PUBLISHED: 09-JUL-2015

2016.0 DISCOVERY SPORT (LC), 307-01

AUTOMATIC
TRANSMISSION/ TRANSA XLE
D E S C R I P T I O N A N D O P E R AT I O N

C O M P O N E N T LO CAT I O N

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 ITEM DESCRIPTION

1 Paddle switches - upshift / downshift

2 Transmission Control Switch (TCS)

3 Transmission Control Module (TCM)

4 ZF 9HP48 Automatic transmission

5 Automatic Transmission Fluid (ATF) cooler with integrated thermostat

OVERVIEW

The ZF 9HP48 automatic transmission is a 9 speed, electronically controlled

unit manufactured by ZF. The transmission represents the latest in automatic
transmission technology for a transverse, AWD (all-wheel drive) unit. The
transmission features lock-up slip control, 'CommandShift™' functions and
automatic and driver selectable modes to give the optimum on and off road
performance.

The automatic transmission is controlled by a TCM (transmission control

module) which contains software to provide operation as a semi-automatic
'CommandShift™' transmission. Driver selections for P, R, N, D and S on the
rotary TCS (transmission control switch) are received by the TCM. The TCM
operates solenoid valves and clutches to control transmission gear shifts,
allowing the system to operate as a 'shift by wire' system, with no
mechanical link to the transmission for drive selections.

The TCM allows the transmission to be operated as a conventional

automatic unit by selecting P, R, N, D, S on the TCS. Rotation of the TCS to
the 'S' position puts the transmission into electronic 'Sport' mode.
Operation of the steering wheel mounted + or – paddle switches puts the
transmission into electronic manual 'CommandShift™' mode.
For additional information, refer to: External Controls (307-05 Automatic
Transmission/Transaxle External Controls, Description and Operation).

The ZF 9HP48 transmission has the following features:

 Designed to be maintenance free

Transmission fluid is fill for life

The torque converter features a controlled slip feature with electronically

regulated lock-up control on gears 1 to 9

Planetary gearset with 9 speeds, 4 planetary geartrains, and 6 shift

elements

Wide transmission ratio spread with small ratio steps

The first-ever use of interlocking dog clutches in a passenger car

automatic transmission

Shift programs controlled by the TCM

TCM has an adaptive capability to ensure efficient gear shift quality

throughout the service life of the transmission

Diagnostics available from the TCM via the high speed CAN (controller
area network) Powertrain systems bus.

COMPONENT DESCRIPTION

The transmission comprises the main casing which houses all of the
transmission components. The torque converter is located in a separate
converter housing, bolted to the main casing.

ZF 9HP48 Cut-Away View

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ZF 9HP48 Sectional View

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ITEM DESCRIPTION

1 Fluid pan

2 Valve block

3 Planetary gear set 4

4 Planetary gear set 3

5 Planetary gear set 2

6 Planetary gear set 1

 7 Dog clutch A

8 Spur pinion

9 Park interlock gear

10 Multiplate clutch 'B'

11 Multiplate brake 'C'

12 Multiplate brake 'D'

13 Left splined output shaft (connection to halfshaft)

14 Right splined output shaft (connection to Power Transfer Unit (PTU))

15 Right splined output shaft (connection to halfshaft)

16 Differential

17 Automatic Transmission Fluid (ATF) pump

18 Multiplate clutch 'E'

19 Dog clutch 'F'

20 Input shaft

21 Torsional damper

22 Torque converter stator

23 Torque converter lock-up clutch

24 Torque converter turbine

25 Torque converter assembly

26 Torque converter impeller

The main casing retains the ATF (automatic transmission fluid) at the
bottom. A drain plug is located in the main casing. The oil level is checked
by removal of a level plug, with the engine running and the transmission
fluid at a temperature of between 37 to 45°C (99 to 113°F). The level is
correct when the oil flow becomes a drip from the level plug hole.

The transmission has a fluid cooler which is located at the front of the
transmission, adjacent to the fluid pan. The cooler is connected to the
transmission casing by two sealed connections. The fluid cooler is
connected into the engine cooling system and cools the transmission fluid
by heat transfer through the cooler to the engine coolant.
For additional information, refer to: Transmission Cooling (307-02
Transmission/Transaxle Cooling, Description and Operation).

TORQUE CONVERTER

ITEM DESCRIPTION

A Torque Converter fitted to GTDi 2.0L and TD4 2.2L Engines

1 Turbine

2 Impeller

3 Stator

4 Transmission connection

5 One-way clutch

6 Lock-up clutch

7 Engine drive plate attachment studs

8 Torsional damper

9 Torque converter housing

 B Torque Converter fitted to Ingenium I4 2.0L Diesel Engine

1 Turbine

2 Impeller

3 Stator

4 Transmission connection

5 One-way clutch

6 Lock-up clutch

7 Engine drive plate attachment bolts

8 Torsional damper - including pendulum masses

The torque converter is the coupling element between the engine and the
transmission and is located in the torque converter housing, on the engine
side of the transmission. The driven power from the engine crankshaft is
transmitted hydraulically and mechanically through the torque converter to
the transmission. The torque converter is connected to the engine by a
drive plate.

The torque converter comprises an impeller, a stator and a turbine. The

torque converter is a sealed unit with all components located between the
converter housing cover and the impeller. The two components are welded
together to form a sealed, fluid filled housing. With the impeller welded to
the converter housing cover, the impeller is therefore driven at engine
crankshaft speed.

The torque converter contains a hydraulically operated lock-up clutch which

is controlled by the TCM via a solenoid in the valve block. The solenoid
actuates spool valves to control the hydraulic pressure applied to the clutch.
This allows the TCM to provide 3 modes of converter operation; unlocked,
partially locked and fully locked.

VALVE BLOCK

The valve block is located in a vertical position at the front of the

transmission main casing, behind a sealed cover. The valve block contains a
number of solenoids and spool valves to control the transmission operation.
The solenoids are controlled by the TCM to provide gear changes and
smooth transition between ratio changes.

If the TCM or the valve block is replaced, a diagnostic routine using an

approved Land Rover diagnostic system will be required to calibrate the
TCM.

Valve Block Assembly

ITEM DESCRIPTION

1 Automatic Transmission Fluid (ATF) pump intake

2 ATF pump pressure outlet

 3 Sensor unit

4 System Pressure Control Valve (PCV)

5 Torque converter lock-up clutch PCV

6 Multiplate clutch 'B' PCV

7 Multiplate clutch 'E' PCV

8 Dog clutch A solenoid valve

9 Dog clutch F solenoid valve

10 Multiplate clutch 'D' PCV

11 Multiplate clutch 'C' PCV

12 Park lock solenoid valve

13 Magnetic valve control solenoid - park lock actuator

14 Electrical connector

15 Valve block

Valve Block Components

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ITEM DESCRIPTION

1 System pressure spool valve

2 Torque converter pressure spool valve

3 Lubrication spool valve

4 Dog clutch 'A' spool valve

5 Dog clutch 'F' spool valve

6 Multiplate clutch 'D' spool valve

7 Magnetic holding valve piston

8 Multiplate clutch 'C' spool valve

9 Park lock spool valve

10 Magnetic valve control solenoid - park lock actuator

11 Park lock solenoid valve

12 Multiplate clutch 'D' Pressure Control Valve (PCV)

13 Multiplate clutch 'C' PCV

14 Retainer

15 Dog clutch 'F' solenoid valve

16 Dog clutch 'A' solenoid valve

17 Multiplate clutch 'E' PCV

18 Multiplate clutch 'B' PCV

19 Torque converter lock-up clutch PCV

20 System PCV

21 Valve housing

22 Intermediate plate

23 Valve and spring

24 Valve and spring

25 Valve and spring

26 Ball rocker

27 Valve and spring

28 Multiplate clutch 'C' spool valve

29 Multiplate clutch 'D' spool valve

30 Pressure sensor

31 Torque converter lock-up clutch spool valve

32 Shift system pressure spool valve

33 Pressure reduction spool valve

34 Valve plate
Pressure Control valves

Six PCV's are located in the valve block. The solenoid operated PCV's are
controlled by PWM (pulse width modulation) signals from the TCM. The
solenoids convert the electrical signals into hydraulic control pressure
proportional to the signal to actuate the spool valves and clutches for
precise transmission operation.

Five PCV solenoids for the multiplate clutch and the torque converter lock-
up clutch supply a higher control pressure as the signal current increases
and can be identified by an orange connector cap. The TCM operates the
solenoids using PWM signals. The TCM monitors engine load and clutch slip
and varies the solenoid duty cycle accordingly. The solenoids have a 12 V
operating voltage and a pressure range of 0 - 4.7 bar (0 - 68 lbf.in²).

One PCV solenoid for the system pressure control supplies a lower control
pressure as the signal amperage increases and can be identified by a gray
connector cap. The TCM monitors engine load and clutch slip and varies the
solenoid duty cycle accordingly. The solenoids have a 12 V operating
voltage and a pressure range of 4.7 - 0 bar (68 - 0 lbf.in2).

The resistance of the solenoid coil winding for all PCV solenoids is 5.05
Ohms at 20 °C (68 °F).

Solenoid Valves
 !

Three solenoid valves are located in the valve block. The solenoid valves are
controlled by the TCM and converts electrical signals into hydraulic control
signals to control dog clutch application.

The solenoid valve is an open/closed, on/off solenoid which is controlled by

the TCM switching the solenoid to earth. The TCM also supplies power to
the solenoid. The TCM energises the solenoid in a programmed sequence
for clutch application for gear ratio changes and shift control.

The resistance of the solenoid coil winding for solenoid is between 10 to 11

Ohms at 20 °C (68 °F).

Park Lock Actuator - Magnetic Valve Control Solenoid

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ITEM DESCRIPTION

A Solenoid in locked (energized) condition - park lock released

B Solenoid in unlocked (de-energized) condition - park lock engaged

1 Park lock spool valve

2 Control solenoid

3 Claw locked

4 Claw unlocked

A control solenoid is located in the valve block. The solenoid is controlled

by the TCM and converts electrical signals into hydraulic control signals to
control the electronic park lock function.

The control solenoid is an on/off solenoid which is controlled by the TCM by

switching the solenoid to earth.

When the Park lock is to be released, the park lock solenoid valve sends ATF
pressure to the spool valve and moves it into contact with the claws of the
solenoid. Movement of the spool valve moves the park rod and releases the
park pawl from the park interlock gear. The control solenoid is energised by
the TCM and the claws close to retain the spool valve in the unlocked
position. A shuttle valve retains ATF pressure on the spool to prevent
inadvertent park lock operation in the event of an electrical failure until the
engine is stopped.

When the Park lock is to be engaged, ATF pressure is released from the
spool valve and the TCM de-energises the control solenoid. The claws are
released, the spool valve returns under spring pressure to the park lock
position and the park lock is engaged. A Service Park Release (SPR)
procedure must be performed to release the parking lock manually if an
electrical failure occurs or the engine is not running.

To allow the vehicle to roll through a car wash, the control solenoid remains
energised if the engine is stopped with the TCS in neutral. This holds the
transmission out of park without hydraulic pressure for 10 minutes. After this
time the control solenoid is de-energised, releasing the claws and allowing
the spool valve to return to the park position.

The resistance of the solenoid coil winding is 25 Ohms at 20 °C (68 °F).

Sensor Unit
 !

ITEM DESCRIPTION

1 'PARK' (P) sensor

2 Pressure sensor connector

3 Speed sensor (torque converter turbine and output shaft)

4 Automatic Transmission Fluid (ATF) temperature sensor

5 Connector pins for pressure control valves, solenoid valves and park lock control
solenoid

6 Connector board

7 Transmission electrical connector

The sensor unit is mounted on the valve block and secured with three
screws. The sensor unit comprises a 26 pin electrical connector, a 'PARK'
sensor, a pressure sensor connector, two speed sensors, ten solenoid
connectors and an ATF temperature sensor.

The electrical connector is fitted with seals through a hole in the

transmission main casing and secured with a spring clip.

The 'PARK' (P) sensor is located inside the main casing, adjacent to the
electrical connector. The sensor is secured to a boss in the main casing with
a screw. The 'PARK' sensor comprises a sliding switch which is operated by
the selector shaft when it is moved by the park lock actuator.

Two speed sensors are used in the transmission and are located within the
transmission housing and are connected to the sensor unit. The sensors take
their speed reading from the slots in the clutch basket of the multiplate
clutch E and the gear teeth of the spur pinion. The sensors provide input
and output speed signals to the TCM. Both speed signals are received by
the TCM which uses the signals to calculate engine torque output, shift
timing and torque converter lock-up.

The fluid temperature sensor is integrated into the internal wiring harness
within the transmission sensor unit. It detects the ATF temperature in the
transmission and transmits a signal corresponding to the temperature to the
TCM. The TCM monitors the temperature and adjusts clutch and brake
application to provide smooth gear shifts across a wide range of
temperatures and ATF viscosities.

Each solenoid is connected by two pins integral with the connector board.
Each solenoid pins is connected via a harness to the electrical connector.

AUTOMATIC TRANSMISSION FLUID (ATF) PUMP

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ITEM DESCRIPTION

1 ATF filter

2 Intermediate plate

3 Drive pinion

4 Stator shaft

5 Drive chain

6 ATF pump

The ATF pump is located in an intermediate plate within the transmission

main casing. The intermediate plate is attached to the inside of the
transmission main casing with studs and nuts, behind the torque converter.
The intermediate plate contains the splined stator shaft, to which the torque
converter stator is connected. The torque converter shell extends into and
drives a drive pinion with an integral sprocket, which operates a roller drive
chain to drive the ATF pump. The drive pinion is therefore rotated at engine
speed.

The pump is located at the bottom of the transmission main casing and is
attached to the housing with screws. An ATF filter ensures that any
particulate matter is collected by the filter before the ATF enters the ATF
pump.

The ATF pump is a vane cell pump which can produce a pressure of
between 3.5 and 44.0 bar (50 and 638 lbf/in²) and a flow of 14.7 cm³ (0.9
in³). The pump can operate at speeds from 700 to 7800 Revolutions Per
Minute (RPM) with a maximum speed of 8600 RPM.

DRIVE CLUTCHES

Multiplate Drive or Brake Clutch – Typical

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ITEM DESCRIPTION

1 Cylinder

2 Piston

3 Disk spring

4 Metal plates

5 Friction plates

6 Baffle plate
 7 Pressure equalization chamber

8 Piston chamber

There are two multiplate drive clutches and two multiplate brakes used in
the ZF 9HP48 automatic transmission. Each clutch or brake comprises a
number of friction plates dependent on the output controlled. A typical
clutch or brake consists of a number of steel outer plates and inner plates
with friction material bonded to each face.

The drive clutches have both the friction plate and the metal plates rotating
when the clutch is open. Multiplate brakes have either the friction plate or
the metal plate rotating, with one fixed stationary.

CLUTCH / BRAKE OPERATION

Multiplate clutch 'B' Connects the input shaft to sun gear 'S1'

Multiplate clutch 'E' Connects the input shaft to planet carrier 3 and ring gear 4

Multiplate brake 'C' Locks sun gear 'S1'

Multiplate brake 'D' Locks ring gear 2

The multiplate clutch and brake plates are held apart mechanically by a disk
spring and hydraulically by ATF pressure. The ATF pressure is derived from a
lubrication channel which supplies ATF to the transmission components. The
ATF is passed via drillings in the input shaft into the chamber between the
baffle plate and the piston. To prevent inadvertent clutch application due to
pressure build up produced by centrifugal force, the fluid in the pressure
equalization chamber overcomes any pressure in the piston chamber and
holds the piston off the clutch plate assembly. The multiplate brakes do not
require a baffle plate and pressure equalization chamber to compensate for
centrifugal pressure which occurs in a rotating piston.

When clutch application is required, pressure from the ATF pump is applied
to the piston chamber from the supply port. This pressure overcomes the
low pressure fluid present in the pressure equalization chamber. The piston
moves, against the pressure applied by the disk spring, and compresses the
clutch plate assembly. When the pressure falls, the disk spring pushes the
piston away from the clutch plate assembly, disengaging the clutch.

DOG CLUTCHES

Two dog clutches are used on the transmission; dog clutch 'A' connects the
input shaft to sun gear S2 and ring gear R1, and dog clutch 'F' connects sun
gears S3 and S4 to the centering plate mounted in the transmission casing.

Both dog clutches are similar in their operation. Each clutch is operated by
ATF pressure acting on a double acting piston to move the dog clutch into
and out of engagement.

Dog Clutch 'A'

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 ITEM DESCRIPTION

1 Planetary gear set 1

2 Sensing piston

3 Dog 'A'

4 ATF pressure supply for dog clutch 'A' release

5 Input shaft

6 Piston

7 Planet carrier

8 ATF pressure supply for dog clutch 'A' engagement

Dog clutch 'A' is located at the end of the input shaft and is controlled by a
double acting piston located within the input shaft.

A double acting piston is located internally in the input shaft and can move
within the shaft when ATF pressure is applied to either side of the piston.
The piston is connected to the dog 'A' by a pin which moves in a slot in the
input shaft.

Dog 'A' is a sleeve with internal and external splines. Dog 'A' is permanently
engaged with the input shaft via the internal splines. When the piston
moves dog 'A' along the input shaft to the 'closed' position, dog 'A'
engages with splines on the gearset 1 and 2 planet carrier, transferring drive
from the input shaft to the gear set 2. When the dog 'A' is to be
disengaged to the 'open' position, ATF pressure is applied to the opposite
side of the piston and dog 'A' is moved along the input shaft and is
disengaged from the planet carrier. Dog 'A' is in the 'closed' position in
gears 1 through 7.

The dog 'A' has two states; open and closed. The piston cannot determine
if the dog 'A' has travelled its full distance into or out of engagement with
the ring gear carrier or has remained in an intermediate position. The piston
is fitted with a sensing piston and the ATF pressure leakage through the
sensing piston can be measured by the pressure sensor in the sensor unit.

The sensing piston is hollow and moves axially within the piston. Referring
to the below illustration, if ATF pressure is applied to the right side of the
piston, the piston and the sensing piston are pushed to the left. During the
movement of the piston, a small amount of ATF pressure is passed through
the sensing piston. This leakage pressure is measured at the left side of the
piston by the pressure sensor. When the piston has moved fully to the left
and reached its end position, the leakage through the sensing piston is
blocked. The pressure drop on the left side of the piston is sensed and the
TCM can determine the dog clutch 'A' is fully disengaged with the ring gear
carrier.

If the pressure on the left side of the piston does not drop within a specified
shift time, the TCM can determine that the dog 'A' has stopped in an
intermediate position.

The dog clutch 'A' has four possible states of operation as follows:
!

ITEM DESCRIPTION

A Dog 'A' open - piston at end position

B Dog 'A' closing - piston at intermediate position

C Dog 'A' closed - piston at end position

D Dog 'A' opening - piston at intermediate position

1 ATF Pressure applied - dog 'A' open

2 ATF pressure applied - dog 'A' closed

 3 Leakage through sensing piston for pressure sensing.

A. Dog 'A' Open - ATF pressure is applied to the piston from the left side
chamber and the dog clutch 'A' is open. The ATF pressure in the right
chamber is almost zero because the sensing piston is pushed to its limit of
movement and leakage through the sensing piston is prevented.

B. Dog 'A' Closing - ATF pressure is applied from the right side chamber
which starts the piston moving to the left into engagement with the ring
gear carrier. The piston is now in the intermediate position and leakage
pressure is passed through the sensing piston into the left side chamber.
Pressure in the left side chamber can be measured and will be
approximately 2 bar (29 lbf in³).

C. Dog 'A' Closed - ATF pressure is applied to the piston from the right
side chamber, the dog 'A' is closed and fully engaged with the ring gear
carrier. The ATF pressure in the left chamber is almost zero because the
sensing piston is pushed to its limit of movement and leakage through the
sensing piston is prevented.

D. Dog 'A' Opening - ATF pressure is applied to the piston from the left
side chamber which starts the piston moving to the right and disengaging
from the ring gear carrier. The piston is now in the intermediate position
and leakage pressure is passed through the sensing piston into the right
side chamber. Pressure in the right side chamber can be measured and will
be approximately 2 bar (29 lbf in³).

Dog Clutch 'F'

 !

ITEM DESCRIPTION

1 ATF pressure supply - open

2 Spur pinion

3 Angular contact ball bearing race

4 ATF pressure supply - close

5 Pressure sensing leakage hole

6 Sun gear 3 and 4

7 Dog 'F'

8 Bearing support housing

Dog clutch 'F' is located between the multiplate clutch 'E' and planetary
gear set 4. The dog clutch is controlled by a double acting piston located
within the bearing support housing.

Dog 'F' is a sleeve with internal and external splines. Dog 'F' is permanently
engaged on the splines with the bearing support housing, which in turn is
fixed and static within the transmission casing. When dog 'F' is moved to
the closed position, it acts as a brake for sun gears 3 and 4 in planetary gear
set 4.

The dog 'F' has two states; open and closed. Dog 'F' employs a more
simple sensing system than dog 'A'. Dog 'F' is also the piston itself and
does not use a sensing piston. The piston of dog 'F' has a leakage sensing
hole which is used to detect its current position via pressure sensing.

Referring to the below illustration, if ATF pressure is applied to the right

side of the piston, the piston is pushed to the left. During the movement of
the piston, a small amount of ATF pressure is passed through the leakage
sensing hole. This leakage pressure is measured at the left side of the piston
by the pressure sensor in the sensor unit. When the piston has moved fully
to the left and reached its end position, the leakage through the leakage
sensing hole is blocked. The pressure drop on the left side of the piston is
sensed and the TCM can determine that dog clutch 'F' is fully engaged with
sun gears 3 and 4.

If the pressure on the left side of the piston does not drop within a specified
shift time, the TCM can determine that the dog 'F' has stopped in an
intermediate position.

The dog clutch 'F' has four possible states of operation as follows:
!

ITEM DESCRIPTION

A Dog 'F' open - piston at end position

B Dog 'F' closing - piston at intermediate position

C Dog 'F' closed - piston at end position

D Dog 'F' opening - piston at intermediate position

1 ATF Pressure applied - dog 'F' open

2 ATF pressure applied - dog 'F' closed

 3 ATF pressure applied - dog 'F' in intermediate position

4 Leakage through leakage sensing hole for pressure sensing

A. Dog 'F' Open - ATF pressure is applied to the piston from the right side
chamber and the dog clutch 'F' is open. The ATF pressure in the left
chamber is almost zero because the piston is pushed to its limit of
movement and leakage through the leakage sensing hole is prevented.

B. Dog 'F' Closing - ATF pressure is applied from the left side chamber
which starts the piston moving to the right into engagement with the sun
gears 3 and 4. The piston is now in the intermediate position and leakage
pressure is passed through the leakage sensing hole into the right side
chamber. Pressure in the right side chamber can be measured and will be
approximately 2 bar (29 lbf in³).

C. Dog 'F' Closed - ATF pressure is applied to the piston from the left side
chamber, the dog 'F' is closed and fully engaged with the sun gears 3 and 4.
The ATF pressure in the right chamber is almost zero because the piston is
pushed to its limit of movement and leakage through the leakage sensing
hole is prevented.

D. Dog 'F' Opening - ATF pressure is applied to the piston from the right
side chamber which starts the piston moving to the left and disengaging
from the sun gears 3 and 4. The piston is now in the intermediate position
and leakage pressure is passed through the leakage sensing hole into the
left side chamber. Pressure in the left side chamber can be measured and
will be approximately 2 bar (29 lbf in³).

One-Way Clutch - Torque Converter

 !

ITEM DESCRIPTION

A Unlocked condition

B Locked condition

1 Roller

2 Cage

3 Spring

4 Inner race

The roller clutch uses parallel rollers, located between the smooth,
cylindrical inner race and the inclined cam faces of the clutch body. Springs
are used to hold the rollers in position between the two contact faces.

When the clutch is rotated in a clockwise direction, the rollers become

trapped between the inner race and the inclined cam faces of the clutch
body, providing positive (locked) rotation of the inner race, locking the
clockwise rotation of the stator. When the clutch is rotated in a clockwise
direction, the rollers are moved away from the inclined cam faces and can
rotate freely (unlocked) with the clutch body, this allows the torque
converter stator to rotate freely when the vehicle is decelerating.

PLANETARY GEAR TRAINS

 !

ITEM DESCRIPTION

1 Gear set 1

2 Gearset 2

3 Gear set 3

4 Gear set 4

The planetary gear trains used on the 9HP48 transmission comprise four
planetary gear sets; GS1, GS2, GS3 and GS4.

Engine torque is transferred, via operation of single or combinations of

multiplate clutches, multiplate brakes and two dog clutches, to the four
planetary gear trains. The gear trains are controlled by reactionary inputs
from the multiplate clutches to produce the nine forward gears and one
reverse gear. The gear ratios are as follows:

GEAR 1ST 2ND 3RD 4TH 5TH 6TH 7TH 8TH 9TH REVERSE

Ratio 4.713 2.842 1.909 1.382 1.00 0.808 0.699 0.580 0.480 3.830

Sun gear S2 of gear set GS2 has additional internal gearing and also
operates as the ring gear R1 of gear set GS1.

Ring gear R3 is connected to planet carrier PC1 and PC2 and therefore
rotates in the same direction and speed as the planet carrier.

Gear sets GS3 and GS4 are connected via a joint sun gear S3/S4 as a
Simpson planetary gear set.

Ring gear R4 is connected to planet carrier PC3 and therefore rotates in the
same direction and speed as the planet carrier.

Final output from the transmission occurs via gear set GS4 via a spur gear to
the differential.

POWER FLOW

Operation of the transmission is controlled by the TCM which electrically

activates various solenoids to control clutches to achieve the required
transmission gear selection. The sequence of solenoid activation is based on
programmed information in the TCM memory and physical transmission
operating conditions such as vehicle speed, throttle position, engine load
and the TCS position.
!

ITEM DESCRIPTION

1 Torque converter lock-up clutch

2 Torque converter

3 Torque converter one-way clutch

4 Multiplate cutch 'E'

5 Dog clutch 'F'

6 Planetary gears P4

7 Ring gear R4

8 Ring gear R3

9 Planetary gear P3

10 Sun gear S4

11 Sun gear S3

12 Dog clutch 'A'

13 Sun gear S1

14 Planetary gear P1

15 Ring gear R1
 16 Sun gear S2

17 Planetary gear P2

18 Ring gear R2

19 Multiplate brake 'D'

20 Multiplate brake 'C'

21 Multiplate clutch 'B'

Solenoid Operation

The following table shows the clutches that are closed to achieve the
required gear ratios.

GEAR MULTIPLATE MULTIPLATE MULTIPLATE MULTIPLATE DOG DOG

CLUTCH 'C' CLUTCH 'D' CLUTCH 'B' CLUTCH 'E' CLUTCH CLUTCH
(BRAKE) (BRAKE) 'F' 'A'

1 X X X

2 X X X

3 X X X

4 X X X

5 X X X

6 X X X

7 X X X

8 X X X

9 X X X

R X X X

X = Clutch closed

In neutral, all of the solenoids are de-energized and the clutches and brakes
are all disengaged, with the exception of dog clutch 'F' which is engaged
when the transmission is in neutral. This allows rotation from the input shaft
to rotate the planetary gear sets without transferring any drive to the
differential.

PARK LOCK

ITEM DESCRIPTION

1 Park lock lever - Connection with park lock actuator spool valve

2 Selector shaft Service Park Release (SPR) lever

3 Park rod

4 Spring

5 Park lock pawl

6 Spring

7 Differential spur gear

8 Park lock gear

 9 Park lock lever - Connection with PARK (P) sensor

The park lock comprises a selector shaft, a park lock lever, a shift rod, a park
lock pawl and a park lock gear.

The park lock is electronically and hydraulically actuated via a control

solenoid and a spool valve, which are located in the valve block. A slot in
the spool valve engages with a connection with a lever on the selector shaft.
A second connection on the lever engages with the PARK (P) sensor which is
part of the sensor unit. Refer to the 'Valve Block' and 'Sensor Unit' sections
in this section for details of the individual components.

When the control solenoid is actuated, the park lock spool moves, rotating
the park lock lever. The rotary motion of the lever is converted to linear
movement of the shift rod which moves in the required direction to apply or
release the park lock pawl from the park lock gear.

Service Park Release (SPR)

The SPR is a mechanical procedure which requires removal of the air filter
housing for access. The procedure is required when there has been a loss of
vehicle electrical power or a failure to the automatic transmission preventing
release of the park lock.

The following procedure must be used to release the park lock before
moving the vehicle. The vehicle must be held by either the electric park
brake or wheel chocks to prevent it unintentionally moving when the park
lock is released.
 !

ITEM DESCRIPTION

A SPR engaged

B SPR released

1 5mm locking pin

Apply SPR

Make sure that the ignition is off (power mode 4)

Remove the air filter assembly to get access to the SPR lever on the
automatic transmission

Rotate the SPR lever in a counter clockwise direction until the slot in the
SPR lever aligns with a corresponding hole in the automatic transmission
casing

Hold the SPR lever in this position and insert a suitable 5mm diameter
locking pin (Allen key for example) through the slot in the SPR lever and
into the hole in the automatic transmission casing

The vehicle can now be moved.

Release SPR

Remove the 5mm diameter locking pin from the SPR lever

Make sure the SPR lever has moved fully clockwise and the park lock is
engaged

Replace the air filter assembly.

TRANSMISSION CONTROL MODULE (TCM)

The TCM is located on the top of the automatic transmission casing and is
connected on the high speed CAN powertrain systems bus to send and
receive information to and from other system modules.

The TCM outputs signals to operate the transmission solenoid valves to

control the hydraulic operation of the transmission.

The ECM (engine control module) supplies the engine management data on
the high speed CAN powertrain systems bus. The TCM requires engine data
to efficiently control the automatic transmission operation, using for
example; crankshaft torque, engine speed, accelerator pedal angle, engine
temperature etc.
The TCM processes signals from the transmission speed and temperature
sensors, ECM and other vehicle systems. From the received signal inputs
and pre-programmed data, the TCM calculates the correct gear, torque
converter clutch setting and optimum settings for gear shift and lock-up
clutch control.

The steering angle sensor and the ABS (anti-lock brake system) module also
supply data to the TCM on the high speed CAN powertrain systems bus.
The TCM uses data from these systems to suspend gear changes when the
vehicle is cornering and/or the ABS module is controlling braking or traction
control.

The transmission is controlled by a 'shift by wire' system. The TCS is

connected to the TCM on the high speed CAN powertrain systems bus.
Driver selections made on the TCS are passed via CAN messages to the
TCM.

If the TCM, the transmission or the valve block is replaced, a diagnostic

routine using an approved Land Rover diagnostic system will be required to
calibrate the TCM to learn the Touchpoint Adaptions. Refer to 'Touchpoint
Adaptions' and 'Clutch Adaptions' later in this section.

INSTRUMENT CLUSTER

NOTE:

The following illustration shows the display when the transmission is

in CommandShift™ mode. PRNDS is displayed during normal
transmission operation.
 !

ITEM DESCRIPTION

1 Malfunction Indicator Lamp (MIL)

2 Gear indicator (Dynamic mode)

3 Transmission indicator

The instrument cluster is connected to the TCM via the high speed CAN
powertrain systems bus. Transmission status is transmitted by the TCM and
displayed to the driver in the instrument cluster.
For additional information, refer to: Instrument Cluster (413-01 Instrument
Cluster, Description and Operation).

Malfunction Indicator Lamp (MIL)

The MIL (malfunction indicator lamp) is located in the upper right side of the
instrument cluster, within the tachometer. Transmission related faults which
may affect the vehicle emissions output will illuminate the MIL.

The MIL is illuminated by the ECM on receipt of a relevant fault message

from the TCM on the high speed CAN powertrain systems bus. The nature
of the fault can be diagnosed using a Land Rover approved diagnostic
system which reads fault codes stored in the memory.

Transmission Status Display

The transmission status display is located in the central Thin Film Transistor
(TFT) message display in the instrument cluster. The display shows the
selected P R N D S position and the current selected gear in normal
transmission modes. In Drive 'D' the current gear is not displayed unless the
paddle switches are operated.

In Dynamic (Sport) mode, the selected transmission gear is displayed in a

central position in the TFT display.

DRIVING MODES

A number of different driving modes are available. Some can be selected by

the driver and some are automatically initiated by the TCM to adapt to
different driving conditions.

Normal

Sports

Manual 'CommandShift™'

Cooling

Hill Descent Control (HDC)

Cruise

Limp home

Coast

Fast off recognition

Uphill and Trailer

Downhill

Wide Throttle

Terrain Response
 Reverse lock-out

Kick-Down

Shift Adapt Under Braking

Corner Recognition

Road Gradient Recognition

Driver Type Recognition

Normal

Normal mode is automatically selected by the TCM when the ignition is

switched on (ignition mode 6). In this mode all automatic and adaptive
modes are active. Normal mode uses gear shift and lock-up maps which
provide the optimum of fuel consumption, emissions and driveability,
depending on the driving style.

If the transmission is operated in sport mode or 'CommandShift™' mode

and the TCS is moved back to the drive 'D' position, then normal mode
operation is resumed.

Sports

Sports mode provides enhanced acceleration and responsiveness by the use

of sports shift maps. This mode allows the transmission to down shift more
readily and hold gears for longer at higher engine speeds.

Manual 'CommandShift™'

Manual 'CommandShift' mode allows the transmission to operate as a semi-

automatic transmission. The driver can change up and down the nine
forward gears with the freedom of a manual transmission provided the
requested gear is within the allowed engine and vehicle speed range.

Shift maps are provided to protect the engine at high speeds. The TCM will
automatically change up to a higher gear ratio to prevent engine overspeed
and change down to a lower gear ratio to avoid engine laboring and
stalling.

When kick-down is requested the TCM shifts down to the lowest available
gear. When the vehicle is stationary, the driver can select 1st or 2nd to start
off.

Upshifts (+) are optimized for performance via the short shift function,
resulting in firmer feeling shifts than in automatic mode. Downshift requests
(-) utilize a throttle 'blip' during the shift, resulting in an improved shift feel.

Temporary Manual Gear Selection

With the TCS in the 'D' position, manual mode can be directly accessed by
the single action of operating one of the steering wheel paddle switches.
This allows immediate, but temporary use of the shift paddles when the TCS
is in 'D'. If continued use of manual mode is required, the TCS must be
moved to the Sport 'S' position to enter permanent manual mode in the
currently selected gear.

If the TCS remains in the 'D' position, temporary manual mode will be held
while the driver is accelerating, decelerating, cornering or continuing to
request shifts using the paddle switches. The transmission will revert back to
automatic operation after a short period of driving at a steady speed.
Alternatively, the upshift (+) paddle can be held for approximately 2
seconds to return to automatic mode in TCS position 'D'.

Permanent Manual Gear Selection

Select the 'S' position on the TCS, permanent manual mode is then
accessed by the operation of the steering paddle switches. The instrument
cluster message center will show the currently selected gear. To exit from
manual mode, pull and hold the upshift (+) paddle switch for approximately
2 seconds to return to automatic operation in Sport (S) mode. Alternatively,
rotate the TCS to the 'D' position; the transmission will revert to 'D'
automatic mode.

Manual Operation
Upshifts are performed using a brief operation of the upshift (+) paddle
switch. Downshifts are performed using the downshift (-) paddle switch. The
message center will display the selected gear.

The transmission will inhibit upshifts and downshifts if the requested shift
would result in an engine speed outside the engine's operating range.

Commandshift™ - Additional Features

Kick-Down: - Operation of kick-down mode will override the currently

selected gear. The lowest available gear will be selected for maximum
acceleration and will be highlighted in the message center. Subsequent
manual shifts may then be selected as usual.

Positive Torque: - Provides throttle 'blips' on downshifts, improving

transmission shift quality and response.

Shift Assist: - The transmission will automatically upshift at the engine

speed redline in CommandShift mode, as if operated manually. The
transmission will automatically downshift, when the engine speed falls
below the range for the currently selected gear. When the vehicle
approaches, or comes to rest, second gear is automatically selected.
Subsequent starts from standstill will occur in second gear, unless
accelerator pedal demand is high or a downshift is manually selected, in
which case first gear will be selected. In all cases the message center will
show the currently selected gear.

During sustained braking, if a downshift is selected at a speed which would

result in an engine speed outside the engine's operating range, the
downshift will be delayed until the vehicle speed has reduced sufficiently for
the gear selection to be made, without causing the engine speed to exceed
its normal operating range.

Cooling

Cooling mode is activated when the TCM detects excessively high ATF or
engine coolant temperatures. When this mode is active, torque converter
lock-up is activated earlier to minimize a further rise in ATF and/or engine
coolant temperature and assist ATF cooling.

Hill Descent Control (HDC)

The HDC mode assists the ABS control module in controlling the downhill
speed of the vehicle. When HDC is active, the TCM selects the most
appropriate gear for the descent to maximize engine braking.

Maximum engine braking is applied using a shift map which initiates later
upshifts and early downshifts.

Cruise

When speed control is activated, the TCM receives a speed control active
message on the high speed CAN powertrain systems bus. The TCM
activates a speed control map which minimizes up and down shifts.

Cruise mode is active when speed control is selected to 'on' and the
transmission is in drive 'D', Sport 'S', HDC or a Terrain Response
Grass/gravel/snow program. Unique cruise maps override the current mode
to provide a smooth driving feel and mode reselection.

Limp Home

If a transmission fault is detected by the TCM, the TCM adopts a limp home
strategy and a message 'TRANSMISSION FAULT LIMITED GEARS
AVAILABLE' is displayed in the message center. If the fault has an effect on
engine emissions, the MIL in the instrument cluster will also be illuminated.

In limp home mode, P, R and N functions operate normally (if the fault
allows these selections) and the TCM locks the transmission in an available
gear to allow the driver to take the vehicle to a Land Rover dealer or
approved repairer. Torque converter lock-up is disabled and reverse-lock-
out will not function.

If the vehicle is stopped and subsequently restarted in the limp home mode
condition, the TCM operates normally until the fault which caused the
condition is detected again.

Coast

Coast mode provides earlier downshifts during coasting dependant on

output shaft deceleration rate to improve driveability and refinement by
avoiding negative to positive driveline torque reversal transmissions during
the downshifts.

Fast Off Recognition

Fast off recognition is activated when the TCM detects that the driver has
released the accelerator pedal quickly. This is detected by the TCM
monitoring for a high level of negative pedal angle from ECM signals on the
high speed CAN Powertrain systems bus. If this condition is detected, the
TCM holds the current gear ratio to allow the driver to complete the
manoeuvre without the need for a downshift. The mode can remain active
for a predetermined length of time or if the driving style remains passive.

Fast off recognition mode assists vehicle stability and is used in conjunction
with a lateral acceleration input during cornering to maintain the current
gear until the corner is negotiated.

Uphill and Trailer

Uphill and trailer mode can be active when the transmission is operating in
normal, sport or Terrain Response modes. When the vehicle is pulling a
trailer or driving up an incline, the TCM detects the increased resistance by
monitoring engine torque and speed signals received from the ECM on the
high speed CAN powertrain systems bus and also transmission output shaft
speed sensor signals. Uphill and trailer mode will provide downshifts to
prevent a drop in transmission torque output and maintain driving force.

Downhill

Downhill mode can be active when the transmission is operating in normal,

sport or Terrain Response modes. When the vehicle is descending an
incline, the TCM detects a reduction in resistance by monitoring engine
torque and speed signals received from the ECM on the high speed CAN
powertrain systems bus and also transmission output shaft speed sensor
signals. Downhill mode assists engine braking by selecting an appropriate
gear reducing the load required on the brakes.

Wide Throttle

Wide open throttle mode operates for part throttle upshifts and kick-down
upshifts. It provides consistent wide open throttle upshift performance
under all driving conditions. The full engine speed range is used in all
driving modes; normal, sport, hill modes and CommandShift™.
Compensation is used for delays (hydraulic and electronic) in gear change
request to gear change start to provide smooth changes and correct shift
point correction.

Terrain Response

The Terrain Response system has a unique set of shift maps for each of the
Terrain Response programs. These programs override existing modes; for
example when HDC is active and the 'Sand', 'Mud and Ruts' or
'Grass/Gravel/Snow' programs are selected, a specific Terrain Response
map is used, not the HDC mode shift map detailed previously.

Reverse Lock-Out

If the TCS is moved from N to R and the vehicle is travelling forwards,

reverse selection is prevented if the vehicle speed is 5 km/h (3 mph) or
more.

The same strategy is applied if the vehicle is moving backwards and D or S

are selected on the TCS, the selection will be prevented if the vehicle speed
is 5 km/h (3 mph) or more.

Kick-Down
When D is selected and the accelerator pedal is fully depressed, the
transmission will down-shift to the lowest appropriate gear. Once the
accelerator pedal is returned to a normal driving position, the transmission
will upshift to the highest appropriate gear. Kick-down will vary according to
road speed, current gear selection and accelerator pedal movement.

Shift Adapt Under Braking

Under braking, the transmission will vary the downshift point in proportion
to braking effort and road gradient. This feature works in conjunction with
the positive torque function, resulting in a smoother down-shift. If Sport
mode S is selected, driver type recognition will vary the activation of this
feature according to driving style.

Corner Recognition

Corner recognition inhibits up-shifts during cornering to provide improved

vehicle balance. If Sport mode S is selected, driver type recognition will vary
the activation of this feature according to driving style.

Road Gradient recognition

When the vehicle is driven on an uphill gradient, the transmission adapts the
shift pattern to make better use of the engine power.

When the vehicle is driven on a long downhill gradient, the transmission

may automatically select a lower gear to increase engine braking. Selecting
Sport mode S will increase the tendency of the transmission to select a
lower gear in these conditions, further increasing engine braking.

It is also possible to select a lower gear to increase engine braking using the
gear shift - paddle switch.

Driver Type Recognition

In Sport mode S, the transmission monitors driving style and in combination

with other vehicle systems, varies the shift schedule, fast off, corner
recognition and shift adapt under braking functions according to the driving
style.

TRANSMISSION FAULT STATUS

If the TCM detects a fault with the transmission system, it will enter a
default (limp home) mode to prevent further damage to the transmission
and allow the vehicle to be driven. If possible reverse gear will be available
and also 3rd gear only.

When a fault is detected, a high speed CAN powertrain systems bus

message is sent from the TCM and is received by the instrument cluster. The
instrument cluster illuminates the MIL (if required) and displays an applicable
message in the message center.
For additional information, refer to: Instrument Cluster (413-01 Instrument
Cluster, Description and Operation).

Some transmission faults may not illuminate the MIL or display a fault
message, but the driver may notice a reduction in shift quality.

TOUCHPOINT ADAPTIONS

The transmission is supplied by ZF with Touchpoint Adaptions set in the

Transmission Control Module (TCM) at the factory which match the
transmission to which the TCM is attached.

CAUTION:

TOUCHPOINT ADAPTIONS MUST ONLY BE PERFORMED WHEN A

NEW TCM OR A TCM FROM ANOTHER VEHICLE HAS BEEN
FITTED. UNDER NO OTHER CIRCUMSTANCES MUST
TOUCHPOINT ADAPTIONS BE PERFORMED. Resetting Touchpoint
Adaptions for any reason other than replacing the TCM could
result in poor shift performance if the procedure is carried out
unnecessarily.

Before performing a diagnostic Touchpoint Adaption reset procedure using

an approved Land Rover diagnostic system, ensure the following conditions
are applied:

the Automatic Transmission Fluid (ATF) is at a temperature greater than 30

degrees C (86 degrees F)

the Transmission Control switch (TCS) is in the 'Park' position

the vehicle is stationary

the engine is running at idle speed

Brake pressure applied using the foot brake

the Electric Parking Brake (EPB) is applied and held on manually to ensure
it does not release when 'Drive' is selected

no faults or Diagnostic Trouble Codes (DTCs) are present in the TCM.

NOTE:

If the EPB is allowed to release, the Touchpoint Adaption reset

procedure will be terminated.

When the transmission is built, it is tested at the ZF factory to determine

how much electrical current is required by each Pressure Control Valve (PCV)
to attain a datum engagement point. The engagement (Touchpoint) is
determine by a predefined level of friction in the clutch plates.

This data is stored with the serial number of the transmission and the same
data is written to the TCM fitted to that transmission. This ensures that each
transmission has a uniform performance.

If the Touchpoint Adaption data is not available because the TCM or the
transmission has been replaced, the Touchpoint Adaptions contained in the
TCM will be incorrect for the transmission. This will result in harsh clutch
engagements and could cause damage to the transmission.

Using the Touchpoint Adaptions learning routine in the approved Land

Rover diagnostic system, enables the TCM to establish the Touchpoint for
all the clutches. Once the Touchpoint Adaptions have been learnt, the
Clutch Adaptions routine must be performed to further refine the
transmission operation.

CLUTCH ADAPTIONS

When the vehicle is driven, the TCM monitors and refines the clutch
pressures and engagement points to maintain smooth transition between
gear changes.

After certain service operations, the Clutch Adaptions may need to be reset
to restore optimum performance of the transmission.

When the vehicle is driven, the TCM monitors the gear changes. When the
TCM determines that smooth and reliable changes are occurring, it initiates
a Clutch Adaptions learning cycle. The learning cycle determines if higher or
lower PCV pressures are required or if PCV timing can be improved to apply
smoother gear change transitions. The dynamic behaviour of each clutch is
monitored and can be compensated for. The TCM will also monitor static
engagement when the vehicle is stationary.

The Clutch Adaptions are initially started after a reset with drive cycles
including the ability to cruise at various speeds. The fully Clutch Adaptions
are achieved gradually over many drive cycles.

The Clutch Adaptions ensure that the transmission provides smooth gear
changes without slip for the life of the transmission. The Clutch Adaptions
compensate for wear providing that the Touch Adaptions were correct for
the static calibration of the transmission.

The Clutch Adaption process compensates for assembly build tolerances in

the hydraulic system, mechanical tolerances of the transmission components
to include friction and electrical tolerances for example resistance and
inductance. All of these can affect the dynamic behaviour of the
transmission.
The Clutch Adaptions ensure that the TCM is operating at its optimum
operating parameters adjusted to suit the individual characteristics of the
transmission. The TCM to a lesser extent, also adjusts to the characteristics
of the driver and vehicle.

NOTE:

Some drivers and their driving style may inhibit the Clutch Adaption
process, which can lead to transmission driveability issues over a
period of time.

ENGINE SPEED AND TORQUE MONITORING

The ECM constantly supplies the TCM with information on engine speed
and torque through messages on the CAN powertrain systems bus. The
TCM uses this information to calculate the correct and appropriate timing of
shift changes.

If the messages are not received from the ECM, the TCM will implement a
back-up strategy to protect the transmission from damage and allow the
vehicle to be driven.

In the event of an engine speed or torque signal failure, the transmission will
adopt the electrical limp home mode with the transmission operating in a
fixed gear.

TOWING FOR RECOVERY

 WARNING:

Ensure that the remote handset remains in the vehicle whilst the
vehicle is being recovered. Removing the remote handset will engage
the steering lock, which will prevent the vehicle from steering
correctly.
If the engine cannot be run whilst the vehicle is being recovered,
there will be no power assistance for the steering or brakes. This will
result in greater effort being required to steer or slow the vehicle.

CAUTION:

The vehicle should not be towed more than required to load to a

trailer or recovery vehicle.

NOTES:

The recommended recovery method is by trailer or recovery

vehicle.

Where recovery to a vehicle or trailer is not possible (for example

vehicle is off-road), the vehicle can be towed with all 4 wheels on
the ground for a distance of up to 10 km (6.2 miles) at a speed no
greater than 25 Km/h (15 mph). The Service Park Release (SPR)
procedure must be used to disengage the park lock.

Secure the towing attachment from the recovery vehicle to the front towing
eye.

Ensure the remote handset is in the vehicle and switch on the ignition
(power mode 6) by pressing the start/stop button once.
 NOTE:

Leaving the ignition switched on for extended periods will cause the
battery to drain.

The Service Park Release (SPR) procedure must be used to disengage the
park lock.

Release the electric park brake.

Tow the vehicle onto the trailer or recovery vehicle.

Apply the electric park brake and manually disengage the SPR, remove the
pin and ensure the park lock lever is in the correct position to engage the
park lock.

Switch off the ignition (power mode 4) and remove the remote handset
from the vehicle.

CAUTION:

The vehicle cannot be towed in a reverse direction.

SYST E M O P E R AT I O N

Operation of the transmission is controlled by the TCM, which electrically

activates various solenoids to control the transmission gear selection. The
sequence of solenoid activation is based on programmed information in the
TCM memory and physical transmission operating conditions such as vehicle
speed, throttle position, engine load and rotary TCS position.

Engine torque is transferred, via operation of combinations of clutches to

the planetary gear trains. The gear trains are controlled by reactionary
inputs from brakes and clutches to produce the 9 forward gears and 1
reverse gear.

The shift elements (clutches and brakes) are actuated hydraulically. Fluid
pressure is applied to the required clutch and/or brake, pressing the plates
together and allowing drive to be transmitted through the plates. The
purpose of the shift elements is to perform power-on shifts with no
interruption to traction and smooth transition between gear ratios.

CONTROL DIAGRAM

NOTE:

A = Hardwired; AN = High speed CAN Powertrain systems

!

ITEM DESCRIPTION

1 Transmission Control Module (TCM)

2 Central Junction Box (CJB)

3 Transmission Control Switch (TCS)

4 Engine Control module (ECM)

5 Anti-lock Brake System (ABS) control module

6 Instrument cluster

7 Valve block

8 Transmission Control Switch (TCS)

9 Ground

10 Fuse - ignition supply from ignition relay

11 Ignition relay (CJB)

12 Fuse - Permanent battery supply