warning JAGUAR XFR 2010 1.G Workshop Manual

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

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

Secondary Battery Charging

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

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

Electrical Load Management

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

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

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

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

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

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

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

Fault Diagnosis

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

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

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

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

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

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



PRIMARY BATTERY - ALL VEHICLES Component Description

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

Battery, Mounting and Cables - Battery
Diagnosis and Testing

Principles of Operation Published: 10-Mar-2014

For a detailed description of the battery system and operation, refer to the relevant Description and Operation section of the
workshop manual. REFER to: Battery and Cables (414-01 Battery, Mounting and Cables, Description and Operation).
Inspection and Verification


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


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


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


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


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

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

Visual Inspection
Mechanical Electrical
Generator
Drive belt
Drive belt tensioner
Generator pulley
Check the security of the generator fixings
Generator
Battery
Battery connections
Starter motor
Harnesses and connectors
Fuses
Charge warning lamp function
Engine Control Module (ECM)
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to
the next step.
4. If the cause is not visually evident check for Diagnostic Trouble Codes (DTCs) and refer to the DTC Index.

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

Symptom Possible Causes Action
Battery power to vehicle
interrupted
High resistance between battery terminals and
clamps
GO to Pinpoint Test
A. Midtronics EXP-1080 User Guide

Carry out the following: -

Surface Voltage Removal Process

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

transmits the calculated voltage to the generator and regulator on the LIN bus connection.
The ECM will over-ride the voltage value requested by the battery monitoring system if it detects a fault in the generator and regulator. The ECM also signals the instrument cluster to display a warning message if it detects a fault with the generator and regulator. For additionalinformation refer to Instrument Cluster 413-01.



GENERATOR AND REGULATOR Component Description

The regulator provides a controlled variable voltage output from the generator. Two electrical terminals are provided on the
outer casing of the generator. One terminal supplies the DC (direct current) voltage output from the generator to the battery
positive terminal. The second terminal provides the LIN bus connection between the regulator and the ECM. www.JagDocs.com

Published: 11-May-2011
Generator and Regulator - V8 5.0L Petrol/V8 S/C 5.0L Petrol - Generator V8 S/C 5.0L Petrol
Removal and Installation

Removal

NOTES:


Removal steps in this procedure may contain installation details.


Some variation in the illustrations may occur, but the essential information is always correct.

1. Refer to: Battery Disconnect and Connect (414-01 Battery, Mounting and Cables, General Procedures).


2. WARNING: Make sure to support the vehicle with axle stands.
Raise and support the vehicle.

3. Refer to: Air Deflector (501-02 Front End Body Panels, Removal and Installation).

4. Torque: 12 Nm 5.

by Field Effect Transistors (FET's). The FET's can detect overloads and short circuits and respond to heat generated by
increased current flow caused by a short circuit.

On a normal conventionally protected circuit this would cause a fuse to blow. The FET's respond to the heat increase and
disconnect the power 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 and the RJB store fault codes which can be retrieved using a Jaguar approved diagnostic system. The fault code will identify that there is a fault on a particular output circuit which will assist with fault diagnosis and detection.
Alarm Indications

The exterior lighting system is used for alarm arm and disarm requests to show alarm system status.

When the driver locks and arms the vehicle, a visual indication of a successful lock and arm request is displayed to the driver
by a single flash of the hazard flashers. If the vehicle is superlocked, then the hazard flashers will flash a second time (200 ms
off and 200 ms on) to confirm the superlock request.

If the alarm is activated, the hazard flashers are operated for 10, 30 second cycles of 200 ms on and 200 ms off, with a 10
second delay between each cycle.


NOTE: On North American Specification (NAS) vehicles, the delay between the cycle when the alarm is activated is 60
seconds.
Lights on Warning

When the ignition is in the off power mode 0 or accessory power mode 4 and the lighting control switch is in the side lamp or
headlamp position, a warning chime will sound if the driver's door is opened. This indicates to the driver that the exterior
lights have been left switched on.

The chime is generated from the instrument cluster sounder on receipt of a lights on signal, a driver's door open signal and an
ignition off power mode 0 or accessory power mode 4 signal via a medium speed CAN bus signal from the CJB. Headlamp Timer

The RJB controls the headlamp timer function which allows the headlamps to remain on for a period of time after leaving the vehicle. This is a driver convenience feature which illuminates the driveway after leaving the vehicle.

To operate the timer function the lighting control switch must be in one of the three headlamp timer positions when the
ignition status is changed from ignition on power mode 6 to the off power mode 0. The timer function will then be initiated and
the low beam headlamps will be illuminated for the selected timer period.


NOTE: If the lighting switch is in the AUTO position, the headlamp timer will not function when the ignition is changed to
off power mode 0.

When the lighting control switch is in the autolamp exit delay position, the lighting control switch reference voltage flows
through 4 of the resistors. The returned signal voltage is detected by the instrument cluster which outputs a message on the
medium speed CAN bus to the RJB that autolamps has been selected.
Depending on the selected exit delay position, the reference voltage to the autolamp exit delay switch is routed through 3, 2
or 1 resistors which is detected by the instrument cluster. The cluster outputs a message on the medium speed CAN bus to the RJB that autolamp exit delay period has been selected at 30, 60 or 120 seconds respectively. Crash Signal Activation

When a crash signal is transmitted from the RCM (restraints control module), the RJB activates the hazard flashers. The hazard flashers continue to operate until the ignition is in the off power mode 0 or accessory power mode 6. Once this ignition state
has occurred, the RCM will cease to transmit the crash signal.
LIGHTING CONTROL SWITCH

The instrument cluster outputs 2 reference voltages to the rotary lighting control switch; one feed being supplied to the light
selection function of the switch and the second feed being supplied to the auto headlamp exit delay function. The switch
position is determined by instrument cluster by the change in returned signal voltage which is routed through up to 4 resistors
in series depending on the selection made.

OFF - When the lighting control switch is in the off position, the reference voltage flows through 1 of the resistors. The
returned signal voltage is detected by the instrument cluster which outputs a message on the medium speed CAN bus to the CJB that no lighting selection is made. The reference voltage to the auto headlamp exit delay switch is routed through 4 resistors which is detected by the instrument cluster which outputs a message on the medium speed CAN bus to the CJB that auto headlamp or exit delay has not been selected.

SIDE LAMPS - When the lighting control switch is in the side lamp position, the reference voltage flows through 2 of the
resistors. The returned signal voltage is detected by the instrument cluster which outputs a message on the medium speed
CAN bus to the CJB to activate the side lamps. The reference voltage to the autolamp exit delay switch is routed through 4 resistors which is detected by the instrument cluster which outputs a message on the medium speed CAN bus to the CJB that auto headlamp or exit delay has not been selected.
HEADLAMPS - When the lighting control switch is in the headlamp position, the reference voltage flows through 3 of the

resistors. The returned signal voltage is detected by the instrument cluster which outputs a message on the medium speed
CAN bus to the CJB to activate the headlamps. The reference voltage to the auto headlamp exit delay switch is routed through 4 resistors which is detected by the instrument cluster which outputs a message on the medium speed CAN bus to the CJB that auto headlamp or exit delay has not been selected.

AUTOLAMPS - When the lighting control switch is in the auto headlamp position, the reference voltage flows through 4 of the
resistors. The returned signal voltage is detected by the instrument cluster which outputs a message on the medium speed
CAN bus to the CJB to activate the autolamp function. The reference voltage to the autolamp exit delay switch is routed through 4 resistors which is detected by the instrument cluster which outputs a message on the medium speed CAN bus to the CJB that auto headlamp has been selected.
AUXILIARY LIGHTING SWITCH

Headlamp Leveling Rotary Thumbwheel (Halogen headlamps only)

A power supply is passed to the headlamp leveling thumbwheel from the ignition relay in the EJB. Depending on the position of the thumbwheel, the voltage passes through 1, 2 or 3 resistors connected in series. The voltage through the resistors is
passed to the headlamp leveling motor controller in each headlamp. The received voltage is determined as a request for the
appropriate level position and the controller powers the headlamp level motors to the applicable position for each headlamp.
Rear Fog Lamp Switch

The instrument cluster supplies a reference voltage and return to the rear fog lamp switch. The fog lamp switch is a
non-latching, momentary switch.

When the fog lamp switch is off the reference voltage is passed through a 1Kohm resistor. The voltage through the resistor is
returned to the instrument cluster that determines that no request for fog lamp operation has been made.

When the driver presses the fog lamp switch, the reference voltage is passed through a 330 ohm resistor. The change is return
voltage is sensed by the instrument cluster which determines fog lamp operation has been requested. The instrument cluster
transmits a medium speed CAN bus signal to the RJB providing the lighting control switch is in the correct position. The RJB reacts to the message and provides a power supply to the 3 LED (light emitting diode)'s in each rear fog lamp. A fog lamp
warning lamp in the instrument cluster will also be illuminated when the fog lamps are operating.

The RJB will only activate the rear fog lamps if the headlamps are selected on or are active with auto headlamp activation. When the headlamps are turned off the fog lamps are also turned off. When the headlamps are next switched on, the fog
lamps will not be activated until the driver requests fog lamp operation.


NOTE: The fog lamps do operate when DRL (daytime running lamps) are active.

HEADLAMP LEVELING

Manual Headlamp Leveling - Halogen headlamps only

A power supply is passed to the headlamp leveling motor in each headlamp from the ignition relay in the EJB. When a signal voltage is received from the headlamp leveling rotary thumbwheel, the headlamp leveling motor controller in each headlamp
uses the power supply to operate the motors and move the headlamp to the requested position.
Static Dynamic Headlamp Leveling - Xenon headlamps only

The headlamp leveling module receives a power supply from the ignition relay in the EJB. The same power supply is also supplied to the headlamp leveling motor in each headlamp assembly. The front and rear height sensors are connected to the
headlamp leveling module and receive a power and ground from the module. Each sensor has a signal line to the headlamp
leveling module to return height information to the module. The module uses the height signals from the sensors to calculate
the vehicle attitude and supplies a signal to each motor to power the headlamp to the required position.



EXTERIOR BULB TYPE/RATING Component Description

The following table shows the bulbs used for the exterior lighting system and their type and specification.


NOTE: The tail lamps, side marker lamps, stop lamps, high mounted stop lamp and rear fog lamps are illuminated by
LED's and are non-serviceable components.
Bulb Type Rating Halogen headlamp - Projector module low/high beam - Not NAS H7 55W Halogen headlamp - Projector module low/high beam - NAS only H11 60W Xenon headlamp - Projector module low/high beam - All markets D1S 35W High beam only (halogen) - High/low beam (xenon) - All markets H7 55W Front side lamps - all markets W5W Halogen cool blue (HCB) 5W Front turn signal indicators - Not NAS PY21W 21W Front turn signal indicators - NAS only 3457AK 27W Rear turn signal indicators - All markets PSY19W 19W Turn signal indicator side repeaters - All markets WY5W 5W

Bulb Type Rating Reverse lamps - All markets PS19W 19W Licence plate lamps - All markets W5W 5W LIGHTING CONTROL SWITCH



Item Description 1 Off position 2 Side lamp position 3 High beam position 4 RH turn signal indicator 5 Headlamp flash/high beam off position 6 LH turn signal indicator 7 Headlamp position 8 AUTO headlamp position 9 Headlamp timer 120 second delay position 10 Headlamp timer 60 second delay position 11 Headlamp timer 30 second timer delay position The lighting control switch is located on the LH steering column multifunction switch. The lighting control switch is a rotary control with positions for the following lighting functions:
Off
Side lamps
Headlamps
AUTO headlamps
Headlamp timer (3 time period selections).
The LH steering column multifunction switch also provides for the following functions: Low beam headlamps
High beam headlamps
Headlamp flash
LH and RH turn signal indicators Trip computer function button.
Refer to: Information and Message Center (413-08 Information and Message Center, Description and Operation).
The switch has a turn signal indicator lane change function. If the switch is gently pushed to either turn signal indicator
position and then released, the applicable turn signal indicators will flash 3 times and then will be automatically cancelled. If a
turn signal indicator bulb fails, the green turn signal warning indicator in the instrument cluster will flash at twice the normal
rate and the audible ticking from the instrument cluster sounder will also be at twice the normal rate.

15 Xenon igniter unit and bulb 16 Xenon igniter electrical connector 17 Cornering/static bending lamp bulb (if fitted) 18 Side lamp bulb 19 High beam headlamp bulb 20 Cover - Side lamp, cornering/static bending lamp (if fitted) and high beam headlamp bulbs 21 Electrical connector Bi-Xenon Headlamp
The bi-xenon headlamp uses a projector lens, similar to the halogen headlamp. 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 projected onto the road by the lens. A complex surface reflector is used
for the halogen fill in high beam lamp. 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 headlamp unit with conventional wire retaining clips.

A tourist lever mechanism is located on the right hand side of the projector module. This mechanism moves a flap to blank off
a portion of the beam spread to enable the vehicle to be driven in opposite drive hand markets without applying blanking
decals to the headlamp lens. The beam is changed by removing the access cover at the rear of the lamp assembly and moving
a small lever located near the bulb holder, at the side of the projector.


NOTE: The tourist lever is not fitted to NAS vehicles.


WARNING: The Xenon system generates up to 30000 volts and contact with this voltage could lead to fatality. Make sure
that the headlamps are switched off before working on the system.
The following safety precautions must be adhered to when working on the xenon low beam headlamp system:

DO NOT attempt any procedures on the xenon headlamps when the lights are switched on.
Handling of the D1S xenon bulb must be performed using suitable protective equipment; for example gloves and
goggles. The glass part of the bulb must not be touched.
Xenon bulbs must be disposed of as hazardous waste.
Only operate the bulb in a mounted condition in the projector module installed in the headlamp.

The xenon headlamp is known as 'bi-xenon' because it operates as both a low and high beam headlamp unit. The xenon lamp,
or High Intensity Discharge (HID) lamp as they are sometimes referred to, comprises an ellipsoidal lens with a solenoid
controlled shutter to change the beam output from low to high beam.


NOTE: If the lighting control switch is in the 'off' position, both the xenon lamp and the halogen high beam lamp will
operate when the high beam 'flash' function is operated.

The xenon headlamp system is controlled by the CJB using a control module for each headlamp and an igniter. The control modules and the igniters provide the regulated power supply required to illuminate the bulbs through their start-up phases of
operation.

The xenon headlamp is a self contained unit located within the headlamp assembly. The unit comprises a reflector, an adaptor
ring, the lens, a shutter controller and the xenon bulb, which together forms an assembly known as the projector module. The
reflector is curved and provides the mounting point for the xenon bulb. The bulb locates in a keyway to ensure the correct
alignment in the reflector and is secured by a plastic mounting ring. The bulb is an integral component of the igniter and is
electrically connected by a connector located in the igniter unit.

The shutter controller is a solenoid which operates the shutter mechanism via a lever. The shutter is used to change the beam
projection from low beam to high beam and vice versa.

The xenon bulbs illuminate when an arc of electrical current is established between 2 electrodes within the bulb. The xenon
gas sealed in the bulb reacts to the electrical 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 3 full stages of operation before full output for continuous operation
is achieved. The 3 phases are; start-up phase, warm-up phase and continuous phase.

In the start-up phase, the bulb requires an initial high voltage starting pulse of up to 30000 volts to establish the arc. This is
produced by the igniter. The warm-up phase begins once the arc is established. The xenon control module regulates the supply
to the bulb to 2.6A which gives a lamp output of 75W. During this phase, the xenon gas begins to illuminate brightly and the
environment within the bulb stabilizes, ensuring a continual current flow between the electrodes. When the warm-up phase is
complete, the xenon control module changes to continuous phase. The supply voltage to the bulb is reduced and the operating
power required for continual operation is reduced to 35W. The process from start-up to continuous phase is completed in a very
short time.

The xenon control modules (one per headlamp) receive an operating voltage from the CJB when the headlamps are switched on. The modules regulate the power supply required through the phases of start-up.

The igniters (one per headlamp) generate the initial high voltage required to establish the arc. The igniters have integral coils
which generate high voltage pulses required for start-up. Once the xenon bulbs are operating, the igniters provide a closed
circuit for the regulated power supply from the control modules.

Rear Fog Lamp

The rear fog lamps are located in separate units attached to the luggage compartment lid. The rear fog lamps each use 3 high
intensity LED's. The fog lamp locates in a recess in the luggage compartment lid has a seal to prevent the ingress of water into the luggage compartment. The lamp is secured in the recess with a metal securing clip. The rear fog lamp is activated
using a button located on the auxiliary lighting switch in the instrument panel.

LICENCE PLATE LAMPS

Two licence plate lamps are located in the luggage compartment lid trim finisher. One is located adjacent to the emergency
luggage compartment lid release key barrel cover and the other is adjacent to the rear view camera (if fitted). The licence plate
lamps are active at all times when the side lamps are operating. Each lamp can be removed from the finisher by inserting a
wide, flat screwdriver blade or similar tool in a slot between the lamp lens and the finisher and gently levering the lamp from
the surround. The bulb is a push fit in a holder which in turn is a press fit in the lamp housing.

HIGH MOUNTED STOP LAMP

The high mounted stop lamp is located at the bottom of the rear windshield. The lamp is secured to a bezel in the parcel shelf
with 2 screws.

The high mounted stop lamp uses 12, red colored LED's which illuminate through a clear lens. The high mounted stop lamp functionality is the same as that described for the stop lamps.

TURN SIGNAL INDICATOR SIDE REPEATER LAMPS

The turn signal indicator side repeaters are located in each door mirror. On vehicles from 10MY the lamp is an LED unit which illuminates in an orange color. The LED unit is secured to the mirror bezel with 2 screws and is connected to the mirror wiring harness with a 2 pin connector.

The side repeaters have the same functionality and operate in conjunction with the front and rear turn signal indicators and
the hazard warning flashers.

HAZARD FLASHERS

The hazard flashers are activated by a non-latching switch located in the switch pack located in the center of the instrument
panel. The hazard flashers operate at all times when selected and operate independent of the ignition mode.

When the hazard flashers are selected on by the driver, a ground path is momentarily completed to the CJB which activates the front and rear and side repeater turn signal indicators. A second press of the switch is sensed by the CJB and the hazard flasher are deactivated. When the hazard flashers are active, they override any request for turn signal indicator operation.
The hazard flashers can also be activated by a crash signal from the RCM. Refer to: Air Bag and Safety Belt Pretensioner Supplemental Restraint System (SRS) (501-20B Supplemental Restraint System, Description and Operation).

Exterior Lighting - Headlamps
Diagnosis and Testing

Principles of Operation Published: 11-Jul-2014

For a detailed description of the exterior lighting system, refer to the relevant Description and Operation section in the
workshop manual. REFER to: (417-01 Exterior Lighting)

Exterior Lighting (Description and Operation), Exterior Lighting (Description and Operation), Exterior Lighting (Description and Operation).
Safety Information

WARNINGS:


The Xenon Headlamp system generates up to 28,000 volts. Make sure that the headlamps are switched off before
working on the system. Failure to follow this instruction may lead to fatality.

The following safety precautions must be followed when working on the Xenon Headlamp system:
DO NOT attempt any procedures on the Xenon Headlamps or circuits when the system is energized.
Handling of the xenon bulb must be performed using suitable protective equipment, e.g. gloves and goggles. The glass
part of the bulb must not be touched.
Only operate the lamp in a mounted condition in the reflector.
All safety procedures and precautions must be followed to prevent personal injury.


CAUTION: Xenon bulbs must be disposed of as hazardous waste.

There are instructions on the correct procedures for Xenon Headlamp System repairs in the manual, refer to section 100-00 -
General Information, Standard Workshop Practices of the workshop manual.

Inspection and Verification


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

2. Visually inspect for obvious signs of damage.



3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to
the next step.
4. If the cause is not visually evident, check for Diagnostic Trouble Codes (DTCs) and refer to DTC Index.

Symptom Chart

Symptom Possible Causes Action Low beam lamp(s)
inoperative
Bulb failure
Fuse(s) blown
Circuit fault
Lighting control switch
fault
Left-hand steering
column multifunction
switch fault Check the bulb and fuse condition (see visual inspection). Check the
headlamp circuits. Check the lighting control switch function. Check the
left-hand steering column multifunction switch operation. Refer to the
electrical guides. Check for DTCs indicating a headlamp or related circuit
fault. High beam lamp(s)
inoperative Electrical

Headlamp Leveling Module (HLM)
Bulb(s)
Photocell(s)
Ballast
Wiring harness/electrical connectors
Fuse(s) Visual Inspection