688-LR - Advanced Electrical Systems and Diagnostics

Technical Training
Electrical Systems
688-LR: Advanced Electrical Systems

and Diagnostics
General Information
688-LR 08/2008
Printed in USA
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This publication is intended for instructional purposes only. Always refer to the appropriate service publication for
specific details and procedures.
All rights reserved. All material contained herein is based on the latest information available at the time of publication.
The right is reserved to make changes at any time without notice.
© 2008 Jaguar Land Rover North America
General Information Table of Contents
Online Course Evaluation . . . . . . . . . . . . . . . . . . . . 2

Training Course Content and Objectives . . . . . . . . 3
Model Designations. . . . . . . . . . . . . . . . . . . . . . . . . 4
Acronyms, Abbreviations and Symbols. . . . . . . . . 5
Technical Training 688-LR: Advanced Electrical Systems and Diagnostics 07/14/2008 1-1
Online Course Evaluation General Information
ONLINE COURSE EVALUATION

Class participants are encouraged to fill out an online evaluation for this course. The Land Rover evaluation is available at:
• http://www.fordtechservice.dealerconnection.com/vdirs/training/classsurvey/landrover/survey.asp
The information provided in the evaluations is kept confidential and will only be used to improve Land Rover training
activities. Your prompt response will be appreciated.
Your feedback is extremely important to us!
1-2 07/14/2008 688-LR: Advanced Electrical Systems and Diagnostics Technical Training
General Information Training Course Content and Objectives
TRAINING COURSE CONTENT AND OBJECTIVES

Land Rover Electrical Systems Course Content
A new concept in electrical system design using data bus Advanced Electrical Systems and Diagnostics is a 5-day
communications was first introduced within Land Rover intermediate-level course designed to introduce techni-
with the 1995MY Range Rover. Since then, increasingly cians to modern vehicle electrical circuit operation and
more sophisticated systems have been introduced with diagnosis.
each major new product launch. These new electrical
This course makes use of hands-on exercises to reinforce
system design concepts point the way to future models.
your understanding of each concept.
Land Rover electrical systems will continue to evolve to
support added functionality, but the basic concepts gov- Although system examples and exercises are limited to
erning the design of the power distribution and electrical Lighting, Windows, Seats, Instruments and similar Body
protection circuits, harness design and layout, and com- Electrical systems, the principles learned will apply to
ponent control and communications will remain con- any Land Rover vehicle electrical system.
stant. As new vehicles are introduced, the design NOTE: This course book is intended as a reference for
similarities to existing vehicles will help to make electri- the technician. Not all of the material in this book will be
cal and electronic diagnostics and repair an easier task covered in the classroom.
for the trained technician.
Course Outline
Bus System Benefits
1. General Information
For the customer:
2. Land Rover Multiplexed Systems
• Increased functionality 3. Control Module Programming
• Increased reliability 4. Control Module Locations & Functions
• Increased on-board diagnostic capabilities with 5. LM Body Electrical Systems
driver fault notification
6. LA / LS Body Electrical Systems
• Lighter vehicle weight and increased performance
7. LF Body Electrical Systems
For the technician: 8. LM Security and Locking Systems
• Increased diagnostic capabilities 9. LA / LS Security and Locking Systems
• Reduced number of components 10. LF Security and Locking Systems
• Standardization of components across model lines 11. Advanced Diagnostics
• Common diagnostic and repair procedures across
model lines Course Objectives
For the manufacturer: At the end of this course technicians will be able to iden-
tify & understand the following:
• Increased functionality and reliability
• Architecture & operating characteristics of the various
• Reduced amount of wiring, connectors and compo-
electrical circuit types used on current Land Rover
nents
vehicles:
• Increased component compatibility among model
– Traditional (electromechanical, or Point to Point)
lines and variants
– Fully computer-controlled (Multiplexed)
• Increased ability to add / delete features without
major revision • The diagnostic methods best suited for each circuit
type & the procedures for each method.
• Reduced build complexity
Model Designations General Information
MODEL DESIGNATIONS
This publication uses Land Rover internal model designations to refer to specific model ranges and years.
Internal
Designation Model Range Model Year(s)
LA LR3 2005 Onward
LF LR2 2008 Onward
LM Range Rover 2006 Onward
LS Range Rover Sport 2006 Onward
General Information Acronyms, Abbreviations and Symbols
ACRONYMS, ABBREVIATIONS AND SYMBOLS

The following acronyms, abbreviations and symbols are used in this course book. The majority of them conform to
J1930 standards.
Acronym, Acronym,
Abbreviation Abbreviation
or Symbol Definition or Description or Symbol Definition or Description
A/C Air Conditioning GTR Global Technical Reference
ABS Anti-lock Braking System GVIF Gigabit Video Interface
AFS Adaptive Front Lighting System HDC Hill Descent Control
AJB Auxiliary Junction Box HID High Intensity Discharge
ATC(M) Automatic Temperature Control (Module) HLCM Headlight Leveling Control Module
BBUS Battery Backed-Up Sounder HS CAN High Speed CAN Bus
BJB Battery Junction Box IC Instrument Cluster
CAN Controller Area Network ICM Infotainment Control Module
CCF Car Configuration File IDS Integrated Diagnostic System
CCS(M) Climate-Controlled Seat (Module) IHU Integrated Head Unit
CD Compact Disk IPO Inputs, Processing, and Outputs
CJB Central Junction Box ISO International Standards Organization
CLS Central Locking System LCM Lighting Control Module
DC Direct Current LED Light-Emitting Diode
DCM Door Control Module LH Left-Hand
DDM Driver Door Module LHD Left-Hand Drive
DLC Data Link Connector LIN Local Interconnect Network
DRL Daytime Running Lights LL Long-Life
DSC Dynamic Stability Control MOSFET Metal Oxide Semiconductor

Field-Effect Transistor
DTC Diagnostic Trouble Code MOST Media Oriented System Transport
DVD Digital Versatile Disk MS CAN Medium Speed CAN Bus
DVOM Digital Volt/Ohm Meter NAS North American Specification
ECM Engine Control Module NGCNS Next Generation Circuit Numbering

System
EEPROM Electronic Erasable Programmable

Read Only Memory NRV Non-Return Valve
EPA Environmental Protection Agency NTC Negative Temperature Coefficient

EPB Electronic Parking Brake PATS Passive Anti-Theft System
ERL Electrical Reference Library PCB Printed Circuit Board
FET Field Effect Transistor PDI Pre-Delivery Inspection
FPDM Fuel Pump Driver Module PID Parameter Identification Data
GEM Generic Electronic Module POF Plastic Optical Fiber
Acronyms, Abbreviations and Symbols General Information
Acronym,
Abbreviation
or Symbol Definition or Description
PTC Positive Temperature Coefficient
PWM Pulse Width Modulated (Signal)
OBT Optical Bus Tester
RBD Ring Break Diagnostics
RCM Restraints Control Module
RF Radio Frequency
RH Right-Hand
RHD Right-Hand Drive
RSE Rear Seat Entertainment
SCU Start Control Unit
SDARS Satellite Digital Audio Receiver Service
SPDIF Sony Philips Digital Interface Format
SPE Single Point Entry
SRS Supplemental Restraint System
TC Traction Control
TCM Transmission Control Module
TED Thermoelectric Device
TPMS Tire Pressure Monitoring System
TSD Touch Screen Display
VIN Vehicle Identification Number
Technical Training
Electrical Systems

and Diagnostics
Land Rover Multiplexed Systems
688-LR 08/2008
Printed in USA
Land Rover Multiplexed Systems Table of Contents
Networks and Multiplexing Overview . . . . . . . . . . 2

Multiplex Controlled Functions . . . . . . . . . . . . . . . 4
Multiplex System Classifications . . . . . . . . . . . . . 10
Data Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Controller Area Network (CAN) . . . . . . . . . . . . . 12
Serial Data Link (ISO 9141) . . . . . . . . . . . . . . . . . 16
Corporate Network Busses . . . . . . . . . . . . . . . . . . 20
Networks and Multiplexing Overview Land Rover Multiplexed Systems
NETWORKS AND MULTIPLEXING OVERVIEW

Land Rover vehicles 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 unre-
lated systems like the anti-lock brakes and entertainment systems both require vehicle speed information. Land Rover
vehicles have been using ‘Networks’ to achieve this communication since the 1995 Range Rover. A network refers to a
group of control modules and wiring that allow information to be sent or received using an electrical or electronic
medium. Networks enable multiple modules to act together to perform complex vehicle operations.
Networks provide the following benefits: Land Rover vehicles use up to 12 different types of net-
work protocols depending on the year and model. The
• Improved vehicle diagnostic capabilities
most common are:
• Eliminate redundant sensors and dedicated wires for
each function • High Speed Controller Area Network (HS CAN)
• Modules share data to allow more complex features • Medium Speed Controller Area Network (MS CAN)
and system flexibility • Local Interconnect Network (LIN) Bus
• Lower cost, lower weight, better reliability • Serial Data Link (ISO 9141)
• Allow additional features to be added after sale via • Media Oriented System Transport (MOST®) Ring
software upgrades instead of adding modules and
wiring
Network Application by Vehicle Line

Network Vehicle Line(s)
Ai Net LM, LA, LS
DS2 Diagnostic bus LM
Gigabit Video Interface (GVIF) LM, LA, LS
High Speed Controller Area Network (HS CAN) bus LF, LM, LA, LS
I bus LM
K bus LM
Local Interconnect Network (LIN) bus LF, LM, LA, LS
M bus LM
Media Oriented System Transport (MOST®) ring LF, LM, LA, LS
Medium Speed Controller Area Network (MS CAN) bus LF, LM, LA, LS
P bus LM
Sony Philips Digital Interface Format (SPDIF) LM, LA, LS
NOTE:
LA = LR3
LF = LR2
LM = Range Rover
LS = Range Rover Sport
Land Rover Multiplexed Systems Networks and Multiplexing Overview
Electronic control modules connected to a network enable controllers to communicate quickly and efficiently by shar-
ing input and output information with different vehicle systems to achieve extremely complex vehicle functions. This
is known as ‘multiplexing’.
Wheel Speed Signal Distribution (NOTE: LA shown.)
ABS/TC OR
DSC CONTROL MODULE
WHEEL SPEED
SENSORS
ENGINE
CONTROL MODULE
HS CAN
TRANSMISSION
CONTROL MODULE
CENTRAL JUNCTION BOX
MS CAN
INSTRUMENT CLUSTER
INTEGRATED HEAD UNIT
HARDWIRED INPUT MULTIPLEXED WHEEL & VEHICLE SPEED SIGNAL

688LR001
Multiplex Controlled Functions Land Rover Multiplexed Systems
MULTIPLEX CONTROLLED FUNCTIONS

Inputs, Processing, Outputs (IPO)
Understanding IPO and how it fits into today’s electrical Processing
systems will help you decipher and understand systems Control modules and smart junction boxes have micro-
more easily. processors that process data based on inputs received
from switches, sensors or other control modules. Inputs
Inputs
are typically hardwired to the closest module in the vehi-
Multiplexed control modules use conventional inputs cle to reduce wiring and redundant cabling.
from the sensors or switches that are directly connected
to them (hardwired). The control modules also use data Outputs
message inputs from other control modules connected to The control modules can output analog or digital voltage
the multiplex circuit. signals (via individual hard wires) to directly control
components. Control modules also output data messages
to the network to be used by other control modules.
INPUTS OUTPUTS OUTPUTS INPUTS
DATA MESSAGES (INPUTS AND OUTPUTS)
MULTIPLEXED OUTPUT MULTIPLEXED INPUT
SENSOR SENSOR
CONTROL CONTROL
MODULE MODULE
B+ B+
HARDWIRED INPUT HARDWIRED OUTPUT
688JAG003
Land Rover Multiplexed Systems Multiplex Controlled Functions
Shared Function Control

Control modules connected to a shared network can trans-
mit data messages to each other and also share control
functions. One module can activate a function based on
inputs received from one or a number of other modules.
To illustrate this, the following pages compare a tradi-
tional non-multiplexed vehicle speed signal distribution,
to a modern multiplexed system. This comparison will
demonstrate the reduction in connectors and wires, as
well as the added features allowed by the increased dis-
tribution of this signal.
Non-Multiplexed Signal Distribution

The ABS control module transmits one wheel speed sen- each system could get vehicle speed information from
sor signal to the instrument cluster to be used as the vehi- the same INPUT, it would reduce the number of sensors
cle speed signal for the speedometer. The instrument and the amount of wiring on the vehicle.
cluster then distributes the vehicle speed signal to each
The chart below lists the control modules that receive
of the components via a separate hardwired input. If
speed signal data and their respective control functions.
Control Module Function

Instrument Cluster Speedometer
Transmission Control Module Transmission shift control
Radio Automatic volume control
Air Conditioning Control Module Climate control blower speed
Engine Control Module Engine control
Power Assisted Steering Control Module Variable assist steering
Speed Control Module Cruise control
Body Processor Module Wiper speed control
Security and Locking Control Module Locking and security functions
Non-Multiplexed Vehicle Speed Signal Distribution
VEHICLE SPEED SPEED

CONTROL MODULE
POWER ASSISTED
VEHICLE SPEED STEERING
CONTROL MODULE
BODY PROCESSOR
VEHICLE SPEED
MODULE
VEHICLE SPEED AIR CONDITIONING

CONTROL MODULE
WHEEL SPEED SIGNALS
VEHICLE SPEED IN-CAR

ABS/TC VEHICLE SPEED ENTERTAINMENT
CONTROL MODULE
SECURITY AND
VEHICLE SPEED LOCKING
CONTROL MODULE
VEHICLE SPEED TRANSMISSION

CONTROL MODULE
VEHICLE SPEED ENGINE

CONTROL MODULE
ENGINE SPEED
HARDWIRED INSTRUMENT
CLUSTER
688JAG004
Multiplexed Signal Distribution

The four wheel speed input signals are used by the ABS/ The instrument cluster acts as a gateway and converts
DSC module to provide anti-lock braking and dynamic the vehicle speed data from high speed CAN to medium
stability control. The ABS/DSC module transmits wheel speed CAN data to be used by the speedometer and other
and vehicle speed data on the high speed CAN multiplex
body systems. The chart below lists the LR3 control mod-
network. All modules connected to the multiplex circuits
ules that receive speed signal data, and some examples of
share the same message data using only the network wir-
their respective control functions.
ing and connectors.
Control Module Function

ABS/DSC Module Anti-lock braking, traction control, dynamic stability control
Engine Control Module Engine torque
Transmission Control Module Shift control, drive modes
Restraints Control Module Deployment strategy
Central Junction Box Body Functions: drive-away locking, wiper speed control, etc.
Instrument Cluster Speedometer
Parking Aid Module Activation strategy
Adaptive Cruise Control Module Cruise control strategy
Integrated Head Unit Automatic volume control
Navigation Module Speed/location
Electronic Air Suspension Control Module Suspension leveling
Headlight Leveling Control Module Leveling strategy
Automatic Temperature Control Module Blower speed
LR3 Multiplexed Wheel and Vehicle Speed Signal Distribution
INSTRUMENT CLUSTER
120 Ω 120 Ω
(GATEWAY)
MS CAN
HS CAN
ELECTRONIC INTEGRATED
AIR SUSPENSION HEAD UNIT
CONTROL MODULE
MOST RING
RESTRAINTS
CONTROL MODULE
TOUCH SCREEN
DISPLAY
PRIVATE
HS CAN
GVIF
ADAPTIVE
CRUISE CONTROL
MODULE
NAVIGATION
COMPUTER
ENGINE
CONTROL MODULE
AUTOMATIC
TEMPERATURE
CONTROL MODULE
TRANSMISSION
CONTROL MODULE
PARKING AID
MODULE
ADAPTIVE
FRONT LIGHTING
CONTROL MODULE
120 Ω
CENTRAL
120 Ω JUNCTION BOX
ANTI-LOCK LIN BUS

BRAKING
CONTROL MODULE
ROOF OPENING
PANEL
CONTROL MODULE
INPUTS:
WHEEL SPEED SIGNALS
HARDWIRED
688LR107
Multiplex System Classifications Land Rover Multiplexed Systems
MULTIPLEX SYSTEM CLASSIFICATIONS

Automotive multiplex systems are classified as follows:
• Class A transmits up to 10,000 bits of data per second (10 Kbaud)
• Class B transmits up to 125,000 bits of data per second (10 – 125 Kbaud)
• Class C transmits over 125,000 bits of data per second (125 Kbaud)
Land Rover Network Communication Speed Summary

Network Speed Class Protocol
High speed CAN bus 500 Kbits/s C ISO 11898
Medium speed CAN bus 125 Kbits/s B ISO 11898
Local Interconnect Network (LIN) bus 9.6 Kbits/s A Enhanced ISO 9141
DS2 Diagnostic bus 9.6 Kbits/s A Land Rover corporate for diagnostics
+ ISO keyword 2000*
I bus 9.6 Kbits/s A Land Rover corporate for body systems
K bus 9.6 Kbits/s A Land Rover corporate for body systems
M bus 9.6 Kbits/s A Land Rover corporate for body systems
P bus 9.6 Kbits/s A Land Rover corporate for body systems
Ai Net 1200 Kbits/s N/A Alpine proprietary system
Gigabit Video Interface (GVIF) 1.95 Gbits/s N/A Sony proprietary system
Media Oriented System Transport (MOST) ring 24 Mbits/s N/A MOST co-operation
Sony Philips Digital Interface Format (SPDIF) 24 Kbits/s N/A Sony Phillips proprietary system
NOTE: To view all network configurations please refer

to the Complete Vehicle Networks section in this guide.
Land Rover Multiplexed Systems Data Messages
DATA MESSAGES
Control modules use data messages to share information Each block of eight bits is known as a ‘byte’. Bytes of
and logic on a multiplex bus. Data is transmitted as a data are grouped together to form data messages.
series of timed signals called ‘typical binary code’. In
In the example below, a 0 volt signal is assigned the
binary code, each timed unit, or ‘bit’, is assigned a value
value of ‘0’ and a 5 volt signal is assigned a value of ‘1’.
of either ‘0’ or ‘1’ based on its voltage.
BYTE
BIT
SIGNAL VOLTAGE
5V
BIT LOGIC 0
BIT LOGIC 1
0V
1 2 3 4 5 6 7 8 1 2 3 4 . . . . .
FIRST BYTE SECOND BYTE
TIME
688JAG007
A typical data message contains:

• Start bit – identifies the start of a message
• Data
ERROR
ID DATA MESSAGE CHECK
– Token data: indicates that the module is alive or
active on the network or bus
– Operation data: contains the information from a
control module (ABS data, ECM data etc.)
– Diagnostic data: a response to an IDS-specific
message or command START STOP
• Error check 688JAG050
• Stop bit – identifies the end of a message
Controller Area Network (CAN) Land Rover Multiplexed Systems
CONTROLLER AREA NETWORK (CAN)

The Controller Area Network (CAN) bus is a high speed The CAN standard has three speed variations: low,
broadcast network where the control modules automati- medium and high. Land Rover vehicles use two CAN
cally transmit information on the bus every few micro- busses:
seconds. The other buses are low speed networks which
• Medium speed (MS CAN): 125 Kbits/s
are mainly event driven, i.e. an electronic control mod-
ule outputs a message only in response to a request mes- • High speed (HS CAN): 500 Kbits/s
sage from another control module or a hardwired input The MS CAN bus typically connects control modules
from a switch or sensor. such as:
The CAN bus wiring consists of two standard 0.5 mm • Integrated head unit or low-line head unit
(0.020 in.) copper wires twisted as a pair, with 40 twists • Automatic temperature control module
per meter (approx. one twist per inch). The bus wires are
• Parking aid control module
twisted so the opposing high and low voltages cancel any
possible electromagnetic interference. The unwound • TPMS control module
length of CAN bus wires must not exceed 40 mm (1.6 in). • Central junction box
One wire of the pair is designated as CAN High (+) and The HS CAN bus typically connects control modules
the other is designated as CAN Low (–). Although CAN such as:
appears wired as a series circuit, it is parallel because of • Steering angle sensor
internal module wiring. Two wires are used so that the
• Electronic air suspension control module
module can countercheck the data sent by another con-
trol module, and also for purposes of self-monitoring. • Electronic parking brake module
• Electronic rear differential control module
• Terrain Response™ module
• Restraints control module
• Engine control module
• Transmission control module
• Adaptive front lighting system module
• Anti-lock braking system control module
Control modules are connected in either a loop – CAN
in / CAN out – or a spur configuration. Should a control
module that is looped fail, the bus system will fail at that
point. Should a spurred control module fail the rest of
the bus system will be unaffected by the faulty control
module.
Land Rover Multiplexed Systems Controller Area Network (CAN)
Data Transmission
The data transmitted on the first wire is also transmitted The illustration below depicts the high and low voltage
on the second wire at the same time, but is inverted. If signals separately for clarity, then combined to illustrate
the signal on one of the wires fails, it will be detected by the actual binary data message.
the self-diagnosis facility and stored in the control mod-
ule as a communications error.
Oscilloscope Pattern Explanation
CAN HIGH SIGNAL
3.5V
2.5V
BITS
1 2 3 4 5 6 7 8
BYTE
CAN LOW SIGNAL

SIGNAL VOLTAGE
2.5V
1.5V
BUS SIGNAL
3.5V
2.5V
1.5V
0V
TIME
688JAG008
Controller Area Network (CAN) Land Rover Multiplexed Systems
CAN is called ‘real time’ communication because its shows an oscilloscope screen shot of an actual HS CAN
speed allows extremely fast responses for controlling message taken at 20 us/div time frame, or 20 millionths
time critical operations. CAN message frames are trans- of a second, in order to show how a message actually
mitted at intervals of 4 to 20ms. The illustration below looks in real time.
CAN Oscilloscope Pattern
CAN HIGH (+) STARTS AT 2.5V AND INCREASES TO 3.5V CAN LOW (–) STARTS AT 2.5V AND DECREASES TO 1.5V
5V
2.5V
0V
688JAG009
Message Prioritization
Due to the speed at which the network operates, each a ‘method of arbitration’ assures the message frame with
module constantly watches the network message traffic the highest priority will always be communicated first.
by monitoring voltages on the bus. A module will not The module with the lower priority message will stop
begin communication until the bus is clear. If two or transmitting and try again when the bus is clear.
more modules attempt communication at the same time
Land Rover Multiplexed Systems Controller Area Network (CAN)
CAN Network Diagnostics Using IDS

The Integrated Diagnostic System (IDS) automatically
tests the network integrity and communications before
running specific diagnostic routines. IDS establishes
communication with the vehicle via the data link con-
nector (DLC). IDS will direct the user to an appropriate
test from the menu if the network communication and
integrity test fails.
CAN Network Failure Modes

The IDS diagnostic routine tests the network wiring but
will not pinpoint an individual module failure. If a net-
work failure is confirmed using IDS, then pinpoint the
fault using an electrical guide and a DVOM.
CAN modules will communicate only when the CAN high
(+) and CAN low (–) are in an acceptable electrical state.
An open circuit in both the CAN high (+) AND the CAN
low (–) wires will stop communications at the open cir-
cuit. Modules on either side of the open circuit will con-
tinue to communicate with modules on the same side of
the open circuit but no data will cross the open circuit.
Modules will continue to operate by substituting default
values for the missing data.
High Speed CAN Failure Symptoms

HS CAN communication faults can result in a number of
different message center warning displays, depending on
the vehicle.
If IDS or symptom diagnostics indicate a CAN communi-
cation error, the exact nature of and location of the fault can
be quickly pinpointed using a DVOM and the appropriate
electrical guide.
Serial Data Link (ISO 9141) Land Rover Multiplexed Systems
SERIAL DATA LINK (ISO 9141)

A Serial Data Link (ISO 9141) is provided for diagnostic purposes. The Serial Data Link only allows communication
between IDS and modules on the network, through the network’s single wire data bus. Communication will only
occur when it is initiated by IDS. There is no module-to-module communication on a Serial Data Link.
Network Activation
In order to activate the Serial Data Link, IDS must be
connected to the 16-pin data link connector (DLC).
Once connected, IDS can communicate on the network.
This allows IDS to perform several functions:
16 15 14 13 12 11 10 9
• Access and display DTCs
• Access Parameter Identification Data (PID)
8 7 6 5 4 3 2 1
• Initiate active commands (Output State Control)
• Test network communication
Both continuous and on-demand DTCs are retrieved
from one control module at a time. 688JAG015
Pin Description
3 MS CAN high (+)
4 Chassis ground
5 Signal ground
6 HS CAN high (+)
11 MS CAN low (– )
14 HS CAN low (–)
16 Battery +
Land Rover Multiplexed Systems Serial Data Link (ISO 9141)
Network Protocol
The Serial Data Link (ISO 9141) uses unique protocol more than 70% of battery voltage is interpreted by the
for communication, which consists of electrical pulses. control module as logic ‘1’. A signal of less than 30% of
Messages are converted digitally to ‘1’ or ‘0’ depending battery voltage is interpreted as logic ‘0’.
upon the voltage level of the message signal. A signal of
B+
MODULE INTERPRETS 70% OR MORE
OF BATTERY VOLTAGE AS "1"
MODULE INTERPRETS 30% OR LESS

OF BATTERY VOLTAGE AS "0"
0V
688JAG016
NOTE: The Serial Data Link has a relatively slow proto- NOTE: EPA regulations required the automotive industry
col speed. Because of this, momentary changes in Input to switch from serial data diagnostic communication to
or Output (I/O) states may not be seen on IDS while per- the CAN communications standard (ISO 15765-4) no
forming diagnostics. When performing diagnostics on later than the 2008 model year. Manufacturers were per-
the Serial Data Link be sure to allow time for IDS to dis- mitted to comply with the standard early; the 2005 LR3
play changes in I/O state. was the first Land Rover vehicle to comply
Local Interconnect Network (LIN) Bus Land Rover Multiplexed Systems
LOCAL INTERCONNECT NETWORK (LIN) BUS

The Local Interconnect Network (LIN) Bus is a single LIN Bus Protocol
wire, class-A protocol communication network used as a
The message format shares commonality with the CAN
CAN subsystem. It is based on an enhanced ISO 9141
Bus switching logic ‘1’ and ‘0’, but using 12V.
protocol, which was previously used as a legislative
standard for vehicle diagnostics. The LIN bus operates at • Logic ‘0’ (Dominant) = 0V
a speed of up to 9.6kb and uses a single wire for commu- • Logic ‘1’ (Recessive) = 12V
nication between control modules.
The system can be checked for short circuits in the normal
The LIN bus is used to reduce the amount of cabling manner, with ignition ON, but with no activity (no switch
from switches to various control modules. In order to operation). The oscilloscope is capable of measuring bus
achieve this, LIN buses are entirely local to each control activity when switches and sensors are operated.
module and currently adopt a point-to-point communi-
cation network between multifunction switches and the
associated control modules. However, some of the LIN
communication needs to be transmitted around the vehi-
cle, in which case the MS and HS CAN buses are used.
LIN Bus Oscilloscope Pattern
688JAG013
NOTE: The illustration above displays an oscilloscope

screen capture of an actual LIN bus communication
taken at 2 millionths of a second in order to show how an
actual LIN message looks in real time.
Land Rover Multiplexed Systems Local Interconnect Network (LIN) Bus
LIN Bus Operation

The LIN bus operates similar to the CAN networks, as it module and at least one slave module. In the example
is used to transmit digital data between modules. How- below, an input will be received by the climate control
ever, there is no arbitration (order of priority) for the module or controlling ‘master module’. The controlling
messages sent on the LIN. LIN messages are sent on the module will broadcast a request to a receiving ‘slave
basis of their order in the queue. module’ such as a blend door actuator or rotating vent.
The receiving module then powers the appropriate actu-
Communication in a LIN bus is based on Master/Slave
ator and sends the result back to the controlling module.
architecture. The network or bus consists of a master
MOST
INTEGRATED TOUCH-SCREEN
MASTER MODULE HEAD UNIT DISPLAY
MS CAN
LIN BUS AUTOMATIC

TEMPERATURE CONTROL INPUTS
MODULE
DEFROST
STEPPER MOTOR
FACE / FEET
STEPPER MOTOR
SLAVE MODULES
LH
TEMPERATURE BLEND
STEPPER MOTOR
RH
TEMPERATURE BLEND
STEPPER MOTOR
688LR172
LIN bus operation can be checked in a similar way to any other communication bus: check the resistance of the wire
between control module and slave module (multifunction switch) through a normal continuity check.
Corporate Network Busses Land Rover Multiplexed Systems
CORPORATE NETWORK BUSSES

The following networks are used on LM vehicles for
system-specific communication between a small number
of modules.
I Bus
The I bus is a Land Rover corporate network connected
between control modules of the Information and Enter-
tainment systems.
K Bus
The K bus is a Land Rover corporate network connected
between control modules of the Body systems.
M Bus
The M bus is a Land Rover corporate network connected
between the ATC (automatic temperature control) mod-
ule and motors on the heater assembly.
P Bus
The P bus is a Land Rover corporate network connected
between the generic electronic module (GEM) and
peripheral control modules.
Land Rover Multiplexed Systems MOST® Ring
MEDIA ORIENTED SYSTEM TRANSPORT (MOST®) RING

The Media Oriented System Transport (MOST®) ring
operates at speeds up to 24 Mbits/sec. It uses a fiber
CONNECTOR
optic cable to transport data and audio around the infor-
mation and entertainment system.
The design of the MOST® communication ring does not
involve the use of a wake-up signal through a conven- OUTER
ORANGE COVER
tional copper wire. As a result the MOST® ring does not
require an initialization sequence. The network is con- INNER
SHEATH
stantly transmitting messages and will begin data trans-
fer instantly.
Plastic optical fiber (POF) is arranged in a ring, and the
POF CABLE
components placed onto the ring form the backbone to RETAINER
the information and entertainment system. Each control

RETAINER
module in the ring has a MOST® in (input) and a PLASTIC OPTICAL FIBER (POF) LOCKING CLAMP
CORE
MOST® out (output) connection. 688JAG021
MOST® is a synchronous network. A timing master sup-

The MOST® system works by connecting the output of
plies the clock and all other devices synchronize their
one fiber optical transceiver to the input of another.
operation to this clock. The timing master for the MOST®
network is the integrated head unit (IHU). The IHU serves The light is sent in one direction only:
as a gateway between MOST® and MS CAN.
• Electrical signals are converted into current
The benefits of using MOST® technology are: • Current operates a light-emitting diode (LED)
• High data transfer rate • The diode transmits light through the fiber optic cable
• Support for up to 64 devices • Photo-diode detects the light at the opposite end of
• Supports asynchronous and synchronous data transfer the fiber optic cable
• System flexibility and reliability
Handling Optical Fiber
• Reduced electrical interference (noise)
Special care should be taken to avoid damage or con-
• Reduced cabling tamination when handling or working in the vicinity of
• Simple connectors fiber optical cables and connectors.
System malfunctions and unnecessary warranty claims
MOST® Optical Fiber can be minimized by following these guidelines:
The POF cable center core is 1mm in diameter, sur-
• After disconnection of any cables, carefully install an
rounded by a reflective sheath of fluoride resin with an
appropriate dust cap to protect the mating face of the
outer cladding, giving the cable a total diameter of 2.3mm.
connectors from damage or contamination.
Control modules are connected to the POF ring through • Avoid introducing tight bends (less than 25 mm
a device known as the fiber optical transceiver. There are radius) or kinks – kinks and bends can cause imme-
two optical connections: diate system failure, future system failure, impaired
• One is sensitive to light and is the Input (Receive; Rx) system operation
• One sources light and is the Output (Transmit; Tx) • Avoid excessive force, strain or stress on the fibers
and connectors, especially permanent stress after
reinstallation
MOST® Ring Land Rover Multiplexed Systems
MOST® Ring Control (LA / LS Shown)
REAR SEAT
TOUCH SCREEN ENTERTAINMENT
DISPLAY MODULE
SATELLITE AUDIO
DIGITAL AUDIO AMPLIFIER
RECEIVER SYSTEM
TELEPHONE
MODULE
688LR002
Land Rover Multiplexed Systems MOST® Ring
MOST® Network Tests

Optical Bus Tester
The MOST® optical bus tester (OBT), tool #415-005B,
is used for troubleshooting fiber optic concerns.
The MOST® OBT can:
• Confirm proper harness build/connections
• Detect signal loss through cable
• Isolate non-communicating modules by installing
OBT in place of module
The OBT can be used as a stand-alone tool, or in con-
junction with IDS.
NOTE: Excessive light loss in a fiber will cause a net-
work malfunction. The human eye cannot accurately
measure light intensity. For this reason, neither a flash-
light nor any other light source should be used in con-
junction with the human eye to infer loss in the fiber.
Use the MOST® OBT.
688JAG026
THIS PAGE LEFT BLANK INTENTIONALLY.
Technical Training
Electrical Systems

and Diagnostics
Control Module Programming
688-LR 08/2008
Printed in USA
Control Module Programming Table of Contents
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Car Configuration File (CCF) . . . . . . . . . . . . . . . . . 3
General Programming Summary . . . . . . . . . . . . . . 5
Overview Control Module Programming
OVERVIEW
This section discusses the differences between module configuration and programming, and advancements in the way
modules are configured and programmed.
Module Configuration versus Module Data Configuration Modes

Programming There are two modes of data configuration. The first
Control modules require both data configuration and type requires configuration information so that the mod-
software programming. The differences are as follows: ule can interact with the vehicle correctly. When a mod-
ule is replaced, this information is transferred to the new
Module configuration is data input that allows specific
module using IDS, so that it will contain the same set-
choices to be made and applied to an individual module,
tings as the old module.
depending on vehicle application or customer preferences.
The second type of configuration data is customer pref-
Example: Front door modules for LF vehicles are sup-
erence driven. These are features that the customer may
plied as non-handed and must be configured using IDS
or may not want enabled. Customer preference items
to specify them for use on either the right or left side of
(also known as personalization settings) can be toggled
the vehicle.
on or off using IDS.
Module programming depends on software that defines
NOTE: When programming or configuring new mod-
how inputs are processed and outputs are generated.
ules, certain modules may automatically learn the set-
There are times that new programs/software are released
tings by receiving information from existing modules,
for a vehicle which enhance functionality. In such cases,
while others may default to a manufacturer’s setting and
a module will be reprogrammed with a new program/
will need to be manually reconfigured. Prior to installa-
software level.
tion of a new module, it is recommended that techni-
Example: The Engineering team may develop a revised cians ask the customer which preferences were enabled;
calibration to eliminate a rough idle concern, in which these preferences can then be restored after installation.
case the ECM will need to be reprogrammed with
updated software.
Control Module Programming Car Configuration File (CCF)
CAR CONFIGURATION FILE (CCF)

The Car Configuration File (CCF) contains all relevant Some of these items fall into the category of Vehicle Per-
data about the specification and market condition of the sonalization. Personalization parameters can be changed
applicable vehicle, immobilization codes and driver per- by the operator using the Touch Screen Display (TSD)
sonal settings. accessed in the vehicle menu.
The use of Car Configuration Files (CCF) began with Within the make up of the Vehicle Parameters Code is an
the 2005 MY LR3. area used for the vehicle VIN. This VIN data is
implanted in every module on the vehicle that is capable
Vehicle Parameters are derived from the vehicle specifi-
of accepting it, and locked into each new module when
cation and relate to which features are fitted to the vehi-
programmed. This has service implications, as it is also a
cle and their market settings.
vehicle security feature and will prevent the substitution
Examples of CCF Vehicle Parameters are: of existing programmed modules from vehicle to vehi-
• Vehicle type cle. When replacing a module on vehicles with CCF,
IDS must be used.
• Brand
• Model year
• VIN
• Tire dynamic rolling radius
• Brake system type
• Brake rotor size
• Final drive ratio
• Transmission type
• LHD or RHD specification
• MOST® configuration
• Reverse mirror dip
• Auto relocking
• Drive away locking
• Single / dual stage unlocking
• Passive arming
Car Configuration File (CCF) Control Module Programming
The Car Configuration File is held in up to three loca- As-Built Data

tions on the vehicle: IDS also provides copies of the ‘As-Built’ data from the
• Instrument Cluster (IC) factory. This data can be used by the operator to restore
• Central Junction Box (CJB) the vehicle back to its original condition. Any personal-
ization settings set by the customer will have to be
• Engine Control Module (ECM)
restored to the vehicle.
One module location is referred to as the ‘master mod-
Vehicle coverage of ‘As-Built’ data is typically incre-
ule’ because it holds the master copy of the CCF. A mas-
mented on most DVD releases. It is very important to
ter CCF is an active copy of the current car configuration
use the most current version if IDS when working on
with all of the personalization settings and changes that
vehicles during PDI to ensure most current ‘As-Built’
have been made since factory programming of the CCF
data coverage.
(‘As-Built’ data). On LR3, Range Rover Sport, and
Range Rover vehicles, the IC is the master module, CCF Editing
while on LR2, the CJB is the master module. Back-up CCF tools and editing procedures are continually being
copies of the CCF are stored in the CJB and the ECM improved to enhance the user interface and minimize the
(Range Rover vehicles store a back-up in the ECM opportunity for vehicle information to become cor-
only). rupted. For the latest information on CCF editing, please
The master module transmits the Vehicle Parameters refer to the CCF Documents on GTR under > Diagnos-
part of the CCF on the medium-speed CAN bus. The tics > Enhanced Diagnosis and Testing.
data is transferred through the CAN gateway onto the
high-speed CAN. Whenever CAN is active, this data is
broadcast onto the networks at regular intervals. The
master module will monitor the integrity of the memory
where CCF information is stored. If a fault is detected, a
diagnostic trouble code (DTC) will be logged.
The CCF from the vehicle’s master module is the only
copy of the CCF file used actively within the vehicle.
This information is cyclically broadcast from the master
on the vehicle’s communication networks as a reference
for any modules that require this data. This is similar to
the way vehicle speed, or transmission gear position
data, etc., gets broadcast as a live message on the CAN
network.
Back-up copies of the CCF are NOT used by any mod-
ule at any time during vehicle operation. These copies of
the CCF are completely static and are only accessed or
modified by IDS for service/maintenance procedures.
This allows IDS to work with the most current CCF data
in the event that the master module needs to be replaced.
Control Module Programming General Programming Summary
GENERAL PROGRAMMING SUMMARY

How Programming Affects Diagnosis
There are two possible malfunctions of a control unit: NOTE: A hard reset does not repair a fault condition. It
simply brings all control modules back to their baseline
• A hardware problem
condition. If a hard reset eliminates the symptoms, then
• A software problem (Programming) further diagnosis is needed to determine the cause of the
A large majority of all control units that are replaced dur- conditions, i.e. low battery causing a single control mod-
ing service have a software problem that can be cor- ule to come off line temporarily.
rected by reprogramming of the hardware. It is
WARNING:
recommended that, before a module is replaced, a hard
reset and/or reprogramming should be carried out. Always disconnect the battery before replac-
ing a control module. If the battery remains
Best Programming Practices connected, the possibility exists for inadvert-
• If a control module configuration process fails, do ent uncontrolled operation of these systems,
not configure the ECM until the problem has been particularly for modules that control the
resolved, otherwise CCF problems may result. movement of door windows or roof opening
panels. This can result in injury to persons
• Most configuration failures are generally caused by
working on the vehicle. Reconnect the battery
the vehicle battery voltage being low, faulty IDS
only after module replacement is complete.
communications leads or poor connections at the
vehicle’s J1962 data link connector (DLC). Module Swapping
– Make sure vehicle battery is fully charged and has Module swapping is not recommended.
passed a Midtronics or diagnostic test with GR1.
• This method is not always accurate for diagnosis,
– Make sure the PSC 550 battery maintainer is con- because the donor module will operate as it was con-
nected when IDS is connected. figured for the donor vehicle.
– Make sure IDS is docked on the base station and • Donor Control Modules can ‘learn’ information
plugged in. from the receiving vehicle. If this occurs, incorrect
– Make sure the diagnostic cable connector pins are data will be transferred back to the first vehicle when
not damaged. the Control Module is reinstalled to its original vehi-
cle. This is particularly applicable if an Engine Con-
– Make sure that the vehicle’s Data Link Connector trol Module (ECM) were swapped for diagnosis.
is not damaged.
• CCF Files can immediately become corrupt.
• It is vital when programming an existing control
module that the Vehicle Configuration confirmation
screen displays the correct configuration for the VIN
that was entered at the start of the session, i.e. engine
size, engine type, market, speed control type, trans-
mission, etc.
Technical Training
Electrical Systems

and Diagnostics
Control Module Locations and Functions
688-LR 08/2008
Printed in USA
Control Module Locations and Functions Table of Contents
LM (Range Rover) Control Modules . . . . . . . . . . 2

LA (LR3) and LS (Range Rover Sport)
Control Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LF (LR2) Control Modules . . . . . . . . . . . . . . . . . . . 9
LM Control Modules Control Module Locations and Functions
LM (RANGE ROVER) CONTROL MODULES
ENGINE CONTROL MODULE

TRANSFER BOX
CONTROL MODULE
ENGINE JUNCTION BOX
PASSIVE ANTI-THEFT
SYSTEM MODULE
AUTOMATIC TEMPERATURE
CONTROL MODULE
INSTRUMENT CLUSTER ELECTRONIC AIR SUSPENSION

CONTROL MODULE
ADAPTIVE FRONT LIGHTING LIGHTING CONTROL MODULE

CONTROL MODULE
STEERING ANGLE SENSOR TOUCH-SCREEN DISPLAY
ROOF OPENING PANEL

CONTROL MODULE
TERRAIN RESPONSE
CONTROL MODULE
REAR ATC CONTROL MODULE RESTRAINTS CONTROL MODULE
MEMORY SEAT MODULE GENERIC ELECTRONIC MODULE
ELECTRONIC REAR DIFFERENTIAL

CONTROL MODULE
ELECTRONIC PARKING BRAKE

MODULE
GPS ANTENNA
TELEPHONE MODULE
TIRE PRESSURE MONITORING
REAR SEAT ENTERTAINMENT SYSTEM MODULE
MODULE
DVD PLAYER PARKING AID MODULE
NAVIGATION COMPUTER
AUDIO AMPLIFIER
SDARS RECEIVER
RF RECEIVER
688LR006
Control Module Locations and Functions LM Control Modules
Module Network Function LM location

Anti-Lock Braking System HS CAN Controls antilock braking and dynamic LH side of engine compartment
Control Module stability control
Electronic Air Suspension HS CAN Self-leveling of air suspension Behind passenger side of fascia
Control Module
ECM HS CAN Controls engine in response to various Inside E-box

sensor inputs
Electronic Parking Brake HS CAN Applies and releases parking brake Beneath rear of vehicle, LH side
Control Module
Rear Locking Differential HS CAN Locks rear differential as commanded Beneath rear seat, LH Side
Control Module by Terrain Response
Steering Angle Sensor HS CAN Transmits steering position informa- Underside of steering column
tion
Transfer box control module HS CAN Locks center differential as com- Inside E-box
manded by Terrain Response
TCM HS CAN Controls transmission in response to Inside transmission oil pan

various sensor inputs
Terrain Response Module HS CAN Optimizes operation of vehicle sub- Beneath center console
systems to achieve best traction
HS CAN (2007 on) Deployment of supplementary
Restraints Control Module restraint components Beneath center console
K Bus (2006)
Adaptive Front Lighting HS CAN, Adjusts headlamp beam for cornering
System Control Module and leveling Base of LH ‘A’ post
LIN Bus
HS CAN
MS CAN
Instrument Cluster I Bus Houses instruments in front of driver; Driver side instrument panel
acts as gateway between networks
K Bus
DS2
Integrated Head Unit MS CAN Audio; timing master for MOST Behind glove compartment
network
Passive Anti-Theft System MS CAN Secure interface between ignition key Instrument panel, center
Module and ECM
Rear Automatic Tempera- MS CAN Rear heating and air conditioning Beneath driver seat
ture Control Module system
Tire Pressure Monitoring MS CAN Indicates if tires are underinflated Trunk, RH side
System Module
Lighting Switch Module I Bus Exterior Lighting Base of RH ‘A’ post
Parking Aid Module I Bus Indicates obstacles behind vehicle Trunk, RH side
Automatic Temperature K Bus Heating and air conditioning systems Instrument panel, center
Control Module
Memory Control Module K Bus Stores personalized seat and mirror Beneath driver seat
positions
LM Control Modules Control Module Locations and Functions
Module Network Function LM location

K Bus,
GEM Body functions and power distribution Beneath front passenger seat
P Bus
Roof opening panel control Contains anti-trap algorithm and

module P Bus controls roof opening panel in Front of headliner in the center
response to inputs
Logic 7 amplifier MOST Provides Dolby 7.1 output to speakers Trunk, LH side
SDARS Receiver MOST Satellite radio Trunk, LH side
Driver control interface for Rear Seat
Touch Screen Display MOST Entertainment, Navigation system, Instrument panel-center
4X4I, Rear view camera, Telephone
Interface between telephone and IHU;
Telephone module MOST contains telephone voice recognition Trunk, LH side
hardware and software
MOST
Rear Seat Entertainment Ai Net
Module Video and audio for rear seat passengers Trunk, LH side
SPDIF
IS Bus
Ai Net Plays video DVD, video CD and audio Trunk, LH side
DVD Player CDs for RSE
SPDIF
GVIF Provides location and route instructions;
Navigation Computer contains voice recognitions software Trunk, LH side
Private CAN
CJB Hardwired Power distribution Behind passenger compartment

fusebox
Engine Junction Box Hardwired Power distribution Inside E-box
RF receiver Hardwired Receives signals from remote handsets Center

panel
of tailgate, behind trim
Control Module Locations and Functions LA and LS Control Modules
LA (LR3) AND LS (RANGE ROVER SPORT) CONTROL MODULES

LA Control Modules
TRANSFER BOX
CONTROL MODULE
AUTOMATIC TEMPERATURE ENGINE JUNCTION BOX

CONTROL MODULE
INSTRUMENT CLUSTER
ADAPTIVE CRUISE ENGINE CONTROL MODULE
CONTROL MODULE
ELECTRONIC AIR SUSPENSION
CONTROL MODULE ADAPTIVE FRONT LIGHTING
CONTROL MODULE
STEERING ANGLE SENSOR
TOUCH-SCREEN DISPLAY
ROOF OPENING PANEL

CONTROL MODULE
TERRAIN RESPONSE
CONTROL MODULE
AUDIO AMPLIFIER
MEMORY SEAT MODULE
RESTRAINTS CONTROL MODULE
NAVIGATION COMPUTER
AUXILIARY CLIMATE
CONTROL MODULE
TIRE PRESSURE MONITORING RF RECEIVER

SYSTEM MODULE
CONTROL MODULE
PARKING AID MODULE

MODULE
TELEPHONE MODULE
REAR SEAT ENTERTAINMENT
MODULE
DVD PLAYER
SDARS RECEIVER
GPS ANTENNA
688LR004
LA and LS Control Modules Control Module Locations and Functions
LS Control Modules
TRANSFER BOX
CONTROL MODULE
AUTOMATIC TEMPERATURE ENGINE JUNCTION BOX
CONTROL MODULE
INSTRUMENT CLUSTER
ADAPTIVE CRUISE ENGINE CONTROL MODULE
CONTROL MODULE
DYNAMIC RESPONSE CENTRAL JUNCTION BOX
CONTROL MODULE ADAPTIVE FRONT LIGHTING
ELECTRONIC AIR SUSPENSION CONTROL MODULE
CONTROL MODULE
STEERING ANGLE SENSOR TOUCH-SCREEN DISPLAY
TIRE PRESSURE MONITORING

SYSTEM MODULE
ROOF OPENING PANEL
CONTROL MODULE
TERRAIN RESPONSE
CONTROL MODULE
AUDIO AMPLIFIER
MEMORY SEAT MODULE
RESTRAINTS CONTROL MODULE
NAVIGATION COMPUTER
RF RECEIVER

CONTROL MODULE
PARKING AID MODULE

MODULE
GPS ANTENNA
TELEPHONE MODULE
REAR SEAT ENTERTAINMENT
MODULE
DVD PLAYER
SDARS RECEIVER
688LR005
Control Module Locations and Functions LA and LS Control Modules
Module Network Function LA location LS location

Anti-Lock Braking System HS CAN Controls antilock braking Rear LH side of Rear LH side of
Control Module and dynamic stability control engine compartment engine compartment
Dynamic Response Module HS CAN Adjusts stabilizer bars to N/A Driver A-pillar
reduce cornering lean
Electronic Air Suspension Self-leveling of air

Control Module HS CAN suspension Servotronic Left side fascia Driver A-pillar
(if equipped)
ECM HS CAN Controls engine in response RH engine compart- RH engine compart-

to various sensor inputs ment, in E-box ment, in E-box
Electronic Parking Brake HS CAN Applies and releases parking Above rear axle Above rear axle
Module brake
Rear Locking Differential Locks rear differential as

Control Module HS CAN commanded by Terrain Left C-pillar Left C-pillar
Response
Steering Angle Sensor HS CAN Transmits steering position Left side fascia Underside of steering
information column
Speed control module HS CAN cruise control maintains set Driver A-pillar Driver A-pillar
distance to vehicle ahead
Locks center differential as RH rear engine com- RH rear engine com-
Transfer Box Control Module HS CAN commanded by Terrain partment partment
Response
Controls transmission in
TCM HS CAN response to various sensor Transmission oil pan Transmission oil pan
inputs
Optimizes operation of
Terrain Response Module HS CAN vehicle subsystems to Center console Center console
achieve best traction
Adaptive Front Lighting HS CAN Adjusts headlamp beam for
System Control Module cornering and leveling Right A-pillar Right A-pillar
LIN Bus
HS CAN Houses instruments in front

Instrument Cluster of driver; acts as gateway Left side fascia Left side fascia
MS CAN between CAN networks
HS CAN Deployment of supplemen- Beneath center con-
Restraints Control Module tary restraint components Center console sole
Private HS CAN
Parking Aid Module MS CAN Indicates obstacles behind Left C-pillar Base of left C-pillar
vehicle
Tire Pressure Monitoring MS CAN Indicates if tires are underin- Top of LH B-pillar, Front headliner,
System Module flated behind headliner behind interior light
Automatic Temperature MS CAN Heating and air conditioning Behind heater control Behind heater control
Control Module LIN Bus systems panel panel
MS CAN Body functions and power Behind passenger
CJB distribution; anti-theft Right side fascia side of fascia
LIN Bus
MS CAN Audio; timing master for Instrument panel,
Integrated Head Unit MOST network Center fascia center
MOST
Parking Aid Module MS CAN Indicates obstacles behind Left C-pillar Base of left C-pillar
vehicle
LA and LS Control Modules Control Module Locations and Functions
Module Network Function LA location LS location

Tire Pressure Monitoring MS CAN Indicates if tires are underin- Top of LH B-pillar, Front headliner,
System Module flated behind headliner behind interior light
Auxiliary Climate Control LIN Bus Rear heating and air condi- Front Headliner N/A
Module tioning system
Stores personalized seat,
Memory Control Module LIN Bus steering wheel, and mirror Below left seat Below left seat
positions
Roof opening panel control Contains anti-trap algorithm

module LIN Bus and controls roof opening Front headliner Front headliner
panel in response to inputs
SDARS Receiver MOST Satellite radio Behind RH rear Behind RH rear

quarter trim panel quarter trim panel
Interface between telephone
Telephone module MOST and IHU; contains telephone Behind RH rear Behind RH rear
voice recognition hardware quarter trim panel quarter trim panel
and software
Driver control interface for
MOST; Rear Seat Entertainment,
Touch Screen Display Private HS CAN Navigation system, 4X4I, Center fascia Instrument panel-
Rear view camera, center
GVIF
Telephone
MOST Provides Dolby 7.1 output to Beneath RH Front Beneath RH Front
Logic 7 amplifier speakers seat seat
SPDIF
MOST
Rear Seat Entertainment SPDIF Video and audio for rear seat Behind RH rear Behind RH rear
Module passengers quarter trim panel quarter trim panel
Ai Net
Ai Net Plays video DVD, video CD Behind RH rear trim RH rear quarter trim
DVD Player and audio CDs for RSE panel panel
SPDIF
Private HS CAN Provides location and route

Navigation Computer instructions; contains voice Beneath driver seat Beneath driver seat
GVIF recognitions software
Engine Junction Box Hardwired Fuses and relays Engine compartment Engine compartment
GPS antenna Hardwired Receives satellite signals for Adjacent to high- Roof pod
navigation system mounted stop light
RF receiver Hardwired Receives signals from Right rear Headliner Behind center head-
remote handsets liner
Control Module Locations and Functions LF Control Modules
LF (LR2) CONTROL MODULES
LH HEADLIGHT RH HEADLIGHT
CONTROL UNIT CONTROL UNIT
GENERATOR
TRANSMISSION
CONTROL MODULE
ANTI-LOCK BRAKING
CONTROL MODULE ENGINE CONTROL MODULE
HEADLIGHT LEVELING
START CONTROL UNIT CONTROL MODULE
INSTRUMENT CLUSTER CENTER STACK, TOP TO BOTTOM:

STEERING COLUMN LOCK HIGH-LEVEL DISPLAY FRONT
(IF EQUIPPED) INTEGRATED
LIGHTING SWITCH MODULE CONTROL MODULE
STEERING WHEEL MODULE INTEGRATED AUDIO MODULE
AUTOMATIC TEMPERATURE
CONTROL MODULE
TERRAIN RESPONSE SWITCHES
PASSENGER DOOR
DRIVER DOOR CONTROL MODULE CONTROL MODULE
SELECTOR LEVER MODULE
SEAT MEMORY MODULE RESTRAINTS CONTROL MODULE
OCCUPANCY CLASSIFICATION
SENSOR MODULE
NAVIGATION CONTROL MODULE
DRIVER REAR DOOR PASSENGER REAR DOOR

CONTROL MODULE CONTROL MODULE
ACTIVE ON-DEMAND
COUPLING MODULE
RF RECEIVER
PARKING AID MODULE
FUEL PUMP DRIVER MODULE

BLUETOOTH PHONE MODULE
TRAILER MODULE
AUDIO AMPLIFIER
SATELLITE DIGITAL
AUDIO RECEIVER
688LR007
LF Control Modules Control Module Locations and Functions
Module Network Function Location

Anti-Lock Braking System HS CAN Controls all aspects of the braking Mounted between the bulkheads on
Control Module system LH side of engine compartment
ECM HS CAN Controls engine management and fuel Mounted between the bulkheads in
system operation the engine compartment
Electronic Differential Control HS CAN Controls the operation of the electronic Mounted on front of rear differential
Module differential
Occupant Classification Sensor HS CAN Detects when a passenger is in the Underside of passenger seat
front passenger seat
Restraints Control Module HS CAN Controls deployment of supplemen- Rear of center console, below arm
tary restraint components rest
Steering Angle Sensor HS CAN Transmits steering positional Integral with the steering wheel
information clockspring
Terrain Response Module HS CAN Controls the Terrain Response system Integral with Terrain Response
using data from other vehicle systems rotary control
HS CAN Controls the dynamic headlight Passenger footwell, behind the
Headlight Leveling Module leveling function glovebox
LIN Bus
HS CAN Controls automatic transmission Mounted on the top of the transmis-
TCM operation sion housing
LIN Bus
HS CAN Allows the transfer of vehicle informa- Driver footwell on underside of
Data Link Connector tion using IDS or other diagnostic tool instrument panel
MS CAN
HS CAN
CJB MS CAN Controls body functions and power Passenger footwell, behind glovebox
distribution; gateway module
LIN Bus
Instrument Cluster MS CAN Receives data from other systems to Instrument panel
provide driver information
Parking Aid Module MS CAN Controls parking aid system Mounted on LH rear suspension
turret
Controls driver seat positioning and
Seat Memory Module MS CAN also memory functions of other driver Under driver seat
personalized functions
Trailer Module MS CAN Controls operation of trailer lamps and LH side of luggage compartment,
also informs CJB that trailer connected behind suspension turret
Automatic Temperature Control MS CAN Contains controls for the heating and
Module air conditioning systems Mounted in center console
LIN Bus
MS CAN
Driver Door Module Controls window and locking functions Mounted in driver door
LIN Bus
MS CAN
Passenger Door Module Controls window and locking functions Mounted in passenger door
LIN Bus
MS CAN Contains controls for the entertainment Integral part of head unit, located in
Integrated Control Module system and gateway between audio center console
MOST system and other vehicle systems
Integrated Audio Module MOST CD player and FM tuner Located behind integrated control
module
Electronic Steering Column LIN Bus Controls the locking and unlocking of On underside of steering column,
Lock (if equipped) the steering column under lower column shroud
Control Module Locations and Functions LF Control Modules
Module Network Function Location
Generator LIN Bus Load management communications Engine compartment

with ECM
LH Front Seat Heater Module LIN Bus Used by ATC to control seat heater Underside of seat
temperature
LH Rear Door Module LIN Bus Controls window and locking operation Mounted in LH rear door
Light Switch Module LIN Bus Control of headlight operation and Driver side of instrument panel
leveling
Receives RF transmissions from the Tire
RF Receiver LIN Bus Pressure Monitoring System Module Positioned adjacent to the rear inte-
rior lamp, behind the headlining
system and the remote handset
RH Front Seat Heater Module LIN Bus Used by ATC to control seat heater Underside of seat
temperature
RH Rear Door Module LIN Bus Controls window and locking operation Mounted in RH rear door
Start Control Unit LIN Bus Used to identify the remote handset - In instrument panel, adjacent to the
component of the keyless start system steering column
Steering Wheel Module LIN Bus Converts analog signals from steering Behind steering wheel clockspring
wheel switches into digital messages
Provides amplification for the enter- Mounted in RH side of the luggage
Amplifier/Tuner MOST tainment systems and reception of compartment
radio RF broadcasts
Bluetooth Phone Module MOST Controls the operation of the Bluetooth Mounted in RH side of the luggage
phone system compartment
Reads map data from a DVD to calcu-
Navigation Computer MOST late and display visual route guidance Below passenger seat
information via the TSD and audible
guidance via the amplifier to the driver
Provides the driver interface to the Above the IHU in the center
Touch Screen Display MOST entertainment, navigation and driver console
personalization functions
Technical Training
Electrical Systems

and Diagnostics
LM (Range Rover) Body Electrical Systems
688-LR 08/2008
Printed in USA
LM Body Electrical Systems Table of Contents
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Interior Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Wipers and Washers . . . . . . . . . . . . . . . . . . . . . . . 32
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Roof Opening Panel . . . . . . . . . . . . . . . . . . . . . . . 53
Parking Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Technical Training
Electrical Systems

and Diagnostics
LM (Range Rover) Body Electrical Systems
688-LR 08/2008
Printed in USA
LM Body Electrical Systems Table of Contents
Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Parking Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Exterior Lighting LM Body Electrical Systems
EXTERIOR LIGHTING
The exterior lighting is controlled by the Lighting Con- The exterior lighting system comprises the following
trol Module (LCM). The LCM controls the following exterior lights:
vehicle functions:
• Front and rear side lights
• Control and monitoring of exterior lights including • License plate lights
turn signal indicators and hazard warning functionality
• Side marker lights
• Illumination dimmer control of instrument cluster
• Front and rear turn signal indicator lights
and all interior switch illumination
• Turn signal indicators side repeater lights
• Communication and control and monitoring of trailer
lighting via the trailer module • Stop lights and high mounted stop light
• Monitoring and evaluation of check control inputs • Reversing lights
from other system control modules and output of • Rear fog lights
applicable messages in the instrument cluster mes- • Front fog lights
sage center. • Low and high beam headlights
The LCM is connected to the I Bus and communicates • Adaptive Front lighting System (AFS) (if fitted)
with other vehicle systems via the instrument cluster.
The bulbs, with the exception of the light-emitting
The LCM contains a microprocessor which performs the
diodes (LEDs), are driven by Metal Oxide Semiconduc-
control, monitoring and evaluation functions.
tor Field Effect Transistors (MOSFETs) within the
A combined rain/light sensor is fitted which controls the LCM. The LCM provides a pulse width modulated
automatic wiper operation and the automatic lighting (PWM) output to the front parking light and the tail light
function. bulbs to extend the bulb life.
LM Body Electrical Systems Exterior Lighting
RAIN / LIGHT
SENSOR
TURN SIGNAL
SIDE REPEATER
FRONT
FOG LIGHTS HEADLIGHT ASSEMBLIES
LIGHTING CONTROL
SWITCH
LH COLUMN STALK
MULTIFUNCTION SWITCH
LIGHTING CONTROL
MODULE
HIGH MOUNTED
STOP LIGHT
REVERSING
LIGHTS
HAZARD
LICENSE PLATE SWITCH
LIGHTS
ADAPTIVE FRONT LIGHTING SYSTEM

CONTROL MODULE
TRAILER MODULE
(IF EQUIPPED)
REAR LIGHT ASSEMBLIES
688LR108
Lighting Control Module

The Lighting Control Module (LCM) (referred to as ‘Mod- The LCM receives inputs from the following switches:
ule-Lighting switch’ in circuit diagrams) is located on the
• Lighting control switch for side lights and headlights
RH ‘A’ pillar, behind the trim panel. The LCM is connected
to the vehicle wiring harness with three multiplugs. • Momentary push switches for front and rear fog
lights
• Left hand steering column multifunction switch for
turn signal indicators and high beam/headlight flash
• Stop switch
• Momentary push switch for hazard warning
The switches are supplied with a 10mA supply from the
LCM and switch to ground when operated. The LCM
detects that a switch has been operated (ON) when its
closing resistance is less than 100 Ohm and is detected
as OFF when its resistance is more than 10K Ohm.
688LR109
The LCM also receives ignition switch status via hard-
wired connections and also on the I Bus via the instru-
The LCM receives two permanent battery power sup- ment cluster.
plies via the Central Junction Box (CJB) and power A reverse gear engaged signal is also received on the I
feeds from the ignition switch positions I (AUX) and II bus systems to enable the LCM to activate the reverse
(IGN). lights. The trailer module also outputs a signal to inform
The lighting circuits are not protected by conventional the LCM that a trailer is or is not connected. If a trailer is
fuses. The control circuitry within the LCM for each indi- connected, the LCM transfers control of the trailer
vidual circuit can detect and isolate a problem circuit. reverse lights to the trailer module.
A monitoring system within the LCM can determine a Via the bus systems the LCM receives a hazard warning
bulb failure and indicate this to the driver via the instru- light activation message from the restraints control mod-
ment cluster message center. ule, via the GEM, in the event of a crash or from the
GEM if the alarm system is triggered.
Circuit Protection Bulb Monitoring

Operation of the lights is performed using overload Bulb failure monitoring is performed by the LCM pro-
proof Metal Oxide Semiconductor Field Effect Transis- cessor. The lights are cold and warm monitored by the
tors (MOSFETs). The MOSFETs have a diagnostic out- MOSFETs in order to detect bulb failure.
put for bulb monitoring and can detect overload, load
The LCM processor provides outputs to each MOSFET.
interruption with the lights switched on and short circuit
The output switches the MOSFET to supply the required
to positive with the lights switched off.
output to power the light circuit. The microprocessor
The MOSFETs are protected against short circuits, evaluates the light circuits by detecting the returned sig-
removing the requirement for the lights circuits to be nals from the controlling MOSFET.
protected by fuses. The MOSFETs respond to heat gen-
When the bulb is functioning normally, the output signal
erated by increased current flow caused by a short cir-
voltage from the controlling MOSFET is 0V. If a bulb in
cuit. Normally this would cause the fuse to blow. The
the circuit fails, an open circuit occurs and the MOSFET
MOSFETs react to the heat increase and cut the supply
outputs a signal of 5V to the processor. The signal is
to the affected circuit. Once the fault has been rectified
interpreted as a bulb failure and generates a message
or the MOSFET has cooled, the MOSFET will automat-
which is output on the I Bus to the instrument cluster.
ically reset and operate the circuit normally.
The instrument cluster displays the applicable bulb fail-
If an overload occurs, the current flow is dependent on ure message in the message center to provide visual
the temperature of the related MOSFET and can be up to warning to the driver.
20 times the rated current of the light. The MOSFET
Warm monitoring is performed continuously when the
heats up and deactivates the load applied to the circuit.
lights are switched on by evaluating the diagnostic out-
When the MOSFET cools the circuit is once again reac-
put of the MOSFET switches. Cold monitoring is per-
tivated. This thermal cycling occurs continuously in the
formed at 32 second intervals when the lights are
event of an overload occurring.
switched off. The MOSFETs briefly switch on the lights
The brake switch is also monitored by the LCM. If the for approximately 1 millisecond (this is insufficient to
LCM detects a short circuit to ground in the switch cir- illuminate the bulb) and checks the bulb as per warm
cuit it activates messages to the driver in the message monitoring.
center. These messages will display brake switch defec-
Cold monitoring is not possible for the low/high beam
tive and LH and RH stop light defective. The brake
headlights of vehicles using xenon bulbs. On these vehi-
switch is also monitored when the ignition is in position
cles the cold monitoring of the low/high beam headlights
II. The LCM checks the acceleration speed of the vehicle
is switched off in the LCM. The LCM detects a failed
(via bus messages). If the vehicle is accelerating and the
xenon bulb via a reduction in current flow to the affected
brake switch is still active after 10 seconds, the LCM
headlight’s xenon control module.
starts a timer. If, after 2 minutes, the brake switch is still
active and the vehicle is moving, the LCM activates When a xenon bulb fails, the control module’s current
defective switch messages in the instrument cluster mes- consumption falls to 60mA, which the LCM detects as
sage center. unsuccessful bulb illumination.
Alarm Indications Low Voltage Operation

The LCM communicates on the I and K Buses with the If the battery voltage falls below 11.2V, the LCM oper-
GEM to display alarm visual indications for alarm arm, ates the minimum lighting to preserve the remaining bat-
disarm and triggered conditions. tery charge.
If the hazard warning lights are active when a lock or Crash Signal Activation
unlock request is made, the hazard warning cycle is
In the event of an accident of a severity to activate and
interrupted to allow the visual indication of the requested
deploy the airbags, the restraints control module requests
lock cycle. When visual indication is completed, the haz-
various electrical operations to assist with the crash situ-
ard warning operation will continue.
ation. The restraints control module requests via the bus
If the vehicle is involved in crash of a severity for the systems to the LCM to activate the hazard warning lights
restraints control module to initiate deployment of the and flash the headlight high beam at the same frequency.
airbags, the control module outputs a hazard warning
lights on request on the K bus to the instrument cluster Security System Activation
and on the I bus from the instrument cluster to the LCM. In the event of the security system being triggered, the
The hazard warning lights will be activated and will con- GEM requests activation of the hazard warning lights. In
tinue until the restraints control module outputs a mes- some markets the low beam and/or high beam headlights
sage to deactivate the hazard warning lights or until the can also be activated.
hazard warning light switch is pressed.
Instrument Panel and
Redundant Data Storage Switch Illumination Dimming
The LCM stores data relating to the Vehicle Identifica- The LCM controls the instrument cluster backlighting
tion Number (VIN), total mileage and service interval illumination and also illumination of all instrument panel
indicator. This data is received by the LCM from the switches.
instrument cluster and used as a back-up in the event of The LCM supplies a power output to all switch illumina-
instrument cluster replacement. tion bulbs at a voltage determined by the position of the
If the LCM is to be replaced, IDS must be connected to manual dimmer rheostat. The switch illumination is acti-
the vehicle and the LCM replacement procedure fol- vated when the lighting control switch is in the side light
lowed to ensure that the stored data is transferred to the or headlight position.
new unit.
Headlight Assembly
Three types of headlight are available; Halogen, Bi-xenon or Adaptive Front lighting System (AFS). All headlights
share a common, clear lens.
SECURING SCREWS
BI-XENON
PROJECTOR MODULE TURN SIGNAL
LIGHT
HIGH BEAM
FULL-IN LIGHT
SIDE MARKER
LIGHT
VENT
BI-XENON LIGHT
ACCESS COVER SIDE LIGHT
TURN SIGNAL
LIGHT
BULB HOLDER
IGNITER UNIT
AND BULB
MOUNTING
IGNITER RING
ELECTRICAL
CONNECTOR
VENT
ELECTRICAL
CONNECTOR
XENON HIGH BEAM FILL-IN
SIDE LIGHT / CONTROL MODULE
SIDE MARKER LIGHT AFS ACCESS COVER
ACCESS COVER POWER MODULE VENT
688LR111
Headlight removal is required for replacement of any of Each headlight has an integral 16-pin connector which
the bulbs. The rear of the headlight unit has removable provides inputs and outputs for the various functions of
access covers which allow access to the bulbs: the headlight assembly. The usage of the pins differs
between model variants. Refer to the Electrical Library
• A large cover, which is rotated counter-clockwise to
and circuit diagrams for pin details.
remove, allows access to the low/high beam bulb on
both halogen and xenon headlights. Three breathers are located on the rear of the headlight
• A second cover, on the inboard side of the headlight, housing. The two lower breathers are fitted with ‘C’
can be removed to allow access to the high beam shaped tubes and the upper breather has a ‘T’ shaped tube.
‘fill-in’ light halogen bulb. The bulb is mounted in a The breather tubes which allow air flow in and out of the
holder with an extended end to aid removal. headlight but prevent the ingress of moisture from rain,
road spray or washing. If condensation occurs within the
• A third cover, located on the outboard side of the
headlight, check that the breather tubes are not blocked
headlight, can be removed to give access to the side
with mud, etc., before further action is taken.
marker light bulb, the side light bulb and the corner-
ing/static bending light bulb (if fitted).
The turn signal indicator bulb is located on the out-
board side of the headlight. The bulb is a push fit into a
holder which is secured in the headlight body by rotating
clockwise.
Headlight Operation
The lights contained within the headlight assembly have The high beam headlights are switched on when the
differing functionality depending on the function selected. ignition switch is in the ignition position (II) and:
The low beam headlights are switched on when the igni- • the low beam headlights are selected on in the head-
tion switch is in the ignition position (II) and: light position or the headlights are activated by the
AUTO feature and the left hand steering column
• the lighting control switch is the headlight position
multifunction switch is pushed forward, away from
• the lighting control switch is in the ‘AUTO’ position the driver
and a ‘lights on’ signal is received by the LCM from
• the headlight flash function is operated by pulling the
the rain/light sensor.
left hand steering column multifunction switch
The low beam headlights can also be operated by the towards the driver.
headlight delay feature.
High Beam Functionality

The functionality of the high beam differs between halogen and bi-xenon headlights, as shown in the following table:
Lighting Control Switch and Halogen Bi-xenon
Multifunction Switch Position High Beam (fill in) Light Only High Beam Headlight
0 (Off) OFF OFF
0 (Off) + flash position ON OFF
Side lights position OFF OFF
Side lights position + flash position ON OFF
Headlights or AUTO position OFF OFF
Headlights or AUTO position + ON OFF
flash position
Headlights or AUTO position + ON ON
high beam position
Daytime Running Lights (DRL) Active ON; OFF

Canada high beam at 5.5 to 6.0 Volts
Turn Signal Indicators Side Lights

The turn signal indicator bulb is located in a holder at the The side light bulb is accessible by removing the outer
rear of the headlight assembly, above the outer remov- cover from the rear of the headlight. The 5W wedge side
able cover. The holder secures the bulb and has contacts light bulb is located in a holder which is a push fit into
which connect with mating contacts integral with the the rear of the reflector of the side light and static bend-
headlight housing. Rotating the holder in a counter- ing light (if fitted).
clockwise direction allows the holder and the bulb to be
removed. Side Marker Lights
the side marker light bulb is accessible by removing the
The turn signal indicator bulb is a 27W with orange col-
outer cover from the rear of the headlight. The 5W
ored glass and a wedge fitting.
wedge side marker light bulb is located in a holder
which is a push fit into a molded receptacle in the outer
edge of the headlight. The side marker light illuminates a
small rectangular section between the orange side reflec-
tors on the outside of the headlight.
Halogen Headlights Xenon Headlights

The mono-halogen low beam only headlight uses an H7 WARNING:
Long Life (LL) 55W halogen bulb. The light uses a pro- The Xenon system generates up to 30,000
jector lens, similar to the xenon headlight. The projector volts; contact with this voltage could lead to
module comprises an ellipsoidal lens and a reflector. The fatality. To prevent personal injury or death,
projector reflector collects the light produced by the all headlight functions should be switched off
halogen bulb and projects the light into a focal plane and the headlight assemblies disconnected
containing a shield. The contour of the shield is pro- from the vehicles harness before any attempt
jected onto the road by the lens. The bulb is retained with is made to work on the system.
conventional wire retaining clips.
Never attempt to probe connectors or compo-
A complex surface reflector is used for the halogen high nents within the headlight assembly.
beam ‘fill-in’ light. This type of reflector is divided into
separate parabolic segments, with each segment having WARNING:
a different focal length. The high beam ‘fill-in’ light uses Xenon light units contain mercury, which is an
a H7LL 55W halogen bulb. The bulb is retained in an environmental and health hazard. Xenon
extended holder which allows easy access to the bulb. bulbs must be disposed of as hazardous waste.
Once removed, the bulb can be removed from the holder
by pulling it from its locating pegs. CAUTION:
Care should be taken when handling the bulb.
Use of suitable protective equipment (gloves
and goggles) is recommended. The glass part
of the bulb should not be touched.
The xenon headlights use a complex surface reflector for
the halogen high beam ‘fill-in’ light. This type of light
has the reflector divided into separate parabolic seg-
ments, with each segment having a different focal
length. A halogen H7LL 55W bulb is retained in an
extended holder. The holder is secured in the rear of the
high beam ‘fill-in’ light lens by rotating clockwise.
The xenon headlight is known as ‘bi-xenon’ because it
operates as both a low and high beam unit. The xenon
bulb is located in a projector module which comprises an
ellipsoidal lens with a solenoid controlled shutter to
change the beam output from low to high.
NOTE: If the lighting control switch is in the 0 (off) posi-
tion, the xenon lights do not operate when the high beam
‘flash’ function is operated. If the lighting switch is in the
headlight position or the ‘AUTO’ position with the low
beam headlight active, the xenon low beam will remain
on when the high beam ‘flash’ function is operated.
The xenon headlight system is controlled by the LCM igniter unit and both components must be replaced if the
using a xenon control module and an igniter for each bulb fails. A plastic mounting ring is fitted to the bulb
headlight. The xenon control modules and the igniters and secures the bulb in the rear of the projector module.
provide the regulated power supply required to illumi-
The mounting ring must be removed from the bulb and
nate the xenon bulbs through their start-up phases of
fitted to the replacement bulb. The mounting ring locates
operation.
in mating cut-outs in the xenon bulb. Refer to the illus-
The xenon bulb is located in the rear of the projector tration that follows for correct removal and replacement
module. The D1S xenon bulb incorporates an integral of the mounting ring.
TO REMOVE:
MOUNTING RING XENON
BULB
IGNITER
TO REPLACE:
688LR112
The xenon low/high beam headlights use ellipsoidal The xenon system is controlled by the LCM, the two
technology for the lens and reflector providing improved xenon control modules and the two igniters. The xenon
night time visibility compared to conventional halogen control modules (one per headlight) receive an operating
headlights. voltage from the LCM when the headlights are switched
on. The modules regulate the power supply required
The shutter controller is a solenoid which operates the
through the phases of start-up.
shutter mechanism via a lever. The shutter is used to
change the beam projection from low beam to high The igniters (one per headlight) generate the initial high
beam and visa versa. voltage required to establish the arc. The igniters have
integral coils which generate high voltage pulses
The xenon bulbs illuminate when an arc of electrical
required for start-up. Once the xenon bulbs are operat-
current is established between two electrodes within the
ing, the igniters provide a closed circuit for regulated
bulb. The xenon gas sealed in the bulb reacts to the elec-
power supply from the control modules.
trical excitation and the heat generated by the current
flow to produce the characteristic blue/white light.
To operate at full efficiency, the xenon bulb goes through
three stages of operation before full output for continu-
ous operation is achieved. The three phases are; start-up
phase, warm-up phase and continuous phase.
The bulb requires an initial high voltage starting pulse
from the igniter of up to 30,000 volts to establish the arc.
Once the arc is established, the xenon control module
regulates the supply to the bulb to 2.6A, which gives a
light output of 35W.
Adaptive Front Lighting System

The Adaptive Front Lighting System (AFS) is designed which is illuminated when cornering. Horizontal adjust-
to improve driver visibility under differing driving con- ment is made automatically to the most suitable orienta-
ditions. By adjusting the position of the beam distribution for the driving conditions using steering angle and
tion on the road, AFS provides a larger visible area information from other vehicle sensors.
CONVENTIONAL HEADLIGHT
BEAM DISTRIBUTION
AFS SWIVEL HEADLIGHT

BEAM DISTRIBUTION
688LR046
The Adaptive Front Lighting System (AFS) headlight is The AFS is controlled by an AFS control module which
similar in its construction to the xenon headlight is located at the bottom of the left hand ‘A’ pillar. The
described previously. The projector module is con- module is connected to and controls an AFS power mod-
structed and operates as described for the xenon head- ule located on the base of each headlight. Signals from
light, with the addition of the AFS system which allows the AFS control module are processed by the AFS power
the projector module to be moved vertically and hori- module which powers stepper motors to adjust the verti-
zontally. The following description covers the additional cal and horizontal alignment of the projector module.
differences to the xenon headlight with AFS. The AFS power module also controls and regulates the
operation of the static bending light (if fitted) which is
AFS is only available with xenon headlights and also
requested by the AFS control module but controlled by
includes the dynamic headlight leveling system
the LCM.
described in the ‘Headlight Leveling’ section of this doc-
ument. The bi-xenon module within the headlight is con-
trolled by actuator motors which rotate the projector
module on its vertical and horizontal axes to adjust the
beam output to suit the cornering conditions and vehicle
inclination. Only the bi-xenon light projector module
swivels, the halogen high beam light unit remains static.
The AFS xenon headlight construction is similar to the AFS Control Module
non-AFS xenon headlight assembly. The AFS headlight The AFS control module is located at the bottom of the
has a xenon control module located on the underside of left hand ‘A’ pillar, behind the trim panel.
the light assembly. An additional AFS power module is
located in front of the xenon control module. The AFS The AFS control module is a dual functionality unit
power modules supply the correct voltage to stepper which also incorporates software to control the dynamic
motors which control the positioning and movement of headlight leveling. The AFS control module is con-
the AFS projector module. nected to the high speed CAN bus and receives inputs
from other vehicle systems on the status of the following
The AFS assembly contains an additional carrier frame parameters:
which provides the location for the AFS actuators. The
remaining lights are as described previously. The AFS • Steering angle
headlight also incorporates a static bending light. • Vehicle speed
The carrier frame is attached to the AFS vertical actua- • Headlight status
tor. The projector module has a central pivot point which • Engine running
allows the module to move horizontally in response to • Reverse gear selected
operation of the AFS horizontal actuator. • Automatic lighting on
The AFS actuators are bi-polar (2 phase) dc stepper The AFS will only operate when the AFS control mod-
motors which are driven by a power output from the ule receives an engine running signal on the CAN bus.
AFS power module. Each stepper motor receives its When the engine running signal is received the AFS
position information from the AFS control module via control module performs an initialization routine.
the applicable AFS power module. When the actuators
are powered to their requested positions, a holding cur- The AFS will also function when the lighting control
rent is applied to maintain the actuator position. switch is in the AUTO position and the AFS control
module receives a lights-on signal from the rain/light
The actuators do not supply a positional feedback signal sensor and an engine running signal.
to the AFS control module. Each stepper motor requires
referencing each time the AFS system becomes active. The AFS control module then monitors the inputs from
When the AFS system is active, each vertical actuator is the other vehicle systems to control the AFS functional-
driven in the low beam position and each horizontal actua- ity according to cornering angles and vehicle speed.
tor is driven to an inboard position until a mechanical stop The AFS control module is connected to each AFS
in the actuator is reached. Once the stop is reached a step power module on a private LIN bus. The power modules
counter in the AFS control module is set to zero and the read operating values supplied from the AFS control
actuator is then powered to the operating position as deter- module and control the output drivers for the stepper
mined by the AFS control module software. motor actuators inside the headlight assembly.
The AFS control module receives front and rear suspen-
sion height data to provide dynamic headlight leveling
adjustment via the vertical actuator motor. The AFS con-
trol module also receives vehicle speed signals from the
ABS module to adjust the projector module vertically to
increase the beam range as the vehicle speed increases.
AFS Operation
The AFS controls the swiveling angle of each projector Failure Mode
module using speed and steering angle signals. The In the event of a failure of the AFS system, a warning
angles of each projector module differ to give the correct indicator in the instrument cluster is illuminated to warn
spread of light, e.g. when turning left, the left hand pro- the driver. The AFS warning indicator illuminates when
jector module will have a greater swiveling angle than the ignition switch is in position (II) and will flash con-
the right hand projector module. tinuously until the fault is rectified. The AFS warning
indicator will also be illuminated if a failure of the steer-
Initialization Procedure
ing angle sensor or the vehicle speed signal is detected.
When the AFS control module receives an ignition on
signal, the control module performs the initialization Illumination of the AFS warning indicator does not nec-
procedure which ensures that the headlights are correctly essarily mean that there is a fault with the AFS system.
aligned on both their vertical and horizontal axes. The fault may be caused by a failure of another system
preventing the AFS system operating correctly.
The headlight leveling initialization takes less than 3
seconds to complete. The headlight leveling motors are The AFS control module performs a diagnostic routine
powered from their current position, which can be either every time AFS is requested. If any fault is found, the
the upper or lower limit or somewhere in between, to AFS control module will suspend the operation of the
their lower position and then back to the 0 degrees posi- AFS function.
tion. If the AFS leveling system has failed with the xenon pro-
The AFS swivel initialization starts less than 1 second jector module in a position other than the correct straight
after the headlight leveling initialization is activated to ahead position, the AFS control module will attempt to
ensure that the headlights are at or below the 0 degree drive the projector module to a position a small amount
position in the vertical axis, thus preventing glare to lower than the standard position. If the swivel function
oncoming vehicles. The AFS swivel initialization is has failed, the AFS control module will lower the projec-
completed in less than 2.5 seconds. The LH and RH AFS tor module using the leveling actuator motors to a posi-
actuator motors are powered from the 0 degree position tion much lower than standard to prevent excess glare to
to their fully inboard position, then to their fully out- oncoming vehicles.
board position and then back to the 0 degree position. The AFS control module software can detect an internal
failure of the control module control circuits. The control
module will power the projector modules to the zero
position and prevent further operation.
Faults can be investigated by interrogating the AFS con-
trol module using IDS to check for trouble codes.
Dynamic Headlight Leveling (AFS Only)

Dynamic headlight leveling is only available on vehicles NOTE: When the AFS control module receives an igni-
with AFS headlights. tion on signal, the control module performs an initializa-
tion procedure for both the AFS and headlight leveling
The dynamic headlight leveling adjusts the vertical align-
motors.
ment of the headlights as a rapid response to changes in
vehicle attitude due to acceleration or braking. The system operates by the AFS control module receiv-
ing inputs on the CAN from the air suspension control
The dynamic system is fully automatic; therefore the
module for front and rear vehicle height, from the engine
lighting control switch does not have a manual leveling
control module for engine running signal and from the
rotary control.
ABS module for stop light switch active (brakes applied)
NOTE: The AFS system also operates in conjunction and vehicle speed. The AFS control module processes
with the static vehicle leveling system as described pre- these signals and provides an output to the headlight lev-
viously. eling motors to adjust the headlight vertical aim accord-
The dynamic leveling system comprises the following ing to vehicle speed and attitude.
components: NOTE: In markets with Daytime Running Lights
• Two headlight leveling motors (DRL), the dynamic headlight leveling system will not
operate when the DRL are active.
• AFS control module
• Engine running signal from engine control module
• Vehicle speed information from ABS module
• Vehicle height information from air suspension con-
trol module
When the ignition switch is in position (II), power is sup-
plied to the lighting control switch via the ignition relay in
the Battery Junction Box (BJB) and to the AFS control
module. When the lighting control switch is moved to the
side light or headlight position, the supply from the igni-
tion relay is passed to the AFS control module.
Automatic Headlights
The automatic headlight function is a driver assistance Automatic headlights are activated under the following
system. When the ignition switch is in position II and the low light conditions:
lighting control switch is set to the ‘AUTO’ position, the
• Twilight
low beam headlights, front side lights and rear tail lights
are switched on automatically in low ambient light. The • Darkness
driver can override the system by selection of side lights • Rain
or headlights ON if the ambient light conditions require • Snow
front and rear lighting to be active. • Tunnels
The automatic headlight system uses a light sensor and • Parking garages
the LCM, which are connected via the K bus and the I
Operation of the automatic headlights requires the igni-
bus respectively, to control the headlight functionality. A
tion switch to be in position II, the lighting control
photodiode incorporated in the light sensor, part of the
switch to be in the ‘AUTO’ position and a lights-on
rain/light sensor mounted inside the windshield, mea-
request signal from the light sensor.
sures the ambient light around the vehicle in a vertical
direction and also the angular light level from the front NOTE: The front fog lights will not operate if the auto-
of the vehicle. The sensor sends a lights on/off request matic control lights are switched on.
on the K bus, via the Instrument cluster to the LCM on If the automatic headlight function has been selected and
the I bus, which responds by switching on the low beam the ambient light falls below a predefined level, then the
headlights, front side lights and rear tail lights. front and rear fog lights can be manually activated. If the
The rain/light sensor can detect if the vehicle has entered ambient light rises above that level then the fog lights
a tunnel or similar environment and will activate the will be deactivated along with the rest of the lights. If the
headlights on entry to the tunnel when the ambient and ambient light then falls below this level again the lights
forward light levels have fallen quickly. When the tunnel will be activated, but the fog lights which were previ-
is exited, the rain/light sensor detects the sudden increase ously selected will not.
in light levels and requests the lights to be switched off.
Certain light and weather conditions are not detected
accurately by the rain/light sensor. The driver should
override the automatic headlights function if in any
doubt about weather conditions and the requirement for
exterior lights to be active.
Headlight Delay Instrument Cluster Warning Light

The LCM controls a headlight delay function which illu- Illumination
minates the driveway after leaving the vehicle. The The warning lights in the instrument cluster for left and
headlight delay will operate on low beam headlights right turn signal indicator, front and rear fog lights and
only regardless of the position of the left hand steering headlight low and high beam and side lights are acti-
column multifunction switch. vated by the LCM via messages to the instrument cluster
on the I Bus. The synchronization of the turn signal indi-
The delay is operated when the ignition is switched off
cator warning indicator lights with the external turn sig-
and the key removed with the headlights switched on
nal indicator light frequency is controlled by a cyclic
(not in the AUTO position). The message center displays
transmission of the light status on the I Bus.
a ‘HEADLIGHTS ON’ message accompanied by a
chime from the sounder. When the lighting control The AFS warning light is controlled by a signal from the
switch is moved to the ‘off’ position, the message center AFS control module.
displays a ‘HEADLIGHT DELAY’ message and the
low beam headlights are activated for a period of
approximately 45 seconds. After the delay period, the
LCM automatically switches off the delay function,
extinguishing the headlights.
If the lighting control switch is in the ‘AUTO’ position
and the ignition is switched off and the key is removed,
the headlight delay will not operate. The left hand steer-
ing column multifunction switch must be operated in the
headlight ‘flash’ position to activate the headlight delay.
The headlights will extinguish after the delay period has
expired.
Tail Light Assembly
SIDE MARKER SIDE MARKER

TAIL LIGHT LIGHT BULB LIGHT BULB HOLDER
BULB HOLDER TURN SIGNAL BRAKE LIGHT
REFLECTOR LED ASSEMBLY TAIL LIGHT
TURN SIGNAL LENS
BULB
TAIL LIGHT
TWIN FILAMENT BULB
TAIL / REAR FOG LIGHT

BULB
688LR113
The rear tail and turn signal indicator light assemblies The upper light aperture is for the brake light and the
are located on the outer corner of each rear wing panel. turn signal indicator. The brake light comprises a plastic
holder which contains 19 LEDs. This illuminates
The light assembly is retained by two integral plastic
through a circular prism lens in the center of the light to
clips which locate in corresponding clips secured to the
display the brake light in a red color. The turn signal
body panel. The assembly is further retained by two self-
indicator light is located behind the stop light LED unit.
tapping screws which are accessed from inside the tail-
The bulb is located in a reflector unit which emits the
gate aperture. To remove the assembly, after removing
turn signal indicator light around the outer diameter of
the screws, the assembly must be prized at two indenta-
the brake light LED assembly.
tions to release the clips. A non-metallic tool must be
used with care to avoid damage to the paint finish. On 4.4L V8 models, the turn signal indicator uses a
PY21W orange bulb. On 4.2L V8 supercharged models
The direction indicator, fog light and side light bulbs are
a PW21W Osram Diadem bulb is used. The Diadem
located in a holder. The holder is secured in the light
bulb emits an orange light when illuminated but is not
housing by two plastic clips and has a connector to allow
orange colored when inactive.
for connection to the electrical harness.
The lower light aperture is divided into two parts and Trailer Module
provides for the tail light (upper half) and the rear fog
The trailer is located in the RH side of the luggage com-
light (lower half).
partment, behind the removable trim panel, adjacent to
The upper half of the tail light aperture is used solely for the rear auxiliary fusebox. The module is required to
the tail light and uses a P21W/5W bulb on 4.4L V8 mod- separate the load circuits of the trailer from the load cir-
els and a PR21/5W bulb on 4.2L V8 supercharged mod- cuits of the towing vehicle. This allows separate moni-
els. Only the 5W filament is used for the tail light, with toring of the vehicle lights and the trailer circuits.
the 21W filament not used by any function.
The trailer module comprises a double transistor for
The rear fog light uses different bulbs depending on reversing light (7-pin connector) and overload proof
model: MOSFET circuit breakers for the following lights:
• On 4.4L V8 models the rear fog light uses a P21W • Turn signal indicators / brake lights
bayonet fitting bulb. • Tail lights
• On 4.2L V8 supercharged models the rear fog light The above lights are connected to the trailer module via
uses a PR21W. This is also used for the tail light, direct connections to the applicable lights. The reversing
operated by a PWM output from the LCM to pro- lights are not directly connected to the light units
duce a lower wattage output than the fog light. because these lights must be disabled when the trailer
An additional light holder is used to accommodate the socket is connected.
side marker light. The light assembly lens has a vertical The LCM communicates with the trailer module via a
section which is used as the side marker illumination bi-directional, dedicated serial link. The reversing lights
required for the NAS market. The side marker light bulb are controlled on this link. The trailer module also uses
is a 5W bayonet fitting. this link to transmit error messages for the trailer lights
All bulbs in the tail light assembly are monitored by the to the LCM.
LCM, which alerts the driver via the instrument cluster The trailer module has two modes of operation; sleep
message center if a failure is detected. mode and normal mode. Sleep mode is initiated by the
LCM after a predetermined time. In this mode the trailer
module processor clock speed is reduced to a minimum
and all loads are switched off to keep current consump-
tion to a minimum. The module operates in normal
mode on receipt of an applicable message from the
LCM. The required loads and the current supply for bulb
failure detection are activated.
The LCM communicates with the trailer module every 2 Diagnostics

seconds with a normal mode telegram. If the trailer mod-
The data link connector (DLC) allows for the transfer of
ule no longer responds, the data link to the module is
information between the LCM and IDS. The DLC is
switched low for 1 second after ten unsuccessful
located in the instrument panel, in the driver’s stowage
attempts to establish the communication. When the
tray. The socket is secured in the instrument panel and
LCM switches the data link low, the trailer module is
protected by a hinged cover.
‘reset’. If communication is not established after thirty
attempts in succession, the LCM assumes the module is
defective and records an applicable error message in the DATA LINK CONNECTOR (DLC)
error memory.
If a replacement trailer module is fitted, the LCM
instantly recognizes it via the data link. Connection of
IDS is not required to establish communications
between the LCM and the trailer module.
DLC
COVER
688LR110
The LCM has diagnostic capabilities and stores trouble

codes relating to the lighting systems. The xenon control
modules cannot be interrogated via the LCM, but the
LCM incorporates xenon specific diagnosis up to the
control modules.
The xenon control modules on 2006 MY vehicles have
no diagnostic functionality.
Exterior Lighting LM Body Electrical System
Exterior Lighting Control

Control Diagram: Part 1
1 3 4 6
5
2
23 7
8
22
9
21
20
19 10
11
16 14 13
18 15
17
12
A
688LR115
A Hardwired 8 RH rear fog light 16 Rear wiper motor and control module assembly
1 Brake pedal switch 9 LH brake light (LED) 17 RH reverse light
2 LH tail light 10 High mounted stop light 18 LH reverse light
3 LH rear turn signal indicator light 11 RH brake light (LED) 19 Trailer module
4 RH rear turn signal indicator light 12 Navigation computer 20 Lighting Control Module
5 RH tail light 13 LH side repeater light 21 RH side marker light (NAS only)
6 Lighting control switch 14 RH side repeater light 22 LH side marker light (NAS only)
7 LH rear fog light 15 License plate lights 23 Electrochromic interior rear view mirror
Control Diagram: Part 2
1 2 3
4 5 7 8
31
6
11 9
30 29 10
12
26 27 13
28
25
14
24
17 16
15
23 22
21
19
20
18
A B D K O
688LR114
A Hardwired 8 LH AFS power module 20 RH side light

B K bus 9 RH AFS power module 21 RH halogen ‘fill-in’ light
D HS CAN 10 Fuse 32P (5A) 22 RH halogen/xenon headlight
K I Bus 11 AFS control module 23 RH turn signal indicator
O LIN Bus 12 ABS module 24 LH side light
1 LH xenon control module 13 Instrument cluster 25 LH halogen ‘fill-in’ light
2 RH xenon control module 14 Rain/light sensor 26 LH halogen/xenon headlight
3 Battery 15 Fuse 41P (5A) 27 LH turn signal indicator
4 Fuse 4P (50A) 16 Fuse 4P (5A) 28 Lighting Control Module
5 Fuse 3P (50A) 17 Fuse 9P (5A) 29 LH front fog light
6 RH static bending light (not NAS) 18 Battery 30 RH front fog light
7 LH static bending light (not NAS) 19 Ignition switch 31 LH steering column multifunction switch
Mirrors LM Body Electrical Systems
MIRRORS
The exterior mirrors incorporate the following features: • Memory recall and reverse dipping (model and mar-
ket dependent)
• Convex mirror glass
• Mirrors fold back function (model and market
• Electric adjustment
dependent)
• Mirror heating
• Approach lighting (model dependent)
• Automatic dimming (model and market dependent)
HEATING ELEMENT MIRROR BODY

LUCAR CONNECTORS
BASE FRAME
MIRROR GLASS
FLY LEADS
(CONNECTED TO DOOR MODULE)
APPROACH LIGHT ADJUSTMENT MOTORS

688LR116
Operation of the exterior mirrors is controlled by the 2

front door modules and the generic electronic module
(GEM). The door modules and the GEM communicate
with each other on a P bus. The switches for adjustment
and folding of the exterior mirrors are incorporated into
the driver door module (DDM). The door modules inter-
pret the P bus signals and control switch inputs into
appropriate outputs for the exterior mirrors. For opera-
tion of the various exterior mirror functions the 2 door
modules are powered by a permanent battery feed from
the central junction box (CJB).
LM Body Electrical Systems Mirrors
Mirror Heating
Heating of the exterior mirrors is controlled by the GEM converts the ambient air temperature value to an on-time
and the respective door modules, and is active while the percentage and transmits it on the P bus to the two door
ignition switch is in position II. modules, which then energize the exterior mirror heating
elements accordingly. The on-time percentage is
The GEM receives the ambient air temperature value
increased while the windshield wipers are on.
from the instrument cluster via the K bus. The GEM
Exterior Mirror Heating Times

Ambient Air Temperature in °C (°F)
< -10 -10 to 0 0 to 15 15 to 25 25 to 35 > 35
(< 14) (14 to 32) (32 to 59) (59 to 77) (77 to 95) (> 95)
On-time Percentage 100% 75% 50% 25% 0% 0%
On-time Percentage 100% 100% 75% 50% 25% 0%
w/ Wipers On
Mirror Memory Dimming

The seat, exterior mirrors and steering column memory Exterior mirrors with automatic dimming are slaved to the
functions are integrated into the GEM. interior mirror. The interior mirror determines the amount
of dimming required and energizes the electrochromic
The driver and front passenger door modules control the
elements in the exterior mirrors accordingly. Feed and
mirror memory while the driver seat memory switch
ground wires from the interior mirror, for the electrochro-
pack controls the seat and steering column memory.
mic elements in the exterior mirrors, bypass the door
Located on the outboard side of the driver seat plinth, the modules and connect directly to the exterior mirrors.
memory switch and memory pre-set buttons can be used
to store 3 different mirror positions. When a position is Reverse Mirror Dipping
stored or recalled, the information is transmitted to the
If reverse gear is selected when the ignition is at position
GEM via the K bus. It is then relayed to the door mod-
I or II, the passenger exterior mirror dips to provide a
ules via the P bus. Each door module evaluates the recall
better view of the curb. The mirror returns to its original
and storage commands transmitted via the P bus for
position immediately reverse gear is disengaged.
positions 1 to 3 and performs the necessary adjustments.
The curb view mirror position can be adjusted using the
If a manual adjustment is selected while the mirror
mirror adjustment multi-directional switch while reverse
memory is operating, it will over-ride the memory recall
gear is selected and the ignition switch is in position I or II.
function.
For mirror memory to operate, the mirror adjustment
potentiometers must deliver a voltage value in the range
of 80mV – 4.8V. Should a voltage applied be outside of
this range the mirror will not operate when memory is
selected.
Mirrors LM Body Electrical Systems
Mirror Control
1 2 3
4
16
15
17
6
13 14
9
12
10
11
A B M
688LR117
A Hardwired 5 Driver exterior mirror 12 Fuse 6, CJB (central junction box)

B K bus 6 Passenger exterior mirror 13 Ignition switch
M P bus 7 Ambient air temperature sensor 14 Lighting control module
1 Battery 8 Instrument cluster 15 Maxi fuse 62, CJB
2 Fuse 11, CJB 9 GEM 16 Fuse 24, CJB
3 Driver door module 10 Driver seat memory switch pack 17 Fuse 43, CJB
4 Passenger door module 11 Interior mirror
LM Body Electrical Systems Interior Lighting
INTERIOR LIGHTING
Interior lighting is controlled by the GEM, which is
located below the front passenger seat. The interior light-
ing comprises the following lights:
• Front interior light unit
• Rear interior light unit
• Upper tail door load space lights (2 off)
• Luggage compartment load space light
• Fascia mounted sill lights (2 off)
• Under fascia footwell lights (2 off)
• Door mirror approach lights (2 off)
• Puddle lights (4 off)
The interior lights have two modes of operation; auto-
matic or manual. In the automatic mode, the interior
light functionality is controlled by the GEM on receipt of
various input signals. In manual mode, the lights can be
switched on and off using the momentary button adja-
cent to the front interior light or can be disabled com-
pletely using the same switch.
NOTE: The LED illumination of the front door pockets
and the front and rear interior door handles is a function
of the LCM and only operates when the light control
switch is in the side light or headlight positions.
Interior Lighting LM Body Electrical Systems
REAR DOOR HANDLE

ILLUMINATION LEDS
(1 PER REAR DOOR)
FRONT DOOR HANDLE
ILLUMINATION LEDS REAR DOOR POCKET
(1 PER FRONT DOOR) ILLUMINATION LEDS
(1 PER REAR DOOR)
FRONT DOOR POCKET

ILLUMINATION LEDS
(2 PER FRONT DOOR)
FRONT DOOR REAR DOOR

PUDDLE LIGHTS PUDDLE LIGHTS
VANITY MIRROR LIGHTS
GLOVE COMPARTMENT
LIGHT
FRONT INTERIOR AND
MAP LIGHTS
REAR INTERIOR AND

MAP LIGHTS
DOOR MIRROR
APPROACH LIGHTS
(2)
UPPER TAILDOOR
LIGHTS LIGHTING
SILL LIGHTS CONTROL MODULE
(2)
FOOTWELL LIGHTS
LUGGAGE COMPARTMENT LIGHT
688LR118
Principles of Operation
Interior lighting operation is activated by any of the fol- • If a door is left open, the interior lights will remain
lowing input signals: on for 16 minutes. After this period, the GEM timer
switches the interior lights off to prevent excessive
• Door switch contacts (front and rear)
battery drain.
• Ignition switch position I (Aux)
The GEM uses a PWM operation of the interior lights
• Central locking – lock request
for the on/off conditions. The lights are switched on with
• Central locking – remote handset operation a ‘soft ramp’ of 1.3 seconds. The lights are switched off
• Crash sensor with a ‘soft ramp’ of 2.6 seconds. The soft on/off opera-
• Front interior light switch tion is controlled by a semiconductor within the GEM.
The load space light and the upper tail door lights are not Manual Operation
switched on with the interior lights. These lights are only
The interior lights can be switched on or off using the
activated when the upper tail door is opened. When the
manual switch for the front interior light. The front inte-
upper tail door is opened, the interior lights, in addition
rior light switch will switch all interior lights, front and
to the load space lights, are switched on and are subject
rear, on or off. If the interior lights are on when the
to the GEM timers.
switch is pressed, all interior lights will go off. The on
Automatic Operation and off automatic switching conditions remain effective
even when the manual switch is used.
Automatic control of the interior lights has several
switch-on and off conditions as follows: If the ignition switch is in position I or II and the front
interior light switch is used to switch the interior lights
• The interior lights are switched on when one or more
on, the lights will remain on continuously whilst the
doors are opened. When all the doors are closed, the
ignition is in position I or II. If the ignition switch is
interior lights are switched off after a delay of 20 sec-
moved to the off position, the interior lights will be sub-
onds. If the vehicle is locked after closing the doors,
ject to the 16 minute GEM timer. The interior light is
within the 20 second period, the lights go off imme-
immediately switched off when the vehicle is locked.
diately.
After a locking procedure, the interior light automatic
• When the interior lights are on and the ignition is control is reinstated.
moved to positions I or II, the lights go off immedi-
ately after all doors have been closed. The rear interior light switch will switch the rear interior
light only on or off.
• When the ignition switch is moved to the off posi-
tion, the interior lights are switched on for 20 sec-
onds. This timer is overridden if a door is
subsequently opened.
• When the vehicle is unlocked and the doors are
closed, the interior lights can be activated for a fur-
ther 20 second period by pressing the ‘unlock’ button
on the remote handset.
• When the vehicle is unlocked from a locked condi-
tion, the interior lights are activated for a 20 second
period. This timer is overridden if a door is subse-
quently opened.
Interior Lighting LM Body Electrical Systems
Continuous Off Diagnostics

To prevent drain on the battery if the doors are to remain Diagnostics for the interior lights is limited to a check of
open for some time, the interior lights can be turned off the function of the front interior light switch. The GEM
permanently. This is stored in the GEM EEPROM and is can be interrogated using IDS to establish the correct
also activated following a system power down or a reset operation of the front interior light switch, the door
of the GEM. switches and the tail door switches.
To enter the continuous off condition, the front interior
light switch must be pressed and held for more than 3
seconds. The continuous off function can only be dis-
abled by pressing the front interior light switch, after
which, full automatic control is resumed. When continu-
ous off is active, the rear interior light switch can still be
used to switch the rear interior light only on or off.
Crash Signal Operation

The GEM receives a crash signal on a hardwired con-
nection from the RCM in the event of a crash of a sever-
ity to activate the airbags. On receipt of this signal, the
GEM activates the interior lights which are on perma-
nently and not subject to the GEM timer.
The crash operation of the interior lights can only be
cancelled by operating the manual switch on the front
interior light or by locking and unlocking the vehicle.
Interior Lighting Control
1 2 3 4 5
26
7
24
25
23 9
22 10
18
17
21 11
16 15
20 12
19 14 13
A
688LR119
A Hardwired 9 LH door mirror approach light 18 RH footwell light

1 Fuse – Permanent battery supply (5A) 10 LH rear door puddle light 19 LH upper tail door light
2 Fuse – Ignition supply (30A) 11 RH rear door puddle light 20 RH upper tail door light
3 Front interior light assembly 12 Passenger door puddle light 21 Load space illumination light
4 Rear interior light assembly 13 Driver’s door puddle light 22 Upper tail door latch motor switch
5 Glove box light and switch 14 Fuse – vanity mirror illumination 23 GEM
6 Sill light LH (fascia mounted) 15 RH vanity mirror illumination lights 24 Interior light relay
7 Sill light RH (fascia mounted) 16 LH vanity mirror illumination lights 25 Fuse – Ignition switched supply (5A)
8 RH door mirror approach light 17 LH footwell light 26 Ignition switch
Wipers and Washers LM Body Electrical Systems
WIPERS AND WASHERS

The wiper and washer system is controlled by the The front wiper system has 4 wiper stages of operation
Generic Electronic Module (GEM) on receipt of and 4 intermittent wiper delay periods. The 4 wiper
requests made by the driver or the rain/light sensor unit stages are as follows:
(if fitted). All wiper functions for the front and rear wip-
• Flick wipe
ers are controlled from a multifunction wash/wipe
switch assembly located on the right hand side of the • Intermittent
steering column. • Normal (slow) speed continuous
The wiper and washer system comprises: • Fast speed continuous
• Front and rear wiper motors The intermittent, normal and fast speeds are affected by
road speed. The intermittent wiper delay periods change
• A front wiper linkage
with the road speed, with the delay decreasing as the
• Two front and 1 rear wiper arms and blades road speed increases. The normal continuous operation
• Two front washer jets and 1 rear washer jet (incorpo- changes to intermittent operation when the vehicle is sta-
rated with rear wiper arm) tionary. The fast speed operation changes to normal
• A washer reservoir and 3 pumps operation when the vehicle is stationary.
• A wash/wipe control column switch The wipers and washers operate with the ignition switch
in positions I or II (aux or ign). Wiper functions are sus-
Other items are added to enhance the wiper system:
pended during engine cranking to reduce battery power
• Heated front washer jets consumption under high load conditions.
• Headlight power wash system Diagnostic information for the wiper system is available
• A rain/light sensor for automatic wiper and headlight and can be retrieved using IDS.
control
The wiper system can be optionally equipped with rain
sensing automatic operation. A rain/light sensor, located
below the interior rear view mirror, detects raindrops on
the windshield and automatically controls the operating
speed of the front wipers. The column stalk switch must
be in the intermittent position for rain/light sensor con-
trolled wiper operation.
LM Body Electrical Systems Wipers and Washers
NOTE: RHD shown; LHD similar.
REAR WIPER, MOTOR, AND

CONTROL MODULE ASSEMBLY
WINDSHIELD WIPER LINKAGE AND

MOTOR ASSEMBLY
WIPER CONTROL SWITCH

(RH COLUMN STALK)
FLUID RESERVOIR AND

PUMPS ASSEMBLY
RAIN / LIGHT
SENSOR
GENERIC
ELECTRONIC MODULE
HEADLIGHT
POWERWASH JETS
HEATED HEADLIGHT
WINDSHIELD WASHER JETS POWERWASH RELAY
FRONT WIPER
RELAY
688LR120
Wiper Control Switch

The wiper control column switch is located on the right hand side of the steering column and controls all front and rear
wiper functions.
FAST WIPE
PROGRAMMED
INTERMITTENT DELAY / WASH / WIPE
RAIN SENSING SENSITIVITY
VARIABLE ROTARY CONTROL
SLOW WIPE
INTERMITTENT WIPE /
RAIN SENSING
REAR
WASH / WIPE PROGRAMMED
WASH / WIPE
REAR WIPE
FLICK WIPE
688LR121
Moving the switch up 1 position selects intermittent Moving the switch forwards to the first switch position
front wiper operation. The rotary potentiometer on the selects the rear wiper on. The rear wiper will complete 1
stalk selects 1 of 6 delay periods. When a rain/light sen- full cycle and will then operate on an intermittent func-
sor is incorporated into the system, the intermittent position until selected off. The intermittent delay between
tion also initiates wiper operation controlled by the rain/ wipes can be adjusted by selecting the wiper on, then off
light sensor. The sensitivity of the rain/light sensor can and then on again. Moving the switch forward to the sec-
be adjusted by rotating the rotary potentiometer to 1 of ond position selects the programmed rear wash/wipe
the 6 positions. Moving the switch up 1 further position function. The wiper completes 5 full cycles with 3 auto-
selects normal (slow) continuous wiper operation. Mov- matic, short operations of the rear washer pump. The
ing the switch up to the last position selects fast continu- rear wiper then operates in the rear wiper on mode until
ous wiper operation. selected off.
Moving the switch down selects the flick wipe function. The rear wiper also operates continuously if reverse gear
The front wipers will operate at normal speed for as long is selected and the front wipers are on.
as the flick wipe switch position is operated and will stop
The wiper control column switch comprises 8 switch
at the park position when the switch is released.
positions and the intermittent rotary control. The switch
Moving the switch rearwards, towards the driver, selects positions each complete a combination of ground paths
the programmed front wash/wipe function. The wind- to 3 connections on the GEM. The GEM interprets the
shield washer pump will operate for as long as the selected combination of switches and operates the
switch is held. A short operation operates the pump respective function accordingly.
momentarily and the wipers complete 3 full cycles
before stopping. The headlight power washers will oper-
ate if programmed wash/wipe is selected and the head-
lights are on. The power wash function can also be
selected by depressing the button on the end of the stalk.
Front Wipers
The front wiper system comprises: Output control of the wiper motor is through a double-
contact relay. The relay is located in the engine compart-
• Wiper motor and linkage assembly
ment, adjacent to the transfer box control module, behind
• Washer reservoir and pumps the battery. The relay is a tan color for identification.
• Wiper arms and blades
The motor has an internal track, which signals the GEM
Wiper Motor when the wipers have reached the park position. The
The motor assembly comprises a DC motor, which park signal is an open circuit when the wipers are in the
drives a gear wheel via a worm drive attached to the park position. When the wipers are switched off and the
motor spindle. The gear wheel has a central spigot, GEM receives the park position signal from the motor,
which provides the attachment point for the motor crank. the GEM shorts the motor via a relay bridge circuit. This
short circuit has the effect of applying a brake to the
The motor is connected electrically by a 4-pin connector. motor, giving precise positioning of the wiper blades in
The connector supplies 2 battery voltage feeds to the the park position.
motor. The motor has 3 sets of brushes with 1 brush con-
nected to ground. One feed is direct to the motor brush
opposite the ground brush and operates the motor at nor-
mal (slow) speed. The second feed is connected to a
motor brush, which is offset from the ground brush and
operates the motor at fast speed. With the power sup-
plied through this brush, the current flows through fewer
coil windings. This results in a lower resistance to the
current flow to the ground brush and gives a higher
motor rotational speed.
Washer Reservoir and Pumps

The windshield washer system comprises a reservoir, a washer pump, 2 washer jets and hoses.
REAR WASHER
PUMP
HEADLIGHT
POWERWASH
PUMP WINDSHIELD
WASHER REAR WASHER
PUMP PUMP
FLUID LEVEL
SENSOR
HEADLIGHT
POWERWASH WINDSHIELD
PUMP WASHER
PUMP FLUID LEVEL
SENSOR
688LR122
The plastic molded reservoir is located in the LH wheel A hole in the base of the reservoir provides the location
arch, behind the liner and has a capacity of 7 liters (6.2 for the fluid level sensor. The hole provides access to an
qts.). It is secured to the body and front panel with bolts internal tube inside the reservoir, into which the sensor is
and washers. A boss on the reservoir locates in a slot in fitted. The sensor has 2 pegs, which positively locate the
the front panel and provides additional support. sensor in the reservoir when turned through 90°.
The reservoir has 3 recessed holes on its rear face, which The sensor reacts to the influence of a magnetic field. A
provide location for the front, rear and headlight power float, with integral magnet, is located around the tube,
washer pumps. The pumps are push fitted into grommets, inside the reservoir. The sensor has 2 contacts inside a
which seal the pumps in their locations. A hole in the top glass tube, which are normally open. When the fluid level
of the reservoir allows for the fitment of a flexible filler reduces, the magnetic float moves down the tube. When
tube. The hose is routed into the left hand side of the the magnet reaches the sensor contacts, the magnetic field
engine compartment and is sealed with a rubber cap. A closes the contacts. This completed circuit is sensed by the
breather hose is fitted into an elbow on the top of the reser- Light Control Module (LCM), which displays the low
voir and is routed alongside the filler and secured in a clip fluid level message in the instrument cluster.
near the filler cap in the engine compartment.
Heated Windshield Washer Jets Rain/Light Sensor

Two windshield washer jets are located in the rear trim The rain/light sensor is located at the upper edge of the
panel on the bonnet outer surface. The washer fluid feed windshield, behind the interior rear view mirror. The
hose from the front screen pump is connected to a ‘Y’ sensor is mounted on an optical unit which is heat
piece connector located between the 2 jets. Two short bonded to the inner surface of the windshield during
lengths of hose connect the jets to the ‘Y’ piece. Each jet manufacture. If damage occurs to the optical unit or the
contains a Non-Return Valve (NRV) to prevent washer windshield, then a new windshield will be required and
fluid draining back to the reservoir and also to limit the fitment can only be performed by an authorized Land
amount of washer fluid, which can be forced by gravity Rover dealer.
from the jet during cornering.
The rain/light sensor unit attaches to the optical unit via
Each washer jet has 2 ball nozzles, which can rotate in 4 clips which latch onto formed tags on the optical unit.
their housings to obtain the optimum fluid application Positive retention is achieved by 2 retaining clips which
onto the windshield. Each washer jet contains a heater force the clips onto the tags. The retaining clips must be
element, which prevents the fluid freezing in the nozzles withdrawn to facilitate sensor removal.
in very cold conditions. The jet heater elements are con-
The sensor provides information to the GEM, via the K
trolled by the Automatic Temperature Control (ATC)
bus, for the optimum wiper operation for the prevailing
system, which energizes the heater elements when the
conditions to maintain the screen in a clear condition at
ambient temperature falls below 3°C (37°F).
all times. The rain/light sensor is an optical unit, which
Wiper Blade Heating operates on an infrared waveband. The sensor uses the
principle of the laws of reflection on interfacing surfaces
The lower, black, portion of the windshield contains 6
between materials with differing refraction indices.
heating elements, which run from one side of the screen
to the other. These elements are designed to heat the area
CONNECTOR
of the windshield where the wiper blades rest to prevent RECEIVER DIODES
(4)
freezing in cold conditions. FORWARD
LIGHT SENSOR HEATER
ELEMENT
The blade heating elements are controlled by the ATC
system, which energizes the blade heating elements
when the ambient temperature falls below a predeter-
mined temperature. The operation of the blade heating
elements is activated simultaneously with the heated
washer jets.
AMBIENT TRANSMITTER DIODES

LIGHT SENSOR (4)
688LR123
The sensor contains 4 transmitter and receiver diodes for

increased sensitivity and also contains a light sensor for
operation of the automatic headlight function.
Rain/light Sensor Functionality
688JAG133
The rain/light sensor contains transmitter and receiver The software can compensate for the long-term effects
diodes, which transmit and receive infrared light, which is of scratches and stone chips in the area of the optical unit
directed onto the windshield via an optical unit. The light and the short term effects of dirt or smears caused by
is directed at an angle so that the light is reflected 100% on worn wiper blades. A heater element is also contained
the outside surface of the screen and is transmitted back within the rain/light sensor and uses ambient tempera-
into the optical unit. To receive a 100% reflection, the ture K bus signals from the instrument pack to keep the
outer screen surface must be clean and dry. optical unit clear of frost or condensation.
The light is reflected 4 times from when it leaves the The rain/light sensor incorporates a light guide. The light
transmitter diodes to when it is picked up by the receiver guide directs the ambient light and a proportion of the
diodes. If the windshield is wet or dirty in the area of the forward light (from the driving direction) to a light sensi-
optical unit, the clean conditions for 100% reflection tive diode. This is used for the rain sensor sensitivity in
means that some of the light reflected is lost. As the low ambient light levels and is also used to control the
screen becomes dirtier or wetter, the received light is automatic headlight function.
evaluated by the rain/light sensor and translated into a
Intermittent (single wipe), continuous slow, and continu-
signal value. A micro-controller within the sensor moni-
ous fast front wiper operations are controlled by the rain/
tors the change in signal and initiates the appropriate
light sensor when enabled.
wipe cycle via K bus signals to the GEM.
Rear Wiper Headlight Powerwash

The rear wiper system comprises: A powerwash jet for each headlight is located in a hous-
ing on the top surface of the front bumper. The jets are
• Wiper motor and control module assembly
fed with fluid at high pressure from the headlight power-
• Rear washer pump wash pump. A large diameter hose connects each jet to
• Wiper arm and blade the pump. Each connection is secured with a metal clip
Rear wiper and washer operation is controlled by a con- to secure the hose due to the high pressure from the
trol module, which is located with the rear wiper motor. pump. Each jet directs the high-pressure fluid in a wide
The rear wiper operation is remote from the GEM con- spray onto the headlight lens.
trol of the front wiper systems.
The assembly comprises the motor, mounting bracket
and control module. The motor is located on a worm
drive gearbox mechanism, which converts the rotary
motion of the motor output spindle into the required arc
for the rear wiper blade. The control module is integral
with the motor and has 2 plug sockets, which accept 2
multiplugs from the harness. One multiplug has 2.5 mm
diameter wires. Two of the wires supply permanent bat-
tery feed and ground connections for the motor and con-
trol module. The third wire in this plug supplies a power
supply to the rear washer pump. The second multiplug
has 0.35 mm diameter wires and carries signal data from
the wash/wipe control stalk switch and the LCM. There
is also a power input from the CJB.
Front Wipers
The front wiper system has the following functionality:
• Intermittent wipe and delay adjustment or rain/light • Programmed wash/wipe
sensor (if fitted) • Flick wipe
• Normal (slow) speed wipe • Headlight power wash
• Fast speed wipe • Motor blocking protection
Intermittent
Intermittent wiper operation is selected on the wiper control column switch, by moving the switch vertically, to the first
position. The intermittent delay period is adjustable using the rotary switch on the wiper control column switch. The
delay period is also subject to vehicle speed, with the selected delay period decreasing with an increase in road speed.
The rotary potentiometer selects differing resistance values for each position. The potentiometer is connected into a
voltage divider circuit, with a 6.8kOhm resistor located in the GEM. The power supply to the voltage divider circuit is
limited to 6.5V.
This reduced voltage is used by the GEM to determine the position of the rotary switch as follows:
Rotary Switch
Position Resistance Min. Voltage Max. Voltage Typical Voltage
Error – Ground < 0.2 kOhm — — < 0.18V
1 2 kOhm ± 750 Ohm 1.00V 1.89V 1.48V
2 4 kOhm ± 750 Ohm 2.08V 2.70V 2.41V
3 6 kOhm ± 750 Ohm 2.80V 3.27V 3.04V
4 8 kOhm ± 750 Ohm 3.32V 3.69V 3.51V
Error – Positive > 20 kOhm — — 4.88V
The intermittent delay is also influenced by the road speed of the vehicle using a signal value derived from the ABS
control module on the K bus. The time delay periods for vehicle stationary and when moving at different speeds are
shown in seconds in the following table:
Vehicle Speed
Rotary Switch 4 mph 4 – 19 mph 19 – 44 mph 44 – 62 mph 62 – 87 mph > 87 mph > 112 mph
Position (6 km/h) (6 – 30 km/h) (30 – 70 km/h) (70 – 100 km/h) (100 – 140 km/h) (140 km/h) (180 km/h)
Error – Ground 20 6 5 4 3 3 3
1 26 19 17 15 15 13 13
2 17 12 11 10 9 7 7
3 10 6 6 5 4 3 3
4 5 3 3 2 2 2 2
Error – Positive 8 6 5 4 3 3 3
The rotary switch positions also influence the operation of the rain/light sensor (when fitted) by adjusting its sensitiv-
ity. Refer to the following rain/light sensor operation section for details.
Normal (Slow) Speed The sensitivity of the rain/light sensor can be adjusted by
The normal (slow) speed continuous wiper operation is the driver using the intermittent rotary switch on the
selected by moving the switch vertically to the second wiper stalk. Six sensitivity levels of the sensor can be
detente position. The wipers will operate continuously selected which has the effect of increasing or decreasing
when the vehicle is moving. When the vehicle is station- the wiper delay period, allow driver adjustment for the
ary (less than 4 mph (6 km/h)), the GEM operates the prevailing conditions. When several continuous wipe
wipers in the intermittent mode, using a 3 second inter- cycles have taken place, the sensor will maintain the
mittent delay period. continuous operation to avoid switching back to inter-
mittent from a continuous wipe and back again.
Fast Speed
The fast speed continuous wiper operation is selected by The rain/light sensor receives vehicle speed information
moving the switch vertically to the third detente posi- from the ABS control module via the instrument pack on
tion. The wipers will operate continuously at fast speed the K bus every 2 seconds. The sensor increases the sen-
when the vehicle is moving. When the vehicle is station- sitivity as the speed increases to optimize wiper opera-
ary (less than 4 mph (6 km/h)), the GEM operates the tion. When the vehicle speed is reduced to less than 5
wipers in normal (slow) speed mode. mph (8 km/h), the sensitivity is automatically reduced.
Below this speed the wipers will only operate continu-
Rain/Light Sensor ously in very heavy rain.
The rain/light sensor is active when the wiper column
control switch is in the intermittent position. The rain/ Wash/Wipe
light sensor suspends wiper operation when the area of Moving either the wiper column control switch forwards
the windshield for the rain/light sensor is dry and oper- or pressing the switch end button selects front wash/
ates the wipers continuously (fast or slow speeds) when wipe. Both switch positions are non-latching and the
the windshield is subject to heavy rainfall. windshield washer pump is operated for as long as the
switch is active. If the switch is only momentarily oper-
If the ignition is switched off and the wiper column con- ated (less than 300 ms), only the washer pump operates.
trol switch remains in the intermittent position, the GEM If the switch is activated for more than 300 ms, the GEM
will suspend rain/light sensor operation until intermittent also powers the wiper motor after a 0.5 second delay.
operation is reselected, an adjustment of the rotary The GEM monitors the wash/wipe switch operation and
switch is made or programmed wash/wipe is selected. after the switch is released, the GEM allows 3 full wipe
cycles to clear the screen.
Reservoir Level Sensor Wiper Motor Blocking Protection

The sensor cannot determine the precise amount of fluid The wiper park signal is also used by the GEM for
in the reservoir, but can detect when the fluid level has blocking protection of the front wiper motor. This fea-
fallen below a certain point. When the fluid level is low, ture protects the motor in the event of the wiper opera-
the magnetic float closes the sensor contacts, completing tion being obstructed.
a circuit through the sensor. This completed circuit is
If the GEM does not receive the wiper park signal for a
sensed by the LCM, to which the sensor is directly con-
period of 16 seconds, when the wiper motor is active, the
nected.
GEM removes the power supply to the motor. The motor
The fluid level sensor is monitored continuously by the is disabled for a period of 3 minutes or until the ignition
LCM. The LCM checks the fluid level sensor when the is switched off and on again. Even after the 3 minute
ignition is switched on to give the driver an early warn- period has elapsed, the GEM will not automatically
ing of the low fluid level. The LCM then monitors the switch the motor on, to prevent the risk of injury. The
sensor value over a 25 second period when the ignition wiper switch must be moved off and then on to reacti-
is on to prevent invalid messages due to fluid ‘sloshing’ vate the wiper motor. The blocking protection is active
in the reservoir. in all wiper switch positions and can only be reset by
turning the ignition off.
When the LCM determines a low fluid level, a signal is
transmitted on the I bus to the instrument cluster to illu-
minate the ‘WASHER FLUID LOW’ message in the
instrument cluster message centre. The first illumination
of this message is accompanied by a ‘gong’ sound to
alert the driver to the low fluid level.
Heated Windshield Washer Jets

The heated washer jets are controlled by the ATC system
and a heated washer jet relay in the passenger compart-
ment fusebox. The ATC receives ambient temperature
from the instrument pack on the K bus.
When the ignition is switched on and the ATC system
detects an ambient temperature of less than 3°C (37°F),
the ATC system completes a ground path for the coil of
the heated washer jet relay. This allows battery voltage
to pass through the relay contacts and operate the heater
elements. The ATC maintains the power to the heater
elements for as long as the ignition remains on or the
ambient temperature remains below 6°C (42°F). If the
ambient temperature increases to 6°C (42°F) or above,
the ATC system removes the ground for the relay coil,
de-energizing the heater elements.
The ATC system will also prevent heated washer jet
operation if the battery voltage falls to below 11.4V. This
is to relieve loads on the battery and alternator when
electrical loads are high. Heated washer jet operation
will be resumed when the battery voltage exceeds 12.2V.
Rear Wiper
The rear wiper has the following functionality: Intermittent Adjustment
• Intermittent operation The intermittent interval time of the rear wiper can be
adjusted by the driver to wipe at between 1 and 30 sec-
• Adjustable intermittent wipe period
ond delays. Adjustment is performed by switching the
• Continuous reverse wipe function. rear wiper on for a short time and then off again. The
Wiper Operation next switching on of the rear wiper determines the delay
period. The time lapse between the off and the next on
The rear wiper is operated by the wiper column control
signal is sensed by the control module which sets this
switch. Pushing the switch forward to the first latching
period as the requested time interval between wipes. If
position switches on the rear wiper. Moving the switch
the next on signal is more than 30 seconds after the off
forward again to the non-latching position operates the
signal, the control module sets the time interval to the
rear wash/wipe function.
maximum 30 seconds.
When the rear wiper is selected on, the wiper is operated
in an intermittent mode, performing 1 complete wipe Rear Wiper Motor Blocking Protection
cycle at regular intervals. When reverse gear is engaged The rear wiper control module contains similar logic to
the rear wiper control module receives a reverse signal the GEM to protect the rear wiper motor in the event of
from the LCM. If the rear wiper is on, the control mod- the wiper operation being obstructed.
ule operates the rear wiper continuously. The continuous
wipe will continue until, reverse gear is disengaged or
the rear wiper is switched off.
When rear wash/wipe is selected, the control module
powers the washer pump for as long as the switch is
held. When the switch is released, the control module
initiates 5 complete wipe cycles. The first 3 wipe cycles
are each accompanied by a 0.5 second operation of the
rear washer pump. The final 2 cycles are to clear the tail
door window and do not have a washer pump operation.
If intermittent remains selected, the rear wiper continues
in intermittent mode.
Headlight Powerwash Diagnostics

Headlight powerwash is only active when the headlights The data link connector (DLC) allows the transfer of
are switched on and the ignition is on. The power wash- information between the GEM, the rain/light sensor and
ers are controlled by the GEM, which limits their opera- IDS. The DLC is located in the fascia, in the driver’s
tion to preserve washer fluid in the reservoir. side stowage tray. The socket is secured in the fascia and
With the ignition and lights on, headlight powerwash is protected by a hinged cover.
activated on the first operation of the wiper column con- The rain/light sensor can store trouble codes, which can
trol switch in the wash/wipe position. The GEM then be used to diagnose faults or non-function of the rain/
suspends headlight powerwash activation for the next 4 light sensor. The faults are stored in a non-volatile mem-
operations of the wash/wipe switch, with the headlight ory, which retains the logged trouble codes even when
power washers activated on the fifth operation of the the power supply is disconnected. If a rain/light sensor
switch. fault prevents the sensor from operating, the GEM will
The GEM monitors the operation of the wash/wipe control wiper operation as if a rain/light sensor is not
switch and maintains a counter to restrict headlight pow- installed in the system.
erwash operation to every fifth operation of the wash/ The GEM monitors all inputs and outputs relative to the
wipe switch. The GEM also maintains a timer, which wiper system and other GEM controlled functions. If a
prevents a second operation of the headlight powerwash fault is detected, a code applicable to that fault is stored
within a 3-minute period. The counter and timer are reset in a fault log. Two fault logs are provided within the
when the ignition is switched off. GEM for internal and external faults. The GEM is capa-
When headlight powerwash is active, the GEM ener- ble of detecting open and short circuits and also incorrect
gizes the powerwash pump twice per cycle. The head- K bus messages.
light powerwash pump is powered for a 0.5 second
period. The GEM then initiates a 2 second delay before
powering the headlight powerwash pump for a second
0.5 second period.
If the washer reservoir fluid level becomes low, the
LCM, which monitors the fluid level, sends a message
via the I bus, instrument cluster and K bus to the GEM,
which suspends headlight powerwash operation to pre-
serve the remaining washer fluid.
Wiper and Washer Control
1 2 3 4
5
6
26
24
8
9
25
10
22
11
23
20 19 12
21 13
17 14
18
16 15
A B C K
688LR124
A Hardwired 7 Rain/light sensor 17 Heated washer jets and screen blade heater relay
B K bus 8 Fuse 5A 18 Fuse 30A
C Diagnostic DS2 bus 9 GEM 19 LH headlight power wash jet
K I bus 10 DLC 20 RH headlight power wash jet
1 Front wiper motor 11 Ignition switch 21 Headlight power wash pump
2 Fuse 20A 12 CJB 22 Windshield washer pump
3 Front wiper relay 13 ATC module 23 Headlight power wash relay
4 Lighting Control Module (LCM) 14 Heated blade screen elements 24 Rear screen washer pump
5 Fluid level sensor 15 LH heated washer jet 25 Rear wiper motor and control module
6 Instrument cluster 16 RH heated washer jet 26 Wiper control column switch
Windows LM Body Electrical Systems
WINDOWS
Windshield
The windshield has 2 separate heating systems. Green The following should be noted when replacing the wind-
tinting with an anti-glare strip, and infrared reflecting shield:
glass are available as options.
• Ensure that the windshield is electrically discon-
NOTE: A heated windshield is not available on vehicles nected
fitted with infrared reflecting glass. • Before and during fitting the windshield ensure that
Vertical fine-wire multi-strand elements are fitted the heater elements foil connectors are taped back to
between the glass laminations to de-ice and de-mist the avoid damage to the connectors
windshield. At the bottom of the screen 6 horizontal • Avoid excessive use of sealant. When correctly fitted
heating elements bonded to the interior glass surface pre- the sealant bed should not exceed 5 mm in thickness.
vent the wiper blades freezing to the windshield during
adverse weather conditions.
The windshield is supplied with the heating element flat
foil connectors fitted to a molded sealed terminal block.
This terminal block is wired to a connector for connect-
ing to the vehicle harness.
LM Body Electrical Systems Windows
HEATED WIPER HEATED WIPER

CONNECTOR CONNECTOR
HEATED WINDSHIELD HEATED WINDSHIELD
CONNECTOR CONNECTOR
688LR126
Rear Window
Heating elements and an antenna for the audio system The following should be noted when replacing the rear
and central locking systems are fitted to the inner surface window:
of the rear glass. The heating element is connected by 2
• Ensure that the screen is electrically disconnected.
lucar terminals while the antenna is connected to the
vehicle by a 2-pin connector at the top of the screen. • Avoid excessive use of sealant. When correctly fitted
the sealant bed should not exceed 5 mm in thickness
Power Windows
Electric windows are installed in all 4 doors. The front Anti-Trap Sensors
windows are controlled by their respective door modules An anti-trap sensor is installed along the top of each win-
integrated into the window switch packs. The rear win-
dow aperture, just outside the travel path of the window
dows are controlled by the GEM. The GEM and the door
glass. Each anti-trap sensor consists of a rubber covered
modules communicate with each other on the P bus.
contact strip connected to ground and to a power supply
Window operating features are market dependent and from the door modules (front windows) or GEM (rear
include one-shot opening and closing, convenience windows). When the anti-trap sensor is pressed the resis-
opening and closing, and anti-trap. Market options for tance across the contact strip is reduced. If a window is
window operation are set centrally in the GEM. being closed and the door module/GEM detects a drop
Individual window switches are installed in each of the 3 in resistance across the associated anti-trap sensor, it
passenger doors. Window switches for all of the win- immediately (in less than 20 milliseconds) reverses the
dows, and a child lock switch to isolate the rear win- window.
dows, are installed in the driver’s door.
All of the window switches have 2 switching positions
in each direction. The first switching position operates
the window in the inching mode, where the window
moves until the switch is released or until it reaches the
fully open or closed position. The second switching
position operates the window in the one-shot mode.
Cable operated window regulators powered by an elec-
tric motor are installed in each of the doors.
LH REAR
WINDOW SWITCH PASSENGER
DOOR MODULE
PASSENGER
WINDOW MOTOR
LH REAR
WINDOW MOTOR
REAR WINDOW
ANTI-TRAP SENSOR (2)
FRONT WINDOW
ANTI-TRAP SENSOR (2)
DRIVER
DOOR MODULE
RH REAR
WINDOW SWITCH
GENERIC
ELECTRONIC MODULE
RH REAR DRIVER
WINDOW MOTOR WINDOW MOTOR
688LR125
Electric window operation using the window switches is Measuring the switch-on current for each switching
enabled while the ignition switch is in positions I and II, operation automatically compensates for changes of load
and for 16 minutes after switching from position I to with varying ambient conditions etc.
position 0. Window operation is immediately disabled
To protect the window motors from overheating if the
when a front door is opened.
end of travel shut off function fails, window motor acti-
When the switches in the driver’s door are used to oper- vation in both directions is limited to 8 seconds.
ate the passenger windows or the child lock, the DDM
(driver door module) outputs a related message on the P Anti-Trap
bus. The passenger door module or the GEM respond to The anti-trap function is enabled for window closing in
the message by operating the appropriate window or the both the inching and one-shot modes. If an anti-trap sen-
child lock function. While the child lock is engaged, the sor is activated while a window is closing, the window
GEM ignores inputs from the rear window switches, and motor is reversed. The reversing time is proportionate to
the driver door module illuminates a LED in the child the preceding closing time and varies between 0.5 and
lock switch. 2.0 seconds.
End of Travel Shut-Off In an emergency, for example if the anti-trap sensor is

faulty, the anti-trap function can be overridden by hold-
End of travel shut-off for the window motors is deter-
ing the window switch in the one-shot closed position.
mined by monitoring the current draw of the motors.
Each time it switches on a window motor, the door mod-
ule or GEM measures the window motor current for 22
milliseconds, in 2 milliseconds intervals. The maximum
value measured within that time is stored as the switch-
on current, which must be 5 A minimum. When the win-
dow motor current next exceeds the switch-on current
minus 2 A, the door module/GEM assumes the window
has reached the end of its travel and, after 0.5 second,
switches off the power supply to the window motor,
even if a window switch is still being activated.
Convenience Opening and Closing Repetition Blocking

Convenience opening and closing is enabled provided To prevent the window motors from overheating, the
the ignition switch is not in position I or above. The win- door modules and the GEM record the run time for each
dows and roof opening panel (where fitted) can be motor they control. The run time, in seconds, is added to
opened and closed in sequence, while unlocking and a counter on completion of each activation, and 1 second
locking the vehicle, using the driver’s door lock or the is deducted from the counter for every 3 seconds the
remote handset. window motor is inactive. If the counter exceeds 60 sec-
onds, no new activation for the window motor is
Convenience closing begins after a time delay of 1.5 sec-
accepted until the counter is below 60 seconds again.
onds when the door lock is held in the lock position or
The only exception is a reversing operation triggered by
the remote handset lock button is pressed and held. The
the anti-trap function, which is always accepted regard-
anti-trap function is enabled during convenience closing.
less of the counter value.
The closing operation also stops immediately the door
lock is released from the lock position or the remote
handset lock button is released. The window motors are
switched in pairs, with the rear ones switched first fol-
lowed 1 second later by the front ones. The roof opening
panel begins closing when all of the windows are closed
or 3.5 seconds after convenience closing started, which-
ever occurs first.
North American Specification (NAS) vehicles leave the
factory with convenience closing configured ‘OFF’.
This feature can be configured ‘ON’ using the customer
personalization feature.
Convenience opening begins after a time delay of 2.5
seconds when the door lock is held in the unlock posi-
tion or the remote handset unlock button is pressed and
held. The opening operation stops immediately the door
lock is released from the unlock position or the remote
handset unlock button is released. The window motors
are switched in pairs, with the front ones switched first
followed 1 second later by the rear ones. The roof open-
ing panel begins opening 3.5 seconds after convenience
opening started.
Operating the windows and roof opening panel in
sequence allows a degree of selective operation, e.g. the
windows can be closed and the roof opening panel left
open when locking the vehicle and using convenience
closing.
Window Control
1 2 3 4 5
21
7
20 6
19 18
8
16
17
15 11
10
13 12
14
A B C M
688LR127
A Hardwired 5 Driver window anti-trap sensor 14 LH rear window motor

B K bus 6 Driver door module 15 LH rear window anti-trap sensor
C Diagnostic DS2 bus 7 Driver window motor 16 LH rear window switch
M P bus 8 Fuse 60, CJB 17 GEM
1 Ignition switch 9 Instrument cluster 18 Radio Frequency (RF) receiver
2 Passenger window anti-trap sensor 10 DLC 19 Fuse 41, CJB
3 Fuse 24, CJB 11 RH rear window motor 20 Passenger door module
4 Fuse 11, CJB 12 RH rear window anti-trap sensor 21 Passenger window motor
13 RH rear window switch
LM Body Electrical Systems Roof Opening Panel
ROOF OPENING PANEL

The roof opening panel is electrically operated by a 3- The worm drive drives a gear in a cast housing attached
way switch located on the forward interior light assem- to the end of the motor. The gear has a small pinion gear
bly. The roof opening panel drive unit moves the roof attached to the outer part of its spindle. The pinion
opening panel to the tilt open or closed positions. The engages with the spiral cables to form a rack and pinion
unit is actuated by the integrated roof opening panel con- drive. Rotation of the motor turns the pinion which in
trol electronics. turn drives the cables in the required direction.
Two cables are attached to either side of the pinion. One
ACCESS PANEL SWITCH
end of each cable is attached to the guide. The opposite
end is clamped in its position on the pinion by a riveted
bracket. The cables run in metal tubes to the guides. As
the roof opening panel is closed, the cables are pulled
through the metal tubes. The displaced cable is guided
into plastic tubes which protect the cable and prevent it
snagging. The cables are made from rigid spring steel
and therefore can push as well as pull the roof opening
panel along the guides.
688LR139
Control Module
The roof opening panel control module is integral with
The roof opening panel drive unit is accessible by the drive motor, and is mounted behind the headlining at
removing the motor access panel (integral with the for- the front of the vehicle. The control module connects to
ward interior light assembly). The drive unit is mounted the vehicle wiring via a 13-pin electrical connector. The
ahead of the roof segment between the roof liner and software contained within the control module is config-
lower frame section of the roof opening panel. It com- ured to meet individual national regulations.
prises a motor with add-on reduction gear (worm drive), The control module communicates to the GEM and both
two Hall-effect integral position sensors and integrated front door modules via the P bus.
control circuit.
Roof Opening Panel LM Body Electrical Systems
Anti-Trap Initialization
The anti-trap feature is configured to meet the specific Initializing the roof opening panel allows the control
requirements of individual national regulations. The sys- module to learn the end positions of the motor’s travel.
tem operates by monitoring the torque output of the slid- Hall sensors in the motor provide pulses for motor spin-
ing/tilting roof opening panel drive. It operates when the dle rotation. The control module counts the pulses and
roof opening panel is closing and the opening is greater determines where the panel is by memorizing the stored
than 4 mm. To ensure that the roof opening panel fully pulses.
closes it is disabled for the last 4 mm of travel.
If the system is not initialized, the roof opening panel
If activated, the anti-trap feature returns to roof opening will only operate in the tilt up and slide close positions.
panel to the point at which the close selection was ini- To initialize the roof opening panel:
tially made.
– Using the switch, move the roof opening panel to the
The control module disables the anti-trap feature when full tilt position and hold for 20 seconds.
emergency closing (panic mode) is selected. – Release the switch.
Sleep Modes – Using the switch, close the roof opening panel.
To reduce the current consumption of the vehicle, the – Using the switch, slide the roof opening panel fully
roof opening panel control module switches to an elec- open, then fully closed.
tricity-saving mode after receiving the message ‘Go to
Sleep’ from the GEM via the P bus. In this condition Diagnostics
manual operation of the roof opening panel will result in The roof opening panel control module has a built in test
the loss of its absolute position. If this occurs, the roof function to allow self-checking and self-diagnosis.
opening panel will require re-initializing.
Exchange of data with IDS takes place via the GEM and
The electricity-saving mode is exited on receipt of a the P bus. It can be used to identify 3 possible faults:
message from the GEM via the P bus.
• Mechanical stiffness (fault in the roof opening
Shutdown panel unit)
During the engine cranking process (ignition position • Implausible input signals (control fault)
III), the GEM requests the roof opening panel control • Electronic fault
module to inhibit roof opening panel operation via the P
bus. Any requested movement is halted until the ignition
switch is returned to position II.
If the voltage supplied to the roof opening panel control
module drops below 9.5 V, any one-touch operation cur-
rently in progress will be terminated and no new roof
opening panel movement will be initiated.
LM Body Electrical Systems Roof Opening Panel
Roof Opening Panel Control
4
5
A M
688LR128
A Hardwired 3 Roof opening panel control module

M P bus 4 GEM
1 Battery 5 Ignition switch
2 Roof opening panel switch 6 Fuse panel
Parking Aid LM Body Electrical Systems
PARKING AID
The parking aid system provides an audible warning to the driver when any obstacles are in the path of the vehicle
during forward and reverse parking maneuvers. The system consists of 4 ultrasonic parking aid sensors in each
bumper, a control module, a sounder and a switch. The system also uses the sounder driven by the instrument cluster.
FRONT
SENSORS
PARKING AID
SOUNDER
REAR
SENSORS
PARKING AID
SWITCH
PARKING AID
MODULE
688LR129
LM Body Electrical Systems Parking Aid
At low speed, the parking aid module uses the sensors to view image displayed on the touch screen display to
monitor the area around the bumpers, and then outputs a assist when reversing the vehicle.
warning on the parking aid sounder or the instrument
The rear view camera is located under the rear spoiler on
cluster sounder if an object is detected within a moni-
the upper tail door, adjacent to the center high mounted
tored area. As well as detecting solid objects such as
stop light. The camera is connected directly to the touch
posts, walls and other vehicles, the system can also
screen display via a co-axial cable; it transmits a wide
detect less solid objects such as a wire mesh fence.
angle, color image of the area at the rear of the vehicle
Objects close to the ground may escape detection but,
which is displayed on the touch screen display when
because of their low height, will not foul the vehicle.
reverse gear is selected.
Some vehicles may also be fitted with a rear view cam-
era. The rear view camera provides the driver with a rear
REAR VIEW CAMERA

TOUCH SCREEN DISPLAY
688LR130
Component Description
Parking Aid Sensors Parking Aid Sounder
The ultrasonic parking aid sensors are transceivers The parking aid sounder produces the audible warnings
which are installed in inserts in the bumpers. All 8 sen- with which the parking aid module informs the driver of
sors are identical and keyed to the inserts to ensure cor- system status and objects detected at the rear of the vehi-
rect orientation. cle. The parking aid sounder is installed behind the trim
in the RH side of the luggage compartment, on the
When the system is active, the sensors transmit ultra-
underside of the shelf.
sonic pulses. Any reflections from the pulses received by
the transmitting and adjacent sensors are then converted The chime produced by the parking aid sounder has a
to digital format and output to the parking aid module. lower tone than that produced by the instrument cluster
sounder (which is used to warn of objects detected at the
Parking Aid Module front of the vehicle), to enable the driver to differentiate
The parking aid module is located next to the AJB, behind between the two.
the trim in the RH side of the luggage compartment.
Parking Aid Switch
Inputs and Outputs
The parking aid switch is a non latching push switch
Three connectors provide the interface between the installed on the center console for selecting the system
parking aid module and the vehicle wiring. The parking on and off. When pressed, the switch connects a ground
aid module is powered by an ignition supply from the to the parking aid module. An orange LED above the
CJB. In addition to hardwired connections with the park- switch indicates when the parking aid system is active.
ing aid sensors, parking aid sounder and power supply, The LED is activated by a power feed from the parking
the parking aid module communicates with the instru- aid module.
ment cluster on the I bus. I bus communication is used
for diagnostics and for system operation. System opera-
tion related I bus messages include:
I Bus Messages
Message From To
Road speed ABS module Parking aid

module
Reverse gear status TCM Parking aid

module
Trailer status LCM Parking aid

module
Ambient temperature Instrument Parking aid

cluster module
Instrument cluster Parking aid Instrument
sounder request module cluster
When the ignition switch is in position II and either Park Distance Control Detection Areas
reverse gear is selected or the parking switch is pressed, When it activates the system, the parking aid module
both sets of acoustic sensors are activated. The parking illuminates the indicator LED in the parking aid switch,
aid module only activates the system if reverse is switches on the parking aid sensors and generates a sin-
selected for more than 1 second, to avoid nuisance audi- gle chime on the parking aid sounder and the instrument
ble warnings when the gear selector lever is being cluster sounder to indicate the system is active. The
moved between Drive and Park. The rear sensors are parking aid module then processes the distance readings
disabled when a trailer is connected to the vehicle. from the sensors to determine if there are any objects
within the detection areas.
600 mm (23.5 in) 600 mm (23.5 in)
700 mm (27.5 in) 1500 mm (59.0 in)
250 mm (10.0 in) 250 mm (10.0 in)
INTERMITTENT TONE
CONTINUOUS TONE
FRONT REAR
688LR133
If there are no objects in the detection areas, there are no After the initial detection of an object, if there is no decrease
further audible warnings. If an object is detected, in the distance between the object and the vehicle:
repeated audible warnings are produced on the parking
• If the object is detected by one of the central acoustic
aid sounder or the instrument cluster sounder as appro-
sensors the time delay between audible warning
priate. The time delay between the audible warning
tones remains constant
tones decreases as the distance between the detected
object and the vehicle decreases until, at approximately • If the object is detected by a corner transducer the
250 mm (10 in), the audible warning tone is continuous. audible warning tones stop after approximately 3
seconds.
The audible warning tones are discontinued when the Diagnostics

gearbox selector lever is moved out of reverse, but will
The parking aid module performs self-check routines
restart if the parking aid module detects a decrease in the
and checks the system wiring for short and open circuits.
distance between the vehicle and an object.
While the system is active the parking aid module also
System operation is cancelled when the parking aid switch monitors the data from the parking aid sensors.
is pressed or the ignition is switched off. System operation
If a fault is detected, a related DTC is stored in the non
is also cancelled if the vehicle travels more than 50 m (164
volatile memory of the parking aid module and the front
ft) or forward speed exceeds 19 mph (30 km/h).
sensors, the rear sensors or the complete system is dis-
The parking aid module software incorporates routines abled, as appropriate. To advise the driver of the failure,
that compensate for the effect of ice, frost and rain on the the parking aid module flashes the indicator LED at 2 Hz
parking aid sensors. Ice compensation occurs if the and sounds a continuous warning tone for 3 seconds, in
ambient temperature is less than 6°C (43°F). place of the normal short tone, when the system is acti-
vated.
Rear View Camera
DTCs can be accessed using IDS, which communicates
When reverse gear is selected, the transmission control
with the parking aid module via the instrument cluster
module (TCM) provides a reverse gear signal to the inte-
and the I bus.
grated head unit over the high speed CAN bus. On
receipt of the reverse gear signal, the integrated head unit
will instruct the touch screen display to display the
image from the rear view camera.
The rear view camera image is not displayed under the
following circumstances:
The transmission is in ‘D’ drive and the vehicle speed is
more than 16 km/h (10 mph)
‘D’ drive has been selected on the transmission for more
than the 15 seconds time-out period and the vehicle
speed is less than 16 km/h (10 mph).
The rear view camera is selected by moving the trans-
mission selector lever to ‘R’ reverse. The touch screen
display changes automatically to rear view camera dis-
play. The rear view camera image can be cancelled at
any time by pressing the ‘return’ icon in the top right
hand corner of the touch screen display.
When the rear view camera is active, a disclaimer is dis-
played across the top of the touch screen display to warn the
driver to take care when performing reverse maneuvers.
Parking Aid Control

Parking Aid System Control Diagram
1 3 4
10
11
10
6
10
10 8
9 9 9 9
A C D K
688LR131
A Hardwired 2 Fuse 6, CJB 7 Instrument cluster sounder

C Diagnostic DS2 bus 3 Parking aid switch 8 DLC
D HS CAN bus 4 Parking aid sounder 9 Front parking aid sensors
K I bus 5 ABS module 10 Rear parking aid sensors
1 Ignition switch 6 Instrument cluster 11 Parking aid module
Rear View Camera Control Diagram
1 2
8 3
7 5
4
A D N
688LR132
A Hardwired 2 Touch screen display 6 Fuse 12, AJB

D HS CAN bus 3 Rear view camera 7 TCM
N MS CAN bus 4 Integrated head unit 8 Fusible link 2, CJB
1 Battery 5 Instrument cluster 6 Fuse 12, AJB
LM Body Electrical Systems Seats
SEATS
Several variants of driver and passenger seat are available:
• Driver seat with 12-way adjustment on HSE • Driver and passenger seat with 14-way adjustment
• Passenger seat with 10-way adjustment on HSE on 2007 MY onward Luxury Interior Package (stan-
dard on Supercharged vehicles)
• Contour seat with 16-way adjustment on 2006 MY
Luxury Interior Package
The front seats are fitted with the seat belt bolted to the seat rail. The frames are common to both variants and are
equipped with the following:
• Seat control switches • Seat forward and rearward adjustment
• Cushion front height adjustment • Side air bag module
• Cushion rear height adjustment • Backrest heating
• Cushion front tilt adjustment • Cushion heating
• Backrest adjustment Climate-Controlled Seats™ are available as an option on
• Head restraint adjustment high-line vehicles.
• Lumbar adjustment
SEAT SWITCH PACK /

CONTROL MODULE
GENERIC
ELECTRONIC MODULE
SEAT RELAY
688LR134
WARNING:
Prior to removal of the front seats and before disconnecting the front seat wiring harness electrical con-
nectors (which includes the side air bag module electrical connectors), the battery ground cable should
be disconnected and a period of at least 1 minute allowed to elapse. The same amount of care should be
taken when handling and storing the front seats, as would be taken when handling and storing air bag
modules.
Seats LM Body Electrical Systems
Both variants of the front seats are fitted with a manually A separate switch controls the lumbar adjustment.
adjustable folding armrest on the inboard side of the
Manual adjustment of the seat position can be carried
seat. The memory recall functions are also available on
out at any time, having priority over memory recall. For
higher specification vehicles.
more information regarding seat operation, refer to the
The driver and passenger front seats, although almost Owner’s Handbook.
identical, have some unique components. The front
driver seat has a seat position sensor and the front pas- Lumbar Adjustment
senger seat has a seat occupant classification system.
These components form an integral part of the Supple-
mental Restraint System (SRS).
Both outboard rear seats are equipped with seat cushion
heaters.
SOLENOID
Front Seat Control Switches
BLADDER
UPPER BACKREST AND

MEMORY STORE AND HEAD RESTRAINT ADJUSTMENT
PRESET BUTTONS
CUSHION
FORE / AFT / HEIGHT / ANGLE
ADJUSTMENT
PUMP
688LR138
The lumbar pump inflates a bladder in the backrest,

SEAT BACKREST LUMBAR SUPPORT which provides extra support for the seat occupant. With
ADJUSTMENT ADJUSTMENT
688LR135
no load on the seat it takes approximately 10 seconds to
completely inflate the bladder. With a load of 25 kg (55
The switch pack is mounted on the seat valance of the lb) it takes approximately 15 seconds to inflate the blad-
driver and passenger seats and provides movement in the der. A pressure cut off switch in the system will operate
following axis: at 0.12 to 1.93 bar (1.8 to 28 lbf. in2). The lumbar blad-
der can be replaced independently of the pump.
• Seat forward/rearward adjustment
• Seat height adjustment
• Seat angle adjustment
• Backrest angle adjustment
• Head restraint height adjustment (electric for hi-line
and manual for lo-line)
Head Restraint Adjustment
HEAD RESTRAINT MOTOR
688LR136
Front Seat Control Components Memory Control

Seat position is monitored by the seat module using seat The memory control module can store up to 3 different
track position Hall sensors incorporated into the motors. driver seating, mirror and steering column positions for
Seat memory is standard on the driver’s seat. Each seat each key.
memory can be configured for 3 personality positions,
The memory control module, located within the driver
which are set using the seat memory switch and stored in
switch pack, relies upon a number of inputs to control
the driver seat module.
various outputs. As with all electronic control modules,
The switches for electrically adjusting the seats are located the unit needs information regarding the current operat-
in the seat pack on the seat valance. The seat module is ing conditions of the engine and other related systems
integral to the switch pack and controls the movement of before it can make calculations, which determine the
the seat via hard-wired connections to the motors. appropriate outputs.
Seat Motors All memory values are stored in the non-volatile mem-
ory, EEPROM. The current motor positions, which are
The seat motors are permanent magnet motors. Two pins
monitored by the control modules integral Hall sensors,
within the seat switch pack control the motors. Both pins
are stored in the EEPROM. If a loss of power occurs,
are connected to ground. Operating a switch in one
upon power reconnection the current motor position are
direction will apply voltage to that pin while the other
recalled from the memory and adopted as the current
pin remains connected to ground. Operating the switch
positions. This will allow the relative memory positions
in the opposite direction reverses power and ground to
to be retained without any need to re-calibrate. The
the motor allowing the motor to run in the opposite
memory control module checks the integrity of all data
direction.
stored in the EEPROM each time it exit’s stand-by
The seats can be manually adjusted at any time. Posi- mode. In the event that the data is corrupt, the control
tioning is interrupted if manual adjustment is required module adopts the default values for all of the program-
during automatic adjustment (memory recall). The man- ming options. All memory positions are deemed as
ual adjustment is not effective before the switch is oper- invalid and the software will perform as if there are no
ated again. memory positions stored. Following the procedure for
Due to the sequential activation of the drive motors, the storing a memory position again will reset the relevant
switch requests are prioritized in the following order: memory and allow full functionality.
• Forward/rearward adjustment
• Backrest
• Height
• Angle
• Head restraint
• Backrest head
• Steering column angle
• Steering column forward/rearward adjustment
Memory Function Stall Detection

Controlled by the memory module, the memory function Seat, steering column and mirror motors are deemed to
stores and recalls the position of the driver’s seat, the have stalled if there is no change in the inputs that are
steering column and the exterior mirrors. received from the corresponding feedback sensors while
that axis is being driven.
The memory recall functions are:
If a stall condition is detected then the drive to that axis
• Forward/backward adjustment
is cancelled for the remainder of that memory operation
• Seat height (memory recall) or until the switch is re-selected (man-
• Seat angle ual movement).
• Backrest angle If the motor movement has stopped due to loss of sensor
• External mirror adjustment feedback, either, stall or sensor failure, then that axis may
• Steering column adjustment be activated again, to move past the stall position, by re-
selecting the appropriate switch. This allows control of the
The seat, steering column, and exterior mirrors will
motor to be maintained if sensor feedback is lost.
move to the stored position whenever the relevant mem-
ory-recall button in pressed. Upon re-selection of movement, if sensor pulses are
detected then the motor will continue to be driven until
For more information regarding the operation of the
the switch is released or another stall condition is
memory function, refer to the owner’s handbook.
detected. If sensor feedback is not detected then the
NOTE: Seat, steering column and exterior mirror move- motor is only driven for 0.5 second and then stops until
ment will be halted if any seat adjustment switch the switch is released and then pressed again, when a
(including memory buttons) or the steering column further 0.5 second of activation is permitted, and so on.
adjustment switch is moved or pressed. To re-start
For all seat motor and steering column manual move-
movement of these, the relevant seat memory button will
ments, whenever a motor is driven and a stall occurs, the
need to be pressed again.
memory control module records the position at which
Easy Entry/Exit the stall occurred. If movement occurs beyond a stall
position, then that position is erased from the control
The ‘Easy Entry/Exit’ mode provides automatic move-
modules memory. This will always allow movement
ment of the steering column to allow easier entry to or
past a previously recorded stall position once movement
exit from the vehicle.
has been registered beyond that position. This is the case
NOTE: If the adjustment switch is moved during entry/ for both manual and memory movement.
exit operation, steering column movement will stop.
When the key is inserted in the ignition the steering col-
umn will return to their previous positions. If, however,
the memorized driver position has been changed (using
the seat memory switches or another key transmitter), the
steering wheel and seat will move to the new position.
When the ignition key is removed, the steering column
will move to the uppermost rake.
Heated Seats
Front Seats
The seat heater elements are located in the seat cushion Temperature Control (ATC) module to raise or lower the
and backrest. The cushion and backrest heater elements voltage to the seat heater elements to raise or lower their
are wired in series. The cushion heater element has an temperature.
input feed from the temperature control unit and an out-
An ignition feed is supplied to each sensor via the rele-
put to the backrest heater element, which outputs to
vant seat heater switch.
ground.
CAUTION:
The seat heaters are thermostatically controlled and will
operate intermittently to maintain a predetermined tem- The seat heaters consume considerable power
perature. The indicators in the switches will remain illu- from the battery. For this reason, they should
minated until the heaters are either manually turned off, only be operated while the engine is running.
or the starter switch is turned off. Operation of the heated seats is controlled by the ATC
Feedback of the seat temperature is via a Negative Tem- module. Two push-button switches are mounted in the
perature Coefficient (NTC) sensor within the seat cush- ATC module panel. Each switch has 2 integral Light
ion. The resistance of this sensor changes with the Emitting Diodes (LED) to display the level of heating
temperature of the seat cushion allowing the Automatic selected.
SEAT BACK
HEATER
SEAT CUSHION
HEATER
SEAT HEATER
SWITCHES
07NPRR004 07NPRR005
Rear Seats
The rear seat heater elements are located in the outboard CAUTION:
seat cushion and backrest. The cushion and backrest The seat heaters consume considerable power
heater elements are wired in series. The cushion heater from the battery. For this reason, they should
element has an input feed from the heater switch and an only be operated while the engine is running.
output to the backrest heater element, which outputs to
Operation of the heated seats is controlled by the ATC
ground.
module. Two push-button switches are mounted at the
The seat heaters are thermostatically controlled and will rear of the floor console. Each switch has 2 integral
operate intermittently to maintain a predetermined tem- Light Emitting Diodes (LED) to display the level of
perature. The indicators in the switches will remain illu- heating selected.
minated until the heaters are either manually turned off,
or the starter switch is turned off.
Feedback of the seat temperature is via a NTC sensor
within the seat cushion. The resistance of this sensor
changes with the temperature of the seat cushion allow-
ing the rear seat heater switch pack to raise or lower the
voltage to the seat heater elements to raise or lower their
temperature.
An ignition feed is supplied to each sensor via the rele-
vant seat heater switch.
688LR137
Climate-Controlled Seat™ System

An available option is the Climate Controlled Seat (CCS) System, which delivers both heating and cooling to the front
seats. Vehicles fitted with CCS feature 2 additional rotary controllers mounted in the instrument panel switch pack,
adjacent the clock.
SEAT BACK
CLIMATIC CONTROL
ASSEMBLY
SEAT CUSHION
CLIMATIC CONTROL
ASSEMBLY
COOL WARM
PRESS ON/OFF
07NPRR007 07NPRR008
Seat heating or cooling is initiated as follows:

Rotate the relevant switch to select cooling (left/blue) or
heating (right/red). Three levels of cooling and heating
are available, dependant on the degree of switch rotation.
Press the center of the switch once to ventilate both the
seat back and cushion (both indicators on the switch will
illuminate). Press again to ventilate just the seat back
(the cushion indicator will extinguish).
Due to high electrical loads, the system will only operate
with the engine running (although the indicators will
illuminate with the key on, engine off).
Peltier Cell
The CCS system uses a Peltier cell, also known as a pro- strates and connected in series and parallel. When volt-
prietary thermoelectric device (TED), that provides indi- age is applied in one direction, one side absorbs heat
vidual heating and cooling to the front seat assemblies. (creating a cooling effect) while the other the cell rejects
Named for Jean Peltier, who discovered the thermoelec- heat. Switching polarity between the circuits creates the
tric cooling effect in 1834, the Peltier effect occurs when same effect but in the opposite direction.
an electrical current is passed through a junction formed
The operation is similar to a conventional air condition-
by two dissimilar conductors, creating a heat pump. A
ing system; one cell acts as the evaporator and absorbs
heat pump absorbs heat from one side of the system,
heat while the other cell is the condenser which rejects
causing it to cool, and then transfers the heat to the other
the heat. The pump is replaced by an electrical charge
side, causing it to warm.The 2007MY Range Rover uses
and the heat energy is transported by the cell’s metal
a solid-state Peltier cell that consists of a number of
construction rather than by a refrigerant.
semiconductor elements, sandwiched between two sub-
CERAMIC
SUBSTRATE
CONDUCTOR
HEAT ABSORBED
HEAT ABSORBED TABS
(COLD SIDE)
(COLD SIDE)
POSITIVE ( + )
NEGATIVE ( – )
N N
P P
N P N
P
N-TYPE SEMICONDUCTOR
PELLETS
HEAT REJECTED
(HOT SIDE)
P-TYPE SEMICONDUCTOR
PELLETS
07NPRR009
It is important to understand the operation and limita- Benefits of using TEDs:

tions of the Peltier cell. A Peltier cell has an efficiency of
• Ability to cool or heat by simply reversing current
only 5-10%, compared to a conventional air condition-
flow
ing system with an efficiency of 40%. The cell is capable
of cooling the incoming air by approximately 8°C • Solid-state device, no moving parts
(12.4°F), which means that temperature output will • Rugged, highly reliable
depend on the ambient temperature inside the vehicle. • Quiet, small & lightweight
Example: If the temperature in the vehicle is the same • Pulse width modulated with feedback for accuracy
as or exceeds the heat rejection side of the cell, poor
cooling will be the result. If the temperature is colder
than the heat absorption rate, the cell may start to ice up.
NOTE: Climate controlled seats operate independently
of the ATC (Automatic Temperature Control) module
control panel.
The controlling software for the climate controlled seats
is contained within the climate-controlled seats module
(CCSM), which is mounted below the driver’s seat.
When a temperature selection is made through either of
the rotary controllers, the instrument panel switch pack
provides a pulse width modulated (PWM) signal to the
CCSM, which interprets the PWM signal as a temperature
value and attempts to heat or cool the seat accordingly. 07NPRR011
Both climate-controlled front seats contain two Peltier

cells: one in the cushion, one in the backrest. The Peltier
cells deliver heating and cooling based on a voltage pro-
vided by the control module. Each seat also contains a
fan, which blows air over the Peltier cells to distribute
heating or cooling throughout the seat.
SERVICEABLE FILTER
PELTIER CELL
SEAT CUSHION UNIT
BLOWER
MOTORS
FLEXIBLE
DUCT
PELTIER CELL SEAT BACK UNIT
07NPRR010
The CCSM is on the MS CAN network as it requires Heat Mode Operation

information from other modules for operation (such as The CCSM operates in a closed-loop control mode using
engine RPM). the feedback from the system thermistor. The Peltier
The CCSM has an internal electrical load management cells are wired in parallel in heat mode with nearly full
strategy which will enable or disable operation of the battery voltage across each cell when first turned on. The
Peltier cells based on electrical loads in the vehicle. The CCSM monitors the NTC fin temperature sensors and
CCSM achieves this by monitoring its own terminal adjusts the PWM duty cycle to the Peltier cells and
voltage. If the CCSM voltage drops, it will initially blower speed to achieve and maintain the temperature
change to a reduced power mode (system still operates set point. The airflow from the blower is split is over
but at a reduced power). When the voltage increases, the both sides of the cell, half going into the seat cushions
CCSM will return to normal power mode; if the voltage and the other half released as waste. If either blower fails
does not return quickly, the system will shut off. To pre- or the cells start to overheat, the CCSM will shut down
vent the system from cycling on and off during changes both the assemblies in the individual seat for protection.
in electrical loads, the voltage threshold for return to nor-
Cool Mode Operation
mal power mode is set high. For example, if the system
voltage drops below 12.5 volts, the CCSM strategy will The CCSM operates in an open-loop mode. In cool
apply reduced power mode; in order for the CCSM to mode the Peltier cells are wired in series, sharing the
return to normal power mode the voltage must be above supply voltage across both of the cells. If the seat is
13.5 volts. This prevents the system from quickly revert- switched from cushion and seat back to just seat back,
ing to reduced power mode and thus ensures smooth the seat back now receives full voltage.
operation. The difference between heat and cool modes is in the
The CCSM uses a PWM signal to regulate the tempera- way the system is controlled. The CCSM monitors the
ture of the Peltier cells and a variable-voltage for the fin temperature to ensure that the system is working
speed of the blower fans in order to maintain the selected properly with no PWM adjustments to the Peltier cells.
temperature. Fan speed may increase or decrease slightly For example, if the CCSM sees the fin temperature on
while on a specific setting as the controller regulates sys- the cells getting very cold to a potential ice up condition,
tem output temperature. it will turn off the cells for approximately 4 seconds,
until the temperature stabilizes, then restart. During this
The CCSM logic goes through a series of steps when the process the blower speed will cycle from low to high,
system receives a command, depending on the mode which may be noticeable to the user. This is considered
selected and whether the cells are hot or cold. The normal operation if there are no codes stored in the
CCSM powers up the cells with minimum air flow to set CCSM.
the cell temperature, then steps up the blower speed to
ensure the correct temperature is achieved quickly. The Peltier cells will not operate unless the engine is
running, although the switch LEDs will illuminate if a
selection is made when the ignition is switched on.
After the ignition is switched off, the CCSM will retain
the current temperature settings for approximately 15
minutes. After this period, the seats will be set to ‘off’
when the ignition is switched back on.
Technical Training
Electrical Systems

and Diagnostics
LA / LS (LR3 and Range Rover Sport)

Body Electrical Systems
688-LR 08/2008
Printed in USA
LA / LS Body Electrical Systems Table of Contents
Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Parking Aid System. . . . . . . . . . . . . . . . . . . . . . . . 60
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Technical Training
Electrical Systems

and Diagnostics

Body Electrical Systems
688-LR 08/2008
Printed in USA
LA / LS Body Electrical Systems Table of Contents
Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Parking Aid System. . . . . . . . . . . . . . . . . . . . . . . . 60
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Exterior Lighting LA / LS Body Electrical Systems
EXTERIOR LIGHTING
The exterior lighting system comprises the following
exterior lights:
• Front and rear side lights
• License plate lights
• Side marker lights
• Front and rear turn signal indicator lights
• Turn signal indicator repeater lights
• Brake lights and high mounted stop light
• Reversing lights
• Rear fog lights
• Front fog lights
• Low and high beam headlights
• Adaptive Front lighting System (AFS) (if equipped)
LA / LS Body Electrical Systems Exterior Lighting
LA Exterior Lighting Component Location
ADAPTIVE
FRONT LIGHTING SYSTEM RAIN / LIGHT SENSOR HAZARD SWITCH
CONTROL MODULE
LH FRONT
FOG LIGHT RELAY
(IF EQUIPPED) INSTRUMENT
CLUSTER
LH COLUMN
FRONT FOG LIGHT (2)
LIGHTING CONTROL
SWITCH
SIDE
TURN SIGNAL LIGHT (2)
BRAKE LIGHT SWITCH

HEADLIGHT ASSEMBLY (2)
HIGH MOUNTED STOP LIGHT
LICENSE PLATE LIGHT (2)
REAR LIGHT ASSEMBLY (@) REFLECTOR (2)
688LR038
LS Exterior Lighting Component Location
ADAPTIVE
FRONT LIGHTING SYSTEM RAIN / LIGHT SENSOR HAZARD SWITCH
CONTROL MODULE
LH FRONT
FOG LIGHT RELAY
(IF EQUIPPED) INSTRUMENT
CLUSTER
LH COLUMN
FRONT FOG LIGHT (2)
LIGHTING CONTROL
SWITCH
SIDE
TURN SIGNAL LIGHT (2)
BRAKE LIGHT SWITCH

HEADLIGHT ASSEMBLY (2)
HIGH MOUNTED STOP LIGHT
LICENSE PLATE LIGHT (2)
REAR LIGHT ASSEMBLY (@)

688LR039
Central Junction Box

The Central Junction Box (CJB) is an integrated unit Circuit Protection
located behind the instrument panel on the passenger The CJB provides circuit protection for all exterior light-
side of the bulkhead. The CJB contains fuses, relays and ing circuits. Most exterior lighting circuits are protected
a number of microprocessors which control the power by conventional fuses; however, the following circuits
supply and functionality of the lighting system and other are protected by Field Effect Transistors (FETs).
vehicle systems.
• Low beam
• High beam
• Turn signal indicator lights
• Trailer turn signal indicator lights
Operation of the above listed circuits is protected by
FETs which can detect overloads and short circuits. The
FETs respond to heat generated by increased current
flow caused by a short circuit. On a normal circuit this
would cause the fuse to blow. The FETs respond to the
heat increase and disconnect the supply to the affected
circuit. When the fault is rectified or the FET has cooled,
the FET will reset and operate the circuit normally. If the
fault persists the FET will cycle, disconnecting and
reconnecting the power supply.
The CJB stores DTCs which can be retrieved using IDS.
688LR040
The DTC will identify that there is fault on a particular
output which will assist with fault detection.
Input Signals
The CJB receives inputs from the following switches: Alarm Indications
• Lighting control switch The exterior lighting system is used to indicate alarm
arm and disarm requests.
– Side light position
– Headlight position When the driver locks the vehicle, a visual indication of
a successful lock request is displayed to the driver by the
– Automatic (AUTO) position (if equipped)
hazard flashers operating three times with a pattern of
• Brake switch 500ms on and 500ms off.
• Left hand steering column multifunction switch for When the driver unlocks the vehicle, a visual indication
turn signal indicators and high beam/headlight flash of a successful unlock request is displayed to the driver
• Hazard flasher switch by the hazard flashers operating once for 3 seconds.
• Rain/light sensor (LIN signal) If the alarm is triggered, the hazard flashers are operated
for ten 30 second cycles of on for 380ms and off 380ms
with a 5 second off delay between each cycle.
Lights on Warning Chime Headlight Timer

When the ignition switch is in the off (0) or auxiliary (I) The CJB controls a headlight timer function which
position and the lighting control switch is in the side allows the headlights to remain on for a period of time
light or headlight position, a warning chime will sound if after leaving the vehicle. This is a driver convenience
the driver’s door is opened. This indicates to the driver feature which illuminates the driveway after leaving the
that the exterior lights have been left on. vehicle.
The chime is generated from the instrument cluster To select this feature, the lighting control switch must be
sounder on receipt of a lights on signal, a door open sig- in the headlight or side light position when the ignition
nal and an ignition switch off signal from the CJB on the switch is moved from the ignition position II to the off
CAN bus. position. The lighting control switch must be moved to
the off position or AUTO position (if equipped) to acti-
Crash Signal Activation vate the timer. The timer function will then be initiated
When a crash signal is transmitted from the restraints and low beam headlights will be illuminated for the
control module, the CJB activates the hazard flashers selected timer period.
and the turn signal indicators in the instrument cluster.
The timer period is selectable by the driver and can
The hazard flashers will continue to operate until the range from 10 to 60 seconds in 10 second increments.
ignition switch is moved to the auxiliary position I or the The default timer period is set at 20 seconds.
off position O or the restraints control module no longer
The default setting can be changed by a Land Rover or
transmits the crash signal.
authorized dealer or by the driver using the vehicle’s
customer personalization options.
With the vehicle stationary and the ignition switch in any
position, pressing the trip computer button on the end of
the left hand steering column multifunction switch gives
access to the options. The options can be scrolled through
using the audio search buttons on the steering wheel. The
options are displayed in the message center. When the
headlight timer option is reached, the settings can be
changed using the audio search buttons on the steering
wheel. When the selection has been made confirmation is
performed by pressing the trip computer button.
NOTE: The headlight timer feature will be cancelled
under the following conditions:
• The ignition switch is moved from auxiliary (I) to
ignition (II)
• The lighting control switch is moved from off to side
lights.
The headlight timer can also be operated using the igni-
tion key personal button, if this feature has been set by
the driver.
Headlight Assembly
Three types of headlight are available; Halogen, Bi- located behind the outer locking plate, can also be
Xenon or Adaptive Front lighting System (AFS). The rotated anti-clockwise to provide access to the turn sig-
headlights share a common, clear lens. nal light bulb. Another cover located on the underside of
the headlight assembly provides access to the side light
The locking plates allow removal of the headlight from
bulb, and the side marker light bulb.
the carrier for bulb changing without the requirement for
special tools. On LS vehicles, removal of a headlight The headlights have two adjustment screws on the rear
requires the removal of the radiator grille. which allow for the manual setting of the vertical and
horizontal alignment.
The rear of the headlight unit has removable access pan-
els which allow access to the bulbs for replacement. A Each headlight has an integral 16-pin connector which
large cover, which is rotated anti-clockwise to remove, provides inputs and outputs for the various functions of
allows access to the low/high beam bulb on both halo- the headlight assembly. The usage of the pins differs
gen and xenon headlights. Another removable cover pro- between model variants; refer to the Electrical Reference
vides access to the high beam only halogen bulb which Library (ERL) for pin details.
is retained with a spring clip. A smaller cover, which is
LA Headlight Assembly – AFS Variant Shown
LOCKING PLATES
TURN SIGNAL
LIGHT
SIDE MARKER
LIGHT
HALOGEN HIGH BEAM
LOW / HIGH BEAM

(HALOGEN OR XENON,
DEPENDING ON SPECIFICATION)
TURN SIGNAL LIGHT
ACCESS COVER SIDE LIGHT
(HIDDEN)
SIDE LIGHT
ACCESS COVER
(HIDDEN)
LOW / HIGH BEAM

ACCESS COVER
XENON
CONTROL MODULE
HIGH BEAM
ACCESS COVER
688LR043
LS Headlight Assembly – AFS Variant Shown
LOW / HIGH BEAM TURN SIGNAL

(HALOGEN OR XENON, LIGHT
DEPENDING ON SPECIFICATION)
SIDE MARKER
LIGHT
LOW / HIGH BEAM

ACCESS COVER
HALOGEN HIGH BEAM
SIDE LIGHT
IGNITER
IGNITER
CONNECTOR LOCKING PLATE
TURN SIGNAL LIGHT
BULB HOLDER
(HIDDEN)
SIDE, STATIC BENDING,

SIDE MARKER LIGHT
ACCESS COVER
AFS POWER
CONTROL MODULE HIGH BEAM
XENON ACCESS COVER
CONTROL MODULE
688LR044
Halogen Headlights
LA Halogen Headlights
The halogen headlights use a complex surface reflector
for both the low beam light and the halogen fill in high
beam light. This type of reflector has the reflector
divided into separate parabolic segments, with each seg-
ment having a different focal length. The low and high
beam bulbs are quartz halogen H7, with a rating of 55W.
The bulbs are retained in the headlight unit with conven-
tional wire retaining clips.
LS Halogen Headlights
The mono-halogen low beam only headlight uses a pro-
jector lens, similar to the xenon headlight. The projector
module comprises an ellipsoidal lens and a reflector. The
projector reflector collects the light produced by the
halogen bulb and projects the light into a focal plane
containing a shield. The contour of the shield is pro-
jected onto the road by the lens.
A complex surface reflector is used for the halogen fill in
high beam light. This type of reflector is divided into
separate parabolic segments, with each segment having
a different focal length.
The low and high beam bulbs are quartz halogen H7,
with a rating of 55W. The bulbs are retained in the head-
light unit with conventional wire retaining clips.
Xenon Headlights
WARNING: NOTE: If the lighting control switch is in the OFF posi-
The Xenon system generates up to 30,000 tion, the xenon lights do not operate when the high beam
volts; contact with this voltage could lead to ‘flash’ function is operated. If the lighting switch is in
fatality. To prevent personal injury or death, the headlights position or AUTO position with the low
all headlight functions should be switched off beam lights active, the xenon low beam will remain on
and the headlight assemblies disconnected when the high beam ‘flash’ function is operated.
from the vehicles harness before any attempt The xenon headlight system is controlled by the CJB
is made to work on the system. using a control module for each headlight and an igniter.
Never attempt to probe connectors or compo- The control modules and the igniters provide the regu-
nents within the headlight assembly. lated power supply required to illuminate the xenon
bulbs through their start-up phases of operation.
WARNING:
The xenon headlight is a self-contained unit located
Xenon light units contain mercury, which is an
within the headlight assembly. The unit comprises a
environmental and health hazard. Xenon
reflector, an adaptor ring, the lens, a shutter controller
bulbs must be disposed of as hazardous waste.
and the xenon bulb, which as an assembly is known as
CAUTION: the projector module.
Care should be taken when handling the bulb. The igniter is located on the rear of the bulb and is
Use of suitable protective equipment (gloves secured by pushing onto the bulb and rotating clockwise.
and goggles) is recommended. The glass part The igniter has an electrical connector which can only be
of the bulb should not be touched. installed in the igniter socket once the igniter unit is
The xenon headlights use a complex surface reflector for attached to the bulb and is automatically ejected when
the Halogen fill in high beam light only lighting unit, the igniter is removed.
which is of the same design as the high beam unit used The shutter controller is a solenoid which operates the
on the Halogen headlights. This type of reflector has the shutter mechanism via a lever. The shutter is used to
reflector divided into separate parabolic segments, with change the beam projection from low beam to high
each segment having a different focal length. beam and vice versa.
The high beam bulbs are quartz halogen H7, with a rat- WARNING:
ing of 55W. The bulbs are retained in the headlight unit
Make sure that the headlights are off before
with conventional wire retaining clips.
removing the access cover.
The xenon headlight is known as bi-xenon and operates
as both low beam and high beam headlight unit. The
xenon light (also known as High Intensity Discharge or
HID) comprises an ellipsoidal lens with a solenoid con-
trolled shutter to change the beam output from low to
high beam.
Xenon Headlight Construction
BRACKET
SHADE
DS2 CONNECTOR
DS2 XENON BULB
IGNITER
SHUTTER
ASPHERIC
LENS
SOLENOID
SWIVEL ACTUATOR
(AFS ONLY)
688LR045
The xenon bulb illuminates when an arc of electrical phase is complete, the xenon control modules change to
current is established between two electrodes within the continuous phase. The supply voltage to the bulb is
bulb. The xenon gas sealed in the bulb reacts to the elec- reduced and the operating power required for continual
trical excitation and the heat generated by the current operation is reduced to 35W. The process from start-up
flow to produce the blue/white light. to continuous phase is completed in a very short time.
To operate at full efficiency, the xenon bulb goes through The xenon system is controlled by the CJB, the two
three stages of operation before full output for continu- xenon control modules and the two igniters. The xenon
ous operation is achieved. The three phases are; start-up control modules (one per headlight) receive an operating
phase, warm-up phase and continuous phase. voltage from the CJB when the headlights are switched
on. The modules regulate the power supply required
In the start-up phase, the bulb requires an initial high
through the phases of start-up.
voltage starting pulse of up to 30,000 volts to establish
the arc. This is produced by the igniters. The warm-up The igniters (one per headlight) generate the initial high
phase begins once the arc is established. The xenon con- voltage required to establish the arc. The igniters have
trol modules regulate the supply to the bulbs to 2.6A integral coils which generate high voltage pulses
which gives a light output of 75W. During this phase, the required for start-up. Once the xenon bulbs are operat-
xenon gas begins to illuminate brightly and the environ- ing, the igniters provide a closed circuit for regulated
ment within the bulb stabilizes ensuring a continual cur- power supply from the control modules.
rent flow between the electrodes. When the warm-up
Adaptive Front Lighting System

The Adaptive Front Lighting System (AFS) is designed which is illuminated when cornering. Horizontal adjust-
to improve driver visibility under differing driving con- ment is made automatically to the most suitable orienta-
ditions. By adjusting the position of the beam distribution for the driving conditions using steering angle and
tion on the road, AFS provides a larger visible area information from other vehicle sensors.
CONVENTIONAL HEADLIGHT
BEAM DISTRIBUTION
AFS SWIVEL HEADLIGHT

BEAM DISTRIBUTION
688LR046
AFS is only available with xenon headlights and also The AFS is controlled by an AFS control module which
includes the dynamic headlight leveling system is located at the bottom of the ‘A’ pillar, behind the CJB.
described in the ‘Headlight Leveling’ section of this doc- The AFS control module is connected to and controls an
ument. The bi-xenon module within the headlight is con- AFS power module located on the base of each head-
trolled by actuator motors which rotate the projector light. Signals from the AFS control module are pro-
module on its vertical and horizontal axes to adjust the cessed by the AFS power module which powers stepper
beam output to suit the cornering conditions and vehicle motors to adjust the vertical and horizontal alignment of
inclination. Only the bi-xenon light projector module the xenon projector module.
swivels, the halogen high beam light unit remains static.
AFS Control Module AFS Operation

The AFS control module is a dual functionality unit The AFS controls the swiveling angle of each projector
which also incorporates software to control the dynamic module using speed and steering angle signals. The
headlight leveling. The AFS control module is con- angles of each projector module differ to give the correct
nected to the high speed CAN bus and receives inputs spread of light.
from other vehicle systems on the status of the following
The AFS xenon headlight assembly is similar to the non-
parameters:
AFS xenon headlight assembly, but includes an addi-
• Steering angle tional carrier frame which provides the location for the
• Vehicle speed AFS actuators. The remaining lights are as described
previously for the xenon headlight assembly.
• Headlight status
• Engine running The AFS control module receives front and rear suspen-
sion height data to provide dynamic headlight leveling
• Reverse gear selected
adjustment via the vertical actuator motor. The AFS con-
• Automatic lighting on trol module also receives vehicle speed signals from the
The AFS will only operate when the AFS control mod- ABS module to adjust the projector module vertically to
ule receives an engine-running signal on the CAN bus. increase the beam range as the vehicle speed increases.
When the engine-running signal is received the AFS
Initialization Procedure
control module performs an initialization routine.
When the AFS control module receives an ignition on
The AFS will also function when the lighting control signal, the control module performs the initialization
switch is in the AUTO position and the AFS control procedure which ensures that the headlights are correctly
module receives a lights-on signal from the rain/light aligned on both their vertical and horizontal axes.
sensor and an engine-running signal.
The headlight leveling initialization takes less than 3 sec-
The AFS control module then monitors the inputs from onds to complete. The headlight leveling motors are pow-
the other vehicle systems to control the AFS functional- ered from their current position, which can be either the
ity according to cornering angles and vehicle speed. upper or lower limit or somewhere in between, to their
The AFS control module is connected to each AFS lower position and then back to the 0 degrees position.
power module on a private LIN bus. The power modules The AFS swivel initialization starts less than 1 second
read operating values supplied from the AFS control after the headlight leveling initialization is activated to
module and control the output drivers for the stepper ensure that the headlights are at or below the 0 degree
motor actuators inside the headlight assembly. position in the vertical axis, thus preventing glare to
oncoming vehicles. The AFS swivel initialization is
completed in less than 2.5 seconds. The LH and RH AFS
actuator motors are powered from the 0 degree position
to their fully inboard position, then to their fully out-
board position and then back to the 0 degree position.
Failure Mode Automatic Headlights

In the event of a failure of the AFS system, a warning The automatic headlight function is a driver assistance
indicator in the instrument cluster is illuminated to warn system. When the ignition switch is in position II and the
the driver. lighting control switch is set to the ‘AUTO’ position, the
low beam headlights, front side lights and rear tail lights
are switched on automatically in low ambient light. The
driver can override the system by selection of side lights
or headlights ON if the ambient light conditions require
front and rear lighting to be active.
The automatic headlight system uses a light sensor and
the CJB, which are connected via the LIN bus to control
the headlight functionality. A photodiode incorporated in
the light sensor, part of the rain/light sensor mounted
inside the windshield, measures the ambient light around
the vehicle in a vertical direction and also the angular
688LR173
light level from the front of the vehicle. The sensor sends
a lights on/off request to the CJB on the LIN bus, which
The AFS warning indicator illuminates when the igni- responds by switching on the low beam headlights, front
tion switch is in position (II) and will flash continuously side lights and rear tail lights.
until the fault is rectified. The AFS warning indicator
will also be illuminated if a failure of the steering angle Automatic headlights are activated under the following
sensor or the vehicle speed signal is detected. low light conditions:
Illumination of the AFS warning indicator does not nec- • Twilight

essarily mean that there is a fault with the AFS system. • Darkness
The fault may be caused by a failure of another system • Rain
preventing the AFS system operating correctly.
• Snow
The AFS control module performs a diagnostic routine • Tunnels
every time AFS is requested. If any fault is found, the
• Parking garages
AFS control module will suspend the operation of the
AFS function. Operation of the automatic headlights requires the igni-
tion switch to be in position II, the lighting control
If the AFS leveling system has failed with the xenon pro-
switch to be in the ‘AUTO’ position and a lights on
jector module in a position other than the correct straight
request signal from the light sensor. If the rain sensor
ahead position, the AFS control module will attempt to
signal activates the wipers fast speed wipers, the low
drive the projector module to a position a small amount
beam headlights are activated, providing the lighting
lower than the standard position. If the swivel function
control switch is in the ‘AUTO’ position.
has failed, the AFS control module will lower the projec-
tor module using the leveling actuator motors to a posi-
tion much lower than standard to prevent excess glare to
oncoming vehicles.
The AFS control module software can detect an internal
failure of the control module control circuits. The control
module will power the projector modules to the zero
position and prevent further operation.
Faults can be investigated by interrogating the AFS con-
trol module using IDS to check for DTCs.
Front Fog Lights

Two front fog lights are located in apertures in the front NOTE: When DRL are active, the headlight flash func-
bumper. Each light is secured in the bumper with three tion using the left hand steering column multifunction
screws which are covered with a finisher. The fog light switch will operate normally. The high beam headlight
has an adjuster screw which is accessible by removal of function using the left hand steering column stalk switch
the light surround and is used to set the fog light to the will be deactivated.
correct alignment.
When the selector lever is in the PARK position on auto-
The fog light uses a 55W halogen H11 bulb which is matic transmission vehicles, DRL are turned off. This is
located in a holder. The holder is located in a hole in the rear to reduce battery discharge during long periods of engine
of the fog light housing and is turned to lock in position. idling in cold climate conditions. When the parking
brake is released or the selector lever is moved from the
The front fog lights are controlled by the lighting control
PARK position, normal DRL functionality is restored
switch. When the ignition switch is in the ignition posi-
tion (II) and the lighting control switch is in the side light Front Fog Lights Functionality
or headlight position, the lighting control switch can be
The front fog lights are powered by an additional relay
pulled to the first position to activate the front fog lights.
(relay 5) which is located in the BJB in the engine com-
If the switch is pulled to the second position, the front partment.
and rear fog lights are activated. A front fog light warn-
The front fog lights operate as described previously, but
ing indicator is illuminated in the instrument cluster
with the following differences which cover local laws
when the front fog lights are active.
governing light usage.
Daytime Running Lights If the low beam headlights and the front fog lights are on
Daytime Running Lights (DRL) for the Canadian mar- at the same time, when the high beam headlights are
ket use full intensity low beam headlights. The side switched on, the front fog lights will be automatically
marker lights, tail lights and license plate lights will be switched off. When the high beam headlights are
on, but instrument cluster illumination will be off. DRL switched off, the front fog lights will be switched back
are active when the following parameters are met: on automatically.
• PARK is not selected NOTE: The front fog lights will also be switched off if
the headlight high beam flash function is operated.
• Ignition switch is in the ignition position (II)
• The Central Junction Box (CJB) receives an engine
running signal
• The lighting control switch is in the off or side lights
position
NOTE: If the lighting control switch is moved to the
headlight position, DRL are deactivated and normal side
light and headlight functionality is operational.
NOTE: Adaptive Front lighting System (AFS) (if
equipped) is non-functional when the DRL are active.
Rear Light Assembly

The rear light assembly is a one piece unit which con- The rear light assembly is located in a recess in the vehi-
tains a stop/tail light, a turn signal light, a reversing light cle body. Two studs on the outer edge of the light hous-
and a fog light. Six bayonet fitting bulbs are used. These ing locate in the vehicle body. The light is secured with
are located in holders which fit into the applicable hole two screws which are located on the inner edge of the
in the light housing and are locked by rotating. Each light housing, near the tailgate aperture.
bulb holder is connected by wires to a connector on the
rear of the light housing.
LA Rear Light Assembly
BRAKE / TAIL LIGHT BRAKE / TAIL LIGHT

BULB
TURN SIGNAL
TURN SIGNAL LIGHT BULB
LIGHT TAIL LIGHT
BULB
TAIL LIGHT
REVERSE LIGHT
BULB
REVERSE LIGHT
SIDE MARKER
LIGHT
REFLECTOR
FOG LIGHT FOG LIGHT
BULB
688LR047
Rear Stop and Tail Light Turn Signal Indicator Light

The upper light is a combined brake and tail light and The turn signal indicator light is located below the stop/
uses a 21W/5W bayonet fitting bulb. The brake light tail light and uses a 21W bayonet fitting bulb.
uses the 21W bulb filament and the tail light uses the 5W
The turn signal indicator lights are operated by the left
bulb filament.
hand steering column multifunction switch or by the haz-
The brake light is activated when the ignition switch is in ard flasher switch. The steering column multifunction
the ignition position (II) and the brake pedal switch is switch is only active with the ignition switch in the igni-
active (by depressing the brake pedal). The high tion position (II); the hazard flasher switch is active at all
mounted stop light will also be activated when the brake times. When active, the turn signal indicator lights will
pedal is pressed. flash at a frequency cycle of 380ms on and 380ms off.
The brake lights can also be activated by the ABS when If a bulb fails, the remaining turn signal indicator light
Hill Descent Control (HDC) is active. A signal from the bulbs on that side of the vehicle flash at normal speed.
ABS module energizes a relay which supplies power to The applicable turn signal indicator in the instrument
the brake lights and high mounted stop light. cluster will flash at double speed to alert the driver to the
bulb failure.
LS Rear Light Assembly
SIDE MARKER BRAKE / TAIL LIGHT

LIGHT BULB
BRAKE / TAIL LIGHT
SIDE MARKER
LIGHT BULB REVERSE LIGHT
BULB
REVERSE LIGHT
TURN SIGNAL
LIGHT BULB
REFLECTOR FOG LIGHT ELECTRICAL
FOG LIGHT BULB CONNECTOR
688LR048
Reversing Light Rear Fog Light

The reversing light is located adjacent to the turn signal The rear fog light is located at the bottom of the rear
light and uses a 21W bayonet fitting bulb. light and uses a 21W bayonet fitting bulb.
The reversing light is active when the ignition switch is The rear fog light is controlled by the lighting control
in the ignition position (II) and the CJB receives a switch. When the ignition switch is in the ignition posi-
reverse selected signal on the CAN bus. The automatic tion (II) and the lighting control switch is in the side light
transmission has a reverse switch which senses when or headlight position, the lighting control switch can be
reverse is selected. pulled to the second position (if front fog lights
equipped) to activate the front fog lights. If front fog
lights are not equipped, the switch need only be pulled to
the first position. A rear fog light warning indicator is
illuminated in the instrument cluster when the rear fog
lights are active.
LH Steering Column Multifunction Switch Hazard Flashers

The LH steering column multifunction switch controls The hazard flashers are controlled by a non-latching
the following functions: switch in the center of the instrument panel. The hazard
flashers operate at all times when selected and are not
• Headlight low/high beam
dependent on ignition switch position.
• Headlight high beam flash
When the hazard flashers are selected on, all of the front,
• Left/right turn signal indicator lights
rear and side turn signal indicator lights operate as previ-
• Trip computer functions ously described and both left and right turn signal indica-
tors in the instrument cluster also flash. The hazard
warning flashers flash at a rate of 380ms on and 380ms
RIGHT TURN SIGNAL
off. When the hazard flashers are active, they override
any request for turn signal light operation.
HIGH BEAM
ON / OFF
If a trailer is fitted, the trailer turn signal lights will flash
at the same frequency as the vehicle indicators. The
trailer warning indicator in the instrument cluster will
also flash. If a trailer bulb is defective, the trailer warn-
ing indicator will not flash.
The hazard flashers can also be activated by a crash sig-
nal from the restraints control module. This is received
HIGH BEAM FLASH
by the CJB which activates the hazard flashers. The haz-
ard flashers can be cancelled by moving the ignition
LEFT TURN SIGNAL switch to the auxiliary position I or the off position O or
the crash mode is cancelled by the restraints control
688LR049
module.
The high beam on and flash functions are connected on
License Plate Lights
separate wires to the CJB. When the switch is operated
in either position a ground path is completed which is Two license plate lights are fitted in the tailgate handle,
sensed by the CJB which activates the selected function. above the license plate in the upper tailgate. Each light
uses a 5W capless type bulb. The lights are secured in
The turn signal indicator lights are connected and operate the upper tail gate handle with integral clips. The lights
in a similar way with the ground path completed through a can be released from the handle using a small, flat blade
separate wire which is sensed by the CJB which activates screwdriver.
the applicable turn signal indicator lights.
The license plate lights are active at all times when the
side lights or headlights are switched on.
High Mounted Stop Lights Trailer Lighting

LA High Mounted Stop Light Trailer Connector (4 pin / 7 pin)
The high mounted stop light is located in the upper tail-
gate. The light comprises a plastic housing with a red
colored lens and is illuminated by a number of light-
emitting diodes (LEDs). The housing also provides loca-
tion for the rear window washer jet. 3 4
The high mounted stop light is activated, along with the 5 7 6
tail light brake lights, when the ignition switch is in the

ignition position (II) and the brake pedal switch is active 1 2
(by depressing the brake pedal).

The high mounted stop light and the stop lights can also BLACK
be activated by the ABS when Hill Descent Control 688LR053
(HDC) is active. A signal from the ABS module ener-

gizes a relay which supplies power to the stop lights. Refer to the Electrical Reference Library for specific
trailer socket details.
LS High Mounted Stop Light
The CJB monitors the turn signal lights and can detect if
The high mounted stop light is located in the tailgate more than two lights are fitted (the side turn signal lights
spoiler. The light comprises a plastic housing with a red are not monitored). When a trailer is detected, the trailer
colored lens and is illuminated by 24 light-emitting warning indicator in the instrument cluster will flash in
diodes (LEDs). synchronization with the turn signal indicators.
The high mounted stop light is activated, along with the If one or more of the turn signal lights on the vehicle or
tail light brake lights, when the ignition switch is in the the trailer are defective, the trailer warning indicator will
ignition position (II) and the brake pedal switch is active not flash to alert the driver to the bulb failure.
(by depressing the brake pedal). The high mounted stop
light and the brake lights can also be activated by the Diagnostics
ABS when Hill Descent Control (HDC) is active. A sig-
The CJB monitors the status of the lighting circuits,
nal from the ABS module energizes a relay which sup-
relays and switches. If a fault occurs, the CJB stores a
plies power to the stop lights.
DTC applicable to the specific fault which can be
retrieved using IDS or other suitable scan tool.

LA Exterior Lighting Control Diagram
2 4 6 7
1
33
5
9 8
32 31
11 10
30
12 13
15
29
28 14
24
27 16
23 21 20
26
17
18
25
22 19
A D O
688LR054
A Hardwired 10 Front fog light relay (NAS only) 22 High mounted stop light
D HS CAN Bus 11 DRL relay (if equipped) 23 LH rear light assembly
O LIN Bus 12 Central Junction Box (CJB) 24 License plate lights
1 Hazard warning lights switch 13 Fuse 38P (NAS only) 25 RH front headlight assembly
2 Ignition relay 14 Instrument cluster 26 LH front headlight assembly
3 Fusible link 2E (permanent 12V supply) 15 Steering angle sensor 27 LH side repeater light
4 Fuse 25E (permanent 12V supply) 16 Parking brake module 28 RH side repeater light
5 Lighting control switch 17 Engine control module (ECM) 29 LH steering column multifunction switch
6 LH headlight leveling motor (if equipped) 18 Air suspension control module 30 Rain/light sensor (if equipped)
7 RH headlight leveling motor (if equipped) 19 ABS module 31 AFS control module (if equipped)
8 LH front fog light 20 Brake light switch 32 LH AFS Actuator (if equipped)
9 RH front fog light 21 RH rear light assembly 33 RH AFS actuator (if equipped)
LS Exterior Lighting Control Diagram
1 2 6 7
4
33
5
3
32 31
11 10 9 8
30 12 13
15
29
14
28
24
16
27
23 21
26 17
20
18
25
19
22
A N O R
688LR055
A Hardwired 9 RH front fog light 22 High mounted stop light

N CAN Bus 10 Front fog light relay (NAS only) 23 RH rear light assembly
O LIN Bus 11 DRL relay (if equipped) 24 License plate lights
R SPDIF 12 Central Junction Box (CJB) 25 RH front headlight assembly
1 Hazard warning lights switch 13 Fuse 38P (NAS only) 26 LH front headlight assembly
2 Ignition relay 14 Instrument cluster 27 LH side repeater light
3 Fusible link 2E (permanent 12V supply) 15 Steering angle sensor 28 RH side repeater light
4 Fuse 25E (permanent 12V supply) 16 Parking brake module 29 LH steering column multifunction switch
5 Lighting control switch 17 Engine control module (ECM) 30 Rain/light sensor (if equipped)
6 LH headlight leveling motor (if equipped) 18 Air suspension control module 31 AFS control module (if equipped)
7 RH headlight leveling motor (if equipped) 19 ABS module 32 LH AFS Actuator (if equipped)
8 LH front fog light 20 Brake light switch 33 RH AFS actuator (if equipped)
21 LH rear light assembly
Mirrors LA / LS Body Electrical Systems
MIRRORS
The mirrors consist of an interior rear view mirror on the windshield and an exterior mirror on each front door cheater.
NOTE: LA shown; LS similar.
INTERIOR REAR VIEW MIRROR

(AUTO-DIMMING VARIANT SHOWN)
MIRROR CONTROL
SWITCH
EXTERIOR DOOR MIRROR (2)
WASHER JETS /
MIRROR HEATERS RELAY
688LR056
LA / LS Body Electrical Systems Mirrors
Exterior Mirrors
The exterior mirrors on all models incorporate electrical On some vehicles, an approach light is integrated into
heating and adjustment. Depending on vehicle model the underside of the exterior mirror housing.
and market, the exterior mirrors may also incorporate
memory recall and reverse dipping.
HEATING ELEMENT
LUCAR CONNECTORS MIRROR BODY
BASE FRAME
MIRROR GLASS
ELECTRICAL APPROACH LIGHT

CONNECTORS ADJUSTMENT MOTORS
688LR057
Mirror Heating
Exterior mirror heating is provided by heater elements
bonded to the back of the mirror glass. The power supply
to the heater elements is controlled by the automatic
temperature control (ATC) module. The heaters operate
in unison with the windshield washer jet heaters.
The windshield washer jet heaters and the exterior mir-
ror heaters are permanently enabled while the ignition
switch is in position II. The heaters are controlled by a
30-second pulse width modulated (PWM) signal from
the ATC module to the coil of the heated washer jets/
exterior mirrors relay in the battery junction box
(BJB).When the relay is energized, it connects a battery
power feed to the heaters.
To vary the time that power is applied to the heaters, the the on-time percentage of the PWM signal to 100%, for a
ATC module varies the on-time percentage of the PWM time that varies with ambient air temperature. After the
signal, depending on the ambient air temperature and the initial heating period, the on-time percentage varies
status of the windshield wipers. When the ignition switch according to the status of the windshield wipers.
is first turned to position II, the ATC module initially sets
Exterior Mirror Heating Percentage On Times

Ambient Air Temperature °C (°F)
Wiper -10 to 0 0 to 15 15 to 25 25 to 35
Status < -10 (< 14) (14 to 32) (32 to 59) (59 to 77) (77 to 95) > 35 (> 95)
Initial — 100% for 100% for 100% for 100% for —

3 minutes 2 minutes 1 minute 1 minute
Wipers Off 100% 75% 50% 25% 0% 0%
Wipers On 100% 100% 75% 50% 25% 0%
Memory Recall
On vehicles with memory recall, each adjustment motor Stored positions can be recalled when the vehicle is
in the exterior mirrors incorporates a feedback potenti- either stationary or moving. When the vehicle is station-
ometer, which outputs a position signal to the memory ary, a momentary press of a memory reset button causes
module. The positions of the exterior mirrors, together the exterior mirrors and driver seat to move to the posi-
with that of the driver seat, are stored in the memory tions stored against that button, provided the driver door
module in two ways: is open or the ignition switch is in position I or II. When
the stored positions are reached, a double chime sounds,
• Manually, using the memory store and reset buttons.
and a memory recalled message appears in the message
• Automatically, for the lazy entry feature, each time center, to confirm that the operation is complete. During
the ignition switch is turned from position II to posi- transition to the stored positions, movement of the exte-
tion I. rior mirrors stops immediately if the exterior mirror con-
When the ignition switch is in position I or II, pressing trol switch is pressed (any direction).
the memory store button (M), then pressing reset button To prevent inadvertent operation when the vehicle is in
1, 2, or 3 within 5 seconds stores the current positions of motion, the memory reset button must be pressed and
the exterior mirrors and the driver seat in the memory held for the exterior mirrors to move.
module. A single chime sounds and a memory stored
message appears in the message center to confirm that
the operation was successful.
During a memory recall, the memory module deter- Reverse Dipping

mines a mirror adjustment motor has stalled if there is no On vehicles with memory recall, both of the exterior
change in the signal from the related feedback potenti- mirrors automatically dip when the ignition switch is in
ometer for more than 100 ms. If a stall condition is position II and reverse gear is selected. When the gear-
detected, the drive to the applicable adjustment motor is shift lever moves out of reverse the exterior mirrors
cancelled for the remainder of the memory recall opera- return to their original positions. The reverse dipping
tion. The adjustment motor can be activated again by function is controlled by the memory module.
pressing the exterior mirror switch in the appropriate
direction until the required position is reached. Initially, the dipped positions are default values pro-
grammed into the memory module for each ignition key.
Each time the ignition switch is turned from position II If, while reverse gear is selected, the exterior mirrors are
to position I, the memory module automatically stores adjusted and then a memory store sequence is initiated,
the positions of the exterior mirrors and driver seat, the default positions are overwritten with the new dipped
together with the identity of the ignition key. If the lazy positions for that particular memory setting. The new
entry feature is enabled, when a remote control is used to dipped positions are then recalled the next time that
unlock the vehicle, the memory module compares the reverse gear is selected with that particular ignition key
stored positions of the exterior mirrors and driver seat, in use. Storing the exterior mirror positions with reverse
for the associated ignition key, against the current posi- gear selected only affects the dipped positions; the
tions. If necessary, the memory module then moves the remainder of the memory positions are unchanged.
exterior mirrors and driver seat to the stored positions. If
the lock button on the remote control is pressed, during When reverse gear is selected there is time delay of
lazy entry movement of the exterior mirrors or driver approximately 0.5 second before the exterior mirrors
seat, all movement stops immediately. move to the dipped position. The time delay prevents
nuisance movement of the exterior mirrors when the
The locking status of the doors is transmitted to the gearshift lever moves from Park to Drive.
memory module from the CJB (central junction box) on
a LIN (local interconnect network) bus. The lazy entry The reverse dipping feature can be enabled and disabled
feature can be enabled and disabled in the customer set- in the customer settings menu.
tings menu.
Mirror Control
Rear View Mirrors Control Diagram: Non-Memory
1 2 4 5
14
6 7
13
8
12
11 10
A N
688LR058
A Hardwired 4 ATC module 10 Left exterior mirror

N MS CAN bus 5 Ambient temperature sensor 11 Interior mirror
1 Ignition switch 6 Washer jets/exterior mirrors heater relay 12 Fuse 5P, CJB (from reverse relay)
2 Wiper switch 7 Fuse 16E, BJB 13 Fuse 69P, CJB (ignition feed)
3 CJB 8 Right exterior mirror 14 Fuse 33P, CJB (auxiliary feed)
9 Exterior mirror control switch
Rear View Mirrors Control Diagram: Memory
1
2 6
17
4 5
16
15 9
10
14
11
12
13
A N O
688LR059
A Hardwired 5 Driver seat memory switchpack 12 Right exterior mirror

N MS CAN bus 6 Ambient temperature sensor 13 Interior mirror
O LIN bus 7 ATC module 14 Fuse 5P, CJB (from reverse relay)
1 Ignition switch 8 Washer jets/exterior mirrors heater relay 15 Exterior mirror control switch
2 Wiper switch 9 Fuse 16E, BJB 16 Fuse 69P, CJB (ignition feed)
3 CJB 10 Memory control module 17 Fuse 33P, CJB (auxiliary feed)
4 Fuse 46P, CJB (battery feed) 11 Left exterior mirror
Interior Lighting LA / LS Body Electrical Systems
INTERIOR LIGHTING
The interior lighting system comprises the following interior lights:
• Main interior light • Footwell lights
• Map reading lights • Puddle lights
• Glove compartment light • Ignition switch illumination
• Luggage compartment light • Door mirror approach lights (if equipped)
• Vanity mirror lights
NOTE: LS shown; LA similar
MAIN INTERIOR AND MAP LIGHTS

AND SWITCHES
VANITY MIRROR
LIGHTS
LUGGAGE COMPARTMENT
LIGHT
GLOVE COMPARTMENT LIGHT

AND SWITCH
PASSENGER FOOTWELL
LIGHT
DRIVER FOOTWELL PUDDLE LIGHTS

LIGHT
DOOR MIRROR
APPROACH LIGHTS
IGNITION SWITCH GLOW RING (IF EQUIPPED)
688LR060
LA / LS Body Electrical Systems Interior Lighting
Central Junction Box

The interior lights are controlled by the CJB and have Circuit Protection
two modes of operation: manual and automatic. In the The CJB provides circuit protection for all interior light
manual mode the interior lights can be switched on and circuits. The following interior light circuits are pro-
off using the momentary and latching switches adjacent tected by Field Effect Transistors (FETs):
to each light or disabled completely using the same
switches. • Main interior light
• Luggage compartment light
In the automatic mode, the interior light functionality is
controlled by the CJB on receipt of various input signals: • Footwell lights
• Ignition switch glow ring
• Ignition switch
• Door mirror approach lights (if equipped)
• Door switches
• Puddle lights
• Tailgate switch
• Glove compartment light switch The above components are protected by FETs which can
detect overloads and short circuits. The FETs respond to
• Unlock signal
heat generated by increased current flow caused by a
• Main interior light switch short circuit. On a normal circuit this would cause the
• Map reading light switches fuse to blow, rendering that component and circuit inop-
• Battery saver relay erative. The FETs respond to the heat increase and dis-
• Vanity mirror light switches connect the supply to the affected circuit. When the fault
is rectified or the FET has cooled, the FET will reset and
operate the circuit normally.
The following interior lights circuits are protected by
Fuse 1P (10A) in the CJB:
• Glove compartment light
• Map reading lights
• Vanity mirror lights
Interior Light Time-Out

The interior lights are controlled by a timer within the Interior Light Time-Out Personalization
CJB that allows a 60-second delay period for the lights The vehicle’s customer personalization options allow the
to remain on after the ignition has been switched off, or driver or a Land Rover authorized dealer to adjust the
when the vehicle is unlocked. The following interior interior light switch-off delay period to suit their specific
lights are subject to the delay period: requirements. The default delay period of 60 seconds
• Main interior light can be adjusted to the following values; OFF, 10 sec-
onds, 20 seconds, 40 seconds, 60 seconds, 120 seconds
• Footwell lights
or 240 seconds.
• Luggage compartment light
With the vehicle stationary and the ignition switch in any
• Puddle lights
position, pressing the trip computer button on the end of
• Door mirror approach lights (if equipped) the left hand steering multifunction switch gives access
• Ignition switch glow ring to the Customer Personalization options. Using the
audio search buttons on the steering wheel the options
The delay period can be adjusted to suit the driver’s
can be scrolled through. The options are displayed in the
requirements, refer to following section for adjustment
message center. When the interior light delay option is
details.
reached the settings can be changed using the audio
The time-out delay is activated when the CJB receives search buttons on the steering wheel. When the selection
one of the following signals: has been made, confirmation is performed by pressing
• The CJB receives an unlock signal from the remote the trip computer button.
handset
• Ignition switch is moved from the crank position (III)
or the ignition position (II) or to the auxiliary posi-
tion (I) to the off position (0).
If a second occurrence of one of the above actions
occurs within the time-out period, the timer will be reset
and the delay period will start again.
The time-out delay is deactivated when the CJB receives
one of the following signals:
• The CJB receives a lock signal from the remote
handset
• Ignition switch is moved from the off position (0) or
the auxiliary position (I) to the ignition position (II)
or the crank position (III).
• The CJB receives a door opened signal (even if door
is subsequently closed)
Battery Saver Delivery Mode

The battery saver feature provides automatic shut-off of the Delivery mode is set at the factory and enables the
interior lights after a period of 15 minutes in order to pre- switching off of non-critical electrical components,
vent excessive drain on the battery. The light(s) fade off as including the interior lighting, to minimize battery drain.
described in the ‘Interior Lighting’ section that follows. The delivery mode feature can be cancelled by the dealer
at pre-delivery inspection using IDS.
The battery saver feature is additional to the time-out delay
feature and prevents battery drain when a light is acciden- Crash Illumination
tally left switched on, e.g. glove compartment left open.
When a crash signal is received from the restraints con-
When the ignition switch is moved from the ignition trol module, the CJB activates the interior lights once the
position (II) or the auxiliary position (I) to the off posi- vehicle speed has reduced to 5 km/h (3.1 mph). The
tion (0), the CJB starts a timer which automatically lights remain on until they are switched off manually or
switches off all interior lights when the 15 minute period the crash signal no longer exists.
has expired.
Once the timer has expired and the lights are off, any one
of the following will ‘wake-up’ the battery saver and the
interior lights will function again. The timer will be
restarted as soon as an input from one of the following is
received by the CJB:
• Ignition switch position changed to auxiliary (I),
ignition (II) or crank (III)
• Any door, including the tailgate is opened
• Unlock request is received
• Main interior light switch is pressed.
The interior lighting system provides automatic opera- Hunting Mode
tion of the interior lights for safe entry and departure The interior lights can be permanently switched off to
from the vehicle in low ambient light. prevent automatic operation when a door is opened or
NOTE: The exterior door mirror approach lights (where the vehicle is unlocked using the remote handset. This is
equipped) operate as part of the interior lighting system. achieved by pressing and holding the central switch of
the main interior light for 5 seconds. All of the interior
When the interior lighting system switches the interior
lights, with the exception of the approach lights, will
lights on, the CJB ramps the lights on up to full power
remain off until the procedure is repeated.
over a period of 1.3 seconds. When the system switches
the lights off, after the time-out delay period has expired,
the CJB fades the lights off over a period of 2.6 seconds.
The interior lighting system will illuminate the interior
lights when one of the following events occurs:
• The CJB receives an unlock signal from the remote
handset
• Any door is opened including the tailgate
• The ignition switch is turned from the ignition position
(II) or the auxiliary position (I) to the off position (0)
The interior lighting system will turn off the interior
lights when one of the following events occurs:
• Once the delay time-out timer has expired since the
lights were either activated or the last door is closed
and the vehicle is not locked
• The ignition switch is in the off position (0) and an
external lock (using the key or the remote handset) is
requested with all doors closed
• The ignition switch is turned from the off position (0)
or the auxiliary position (I) to the ignition position
(II) with all doors closed
• The last door is closed and the vehicle is externally
locked on receipt of an unlock request from the igni-
tion key or a manual unlock using the ignition key in
the drivers door lock when the time-out timer is still
active
• The last door is closed when the ignition switch is in
the ignition position II.
Interior Light Assemblies

Front Interior Lights Main Interior Light
The main interior light assembly is common to all mod- The main interior light operates independently of the
els. The light assembly has three switches; one for the ignition switch position and can be operated automati-
main interior light and two for the map reading lights. cally by one of a number of inputs to the CJB or manu-
ally by pressing the central switch on the light assembly.
The switch is a momentary switch which is connected
MAP LIGHTS AND
SWITCHES
directly to and completes a circuit to the CJB. This com-
pleted circuit is a signal for the CJB to activate or deacti-
WATERFALL LIGHTING
LED
vate the main interior light. The light will remain on until
the switch is pressed a second time.
The interior lights can be permanently switched off as
previously described in ‘Hunting Mode’.
Map Reading Lights

The main interior light assembly contains map reading
lights which are located adjacent to the main interior
light. The lights are operated by two momentary
switches on the light unit, which are located on either
side of the main interior light switch.
MAIN INTERIOR LIGHT
AND SWITCH
688LR061
Row 2 Interior Light (LA)
The main interior light is located in a housing which can MAP LIGHTS AND
SWITCHES
also contain the sunroof switch and/or the voice activa-
tion microphones, depending on specification.
The main interior light operates as part of the automatic
interior lighting system. The map reading lights only
operate manually.
Both the interior and map reading lights use 5W capless
bulbs.
The main interior light unit also contains an LED for the INTERIOR LIGHT SWITCH
waterfall lighting. Waterfall lighting is part of the light- 688LR062
ing control switch functionality which also controls the

brightness of the switch and instrument cluster display
illumination. Waterfall lighting provides very limited
illumination for the center of the fascia and the center
console, when the vehicle is being driven, without
affecting the driver’s night vision.
Glove Compartment Light Exterior Door Mirror Approach Lights

The glove compartment light is located inside the glove (If Equipped)
compartment and contains an integral switch. The A door mirror approach light is located on the underside
switch is operated when the glove compartment lid is of each exterior door mirror. The approach lights are
opened and closed, switching the light on and off. controlled by the CJB and operate on receipt of an
The glove compartment light uses a 5W festoon bulb. unlock request from the ignition key or a manual unlock
using the ignition key in the drivers door lock.
Puddle Lights
The approach lights remain illuminated for the same
Each door is equipped with a puddle light which illumi- period as the interior lights and are subject to the same
nates the ground below the door when the door is interior light time-out as detailed earlier.
opened. The puddle lights are located in the bottom of
the door trim panel on each front and rear door. The approach lights use 5W capless bulbs.
The puddle lights are part of the automatic interior light-

ing functionality. Each light uses a 5W capless bulb.
Footwell Lights
Two footwell lights are located under the instrument
panel, one on each side, to illuminate the footwell area.
The footwell lights are controlled by the CJB and oper-
ate as part of the interior lighting functionality.
The footwell lights use a 5W capless bulb.
Luggage Compartment Light

A luggage compartment light is located in the right hand
‘D’ post trim. The luggage compartment light is con-
trolled by the CJB and operates as part of the interior
lighting functionality.
The luggage compartment light uses a 5W capless bulb.
Vanity Mirror Lights

Four vanity mirror lights are fitted, two in each vanity
mirror. The lights are illuminated when the mirror cover
is raised. The vanity mirror lights operate independently
of the ignition switch position and separately to the inte-
rior lighting functionality, although they are subject to
the battery saver feature of the CJB.
The vanity mirrors use low voltage, 1.2W festoon type
bulbs.

LA Interior Lighting Control Diagram
1 6 7
2 5
26
25 9
3
10
24
23
11
4
22
12
21
13
20 14
17 16
19 15
18
A
688LR063
A Hardwired 9 RH rear door CDL motor 18 RH vanity mirror light

1 Fusible link 15E (40A) (Permanent 12V supply) 10 LH rear door CDL motor 19 LH vanity mirror light
2 Fuse 1P (10A) 11 Tailgate release motor 20 Ignition switch glow ring
3 Battery saver relay (located inside CJB) 12 Glove compartment light 21 RH footwell light
4 CJB 13 Luggage compartment light 22 LH footwell light
5 Ignition switch 14 Front interior light assembly 23 RH rear puddle light
6 Fusible link 11E (30A) 15 Row 2 interior light assembly 24 LH rear puddle light
7 Passenger door CDL motor 16 Row 3 RH map reading light 25 RH front puddle light
8 Driver’s door CDL motor 17 Row 3 LH map reading light 26 LH front puddle light
LS Interior Lighting Control Diagram
25 1 6 7
24 2 5
9
3
10
23
22
21
4 11
20
12
19 13
18
14
17
16 15
A
688LR064
A Hardwired 9 RH rear door CDL motor 18 RH footwell light

1 Fusible link 15E (40A) (Permanent 12V supply) 10 LH rear door CDL motor 19 LH footwell light
2 Fuse 1P (10A) 11 Tailgate release motor 20 RH rear puddle light
3 Battery saver relay (located inside CJB) 12 Glove compartment light 21 LH rear puddle light
4 CJB 13 Luggage compartment light 22 RH front puddle light
5 Ignition switch 14 Main interior light assembly 23 LH front puddle light
6 Fusible link 11E (30A) 15 RH vanity mirror light 24 LH door mirror approach light
7 Passenger door CDL motor 16 LH vanity mirror light 25 RH door mirror approach light
8 Driver’s door CDL motor 17 Ignition switch glow ring
LA / LS Body Electrical Systems Wipers and Washers
WIPERS AND WASHERS

The wiper and washer system is controlled by the Cen- • Front and rear wiper motors
tral Junction Box (CJB) on receipt of requests made by • A front wiper linkage
the driver or the rain/light sensor unit (if equipped). All
• Two front and one rear wiper arms and blades
wiper functions for the front and rear wipers are con-
trolled from a multi-function wash/wipe switch assem- • Two front washer jets and one rear washer jet
bly located on the right hand side of the steering column. • A washer reservoir and pump
The wiper and washer system comprises: • A wash/wipe control column switch
NOTE: LS RHD shown; LHD and LA similar.
FRONT WIPER
MOTOR AND LINKAGE ASSEMBLY
WIPE / WASH
CONTROL SWITCH
(RH COLUMN STALK)
RAIN / LIGHT
SENSOR
WINDSHIELD
WASHER JETS
HEADLIGHT
POWERWASH JETS
REAR WIPER
MOTOR AND LINKAGE ASSEMBLY
WIPER
RELAY 1
WIPER
RELAY 2 WASHER PUMP
RELAY
WASHER FLUID RESERVOIR BATTERY

AND PUMPS JUNCTION B OX CENTRAL
JUNCTION BOX
688LR065
Wipers and Washers LA / LS Body Electrical Systems
The following optional items can be added to enhance Speed Control Intermittent Mode
the wiper system: The intermittent delay period is affected by road speed,
• A rain/light sensor for automatic wiper control providing the speed control intermittent wipe mode has
• Heated front washer jets been configured. The intermittent wiper delay periods
change with the road speed and wiper sensitivity posi-
• Headlight washers
tions, with the delay decreasing as the road speed
• Low fluid level sensor (fitted to vehicles with head- increases.
light washers)
Speed Dependent Wipe Mode
The front wiper system has 5 stages of operation and 6
intermittent delay periods. When the speed dependent wipe mode has been config-
ured, the normal continuous operation changes to inter-
The 5 wiper stages are as follows: mittent operation when the vehicle has been driven
• Off above 2 mph (3km/h) and then drops below 2 mph
• Flick wipe (3km/h). The fast speed operation changes to normal
operation when the vehicle has been driven above 2 mph
• Intermittent
(3km/h) and then drops below 2 mph (3km/h).
• Normal (slow) speed continuous
The wiper and washers operate with the ignition switch
• Fast speed continuous
in positions I or II. Wiper functions are suspended during
The wiper system can be optionally equipped with rain engine cranking to reduce battery power consumption
sensing automatic operation. A rain/light sensor, located under high load conditions.
below the interior rear view mirror, detects raindrops on
Diagnostic information for the wiper system is available
the windshield and automatically controls the operating
and can be retrieved using IDS.
speed of the front wipers. The column stalk switch must
be in the intermittent position for rain/light sensor con-
trolled wiper operation.
Central Junction Box Front Wipers

The CJB controls the wash/wipe system based on the The front wiper system comprises:
following inputs and outputs:
• Wiper motor and linkage assembly
Inputs • Wiper arms and blades
• Intermittent front wipe switch • Washer reservoir, pumps and jets
• Rear wipe park switch
The wiper linkage and motor assembly are available as
• Rain/light sensor, if equipped separate components. The wiper linkage and motor dif-
• Normal (slow) speed continuous switch fers between LH and RH drive models.
• Fast speed continuous switch The assembly is located below the plenum grill in the
• Flick wipe switch engine compartment and is secured with bushes, sleeves
• Windshield wash switch and bolts. The rubber bushes isolate the assembly from
the body mountings.
• Rear window wash switch
• Ignition switch The linkage assembly comprises a main tube, with a
pivot housing at each end. The motor is attached directly
• Lighting switch
to the tube. A motor crank is positively attached to the
• Low level reservoir status, via CAN motor output shaft. Two link rods then attach to the
• Vehicle speed, via CAN motor crank, which transfers power directly to each
• Front wiper motor park switch pivot crank.
• Reverse switch, via CAN The motor crank converts rotary motion from the motor
• Tail gate open switch output shaft into linear movement of the link rods. The
• Ambient temperature, via CAN cranks, connected between the each link rod and pivot
housing, convert the linear motion to reciprocating
Outputs motion at the pivot housing. This reciprocating motion is
• Front wiper motor (normal) passed to the wiper arms and blades causing the blades
• Front wiper motor (fast) to wipe an arc across the windshield.
• Washer motors
• Heated washer jets (if equipped)
• Rear wiper motor relay
• Headlight power wash motor
Wiper Motor Rear Wipers

The motor assembly comprises a DC motor, which The rear wiper system comprises:
drives a gear wheel via a worm drive attached to the
• Wiper motor
motor spindle. The gear wheel has a central spigot,
which provides the attachment point for the motor crank. • Rear washer pump
• Rear washer jet
A 5-pin connector connects the motor electrically. The
connector supplies two battery voltage feeds to the • Wiper arm and blade
motor (when switched). The motor has three sets of • Glass sealing grommet
brushes with one brush connected to ground. One feed is
Rear wiper and washer operation is controlled by the
direct to the motor brush opposite the ground brush and
CJB, via the rear wiper relay, which is located in the LH
operates the motor at normal (slow) speed. The second
‘D’ post.
feed is connected to a motor brush, which is offset from
the ground brush and operates the motor at fast speed. The rear wiper motor is located in the upper tailgate,
With the power supplied through this brush, the current behind a trim panel. The assembly is secured to the body
flows through fewer coil windings. This results in a of the upper tailgate with three M6 nuts. Bushes isolate
lower resistance to the current flow to the ground brush the motor assembly from the body, which help reduce
and gives a higher motor rotational speed. the transmission of motor operating noise to the tailgate.
Output control of the wiper motor is through a double The motor is located on a worm drive gearbox mecha-
contact relay. The relay is located in the Battery Junction nism, which converts the rotary motion of the motor out-
Box (BJB). put spindle into the required arc for the rear wiper blade.
The motor has an internal track switch, which signals the The feed hose, for the separate rear washer jet, is located
CJB when the wipers have reached the park position. at the rear of the motor spindle. The hose is connected to
The park signal is closed circuit when the wipers are in a 90 degrees connector allowing the washer fluid to flow
the park position. When the wipers are switched off and through the center of the motor spindle. A Non-Return
the CJB receives the park position signal from the motor, Valve (NRV) is located in the hose, near the motor, and
the CJB shorts the motor via a relay bridge circuit. This prevents fluid returning to the reservoir.
short circuit has the effect of applying a brake to the The motor spindle is a conventional design with a taper
motor, giving precise positioning of the wiper blades in spline location for the wiper arm and a threaded shank to
the park position. secure the arm to the spindle.
Wiper Arms
The wiper arms are positively located on tapered splines
on the wiper linkage spindles.
The wiper arm has a pivot point, midway between the
spindle attachment and the blade. A tension spring is
connected to the wiper arm on each side of the pivot
point and applies pressure to maintain the wiper blade in
contact with the windshield.
The wiper blades are attached to the wiper arms with
clips that allow the blade to pivot. The wiper blades
comprise a sprung steel curved backbone which applies
pressure evenly to the windshield, to which is applied
the wiping lip to the bottom surface and an aerofoil sec-
tion to the top which presses the blades onto the wind-
shield at high vehicle speeds.
Washer System
The windshield washer system comprises: The plastic, molded reservoir is located in the LH wheel
arch, behind the liner and has a capacity of 11.08 pints
Vehicles without headlight washers:
(6.3 liters). It is secured to the body and front panel with
• A reservoir and filler neck bolts. A boss on the reservoir locates in a slot in the front
• A washer pump panel and provides additional support.
• Two washer jets The reservoir has two recessed holes on its rear face,
• A rear washer jet which provide location for the combined front pump,
• Hoses rear pump and headlight washer pumps. The pumps are
push fitted into grommets, which seal the pumps in their
Vehicles with headlight washers: locations. A hole in the top of the reservoir allows for the
• A reservoir and filler neck fitment of a flexible filler neck. The front and rear wash
• Two washer pumps hoses are integrated into the harness and so follow it’s
• A level sensor routing. The headlight washer hose comes from the
• Four washer jets – two windshield and two headlight bumper around the bottle to attach to the headlight
washers washer pump.
• A rear washer jet A hole with a grommet in the side of the reservoir pro-
• Hoses vides the location for the fluid level sensor.
The low level sensor has a float, with integral magnet.
Washer Reservoir – Headlight Washer variant shown
The sensor has a contact, which is normally open when
the reservoir is full. When the fluid level reduces to
FRONT AND REAR
WASHER PUMP
approximately 1 liter, the magnetic float slides down,
causing the switch contact to close. This open circuit is
sensed by the instrument cluster, which displays the low
fluid level message and transmits the switch status on
the CAN bus.
The instrument cluster monitors the fluid level sensor
continuously. The instrument cluster checks the fluid
level sensor when the ignition is switched on to give the
driver an early warning of the low fluid level. The instru-
ment cluster then monitors the sensor value over a 25
second period when the ignition is on to prevent invalid
messages due to fluid ‘sloshing’ in the reservoir.
When a low fluid level signal is transmitted to the high
line instrument cluster, a ‘WASHER FLUID LOW’
message is displayed in the instrument cluster’s message
FLUID LEVEL SENSOR HEADLIGHT WASHER
(IF EQUIPPED) PUMP (IF EQUIPPED) center. On the low line instrument cluster a low fluid
688LR069 level indicator is illuminated. The first display of this
message, or illumination of the indicator, is accompa-
nied by a ‘chime’ sound to alert the driver to the low
fluid level.
Headlight Washers Heated Windshield Washer Jets

A headlight washer assembly is located below each Two windshield washer jets are located on the hood
headlight. Headlight washer operation is controlled by outer surface. The washer fluid feed hose from the front
the CJB via a headlight washer relay. The relay is shield pump is connected to a ‘Y’ piece connector
located in the BJB. located between the two jets. Two short lengths of hose
connect the jets to the ‘Y’ piece. Each jet contains a
Head Light Wash Only (No Wipe Function)
NRV to prevent washer fluid draining back to the reser-
The headlight washers are only active when the head-
voir and also to limit the amount of washer fluid, which
lights and ignition are switched on. If the washer reser-
can be forced by gravity from the jet during cornering.
voir fluid level becomes low, the instrument cluster
sends a message, via the CAN bus, to the CJB, which Each washer jet has two ball nozzles, which can rotate in
suspends headlight wash operation to preserve washer their housing’s to obtain the optimum fluid application
fluid in the reservoir. onto the windshield. Each washer jet contains a heater
element, which prevents the fluid freezing in the nozzles
With the ignition and lights on, headlight wash is acti-
in very cold conditions and a Positive Temperature
vated on the first operation of the wiper column control
Coefficient (PTC) sensor, which regulates the tempera-
switch in the wash/wipe position.
ture. The jet heater elements are controlled by the Auto-
The CJB monitors the operation of the wash/wipe switch matic Temperature Control (ATC) module and a heated
and maintains a counter to restrict headlight washer washer jet relay in the BJB.
operation to every fourth operation of the wash/wipe
switch in conjunction with a 10-minute timer. The timer
prevents a second operation of the headlight washers
within a 10-minute period. Should the washer switch be
activated for more than four programmed wipe requests
during the 10-minute period, the headlight washer will
remain disabled. Only the next consecutive programmed
wipe request, after the 10-minute timer has expired, will
the headlight washers be enabled. The counter and timer
are reset when the ignition is switched to OFF or the
light switch is turned from OFF back to ON within the
same ignition cycle.
When headlight wash is active, the CJB energizes the
washer pump twice per cycle. The headlight washer
pump is powered for a 0.5 second period.
Rain/Light Sensor
The rain/light sensor is located at the upper edge of the The rain/light sensor unit attaches to the optical unit via
windshield, behind the interior rear view mirror. The two clips, which latch onto formed tags on the optical
sensor is mounted on an optical unit, which is heat unit. Positive retention is achieved by two retaining
bonded to the inner surface of the windshield during clips, which force the clips onto the tags. The retaining
manufacture. If damage occurs to the optical unit or the clips must be withdrawn to facilitate sensor removal.
windshield, then a new windshield will be required and
The sensor provides information to the CJB for the opti-
installation can only be performed by an authorized
mum wiper operation for the prevailing conditions to
Land Rover dealer.
maintain the shield in a clear condition at all times. The
The rain sensor must be re-initialized to a new wind- rain/light sensor is an optical unit, which operates on an
shield, if equipped, or if transferred to another vehicle, infrared waveband. The sensor uses the principle of the
the new rain sensor assembly will automatically re-ini- laws of reflection on interfacing surfaces between mate-
tialize when powered-up for the first time. In order for rials with differing refraction properties.
this to occur successfully it must be fitted and connected
to the optical filaments (bonded to the shield assembly).
Rain Sensor Functionality
688JAG133
The rain/light sensor contains transmitter and receiver

diodes, which transmit and receive infrared light. This is
directed onto the windshield via an optical element. The
light is directed at an angle so that light is reflected
100% on the outside surface of the shield and is trans-
mitted back into the optical unit. To receive a 100%
reflection, the outer shield surface must be clean and dry.
Rain sensing is active when the wiper column control

switch is in the intermittent position. The system sus-
pends wiper operation when the area of the windshield
for the rain/light sensor is dry and operates the wipers
continuously when the windshield is subject to heavy
rainfall.
By using the intermittent rotary switch on the wiper stalk
the driver can adjust the sensitivity of the rain/light sen-
sor. 6 sensitivity levels sensor can be selected, which has
the effect of increasing or decreasing the wiper delay
period, allowing driver adjustment for the prevailing
conditions. When several continuous wipe cycles have
taken place, the system will maintain the continuous
operation to avoid switching back to intermittent from a
continuous wipe and back again.
The rain/light sensor receives vehicle speed information
from the Anti-lock Braking System (ABS) module on
the Local Interconnect Network (LIN) bus via the CJB.
The sensor increases the sensitivity as the speed
increases to optimize wiper operation. When the vehicle
speed is reduced to less than 5 mph (8 km/h), the sensi-
tivity is automatically reduced. Below this speed the
wipers will only operate continuously in very heavy rain.
Automatic Headlight Operation

A light sensor is incorporated in the housing of the rain/
light sensor to control the operation of the automatic
headlights.
The automatic headlights will function when the lighting
control switch is in the ‘AUTO’ position and the CJB
receives a ‘lights on’ signal from the rain/light sensor.
All front and rear wipe/wash functions are controlled by the wiper control switch (the RH column stalk switch).
The switch comprises 7 switch positions and the intermittent rotary control. The switch positions each complete a
combination of ground paths to connections on the CJB. The CJB interprets the selected combination of switches and
operates the respective function accordingly.
REAR WASH
FAST WIPE
REAR WIPE
SLOW WIPE
INTERMITTENT WIPE /
RAIN SENSING
WINDSHIELD
INTERMITTENT DELAY / WASH
RAIN SENSING SENSITIVITY
VARIABLE ROTARY CONTROL
FLICK WIPE
688LR072
Flick Wipe Intermittent Wipe

Moving the switch down selects the front wiper flick Moving the switch up one position from ‘OFF’ selects
function. The front wipers will operate at fast speed for intermittent front wiper operation. The rotary potentiom-
as long as the flick wipe switch position is operated. eter on the stalk selects one of 6 delay periods. The delay
Once the switch is released the front wiper motor will period is also influenced by vehicle speed (should speed
revert to a normal (slow) speed operation until the park control intermittent wipe mode be configured), using a
position has been detected. signal value derived from the ABS control module. The
selected delay period decreases with an increase in road
speed. When a rain/light sensor is incorporated into the
system, the intermittent position also initiates wiper
operation controlled by the rain/light sensor. The sensi-
tivity of the rain/light sensor is also adjusted by moving
the rotary switch to one of 6 positions.
The rotary switch selects differing output values for each Rotary Switch Output Output Output
position. The switch is wired to three data input termi- Position Data 1 Data 2 Data 3
nals of the CJB. Refer to the table at right. 1 Yes — —
The speed control intermittent wipe mode has 6 sensitiv- 2 Yes Yes —
ity settings, position 1 being the most sensitive. There 3 — Yes —

are 6 defined speed Classes (0 through 5) as shown in
4 — Yes Yes
the table below:
5 Yes Yes Yes
6 Yes — Yes
Class Speed Increase Speed Decrease

• Vehicle speed < 5 mph (8 km/h), remain in Class 0
0 —
• Vehicle speed > 5 mph (8 km/h), increment to Class 1
• Vehicle speed > 5 mph (8 km/h) and < 20 mph • Vehicle speed = 0, Revert to Class 0
(32 km/h), remain in Class 1
1 • Vehicle speed > 0 and < 20 mph (32 km/h), remain in
• Vehicle speed > 20 mph (32 km/h), increment to Class 1
Class 2
• Vehicle speed > 20 mph (32 km/h) and < 40 mph • Vehicle speed < 10 mph (16 km/h), revert to Class 1
2 • Vehicle speed > 10 mph (16 km/h) and < 40 mph
• Vehicle speed > 40 mph (64 km/h), increment to (64 km/h), remain in Class 2
Class 3
Class 4
Class 5
5 • Vehicle speed > 80 mph (128), remain in Class 5 • Vehicle speed < 70 mph (112), revert to Class 4
NOTE: : < = below, > = above.
Wiper Speed Class Matrix (delay value in Seconds)

Front Rear
Rotary
Position 0 1 2 3 4 5 0 1 2 3 4 5
Position 1 3.5 3 2.5 2 1.5 1 6 5 4 3 2 0
Position 2 5 4 3.5 3 2.5 2 10 8 6 4 2 1
Position 3 7 6.5 6 5 4 3 14 11 8 5 3 1
Position 4 9 8 7 6 5 4 18 15 11 8 5 2
Position 5 11 9.5 8 7 6 5 22 18 13 9 6 3
Position 6 13 11 9 8 7 6 26 21 16 11 7 4
The rotary switch positions also influence the operation of the rain/light sensor (when equipped) by adjusting its sen-
sitivity. Refer to the Rain/Light Sensor section for details.
Normal (Slow) Speed Rear Wash/Wipe

The normal (slow) speed continuous wiper operation is Pulling the switch towards the driver selects the intermit-
selected by moving the switch vertically to the second tent rear wash/wipe function. The intermittent delay
detente position from ‘OFF’. The wipers will operate period will vary according to the sensitivity settings and
continuously when the vehicle is moving. When the vehicle speed.
vehicle is stationary, or less than 5 mph (8 km/h), the
When the switch is pulled to the second position and
CJB operates the wipers in the intermittent mode (if
held, the washer pump will operate. If the switch is oper-
speed dependent wipe mode is configured), using a 3
ated for more than 10 seconds, the pump will be dis-
second intermittent delay period.
abled. When the switch is released, the rear wiper will
Fast Speed complete a further two full wipe cycles and then operate
on an intermittent function until selected off.
Fast speed continuous wiper operation is selected by
moving the switch vertically to the third detente posi- The rear wiper will operate continuously if the ‘continu-
tion. The wipers will operate continuously at fast speed ous rear wipe’ function is enabled.
when the vehicle is moving. When the vehicle is station-
ary, or less than 5 mph (8 km/h), the CJB operates the Reverse Gear Input
wipers in normal (slow) speed mode (if speed dependent The intermittent delay period depends on speed depen-
wipe mode is configured). dent wipe mode being enabled or disabled.
Wash/Wipe The rear wiper also operates if reverse gear is selected
When the non-latching wiper stalk button is pushed, the and the front wipers are on. If the front wipers are oper-
windshield washer is operated. If the wipers are off and ating continuously when reverse is selected, the rear
the button is pressed for less than 0.5 seconds, only the wiper will also operate continuously as long as reverse
washer will operate. If the button is pressed for more gear is engaged. If the front wipers are operating inter-
than 0.5 seconds, the wipers will come on and perform mittently when reverse is engaged, the rear wiper will
two wipes. When headlight washers are fitted, the head- complete one wipe cycle then wipe intermittently.
light washers will operate if the front windshield washer On vehicles equipped with rain/light sensor, when
is operated and the headlights are on. Refer to headlight reverse gear is selected while the front wipers are in
wash section for detail of operation. The CJB monitors intermittent mode but the rain/light sensor indicates that
the wash/wipe switch operation and after the switch is the front wipers are off, the rear wiper will not operate. If
released, if a programmed wipe is enabled, the CJB the rain/light sensor subsequently calls for a single wipe,
allows two further wipe cycles to be completed. the rear wiper will operate a single wipe cycle. If the
rain/light sensor calls for a slow or fast wipe, the rear
wiper will operate continuously.
The CJB will operate the rear wiper (providing the front
wipers are on) upon receipt of a reverse gear signal from
the Transmission Control Module (TCM) on the CAN
bus, via the instrument cluster.
‘Tailgate Open’ Disable Diagnostics

If the rear wiper is switched on or is already running and The data link connector (DLC) allows the transfer of
the tailgate is opened, the rear wiper should not start to information between the CJB, the rain/light sensor and
run, or should immediately become disabled during a IDS. The DLC is located in the lower instrument panel,
wipe cycle. If the tailgate is subsequently closed, the on the driver’s side, below the steering column.
wiper will resume its normal operation after a delay of 3
The rain/light sensor performs an internal self-test in the
seconds. Should the vehicle speed input be more than 2
first 50ms from the ignition being switched to position I
mph (3km/h), then the tailgate switch will be deemed as
and can store DTCs, which can be used to diagnose,
closed.
faults or non-function of the rain/light sensor. The faults
The CJB receives the ‘tailgate open’ signal directly from are stored in a non-volatile memory which retains the
the upper tailgate central locking motor. logged DTCs even when the power supply is discon-
nected. If a rain/light sensor fault prevents the sensor
Wiper Motor Blocking Protection from operating, the CJB will control wiper operation as
The wiper park signal is also used by the CJB for block- if a rain/light sensor is not installed in the system.
ing protection of the front wiper motor. This feature pro- The CJB monitors all inputs and outputs relative to the
tects the motor in the event of the wiper operation being wiper system and other CJB controlled functions on the
obstructed. LIN bus. If a fault is detected, a code applicable to that
If the CJB does not receive a wiper park signal status fault is stored in a fault log. Two fault logs are provided
change for a period of 6 seconds, when the wiper motor within the CJB for internal and external faults.
is active, the CJB removes the power supply to the
motor. The motor will remain disabled until either an
alternative motor mode has been selected, or the ignition
has been moved to position 0 and back to position I.
Should a stall condition be achieved 3 times during a
single ignition position I status, then the wiper relay will
remain disabled, regardless of wiper switch positions,
for 180 seconds. The CJB will not automatically switch
the motor on, to prevent the risk of injury. The wiper
switch must be moved off and then on to reactivate the
wiper motor. The blocking protection is active in all
wiper switch positions and can only be reset by turning
the ignition off.
The rear wiper algorithm contains the same logic as
mentioned above.
Wiper / Washer Control
1 7
2 5 8
3 4 6 9
10
32
11
31
29 28 30 12
13
27
23 21 14
22 16
26
15
20
18
25 24 19 17
A D N
688LR073
A Hardwired 10 Wiper switch 22 Upper tailgate central locking motor

D HS CAN bus 11 Rear wiper relay 23 LH heated washer jet
N MS CAN bus 12 Rear wiper motor and park switch 24 Heated washer jet relay
1 Fusible link 11 13 Light switch 25 Fuse 28
2 Fuse 29 14 Instrument cluster 26 Rain/light sensor
3 Wiper relay 1 15 Fusible link 7 27 Fuse18
4 Wiper relay 2 16 Headlight washer relay 28 Front and rear washer pump
5 Front wiper motor 17 Ambient air temperature sensor 29 Washer pump relay
6 ABS module 18 Headlight washer pump 30 CJB
7 DLC 19 ATCM 31 Fuse 11
8 Fusible link 18 20 Fuse 12 32 Ignition switch
9 Fuse 48 21 RH heated washer jet
Windows LA / LS Body Electrical Systems
WINDOWS
Windshield
The optical unit for the rain sensor is heat bonded to the
inner surface of the glass.
Vertical fine-wire multi-strand elements are fitted
between the glass laminations to de-ice and demist the
windshield. At the bottom of the windshield, 6 horizon-
tal heating elements bonded to the interior glass surface
prevent the wiper blades freezing to the screen during
adverse weather conditions.
The windshield is supplied with the heating element flat
foil connectors fitted to a molded sealed terminal block.
This terminal block is wired to a connector for connect-
ing to the vehicle harness.
Rear Window
The tempered glass tinted green rear window is bonded to
the upper tail doorframe using PU sealant. The heating
elements and an extra FM antenna for diversity tuning, if
equipped, are fitted to the inner surface of the rear glass.
Two lucar terminals connect the heating element while a
twin and single stud connector at the top of the screen
connect the antenna to the vehicle.
LA / LS Body Electrical Systems Windows
Power Windows
NOTE: LS shown; LA similar.
RH REAR
WINDOW MOTOR
PASSENGER DOOR
PASSENGER AJAR SWITCH RH REAR
WINDOW MOTOR WINDOW SWITCH
LH REAR
WINDOW SWITCH
PASSENGER
WINDOW SWITCH
WINDOW LIFT
RELAY
LH REAR
WINDOW MOTOR
DRIVER DOOR
AJAR SWITCH
DRIVER DOOR DRIVER

SWITCH PACK WINDOW MOTOR
688LR077
Electric windows are installed in all four doors. All the Should any of the passenger windows have opposing up/
passenger windows are hard wired and are powered via down requests from two separate switches – for exam-
the window lift relay in the Central Junction Box (CJB). ple, the drivers door switch and the switch on the operat-
The window lift system is enabled during ignition switch ing window – then the operation of that window will
positions I and II, but is disabled during cranking. cease, until one or both of the switches are released.
The driver’s front window incorporates a self-contained
‘Anti-trap’ regulator, which features one-shot up and
one-shot down functionality.
Windows LA / LS Body Electrical Systems
The system is controlled by the CJB based on the fol- Component Description
lowing inputs and outputs:
Window Switches
Inputs Individual window switches are installed in each of the
• Ignition switch three passenger doors. Window switches for all windows
• Drivers door switch pack are installed in the driver’s door in the top surface of the
• Front passenger door window switch trim casing.
• Rear passenger door window switch (LH and RH) All window switches are of the non-latching rocker type
• Drivers door ajar switch and contain illumination bulbs that operate when the
• Front passenger door ajar switch side lights or headlights are on.
The driver’s window switch has two switching positions
Outputs
in each direction, inch up/down and one-shot up/down.
• CJB window enable signal
Operating the switch to the second detent position will
• CJB window power feeds activate the one-shot feature. All the passenger windows
• Front window lift motors (LH and RH) have conventional power motors, providing an inch up/
• Rear window lift motors (LH and RH) down operation while the corresponding switch is held.
Window Regulators
Cable-operated window regulators powered by an elec-
tric motor are installed in each of the doors. The regula-
tor and motor is supplied as an assembly and is handed.
Each front regulator assembly comprises a front and rear
runner, a continuous cable and a motor. The rear regula-
tor assembly comprises a single runner, a continuous
cable and a motor.
Each glass carrier is attached to the cable, which, in turn,
is attached to a drum driven by the motor. When the
motor is operated, the drum pulls the cable in the
required direction to raise or lower the glass.
LA / LS Body Electrical Systems Windows
When the switches in the driver’s door are used to oper- Anti-Trap
ate the passenger windows or to isolate the rear win- The anti-trap function is enabled for the driver’s window
dows, the driver’s door switch pack outputs a signal to closing in both the inching and one-shot modes. If the
the relevant window regulator. While the isolator is anti-trap feature is activated while a window is closing,
engaged, the rear regulators ignore inputs from the rear the window motor is reversed for 0.5 second.
window switches, and the driver’s door switch pack illu-
minates a LED in the isolator switch. A Hall sensor, located in the driver’s window regulator,
monitors the speed of the motor and if the speed
With the switches in the rest position, there is battery decreases below a set threshold, indicating an obstruc-
voltage at both sides of each switch as well as at the win- tion, the power feed to the motor is reversed so the win-
dow motors. Operating any switch provides a ground dow goes back down.
path through the switch to the window motor. Operating
the switch in the opposite direction switches the voltage In an emergency the anti-trap function can be overridden by
path and the ground path to the motor allowing the holding the window switch in the one-shot closed position.
motor to run in the opposite direction. After the battery has been disconnected, it is necessary
Power for window operation is supplied from the win- to initialize the driver’s door window motor to be able to
dow lift relay located in the CJB. operate the one-shot up function.
Driver’s Door Window Motor Initialization

Front Door Ajar Switches
– Operate the drivers window switch until the window
Window operation is immediately disabled when a front
glass is in the fully closed position, continue to oper-
door is opened during a 40 second timeout period. The
ate the window switch for a further 2 seconds
door ajar switches are located in the front door latch
mechanisms. – Release the window control switch
– Operate the drivers window switch in the closed
IDS can be used to monitor the state of the front door
position and continue to operate the window switch
ajar switches.
for a further 2 seconds
Enable Lines – Operate the drivers window switch until the window
The use of enable lines limits the windows to operation is in the fully open position (one-shot down)
when the ignition switch is in position I or II, and for a NOTE: If the driver’s window motor initialization has
period of forty seconds once the ignition has been been completed correctly, operating the driver’s window
switched off. If the driver’s door or the front passenger switch, should cause the window to move to the fully
door is opened within the forty-second period, window closed position (one-shot up) automatically. If the win-
operation will be disabled. No window operation is pos- dow does not fully close automatically (one-shot up),
sible during vehicle cranking. repeat the complete procedure.
– Operate the driver’s window switch once to the close
position.
Parking Aid System LA / LS Body Electrical Systems
PARKING AID SYSTEM

The parking aid system provides an audible warning to
the driver when any obstacles are in the path of the vehi-
cle during a forward (if front sensors fitted) or reversing
maneuver. The purpose of the system is to assist the
driver when parking or maneuvering in restricted space.
It is not designed as a crash avoidance system or a
replacement for visual interpretation by the driver.
The parking aid system is not standard on all vehicles,
and some vehicles may be equipped with rear sensors
only. Higher specification vehicles may be equipped
with both front and rear sensors.
The system comprises 4 ultrasonic sensors in the rear
bumper, 4 ultrasonic sensors in the front bumper (if
equipped), a control module, a fascia mounted control
switch, a rear sounder unit and a front sounder unit (inte-
gral with instrument cluster).
The system operates using ultrasonic signals which are
transmitted by the sensors. The reflected echo from this
output is received by the sensors and used by the parking
aid module to calculate the distance from an object.
A fascia mounted switch allows the driver to deactivate
the rear and front (if equipped) parking aid system, if
operation is not required.
LA / LS Body Electrical Systems Parking Aid System
FRONT SENSORS
PARKING AID SOUNDER
REAR SENSORS
PARKING AID SWITCH
PARKING AID MODULE
688LR086
Parking Aid Module Inputs and Outputs
The parking aid module is located in the rear left hand side Three connectors on vehicles with front and rear sensors
of the luggage compartment, behind the side trim panel. and two connectors on vehicles with rear sensors only
provide the interface between the parking aid module
and the external parking aid components.
The module receives inputs from the following:
• Reverse selected – CAN message from transmission
control module (automatic transmission) or transfer
box control module (manual transmission)
• Forward gear selected (not in reverse or neutral) –
CAN message from transmission control module
• Parking aid switch
• Parking brake applied – CAN message
688LR087 • Trailer is coupled – CAN message for Central Junc-
tion Box (CJB)
The module uses a single microprocessor to perform the • Ignition switch – Power supply
following tasks:
The module outputs signals to the following:
• Control of the ultrasonic sensors
• Sensors – power and ground connections
• Monitoring of the sensors
• Sensors – digital signal – transmit and receive signals
• Evaluation of received echo signals from the sensors
• Rear sounder – varying frequency output
• Noise and disturbance suppression
• Front sounder – MS CAN message to instrument
• Control of the parking aid sounders
cluster
• Monitoring of the sounders and associated wiring
• Parking aid switch – power supply for switch LED
• Control and monitoring of the switch status LED and operation
associated wiring
• Evaluation and monitoring of the control inputs
• Management of diagnostic and test functions
• Monitoring of power supply
• Communication via diagnostic link
Controller Area Network (CAN) Signals

The following table details the MS CAN signals that are used to control the parking aid system.
Signal Transmitted by
Vehicle speed ABS module
Selected gear position – Automatic transmission Transmission control module
Selected gear position – Manual transmission Transfer case control module
Electric park brake on/off Electric park brake module
Vehicle movement status ABS module
Trailer connected CJB
Ambient temperature Automatic Temperature Control (ATC) module
Engine running status Diesel engine control module
Stored odometer reading Instrument cluster
Vehicle voltage level Instrument cluster
Minute counter Instrument cluster
Car configuration Instrument cluster
Diagnostic physical request IDS via the DLC
Diagnostic functional request IDS via the DLC
Master configuration identification Instrument cluster
Parking Aid Sensors

Four sensors are positioned in the rear bumper and the Each sensor comprises a plastic housing which contains
front bumper (if equipped). Each of the sensor housings a piezoelectric disc. The disc resonates at a frequency of
has two raised location keys which locate in correspond- 38.4 kHz, producing an ultrasonic signal output. The
ing grooves in the bumper mounting hole and sets the disc also receives the reflected echo signal.
correct orientation for the sensor bodies. The housings
The parking aid module controls the operating mode of
are clipped into the bumper from the front. The sensors
each sensor by the output of a digital signal on the signal
are then clipped into the housings from the rear.
line. Each sensor has two modes of operation; combined
transmitter and receiver mode or receiver mode only.
In the combined mode, the sensor emits a series of ultra-
FRONT
SENSOR sonic impulses and then switches to receiver mode to
receive the echo reflected by an obstacle in the detection
range. These echo signals are amplified and converted
from an analogue signal to a digital signal by the sensor.
The digital signal is then transmitted to the parking aid
module and compared with preprogrammed data stored
in an EEPROM within the module. The module receives
this data via the signal line from the sensor and calcu-
lates the distance to the obstacle according to the elapsed
SENSOR
REAR HOUSINGS time between the transmitted and received impulse. The
SENSOR duration of the impulse transmission is determined by
the module. The frequency of the impulse is determined
by the sensor.
688LR088
In the receiver mode, the sensor will receive impulses
that were emitted by adjacent sensors. The module uses
Each sensor has a 3-pin connector which connects into a
this information to precisely determine position and dis-
common harness linking all four sensors. This harness is
tance of the obstacle.
connected to the main vehicle body harness for the rear
sensors or the engine compartment harness for the front
sensors. The three pins are for sensor negative and posi-
tive feeds and a signal line.
Parking Aid Switch

The parking aid switch is located in the center console, when required. The switch is also connected to ground.
above the IHU, to the left of the hazard warning flasher When the switch is operated, the momentary completion of
switch. The switch is a non-latching switch with an integral the ground is interpreted by the parking aid module as a sig-
LED. The switch receives a 12V output to drive the LED nal to enable or disable the parking aid system.
LED
SWITCH
688LR089
Parking Aid Sounder

The parking aid sounder is controlled by the parking aid
module and emits a series of tones of varying frequency
to inform the driver of the distance between the vehicle
and a detected object.
The rear parking aid sounder is located in the LH side of
the luggage compartment, behind the side trim panel,
below the window. The sounder is secured with two self-
tapping screws into the body. The sounder is connected
to the parking aid module via a harness connector.
The front parking aid uses the instrument cluster sounder
and is activated by CAN messages from the parking aid 688LR090
module to the instrument cluster.
On vehicles with rear only parking aid, the parking aid Sensor Operation
sensors are automatically activated when the ignition The parking aid module processes the distance readings
switch is in position II and reverse gear is selected. The from the ultrasonic sensors to determine if there are any
parking aid module only activates the system if reverse objects within the detection areas. If there are no objects
is selected for more than 1 second. This avoids nuisance in the detection areas, there are no further audible warn-
audible warnings when the gear selector lever is being ings. If an object is detected, repeated audible warnings
moved between Drive and Park. are produced on the parking aid sounder.
When the rear system is activated, the parking aid mod- The maximum detection range is 1800 mm (70 in).
ule illuminates the indicator LED in the parking aid When an object is detected, the time delay between the
switch, switches on the ultrasonic sensors and generates audible warning tones decreases as the distance between
a single chime on the parking aid sounder to indicate the the detected object and the vehicle decreases until, at
system is active. If an object is in the range of the sensors approximately 350 mm (13.7 in), the audible warning
when the system is activated, a series of audible warn- tone is continuous.
ings are emitted by the parking aid sounder immediately.
After the initial detection of an object, if there is no
If parking aid operation is not required, it can be sus- decrease in the distance between an object and the cen-
pended temporarily by pressing the parking aid switch. tral sensors, the time delay between the audible warnings
On vehicles with rear only parking aid sensors, the sys- remains constant. If an object is detected by one of the
tem can be enabled again by pressing the switch again or corner sensors only, the audible warnings stop after
switching the ignition off then on. The parking aid will about 5 seconds if there is no change in the distance
then automatically become active again in reverse gear. between the object and the corner sensor.
The system also remains on when going from reverse
gear to neutral. The assumption being that the driver
may still want to maneuver the vehicle going backwards
in neutral.
The parking aid module receives a signal on the CAN
from the CJB when a trailer is coupled. When this signal
is detected, the parking aid module suspends operation
of the rear parking aid sensors.
On vehicles with front and rear systems, the front system
is activated when the ignition switch is in position II, the
vehicle is out of Park and the Electronic Park Brake
(EPB) is off. If the vehicle speed subsequently goes
above approximately 10 mph (16 km/h), the front sys-
tem will switch off. When the speed drops below
approximately 6 mph (16 km/h), the front system acti-
vates again. If the EPB is applied or Park is selected, the
Parking Aid system is deactivated.
600 mm (23.5 in) 600 mm (23.5 in)
1200 mm (47.2 in) 1800 mm (70.8 in)
350 mm (13.7 in) 350 mm (13.7 in)
INTERMITTENT TONE
CONTINUOUS TONE
FRONT REAR
688LR091
Distance Calculation
When operating in the combined transmitter and until all four sensors have output an ultrasonic signal.
receiver mode, the sensor outputs a number of ultrasonic This sequence is completed in 100ms. The module uses
pulses and receives the reflected echo signal. The park- several measurements of the same sensors to remove
ing aid module amplifies the received echo signals and errors from the calculation.
compares them with a preprogrammed threshold to cal-
If the object is directly behind a sensor, the distance is cal-
culate the distance to the object. This is achieved by
culated using the time between the transmission and
determining the elapsed time between the transmission
reception of the signal. If the object is positioned between
and reception of the ultrasonic signal.
two sensors, the parking aid module uses both signals to
When operating in receiver mode, the sensor receives determine the correct distance using triangulation.
echo signals transmitted by an adjacent sensor. This
To perform the triangulation calculation, the parking aid
mode is used to improve the accuracy of the system.
module must know the distance between the individual
The detection cycle consists of the parking aid module sensors in the bumper. This information is stored in the
operating one sensor in the combined transmitter and module memory. From the received distance from each
receiver mode and transmitting a number of ultrasonic sensor and using the known distance between adjacent
pulses. The module then switches the transmitting sensor sensors, the module can calculate the minimum distance
and the adjacent sensor(s) to receiver mode. After a short from the vehicle to the object.
time delay, this sequence is repeated using a different
When approaching several objects, the module recog-
sensor to transmit the ultrasonic pulse and continues
nizes the distance from the vehicle to the nearest object.
Diagnostics
The parking aid module has a diagnostic connection via
the medium speed CAN to enable faults to be retrieved
using IDS. Additionally, an on-board diagnostic routine
within the parking aid module constantly monitors the
system and alerts the driver to a system fault by emitting a
tone from the front or rear sounder, depending on the fault.
If a parking aid system fault has occurred, the parking
aid module will relay the occurrence of the fault to the
driver in the following ways:
• The status LED will flash at a frequency of 2Hz if
the system is active and fault is detected in the sen-
sors, sounders, related wiring or the module.
• The front sounder will emit an error tone for 3 seconds
at a frequency of 1500Hz if a fault is detected with the
front sensors or the rear sounder develops a fault.
• The rear sounder will emit an error tone for 3 sec-
onds at a frequency of 1500Hz if a fault is detected
with the rear sensors, the switch, the LED in the
switch or if there is a CAN bus error.
Parking Aid Control
1 2
5
4
3
7
6
22
21
8
20
9
19
10
18
17
11
16 12
15
13
14
A D N
688LR092
A Hardwired 6 ATC module 15 Left inner front sensor

D HS CAN Bus 7 CJB 16 Right inner front sensor
N MS CAN Bus 8 Instrument cluster 17 Right outer front sensor
1 Fusible link 11E (30A) 9 ABS module 18 Left outer rear sensor
2 Ignition switch 10 Transmission control module 19 Left inner rear sensor
3 Fuse 36P (5A) 11 Transfer box control module 20 Right inner rear sensor
4 Rear parking aid sounder 12 Electric park brake module 21 Right outer rear sensor
5 Parking aid module 13 Engine control module 22 Parking aid switch
14 Left outer front sensor
Seats LA / LS Body Electrical Systems
SEATS
LA Seat Component Location (NOTE: RHD shown, LHD similar)
DRIVER DOOR AJAR DRIVER SEAT
DRIVER SEAT SWITCH HEATING ELEMENT
NON-MEMORY SWITCH PACK SECOND ROW
SEAT HEATER SWITCHES
(VEHICLES W/ REAR A/C)
DRIVER SEAT DRIVER SEAT

MEMORY SWITCH PACK SQUAB MOTOR
SECOND ROW
DRIVER SEAT CUSHION SEAT HEATING ELEMENTS
ADJUSTMENT MOTOR ASSEMBLY
PASSENGER SEAT
POWER RELAY PASSENGER SEAT
HEATING ELEMENT
MEMORY
CONTROL MODULE
SECOND ROW
SEAT HEATER MODULE (2)
PASSENGER SEAT
SQUAB MOTOR
FRONT SEAT
HEATER SWITCHES
PASSENGER SEAT
SWITCH PACK
SECOND ROW
PASSENGER SEAT CUSHION (VEHICLES W/OUT REAR A/C)
688LR093
LA / LS Body Electrical Systems Seats
LS Seat Component Location (NOTE: RHD shown, LHD similar)
DRIVER DOOR AJAR

DRIVER SEAT SWITCH DRIVER SEAT
NON-MEMORY SWITCH PACK HEATING ELEMENT
DRIVER SEAT
MEMORY SWITCH PACK
DRIVER SEAT
SQUAB MOTOR
DRIVER SEAT CUSHION

SECOND ROW
SEAT HEATING ELEMENTS
STEERING COLUMN
ADJUSTMENT
PASSENGER SEAT PASSENGER SEAT

POWER RELAY HEATING ELEMENT
MEMORY
CONTROL MODULE SECOND ROW
SEAT HEATER MODULE (2)
PASSENGER SEAT
SQUAB MOTOR
FRONT SEAT
HEATER SWITCHES
PASSENGER SEAT
SWITCH PACK
SECOND ROW
PASSENGER SEAT CUSHION (VEHICLES W/OUT REAR A/C)
688LR094
Power Operated Front Seats (Non-Memory)

NOTE: On vehicles from 2008MY, the passenger seat Lumbar Adjustment (if equipped)
can also be equipped with 8-way electrical adjustment. The lumbar pump inflates a bladder in the backrest
which provides extra support for the seat occupant.
688LR097
Adjustment is achieved by operation of a rocker switch

located on the outside of the seat, on the upper face of
the side cushion trim. The switch is connected to an air
pump, which inflates a lumbar bladder to provide the
required lumbar adjustment. The air pump will operate
688LR096
for as long as the switch is operated in the inflate posi-
tion. When the switch is operated in the deflate position,
The seat motors are a permanent magnet motor type
the switch operates a deflate solenoid to allow the air to
coupled to a rack and pinion assembly. Should the motor
escape from the bladder. The lumbar bladder is protected
seize or stick an internal thermal cut-out switch will trip
from over inflation by a pressure relief valve.
to remove voltage from the motor. Two pins within each
of the seat switch packs control the seat motors. Both
pins are normally earthed. Operating the switch applies
voltage to one of the pins while the other pin remains
earthed. Operating the switch in the opposite direction
reverses power and earth to the motor allowing the
motor to run in the opposite direction.
Driver Memory Seat

The memory control module can store up to three differ- Memory Recall
ent driver seating, mirror and electric steering column Memory recall has three memory positions stored for the
(where fitted) positions for each key (up to 3 keys). The seats, exterior mirrors and electric steering column
three-numbered memory and single memory store (where fitted). The switches for this function are located
switches control memory storage and recall operations. on driver’s seat outer side trim panel. Pressing the appro-
Each switch is a momentary action push switch. priate numbered memory switch allows the seat to start
moving to the position appropriate to that memory.
The following procedure will store a memory position:
MEMORY PRESET
MEMORY STORE BUTTONS
BUTTON – Ensure the ignition key is in position I or II
– Ensure reverse gear is not engaged
– Manually adjust the seat to the desired position,
using the seat switches
– Press and release the ‘memory store’ switch
– Press and release the desired numbered memory
switch within 5 seconds
With the ignition key in position II, a single chime will
be emitted from the instrument cluster to indicate that
the store operation has been successful.
SEAT ADJUSTMENT
CONTROLS
When a memory recall is initiated, to limit the overall
688LR098 current consumption, only two seat axes will move
towards their intended position at any one time. To mini-
All seat adjustments are available while the ignition key mize current load as the motors start, the initiation of
is in position I or II or for a time period from when either each axis is phased with a 10ms delay between each
the driver door status is changed or the ignition key sta- motor starting.
tus changes from position I to position 0 (key in).
The cushion slide and backrest will move first, followed
NOTE: This does not include lazy entry where the door by the cushion height and tilt. If the vehicle is stationary,
is not required to be open, or the ignition key is in posi- the memory recall will operate in a ‘one-touch’ mode,
tion I or II. whereby the switch can be released and the seat will con-
The mirror adjustment is only enabled when the ignition tinue to move to the memory position. If, however, the
key is in position I or II. vehicle is in motion when the switch is released, then the
system will operate in manual mode. This means that
when the switch is released, the seat will stop moving. In
order to reach the intended memory position, the switch
must not be released until all movement has stopped. The
instrument cluster will emit a double chime to indicate
that the recall operation has been successfully completed.
If any of the seat adjustment or memory switches are
activated during a ‘one touch’ memory recall, the recall
will be overridden and the seat will begin to move in the
direction corresponding to the switch that has been
pressed.
Both mirrors move simultaneously about the vertical axis first (left/right), and then, once all vertical axis movements
are complete, about the horizontal axis (up/down). To minimize the number of mirror motor’s required, a method of
sharing is implemented, which dictates that all movement about one axis is complete before movement about the
other axis commences.
Mirror movement is detailed in the following table:
Control Module Control Module Control Module Control Module
Action Pin 14 Pin 7 Pin 13 Pin 8
Driver Mirror Up Battery — — —
Driver Mirror Down Ground — — —
Driver Mirror Left — Ground — —
Driver Mirror Right — Battery — —
Passenger Mirror Up — — Battery —
Passenger Mirror Down — — Ground —
Passenger Mirror Left — — — Ground
Passenger Mirror Right — — — Battery
Lazy Entry
Pressing the unlock button on the remote transmitter will
initiate a memory recall. This feature is known as ‘lazy
entry’. If the seat movement, memory switch or the lock
button on the remote transmitter is pressed, then the
‘lazy entry’ feature will stop immediately.
The memory settings are stored within Electronic Eras-
able Programmable Read Only Memory (EEPROM) of
the memory control module each time the ignition
switch is cycled from position II to position I. These are
the positional values that a lazy entry request uses when
the remote unlock button for that particular key is next
pressed.
The lazy entry feature can be activated or deactivated via
the customer personalization feature of the high line
instrument cluster. This provides the driver with the
option to enable or disable lazy entry as required.
Immediate Adjustment
Pressing one of the manual adjustment switches will ini- Only two seat motors can be driven at any one time.
tiate the corresponding motor for that axis until the However, due to the sharing of relays, there are certain
switch is released. combinations of motors that cannot be driven together.
The following table indicates which axes can and cannot be operated at the same time:
Recline Height Slide Slide
Recline Up Down Tilt Up Tilt Down Height Up Down Forward Backward
Recline Up — No Yes Yes Yes Yes Yes Yes
Recline No — Yes Yes Yes Yes Yes Yes
Down
Tilt Up Yes Yes — No Yes Yes No* No*
Tilt Down Yes Yes No — Yes Yes No* No*
Height Up Yes Yes Yes Yes — No No* No*
Height Yes Yes Yes Yes No — No* No*
Down
Slide Yes Yes No* No* No* No* — No
Forward
Slide Yes Yes No* No* No* No* No —
Backward
Key:
— = Not applicable
Yes = Can be activated together
No = Can not be activated together (Physically impossible)
No* = Can not be activated together (Relay sharing restriction)
If two axes are being driven and a third axis is requested
to move, the third switch request is ignored until either
of the two axes switches, already active, are released.
The third axis movement may only be initiated provid-
ing the switch has been released and re-selected.
Seat adjustment can be initiated simultaneously with any
mirror movement.
Reverse Mirror Dip Position

To give the driver a clear view of the curbs when revers- The reverse mirror dip position feature can be activated
ing, the exterior door mirror’s can be dipped when or deactivated via the customer personalization feature
reverse gear is selected. The level of mirror dipping is set of the high line instrument cluster. This provides the
to a predetermined amount when the vehicle leaves the driver with the option to enable or disable reverse gear
factory but has the ability to be customer programmed. mirror position as required.
The following procedure will store a reverse mirror dip Information regarding the reverse mirror dip status is trans-
position: mitted as a message on the Local Interconnect Network
(LIN) bus.
– Ensure the ignition key is in position I or II
– Perform a memory recall procedure When the reverse mirror dip position feature is toggled
‘OFF’, all 3 memory settings associated with that per-
– Ensure reverse gear is engaged
sonalization memory will return to the default reverse
– Manually adjust the mirrors to the desired position gear mirror settings.
– Press and release the ‘memory store’ switch
NOTE: Reverse gear status is only available with the
– Press and release the desired numbered memory ignition in position II.
switch
When reverse gear is de-selected, the mirror position
– Reverse mirror dip setting will be stored for that par-
immediately prior to reverse selection will be resumed,
ticular memory setting.
unless a memory recall has been requested while reverse
A single chime will be emitted from the instrument clus- has been selected, in which case the mirrors will move to
ter to indicate that the store operation has been success- the requested memory position when reverse is de-
ful and ‘Mirror Dip Stored’ message will be displayed in selected.
the message center.
There is a delay of 0.5 second following the selection of
Once this sequence has been completed, the stored mir- reverse gear, prior to the reverse mirror position being
ror position will be the position that the mirrors move to recalled. This is to prevent any movement of the mirrors
when reverse gear is next selected. as the gear selector is moved through the reverse posi-
Storing a memory position with reverse gear selected tion on the way to, and from, the park position.
only affects reverse mirror dip positions; the remainder
of the memory positions remain unchanged.
To protect against an accidental setting, the mirror posi-
tion will only be stored if a mirror adjustment has been
made since reverse gear was selected. If there is no
reverse mirror dip position stored, then a default setting,
stored in the memory control module, is adopted.
There are three customer personalization memory set-
tings per key. For each of these settings there are 3 possi-
ble reverse mirror dip position stores. This equates to a
possible 9 reverse gear mirror position settings. Person-
alization memory setting relates to the 3 most recent
ignition keys.
Steering Column Adjust (if equipped)

The memory control module controls the electric adjust- Steering Column Control
able steering column in a rake (up and down) and reach Adjustment of the steering column is achieved by a sin-
(in and out). The steering column can be adjusted for gle DC motor. Each adjustment movement is transmitted
rake and reach by operating the rotary joystick control through a solenoid actuated clutch; one clutch for reach
switch on the LH side of the steering column. movement and one for rake movement.
To adjust the steering column: When engaged, a clutch can be released only if the sys-
– Turn the switch to the ‘Column’ or ‘Auto’ position tem is unstressed. As the clutches are mounted on the
same motor spindle, the sequence for position adjust-
– Move the switch forwards or backwards to adjust the
ment is as follows:
reach
– Move the switch up or down to adjust the rake. – Engage the selected clutch by powering the appropri-
ate solenoid
Entry/Exit Mode – After a time period (approximately 0.1 of a second),
Entry/Exit mode provides automatic movement of the the motor is powered in the desired direction
steering column and driver’s seat to allow easier entry to
– When the motor reaches the stop position the sole-
or exit from the vehicle.
noid and motor is released/unpowered. The clutch
Entry/Exit mode is selected by setting the steering col- remains engaged under stress
umn adjustment switch to the ‘AUTO’ position. – After a time period (approximately 0.1 of a second),
NOTE: If the adjustment switch is moved away from the motor is powered in the opposite direction to
‘AUTO’ while the steering column is tilted away, the enable the clutch to disengage when the stress is
steering column will move back to its memorized posi- released.
tion when the key is next inserted in the ignition. Entry/ Reach Rake
Exit mode will then be cancelled. Motor Rotation Direction Movement Movement
NOTE: If the adjustment switch is moved during entry/ Clockwise IN UP
exit operation, steering column movement will stop. Counter Clockwise OUT DOWN
Exit When the ignition key is removed, the steering col-
umn will move to the uppermost rake and innermost Simultaneous rake and reach movements are not possi-
reach positions and the driver’s seat will move slightly ble since the motor must reverse direction as soon as the
rearwards and lower. first axis has reached its required position.
Entry When the key is inserted in the ignition the steer- Steering column rake and reach is controlled via potenti-
ing column and seat will return to their previous posi- ometer feedback.
tions. If, however, the memorized driver position has
been changed (using the seat memory switches or
another key transmitter), the steering wheel and seat will
move to the new position.
Audible and Visual Confirmations

An audible confirmation is generated by the instrument cluster to provide confirmation to the driver that the requested
operation has been successfully completed. The following operations support an audible confirmation:
Operation Audible Confirmation Conditions
Memory Store Single Chime Successful store operation completed
Memory Recall Double Chime Only issued if all axes of movement successfully reach the intended position
Reverse Gear Single Chime Successful store operation for reverse mirror position completed
Mirror Position Store
In addition to audible confirmation there is also a visual confirmation via the instrument cluster message center.
Memory Control Module

The memory control module, located under the driver’s
seat, relies upon a number of inputs and controls a num-
ber of outputs. As with all electronic control modules,
the unit needs information regarding the current operat-
ing conditions of the engine and other related systems
before it can make calculations, which determine the
appropriate outputs.
All memory values are stored in the non-volatile mem-
ory, EEPROM. The current motor positions, which are
monitored by the control modules integral Hall sensors,
are stored in the EEPROM. If a loss of power occurs,
upon power reconnection the current motor position are
recalled from memory and adopted as the current posi-
tions. This will allow the relative memory positions to be
retained without any need to re-calibrate. The memory
control module checks the integrity of all data stored in
the EEPROM each time it exit’s stand-by mode. In the
event that the data is corrupt, the control module adopts
the default values for all of the programming options. All
memory positions are deemed as invalid and the soft-
ware will perform as if there are no memory positions
stored. Memory store operations will reset the relevant
memory and allow full functionality. 688LR101
Stall Detection Battery Monitor

Seat, steering column (where fitted) and mirror motors If the battery voltage drops below 10.5 Volts, then the
are deemed to have stalled if there is no change in the memory control module ignores all requests for a mem-
inputs that are received from the corresponding feedback ory recall, including lazy entry, or easy entry/exit until
sensors for 200ms (seat), 1000ms (mirror & steering col- the battery voltage has reached 11.5 Volts. This will con-
umn) while that axis is being driven. serve as much power in the vehicle battery as possible to
enable engine cranking.
If a stall condition is detected then the drive to that axis
is cancelled for the remainder of that memory operation Stand-by Mode
(memory recall) or until the switch is re-selected (man-
The memory control module supports a stand-by mode
ual movement).
to keep power consumption to a minimum.
If the motor movement has stopped due to loss of sensor
The control module will enter stand-by mode upon
feedback, either stall or sensor failure, then that axis may
receipt of a LIN bus ‘SLEEP’ message from the Central
be activated again, to move past the stall position, by re-
Junction Box (CJB). Alternatively, a time period of 3
selecting the appropriate switch. This allows control of
seconds after the LIN bus network has remained quiet
the motor to be maintained if sensor feedback is lost.
provided there are no motors being driven at that time
Upon re-selection of movement, if sensor pulses are and there are no valid switch requests.
detected then the motor will continue to be driven until
If there is a failure with the LIN bus network then the
the switch is released or another stall condition is
seat will be operational in ‘inch mode’ only.
motor is only driven for 0.5 second and then stops until If the control module is being prevented from entering
the switch is released and then pressed again, when a stand-by mode due to motor movement, memory recall
further 0.5 second of activation is permitted, and so on. or switch operation, then it will enter stand-by mode
when the current function has terminated.
For all seat motor and steering column manual move-
ments, whenever a motor is driven and a stall occurs, the NOTE: In the case of a memory recall, all memory
memory control module records the position at which recall operations should be carried out before entering
the stall occurred. If movement occurs beyond a stall stand-by mode, not just the current motor movement.
position, then that position is erased from the control The control module will exit stand-by mode if there is
modules memory. This will always allow movement any LIN bus activity. When the control module exits
past a previously recorded stall position once movement stand-by mode it must verify the ‘System Enable Status’
has been registered beyond that position. This is the case in order to recognize when it should respond to a switch
for both manual and memory movement. request.
Initialization
When a replacement memory control module is fitted to
a seat it should be initialized so that the control module
can learn the seats and steering column maximum and
minimum adjustment values. This is achieved by:
• adjusting all seat movement axis from one end of
travel to the other; slide, recline, height and tilt
• adjusting all steering column movement from one
end of travel to the other; rake and reach.
Seat Heating
688LR102
Heated Front Seats Front Seat Heater Switches
The heated front seat system is available on both manual

and power-operated seats and is controlled by the Auto-
matic Temperature Control Module (ATCM).
When the front seat heater switch is operated, power is
supplied to the heater elements in the seat, causing the
seat to heat up. The ATCM senses seat temperature via
the sensor in the cushion and regulates voltage to the seat
heater elements to maintain a constant temperature.
688LR103
Heated Rear Seats LA Rear Seat Heater Switches; Rear A/C variant shown.
The RH and LH rear seats support three integral heating

elements, squab, back rest and bolster.
NOTE: The rear center seat is not available with seat
heating.
The rear seat heaters are enabled when the ignition
switch is position II, and operate at one of two tempera-
ture settings. With the first press of a rear seat heater
switch the relative rear seat heat control module (RH or
LH) adopts the higher temperature setting, supplies a
power feed to the related rear seat heater elements and
illuminates two amber LEDs in the switch. At the second
press of the switch the control module adopts the lower
temperature setting and extinguishes one of the LEDs.
At the third press of the switch the control module de-
energizes the heater elements and extinguishes the sec-
ond LED. The seat heaters remain on until selected off
or the ignition is turned off.
688LR104
LS Rear Seat Heater Switches
688LR105
The rear seat heat control modules receive an input from between 35 and 45 °C (95 and 113 °F). The actual tem-
a temperature sensor in RH and LH rear seats, and regu- perature settings vary with the type of seat covering, to
late the power feed of the heater elements to control the allow for the different heat conduction properties of the
seat temperature at the appropriate temperature setting different seat covering materials.
Diagnostics
The exchange of information between the diagnostic
unit and the memory control module is via the CJB,
which are interconnected via the hi-speed Controller
Area Network (CAN) bus and LIN bus. There is a non-
volatile memory (EEPROM) for saving detected errors.
Its contents are not lost when the power supply is dis-
connected. Only IDS can erase the error memory.
Power Seats Control

NOTE: LS shown; LA similar
2 4 6
1
8
5 9
7
3
30
10 11
29
12 13
28 27
16
17
14
15
19
25 26 18
22
24
23 21
20
A O
688LR106
A Hardwired 10 RH rear seat heater 21 Battery Junction Box (BJB)

O LIN bus 11 LH rear seat heater 22 Front passenger seat recline motor
1 Driver door ajar switch 12 RH rear seat heater cut-off switch 23 Front passenger seat slide motor
2 Driver seat tilt motor 13 LH rear seat heater cut-off switch 24 Front passenger seat height motor
3 Driver seat slide motor 14 RH rear seat heater switch 25 Front passenger seat power relay
4 Driver seat height motor 15 LH rear seat heater switch 26 Front passenger seat switch pack
5 Driver seat recline motor 16 RH rear seat heater control module 27 Memory control module
6 Mirror adjustment switch 17 LH rear seat heater control module 28 Central Junction Box (CJB)
7 LH mirror motor 18 RH Front seat heater 29 Drivers seat switch pack
8 RH mirror motor 19 LH front seat heater 30 Ignition switch
9 Steering reach and rake adjustment 20 Front seat heater switches
Technical Training
Electrical Systems

and Diagnostics
LF (LR2) Body Electrical Systems
688-LR 08/2008
Printed in USA
LF Body Electrical Systems Table of Contents
Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Power Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Parking Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Power Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Exterior Lighting LF Body Electrical Systems
EXTERIOR LIGHTING
Two levels of headlight systems are available depending Exterior lighting is controlled by the central junction box
on option packages: (CJB), which receives exterior lighting related inputs
from the following sources:
• Halogen headlights
• Bi-xenon High-Intensity Discharge (HID) Adaptive • Light switch module
Front Lighting System (AFS) headlights – Rotary ON/OFF control
The rear light assemblies contain side lights, brake – Front fog light switch
lights, reverse lights, turn signal indicators, rear fog – Rear fog light switch
lights and side marker lights. Two reflectors are mounted – Dimmer control
in the rear bumper.
• LH steering column multifunction switch for turn
The headlight and rear light assemblies require removal signal indicators and high beam/ headlight flash
from the vehicle for bulb replacement.
• Hazard flasher switch
A light switch module is located in the instrument panel • Brake light switch
and allows the driver to select the appropriate on/off
• Rain/light sensor (LIN signal)
operation of the exterior lighting systems. Turn signal
indicators and high and low beam functions are con-
trolled from the LH steering column multifunction
switch. The turn signal indicators have a new lane-
change feature: a single press and release of the multi-
function switch in either direction will operate the
selected turn signal indicator for 3 cycles.
LF Body Electrical Systems Exterior Lighting
Exterior Lighting Components (RHD Shown)
688LR008

Exterior lighting is controlled by the central junction box Circuit Protection
(CJB), which is the main controlling module for vehicle Two 60-amp fusible links in the BJB protect the power
body systems and provides circuit protection for all exte- feed to the CJB and the LH and RH lighting circuits,
rior lighting circuits. respectively. All exterior lighting circuits are protected
by Field Effect Transistors (FETs), located in the CJB,
which can detect overloads and short circuits.
688LR009
Light Switch Module

The light switch module is located in the driver’s side of Automatic Headlights
the instrument panel and allows the driver to control the The automatic headlight function is a driver assistance
operation of the exterior lighting system. All switch system designed to automatically switch on the exterior
operations are detected by the light switch module and lights in response to low ambient light conditions (twi-
sent as LIN messages to the CJB. The module has a cen- light, night, inclement weather, tunnels and underground
tral rotary switch which allows the following selections: parking garages, etc.).
• All exterior lights off The automatic headlight system uses the light sensor
• Side lights on (incorporated in the rain/light sensor) located on the
• Headlights on inside of the windshield, below the rear view mirror.
• Automatic headlights active NOTE: The rain/light sensor is also used by the wiper
system for automatic wiper operation.
The light sensor monitors the ambient light around the
vehicle and, when low light is detected, sends a ‘lights
on/off’ request to the CJB on the LIN bus, which
responds by switching on the low beam headlights, front
side lights, license plate lights and rear tail lights.
Operation of the automatic headlights requires the igni-
tion to be on (power mode 6), the lighting control rotary
switch to be in the ‘AUTO’ position and a lights on
request signal from the light sensor. The driver can over-
ride automatic system operation by switching the side
lights or headlights ON if the ambient light conditions
require front and rear lighting to be active.
Fog Light Switches

Two switches are provided for selection of the front and
688LR010
rear fog lights. The fog light switches are momentary
switches, which when pressed generate a LIN bus mes-
sage from the light switch module to the CJB. The fog
lights remain active until deselected using the applicable
fog light switch, or until the headlights are switched off
or the ignition power mode 6 is changed to the off power
mode 0.
Headlight Assemblies
Two headlight variants are available depending on Halogen Headlights
option packages: The halogen headlights have large complex surface
• Halogen reflectors to optimize the beam patterns in low beam; a
• Bi-xenon HID with Adaptive Front Lighting System high beam reflector is located on the inboard side of the
(AFS) headlight.
The headlights are sealed units, with scratch-resistant The low beam halogen headlight uses an H11 55W halo-
polycarbonate lenses bonded to the headlight body. Two gen bulb and the high beam headlight uses an H7 55W
sealed access covers and a sealed housing provide a halogen bulb.
watertight environment for the headlight internal com-
ponents. To prevent fogging of the lens and to allow the
headlight unit to ‘breath’ in response to internal tempera-
ture changes, a vent is located at the outer rear face of the
headlight body. The vent is covered by a Gortex water-
proof membrane. This allows ventilation of the headlight
while preventing the ingress of water.
The headlights can be quickly removed for bulb replace-
ment using the unique ‘Rail Lock’ system. Headlight
access requires the removal of 2 bolts securing the head-
light to the hood closing panel. A locking lever at the
rear of the headlight can then be lifted, releasing a lock-
ing tab at the base of the headlight body. The headlight
can then be pulled forward on the rail and, after discon-
nection of the harness connector, removed from the
vehicle. The ‘Rail Lock’ system ensures that the head-
light alignment is not compromised during the removal
process.
Each headlight has two access covers at the rear. The
larger cover requires the locking lever to be released
from its guide slots to allow access to the cover. The
cover can then be removed by releasing 2 tabs to allow
the high and low beam bulbs to be changed. The smaller
circular rubber cover is a push-fit onto the rear of the
light assembly. Removal of the cover gives access to the
side light and turn signal indicator bulbs.
The side light is colored orange and is designed so that
light from the side light bulb also illuminates the orange
colored reflector area at the side of the light without the
need for an additional bulb.
Halogen Headlight Assembly
688LR011
Bi-Xenon Headlights
The bi-function HID headlights use a projector unit with Principles of Operation
a D1S xenon bulb which operates in both low and high The xenon headlight comprises an ellipsoidal lens with a
beam. An additional halogen high beam only reflector is solenoid controlled shutter to change the beam output
located on the inboard side of the headlight. Headlight from low to high beam.
leveling is automatic on the HID headlights. Front and
NOTE: If the light switch module rotary switch is in the
rear height sensors located on the LH side of the front
OFF position, the xenon lights do not operate when the
and rear axles measure the vehicle attitude, and a Head-
high beam ‘flash’ function is operated. If the rotary
light Leveling Control Module (HLCM), located on the
switch is in the headlights position or AUTO position
bulkhead behind the glovebox, automatically controls
with the low beam lights active, the xenon low beam
the headlight vertical alignment. Headlight powerwash
will remain on when the high beam ‘flash’ function is
is a standard equipment on HID headlights.
operated.
The bi-xenon headlight uses a complex surface reflector
The xenon headlight system is controlled by the CJB
for the halogen fill-in high beam only unit. This uses the
using a control module for each headlight and igniter.
same halogen H7 55W bulb as used on the high beam
The xenon control modules receive an operating voltage
halogen headlight. A bi-xenon projector module is fitted
from the CJB when the headlights are switched on. The
for the low beam headlight but also operates as a high
control modules and the igniters provide the regulated
beam unit.
power supply required to illuminate the xenon bulbs
Safety Precautions through their start-up phases of operation. The igniters
generate the initial high voltage required to establish the
WARNING: arc and have integral coils which generate high voltage
The Xenon system generates up to 28000 pulses required for start-up. Once the xenon bulbs are
volts; contact with this voltage could lead to operating, the igniters provide a closed circuit for regu-
fatality. Make sure that the headlights are lated power supply from the control modules.
switched off before working on the system.
The xenon headlight is a self-contained unit located
The following safety precautions must be followed within the headlight assembly. The unit comprises a
when working on the xenon headlight system: reflector, the lens, a shutter controller and the xenon bulb,
• DO NOT attempt any procedures on the xenon head- which as an assembly is known as the projector module.
lights when the lights are switched on The reflector provides the mounting for the xenon bulb
which is an integral part of the igniter. The igniter locates
• Handling of the D1S Xenon bulb must be performed
in an aperture at the rear of the reflector and is secured
using suitable protective equipment, e.g. gloves and
with 2 Torx screws to ensure correct alignment in the
goggles
reflector. A shutter is used to change the beam projection
• The glass part of the bulb must not be touched from low beam to high beam and vise-versa.
• Xenon bulbs must be disposed of as hazardous waste
The shutter controller is a solenoid which operates the
• Only operate the light in a mounted condition in the shutter mechanism via a lever. When the shutter is in the
reflector low beam position, it masks some of the light emitted
from the reflector, providing a defined low beam cut-off.
Bi-Xenon Headlight Assembly
688LR012
Automatic Headlight Leveling (Xenon Headlights Only)

Automatic headlight leveling provides for the static, When the ignition is in power mode 6, power is supplied
periodic adjustment of the vertical aim of the headlights (via the ignition relay in the BJB) to the light switch
to minimize glare to other road users when the vehicle module, the headlight leveling motors and to the HLCM.
attitude changes due to vehicle loading. The system is When the light switch module rotary switch is moved to
not a dynamic headlight leveling system, and changes in the side light or headlight position, a LIN bus message is
vehicle inclination due to positive and negative accelera- passed from the light switch module to the CJB for the
tion are not compensated. Automatic headlight leveling selected function. The CJB then issues a ‘lights on’ mes-
is controlled by the Headlight Leveling Control Module sage on the HS CAN bus to the HLCM. The HLCM
(HLCM), which is located on the bulkhead, adjacent to uses signals from the front and rear height sensors to
the instrument panel on the passenger side ‘A’ pillar. The periodically re-align the vertical aim of the headlights to
headlight leveling system comprises the following com- their optimum position.
ponents in addition to information from other vehicle
Automatic headlight leveling is only available on vehi-
systems:
cles with xenon headlights.
• Front and rear vehicle height sensors
• Two headlight leveling vertical adjustment motors
• HLCM
Adaptive Front Lighting System (Xenon Headlights Only)

The Adaptive Front Lighting System (AFS) operates by The horizontal position of the projector modules is depen-
the Headlight Leveling Control Module (HLCM) receiv- dent on vehicle speed and steering angle. The angles of
ing inputs from the engine control module for engine each projector module differ to give the correct spread of
running signal, the ABS module for steering angle and light; for example, when turning left, the LH projector
vehicle speed and a reverse gear input from the transmis- module will have a greater swiveling angle than the right
sion. The HLCM processes these signals and provides hand projector module. When reverse gear is selected,
an output to the headlight leveling motors to adjust the the projector modules are moved to the straight ahead
headlight horizontal aim according to vehicle speed and position to prevent glare to other road users.
steering angle.
In the event of a failure of the AFS system, a warning indi-
NOTE: In markets with Daytime Running Lights cator in the instrument cluster flashes to warn the driver.
(DRL), the AFS system will not operate when the DRL The AFS warning indicator illuminates when the ignition
are active. switch is in power mode 6 and will flash continuously
until the fault is rectified. Illumination of the AFS warning
The HLCM is connected on the HS CAN bus to receive
indicator does not necessarily mean that there is a fault
information from other vehicle systems. The control
with the AFS system. The fault may be caused by a fail-
module is connected to the AFS power module on a ded-
ure of another system such as steering angle sensor or
icated LIN bus. The HLCM calculates the required posi-
the vehicle speed signal missing, preventing the AFS
tion of the horizontal adjustment of the projector
system operating correctly.
modules using input data from other systems. The posi-
tion information is then output on the LIN bus to the
AFS power module located on each headlight assembly,
which then operates the stepper motors in the headlight
to the appropriate position.
Daytime Running Lights (DRL)

Daytime running lights (DRL) are a market requirement
in Canada. Full intensity low beam headlights used by
the DRL are permanently illuminated when the vehicle
is being driven. The side marker lights, tail lights and
license plate lights will be on, but instrument cluster illu-
mination will be off. DRLs are active when the follow-
ing parameters are met:
• PARK is not selected on automatic transmission
selector lever
• Power mode 6 (ignition on) detected by the AJB
• Parking brake is not applied
When the rotary switch on the light switch module is
moved to the headlight position, daytime running lights
are deactivated and normal side light and headlight func-
tionality is operational.
NOTE: Adaptive Front Lighting System (AFS) (where
fitted) is non-functional when the DRLs are active
unless the rotary switch on the light switch module is
moved to the headlight position.
NOTE: When daytime running lights are active, the
headlight flash function using the LH steering column
multifunction switch will operate normally.
NOTE: When daytime running lights are active, the
headlight powerwash function is non-functional, unless
the rotary switch on the light switch module is moved to
the headlight position.
The high beam headlight function using the LH steering
column stalk switch will be deactivated. To reduce bat-
tery discharge during long periods of engine idling in
cold climate conditions, DRLs are turned off when the
selector lever is in the PARK position or the hand brake
is applied. When the selector lever is moved from the
PARK position, normal DRL functionality is restored.
Front Fog Lights

Two front fog lights are located in apertures in the front
bumper. Each light is secured in the bumper with 3 Torx
screws which are covered with a removable finisher. The
fog light has an adjuster which is used to set the fog light
to the correct alignment.
The fog light uses a 55W halogen H11 bulb which is
located in an integral holder. The holder is located in a
hole in the rear of the fog light housing and is turned to
lock in position.
The front fog lights are controlled by the CJB. When the
ignition switch is in ignition power mode 6 and the light
control module rotary switch is in the side light or head-
light position, the front fog light button can be pressed to
activate the front fog lights. A front fog light warning
indicator is illuminated in the instrument cluster when 688LR013
the front fog lights are active. If the low beam headlights
and the front fog lights are on at the same time, when the
high beam headlights are switched on, the front fog
lights will be automatically switched off. When the high
beam headlights are subsequently switched off, the front
fog lights will be switched on automatically.
NOTE: The front fog lights will also be switched off if
the high beam ‘flash’ function is operated.
Rear Light Assembly

The rear light assembly is a one-piece unit which con- connected by wires to a connector on the rear of the light
tains a brake/tail light, a turn signal indicator light, a housing. The rear light assembly is in a recess in the
reversing light and a fog light. vehicle body located by two studs on the outer edge of
the light housing and secured with two screws on the
Six bayonet fitting bulbs are used. These are located in
inner edge of the light housing.
holders which fit into the applicable hole in the light
housing and are locked by rotating. Each bulb holder is
688LR014
Rear Brake/Tail Light

The upper light is a combined brake and tail light and module send a HS CAN bus message to the CJB which
uses a 21W/5W bayonet fitting bulb. The brake light supplies power to the brake lights and high mounted
uses the 21W bulb filament and the tail light uses the 5W brake light.
bulb filament.
The tail lights are operated by selecting side lights or
The brake light is activated when the ignition is in the headlights on the light switch module. The side lights are
ignition power mode 6 and the brake pedal is depressed. operational at all times and are not dependant on the
The high mounted brake light will also be activated ignition power mode 6. The side lights will also be illu-
when the brake pedal is depressed. The brake lights can minated when the light switch module is in the AUTO
also be activated by the Anti-lock Brake system (ABS) position and a ‘lights on’ signal is received by the CJB
when Hill Descent Control (HDC) is active. The ABS from the rain/light sensor.
Turn Signal Indicator Light Side Marker Light

The turn signal indicator light is located below the brake/ The side marker light is located in the outer part of the
tail light and uses an orange colored, 21W bayonet fit- rear light, adjacent to rear fog light and uses a wedge fit-
ting bulb. ting 5W bulb.
The turn signal indicator lights are operated by the LH The side marker light bulb, which is fitted in a holder,
steering column multifunction switch or by the hazard locates in an aperture in the rear light housing and is
flasher switch. The steering column multifunction rotated to lock in position. The side marker light is active
switch is only active with the ignition in the ignition at all times when the side lights are selected on using the
power mode 6; the hazard flasher switch is active at all light control module and when the light control module
times. When active, the turn signal indicator lights will rotary switch is in the ‘AUTO’ position and a ‘lights on’
flash at a frequency cycle of 360 ms on and 360 ms off. signal is received by the CJB from the light sensor.
If a bulb fails, the remaining turn signal indicator light
bulbs on that side of the vehicle flash at normal speed.
Hazard Flashers
The applicable turn signal indicator in the instrument The hazard flashers are controlled by a non-latching
cluster will flash at double speed to alert the driver to the switch in the center of the instrument panel. The hazard
bulb failure. flashers operate at all times when selected and are not
dependant on the ignition power mode.
Reversing Light
When the hazard flashers are selected on, all of the front,
The reversing light is located adjacent to the turn signal rear and side turn signal indicator lights operate as previ-
light and uses a 21W bayonet fitting bulb. ously described and both left and right turn signal indica-
The reversing light is active when the ignition is in the tors in the instrument cluster also flash. The hazard
ignition power mode 6 and the CJB receives a reverse warning flashers flash at a rate of 360ms on and 360ms
selected signal on the MS CAN bus. The automatic off. When the hazard flashers are active, they override
transmission has a reverse switch which senses when any request for turn signal light operation.
reverse is selected. If a trailer is fitted, the trailer turn signal lights will flash
Rear Fog Light at the same frequency as the vehicle indicators. The
trailer warning indicator in the instrument cluster will
The rear fog light is located at the bottom of the rear
also flash. If a trailer bulb is defective, the trailer warn-
light and uses a 21W bayonet fitting bulb.
ing indicator will not flash.
The rear fog light is controlled by the light control mod-
The hazard flashers can also be activated by a crash sig-
ule. When the ignition switch is in the ignition power
nal from the Restraints Control Module (RCM). This is
mode 6 and the light control module is in the side light or
received by the CJB which activates the hazard flashers.
headlight position, the rear fog light switch on the light
The hazard flashers can be cancelled by changing the
control module can be pressed to activate the rear fog
ignition power mode to the accessory power mode 4 or
lights. A rear fog light warning indicator is illuminated in
the off power mode 0, or when crash mode is cancelled
the instrument cluster when the rear fog lights are active.
by the RCM.
License Plate Lights Side Turn Signal Lights

Two license plate lights are fitted in the tailgate handle, The side turn signal lights are located in the front fender
above the license plate in the upper tailgate. Each light air vents. The lights are clipped into an aperture in the
uses a 5W capless type bulb. vent panel and can be removed by sliding the unit rear-
wards and releasing the front edge of the light from the
The lights are secured in the upper tailgate handle with
vent.
integral clips and can be released from the handle using
a small flat-blade screwdriver. The license plate lights The side turn signal lights use a 5W capless bulb which
are active at all times when the side lights or headlights is located in a holder. The lights have the same function-
are switched on. ality as the front and rear turn signal indicator lights and
are operated by the LH steering column multifunction
High Mounted Brake Light switch or by the hazard flasher switch. The steering col-
The high mounted brake light is located in the tailgate. umn multifunction switch is only active with the ignition
Access to the light is by removal of the upper tailgate in the ignition power mode 6; the hazard flasher switch
interior trim panel. After releasing the light retaining is active at all times, regardless of the power mode.
clips, the light can be removed from outside the vehicle. When active, the side turn signal lights will flash at a fre-
The light comprises a plastic housing with a red colored quency cycle of 360ms on and 360ms off. If a side turn
lens and is illuminated by a single 16W capless type signal light bulb fails, the turn signal indicator lights
bulb. continue to flash at the normal rate.
The high mounted brake light is activated, along with the Trailer Lighting
brake/tail lights, when the ignition is in ignition power
The CJB monitors the turn signal indicator lights and
mode 6 and the brake pedal is depressed.
can detect if more than two lights are fitted (the side turn
The high mounted brake light and the brake lights can signal lights are not monitored). When a trailer is
also be activated by the ABS when Hill Descent Control detected, the trailer warning indicator in the instrument
(HDC) is active. A signal on the HS CAN bus from the cluster will flash in synchronization with the turn signal
ABS module is passed to the CJB which supplies power indicators.
to the brake lights.
If one or more of the turn signal indicator lights on the
vehicle or the trailer are defective, the trailer warning
indicator will NOT flash, so as to alert the driver to the
bulb failure.
Additional Lighting System Functions

Headlight Timer
The exterior lighting system includes a headlight timer
function which allows the headlights to remain on for a
period of time after leaving the vehicle. This is a driver
convenience feature designed to illuminate the exterior
area of the vehicle after exiting. The headlight timer can
only be activated by pulling the high beam ‘flash-to-
pass’ on the LH steering column multifunction switch. It
will time out after 30 seconds, or it can be deactivated by
pulling the multifunction switch again.
The default timing is set to 30 seconds but can be repro-
grammed to 0 sec. (OFF), 30 sec., 60 sec., 90 sec., 120
sec., 150 sec. and 180 sec.
Alarm Indications
The exterior lighting system is used with alarm system
arm/disarm requests. When the driver locks or unlocks
the vehicle, a visual indication of a successful lock or
unlock request is displayed to the driver by the hazard
flashers operating a number of times.
Crash Signal Activation

When a crash signal is transmitted from the Restraints Con-
trol Module (RCM), the CJB activates the hazard flashers
and the turn signal indicators in the instrument cluster. The
hazard flashers will continue to operate until the ignition
mode is changed to the accessory mode 4 or the off mode
the RCM no longer transmits the crash signal.
Mirrors LF Body Electrical Systems
MIRRORS
The mirrors consist of an interior rear view mirror mounted to the windshield and an exterior mirror mounted on each
front door cheater. The types of mirrors and associated operating functions installed depend on the market specifica-
tion and trim level of the vehicle.
Interior Rear View Mirror Exterior Mirrors

The interior rear view mirror is an electrically operated Electrically operated and heated mirrors with memory
auto-dimming type. The auto-dimming mirror comprises recall / reverse gear dip are installed as standard equip-
an electrochromic glass housed within a surrounding ment. Approach lights are available as part of an equip-
case that is attached with a ball joint fitting to a mirror ment package. The reverse gear mirror dip function is
stem. The mirror stem incorporates an 8-pin electrical not customer configurable and requires dealer activa-
connector that is connected to the roof panel wiring har- tion/deactivation using IDS.
ness. The wiring harness provides a hardwired and a
The LH door mirror incorporates an ambient air temper-
LIN connection to the CJB.
ature sensor that is hardwired to the ECM. The ECM is
Light sensors are mounted on the front and rear mirror connected to the CJB and other control modules via the
surround case. The sensors control the auto-dimming HS CAN bus. The sensor provides information to the
feature of the interior mirror to reduce glare from the ECM that is then transmitted on the MS CAN bus via
headlights of following vehicles. the CJB for use by other control modules. The CJB
transmits the temperature to the instrument cluster for
The auto-dimming function is permanently active when
display to the driver.
the ignition is in power mode 4 (accessory) and power
mode 6 (ignition). The forward facing light sensor moni-
tors the ambient light level at the front of the vehicle and
the rearward facing light sensor monitors the light level
coming from the rear of the vehicle. When light from the
rear of the vehicle exceeds the ambient light level from
the front of the vehicle, the auto-dimming circuit will
darken the interior mirror surface.
Auto-dimming is inhibited when reverse gear is selected
in order to provide the driver with maximum vision. The
reverse gear signal is provided by the TCM via the HS
CAN bus to the CJB. The CJB then provides a power
feed to the mirror.
LF Body Electrical Systems Mirrors
688LR015
Mirrors LF Body Electrical Systems
Mirror Control
688LR016
LF Body Electrical Systems Interior Lighting
INTERIOR LIGHTING
Operation of the interior lighting system, with the excep- Dimmer Controlled Lighting
tion of the door and mirror lights, is controlled by the
A fascia illumination dimmer switch is located on the
CJB. Door and mirror light operation is controlled by the
LH side of the light switch module. The dimmer switch
relevant door control module.
operates using a rotary thumbwheel for linear control of
In order to control the interior lighting system, the CJB illumination levels with the requested level sent via LIN
receives inputs from the 4 door latch switches and the bus to the CJB. The CJB controls interior lighting either
tailgate release motor. The system also interacts with the directly via hardwired connection or through one of the
central locking system, illuminating the interior lights communication busses. For hardwired connections, the
and the mirror lights on receipt of an unlock request. CJB provides a pulse-width modulated (PWM) output
This request is transmitted to the CJB from the Radio between 8 and 12 volts to determine the brightness of the
Frequency (RF) receiver. illumination.
The front and rear roof-mounted interior lights contain a
Illumination
3-position rocker switch. Automatic (courtesy) operation Component Source
of the lights can be overridden by moving the switch to
Fascia Switch Pack Hardwired
the ‘always on’ or ‘always off’ position.
Steering Wheel Module Hardwired
If ‘courtesy’ lighting is active and a door or the tailgate is
Sun Roof Switch Hardwired
left open, the CJB will extinguish all interior lights after
a period of 15 minutes. If a manual request for interior Terrain Response Switch Pack Hardwired
lighting has been made, the CJB will extinguish the Front Cigar Lighter Hardwired
lights after a period of 30 minutes. Instrument Cluster MS CAN
Pressing the light symbol on the remote handset will Integrated Control Module MS CAN
activate the ‘Approach Light’ feature. When activated,
Automatic Temperature Control Module MS CAN
the CJB illuminates the mirror lights and a number of
exterior lights. Driver Door Module MS CAN
Passenger Door Module MS CAN
Terrain Response Switch Pack HS CAN
Touch Screen Display MOST (ICM)
Lighting Switch Module LIN from CJB
RH Rear Door Module LIN from PDM
LH Rear Door Module LIN from DDM
Gear Shift Module LIN from TCM
Interior Lighting LF Body Electrical Systems
688LR017
LF Body Electrical Systems Interior Lighting
688LR018
Wipers and Washers LF Body Electrical Systems
WIPERS AND WASHERS

Windshield wiper and washer operation is controlled by the Service Notes
CJB in response to driver input and, if fitted, signals from Alignment marks are etched into the windshield to aid in
the rain sensor. The front wipers have 4 operational states: positioning wipers after removal for service. Two vari-
• Flick wipe ants of washer reservoir are used: vehicles with head-
• Auto light powerwash are fitted with a 1.5 gal. (5.8 liter)
reservoir; vehicles without headlight powerwash use a
• Slow wipe
0.8 gal (3.1 liter) reservoir. A level sensor is only fitted to
• Fast wipe the larger reservoir fitted with headlight powerwash.
The ‘Auto’ function requires an input from the rain sen-
sor mounted on the inner surface of the windshield. The
rain sensor transmits an infrared signal to determine the
amount of water on the outer surface of the windshield.
A value is then transmitted to the CJB over the Local
Interconnect Network (LIN) bus.
If ‘AUTO’ is selected for the headlights and the wipers
are operational for more than 30 seconds, the headlights
and side lights will illuminate for the duration of wiper
operation.
The rear window wiper system operates independently
of the windshield wiper system and is controlled by the
CJB on receipt of LIN bus messages from the RH steer-
ing column multi-function switch. The windshield and
rear window washers utilize the same pump – meaning
only 1 wash function, either front or rear, can be per-
formed at any one time.
The CJB also controls operation of the headlight power-
wash function, which is covered later in this section.
LF Body Electrical Systems Wipers and Washers
688LR019
Wiper/Washer Control
688LR021
The wiper and washer system can operate in a number of different ways when the vehicle is in power mode 4 through
8. Requests from the RH steering column multi-function switch are transmitted over the LIN bus to the CJB, which is
the main controller for the system.
Windshield Wiper
Slow Wipe Automatic Wipe
On receiving a request for slow windshield wiper opera- On receiving a request for automatic windshield wiper
tion the CJB will energize relay 11 in the BJB. When operation, the CJB interprets LIN bus messages received
energized, relay 11 provides a feed to the switch contacts from the rain sensor. The rain sensor provides LIN bus
of relay 8, which is also located in the CJB. Relay 8 is messages with values ranging from 0 to 7. A signal value
the fast/slow wipe relay. When slow wipe has been of 0 is interpreted by the CJB as there being no water on
requested relay 8 remains de-energized, allowing a feed the windshield.
to flow across the relay switch contacts to the windshield
A signal value from 1 to 5 is interpreted by the CJB as
wiper motor slow speed brush contacts.
there being a small amount of water hitting the wind-
Fast Wipe shield. In this instance, the CJB initiates a slow wipe
On receiving a request for fast windshield wiper opera- routine as detailed in the ‘Slow Wipe’ section above.
tion the CJB will energize relay 11 and relay 8 in the A signal value from 6 to 7 is interpreted by the CJB as
BJB. When energized, relay 11 provides a feed to the there being a large amount of water hitting the wind-
switch contacts of relay 8. The energized relay 8 pro- shield. In this instance, the CJB initiates a fast wipe rou-
vides a feed to the windshield wiper motor fast speed tine as detailed in the ‘Fast Wipe’ section above. The
brush contacts. CJB will only change a fast wipe routine to a slow wipe
routine if the rain sensor value is lower than 4.
Rain sensor sensitivity can be adjusted by turning the
rotary control on the RH steering column multi-function
switch to the required position. Six different sensitivity
settings are available, which are broadcast over the LIN
bus to the CJB.
Flick Wipe
On receiving a request for flick wipe operation the CJB
will operate the windshield wipers as described in the
‘Slow Wipe’ section above until the request is removed.
When the wipers reach the park position, the park switch
contacts close and a ground path is created. When the
CJB registers this ground path its software logic deter-
mines the wipers are in the park position and de-ener-
gizes relays 11 and 8 in the BJB.
Wiper Park Windshield Wiper Service Position

The windshield wiper park switch is integral with the The windshield wipers can be parked on the windshield
windshield wiper motor. The CJB is connected to one to aid the fitment of new wiper blades.
side of the park switch. The park switch contacts are
open when the wipers are in any position except the park
position. While the switch contacts are open, the CJB
continues to energize relays 11 and 8 in the BJB, even if
a LIN bus signal has been received from the RH steering
column multi-function switch requested the wipers are
stopped.
Limp Home Mode

In the event of a LIN bus failure between the CJB and
the RH steering column multi-function switch when the
windshield wipers are active, the CJB will enter limp
home mode. In limp home mode, the CJB will only
power the windshield wipers at slow speed.
688LR022
1. Switch off the ignition.

2. Within three seconds of switching off the ignition
pull the wiper stalk down to the single wipe position.
Hold the stalk in this position briefly, and release it.
To return the wipers to their normal parked position, set
the vehicle power mode to 6 and operate the wipers
briefly.
Rain Sensing
The rain sensor is located behind the interior mirror trim
casing and sits in a bracket bonded to the inner surface of
the windshield. The sensor contains a number of trans-
mitter and receiver diodes which emit and receive infra-
red light.
The rain sensor is connected to the vehicle harness by a
3-pin electrical connector. The electrical connector pro-
vides a power feed from the CJB, a LIN bus connection
to the CJB and a ground path.
NP09XF035
688JAG133
By comparing the received light signal against the

known transmitted light signal, the rain sensor can deter-
mine the amount of water on the outer surface of the
windshield.
Because a dirty windshield appears the same as a wet
windshield to the rain sensor, unexpected wiper action
on a dry windshield is possible and is not a fault. Before
performing any repairs for customer concerns of unin-
tended wiper movement, ensure that the wipers were not
on ‘Auto’ when the event occurred.
Rear Window Wiper Windshield Washers

The single-speed (6-second interval) rear window wiper On receiving a request for windshield washer operation
motor is mounted on the inner surface of the tailgate, the CJB will energize the front washer control relay. This
secured by 3 bolts. Rubber bushes isolate the motor allows a battery voltage feed to flow to the washer
assembly from the body to help reduce the transmission pump. A ground path for the pump is provided by the de-
of motor noise to the tailgate. energized rear washer control relay. Both washer control
relays are integral with the CJB.
The AJB contains the rear window wiper relay. Opera-
tion of the relay is controlled by the CJB, which provides When windshield washer operation is requested, the
feed and ground paths according to logic contained windshield washers will operate. The CJB will delay
within its software. If the front wipers are operating, wiper operation for 100 ms after the washer switch is
either manually selected or via the rain sensor, the rear pressed. If the switch is pressed for less than 100 ms, the
wiper will operate when reverse gear is selected. CJB will not operate the wipers. The CJB will power the
windshield wipers for as long as washer operation is
On receiving a request for rear window wiper operation
requested, although the washers will time out after 10
the CJB will energize relay RA2 in the AJB. When ener-
seconds. After the washer switch has been released, the
gized, relay RA2 provides a feed to the rear window
CJB will operate the windshield wipers through 2 more
wiper motor. The rear window wiper operates intermit-
wipe cycles.
tently, with a delay between wipes of approximately 6
seconds. The CJB controls operation of relay RA2, and Rear Window Washer
consequently rear window wiper motor operation,
On receiving a request for rear window washer operation
accordingly. The CJB also provides a feed to the rear
the CJB will energize the rear washer control relay. This
window wiper motor park switch. The park switch con-
allows a battery voltage feed to flow to the washer
tacts are closed when the rear wiper is in any position
pump. A ground path for the pump is provided by the de-
except the park position. This allows the CJB to return
energized front washer control relay. Reversing the
the rear wiper to the park position when relay RA2 is de-
polarity of the pump relative to the polarity for wind-
energized.
shield wash allows washer fluid to be directed to the rear
The CJB will also power the rear window wiper motor if window washer jet rather than the windshield washer
reverse gear is selected while the windshield wiper func- jets. The rear window washer jet is incorporated into the
tion is active. The TCM broadcasts a reverse gear signal high mounted stop lamp.
over the high speed CAN bus to the CJB, which
The rear window washer will operate for up to 10 sec-
responds by operating the rear wiper.
onds if continuously requested. When rear window
The alignment position of the rear wiper is the lower washer operation is requested, the rear window wiper
edge of the rear window defroster grid. will operate continuously until the switch is released.
After the switch has been released, or following 10 sec-
onds of continuous operation, the CJB will operate the
rear window wiper through 2 or 3 more wipe cycles.
Headlight Powerwash
When the vehicle enters ignition mode 4 (accessory) to 7 After this sequence the power supply to the pump is
(engine running) the first windshield wash request reversed. The CJB does this by de-energizing relay 9 and
greater than 100 ms will operate a headlight powerwash energizing relay 12. This allows the pump to provide
sequence. The CJB will then start a 10 minute timer. If 5 washer fluid to the Headlight 2 powerwash jets. The
requests for windshield washer operation are made powerwash sequence runs as follows:
within this 10 minute window, the CJB will power the
• Power to Headlight 1 washer – 500 ms
headlight washers upon receiving the fifth request.
When this occurs, the 10 minute timer is reset to 0. • Delay until power to Headlight 2 washer – 100 ms
• Power to headlight 2 washer – 500 ms
If the CJB receives no windshield washer requests dur-
ing a 10 minute window, the headlight washers will • Delay (soak time) until power to Headlight 1 washer
operate on the first request received after the 10 minute – 700 ms
window has elapsed. Again, once the headlight washers • Power to Headlight 1 washer – 500 ms
have been operational, the CJB resets the timer to 0. • Delay until power to Headlight 2 washer – 100 ms
The headlight washers will only operate when the head- • Power to Headlight 2 washer – 500 ms
lights are on. The CJB receives a ‘lights on’ signal from If there is less than 0.26 US gallon (1 liter) of washer
the light control module over the LIN bus. When head- fluid in the washer fluid reservoir, the CJB will suspend
light washer operation is required, the CJB energizes headlight washer operation. The fluid level switch is
relay 9 in the BJB, allowing a battery voltage feed to hardwired to the CJB, which also transmits a low fluid
power the headlight powerwash pump. A ground path signal to the instrument cluster over the medium speed
for the powerwash pump is provided by the de-energized CAN bus.
relay 12, which is also located in the BJB. This sequence
of events provides washer fluid to the Headlight 1 pow-
erwash jets.
Power Windows LF Body Electrical Systems
POWER WINDOWS
The window lift system features one-touch up and down Overriding Anti-Trap Protection
operation, plus an anti-trap feature for all door windows. Anti-trap protection will stop window movement if an
If the battery is disconnected, the window lift system obstruction or resistance is detected. Check the window
will require calibrating on battery re-connection. To cali- and its aperture and remove any obstructions, ice, etc. If
brate the system, use the following procedure. it is still necessary to raise the window, the override pro-
cedure is as follows:
With the ignition on:
– Attempt to close the window; anti-trap will prevent
– Fully close the door glass and release the switch.
closure and lower the window slightly.
– Re-apply the switch to close the door glass and hold
– Within ten seconds, attempt to close the window
for approximately 2 seconds.
again; anti-trap will prevent closure and lower the
– Fully open the door glass and release the switch. window slightly.
– Re-apply the switch to open the door glass and hold – Attempt to close the window for a third time. This
for approximately 2 seconds. time, hold the switch in the close position. The win-
– Repeat for all remaining windows. dow will rise while the switch is held. Hold until
closed.
NOTE: If this procedure fails to remove the blockage,
the window operation may need to be reset.
LF Body Electrical Systems Power Windows
688LR023
Power Windows LF Body Electrical Systems
Window Lift System Control Principles of Operation

Operation of the window lift system is controlled by the The CJB provides a power supply to the driver door
CJB in conjunction with the front door control modules, switch pack when the vehicle is in power mode 6 (igni-
which are mounted on the regulators of their respective tion on). Switch requests made using the driver door
front windows. Rear door control modules are mounted switch pack are then delivered to the driver door control
on both rear window regulators and communicate with module over the LIN bus.
the front door control modules over the Local Intercon-
The driver DCM interprets the request made using the
nect Network (LIN) bus.
switch pack and responds as follows:
• If the request is for driver’s side rear window opera-
tion, a request is transmitted over the LIN bus to the
driver side rear door control module.
• If the request is for front passenger window opera-
tion, a request is transmitted over the medium speed
CAN (MS CAN) bus to the passenger door control
module.
• If the request is for passenger side rear window oper-
ation, a request is transmitted over the MS CAN bus
to the passenger door control module. This request is
688LR024
then forwarded over the LIN bus to the passenger
side rear door control module.
In addition to controlling the window lift system, the The door glass motor assemblies also contain a Hall
front door control modules (DCMs) also control: effect sensor, which allows the door control module to
• Door locking determine the position of the door glass and whether a
• Door mirror adjustment and heating motor stall condition has taken place.
• Door mirror lights. Initialization
The rear door control modules control window lift and When the vehicle is delivered from the factory the win-
door locking only. The DCMs are color-coded for posi- dow lift system will operate slowly until it has been ini-
tion on the vehicle. The driver DCM and both rear tialized. The initialization process should be carried out
DCMs are black. The passenger DCM is gray. The elec- using the Pre-Delivery Inspection (PDI) feature con-
trical wiring harness connectors are also color-coded to tained within IDS. For more information, refer to the
match the DCMs. The rear DCMs are identical. PDI manual.
If a front DCM develops a fault, a Diagnostic Trouble Similarly, if a door control module is replaced, the new
Code (DTC) is stored in its memory; DTCs can be module will require initialization before handover to the
retrieved using IDS. If either of the rear DCMs develops customer. The initialization process for a new module is
a fault, the DTC is stored in the respective front DCM. carried out using the ‘New Module’ feature contained
within IDS.
NOTE: If a driver door or passenger door control mod-
ule is replaced, both front door control modules must be
initialized. This ensures that both modules contain the
same level of software.
LF Body Electrical Systems Power Windows
688LR025
Roof Opening Panel LF Body Electrical Systems
ROOF OPENING PANEL

The roof opening panel is a double-length glass unit, accordingly. The CJB also provides a vehicle speed sig-
with the rear half being fixed in position. The front half nal to the control unit, which is used to calibrate the anti-
of the roof opening panel is electrically-operated through trap feature. If the battery is disconnected, the roof open-
a 2-way rocker switch located in the roof console. An ing panel will need to be initialized on battery re-connec-
electric motor, attached to the rear of the roof opening tion to restore full functionality.
panel frame, drives the front glass panel to the tilt, open
To initialize the roof opening panel:
or closed position. The glass panel is operated by 2
cables, which are driven by the motor. – Move the glass panel to the ‘tilt’ position.
Operation of the roof opening panel is controlled by the – Press and hold the front half of the rocker switch
roof opening panel control unit, which is integral with (close) until the roof opening panel has been through
the motor. The control unit receives inputs from the CJB a full cycle of movement and returned to the ‘tilt’
and the switch to control roof opening panel operation position.
688LR026
LF Body Electrical Systems Roof Opening Panel
Control Unit/Motor signal feed from pin 4 of the control unit electrical con-
nector is provided a ground path through the switch con-
The combined control unit and motor assembly is mounted
tacts. When the switch is pressed to close the glass panel,
behind the headlining to the rear of the roof opening panel.
the switch grounds the signal feed from pin 8 of the con-
The control unit uses inputs from the CJB and the roof
trol unit electrical connector. When tilt operation is
opening panel switch to control operation of the motor.
requested, the switch grounds the signal feed from pin 8
The end of the motor armature is formed as a worm drive, of the control unit electrical connector as described for
which drives a gear attached to the end of the motor ‘close’ operation.
assembly. The gear engages with helixed cables in the
roof opening panel frame to form a rack and pinion drive. Anti-Trap
The control unit incorporates a Hall-effect sensor, which The roof opening panel motor is calibrated to detect a
is used to count the revolutions made by the motor arma- blockage that will prevent the glass panel from closing.
ture. By counting the revolutions the control unit can The force required to close the glass panel on a station-
accurately determine when the glass panel has reached ary vehicle will not exceed approximately 22.5 lbs, (100
its fully open, closed or tilt position by comparing the Newtons (N)). If this limit is reached, the control unit
armature rotation value against values that are stored in will power the motor in the opposite direction to reverse
its memory during the initialization routine. the position of the glass panel by 7.9 in. (200 mm).
The control unit also monitors the temperature of the The control unit also monitors external forces which
motor and will suspend operation if an overheat situation may increase the force required to close the glass panel.
is likely to occur. The thermal protection function has 2 The control unit bases this figure on vehicle speed,
levels of operation: rough road conditions, and extreme ambient air tempera-
tures and may increase the maximum force applied by
• Level 1 – The control unit will only allow the roof the motor to approximately 33.7 lbs. (150 N) if required.
opening panel to be closed
Anti-trap can be overridden by pressing and holding the
• Level 2 – All operation is suspended except ‘Anti-
roof opening panel switch in the closed position. If one-
Trap’
touch fails to operate after overriding anti-trap, the roof
NOTE: If an electrical failure prevents roof operation, will require recalibration.
the roof can be closed manually: remove the rear interior
light and, using a T-25 Torx, rotate the motor manually Vehicle Speed Signal
until the roof is full closed. The vehicle speed signal is used by the roof opening
panel control unit to adjust the sensitivity of the anti-trap
Principles of Operation feature. This signal allows the control unit to take into
The roof opening panel will only operate when the vehi- account wind resistance when closing the roof opening
cle is in power mode 6 (ignition on). Power is supplied panel at vehicle speeds higher than 2.5 mph (4 km/h).
to the roof opening panel control unit/motor by the CJB, The vehicle speed signal originates in the ABS module,
which supplies both a permanent battery and ignition and is broadcast over the HS CAN bus. The CJB con-
power supply. The CJB also provides a vehicle speed verts the vehicle speed signal into a pulsed voltage signal
signal to the control unit. for delivery to the control unit. This signal pulses at a
rate of 8,000 pulses per mile (5,000 pulses per kilome-
Switch Inputs ter), and has a duty cycle of 50% on / 50% off.
The roof opening panel rocker switch is mounted in the
roof console and is provided 2 signal feeds by the con-
trol unit. When the switch is in the rest (central) position,
both connections from the control unit are open circuit.
When the switch is pressed to open the glass panel, the
Parking Aid LF Body Electrical Systems
PARKING AID
The parking aid system provides an audible warning to system speakers. The sensors can detect solid objects
the driver when any obstacles are in the path of the vehi- such as posts, walls and other vehicles and can also
cle during low speed reverse parking maneuvers. detect less solid objects such as a wire mesh fence.
Objects very close to the ground may not be detected,
The parking aid control module uses signals from the
but because of their low height may not cause damage to
ultrasonic parking aid sensors to monitor the area around
the vehicle.
the rear bumper. If an object is detected within the moni-
tored area, the module outputs a warning using the audio
688LR028
LF Body Electrical Systems Parking Aid
The parking aid control module communicates via the

MS CAN bus with the audio system via the Infotainment
Control Module (ICM). The audio system then outputs
the applicable warning tones from the front or rear
speakers when an object is detected. The parking aid
system senses obstacles in two ranges:
1. When objects are detected at this range, the system
will emit a pulse tone which increases in frequency
as the vehicle gets closer to the object.
2. When objects are sensed within this range – approxi-
mately 30cm (12 in.) – the tone becomes continuous.
When trailer towing, the vehicle will detect a trailer har-
ness is connected and will disable the rear parking aid.
Parking aid function will be restored once the trailer har-
ness has been disconnected. Accessories that attach to 688LR029
the trailer receiver that do not have integral lights, such

as rear bike racks, will not disable the rear parking aid.
During reversing maneuvers with accessories attached,
the reverse parking aid may not function properly and
care should be taken accordingly.
Parking Aid LF Body Electrical Systems
Parking Aid System Control
688LR030
LF Body Electrical Systems Power Seats
POWER SEATS
All vehicles are equipped with electrically power-operated front seats, with optional driver’s seat memory functional-
ity. Lumbar support is provided as an electrically-operated system, available only for the driver’s seat. Heated front
seats are available as an option.
Power-Operated Non-Memory Seats

Movement of the seats is achieved using the control switch ment motors, mounted to the seat frame and backrest. The
pack located on the outboard side of the seat. The seat con- seat adjustment motors are a permanent magnet motor type,
trol switches directly operate the corresponding seat adjust- coupled to a rack and pinion assembly.
688LR031
Power Seats LF Body Electrical Systems
Driver’s Power-Operated Memory Seat

The driver’s power-operated seat with memory is 6-way adjustable and comprises the same control components as the
front non-memory seat, adding a seat memory control module and an upgraded switch pack.
688LR032
Seat Memory Module

The seat memory module, mounted under the seat The seat memory module provides the following driver
frame, allows up to 3 memory seat positions to be stored selectable functions:
and recalled. The seat memory module also initiates
• Seat and exterior mirror memory recall
movement of the exterior mirrors by transmitting a com-
mand signal to the front door control modules when the • Immediate seat adjustment
seat memory position is recalled. The seat memory mod- The activity of the seat is automatically monitored by the
ule does not store the memory positions for the mirrors; seat memory module. The module will react to motors
these are stored in the front door control modules. that are not responding correctly to an operation request,
The seat memory module is connected in the wiring and will also aim to reduce power consumption during
between the seat switch pack and seat adjustment motors periods of inactivity.
and uses non-volatile Electrically Erasable Programma- The seat memory module provides the following auto-
ble Read Only Memory (EEPROM). matic monitoring functions:
The seat memory module monitors the seat positions • Stall detection mode
and stores information provided by the seat track Hall • Sleep mode
sensors, which are incorporated within the seat adjust-
• Battery monitor mode
ment motors. All seat memory values and current seat
motor positions are stored in the EEPROM. In the event Refer to ‘Principles of Operation’ in this section for a
of a power loss, when power is restored the current complete description of automatic monitoring functions.
motor positions are recalled from the EEPROM memory If the seat memory module is replaced in service, the
and adopted as the current positions. This will allow the replacement module must be calibrated using IDS. The
relative memory positions to be retained without any calibration routine is necessary for the module to reset
need to recalibrate the seat memory module. the seat datum values. The seat memory module can be
‘flashed’ for service updates or interrogated using IDS.
Front Seat Heating

Seat heating is available as part of an option package. A heating element is incorporated into each seat cushion and
squab, with a seat heater control module and electrical wiring located beneath each seat.
688LR033
The seat heater control modules are connected on the Seat heating requests are transmitted from the ATCM to
LIN bus to the automatic temperature control module the seat heater control modules on the LIN bus. Two seat
(ATCM), and are also hardwired to the AJB for the heater control modules are fitted, one under each front
power supply. A ground terminal from each seat heater seat. The seat heater control module provides a 5V refer-
module completes the circuit. ence feed to the seat heater temperature sensor. The seat
heater temperature sensor is an NTC thermistor. By
Operation of the seat heaters is controlled by the ATCM
monitoring the returned voltage, the control module can
on receipt of a heating request from either of the seat
calculate the temperature of the seat. If the temperature
heater momentary switches located on the control panel.
rises above the target temperature, the control module
The switches are mounted in the center of LH and RH
will disable operation of the heater elements.
rotary control knobs. A single press of a seat heater
switch will implement low-level heating and illuminate
one tell-tale LED. A second press of the switch will
implement high-level heating and illuminate two tell-
tale LEDs. A third press of the switch will turn the seat
heater off.
Lumbar Support (Driver’s Seat Only)

The power-operated lumbar support system features a
single motor-driven pump and air cells. The air cells are
mounted behind the seat squab. The lumbar motor is
controlled using the lumbar switch mounted to the seat
frame. Operation of the lumbar switch will energize the
lumbar motor and drive the pump to inflate or deflate the
air cells.
Power for the lumbar motor is supplied and controlled
by the CJB, via a battery-saver timer relay to the lumbar
control switch. The lumbar control switch directs the
voltage via a hardwired connection to the lumbar motor.
Lumbar position is not stored within the seat memory
control module.
688LR034
Seat Systems Control

Front Power-Operated Non-Memory Seats Control
688LR035
Driver’s Power-Operated Memory Seat Control
688LR036
Front Seat Heating Control
688LR037
Front Power-Operated Non-Memory Seats Driver Selectable Functions
The driver’s non-memory seat will operate in all ignition • Seat and exterior mirror memory recall
power modes. The passenger non-memory seat will only • Immediate seat adjustment
operate when the ignition is in power mode 6 (Ignition).
Power for front passenger seat operation is supplied Seat and Exterior Mirror Memory Recall
from the AJB via a passenger seat power relay to the The memory recall function sets the driver’s seat to a
passenger seat control switch pack. Power for the stored position, and is activated when a switch pack
driver’s seat operation is supplied directly from the AJB memory position button is pressed. When memory recall
to the driver’s seat control switch pack. is initiated, only 2 seat adjustment motors will operate at
any one time to limit the overall current consumption. To
The battery-saver timer relay allows operation of the
further minimize the current load as the motors energize,
driver and passenger seat controls for 10 minutes after the
the initiation of each of the 2 operating motors is phased
engine is switched off, and the ignition is then selected to
with a 10 millisecond delay. The cushion slide and back-
an appropriate power mode. The 10-minute timer is reset
rest will move first, followed by the cushion height.
if the appropriate ignition power mode is retained and the
driver’s door is opened or closed. The driver and passen- As soon as the seat switch pack memory position button
ger seat operation is inhibited immediately following cen- is pressed, a message is transmitted by the power seat
tral locking of the vehicle. In the event that a motor seizes module on the medium speed CAN bus to the front door
or sticks, an internal thermal cut-out switch will trip to control modules. The door control modules then activate
remove voltage from the motor. the memory recall positions for the exterior mirrors. The
instrument cluster message center will display memory
Driver’s Power-Operated Memory Seat recall messages when a memory recall is activated.
The driver’s memory seat will operate when the ignition The memory recall function operates with 2 separate
is in power modes 4 (Accessory) and 6 (Ignition), and modes; the operation of each mode is dependant on the
will not operate during power mode 9 (Engine crank). vehicle status when the seat memory position button is
Power for the driver’s memory seat operation is supplied pressed.
directly from the AJB to the seat memory module. The
memory seat switch pack is connected to the seat mem-
ory module, which controls the operation and memory
position of the individual seat motors. The seat memory
module is connected on the medium speed CAN bus to
the CJB and the front LH and RH door control modules.
The seat memory module is also connected in circuit
with a battery-saver timer relay that is located within,
and controlled by, the CJB. The battery-saver timer relay
allows operation of the seat controls for 10 minutes after
the engine is switched off, and the ignition is then
selected to an appropriate power mode. The 10-minute
timer is reset if the appropriate ignition power mode is
retained and the driver’s door is opened or closed. The
driver’s seat operation is inhibited immediately follow-
ing central locking of the vehicle.
Memory recall operating modes: Automatic Monitoring Functions

• One-touch mode The power seat module automatic monitoring functions
• Proportional mode. are detailed as follows:
One-Touch Mode When the vehicle is stationary and a • Stall detection mode
switch pack memory position button is pressed, the • Sleep mode
memory recall function will operate in ‘one-touch’ • Battery monitor mode
mode. One touch mode allows the seat and exterior mir-
rors to immediately move to the requested stored mem- Stall Detection Mode
ory position. A seat motor is deemed to have stalled if there is no
change in the input that is received from the correspond-
If a seat adjustment or memory position button is oper- ing feedback sensor for 200 milliseconds, while that axis
ated during memory recall ‘one-touch’ mode, the current is being driven. If a stall condition is detected by the
memory recall will be cancelled and the seat (and exte- power seat module then the drive to that axis is cancelled
rior mirrors via the medium speed CAN bus) will imme- for the remainder of that memory operation (memory
diately stop moving. The seat will then commence recall), or until the switch is re-selected (immediate seat
moving in the direction that corresponds to the pressed adjustment).
switch. Memory recall is also immediately cancelled if
the vehicle is driven from the stationary position before For all seat motor manual movements during an imme-
the seat has reached the requested memory position. diate seat adjustment function, when a motor is driven
and a stall occurs the power seat module records and
Proportional Mode If the vehicle is already in motion stores the stall position (soft stop) that the stall occurred.
when the switch pack memory position button is If movement occurs beyond the stored soft stop stall
pressed, the memory recall function will operate in ‘pro- position, then the stall position is erased from the power
portional’ mode. Proportional mode recalls the seat (and seat module memory. This will always allow movement
exterior mirror) position for the duration that the mem- past a previously recorded stall position once movement
ory switch is held in the pressed state. When the memory has been registered beyond that position (i.e. by pressing
position button is released the memory recall will imme- the switch for longer than 2 seconds).
diately stop, unless the seat has already reached the
intended memory position. If the motor movement has stopped due to a motor stall
(seat obstruction for example), once the obstruction is
In order to reach the intended stored memory position cleared then that axis may be activated again to move
while the vehicle is moving, the memory position button past the new soft stop stall position by re-selecting the
must not be released until all seat and exterior mirror appropriate switch and pressing for longer than 2 sec-
movements are complete. onds. If the switch is not operated to move the seat past
Immediate Seat Adjustment the new soft stop position, this position will remain
The immediate adjustment function is activated when a stored in the power seat module memory as the full axis
switch pack seat position switch (recline, slide or height) movement.
is operated. Pressing any of the seat adjustment switches If motor movement has stopped due to loss of sensor
will initiate the corresponding direction motor to move feedback (sensor or wiring failure) then that axis may be
the seat in that direction, until the switch is released. activated again to move past the stall position by re-
Only 2 seat motors will operate at any one time. selecting the appropriate switch and pressing for longer
than 2 seconds. This allows control of the motor to be
maintained if sensor feedback is lost.
Upon re-selection of movement, if sensor pulses are Sleep Mode

detected then the motor will continue to be driven until The power seat module features a sleep mode to reduce
the switch is released or another stall condition is power consumption to the required minimum.
If the power seat module is being prevented from enter-
motor is only driven for 0.5 second and then stops, until
ing sleep mode due to motor movement, memory recall
the switch is released and then pressed again for longer
or switch pack operation, then the module will enter
than 2 seconds, when a further 0.5 second of activation
sleep mode when the current function has terminated. In
is permitted and so on. This is known as ‘inch mode’.
the case of a memory recall, all memory recall opera-
If there is a failure with the medium speed CAN bus net- tions are carried out before the power seat module enters
work, the seat will operate in ‘inch mode’. sleep mode, and not just the current motor movement.
NOTE: For diagnostic purposes, an indication of The power seat module will exit sleep mode when any
medium speed CAN bus disconnection is apparent if the CAN bus activity is detected.
seat is operating in ‘inch mode’ and either the seat con- Battery Monitor Mode
trol module, CJB or door control modules are not shown The power seat module monitors the input power supply
connected to the medium speed CAN bus. to make sure there is sufficient battery voltage available
NOTE: For customer concerns of improper seat travel for engine cranking. If the battery voltage drops below
distance that can be verified, perform seat calibration 10.5 volts, then the power seat module ignores all
procedure to ensure proper end stops have been requests for a memory recall until the battery voltage is
recorded. greater than 11.0 volts. If the battery voltage drops below
8.5 volts, then the power seat module ignores all requests
for seat movement until the battery voltage is greater
than 9.0 volts. If the battery voltage is greater than 16.5
volts, then the power seat module ignores all requests for
seat movement until the battery voltage drops below
16.0 volts.
NOTE: For customer concerns of inoperative power seat,
perform a voltage drop check of the battery power and
ground to the power seat module. Low voltage/high resis-
tance due to circuit faults could cause the system to enter a
low battery mode.
Technical Training
Electrical Systems

and Diagnostics
LM (Range Rover) Security and Locking Systems
688-LR 08/2008
Printed in USA
LM Security and Locking Systems Table of Contents
Central Locking System . . . . . . . . . . . . . . . . . . . . . 2

Active Anti-Theft System . . . . . . . . . . . . . . . . . . . 10
Passive Anti-Theft System . . . . . . . . . . . . . . . . . . 14
Central Locking System LM Security and Locking Systems
CENTRAL LOCKING SYSTEM

A remotely-operated Central Locking System (CLS) The driver exterior door handle incorporates a door lock.
controls the locking and unlocking of the door latches The door lock enables operation of the CLS with the
and the opening of the tailgate latches. In some markets, ignition key if the remote operation fails, and allows the
the CLS also locks and unlocks the fuel filler door. The left front door to be mechanically unlocked if there is a
CLS software is incorporated into the GEM. vehicle power failure.
CLS Components: Part 1
DOOR LATCHES
RF RECEIVER
LOWER TAILGATE
LATCH
UPPER TAILGATE
LATCH FUEL FILLER DOOR
ACTUATOR
LOWER TAILGATE
RELEASE SWITCH
TAILGATE HANDLE
ASSEMBLY UPPER TAILGATE LOWER TAILGATE
EXTERNAL RELEASE SWITCH RELEASE RELAY
688LR164
LM Security and Locking Systems Central Locking System
CLS Components: Part 2

SWITCH
UPPER TAILGATE
INTERNAL RELEASE SWITCH
HOOD RELEASE
HANDLE AND CABLES
HOOD AJAR
SWITCH
RH HOOD LATCH
HOOD
SAFETY CATCH
LH HOOD LATCH
688LR165
Door Latches Central Locking Switch
The side door latches are sealed units that incorporate The central locking switch is a non latching push switch
separate actuators for locking and superlocking the installed between the center face vents on the instrument
doors. Each door latch also incorporates a Hall effect panel, below the hazard warning switch. The CLS switch
sensor that operates as an ajar switch to provide a door allows occupants to centrally lock the vehicle without
status signal for the Generic Electronic Module (GEM). arming the alarm. When the CLS switch is pressed, a bat-
The driver door latch incorporates two additional Hall tery voltage signal is connected to the GEM.
effect sensors to provide signals of lock and unlock
selections made with the ignition key in the door lock. Upper Tailgate Release Switches
Turning the top of the ignition key rearwards sends a The internal upper tailgate release switch is a non latching
lock signal and turning the top of the ignition key for- push switch installed on the center console. The switch
wards sends an unlock signal. The driver and front pas- allows the tailgate to be opened from inside the vehicle.
senger door latches communicate with the GEM via When the switch is pressed a ground is connected to the
their respective door modules and the P bus. The rear GEM. The GEM only responds to the input when the
door latches are connected directly to the GEM. CLS system is unlocked and the vehicle is stationary.
Tailgate Latch The external upper tailgate release switch is a

microswitch installed in the license plate lamp housing
The upper tailgate latch incorporates a release actuator to
in the bottom edge of the upper tailgate. The switch is
open the upper tailgate and a microswitch that operates as
operated by a lever connected to a rubber covered plate
an ajar switch to provide a tailgate status signal to the GEM.
set into the outside surface of the license plate lamp
Hood Ajar Switch housing. When the switch is activated it connects a
ground to the GEM. The GEM only responds to the
The hood ajar switch is a plunger operated switch
input when the CLS system is unlocked and the vehicle
installed in the engine compartment, on the driver side of
is stationary.
the secondary bulkhead. When the hood is closed, the
hood presses the plunger into the switch housing and Lower Tailgate Release Switch
holds the switch open. When the hood opens, the spring
The lower tailgate release switch is a non latching push
loaded plunger extends, which allows the switch to close
switch installed under a rubber cover in the top edge of
and connect a ground to the GEM. The switch can also
the lower tailgate. When the switch is pressed, a battery
be held open while the hood is open, by pulling the
voltage signal is connected to the GEM. The GEM only
plunger up.
responds to the input when the upper tailgate is
Fuel Filler Door Actuator unlatched and the vehicle is stationary.
The fuel filler door actuator extends and retracts a wire Lower Tailgate Release Relay
reinforced plastic pin to lock and unlock the fuel filler
The lower tailgate release relay is installed on the AJB.
door. A green manual release wire is attached to the pin
When the GEM receives a valid input from the lower
to ensure the fuel filler door can be released in the event
tailgate release switch, it momentarily energizes the
of actuator failure or loss of power. The end of the man-
relay to simultaneously activate the two lower tailgate
ual release wire is stowed in the soundproofing behind
release actuators.
the trim panel covering the AJB.
Ignition Key / Remote Handset

The remote handset is incorporated into the head of the The remote handset functions as follows:
ignition key. At any one time, up to four different remote
• One press of the lock button for superlocking
handsets can be initialized for use on the same vehicle.
• Press and hold the tailgate switch for panic mode
The power supply in the remote handset is provided by a
single button cell battery. When the batteries need
replacing the message ‘KEY BATTERY LOW’ will be
LED
displayed in the message center. When the batteries are
UNLOCK
BUTTON replaced, the old ones should be removed and the new
ones installed within 1 minute or stored data will be lost
LOCK
and the remote handset will need to be re-initialized.
TAILGATE OPEN
BUTTON BUTTON
Battery Replacement on Fixed-Key Remote Handset
SECURING SCREWS BATTERY COVER

AND COVER
688LR166 BATTERY
The type of transmitter is an RF transmitter; operating at

315 MHz. RF transmitters communicate with the vehicle
through the radio antenna integrated into the rear window
heater, and has an operating range of 10 m (32.8 ft) mini-
mum and up 30 m (98.4 ft) under optimum conditions.
Each remote handset incorporates a signal processor,
transmitter and power supply in a dustproof and water-
proof housing. Buttons on the housing operate the
remote functions. A light-emitting diode (LED) on the
housing flashes when a button is pressed to confirm
operation to the user. If the LED does not flash when a
button is pressed the battery needs recharging/replacing. 688LR167
RF remote handsets have three operating buttons:

• The lock button, for locking and superlocking of the
vehicle and convenience closing of the windows and
sunroof.
• The unlock button, for unlocking the vehicle and
convenience opening of the windows and sunroof.
• The tailgate open button, for opening the tailgate
while the rest of the vehicle remains locked and for
panic alarm activation.
Folding Key Remote Initialization Procedure:

The battery is non-serviceable, and recharges while the 1. Ensure the vehicle is unlocked and the driver and
engine is running. If the battery charge is low, the remote front passenger doors are closed.
operating range is reduced. The nominal life of the bat- 2. Insert a key/remote handset in the ignition switch,
tery is approximately 14 years. and then turn the ignition switch to position I and
back to position 0 in less than 5 seconds to put the
KEY RELEASE GEM into the initialization mode. Continue the pro-
BUTTON UNLOCK
LOCK
BUTTON cedure within 30 seconds of turning the ignition
BUTTON
switch to position 0.
TAILDOOR / PANIC
BUTTON 3. Remove the key/remote handset from the ignition
switch.
4. Press and hold the unlock button for a maximum of
15 seconds. During this time, momentarily press the
lock button three times within 10 seconds.
5. Release both buttons.
6. Successful initialization is indicated by the GEM
locking then unlocking the vehicle. If this does not
INTRLR285
occur, repeat step 4.
7. Repeat steps 4 and 5 with all other remote handsets
Remote Handset Initialization belonging to the vehicle (4 maximum). Begin the ini-
Every signal from the remote handset contains the trans- tialization of each remote handset within 30 seconds
mitter identification code and a rolling code. The GEM of completing the previous initialization, or the GEM
checks the codes and only responds if the signal is from will drop out of the initialization mode and the com-
a valid transmitter. During vehicle production, the plete procedure will have to be started again.
remote handsets supplied with the vehicle are initialized
to set their individual transmitter identification codes RF Receiver
and synchronize their respective rolling codes with the The RF receiver converts signals from the RF remote
GEM. If a replacement or additional remote handset is to handset into digital messages and transmits them to the
be used with the vehicle, the initialization procedure GEM. The RF receiver is installed at the rear of the roof,
must be repeated. During the procedure, all remote above the roof liner, to the left of the vehicle centerline.
handsets for use with the vehicle must be initialized. Operation of the RF receiver is powered by a permanent
battery feed from the AJB. RF remote handset signals
are received by the rear window antenna and passed to
the RF receiver via the antenna amplifier.
The locking system allows the doors and fuel filler door The GEM will only superlock the vehicle after the igni-
to be centrally locked and unlocked using the CLS tion key has been removed from the ignition switch and
switch, the driver door lock and the remote handset. The the driver door has opened. From the superlocked state,
system has two locking states: locked and superlocked. the vehicle can be centrally unlocked using the remote
Locking the vehicle from inside using the CLS switch handset or the driver door lock.
puts the system into the locked state. Locking the vehicle
from the outside using the driver door lock or the remote Tailgate Opening
handset puts the vehicle into the superlocked state. When the vehicle is locked or superlocked, operating the
tailgate release button on the remote handset causes the
When the vehicle is locked, the GEM:
GEM to actuate the upper tailgate release actuator while
• Energizes the lock actuators in the side door latches leaving the remainder of the system in the locked/super-
to disengage the external door handles from the locked condition.
latches.
Single Point Entry
• Energizes the fuel filler door actuator to extend the
locking pin to secure the filler door. With the vehicle superlocked and Single Point Entry
(SPE) enabled, when the GEM receives a request from
• Ignores inputs from the upper tailgate external
the remote handset or the driver door lock it unlocks the
release switch.
driver door and changes the rest of the CLS from the
The GEM will lock the vehicle regardless of the position superlocked to the locked state. When it receives a sec-
of the ignition switch and whether the key is in the igni- ond unlock request, from the remote handset, the driver
tion switch or not. The upper tailgate internal release door lock or the CLS switch, the GEM unlocks the
switch remains enabled and individual side doors can be remainder of the system.
unlocked using the internal door handle. From the locked
state, the vehicle can be centrally unlocked using the CLS
switch, the remote handset or the driver door lock.
When the vehicle is superlocked, the GEM:
• Energizes the lock and the superlock actuators in the
side door latches to disengage both the internal and
the external door handles from the latches.
• Energizes the fuel filler door actuator to extend the
locking pin to secure the filler door.
• Ignores inputs from both the external and the internal
release switches of the upper tailgate.
• Ignores inputs from the CLS switch.
Automatic Locking
The GEM can be configured to automatically lock the
system when the vehicle exceeds a set speed. The set
speed is selectable between 4 and 28 km/h (2.5 and 17.5
mph), in 4 km/h (2.5 mph) increments.
To guard against accidental unlocking, the GEM can
also be configured to automatically lock (not superlock)
the system if no ajar switch or CLS switch is activated
within 2 minutes of unlocking the vehicle with the
remote handset.
Automatic Unlocking
If a crash that triggers any of the air bags occurs, the
RCM outputs a crash signal to the GEM. On receipt of
the crash signal the GEM outputs unlock signals to all of
the door latch actuators and, where fitted, the fuel filler
door actuator, irrespective of their current locked state.
Subsequent attempts to lock the doors are inhibited until
the GEM has received an unlock request.
Repetition Blocking
To protect the door latch actuators the GEM incorporates
a repetition blocking feature. The GEM increments an
internal counter by one each time an actuation occurs
and decrements the counter by one every 8 seconds. If
the counter exceeds 15, the GEM blocks further unlock-
ing commands until the counter returns to 15 or less. The
block is ignored if the GEM receives a crash signal or
the system goes from superlocked to locked. In addition
to the counter for the side doors, separate counters are
maintained for each of the tailgates.
Central Locking System Control
1 2 3 4
6
24 25
26
23
7
22
8
21
20
9
19
18
10
17 14
11
16 15
13
12
A B C F M
688LR168
A Hardwired 6 Upper tailgate internal release switch 17 Front passenger door module
B K bus 7 Hood ajar switch 18 Upper tailgate exterior release switch
C Diagnostic DS2 bus 8 Upper tailgate latch 19 Lower tailgate RH latch
F RF transmission 9 Instrument cluster 20 Lower tailgate LH latch
M P bus 10 Diagnostic socket 21 GEM
1 Fuse 16, AJB (permanent power supply) 11 RH rear door latch 22 Lower tailgate exterior release switch
2 Antenna amplifier 12 Fuel filler door actuator 23 Lower tailgate release relay
3 Rear window antenna 13 LH rear door latch 24 Fuse 15, AJB (permanent power supply)
4 RF ignition key/remote handset 14 Driver door module 25 Fuse 15, CJB (permanent power supply)
5 CLS switch 15 Driver door latch 26 RF receiver
16 Front passenger door latch
Active Anti-Theft System LM Security and Locking Systems
ACTIVE ANTI-THEFT SYSTEM

The active anti-theft system monitors the hinged panels
for unauthorized opening. On some vehicles, the active
anti-theft system also incorporates interior monitoring
and vehicle tilt sensing functions. If an alarm event is
detected, the active anti-theft system generates audible
and visual alarm signals. The active anti-theft system is
controlled by the generic electronic module (GEM) and
is configured to automatically arm and disarm with oper-
ation of the central locking system.
The active anti-theft system incorporates:
• An alarm indicator
• A battery backed-up sounder (BBUS)
The active anti-theft system also uses:
• The GEM
• The hood, door and tailgate ajar switches
LM Security and Locking Systems Active Anti-Theft System
Alarm Indicator
The alarm indicator is installed in the instrument cluster to provide a visual indication of the active anti-theft system
status. Operation of the alarm indicator is controlled by a hardwired input from the GEM, which pulls the input to
ground to illuminate the alarm indicator.
System Status Indications
Alarm Mode Alarm Indicator
Disarmed Off
Armed Flashes at 0.5 Hz (slow flashing)
Arming Rapid flashing for 10 seconds maximum, then begins flashing at 0.5 Hz.
Alarm triggered Rapid flashing for 5 minutes then continues flashing at 0.5 Hz.
Re-arming less than 10 seconds after disarming On for 1 second
Disarming Off
Disarming after alarm Rapid flashing for 10 seconds then off
Emergency disarming On for 10 minutes
Vehicle locked (alarm not coded in GEM) On for 10 seconds
Unauthorized engine start detected by PATS (pas- Rapid flashing until PATS (passive anti-theft system) deactivated
sive anti-theft system)
Battery Backed-Up Sounder

The battery backed-up sounder (BBUS) is installed in The BBUS sounds when it receives an alarm or
the rear corner of the engine compartment, on the driver acknowledgment signal from the GEM. While the active
side, on a bracket attached to the front fender. In some anti-theft system is armed, the BBUS also monitors the
markets, the BBUS is covered by a shield for added battery power supply and the arm/disarm signal line
security. Depending on the GEM configuration, the from the GEM, and operates the sounder if the battery
BBUS can be used to produce the audio acknowledg- power supply or the arm/disarm signal line is discon-
ment for arming and disarming of the active anti-theft nected. The GEM arms and disarms the BBUS together
system as well as the audio warning after an alarm has with the rest of the active anti-theft system.
been triggered.
Once an alarm has been triggered, the BBUS cycles the
The BBUS is normally operated by a permanent battery sounder on for 30 seconds and off for 15 seconds, for 5
feed from the CJB (central junction box). An integral 7.2 minutes or until it receives a disarm signal from the
V rechargeable battery powers the BBUS if it is discon- GEM. If the alarm trigger is still present, the 5 minutes
nected from the vehicle battery. of on/off cycles is repeated a further 2 times. The alarm
output from the BBUS is either a constant tone or a mod-
ulated tone, depending on the market. The continuous
tone has a nominal value of 113 dBA when powered by
the vehicle battery and 108 dBA when powered by the
integral battery. The modulated tone has a nominal value
of 109 dBA when powered by the vehicle battery and
104 dBA when powered by the integral battery.
Active Anti-Theft System LM Security and Locking Systems
The active anti-theft system arms and disarms in con-
junction with the locking and unlocking of the CLS.
Depending on the configuration of the GEM, the active
anti-theft system can be armed and disarmed when the
locking system is activated with the driver door lock or
the remote handset, or only with the remote handset.
Visual and audible confirmation of the active anti-theft
system arming and disarming, using the direction indica-
tors and the BBUS, are also configurable in the GEM.
Perimeter Sensing
When the active anti-theft system arms, the GEM waits
for 3 seconds before it begins monitoring the door status
switches and the hood switch for perimeter sensing. If a
door or the hood has been left open, the GEM indicates
this by flashing the alarm LED for approximately 10
seconds. The input from the open switch is ignored until
3 seconds after it changes to the closed state.
Emergency Disarming
If the alarm has been triggered and cannot be disarmed
with the driver door lock or the ignition key/remote hand-
set, it can be disarmed with the ignition switch as follows:
– Use the ignition key to unlock the driver door.
– Sit in the vehicle and ensure all the doors are closed.
– While the BBUS is still sounding, put the ignition
key in the ignition switch and turn it to position I.
The alarm indicator stays on instead of flashing.
– After 10 minutes, the BBUS stops sounding, the
alarm indicator goes off, the locking system unlocks
and the passive anti-theft system (PATS) is made
inactive.
– Emergency disarming is configurable in the GEM.
LM Security and Locking Systems Active Anti-Theft System
Active Anti-Theft System Control
3
1 2
16
15
14
5
13
6
12
11
10 9 8 7
A B C M
688LR169
A Hardwired 4 Upper tailgate ajar switch (integrated into latch) 11 Passenger door module
B K bus 5 Instrument cluster 12 Driver door module
C Diagnostic DS2 bus 6 DLC 13 BBUS
M P bus 7 RH rear door ajar switch (integrated into latch) 14 Tilt sensor (Non-NAS)
1 Fuse 43, CJB 8 LH rear door ajar switch (integrated into latch) 15 GEM
2 Fuse 15, CJB 9 Driver door ajar switch (integrated into latch) 16 Volumetric sensor (Non-NAS)
3 Hood ajar switch 10 Front passenger door ajar switch (integrated into latch)
Passive Anti-Theft System LM Security and Locking Systems
PASSIVE ANTI-THEFT SYSTEM

The Passive Anti-Theft System (PATS) provides a The PATS also uses the instrument cluster, as a gateway for
secure interface, between the ignition key and the ECM, communications with the steering lock control module.
to prevent unauthorized starting of the vehicle. The sys-
Operation of the PATS is automatic and requires no
tem consists of the following:
input from the driver. The PATS only allows the engine
• A transponder in the head of each ignition key to start when a valid key is in the ignition switch, the
• A transponder coil around the ignition switch steering lock is disengaged and the transmission is in
Park or Neutral. The starter motor is controlled by the
• A PATS module
ECM, so authorization from the PATS allows the ECM
to both operate the starter motor and support starting.
STARTER MOTOR
PATS MODULE
IGNITION KEY / REMOTE HANDSET
(PRE-2007 MY SHOWN)
TRANSPONDER COIL
688LR170
LM Security and Locking Systems Passive Anti-Theft System
Transponder Transponder Coil
The transponder is a stand alone wedge device located CAUTION:
within the head of the ignition key. The drive for the transponder coil is not capa-
The transponder is powered by the field from the coil ble of carrying battery voltage and care must
and is contained within the processor on the printed cir- be taken when fault finding and probing the
cuit board (PCB), which also controls the remote opera- system otherwise permanent damage to the
tion of the CLS. The coil on the PCB is used by the module may result.
transponder to receive the signals from the transponder The transponder coil is located in a plastic housing
coil on the ignition switch. The coil is also used to gener- which surrounds the ignition switch barrel. The tran-
ate the current required to recharge the battery. The transponder coil is connected via two wires to the PATS
sponder has a 256 byte EEPROM, which is programmed module. The PATS module emits electrical energy to the
with vehicle identification data and a unique identifica- transponder coil which transmits data at a frequency of
tion code. This information is stored in one of 30 key 125 kHz. This electrical energy excites the transponder
‘slots’ within the PATS module. When energized, the in the ignition key when it is within 20 mm (0.78 in) of
transponder emits the coded information which is the transponder coil.
received by the PATS module. The PATS module checks
that the key is valid by confirming the received data
before granting permission to start the engine. The infor-
mation programmed into the transponder cannot be
overwritten. If a key is lost or is no longer required, the
Land Rover approved diagnostic system can be used to
disable the key to prevent it being used on the vehicle.
Passive Anti-Theft System LM Security and Locking Systems
PATS Module
The PATS module is the main component in the system When it detects a valid key, the PATS module outputs a
and is mounted on the cross car beam, behind the instru- ‘valid key in ignition lock’ message on the medium
ment panel. The PATS module is powered by a permanent speed CAN bus. The message is then transmitted on the
battery feed from the CJB. It also receives an auxiliary K bus by the instrument cluster. When it detects the valid
power feed from the ignition switch. key in ignition lock message, the steering lock control
module disengages the steering column lock and, pro-
The PATS module is connected to the medium speed
vided it is also receiving a Park/Neutral signal from the
CAN bus, which it uses to communicate with the steer-
TCM, sends a hardwired release signal to the PATS
ing lock control module via the instrument cluster and
module.
the K bus. The medium speed CAN bus is also used to
communicate with the ECM via the instrument cluster When the ignition switch is turned to position II (igni-
and the high speed CAN bus. tion), the ECM sends a start authorization request to the
PATS module. If the key is valid the PATS module
When the vehicle K bus wakes the instrument cluster,
grants the request and, when it subsequently detects the
the instrument cluster wakes the medium speed CAN
crank input from the ignition switch, the ECM will crank
bus and, as a result, the PATS module wakes-up. Now,
and run the engine.
when a valid ignition key is placed in the ignition switch
key barrel, the PATS interrogates the key for validity to Replacement PATS modules are not stock items and can
the vehicle. The transponder coil is activated causing the only be installed on the vehicle for which they were
transponder to transmit its identity. The PATS module ordered. After replacement of a PATS module:
validates the identity and transmits another request for
• Car configuration information from the instrument
validation (encoded) data. When this is correctly
cluster is automatically transferred to the new PATS
received the PATS module confirms the key as valid and
module.
enables ignition key rotation to position I (auxiliary) and
beyond. Should the vehicle systems be allowed to sleep, • Existing keys will automatically work with the
i.e. key in ignition for several minutes without any other replacement PATS module.
vehicle activity, then a subsequent attempt to turn the • IDS must be used to ensure that only those ignition
key will be inhibited until the PATS module is fully keys currently in use with the vehicle are enabled in
awake, possibly requiring a second rotation attempt the PATS module.
before the key will turn.
LM Security and Locking Systems Passive Anti-Theft System
Passive Anti-Theft System Control
3 4
2 6
7
15
14 8 9
11
13
12 10
A B C D N
688LR171
A Hardwired 3 Fuse 39, CJB (auxiliary feed) 10 Starter motor

B K bus 4 Steering lock control module 11 PATS module
C Diagnostic DS2 bus 5 TCM 12 ECM
D HS CAN bus 6 Fuse 21, BJB 13 Remote handset/ignition key
N MS CAN bus 7 Instrument cluster 14 Transponder coil
1 Fuse 31, CJB (ignition feed) 8 DLC 15 Fuse 18, CJB (permanent battery feed)
2 Ignition switch 9 Starter motor relay
Technical Training
Electrical Systems

and Diagnostics

Security and Locking Systems
688-LR 08/2008
Printed in USA
LA / LS Security and Locking Systems Table of Contents

Active Anti-Theft System . . . . . . . . . . . . . . . . . . . 11
Central Locking System LA / LS Security and Locking Systems

A remotely-operated Central Locking System (CLS) The left front exterior door handle incorporates a door
controls the locking and unlocking of the door latches lock, concealed under a removable cover. The door lock
and the opening of the tailgate latches. In some markets, allows the left front door to be mechanically unlocked
the CLS also locks and unlocks the fuel filler door. The with the ignition key if there is a vehicle power failure.
CLS software is incorporated into the CJB. The CLS cannot be operated using the door lock.
CLS Components: Part 1 (NOTE: LA shown; LS similar.)
RH REAR
DOOR LATCH AND
HANDLES
RH FRONT
DOOR LATCH AND
HANDLES
RF
RECEIVER

LOCK AND UNLOCK SWITCHES
RH HOOD LATCH AND

HOOD AJAR SWITCH
HOOD LH REAR
SAFETY CATCH DOOR LATCH AND
HANDLES
LH HOOD LATCH LH FRONT

DOOR LATCH AND
HANDLES
HOOD RELEASE HANDLE AND CABLES

688LR147
LA / LS Security and Locking Systems Central Locking System
CLS Components: Part 2 (NOTE: LA shown; LS similar.)
LOWER TAILGATE
RELEASE SWITCH
UPPER TAILGATE
RELEASE SWITCH
LH LOWER TAILGATE
LATCH AND ACTUATOR
FUEL FILLER DOOR

LOCK ACTUATOR
RH LOWER TAILGATE
LATCH AND ACTUATOR
UPPER TAILGATE
LATCH AND ACTUATOR
688LR148
Door Latches Fuel Filler Door Lock Actuator
The door latches are installed in the rear edge of each The fuel filler door lock actuator extends and retracts a
door and each engage with a striker on the B or C pillar wire reinforced plastic pin to lock and unlock the fuel
as appropriate. filler door. The actuator is installed on a bracket located
behind the trim in the right rear quarter of the vehicle.
Each door latch is a sealed unit that incorporates:
The pin is incorporated onto the end of the cable
• A lock motor
installed between the actuator and the fuel filler door
• A door ajar switch assembly. In the locked position, the pin engages with a
An electrical connector on each door latch provides the spigot on the door mounting arm.
interface between the door latch and the CJB.
The CJB changes the direction of drive of the actuator
The lock motors control the engagement of the latches by changing the polarity of the power and ground con-
with the release cables to lock and unlock the vehicle. nections.
When the vehicle is locked, the lock motors disengage the
latches from the exterior release cables. When the vehicle Hood Ajar Switch
is unlocked, the CJB reverses the lock motors, to re- The hood ajar switch is attached to the bottom of the
engage the release cables, by changing the polarity of their right hand hood latch. The hood ajar switch consists of a
power and ground connections. To enable the SPE (single microswitch operated by a leaf spring which bears on the
point entry) function, the lock motor in the driver door latch cam. When the hood latch opens, the latch cam
latch is operated by two dedicated connections with the presses on the leaf spring, which closes the microswitch
CJB; the lock motors in the other three doors are all oper- to connect a ground to the CJB.
ated by two (other) common connections with the CJB.
Door Ajar Switches
Tailgate Latches A door ajar switch is incorporated into the latch of each
Upper Tailgate Latch door. When a door latch opens, the respective door ajar
The upper tailgate latch is opened by the actuator and switch opens and disconnects a ground from the CJB.
slam closed by the striker on the upper tailgate. When a
Tailgate Ajar Switch: LA
valid request to open the upper tailgate is received, the
CJB momentarily energizes the actuator. The actuating The tailgate ajar switch is installed on the upper tailgate
rod on the actuator then retracts and pulls on the cable to latch. When the upper tailgate latch opens, the tailgate ajar
open the latch cam and release the upper tailgate. When switch opens and disconnects a ground from the CJB.
power is removed from the actuator, a spring returns the The tailgate ajar switch is an integral part of the upper
actuating rod to the extended position. tailgate latch and is not available separately.
Lower Tailgate Latch Tailgate Ajar Switch: LS
When a valid request to open the lower tailgate is
The tailgate ajar switch is incorporated in the tailgate
received, the CJB momentarily energizes the actuator of
latch. When the tailgate latch opens, the tailgate ajar
each lower tailgate latch. The actuating rod on each actu-
switch opens and disconnects a ground from the CJB
ator then extends and turns the shaft to open the latch
(central junction box).
cam and release the lower tailgate. When power is
removed from the actuator, springs return the actuating Rear Window Ajar Switch: LS
rod and shaft to the retracted position.
The rear window ajar switch is incorporated in the rear
window latch. When the rear window latch opens, the
rear window ajar switch opens and disconnects a ground
from the CJB (central junction box).
Tailgate Release Switches: LA Central Locking Switches

Upper Tailgate Release Switch
The upper tailgate release switch is a non latching switch
UNLOCK LOCK
installed in the exterior door handle, behind a rubber
cover. Pressing the cover closes the switch and connects
a ground to the CJB. This momentarily energizes the
actuator of the upper tailgate latch. The CJB only
responds to the switch input when the CLS system is
unlocked and the vehicle is stationary.
Lower Tailgate Release Switch

The lower tailgate release switch is a non latching switch
installed under a rubber cover in the top edge of the
lower tailgate. Pressing the cover closes the switch and
connects a ground to the CJB, which then momentarily
energizes the actuators of the two lower tailgate latches.
The CJB only responds to the switch input when the
upper tail door is unlatched and the vehicle is stationary.
Tailgate Release Switch: LS

The tailgate release switch is a non latching switch 688LR153
installed in the bottom right corner of the tailgate. The

tailgate release switch incorporates a spring loaded but- The CLS lock and unlock switches are non-latching
ton and a microswitch. Pressing the button operates the switches installed in the center switch pack of the instru-
microswitch and connects a ground to the CJB (central ment panel. The switches control the internal locking of
junction box), which then momentarily energizes the the CLS. When the CLS lock or CLS unlock switch is
electric motor of the tailgate latch. The CJB (central pressed, a ground is connected to the CJB, which then
junction box) only responds to the switch input when the energizes the lock or unlock motor in the door latches, as
rear window is closed, the CLS is unlocked and the vehi- appropriate.
cle is stationary. Pressing and holding the CLS lock switch and the CLS
Rear Window Release Switch: LS unlock switch simultaneously, for 3 seconds, releases the
upper tailgate. This is an emergency tailgate release, in
The rear window release switch is installed in the under-
case the upper tailgate release switch is inoperative. This
side of the tailgate handle assembly. A rubber cover
only operates if the vehicle is unlocked, or internally
encloses the underside of the switch and a microswitch
locked, and the vehicle speed is less than 8 km/h (5
is installed in a boss on top of the switch. Pressing the
mph). The emergency tailgate release only operates the
rubber cover operates the microswitch and connects a
upper tailgate latch, regardless of the status of the tail-
ground to the CJB (central junction box), which then
gate ajar switch.
momentarily energizes the electric motor of the rear win-
dow latch. The CJB (central junction box) only responds
to the input when the tailgate is closed, the CLS is
unlocked and the vehicle is stationary.
Ignition Key
Panic Alarm
Push and hold the personal button, then push and hold
LOCK BUTTON
the hazard flasher switch. After a confirmation chime
sounds on the instrument cluster speaker, release the per-
UNLOCK
BUTTON
sonal button and the hazard flasher switch. Push and
release the hazard flasher switch again, to cancel the
hazard flashers.
Headlamp Courtesy Delay
Push and hold the personal button then activate the main
beam flash switch (pull switch towards you). After a
KEY RELEASE
BUTTON confirmation chime sounds on the instrument cluster
speaker, release the personal button and the main beam
flash switch.
PERSONAL
BUTTON Suspension
688LR154 Push and hold the personal button then use the air sus-
pension switch to select a different ride height. After a
The ignition key is of the folding blade type, which is confirmation chime sounds on the instrument cluster
released from the stowed position by pushing the key speaker, release the personal button and the air suspen-
release button on the key head. The key head is a sealed sion switch. Programming the personal button to operate
unit that contains a PCB (printed circuit board) and a the air suspension must take place within 60 seconds of
rechargeable battery. The PCB incorporates the electron- turning the ignition off. The air suspension switch posi-
ics that generate RF signals for remote operation of the tion is relayed to the CJB on the CAN (controller area
CLS and personalized feature. The PCB also incorpo- network) systems, which power down 60 seconds after
rates the transponder for engine immobilization. the ignition is switched off.
The battery is non serviceable, and recharges while the The ignition keys are externally identical for all markets,
engine is running. If the battery charge is low, the remote but differ in the frequency and power at which the RF
operating range is reduced. The nominal life of the bat- transmitter in the key head operates. The RF transmitters
tery is approximately 14 years. operate at 315 MHz.
The key head has three buttons for operation of the CLS
and the personalized feature, as follows:
• A lock button, for locking of the vehicle
• An unlock button, for unlocking the vehicle
• A personal button, for operating the personalized
feature, which can be programmed to trigger a panic
alarm, operate the headlamp courtesy delay or
remotely raise and lower the suspension. Program-
ming the personalized feature with a different func-
tion automatically overwrites the previous function.
The personalized feature is programmed with the key
removed from the ignition switch, as follows:
Each ignition key has a unique identification which is Radio Frequency Receiver
determined by the transponder in the key head. Every RF
signal from the ignition key contains the identification
code and a rolling code. The CJB checks the codes and
only responds if the signal is from a valid ignition key.
During vehicle production, the identification code of each
ignition key supplied with the vehicle is programmed into
the CJB, and the rolling codes in the ignition key and the
CJB are synchronized. A total of 30 ‘slots’ are available in
the CJB software to allow for replacement and additional
ignition keys. In service, IDS can be used to communicate
with the CJB for the following:
• Identify ignition key allocation within the CJB 688LR155
• Enable new ignition keys

The radio frequency (RF) receiver converts the signals
• Disable ignition keys
from the remote handset into digital messages and trans-
• Re-enable a previously disabled ignition key mits them to the CJB. The RF receiver is installed above
If the vehicle lockset is replaced, the keys supplied with the the headlining, on the cross-rail between the top of the B
new lockset must be enabled and the old keys disabled. pillars. Operation of the RF receiver is powered by a per-
manent battery feed from the CJB.
If the rolling code of an ignition key loses synchronization
with the CJB, the remote operating functions will cease to
operate. Synchronization can be restored by starting the
engine with the unsynchronized ignition key and allowing
the engine to run for a minimum of 6 minutes.
The central locking system (CLS) allows the doors and, When the vehicle is externally locked, the CJB flashes
where applicable, the fuel filler door, to be centrally the turn signal lamps three times, for 500 milliseconds,
locked and unlocked using the remote handset or the with a 500 milliseconds pause between flashes. When
CLS switches. Depending on the market, the CLS has the vehicle is unlocked using the remote handset, the
either two or three locking states: internally locked, and CJB flashes the turn signal lamps once, for 3 seconds.
externally locked.
Mislock
Configurable CLS features include automatic speed
A mislock occurs if the CJB receives an external lock
locking, automatic relocking and SPE. All vehicles
request when any hinged panel is ajar, an invalid key is
incorporate crash unlocking.
in the ignition switch or the repetition blocking limit for
The internally locked state is activated with a single the door latches is reached. To indicate a mislock the
press of the CLS lock switch. CJB uses the horns to produce a 100 milliseconds ‘chirp’
A single press of the lock button on the remote handset and withholds flashing of the turn signal lamps.
activates the externally locked state. A second press of If a mislock occurs because an invalid key is in the igni-
the lock button on the remote handset, within 2 seconds tion switch or a hinged panel is ajar, the CJB still exter-
of the first press, arms the active anti-theft system. nally locks any doors that are closed.
In the internally locked state: If a mislock occurs because a hinged panel is ajar, when
• The exterior door handles are disengaged from the the hinged panel is subsequently closed the CJB main-
latches, to prevent the doors being opened from out- tains the current locking state until it receives another
side the vehicle. external lock request.
• The CJB ignores inputs from the tailgate release Single Point Entry
switch, which prevents the tailgates being opened. When single point entry (SPE) is enabled, an unlock
• The doors can be opened using the internal door command from the remote handset only unlocks the
handles. driver door. To unlock the remaining doors a second
• The vehicle can be unlocked using a single press of unlock command from the remote handset or the CLS
the CLS unlock switch or a single press of the unlock unlock switch is required.
button on the remote handset. For each remote handset, SPE can be toggled on and off
In the externally locked state: by pressing and holding the lock and unlock buttons on
the remote handset at the same time, for 3 seconds, with
• In addition to the conditions adopted for the inter-
the vehicle either locked or unlocked and the key
nally locked state, the CJB also ignores inputs from
removed from the ignition switch. Confirmation of the
the CLS lock and unlock switches.
change to the SPE setting is provided by the vehicle
• The vehicle can be unlocked using a single press of locking and then unlocking in the selected mode.
the unlock button on the remote handset.
When the CLS lock switch is used, the CJB will inter-
nally lock the vehicle regardless of the position of the
ignition switch, with or without the key in the ignition
switch and with or without the engine running.
When the remote handset is used, the CJB will only lock
the vehicle provided the ignition key has been removed
from the ignition switch.
Speed Dependent Locking doors. After 3 seconds, the CJB unlocks the doors again,
When speed dependent locking is enabled, the CJB in case a lock button is pressed during the crash, by flail-
internally locks the doors when the vehicle speed ing limbs for example. The CJB is informed of the crash
exceeds 8 km/h (5 mph) with the driver door closed and by a status message from the restraints control module,
the engine running. If the vehicle slows down or stops, on the medium speed CAN bus, which changes from ‘no
then increases to more than 8 km/h (5 mph) again, the crash’ to ‘crash’. The CLS will also perform crash
CJB internally locks the doors again only if a door was unlocking if a ‘no crash’ status message is not received
opened while the vehicle speed was less than 8 km/h (5 every 500 milliseconds.
mph). When the key is removed from the ignition The vehicle cannot be centrally locked again until the
switch, the CJB returns the vehicle to the previous status message has been reset to ‘no crash’ by the
unlocked state, i.e. unlocks all the doors, or just the restraints control module.
driver door if SPE is enabled.
Repetition Blocking
Speed dependent locking can be enabled and disabled in
the customer settings menu. To protect the CLS motors and actuators from operating
abuse, the CJB incorporates a repetition blocking fea-
Crash Unlocking ture, which limits the maximum operating rate of each
When the ignition switch is in position II, if a crash that motor and actuator. The lock motor in each door latch
triggers the air bags occurs the CJB unlocks all of the also incorporates thermal protection.
Central Locking System Motor and Actuator Operating Parameters

Current On Time Maximum Operations Nominal Operating Stall Current
Motor or Actuator (ms) (per minute) Current (amps) (amps)
Upper Tailgate Latch 400 ± 10 10 2.5 8.0
Lower Tailgate Latch 700 ± 10 10 n/a 10.5
Fuel Filler Door Lock 700 ± 10 5 2.0 8.0
Door Lock 100 – 110 10 3.0 10.9
NOTE: Nominal operating current is at 23°C (73°F). Stall current is for 15 volts at -40°C (-40°F)
Lockout Protection Transportation Mode

The vehicle cannot be locked when the driver door is When the vehicle is in the transportation mode, SPE is
open. If an attempt is made to lock the vehicle with the enabled and global unlocking with the remote handset is
remote handset, while the driver door is open, the CJB disabled. The speed locking function is also disabled, but
ignores the request. crash unlocking is retained.
Automatic Relock
If the CLS is unlocked using the remote handset, and a
door or the tailgate is not opened, or the key is not put in
the ignition switch within 1 minute, the CJB automati-
cally locks the vehicle again, depending on the previ-
ously locked mode. Automatic relock is designed to
prevent inadvertent unlocking and disarming of the vehi-
cle by accidentally pressing the unlock button on the
remote handset.
Central Locking System Control

1 2
6
29 4
28
27
7
25 26
24
23 8
22
21 10
20 12 11
19
16 13
18
17 15
14
A F N
688LR156
A Hardwired 9 LH horn 20 Upper tailgate switch

F RF transmission 10 RH horn 21 RH lower tailgate latch
N MS CAN bus 11 Fuel filler door lock actuator 22 LH lower tailgate latch
1 LH front door latch (signals for RHD shown) 12 RH side turn signal indicator lamp 23 CLS unlock switch
2 Door lock 13 RH rear turn signal indicator lamp 24 CLS lock switch
3 Ignition key 14 RH front turn signal indicator lamp 25 Hood ajar switch
4 LH rear door latch 15 LH front turn signal indicator lamp 26 CJB
5 RH rear door latch 16 LH rear turn signal indicator lamp 27 Fusible link F17E, BJB
6 RH front door latch (signals for RHD shown) 17 LH side turn signal indicator lamp 28 RF receiver
7 Data link connector 18 Lower tailgate switch 29 Battery
8 Instrument cluster 19 Upper tailgate latch
LA / LS Security and Locking Systems Active Anti-Theft System

The active anti-theft system monitors the hinged panels The active anti-theft system consists of an alarm indica-
for unauthorized opening. tor in the instrument cluster.
Operation of the active anti-theft system is controlled by The active anti-theft system also uses:
the Central Junction Box (CJB). When an alarm is trig-
• The CJB
gered, the CJB sounds the vehicle horns and illuminates
the hazard flashers. • The hood, door and tailgate ajar switches
• The vehicle horns
Alarm Indicator
The alarm indicator is a red LED installed in the instru-
ment cluster to provide a visual indication of the active
anti-theft system status. Operation of the alarm indicator
is controlled by the CJB, which varies the flash rate to
indicate the active anti-theft system status.
688LR158
Active Anti-Theft System Status Indications

Status Description Alarm Indicator
0: Disarmed When system disarmed. Also first 10 seconds after Off

being armed with a panel open.
1: Armed Entered 10 seconds after arming. 10-millisecond flash every 2 seconds.
2: Perimeter Arming All panels closed. Indication delayed for 2.5 seconds Two 10-millisecond flashes
to allow time to process double locking commands. every 2 seconds, for 10 seconds.
Active Anti-Theft System LA / LS Security and Locking Systems
The CJB automatically arms and disarms the anti-theft The active CJB can selectively disarm parts of the anti-
system when it operates the central locking system. theft system, to prevent nuisance alarms being triggered,
as follows:
Arming
• If the vehicle is unlocked using the remote handset
The CJB arms the active anti-theft system when it locks
and, within 1 minute, a hinged panel is not opened or
the vehicle, provided the following conditions coexist:
a valid key is not put in the ignition switch, the CJB
• The driver door is shut automatically relocks the vehicle and re-arms the
• A valid key is not in the ignition switch active anti-theft system.
• The active anti-theft system is not in panic alarm This prevents the vehicle being left unlocked and dis-
mode armed by accidentally pressing the remote handset
• The active anti-theft system is enabled unlock button.
• The CJB is not in transit mode Alarm
Mislock When the alarm is triggered, audible and visible warn-
If the driver door is open when a lock or superlock ings are produced by the CJB. Audible indications are
request is received, the active anti-theft system remains produced using the horns. Visible indications are pro-
disarmed and the CJB generates a mislock sound with a duced using the hazard flashers.
100 milliseconds ‘chirp’ on the horns. If the horns are used for the audible warning, the CJB
When the CJB arms the active anti-theft system, it enters cycles the horns on for 30 seconds and off for 5 seconds.
the perimeter mode by beginning to monitor the status of If the alarm trigger is still present after the 5 seconds off
the hinged panels. period, the cycle of 30 seconds on, 5 seconds off, is
repeated. The CJB operates the horns for a maximum of
If any of the hinged panels, except the driver door, is 10 cycles for each arming cycle, or until it receives a dis-
open, the CJB arms in the perimeter mode, but ignores arm signal. The 10 cycle limit prevents damage to the
the open hinged panel as an alarm trigger and generates horns from excessive use.
a mislock sound.
Disarming
The CJB disarms the active anti-theft system when it
receives an unlock request from the remote handset.
When the vehicle is unlocked using the left front door
key lock, the CJB disarms the active anti-theft system if,
within 12 seconds, a valid key is inserted in the ignition
switch or an unlock request is received from the remote
handset. The CJB detects the insertion of a valid key
from the transponder coil around the ignition switch.
During the 12 seconds delay, only the hood ajar switch
remains as a valid alarm trigger, and the instrument clus-
ter speaker is pulsed at 0.5 second on, 0.5 second off. If,
within the 12 seconds, a valid key is not inserted in the
ignition switch, there is no unlock request from the
remote handset, or the hood is opened, the CJB enters
the alarm mode.
During the on period, the horns are pulsed at 380 millisec- Pressing the lock button on the remote handset returns
onds on, 380 milliseconds off. The hazard flashers are also the active anti-theft system to the alarm mode and causes
pulsed at 380 milliseconds on, 380 milliseconds off, in the CJB to ignore the inputs from the ajar switch of the
sequence with the audible warning. open door. One second after the door closes, the CJB
considers the ajar switch input as valid again.
The active anti-theft system transitions from an armed
mode to the alarm mode if: The CJB stores the last ten alarm triggers in a trigger log,
which can be accessed over the medium speed CAN bus
• The hood, a door or the tailgate is opened.
using IDS. The trigger log can only be cleared when the
• A non valid key is detected in the ignition switch. system is disarmed. Each trigger entry contains a num-
There is a 0.4 second delay between recognition of a ber that corresponds to the trigger source.
key being inserted in the ignition switch and identifi-
cation of the transponder, to allow sufficient time to
interrogate the key. Alarm Trigger Sources
• The left front door is unlocked using the door key Trigger
No. Description
lock, then opened, and the CJB does not detect a
valid key in the ignition switch, or receive an unlock 0 No trigger stored
request from the remote handset, within 12 seconds. 1 Driver door ajar switch
• If the personal button on the remote handset is con- 2 Front passenger door ajar switch
figured to panic alarm, when the button is pressed the 3 Rear LH door ajar switch
CJB triggers the alarm as detailed above. The panic
4 Rear RH door ajar switch
alarm operates with the active anti-theft system
either armed or disarmed. The CJB cancels the panic 5 Tailgate ajar switch
alarm when it receives a lock or unlock request from 6 Hood ajar switch
the remote handset, or detects a valid key in the igni- 7 Ignition switch
tion switch. On North American Specification (NAS)
8 External key lock turned to unlock
vehicles, after 160 seconds the panic alarm times out
and the active anti-theft system returns to the previ-
If an alarm is triggered during an armed cycle, when the
ous operating state.
active anti-theft system is subsequently disarmed the
Door key lock signals are ignored after the alarm is trig- CJB pulses the hazard flashers at 200 milliseconds on,
gered. 200 milliseconds off, for 3 seconds.
The alarm stops immediately and the active anti-theft
Transportation Mode
system is disarmed on receipt of an unlock command
from the remote handset. When the vehicle is in the transportation mode, the anti-
theft system is disabled.
The alarm stops immediately and the active anti-theft
system returns to the armed mode on receipt of a lock
command from the remote handset. The CJB ignores the
current alarm trigger(s) and only considers the remain-
der of the alarm trigger sources as valid inputs for a fur-
ther alarm. The ignored alarm trigger(s) are reinstated as
valid alarm trigger sources after they remain in an
untriggered state for a minimum of 1 second. For exam-
ple, the active anti-theft system is armed in the volumet-
ric mode when a door is opened and triggers the alarm.
Active Anti-Theft System LA / LS Security and Locking Systems

LA Active Anti-Theft System Control Diagram
3 7
6
8
2
1
4
5
9
24
11
23
10
22 12
13
21 14
15
16
19 17
20
18
A F N
688LR160
A Hardwired 7 LH rear door ajar switch 16 RH tail turn signal indicator lamp
F RF Transmission 8 RH rear door ajar switch 17 RH front turn signal indicator lamp
N MS CAN Bus 9 Tailgate ajar switch 18 LH front turn signal indicator lamp
1 Battery 10 CJB 19 LH tail turn signal indicator lamp
2 Ignition key 11 DLC 20 LH side repeater lamp
3 RF receiver 12 Alarm indicator 21 Transponder coil
4 LH front door ajar, lock, and unlock switches 13 LH horn 22 Ignition switch
5 RH front door ajar switch 14 RH horn 23 Fusible link 11E, BJB
6 Hood ajar switch 15 RH side repeater lamp 24 Fusible link 17E, BJB
LS Active Anti-Theft System Control Diagram
3 7
6
8
2
1
4
5
9
25 10
12
24
11
23 13
14
22
15
16
17
20
19
21 18
A F N
688LR161
A Hardwired 7 LH rear door ajar switch 17 RH tail turn signal indicator lamp
F RF transmission 8 RH rear door ajar switch 18 RH front turn signal indicator lamp
N MS CAN Bus 9 Tailgate ajar switch 19 LH front turn signal indicator lamp
1 Battery 10 Rear window ajar switch 20 LH tail turn signal indicator lamp
2 Ignition key 11 CJB 21 LH side repeater lamp
3 RF receiver 12 DLC 22 Transponder coil
4 LH front door ajar switch 13 Alarm indicator 23 Ignition switch
5 RH front door ajar switch 14 LH horn 24 Fusible link 11E, BJB
6 Hood ajar switch 15 RH horn 25 Fusible link 17E, BJB
16 RH side repeater lamp
Passive Anti-Theft System LA / LS Security and Locking Systems

The passive anti-theft system provides a secure interface Operation of the passive anti-theft system is automatic
between the ignition key and the engine control module and requires no input from the driver. The engine man-
(ECM), to prevent unauthorized starting of the engine agement system will only crank and run the engine when
and immobilize the vehicle. The same system is installed a valid key is in the ignition switch.
for all engine variants. Each passive anti-theft system
When it senses a key in the ignition switch the CJB ener-
consists of the following:
gizes the transponder coil, which activates the transpon-
• A transponder in the head of each ignition key der. The transponder transmits identification and rolling
code data to the CJB. The CJB checks the data from the
• A transponder coil around the ignition switch
transponder against stored data to validate the key. When
• A passive anti-theft system in the central junction the ignition switch is turned to position II (ignition), the
box (CJB) ECM sends a start authorization request to the CJB. If
The passive anti-theft system also uses: the key is valid the CJB grants the request and the ECM
will subsequently crank and run the engine. If the key is
• The alarm indicator, to show the passive anti-theft invalid, the CJB refuses the request and the ECM will
status not crank the engine.
• The instrument cluster, as a gateway for communica-
tions with the ECM
LA / LS Security and Locking Systems Passive Anti-Theft System
NOTE: LS shown; LA similar.
INSTRUMENT CLUSTER
ALARM INDICATOR
CENTRAL
JUNCTION BOX
TRANSPONDER COIL
IGNITION KEY
ENGINE CONTROL MODULE WITH TRANSPONDER
688LR162
Passive Anti-Theft System LA / LS Security and Locking Systems
Transponder Central Junction Box
The transponder is an integral part of the printed circuit The CJB is the main component in the passive anti-theft
board (PCB) located within the head of the ignition key. system. The CJB contains a processor and software
which controls the passive anti-theft system. The CJB is
The transponder is powered by a rechargeable battery
connected to the medium speed CAN bus, which it uses
and is contained within the processor on the PCB, which
to communicate with the ECM via the instrument cluster
also controls the remote operation of the central locking
and the high speed CAN bus.
system. A separate coil on the PCB is used by the tran-
sponder to receive the signals from the transponder coil The passive anti-theft system wakes up when the ignition
on the ignition switch. The coil is also used to generate key is placed in the ignition switch key barrel. The tran-
the current required to recharge the battery. sponder coil is activated causing the transponder to trans-
mit its coded data. The CJB validates the data and
The transponder has a 256-byte Electrically Erasable
transmits another request for the data. When this is
Programmable Read Only Memory (EEPROM), which
received for a second time, the CJB confirms the key as
is programmed with vehicle identification data and a
valid.
unique identification code. This information is stored in
one of 30 key ‘slots’ within the CJB. When energized, Replacement CJBs are not stock items and can only be
the transponder emits the coded information which is installed on the vehicle for which they were ordered.
received by the CJB. The CJB checks that the key is After replacement of a CJB:
valid by confirming the received data before granting
• Car configuration information from the instrument
permission to start the engine. The information pro-
cluster is automatically transferred to the new CJB
grammed into the transponder cannot be overwritten. If
a key is lost or is no longer required, IDS can be used to • IDS must be used to ensure that only those ignition
disable the key to prevent it being used on the vehicle. keys currently in use with the vehicle are enabled in
the CJB
Transponder Coil
Alarm Indicator
The transponder coil is located in a plastic housing which
surrounds the ignition switch barrel. The transponder coil The alarm indicator is located in the instrument cluster,
is connected via two wires to the CJB. The CJB emits below the tachometer. The alarm indicator provides
electrical energy to the transponder coil which transmits information about the status of the active and passive
data at a frequency of 125 kHz. This electrical energy anti-theft systems. Operation of the alarm indicator is
excites the transponder in the ignition key when it is controlled by the CJB using a hardwired connection with
within 20 mm (0.78 in) of the transponder coil. the instrument cluster.
For passive anti-theft system status, when the active
anti-theft system is disarmed and the vehicle is immobi-
lized (key out of ignition switch), the alarm indicator
flashes once every 2 seconds. When the active anti-theft
system is disarmed and the vehicle is mobilized, the
alarm indicator performs a 1 second confirmation flash
(when the ECM confirms to the CJB that it is in the
mobilized state) and then remains off.
LA / LS Security and Locking Systems Passive Anti-Theft System
1 2
3
8
A D N
688LR163
A Hardwired 2 Fusible link 16E, BJB 6 CJB

D HS CAN bus 3 Transponder coil 7 Fuse 40P, CJB (key in signal)
N MS CAN bus 4 Instrument cluster (alarm indicator) 8 Ignition switch
1 Fusible link 11E, BJB 5 ECM
Technical Training
Electrical Systems

and Diagnostics
LF (LR2) Security and Locking Systems
688-LR 08/2008
Printed in USA
LF Security and Locking Systems Table of Contents

Active Anti-Theft System . . . . . . . . . . . . . . . . . . . . 8
Keyless Start System . . . . . . . . . . . . . . . . . . . . . . . 17
Central Locking System LF Security and Locking Systems

The central locking system provides the driver with control over the locking and unlocking of the vehicle entry points,
from inside or outside the vehicle. Manual operation of the central locking system is achieved using the following:
• Remote handset and RF receiver
• Front door central locking button
• Instrument panel central locking switches
Remote Handset
The remote handset is a sealed waterproof unit that con- handset contains an emergency key blade, concealed in
tains a Printed Circuit Board (PCB), transponder and a the key fob. The emergency key blade is used to access
rechargeable 10-year Lithium-ion battery, which is the vehicle through the LH front door if the central lock-
charged whenever the remote handset is located in the ing system fails, and is also used to enable or disable the
start control unit and the engine is running. The remote rear door child locks.
688LR140
The remote handset has a transmission frequency of 315 unique identification codes of the valid remote handsets
MHz in all NAS markets. Each remote handset features a are programmed into the CJB, and the rolling codes are
unique identification code that is programmed within the also synchronized with the CJB. When the remote handset
integral transponder. The RF signal produced by the is operated, the CJB checks the unique identification and
remote handset contains the unique identification code rolling code. The CJB will only respond if the RF signal
and also a rolling code. During vehicle production, the produced is from a valid remote handset for the vehicle.
LF Security and Locking Systems Central Locking System
A total of 30 ‘slots’ are available in the CJB software to Front Door Central Locking Button
allow for replacement and for the addition of remote Both the front door interior locking buttons will activate
handsets. In service, the IDS can be used to communi- the central locking function. When a front door central
cate with the CJB for the following: locking button is pressed/pulled, all the vehicle doors
• Identification of remote handset allocation within the will centrally lock/unlock.
CJB When a front door central locking button is pressed/
• Enabling of new remote handset pulled, the door control module on the activated door
• Disabling of existing remote handsets transmits the central lock/unlock request to the CJB. The
• Re-enabling a previously disabled remote handset CJB then transmits the central lock/unlock command to
all the vehicle door control modules to lock/unlock all
If the remote handset rolling code loses synchronization the vehicle doors.
with the CJB, the remote handset functions will not
operate. Synchronization between the remote handset The central locking feature using the front door central
and CJB is restored by starting the engine with the locking button is inhibited if either of the front doors is
affected remote handset, and allowing the engine to run ajar. If a front door is ajar when a front door central lock-
for a minimum of 6 minutes. ing button is pressed to lock the doors, the doors will
lock and then instantly unlock.
Additional buttons located on the remote handset pro-
vide convenience operation of the tailgate release, head-
lamp delay and panic alarm functions.
Instrument Panel Central Locking Switches

Interior lock and unlock switches are located in the instrument panel to provide manual control of the vehicle central
locking system. The switches are non-latching and allow all the vehicle entry points to be centrally locked or unlocked
from inside the vehicle.
688LR141
When the instrument panel central lock or unlock switch The tailgate latch will release when the instrument panel
is pressed, a ground is connected to the CJB that ener- central locking switches are simultaneously pressed for 3
gizes the lock or unlock motor in the door latches, tail- seconds, and the vehicle speed is less than 8 km/h (5 mph).
gate latch and the fuel filler door actuator. The doors will
only respond to the central lock/unlock command when
they are fully closed. If a door is ajar the central locking
feature is inhibited.
Central Locking System – Manual Operation
The central locking system provides the option of 2 Internally Locked Mode
locking modes; internally locked mode using the instru- The internally locked mode is activated by a single press
ment panel central locking switches or front door central of the instrument panel central lock switch, or a single
lock/unlock buttons, and externally locked mode using press of a front door central lock/unlock button. When in
the remote handset lock/unlock buttons. the internally locked mode:
When the vehicle is externally locked, the CJB flashes • The exterior door release handles are disengaged
the direction indicators once for 250 milliseconds. When from the door latches to prevent opening of the doors
the vehicle is unlocked with the remote handset, the CJB from outside the vehicle.
flashes the direction indicator lamps twice for 250 milli- • The CJB disregards an open request from the tailgate
seconds with a 250 millisecond pause between flashes. exterior handle to prevent opening of the tailgate
The remote handset can be configured by the driver for from outside the vehicle.
single point entry or global entry by simultaneously • The vehicle can be unlocked by either a single press
pressing the remote handset lock and unlock buttons for of the instrument panel central unlock switch, pulling
4 seconds. The vehicle must initially be in an unlocked a front door central lock/unlock button, or a single
state and the remote handset recently removed from the press of the remote handset unlock button. The vehi-
start control module prior to the mode change. The cle will also unlock if the driver or front passenger
direction indicators will flash twice for 250 milliseconds door is opened.
with a 250 millisecond pause between flashes to confirm
the mode change. The vehicle will also lock and then Externally Locked Mode
unlock in the selected mode. The externally locked mode is activated by a single press
of the remote handset lock button. When in the exter-
When single point entry is enabled, an unlock command nally locked mode:
from the remote handset will only unlock the driver’s
door, tailgate and the fuel filler door. To unlock the • The exterior door release handles are disengaged
remaining entry points, a second unlock command from from the door latches to prevent opening of the doors
the remote handset or the instrument panel central from outside the vehicle.
unlock switch is required. • The CJB disregards an open request from the tailgate
exterior handle or the instrument panel central lock-
Additional options for speed dependent locking and
ing switches to prevent exterior opening of the tail-
automatic relocking modes can be configured by the
gate and doors.
dealer. All vehicles incorporate an automatically oper-
ated crash unlocking mode. • The fuel filler door actuator is energized to lock the
fuel filler door.
• The vehicle can be unlocked by a single press of the
remote handset unlock button.
• A single press of the remote handset lock button will
externally lock the vehicle to disengage the exterior
handles, and will arm the active and passive anti-
theft system.
Central Locking System – Automatic Modes Speed-Dependent Locking Mode

The central locking system features automatic modes to When speed-dependent locking is enabled the CJB will
control the vehicle entry points, and provide protection internally lock all the doors when the vehicle speed
for the system components. exceeds 5 mph (8 km/h) with all the doors closed and the
engine running. If the driver or front passenger door is
The central locking system incorporates the following opened and then closed, when the vehicle slows down or
automatic modes: stops and then increases to more than 5 mph (8 km/h)
• Mislock mode again, the CJB will internally lock the doors.
• Speed-dependent locking mode (if programmed) Speed-dependent locking can be enabled or disabled by
• Crash unlocking mode the dealer using the IDS.
• Repetition blocking mode Crash Unlocking Mode
• Lockout protection mode With the ignition in power mode 6 (Ignition), if a crash
• Automatic relock mode (if programmed) occurs that triggers deployment of the air bags, then the
• Transport mode CJB will unlock all of the doors. The CJB is informed of
the crash by a status message from the RCM on the MS
Mislock Mode CAN bus that changes from ‘no crash’ to ‘crash’.
A mislock occurs if the CJB receives an external lock
The central locking system will also perform crash
request when a hinged panel is ajar. To indicate a mis-
unlocking mode if a ‘no crash’ status message is not
lock the CJB sounds the horns to produce a 100 millisec-
received from the RCM every 500 milliseconds.
ond ‘chirp’.
If a mislock occurs due to an external lock request when Repetition Blocking Mode
a hinged panel is ajar, the CJB will not carry out a lock To protect the central locking system motors and actua-
request on any access points. tors against system misuse, the CJB incorporates repeti-
tion blocking to limit the maximum operating rate of
each motor and actuator. The lock motor in each door
latch also incorporates thermal protection.
Central Locking System Motor and Actuator Operating Parameters

Current On Time Maximum Operations Nominal Operating Stall Current
Motor or Actuator (ms) (per minute) Current (amps) (amps)
Tailgate latch 600 ± 10 10 3.6 – 5.2 7.5
Fuel filler door 700 ± 10 5 2.7 8
Door lock 100 – 110 10 0.54 3.31
Lockout Protection Mode Transport Mode

The vehicle is not able to be locked using a front door cen- All new vehicles are delivered from the factory in trans-
tral locking button or instrument panel central locking port mode. Transport mode replaces the traditional tran-
switch if any door is open. If an internal lock request is sit relay and inhibits a number of electrical systems and
received from either of the front door central locking but- features to reduce quiescent drain from the battery dur-
tons, the CJB will centrally lock the vehicle and then cen- ing delivery. When the vehicle is in transport mode
trally unlock the vehicle if any door is open. If a front door ‘transp’ is displayed in the instrument cluster odometer.
is open and the open door central locking button is pressed Single point entry is enabled and global locking and
and held in the locked position, the open front door can unlocking using the remote handset is disabled.
remain in the locked state. When the open door is subse-
The speed locking mode is also disabled, but crash
quently closed, the CJB will centrally unlock all doors.
unlocking mode remains enabled. To remove the vehicle
Automatic Relock Mode from transport mode, the IDS must be connected during
Automatic relock prevents accidental operation of the the Pre-Delivery Inspection (PDI). For further informa-
remote handset buttons that will unlock and disarm the tion, refer to the PDI manual.
vehicle.
When the central locking system is unlocked using the
remote handset, and a door or tailgate is not opened or
the remote handset is not placed in the start control unit
within 1 minute, the CJB will automatically lock or dou-
ble lock the vehicle again, depending on the previously
locked mode.
Active Anti-Theft System LF Security and Locking Systems

688LR142
The active anti-theft system monitors the hinged panels The CJB is the main controller in the system, and con-
for unauthorized opening. The system is controlled by trols the following security functions:
the following body system control modules:
• Locking and unlocking
• Central junction box (CJB) • Monitoring of hinged panel microswitches and panel
• Front and rear door control modules ajar states
• Vehicle horns
• Passive arming and disarming
• Panic alarm function
• Remote handset transponder reading
• Interior lighting
LF Security and Locking Systems Active Anti-Theft System
Remote Handset Central Junction Box
The remote handset provides the following functionality: The CJB controls the following components:
• Unlock (central unlock or single point entry) • Horns
• Lock • Tailgate latch motor and microswitches (including
• Tailgate release the tailgate external release switch)
• Approach lighting • Tailgate ajar switch
• Panic alarm • Turn signal indicators
• Fuel filler flap
The remote handset contains an emergency access key.
This can be used in the event of failure of the remote The CJB also has a connection to the Restraints Control
handset or the vehicle battery to unlock the vehicle. The Module (RCM) for automatic operation of the interior
LH door handle contains a concealed mechanical key lights and the turn signal indicators in the event of an
barrel (similar to the LR3) which can be used with the accident.
emergency key to access the vehicle. This will not dis-
The CJB automatically arms and disarms the active anti-
able the perimeter or interior alarm systems which will
theft system when the vehicle is locked and unlocked
be activated when the door is opened. To cancel the
after successful confirmation that a valid remote handset
alarm, the remote handset must be inserted in the slot in
has been used.
the start control unit and the start/stop button pressed.
The remote handset is fitted with an integral vanadium
lithium rechargeable battery that is charged when the
handset is inserted into the start control module.
Door Control Modules

The door control modules provide the interface between
the door latch motors, the door and latch switches and
the CJB. The door control modules provide door
microswitch status information and enable the door
motors on request from the CJB. The rear door control
modules are controlled via the front door control mod-
ules on the Local Interconnect Network (LIN) bus.
Instrument Cluster Vehicle Horns

The instrument cluster controls the alarm indicator The vehicle horns are connected directly to the CJB,
which is incorporated in the main display in the instru- which activates the horns when the alarm is triggered.
ment cluster.
RF Receiver
The instrument cluster also controls the engine immobi-
The Radio Frequency (RF) antenna is located in a central
lization in conjunction with the CJB, the Engine Control
position behind the head liner and receives on a frequency
Module (ECM) and the Anti-lock Brake System (ABS)
of 315 MHz. Transmissions are received from the remote
module. The ECM and ABS module communicate to
handset for lock/unlock requests or requests for operation
each other after the CJB processes the valid remote
of the additional driver convenience features.
handset information.
Alarm Indicator
The alarm indicator is a Light Emitting Diode (LED)
located in the instrument cluster, below the tachometer.
When the ignition is off, the indicator gives a visual indi-
cation of the active anti-theft system to show whether the
alarm system is armed or disarmed.
688LR143
When the ignition is on, the indicator provides a visual

indication of the status of the passive anti-theft (engine
immobilization) system. If the immobilization system is
operating correctly, the LED will be illuminated for 3
seconds at ignition on and will then extinguish.
If a fault exists in the immobilization system, the LED
will be either permanently illuminated or flashing for 60
seconds. This indicates that a fault exists and a fault code
has been recorded.
The CJB automatically arms and disarms the active anti- Alarm
theft system when it operates the central locking system. When the alarm is triggered, the CJB activates audible
The perimeter mode is available to monitor the hinged and visual warnings. The audible warnings are produced
panels (doors, hood and tailgate) and the validity of the by the vehicle horns; Visible indications are produced
remote handset. When perimeter mode is active, the CJB using the turn signal indicators. The alarm is triggered
monitors panel ajar switches located in the latch mecha- when any of the hinged panels is opened or when an
nisms of the front and rear doors and the tailgate. A sep- ignition tamper is detected (invalid remote handset).
arate hood ajar microswitch, located in RH hood latch
mechanism in the engine compartment, monitors the The CJB activates the vehicle horns and the visual indi-
hood status. cations for 60 seconds. The activation is stopped for 5
seconds and, if the alarm trigger is till present, the CJB
Arming will cycle again for 60 seconds. This will be repeated for
The active anti-theft system is armed in the perimeter up to a maximum of 3 cycles of 60 seconds for any one
mode when the vehicle is locked. Perimeter mode is acti- arming period. The CJB will de-activate the alarm if the
vated by a single press of the lock button on the remote 3 cycles have been completed and the alarm trigger is
handset and monitors the hinged panels and the validity of still present or until it receives a disarm signal.
the remote handset in the start control module.
Single Point Entry
Mislock A single press of the unlock button on the remote hand-
If any hinged panel is open when a lock or double lock set will unlock only the driver’s door and the tailgate, a
request is received, the active anti-theft alarm system second press is required to unlock the remaining doors.
remains disarmed and the CJB generates a short mislock Changing from central locking to single point entry can
sound from the vehicle horns; the turn signal indicators be carried out by pressing the lock and unlock buttons on
will not flash. Each attempt to lock will be confirmed by the remote handset simultaneously. The turn signal indi-
an audible chime being emitted. cators will flash to confirm that the function change has
been performed.
Disarming
The alarm is disarmed by pressing the unlock button on
the remote handset. If the remote fails to unlock the door
and the back-up key must be used, the security system
will not disarm and the alarm will be activated on open-
ing the door. To disarm the security system, the remote
handset must be inserted in the start control unit.
If the vehicle is unlocked using the unlock button on the
remote handset and, within 60 seconds a hinged panel is
not opened, the CJB automatically re-locks the vehicle
and re-arms the active anti-theft system (if the ‘auto re-
lock’ feature is enabled). This prevents leaving the vehi-
cle unlocked and disarmed by accidental operation of the
remote handset unlock button.
Drive Away Locking Convenience Mode

The drive away door locking feature locks the doors and When the vehicle is unlocked using the unlock button on
the tailgate if they are unlocked when the vehicle reaches the remote handset, the vehicles electrical system ini-
a certain speed. tiates convenience mode. The following systems
become active:
If the selector lever is not in the ‘P’ park or ‘N’ neutral
position and the CJB detects, via HS CAN signal from • Memory seat and mirror position adjustment
the ABS module, that the vehicle speed is more than 7 • Interior and exterior lighting
km/h (5 mph), the doors will automatically lock.
• Audio system
Remote Handset Additional Features • Instrument cluster message center
The remote handset has convenience buttons in addition • Horn
to the lock and unlock buttons. The other function are: • Cigar lighter/power socket
• Panic Alarm
• Tailgate release
Diagnostics
Due to the complexities of the security system and the
• Headlight Convenience
extensive use of the multiplexing system, all diagnostics
Panic Alarm should be carried out with IDS.
The panic alarm feature allows the user to activate the NOTE: Prior to diagnosing security system issues,
vehicle alarm system using the remote handset. The ensure that any communication bus faults are repaired
‘panic button’, identified by a triangle symbol, can be first. Lack of proper communications will cause the
pressed 3 times within 3 seconds or pressed and held for security system to malfunction.
more than 3 seconds to activate the panic alarm.
Tailgate Release
A tailgate release button can pressed to unlock and
release the tailgate latch only. This will operate with the
vehicle locked and alarmed or unlocked. If the vehicle is
locked and alarmed, when the tailgate release button is
pressed, the tailgate can be opened without triggering the
alarm system. When the tailgate is subsequently closed,
the alarm will be re-activated.
Headlight Convenience
A headlight convenience button can be pressed to oper-
ate the headlights to assist departure or approach to the
vehicle. A single press of the button will operate the
headlights for approximately 25 seconds, after which
time they will automatically turn off. A second press of
the button will turn off the headlights if the 25 second
period has not been reached. Pressing the start/stop but-
ton within the 25 second period will also turn off the
headlight convenience feature.
688LR144
Passive Anti-Theft System LF Security and Locking Systems

The Passive Anti-Theft System (PATS), or engine The engine start system is initiated when the start/stop
immobilization, provides a secure interface between the switch and the brake pedal are pressed simultaneously.
CJB, ECM and ABS module to prevent unauthorized The ECM will only allow engine crank, spark and injec-
starting of the vehicle. This is achieved by having tor functions when the following conditions are met:
uniquely coded remote handset and encoded data
• A hardwired Park/Neutral signal is received from the
exchange between modules. Unauthorized starting is
Transmission Control Module (TCM)
prevented by immobilization of the engine crank system,
fuel system and ignition system. • A hardwired ignition signal is received from the CJB
• A hardwired crank request signal is received from
The passive anti-theft system uses the following compo-
the CJB
nents:
• Encrypted data exchange between the instrument
• Remote handset transponder cluster and the ECM is verified.
• Central junction box (CJB)
Before the CJB will send the hardwired ignition signal, it
• Engine control module (ECM) must satisfactorily exchange encrypted data with the
• Start control unit start control module to verify the remote handset.
• Instrument cluster Additionally, before the CJB will send the hardwired
• ABS module crank request signal it must receive the following signals:
• Electric steering column lock • Brake pedal depressed signal from the brake switch
The system is automatic and requires no input from the • Hardwired transmission-in-Park (P) signal from the
driver. selector lever assembly
LF Security and Locking Systems Passive Anti-Theft System
688LR145
Passive Anti-Theft System LF Security and Locking Systems
ELECTRONIC
STEERING COLUMN LOCK
(IF EQUIPPED)
688LR146
LF Security and Locking Systems Keyless Start System
KEYLESS START SYSTEM

Start Control Unit Principles of Operation
The start control unit (SCU) is located in the instrument The remote handset is validated via the start control
panel, adjacent to the steering column, and provides the module and the CJB. If the remote handset is valid, the
only method for verifying the remote handset. Once the CJB initiates the unlocking of the electric steering col-
handset is verified, ignition and starting functions can be umn lock (if equipped). Once the electric steering col-
activated. umn lock is unlocked and power has been removed, the
CJB enables the fuel pump driver module (FPDM).
The remote handset is inserted into the SCU slot with the
key fob loop trailing. The SCU is motorized and will The CJB also controls the engine crank request. If the
draw the remote handset into the slot once inserted and transmission selector lever is in the Park ‘P’ position and
will then read the transponder within the remote handset. the driver presses the brake pedal and simultaneously
If the transponder identification is valid, the SCU will presses the start/stop switch, the CJB interprets this as an
pass the identification data to the CJB to be processed. If engine crank request. Before the engine crank request is
the SCU reads an invalid handset or a handset pro- allowed, the CJB checks for the brake switch signal. If
grammed to another vehicle, the SCU will eject the the signal is correct then the CJB sends a crank request
handset and display an error message on the message signal to the ECM on the high-speed Controller Area
center. Network (CAN) bus.
NOTE: Five seconds after the remote handset is inserted NOTE: Replacement remote handsets must be synchro-
in the SCU, the module will start to charge the remote nized using IDS, as must any module that is involved in
handset battery. the remote handset verification.
A message ‘KEY IN’ will be displayed if the remote
handset is still in the SCU and the driver’s door is
opened. The remote handset is removed from the SCU
by gently pushing the remote handset into the start con-
trol module and releasing. The SCU motor will then
drive the remote handset out from the slot (as long as the
ignition is off).
Keyless Start System LF Security and Locking Systems
Diagnostic Strategies
A no-start or no ignition condition could have a large Ignition Fails to Operate
range of possible causes, so a strong diagnostic strategy – Check that the handset is correctly inserted into the
is required. Before performing any diagnosis, retrieve start control unit (SCU) and that it is the correct
and record all diagnostic trouble codes (DTCs) using handset for the vehicle (handset will be ejected from
IDS. If the flagged DTCs indicate a failure in a commu- the SCU if it is not programmed or is from another
nications network relevant to the PATS system, diagnose vehicle).
and repair those first. The PATS system will not function
Also, ensure that the Park position is selected on the
properly if there is a break in the communication system.
transmission selector and is indicated on the instru-
Also ensure that the battery passes a load test and proper
ment cluster.
voltage at all times.
– Check that the start/stop button circuit to the Central
Have all programmed handsets in your possession prior Junction Box (CJB) is not open circuit or short to
to carrying out any further diagnostics or module ground.
replacements. Faults should be verified on all available
– Check that the CAN network is not malfunctioning,
handsets before condemning any other component.
i.e. open circuit or short circuit. This would mean
Never swap any modules from another car unless
that the CJB, ECM and instrument cluster would be
instructed by the Land Rover HelpLine or a Field Ser-
unable to communicate.
vice Engineer, as Car Configuration File (CCF) corrup-
tions and module failures can occur. Check these modules for related DTCs and refer to
relevant DTC Index.
Inspection and Verification – Check if the steering column unlocks when the key is
The best method to confirm the correct operation of the inserted.
Passive Anti-Theft System (PATS) is to check the LED
The steering column will only unlock if the SCU and
(located in the center of the instrument panel). The LED
CJB recognize it as a valid key. If the column is
should illuminate continuously for 3 seconds when the
unlocked, the key is likely OK and other failure
ignition status is set to ON, and then extinguish. This
modes should be investigated.
validates all PATS functions (i.e. the remote handset
matches a stored key code, the challenge/response
sequence between the respective modules was success-
ful resulting in the ECM being enabled).
LF Security and Locking Systems Keyless Start System
Engine Fails to Crank Engine Cranks But Will Not Start

The immobilizer status indication LED is displayed in If the engine is cranking it means that the EMS has
the bottom left of the instrument pack. When the key is passed the authorization required with the CJB. If this
inserted into the SCU, the LED will illuminate for 3 sec- authorization failed, the ECM would not engage the
onds and then extinguish. The LED will flash slowly starter relay. This could be confirmed by verifying the
(once every 2 seconds) if the vehicle is immobilized LED in the left of the Instrument pack being illuminated
(handset not verified). Additionally, IDS should be used for 3 seconds on Key insertion, or by reading DTCs
to check for DTCs from the CJB, instrument cluster, from the CJB or the ECM.
ECM and the ABS module.
In all cases of suspected non-start issues, the most logi-
– Check the crank request circuit from the CJB to cal failure modes should be eliminated first:
ECM for short circuit or open circuit.
– Check the ECM for DTCs and repair as required.
– Check the Starter Relay circuit.
– Check voltage drop on the power and grounds to the
– Check that the CAN network is not malfunctioning relevant modules to ensure that the modules are
(i.e. the CAN circuit is not open or short circuit). If receiving proper voltage.
the CAN network is malfunctioning, the CJB, instru-
– Check for adequate fuel pressure during cranking.
ment cluster, ECM or ABS module would not be
able to communicate – resulting in no challenge – Perform basic engine checks such as injector pulse,
being made from the modules for the Immobilization spark quality and the condition of signals from the
data. various sensors.
The CAN also sends messages that, if not received,

may cause the engine to fail to crank. One potential
occurrence for the vehicle failing to crank on an
Automatic Transmission could be due to the Locked
in park switch. The CJB uses the ‘LockedInP’ signal
transmitted by the TCM via the CAN to determine if
the transmission is in Park before allowing crank. If
the CJB does not receive this message, it will not
allow cranking and the handset will not be ejected
from SCU.
– Check the CAN network between the ABS module
and the CJB. The CJB uses a signal ‘BrakePedalAc-
tive’ to determine if the brake pedal has been
depressed in order to allow the engine to crank. If the
CJB does not receive this signal, it will not allow the
crank request output.
Also, if the brake booster’s reserve is exhausted, the
force on the brake pedal required to achieve the min-
imum brake pressure level in the ABS module may
be excessive. A customer that does not press hard
enough on the brake pedal under these conditions
will experience a no-crank situation with no faults
indicated otherwise. This may indicate a booster
issue, or that the booster was exhausted by pressing
on the brake pedal with the engine off.
Keyless Start System LF Security and Locking Systems
Diagnostic Trouble Codes (DTCs)

The table below lists the DTCs for PATS mode faults. DTCs must be extracted using IDS; they are not displayed in
the instrument cluster.
Any of the following faults will cause a no-crank condition.
Mode of Operation/Failure When Logged Ignition Status DTC Possible Causes/Remedy
SCU internal failure Key insert Any B102496 Possible SCU failure, contact Land
Rover HelpLine.
Lost communication with SCU Key insert Any B102487 Check SCU power, ground and
(SCU no response) LIN bus.
SCU incorrect response Key insert Any B102481 Use IDS to re-synchronize SCU
to CJB.
SCU not programmed Key insert Any B102451 Program SCU.
Key transponder no response Key insert Any B102408 Recheck using other programmed
handset. If code resets, check SCU.
Transponder incorrect response Key insert Any B102581 Recheck using other programmed
handset. If code resets, check SCU.
Transponder communication Key insert Any B102408 Recheck using other programmed
error handset. If code resets, check SCU.
Number of keys programmed Manufacturer/Dealer Any B10D800 Program additional handsets.
below minimum
Key not programmed Manufacturer/Dealer Any B10D751 Program handset to vehicle.
SCL not programmed Manufacturer/Dealer Transition from B102651 Load as built CCF data and recheck,
OFF to ON SCL not in NAS market.
Lost communication with ECM N/A Any U010000 Check CAN between CJB and ECM.
Technical Training
Electrical Systems

and Diagnostics
Advanced Diagnostics
688-LR 08/2008
Printed in USA
Advanced Diagnostics Table of Contents
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Servicing Network Components. . . . . . . . . . . . . . . 4
Circuit Failure Testing. . . . . . . . . . . . . . . . . . . . . . . 5
Diagnostic Strategy . . . . . . . . . . . . . . . . . . . . . . . . . 6
CAN Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Overview Advanced Diagnostics
OVERVIEW
By following the Land Rover 5-step Diagnostic Strategy and applying knowledge of Land Rover multiplexed sys-
tems, a multiplex controlled circuit fault can often be easier to diagnose.
A number of methods and tools are available to test for problems that may occur, including IDS and a DVOM. The test
methods chosen depend on the vehicle symptoms, the physical layout of the circuits, and the accessibility of test points.
Professional Electrical Practices Diagnosing Multiplex Problems

When testing electrical circuits it is important to access IDS functions as a diagnostic aid and a DVOM. Each
the circuits carefully to avoid damaging insulation, con- time IDS runs a multiplex component diagnostic routine
ductors, contacts or components. Measurements should it automatically tests multiplex circuit integrity to deter-
be performed carefully, ensure that the tester is con- mine if the circuit is capable of communicating a data
nected to the correct pins. Measurements that are not message. IDS will most often help you to pinpoint the
consistent with the expected value should always double cause of the failure. Because IDS diagnostics are soft-
checked to make sure that the tester is correctly con- ware driven, its efficiency in any diagnostic mode
nected. depends on the design of the software that it uses. Most
IDS diagnostic modes are excellent. However, a techni-
Back probing sealed electrical connectors will damage
cian with knowledge of the system being tested, an Elec-
the seal allowing moisture or other contaminants to enter
trical Guide and a DVOM, can often diagnose a problem
the connector causing corrosion.
as efficiently as the IDS diagnostic function.
Piercing the insulation of conductors when performing
measurements will damage the conductor, increase the
conductor resistance, and allow moisture or other con-
taminants 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 multim-
eter when measuring any electrical circuit in the vehicle.
Periodically calibrate test equipment and check the resis-
tance of the test leads and adapters to assure that mea-
surements are accurate.
Use correct testing adapters when performing measure-
ments. Using incorrect adapters or probing connectors
may damage the plating on the contacts, causing corro-
sion and increased resistance.
Advanced Diagnostics Overview
Multiplex Symptom Analysis Network Faults

Any action controlled through a multiplex system Network failure may result in a customer concern. The
requires the following: causes of network failure include:
• A hard-wired input to a module on the multiplex system • Data Bus wires shorted together
• A data message transmitted by a module on the mul- • Either Data Bus wire shorted to ground
tiplex system • Either Data Bus wire shorted to power
• A data message received by a module on the multi- • Either Data Bus wire open circuit
plex system
• An output to a function Module Reset
The symptoms of a particular multiplex failure cannot Perform a ‘module reset’ using IDS. A module reset
always be accurately predicted. Symptoms that may restores the control modules to their base conditions
seem unrelated to the failure can occur depending on the assuring that network communications are synchro-
state of the modules and the data being transmitted at the nized.
time of the failure.
CAUTION:
It is important to concentrate on the primary failure Be sure to retrieve DTCs before performing a
symptoms to help isolate the cause of the fault: module reset.
• A bad module NOTE: If a module reset is performed on a vehicle with
• Loss of power or ground to a module a sunroof / roof opening panel and the roof is open at the
• Short circuit to power or ground on the bus time of the hard reset, the sunroof initialization proce-
dure must be performed.
Carefully observe the symptoms while performing func-
tional tests. If the symptoms appear to change while test-
ing, perform a ‘module reset’ of the control modules. A
module reset clears any ‘false’ symptoms that might
result from testing. Also, perform a module reset after a
repair is completed. Then, perform functional tests of the
original failed function to verify the repair. Finally, per-
form a functional test of related functions, looking for
any remaining symptoms. All microprocessors have
minimum and maximum voltage requirements. Be sure
that your electrical system is operating to specification.
Many false symptoms are created because of a faulty
electrical system or battery.
Servicing Network Components Advanced Diagnostics
SERVICING NETWORK COMPONENTS

All networks basically consist of electronic control mod- Repairing Network Wiring (Twisted Pairs)
ules, connectors, the Data Link Connector (DLC), and
Network harnesses consisting of twisted pairs of wires
data bus circuit wiring. The only repairs that can be per-
(CAN bus, for example) can be repaired as required.
formed are wire repair, connector repair, and module
When repairing a twisted pair of wires, do not unwind
replacement.
the existing wires any more than necessary. Before com-
NOTE: Always reconfigure/refresh a module’s software pleting the repair, replicate as closely as possible the
before condemning/replacing the module – ‘Software original twisting pattern on any new wiring.
before Hardware’. Remember, the hardware physically
The following points should be observed when repairing
or electrically operates mechanical devices, and the soft-
a network harness:
ware processes information.
• All wire pairs must have at least one twist per inch (to
Network Service Tips resist electromagnetic interference) and must be
• NEVER condemn a module until ground and power twisted as close as possible to the network modules
circuits have been checked using a digital multimeter (no more than 4 in.).
• Use proper wire repair/replacement methods as spec- • Always use correct gauge wire when performing
ified in the Workshop Manual data bus repairs. High resistance in the data bus cir-
• Always refer to GTR for specific information cuit could result in network concerns.
• Use only approved replacement electrical connectors • Only make crimp wire repairs. Solder repairs are
UNACCEPTABLE.
• Use correct gauge of wire
• Use only Land Rover supplied connectors when con-
nector replacement is required. This will ensure the cor-
rect fit and help prevent excess resistance in the circuit.
• In some cases it is unavoidable that a repair to a
twisted pair harness, using crimped connections, will
leave an unwound length of wire. The repair length
should not exceed 40mm (1.6 in).
CAN SPECIFICATION: 39 TWISTS PER METER

(APPROXIMATELY ONE TWIST PER INCH)
INSUFFICIENT TWISTS
CORRECTLY TWISTED
EXCESSIVE TWISTS
688LR174
Advanced Diagnostics Circuit Failure Testing
CIRCUIT FAILURE TESTING

Intermittent Faults
Intermittent failures can be the most difficult to diagnose
because the failure is not always present. If the system is
electronically controlled and its control module is capa-
ble 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 occur-
rence?
• 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 fail-
ure 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 pro-
cedures.
Diagnostic Strategy Advanced Diagnostics
DIAGNOSTIC STRATEGY
Diagnosing problems 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 4. Perform the repair.
– Check the accuracy and detail of information on – Follow the recommended service procedures.
the repair order. – To avoid a repeat failure, ensure that wiring, con-
– Confirm the complaint. Gather information about nectors, and grounds are in good condition before
the complaint. fitting new components.
– Identify all of the symptoms – what is working – Replace defective components.
and what isn’t, check for MILs, warning lights
5. Evaluate the results.
and driver information display messages.
– Verify that the customer complaint is resolved
– Look for additional symptoms.
and that all of the original symptoms have disap-
2. Analyze the system(s) and identify probable causes. peared.
– Determine what controls the faulty function. – Confirm that no new conditions were created by
– Determine if the failure is in the multiplex net- performing operational tests of any other systems
work or if an input/output to the network failed. that are related to the complaint or that were dis-
turbed during the repair.
– 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 elimi-
nate 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 IDS 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.
Advanced Diagnostics CAN Diagnostics
CAN DIAGNOSTICS
Tracing a CAN ‘Fault Chain’ Diagnostic Procedure for CAN Faults
Complex vehicle systems such as ABS (anti-lock brak- NOTE: IDS contains useful tools such as ‘Network
ing system) or DSC (dynamic stability control) use input Integrity Tests’ and ‘Sorted DTC Display Tool’ which
signals from sensors that are hardwired directly into the may help to resolve CAN issues.
control module, and also from messages (signals) on the
NOTE: The electrical circuits section of GTR contains
CAN bus. These same systems also transmit messages
Module Communications Network circuit diagrams
on the CAN bus to other modules (ECM or instrument
which will help identify the control modules, connectors
cluster, for example) for use in other systems.
and wires in the vehicle’s CAN bus.
Many of control modules on the vehicle are therefore
NOTE: Always make a note of any DTCs and snap shot
dependent on other control modules. This dependency
data at all stages during the diagnosis. You will need this
may cause a ‘hard’ fault in one control module to shut
information if you later seek help from the Technical
down the functionality in a second control module. The
Helpline.
loss of functionality in the second control module may in
turn inhibit the correct operation of a third control mod- Always start by identifying whether the fault is related to:
ule. This is known as a ‘Fault Chain’. • Missing CAN data
The DTCs in the third control module may point only to • CAN data indicating a fault
faulty or missing CAN data in the second control mod- • CAN related plausibility fault
ule. In order to determine the root cause of the problem,
however, the chain must be traced back to the first con-
trol module. The first control module should contain
DTCs indicating a hard fault, or it may have shut down
completely (which would be identified as a communica-
tion error when establishing communication with IDS).
Using the appropriate Electrical Guide network circuit
diagrams will help in tracing the chain.
CAN Diagnostics Advanced Diagnostics
Missing CAN Data

When a control module detects that CAN signals are not NOTE: If the vehicle’s battery condition is poor, DTCs
being transmitted from another control module, this is relating to missing CAN Data may be logged at ignition
reported as ‘Missing Can Data’. Signals may be identi- ON or during engine cranking. Environmental conditions
fied as missing from a particular system, or a general that put extra strain on the battery (such as cold weather)
CAN bus failure may be identified. If specific signals are may make these faults more likely to occur. Ignition ON/
missing, the DTC description identifies the missing sig- cranking faults of this type occur because low voltage
nals and the associated system. causes a mismatch in communication timing between
control modules when powering up and putting signals on
A general CAN bus failure can be caused by a problem
the CAN bus. Before diagnosing missing CAN data, test
with a control module, but is usually an indication of a
the vehicle battery condition and verify that it meets man-
problem with the CAN bus wiring.
ufacturer’s specifications.
Diagnosing Missing CAN Data NOTE: Please refer to the Battery Care Manual on GTR
If a control module reports ‘Missing CAN Data’, it is not for proper battery testing procedures and specifications.
an indication of a fault with the reporting module. It is an
NOTE: When supported, battery voltage can be viewed in
indication that the module has detected that another con-
the snapshot data of IDS.
trol module has stopped sending CAN messages.
When diagnosing missing CAN data, the diagnostic pro-
In this case the diagnosis should concentrate on tracing
cedure should therefore be:
which control module(s) have stopped sending mes-
sages. It may be necessary to follow the CAN ‘Fault 1. Ensure the vehicle’s battery condition is good
Chain’ to get to the root cause. It may also help to look 2. Check all control modules on the vehicle CAN bus
for common patterns in the DTCs stored by the other for DTCs. Identify the control module that fails to
control modules. For example, if several control mod- transmit data on the CAN bus
ules are reporting missing CAN data from the transmis-
NOTE: If a control module is ‘missing’ from the CAN
sion, then the TCM should be suspected as the origin of
bus, it will not be possible to read DTCs from that con-
the fault.
trol module, as this is done via the CAN network.
If a control module is missing from the CAN bus it may
3. Check the powers and grounds on the suspect control
be because:
module
• The control module has an internal failure or is dam- 4. Check the integrity of the CAN bus with regard to
aged the suspect control module
• There is a problem with the power supply or grounds
to the control module
• There is a problem with the CAN wiring to the con-
trol module
Advanced Diagnostics CAN Diagnostics
CAN Data Indicating Fault CAN Related Plausibility Faults

When a control module receives a CAN signal that is out The vehicle systems use a variety of sensors located
of the specified range for that signal, the signal is either around the vehicle. The systems rely on these sensors to
invalid or indicates a fault condition. The module will carry out plausibility checks, to monitor the ‘health’ of
report ‘CAN data indicates a fault’. This type of data the system.
error occurs because of a specific fault with the originat-
For example, the health of a brake pedal switch may be
ing system.
monitored by checking the brake master cylinder pres-
Diagnosing CAN Data Indicating Fault sure increase when the brake pedal switch operates.
If a module reports ‘CAN data indicates a fault’, it is not Often plausibility checks compare a sensor signal to
an indication of a fault with the reporting module. It is an another signal being sent via a message on the CAN bus.
indication that the module has detected a fault from A plausibility fault is not a CAN fault, but in order to
another control module or vehicle system. trace a plausibility fault it may be necessary to be aware
The diagnostic investigation should therefore concen- that CAN issues could have contributed to the fault
trate on identifying the control module that is transmit- being raised. If a system shows a plausibility fault, it is
ting faulty data. It is likely that the transmitting control therefore necessary to check all sensors relating to the
module will contain DTCs that indicate a fault with a plausibility and the CAN communication between the
sensor or other part of its dependent system. That is most relevant control modules.
likely to be the root cause of the problem. It may be nec-
essary to trace the CAN ‘Fault Chain’ to find the origi- Diagnosing CAN Related Plausibility Faults
nating module. As sensor or vehicle system plausibility tests are some-
times carried out using CAN signals, plausibility faults
NOTE: The main principle to remember when diagnos-
can be logged due to CAN issues. When diagnosing
ing CAN data indicating a fault is to find the control
plausibility faults, carry out the following checks:
module that is reporting a hard fault with a sensor or
other part of its system. Fix the hard faults that could • Ensure the vehicle battery condition is good
relate to the faulty CAN data before moving on to any • Check the sensor which relates directly to the plausi-
further diagnosis. bility fault (the DTC will identify the sensor)
• Check particularly that the sensor is correctly and
securely mounted
• If there are any DTCs relating to CAN communica-
tion between control modules, resolve these issues
CAN Diagnostics Advanced Diagnostics
Checking the Integrity of the CAN Bus

The integrity of the CAN bus should be checked if: 6. Still with the connector unplugged but this time with
ignition switched ‘ON’, measure the voltage
• DTC analysis indicates that one or more control
between CAN high + and ground and between CAN
modules is missing from the CAN bus.
low -and ground. This voltage is constantly varying
• DTC analysis indicates ‘CAN bus off’ faults. but should be in the range 2 volts to 4 volts.
• It is not possible to establish diagnostic communica- 7. Switch the ignition ‘OFF’ and re-connect the con-
tion with any of the control modules on the vehicle nector to its control module. Select another control
(but it has been proven that the diagnostic tool is not module on the CAN bus and repeat tests 4 and 5.
faulty).
If, in the 7-step procedure above, no unexpected read-
The following procedure should be used to check the ings are taken, the integrity of the CAN bus is good.
integrity of the CAN bus:
It should be noted, however, that intermittent faults can
1. If DTC analysis has identified a ‘suspect control exist. If the nature of the fault is intermittent, the cable
module’, the diagnostic routine should start with this harnesses should be ‘wiggled’ where possible while car-
control module rying out these tests. Also, connectors to all control mod-
2. With the ignition ‘OFF’, unplug a control module ules on the CAN bus should be disconnected and re-
from the CAN bus connected as this is often enough to clean up light corro-
3. Some ABS/DSC modules are connected to the vehi- sion which can cause intermittent connectivity.
cle CAN bus and to a separate ‘private CAN bus’ If, in the 7-step procedure above, an unexpected reading
that goes only to the vehicle’s Yaw/lateral accelera- is recorded, it will be necessary to test each section of the
tion sensor. Check the circuit diagram to ensure you CAN bus to identify the fault location. Do this in the fol-
have correctly identified the vehicle CAN bus. lowing way:
4. Identify the CAN pins in the unplugged control mod-
In order to isolate a faulty control module, carry out tests
ule connector. The unplugged control module con-
3, 4 and 5 from each control module on the CAN bus.
nector will have either two or four CAN bus pins
(depending on how it is linked into the CAN bus). If In order to isolate a wiring fault it may be necessary to
there are four pins they will be grouped as two pairs. check the integrity of the CAN bus wiring between con-
CAN pins into a control module connector are trol module connectors, checking for open circuits and/
always grouped as pairs (known as CAN-high and or shorts to power or ground.
CAN-low). Each pair of CAN pins can normally be
NOTE: If no definite cause was found for a CAN issue
identified by the wires to them being twisted
after following the procedures, but all DTCs have been
together.
cleared and have not returned after a test drive of at least
5. Measure the resistance across each pair of CAN pins. 10 miles, the vehicle can be returned to the customer.
The resistance value should be either 60 (± 5) or 120
(± 5). Whether the value is 60 or 120 depends on
where the control module is located in the CAN bus
relative to other control modules but for this test it
does not matter which value is recorded as long as it
is one or the other.
LM (RANGE ROVER) 2006 MY
STEERING ANGLE TRANSMISSION
SENSOR CONTROL MODULE
ENGINE TRANSFER BOX AIR SUSPENSION
120 Ω
CONTROL MODULE CONTROL MODULE CONTROL MODULE
HIGH SPEED CAN BUS
ABS
120 Ω
CONTROL MODULE
LOCAL CAN
ADAPTIVE BRAKE SENSOR

FRONT LIGHTING CLUSTER
CONTROL MODULE
LIN CD AUTOCHANGER SDARS TELEPHONE MODULE

MODULE
DS2 DATA LINK
CONNECTOR
LH
GVIF REAR SEAT
LH HEADLIGHT RH HEADLIGHT
ENTERTAINMENT
SCREEN
REAR SEAT IS-BUS
AI-NET
NAVIGATION TOUCH SCREEN
COMPUTER DISPLAY ENTERTAINMENT
LOCAL CAN
MODULE
INSTRUMENT IS-BUS
RH
CLUSTER REAR SEAT
(GATEWAY) DVD PLAYER ENTERTAINMENT
SCREEN
TPMS MODULE
AUDIO AMPLIFIER
SPDIF
DEFROST
PASSIVE AIR MOTOR
MOST RING
120 Ω
ANTI-THEFT SYSTEM
MODULE
MEDIUM SPEED CAN BUS

FACE AIR MOTOR
INTEGRATED
120 Ω
M BUS
HEAD UNIT
FEET AIR
MOTOR
PARKING AID LIGHTING FRESH/RECIRC AIR

MODULE CONTROL MODULE MOTOR
I BUS
STEERING WHEEL ANALOG CLOCK

MODULE ROOF OPENING PANEL
AUTOMATIC CONTROL MODULE
SEAT / MIRROR STEERING COLUMN TEMPERATURE CONTROL
MEMORY MODULE LOCK CONTROL MODULE
LH DOOR
CONTROL MODULE
K BUS
STANDARD EQUIPMENT
RESTRAINTS GENERIC P BUS RH DOOR
RAIN SENSOR
OPTIONAL EQUIPMENT CONTROL MODULE ELECTRONIC MODULE CONTROL MODULE
Complete Vehicle Networks: LM (Range Rover) 2006 MY
Fold page out to view diagram.
LM (RANGE ROVER) 2007
OCCUPANCY RESTRAINTS REAR DIFFERENTIAL
STEERING ANGLE AIR SUSPENSION TRANSMISSION TERRAIN RESPONSE CLASSIFICATION
SENSOR CONTROL MODULE CONTROL MODULE CONTROL MODULE CONTROL MODULE CONTROL MODULE
MODULE
ELECTRONIC
TRANSFER BOX ENGINE
120 Ω
PARKING BRAKE
HIGH SPEED CAN BUS
ABS
120 Ω
CONTROL MODULE
CD AUTOCHANGER SDARS TELEPHONE MODULE

LOCAL CAN
MODULE
ADAPTIVE LH
BRAKE SENSOR GVIF REAR SEAT
CONTROL MODULE ENTERTAINMENT
SCREEN
REAR SEAT IS-BUS
AI-NET
LIN
NAVIGATION TOUCH SCREEN ENTERTAINMENT
DS2 DATA LINK COMPUTER LOCAL CAN DISPLAY MODULE
CONNECTOR
IS-BUS
RH
REAR SEAT
DVD PLAYER ENTERTAINMENT
LH HEADLIGHT RH HEADLIGHT SCREEN
TIRE PRESSURE
MONITORING MODULE
AUDIO AMPLIFIER
INSTRUMENT SPDIF
CLUSTER
(GATEWAY)
PASSIVE
120 Ω
ANTI-THEFT SYSTEM
MODULE
MOST RING
DEFROST
MEDIUM SPEED CAN BUS AIR MOTOR
INTEGRATED
120 Ω
HEAD UNIT
FACE AIR MOTOR
M BUS
LH PWM
LIN REAR
REAR ATC CLIMATE CONTROL CLIMATE CONTROLLED FASCIA
CONTROL MODULE SWITCH PACK SEATS MODULE SWITCH PACK
FEET AIR
MOTOR
RH PWM
FRESH/RECIRC AIR
PARKING AID LIGHTING MOTOR
MODULE CONTROL MODULE
I BUS

LH DOOR
CONTROL MODULE
K BUS
STANDARD EQUIPMENT
OPTIONAL EQUIPMENT
RAIN / LIGHT GENERIC P BUS RH DOOR
SENSOR ELECTRONIC MODULE CONTROL MODULE
OPTIONAL EQUIPMENT 2008 MY
Complete Vehicle Networks: LM (Range Rover) 2007
LM (RANGE ROVER) 2008 MY
OCCUPANCY RESTRAINTS REAR DIFFERENTIAL
STEERING ANGLE AIR SUSPENSION TRANSMISSION TERRAIN RESPONSE CLASSIFICATION
SENSOR CONTROL MODULE CONTROL MODULE CONTROL MODULE CONTROL MODULE CONTROL MODULE
MODULE
ELECTRONIC
TRANSFER BOX ENGINE
120 Ω
PARKING BRAKE
HIGH SPEED CAN BUS
ABS
120 Ω
CONTROL MODULE
CD AUTOCHANGER TELEPHONE MODULE SDARS

LOCAL CAN
MODULE
ADAPTIVE LH
BRAKE SENSOR GVIF REAR SEAT
CONTROL MODULE ENTERTAINMENT
SCREEN
REAR SEAT IS-BUS
AI-NET
LIN
DS2 DATA LINK COMPUTER LOCAL CAN DISPLAY MODULE
CONNECTOR
IS-BUS
RH
REAR SEAT
DVD PLAYER ENTERTAINMENT
LH HEADLIGHT RH HEADLIGHT SCREEN
TIRE PRESSURE
MONITORING MODULE
AUDIO AMPLIFIER
INSTRUMENT SPDIF
CLUSTER
(GATEWAY)
PASSIVE
120 Ω
ANTI-THEFT SYSTEM
MODULE
MOST RING
DEFROST
MEDIUM SPEED CAN BUS AIR MOTOR
INTEGRATED
120 Ω
HEAD UNIT
FACE AIR MOTOR
M BUS
LH PWM
LIN REAR
REAR ATC CLIMATE CONTROL CLIMATE CONTROLLED FASCIA
CONTROL MODULE SWITCH PACK SEATS MODULE SWITCH PACK
FEET AIR
MOTOR
RH PWM
FRESH/RECIRC AIR
PARKING AID LIGHTING MOTOR
MODULE CONTROL MODULE
I BUS

LH DOOR
CONTROL MODULE
K BUS
STANDARD EQUIPMENT
OPTIONAL EQUIPMENT
RAIN / LIGHT GENERIC P BUS RH DOOR
SENSOR ELECTRONIC MODULE CONTROL MODULE
OPTIONAL EQUIPMENT 2008 MY
Complete Vehicle Networks: LM (Range Rover) 2008
LA/LS (LR3 AND RANGE ROVER SPORT) 2005 – 2007 MY
STANDARD EQUIPMENT
OPTIONAL EQUIPMENT OCCUPANT

CLASSIFICATION LH HEADLIGHT RH HEADLIGHT
MODULE CONTROL MODULE CONTROL MODULE
PRIVATE LIN
CAN
ADAPTIVE ADAPTIVE
STEERING ANGLE TERRAIN RESPONSE RESTRAINTS CRUISE CONTROL FRONT LIGHTING
SENSOR CONTROL MODULE CONTROL MODULE MODULE CONTROL MODULE
ELECTRONIC ELECTRONIC ELECTRONIC ANTI-LOCK

ENGINE TRANSFER BOX
120 Ω
120 Ω
AIR SUSPENSION PARKING BRAKE REAR DIFFERENTIAL BRAKING SYSTEM
CONTROL MODULE MODULE CONTROL MODULE CONTROL MODULE CONTROL MODULE CONTROL MODULE
HIGH SPEED CAN
TRANSMISSION DYNAMIC RESPONSE

CONTROL MODULE CONTROL MODULE
K BUS
LIN BUS
ROOF
OPENING PANEL
CONTROL MODULE
DATA LINK
CONNECTOR
FACE / FEET DEFROST
INSTRUMENT DISTRIBUTION DISTRIBUTION RH TEMPERATURE
CLUSTER MOTOR MOTOR BLEND MOTOR
(GATEWAY)
RAIN SENSOR
LH TEMPERATURE
BLEND MOTOR
LIN BUS
MEMORY SEAT
MODULE
MEDIUM SPEED CAN

AUTOMATIC
TPMS CENTRAL
120 Ω
120 Ω
TEMPERATURE
CONTROL MODULE MODULE JUNCTION BOX
REAR
INTEGRATED
HEAD UNIT
LIN BUS AIR DISTRIBUTION PARKING AID
MODULE
MOTOR BBUS
LH
REAR SEAT
ENTERTAINMENT
MOST RING REAR SEAT
SPDIF
SCREEN
REAR AUXILIARY
LIN BUS
AI-NET
GVIF ENTERTAINMENT TEMPERATURE CLIMATE CONTROL
SPDIF MODULE
MODULE BLEND MOTOR
RH
REAR SEAT
COMPUTER PRIVATE DISPLAY DVD PLAYER SCREEN
HS CAN
AUDIO
AMPLIFIER
SPDIF
SDARS TELEPHONE
RECEIVER MODULE
Complete Vehicle Networks: LA/LS (LR3 and RR Sport) 2005 – 2007 MY
LA/LS (LR3 AND RANGE ROVER SPORT) 2008 MY
STANDARD EQUIPMENT
OPTIONAL EQUIPMENT OCCUPANT

CLASSIFICATION LH HEADLIGHT RH HEADLIGHT
MODULE CONTROL MODULE CONTROL MODULE
PRIVATE LIN
CAN
ADAPTIVE ADAPTIVE
STEERING ANGLE TERRAIN RESPONSE RESTRAINTS CRUISE CONTROL FRONT LIGHTING
SENSOR CONTROL MODULE CONTROL MODULE MODULE CONTROL MODULE
ELECTRONIC ELECTRONIC ELECTRONIC ANTI-LOCK

ENGINE
120 Ω
120 Ω
AIR SUSPENSION PARKING BRAKE REAR DIFFERENTIAL BRAKING SYSTEM
CONTROL MODULE MODULE CONTROL MODULE CONTROL MODULE CONTROL MODULE
HIGH SPEED CAN
TRANSMISSION TRANSFER BOX DYNAMIC RESPONSE

K BUS
LIN BUS
ROOF
FACE / FEET DEFROST OPENING PANEL
DISTRIBUTION DISTRIBUTION RH TEMPERATURE CONTROL MODULE
MOTOR MOTOR BLEND MOTOR
DATA LINK
CONNECTOR
INSTRUMENT
CLUSTER
(GATEWAY)
LH TEMPERATURE RAIN SENSOR
BLEND MOTOR REAR
AIR DISTRIBUTION
MOTOR
LIN BUS
LIN BUS MEMORY SEAT

REAR AUTOMATIC AUXILIARY MODULE
TEMPERATURE TEMPERATURE CLIMATE CONTROL
BLEND MOTOR CONTROL MODULE MODULE
TPMS CENTRAL
120 Ω
120 Ω
MODULE JUNCTION BOX
MEDIUM SPEED CAN
INTEGRATED PARKING AID

HEAD UNIT MODULE
BBUS
LH
REAR SEAT
ENTERTAINMENT
MOST RING REAR SEAT
SPDIF
SCREEN LIN BUS
AI-NET
GVIF ENTERTAINMENT
SPDIF
MODULE
RH
REAR SEAT
COMPUTER PRIVATE DISPLAY DVD PLAYER SCREEN
HS CAN
AUDIO
AMPLIFIER
SPDIF
SDARS TELEPHONE
RECEIVER MODULE
Complete Vehicle Networks: LA/LS (LR3 and RR Sport) 2008 MY
LF (LR2) 2008 MY
HIGH LEVEL NAVIGATION AUDIO
DISPLAY FRONT CONTROL MODULE AMPLIFIER
STANDARD EQUIPMENT
OPTIONAL EQUIPMENT INFOTAINMENT DRIVER REAR DOOR

STEERING WHEEL
AUDIO SWITCHES
CONTROL MODULE MOST RING CONTROL MODULE
(GATEWAY)
LIN
INTEGRATED SATELLITE BLUETOOTH

AUDIO MODULE RADIO RECEIVER PHONE MODULE
DRIVER DOOR DRIVER DOOR TRAILER
CONTROL MODULE SWITCH PACK MODULE
MEDIUM SPEED CAN

AUTOMATIC
INSTRUMENT
120 Ω
120 Ω
TEMPERATURE
CONTROL MODULE CLUSTER
LIN L LIN R
STEERING COLUMN DRIVER PASSENGER DOOR PARKING AID SEAT MEMORY

LOCK SEAT HEATER CONTROL MODULE MODULE MODULE
MODULE
LIN #1
LIN
START CONTROL FACE/FEET
DISTRIBUTION DEFROST
UNIT STEPPER MOTOR
STEPPER MOTOR PASSENGER
REAR DOOR
CONTROL MODULE
LH TEMP. BLEND RH TEMP. BLEND

STEPPER MOTOR STEPPER MOTOR
STEERING WHEEL
MODULE
PASSENGER
INTAKE AIR SEAT HEATER
LIN #2 STEPPER MOTOR MODULE
CENTRAL
JUNCTION BOX LIGHTING SWITCH
(GATEWAY) MODULE
DATA LINK
CONNECTOR
LIN #3
RAIN / LIGHT
SENSOR
LH HEADLIGHT RH HEADLIGHT GEAR SELECTOR
CONTROL MODULE CONTROL MODULE MODULE
LIN
LIN #7
LIN #4 HEADLIGHT
RF RECEIVER STEERING WHEEL RESTRAINTS TERRAIN RESPONSE LEVELLING TRANSMISSION
MODULE CONTROL MODULE SWITCHES CONTROL MODULE CONTROL MODULE
ENGINE
120 Ω
120 Ω
CONTROL MODULE
HIGH SPEED CAN
LIN #6
OCCUPANCY
CLASSIFICATION ACTIVE ON-DEMAND ANTI-LOCK BRAKING
SENSOR COUPLING MODULE CONTROL MODULE
GENERATOR
SENSOR
CLUSTER
Complete Vehicle Networks: LF (LR2) 2008 MY

688-LR - Advanced Electrical Systems and Diagnostics

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688-LR - Advanced Electrical Systems and Diagnostics

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Technical Training

688-LR: Advanced Electrical Systems

Online Course Evaluation . . . . . . . . . . . . . . . . . . . . 2

ONLINE COURSE EVALUATION

TRAINING COURSE CONTENT AND OBJECTIVES

ACRONYMS, ABBREVIATIONS AND SYMBOLS

DSC Dynamic Stability Control MOSFET Metal Oxide Semiconductor

ECM Engine Control Module NGCNS Next Generation Circuit Numbering

EEPROM Electronic Erasable Programmable

EPA Environmental Protection Agency NTC Negative Temperature Coefficient

688-LR: Advanced Electrical Systems

Land Rover Multiplexed Systems

Networks and Multiplexing Overview . . . . . . . . . . 2

NETWORKS AND MULTIPLEXING OVERVIEW

Network Application by Vehicle Line

DS2 Diagnostic bus LM

Gigabit Video Interface (GVIF) LM, LA, LS

Local Interconnect Network (LIN) bus LF, LM, LA, LS

Media Oriented System Transport (MOST®) ring LF, LM, LA, LS

Sony Philips Digital Interface Format (SPDIF) LM, LA, LS

CENTRAL JUNCTION BOX

INTEGRATED HEAD UNIT

HARDWIRED INPUT MULTIPLEXED WHEEL & VEHICLE SPEED SIGNAL

MULTIPLEX CONTROLLED FUNCTIONS

INPUTS OUTPUTS OUTPUTS INPUTS

DATA MESSAGES (INPUTS AND OUTPUTS)

MULTIPLEXED OUTPUT MULTIPLEXED INPUT

HARDWIRED INPUT HARDWIRED OUTPUT

Shared Function Control

Non-Multiplexed Signal Distribution

Control Module Function

Non-Multiplexed Vehicle Speed Signal Distribution

VEHICLE SPEED SPEED

VEHICLE SPEED AIR CONDITIONING

WHEEL SPEED SIGNALS

VEHICLE SPEED IN-CAR

VEHICLE SPEED TRANSMISSION

VEHICLE SPEED ENGINE

Multiplexed Signal Distribution

Control Module Function

LR3 Multiplexed Wheel and Vehicle Speed Signal Distribution

ANTI-LOCK LIN BUS

MULTIPLEX SYSTEM CLASSIFICATIONS

Land Rover Network Communication Speed Summary

NOTE: To view all network configurations please refer

FIRST BYTE SECOND BYTE

A typical data message contains:

• Error check 688JAG050

• Stop bit – identifies the end of a message

CONTROLLER AREA NETWORK (CAN)

CAN HIGH SIGNAL

CAN LOW SIGNAL

CAN Network Diagnostics Using IDS

CAN Network Failure Modes

High Speed CAN Failure Symptoms

SERIAL DATA LINK (ISO 9141)

MODULE INTERPRETS 30% OR LESS

LOCAL INTERCONNECT NETWORK (LIN) BUS

NOTE: The illustration above displays an oscilloscope

LIN Bus Operation

LIN BUS AUTOMATIC

CORPORATE NETWORK BUSSES

MEDIA ORIENTED SYSTEM TRANSPORT (MOST®) RING