training
ANTI-THEFT SYSTEM COMPONENTS

AUDIO UNIT
(NON-TELEMATICS VERSION)
TRANSCEIVER COIL
KEY FOB TRANSMITTER

AND GENERAL ELECTRONIC
CONTROL MODULE
TRUNK LID AJAR SWITCH
HOOD AJAR SWITCH
DOOR AJAR SWITCH
HORNS
SECURITY SYSTEM
INDICATOR LAMP
INSTRUMENT CLUSTER
T682.142
NOTES
Student Guide
5.5.9
Service Training

Anti-Theft System Operation (continued)
Disarming the Anti-Theft System
When prearmed, armed, or active, the security system will disarm when one of the following events occur:
The RF transmitter unlocked button is pressed to unlock at least one door.
A valid PATS transponder is read in the ignition barrel when the key is turned to the Run position.
A door key barrel requests at least one door to unlock (if door barrel disarming is enabled).
The interior door paddles will not disarm the anti-theft system. Upon disarming, any audible or visual warning associated with full alarm or panic alarm will be stopped and the security LED will stop flashing. When the anti-theft
system is disarmed, all the turn signals will give two short flashes.
Trunk Lid Disarm

If the trunk lid is released via the RF transmitter trunk release button, the trunk ajar input to the security system will
be suspended and interior scanning turned off. The trunk must be closed and the 20 second prearm timer expired
before the trunk input and interior scanning system become armed and again ready to trigger the alarm. When the
trunk is released in this fashion, the security LED functionality will not be affected.
Alarm Activation
When the anti-theft system is in the armed state, it will generate a full alarm sequence when one of the following
alarm causes becomes active:
Any door, the trunk, or the hood becomes ajar (except as described in trunk disarm).
The radio is removed; that is, radio sense changes from radio present to radio not present.
A valid PATS transponder is not read within one second of the ignition position becoming RUN.
Diagnostic access is attempted.
If the same alarm cause is active when the full alarm period completes, then the anti-theft system will generate
repeated full alarm cycles separated with a pause of ten seconds.
The maximum number of successive repeats that can be generated for a maintained cause is nine (ten full alarms in total).
If the alarm cause becomes inactive during a repeat full alarm, then that full alarm cycle will run to conclusion,
unless the anti-theft system is disarmed, and no further repeats will be generated from that particular event. If the
cause becomes inactive during a ten second pause, then the repeat sequence will cease.
If another alarm cause becomes active during the repeat alarm sequence, it will be ignored, even if it remains active
after the nine repeats conclude. This definition is an extension to the requirement to ignore additional alarm causes
when a full alarm is in progress.
An exception to this definition exists when the option for Door Key Barrel Disarming is disabled from the security
options. In this case there is a 15 second delay from the time that the drivers door is opened before the full alarm is
generated if the vehicle was unlocked via the drivers door key barrel. During the 15 seconds, the anti-theft system
can be disarmed via the remote entry device or a valid read of the PATS transponder. If any passenger door is
opened before the drivers door, after the drivers key barrel is used to unlock the vehicle, then the alarm will sound
immediately. During the 15 seconds, an entry delay audible warning will sound.
When the PANIC feature is activated, the audible and visual alarms will both be driven a full alarm cycle. Disarming
or operating the PANIC feature for a second time will stop the panic alarm.
5.5.10
Student Guide
Service Training
Programming a Radio Frequency Transmitter

The ignition must be cycled between Run and Accessory four times. It is important to end the cycle in the Accessory
position. This procedure starts the programming mode, which is indicated by a chime from the GECM.
The key must be removed from the ignition. After it is removed, press any button on the RF transmitter within 10
seconds. If the RF transmitter has been accepted, the GECM emits a chime. To program further RF transmitters,
press any button on the RF transmitter concerned within 10 seconds of the previous entry. Up to 4 RF transmitters
can be programmed to the GECM.
The programming mode is terminated when any of the following occurs:
The ignition is switched to Run.
No further RF transmitters are programmed within 10 seconds.
An attempt is made to program more than 4 RF transmitters.
Once the GECM has dropped out of RF transmitter programming mode, restarting the process and programming
another RF transmitter will erase all previous RF transmitters programmed to the GECM.
NOTES
Student Guide
5.5.11
Service Training

X-TYPE SECURITY SYSTEM
B+
B+
B+
II
PATS
C
S
REMOTE
SECURITY
SECURITY
O
PASSIVE
ANTI-THEFT
SYSTEM
ENGINE
CONTROL MODULE
EXTERIOR LIGHTING:
TURN SIGNAL FLASH
O
O
PATS
POWER
SECURITY
INDICATOR
D
D
PATS
GROUND
PASSIVE ANTI-THEFT
SYSTEM TRANSCEIVER
INSTRUMENT
CLUSTER
KEY-IN
HORNS
B+
I
II
DOOR AJAR
SWITCH
LH FRONT DOOR
LATCH ASSEMBLY
III
B+
O
I
DOOR AJAR
SWITCH
IGNITION SWITCH
HORN RELAY
RH FRONT DOOR
LATCH ASSEMBLY
I
DOOR AJAR
SWITCH
LH REAR DOOR
LATCH ASSEMBLY
I
DOOR AJAR
SWITCH
PASSIVE
SECURITY SOUNDER
RH REAR DOOR
LATCH ASSEMBLY
TRUNK AJAR
SWITCH
TRUNK LOCK
MOTOR
I
HOOD SECURITY
SWITCH
RADIO
REMOVED
AUDIO UNIT
I
B+
BATTERY POWER
SUPPLY
5.5.12
B+
II
IGNITION SWITCHED
POWER SUPPLY
B+
B

SAVER POWER SUPPLY
INPUT
OUTPUT
GECM
B
P
BATTERY VOLTAGE
CAN
POWER GROUND
SCP
Student Guide
D
2
D2B NETWORK
SERIAL AND
ENCODED DATA
T682.143
Service Training
Passive Anti-Theft System (PATS)

Overview
The Passive Anti-Theft System (PATS) prevents the vehicle from being driven away by unauthorized persons. PATS
consists of electronically coded ignition keys, a transceiver device by the ignition switch, and a control unit interface
to the engine control module (ECM).
The PATS system is standard on the entire X-TYPE vehicle range. It is based around the instrument cluster and engine
control module (ECM). Generically, the immobilizer system implementation and functionality is carried over from
the Jaguar S-TYPE vehicle program; it is described briefly here, as follows:
Key in ignition, turned to the accessory position.
Data transfer between instrument cluster and key transponder to confirm valid key.
Ignition turned to Run position.
Key valid message sent to the ECM from the instrument cluster.
Data transfer between the ECM and instrument cluster to confirm encrypted code correct.
Engine start.
On the X-TYPE, data transfer between the ECM and instrument cluster will take place over the CAN network. On the
S-TYPE, this data transfer takes place over the SCP network. However, in essence, the process is identical.
Instrument Cluster
Contains gateway for SCP / CAN networks.

Drives Security LED.
Drives PATS transceiver coil.
Communicates with the ECM and key transponder (stores PATS key codes).
INSTRUMENT CLUSTER
T682.144
Student Guide
5.5.13
Service Training

Passive Anti-Theft System (PATS) (continued)
PATS Operation
The PATS function is split between the instrument cluster (IC) and the engine control module (ECM). In order for the
vehicle engine to crank and start, the IC must have read a valid key and the correct information flow must have
occurred between the IC and the ECM:
When a key is inserted in the ignition barrel and turned to the Accessory position, a hardwired input is supplied to
the IC. This action triggers the IC to read the PATS keycode stored in the key and compare it with one that has been
previously stored. If the ignition key is subsequently turned to the Run position, the result of this comparison is
transmitted to the ECM via the CAN network.
Assuming the key status message received from the IC is valid, the ECM will send a challenge code to the IC. The IC
will, after encryption, send a response code. If this response code matches one that the ECM has calculated, the fuel
injectors, ignition coils, fuel pump drive, and starter will be enabled.
The ECM will disable the fuel injectors, ignition coils, fuel pump driver, and starter if any of the following conditions apply:
A theft signal has been received from the IC; that is, the keycode has not been authenticated.
A challenge code has been transmitted to the IC, but no response code has been received.
A challenge code has been transmitted to the IC, and an incorrect response has been received.
If any of the above cases apply, the ECM will log DTC P1260. Additionally, the IC will log DTCs if the failure was a
result of the key read.
NOTES
5.5.14
Student Guide
Service Training
PASSIVE ANTI-THEFT SYSTEM
PATS
TRANSCEIVER
INSTRUMENT CLUSTER
PATS MODULE
CAN NETWORK
KEY STATUS
DETERMINE KEY STATUS
ENGINE
CONTROL MODULE
KEY STATUS
NO
OK
KEY
CODE
CHALLENGE
CODE
CHALLENGE CODE
TRANSMIT
CHALLENGE
TRANSMIT
RESPONSE
RESPONSE CODE
RESPONSE
ECM I.D.
NO
OK
PATS
PROVE OUT
DISABLE
SYSTEM STATUS MESSAGE
ENGINE CRANK,
FUEL PUMP,
FUEL INJECTION,
AND
IGNITION COILS
SECURITY
INDICATOR
ENABLE
OK TO START
ENGINE CRANK,
FUEL PUMP,
FUEL INJECTION,
AND
IGNITION COILS
OK TO START
ACTIVATE:
STARTER RELAY
FUEL PUMP
FUEL INJECTION
IGNITION COIL
T682.145
Student Guide
5.5.15
Service Training

System Diagnostics
The best method to confirm the correct operation of PATS is to check the LED (located in the DSC switch, behind the
J-gate). The LED should illuminate solid for 3 seconds when the key is turned to Ignition Run position and then extinguish. This action validates all PATS functions; that is, the key transponder matches a keycode stored; the challenge /
response sequence between the IC and ECM was successful, resulting in the ECM being enabled.
Engine Fails to Crank
If a PATS fault is detected, the LED will flash for 60 seconds at 4Hz with a 50% duty cycle. At the end of this period,
the LED will flash a 2 digit code. This code is repeated 10 times. The meaning of these fault codes, along with the frequency of flashing, is given in the accompanying table. As a general rule a fault code of 16 or less will cause the
vehicle not to crank. Additionally, WDS should be used to check the DTC stored in the IC.
The most regular occurrence for failing to crank is due to the P & N start switches; that is, gearshift not in Park or
Neutral. The Start circuit is as follows: Low side of relay coil - Switched directly from the ECM (if conditions are correct). High side of relay coil - Direct from ignition start position.
Another likely cause may be that the CAN network is malfunctioning; that is, the CAN circuit is open / short. This situation would mean that the cluster and ECM would be unable to communicate, resulting in no challenge being
performed to enable the ECM.
On manual vehicles the additional of a clutch switch has been included in the starting circuit (direct input to ECM).
This switch takes the place of the Park / Neutral switch (automatic transmission). The switch activates at end of travel (clutch fully depressed).
Engine Cranks but Will Not Start
If the Engine is cranking, it means that the ECM is enabled with respect to PATS. If PATS was disabled, the ECM
would not engage the starter. This situation could be confirmed by verifying the PATS LED prove out (illuminated
solid for 3 seconds) or by reading DTCs from the IC and ECM.
In this case, the fuel pump circuit should be verified. A fuel pump module, which is controlled by the ECM, supplies
the fuel pump.
In all cases of suspected PATS non-start issues, the most logical failure modes should be eliminated first.
Check all relevant supplies and grounds to the cluster and ECM. Check that the starter relay has a permanent 12 V
supply. Check that the relay has a 12 V supply and ground across the coil while the ignition is in the Crank position.
NOTE: The ECM supplies the ground for the starter relay. If the inertia switch has tripped, the starter relay
coil will not receive its ground and the engine will not crank.
NOTES
5.5.16
Student Guide
Service Training
PATS Diagnostics Summary

When logged
Ignition Switch
position
DTC
Flash Code
Prove-out
n/a
0 (OFF) to
n/a
3 seconds on
Perimeter theft control
n/a
0 (OFF)
n/a
Steady flashing
Security access
n/a
None
Transceiver not connected / open circuit

(no diagnostic byte received)
Key read
B1681
11
Corrupted diagnostic byte received from transceiver
Key read
B2103
12
Ignition key transponder signal not received
Key read
B1600
13
Ignition key transponder signal invalid
Key read
B1602
14
Key read /
diagnostic test
B1601
15
CAN Network fault:

ECM verify does not match key status
ECM/CAN
communications
U2511
16
CAN Network fault:

security system status message missing
ECM/CAN
communications
U1900
16
Less than 2 keys programmed
Before & after /

dealer
B1213
21
ECM ID not in instrument pack non-volatile memory
Before & after /

dealer
B2141
22
Challenge /
response
U2510
23
Key prog.
B2431
13
Diagnostic test
B2492
None
When logged
Ignition Switch
position
Mode 12, Frame #02,

PID 1248
Challenge
04
Before & after /

service
03
Challenge / response error
Challenge
01
Invalid key data received
Challenge
02
Anti-scan Incode
Ignition key code incorrect
ECM ID does not match instrument pack

Transponder programming failure
Key already programmed
ECM fault code P1260

PATS sequence time-out
ID Transfer challenge error
NOTES
Student Guide
5.5.17
Service Training

For the various PATS modes / faults listed in the above table, the cluster will store a DTC and indicate this to the customer during the detection period defined in the When Logged column, by illuminating the indicator as described
for 60 seconds and then flashing the LED 10 times as appropriate. The indication will stop immediately when the
ignition is turned to Off any time during the fault indication sequence. Up to 4 DTCs can be stored per key read
sequence (1-10 read attempts). No DTCs will be stored until all retry attempts are complete. Only the highest priority fault code will be flashed.
The PATS LED will be commanded on as shown under indication. Normal PATS operations are complete within
400 ms of the ignition switch transition from Off to Run or Start. Worst case for ECM communication problems will
be <2 seconds. If PATS is not complete during the 2 seconds, the ECM will terminate PATS and await the next ignition run / start event. During this time, if a valid key is used the indicator will be in prove-out mode. PATS faults will
be indicated via the LED as soon as possible and will terminate the LED prove-out. At Key Off, all previous flashing
will cease and the perimeter theft system will control the LED when the vehicle is locked and armed.
Manual Process for Programming Additional PATS Keys

To enter the programming process you need all the customers keys (minimum of 2). If there is only one available,
you can only add keys using WDS.
Insert first key, turn to Run (Position II) for a maximum of 5 seconds, turn to Off, and remove key.
Within 10 seconds of removing the first key, insert the second key, turn to Run for a maximum of 5 seconds,
turn to Off, and remove the key.
To program the third key, insert and turn to Run within 20 seconds of removing the second key, leave the key
in the run position and allow the PATS LED to prove out (solid for 3 seconds); this procedure will confirm successful storage.
For programming subsequent keys 8 in total:, you will need to have turned 2 valid keys to Run and to Off as above
prior to programming the fourth and fifth keys, and so on.You can use any 2 valid keys.
To program the fourth key, follow the sequence as above.
After removing the third key, insert key 1 or 2 and turn through Run and back to Off, then remove.
Insert the fourth key, turn through Run and back to Off and remove.
To program the fifth key:
After removing the fourth key, insert key 1, 2 or 3 and turn through Run to Off and remove.
This process can be repeated until a maximum of 8 keys have been programmed.
NOTE: If the time scale is not adhered to, the process will terminate and you will need to start the process
again (a DTC may also be logged).
NOTES
5.5.18
Student Guide
J A G U A R
S E R V I C E
T R A I N I N G
GENERAL INFORMATION
XJ / XK
S-TYPE
X-TYPE
TASK SHEETS

Service Training
TASK SHEET 1A
Vehicle type __________________ VIN _________________________ Production date ________________
System being tested ___________________________________________ Electrical Guide Figure ___________
With the aid of the correct Electrical Guide Figure, check the system circuits using WDS or a DVOM and
compare the results with the information you have entered in the Expected Values column. Write in all
the information gathered from the vehicle and look at the Electrical Guide to determine system function.
CM connector #,
pin #, I/O
Actual Values
V, A, , Hz or %
Component or system_____________________
Parameters for DTC to set (if any) ____________
Operating volts__________________________ V
_____________________________________________________________________________________________
Connector #, pin #, color _________________
Test points: from __________ to____________
Circuit tested ____________________________
Type of signal? ____________________________
Input or Output? _________________________
When is signal present? ____________________
Is this circuit diagnostic capable?____________
Are there any other types of signal on this

circuit? i.e. AC volts, Freq (Hz), Pulse Duty Factor (%) ___________________________________
If so, how? (Feedback signal, potentiometer,

resistance, etc. ___________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
Any DTCs for this circuit/component? _______
_____________________________________________________________________________________________
6.2
Expected Values
V, A, , Hz or %
How and where measured?
Type of signal? ____________________________

How is signal produced? ___________________
_____________________________________________________________________________________________
Student Guide
Service Training
TASK SHEET 1A (continued)

WDS Status Display Indication when signal is present (inputs)________________________________________
Can a WDS test module activate the circuit / component? (OSC - Output Stage Control) _________________
If this circuit / component were shorted to ground, what would be the symptom?_______________________
_____________________________________________________________________________________________
If this circuit / component were open circuit, what would be the symptom? ____________________________
_____________________________________________________________________________________________
Can any other types of tests or checks be performed on this circuit / component? _______________________
Mechanical, hydraulic, pneumatic tests (type, description):__________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
WDS Oscilloscope Patterns:
Oscilloscope Setup
Test connection_______________________________ Trigger source _________________________________
Type of measurement__________________________ Trigger edge ___________________________________
Measuring range ______________________________ Channel A or B_________________________________
Frequency range ______________________________ Red or black cable ______________________________
Demonstrates Competence:
Instructor Signature _________________________________________________________ Date __________________
Student Guide
6.3
Service Training
TASK SHEET 1B
CM connector #,
pin #, I/O
Actual Values
V, A, , Hz or %
_____________________________________________________________________________________________
Circuit tested ____________________________
Type of signal? ____________________________
Input or Output? _________________________


resistance, etc. ___________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
6.4
Expected Values
V, A, , Hz or %
Type of signal? ____________________________

_____________________________________________________________________________________________
Student Guide
Service Training
TASK SHEET 1B (continued)

_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
Oscilloscope Setup
Student Guide
6.5
Service Training
TASK SHEET 1C
CM connector #,
pin #, I/O
Actual Values
V, A, , Hz or %
_____________________________________________________________________________________________
Circuit tested ____________________________
Type of signal? ____________________________
Input or Output? _________________________


resistance, etc. ___________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
6.6
Expected Values
V, A, , Hz or %
Type of signal? ____________________________

_____________________________________________________________________________________________
Student Guide
Service Training
TASK SHEET 1C (continued)

_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
Oscilloscope Setup
Student Guide
6.7
Service Training
TASK SHEET 2 XJ / XK CONTROL MODULE LOCATION
Acronym
Module
ECM
TCM
ABS/TCCM
SLCM
Security and Locking Control Module
INST
Instrument Pack
RSM
Rain Sensing Module

PDCM

Portable Support Electronics (Phone)
NCM
Navigation Control Module
VACM
Voice Activation Control Module
RPACM
Reverse Parking Aid Control Module
A/CCM
DRDCM
Driver Rear Door Control Module
DSCM
CD
PRDCM
KTM
No.
SRS Single Point Sensor (XJ)

Restraints Control Module (XK)
DDCM
PSE
Color
Antilock Brake System / Traction Control

Control Module
BPM
SRS / RCM

CD Autochanger
Passenger Rear Door Control Module
6.8
Location
Instructor Signature ________________________________________________________ Date __________________
Student Guide
Service Training
TASK SHEET 3 S-TYPE 2001 MY CONTROL MODULE LOCATION
Acronym
Module
Location
PCM
Powertrain Control Module
TACM
Throttle Actuator Control Module
ABS/TCCM
or DSCCM
RECM
Rear Electronic Control Module

Instrument Cluster
RCM
RSM
Rain Sensing Module
ICE
Audio Unit (In-Car Entertainment)
PSE
Portable Support Electronics (Phone)
NCM
VACM
RPACM
Reverse Parking Aid Control Module
A/CCM
VECM
Vehicle Emergency Control Module
ADCM
Adaptive Damping Control Module
DSCM
CFCM
Cooling Fans Control Module
RA
Radio Antenna Module
No.
Antilock Brake System / Traction Control

Control Module or
GECM
IC
Color
Student Guide
6.9
Service Training
TASK SHEET 4 X-TYPE CONTROL MODULE LOCATION
Acronym
Module
ECM
TCM
ABSCM or
DSCCM
GECM
IC
Color
No.
Antilock Brake System Control Module or

Instrument Cluster
RCM
RSM
Rain Sensing Module
FPCM
Fuel Pump Control Module
AUDIO
Audio Unit (In-Car Entertainment)
CPCM
Cellular Phone Control Module
NCM
VACM
PACM
Parking Aid Control Module
A/CCM
HLCM
Headlamp Leveling Control Module
JGM
J-Gate Module
CD
CD Autochanger
CFCM
Cooling Fans Control Module
RA
Radio Antenna Module
6.10
Location
Student Guide
Service Training
TASK SHEET 5 XJ / XK SECURITY SYSTEM

Remote Transmitter Coding Manual Procedure
1. Insert ignition key.
2. Hold headlamp stalk switch to Main Beam flash function.
3. Turn ignition key to position I (AUX).
4. Flash switch 3 times (for 97 MY) or 4 times (98 MY on).
5. Learn-Mode confirmation chip will be heard (If sounder is installed).
6. LED will flash once at the same time as above chirp.
7. Press any remote button once and a chirp will sound for each remote transmitter signal received.
(15 seconds maximum between each press.)
8. Turn ignition key OFF to complete coding. The system will time-out after 15 seconds, or chirp is emitted to indicate "learn-mode off".
Student Guide
6.11
Service Training
TASK SHEET 6 X-TYPE POWER WINDOWS AND SUNROOF

Power Windows
1. Disconnect and reconnect the vehicle battery. Check the operation of the one-touch up, one-touch down
and anti trap features. Which, if any, of these features still operate?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
2. Reinitialize all the windows. Which, if any, of these features operates now?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
Sunroof
1. Erase the system memory. Which, if any, of the automatic features still operate?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
2. Reinitialize the roof panel. Which, if any, of these features operates now?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
6.12
Student Guide
Service Training
TASK SHEET 7 X-TYPE SECURITY

1. When locking the doors with the transmitter or the key, the turn signals will flash how many times?
_____________________________________________________________________________________________
2. If a door or the hood is open or there is a faulty ajar switch, and the vehicle is locked the turn signals
will flash how many times? _________________________________________________________________
3. If configured, auto relocking operates after how long? __________________________________________
4. If configured, drive-away locking operates at? _________________________________________________
5. Pressing and holding the lock and unlock buttons on the transmitter for at least 4 seconds will change what?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
6. How many transmitters is it possible to program?______________________________________________

7. After locking the vehicle, how long will it be before it is fully armed?_____________________________
8. When the PATS system is functioning correctly the LED will do what?
_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
9. If there is a PATS fault the Security Indicator LED will do what?

_____________________________________________________________________________________________
_____________________________________________________________________________________________
_____________________________________________________________________________________________
10. How many PATS keys is it possible to program?________________________________________________
Student Guide
6.13
Service Training
TASK SHEET 8 PROGRAM NEW PATS TRANSPONDER

Using WDS, program a new ignition key transponder to the vehicle.
List the steps required to program a key transponder.
1.
_________________________________________________________________________________________
2.
_________________________________________________________________________________________
3.
_________________________________________________________________________________________
4.
_________________________________________________________________________________________
5.
_________________________________________________________________________________________
6.
_________________________________________________________________________________________
7.
_________________________________________________________________________________________
8.
_________________________________________________________________________________________
9.
_________________________________________________________________________________________
10. _________________________________________________________________________________________
11. _________________________________________________________________________________________
12. _________________________________________________________________________________________
13. _________________________________________________________________________________________
14. _________________________________________________________________________________________
15. _________________________________________________________________________________________
16. _________________________________________________________________________________________
17. _________________________________________________________________________________________
18. _________________________________________________________________________________________
6.14
Student Guide
Service Training
TASK SHEET 9 PROGRAM NEW REMOTE TRANSMITTER (X-TYPE)

VIN __________________________ Production date ___________________________
Manual Procedure:
1. Cycle ignition between II and I 4 times, then remove the ignition key.
2. When in programming mode the GECM will chime. Within 10 seconds of entering mode, press any
button on the remote, GECM will chime.
3. To programme further RF transmitters press any button within 10 seconds of previous entry.
4. Up to 4 transmitters can be programmed.
Student Guide
6.15
Service Training
TASK SHEET 10 PROGRAM VEHICLE FUNCTIONS

Program the vehicle functions assigned by your instructor and write in the missing information below.
Using WDS Identify 7 programmable systems (program new control module and or reprogram control module).
1.
_________________________________________________________________________________________
2.
_________________________________________________________________________________________
3.
_________________________________________________________________________________________
4.
_________________________________________________________________________________________
5.
_________________________________________________________________________________________
6.
_________________________________________________________________________________________
7.
_________________________________________________________________________________________
List the dealer programmable options that come standard from the factory:
1.
_________________________________________________________________________________________
2.
_________________________________________________________________________________________
3.
_________________________________________________________________________________________
4.
_________________________________________________________________________________________
5.
_________________________________________________________________________________________
6.
_________________________________________________________________________________________
7.
_________________________________________________________________________________________
8.
_________________________________________________________________________________________
9.
_________________________________________________________________________________________
10. _________________________________________________________________________________________
11. _________________________________________________________________________________________
6.16
Student Guide

Jaguar 682 Adv Electrical 02-20-02

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J A G U A R

SERVICE TRAINING COURSE 682

A new Section, JAGUAR ELECTRICAL SYSTEMS,

DATE OF ISSUE: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

JAGUAR ELECTRICAL SYSTEMS

Service Training Course T682

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Ampere (measure of electrical current)

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Jaguar Electrical Systems

Electrical system benefits

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Circuit Failure Testing (Consumer / Function Operates Intermittently)

Professional Electrical Practices

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

JAGUAR ELECTRICAL SYSTEMS

Service Training Course T682

ADVANCED JAGUAR ELECTRICAL SYSTEMS

JAGUAR ELECTRICAL SYSTEMS: ELECTRICAL DISTRIBUTION SYSTEMS

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

BATTERY AND FUSE BOX POWER DISTRIBUTION (S-TYPE SHOWN)

FRONT POWER DISTRIBUTION BOX

BATTERY POSITIVE CABLE

CLEAN POWER SUPPLY

CLEAN POWER MEGAFUSE

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

JAGUAR ELECTRICAL SYSTEMS

Service Training Course T682

ADVANCED JAGUAR ELECTRICAL SYSTEMS

JAGUAR ELECTRICAL SYSTEMS: CONTROL MODULES

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Inputs, Processing, Outputs (IPO)

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

JAGUAR ELECTRICAL SYSTEMS: CONTROL MODULES

DOOR CONTROL MODULE

SEAT CONTROL MODULE

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

Vehicle Configuration and Test System (VCATS)

Date of Issue: 02/15/2002

ADVANCED JAGUAR ELECTRICAL SYSTEMS

JAGUAR ELECTRICAL SYSTEMS: CONTROL MODULES