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304 Posts
Discussion Starter #1

I have a list of parts for the IPace, and I want to know what that part is for, what is the description.
The part numbers I have are like
I have hundreds of those that comes from sniffing the CANbus.
Do you have an idea how I can have a description for each of them ?
Do you think that I can find that on Topix if I buy a one day subscription ?

Premium Member
19 I-pace HSE Polaris/Fuji white with most options and a lot of accessories
1,055 Posts
You may find some of them by checking a list from your car. Tedious though.


304 Posts
Discussion Starter #3
Retro engineering the CANbus IS tedious... :) I already have a ton of technical doc that I took from the TOPix web site, so I can probably localize the ECU on a diagram, but accessing physically those modules could be hard without dismantling the car.

304 Posts
Discussion Starter #4
Someone on another Jaguar forum helped me on this. he gave me this (short name for each ECU), that will be very helpful to narrow the investigation.

706 - ipma
710 -
716 - sdlc
720 - ipc
726 - bcm
730 - pscm
731 - rfa
732 - gsm
733 - hvac
734 - hcm
736 - pam
737 - rcm
740 - ddm
741 - pdm
742 - drdm
743 - prdm
744 - dsm
746 - epic
747 - epicb
751 - tpm
752 - omm
753 - dcdc
754 - tcu
764 - z-flr
775 - rgtm
785 -
792 - atcm
797 - sasm
7a2 - idma
7a3 - psm
7a4 - aam
7b1 - cmr
7b2 -
7b3 - imc
7c3 - hcmb
7c4 - sodl
7c6 - sodr
7e0 - pcm
7e2 - bbm
7e4 - becm
7e5 - bccm
7e6 - abs

304 Posts
Discussion Starter #5
Update: I am progressing in my quest of hidden valuable data .Now, with the latest sample data I collected this morning (ext. temp is -14c) I am 95% sure that the battery temperature can be read on the CANbus on ECU ID 7E4[7EC] (BECM), and the PID for the battery temperature are 0x492B, 0x492C, 0x492D, 0x492E, 0x492F, 0x4930. These are the 6 values for the 6 plates in the battery. The EV battery coolant outlet temperature sensor is on 7E4[7EC]:0x491B, and the EV battery coolant inlet temperature sensor is on 7E4[7EC]:0x491C. The formula for those temperature is (value-40), and the result is in deg celcius. The external ambient temperature can be read on the HVAC module 733[73B]:0x9924, and the formula is (value*0.5 -40). If you have a way to read the High Speed CANbus (pin 6/14 on the diagnostic connector), ie. TorquePro, you can read it yourself.
Now my next quest will be the Volt and Amp of each 36 cells of the battery. or 9 x 4 group of 108 pouchs.

My findings are gathered here : IPace PID

304 Posts
Discussion Starter #7
I never wrote an app for IOS nor Android, but the TorquePro App can be customized and can take any PID defintion, and visualize it.
I found something interesting today. On the BECM module, on PID 0x4910, 0x4911, 0x4914, I have a value of about 9650 on each (more or less, not exactly the same value, but very close) when the car was at 100% of battery, the value was at 8950 when the battery was at 93%, 7900 when the battery was at 83%, 5800 when the battery was at 60%, and 1100 when the battery was at 8%.
If I divide those 3 values by 100 (why 3? ) it seems to be the real % of the battery, not the one the dash is displaying. If I do some linear regression on those value, I have this

0 %3,661186291
8 %10,9709276
60 %58,48424613
82 %78,58603474
100 %95,03295269

It looks like, in my case, when the dash says 0%, it is in fact 3.6%, and when the dash says 100%, it is in fact 95%

304 Posts
Discussion Starter #8
PID 0x4913 on BECM seems to be the max regen:
  • 2 bytes
  • when battery is fully charged => 0
  • when battery SOC =93%, 950
  • when battery SOC =82, 4600
  • when battery SOC =60, 10600
  • when battery SOC =8, 15000

So if you take that value and divide by 100, this gives 150kw at 8% of SOC, 106kw at 60%, etc...

304 Posts
Discussion Starter #9
PID 0x498f on BCCM seems to be the Voltage of the charger plugged in the car
Unplug: 0
plug on 240v:
  • 76 7a
  • 77 32,
  • 79 18,
  • 76 8d,
Plug on 120v:
- 38 2a

If you take that (value / 128), you have something close to 240 or close to 110.

304 Posts
Discussion Starter #10
In the BECM module, PID 0x4901, 0x4909, 0x490e ,0x490f are all within the same value range (36000-44000). If we divide them by 100, that could be a battery voltage.
Since the battery pack is organized with 9 cells in serie, and 4 groups of 9 cells in parallel, I am expecting to have 4 values for these 4 groups in the range of 36000-44000. That's what we have.
Now I am looking for the Amp (something around 58Ah per cell, or 232Ah per row

304 Posts
Discussion Starter #11
Here is that I found/guess for the BECM module, so far

4901Voltage for battery row#1 (9 modules)(256A+B)/100Volt
4903Max voltage of the pouch cells(256A+B)/1000Volt
4904Min voltage of the pouch cells(256A+B)/1000Volt
4905Maybe a temperature of a component ??(A*0.5)-40
4906Maybe a temperature of a component ??(A*0.5)-41
4907Maybe a temperature of a component ??(A*0.5)-42
4908Maybe a temperature of a component ??(A*0.5)-43
4909Voltage for battery row#2 (9 modules)(256A+B)/100Volt
490aMaybe a temperature of a component ??(A*0.5)-43
490cBattery current in and out((256A+B)-0x8000)/24 or 25Amp
490eVoltage for battery row#3 (9 modules)(256A+B)/100Volt
490f Voltage for battery row#4 (9 modules)(256A+B)/100Volt
4910Average Battery SOC(256A+B)/100%
4911Min Battery SOC(256A+B)/100%
4912??? Battery current ???(256A+B)/160Amp
4913Max Regen(256A+B)/100Kw
4914Max Battery SOC(256A+B)/100%
491bEV battery coolant outlet temperatureA-40DegC
491cEV battery coolant inlet temperatureA-40DegC
491eset of bit / flag
4920maybe some voltage256A+BVolt
4921maybe some voltage256A+BVolt
4923set of bit / flag
492bBattery CSC #1 temperatureA-40DegC
492cBattery CSC #2 temperatureA-40DegC
492dBattery CSC #3 temperatureA-40DegC
492eBattery CSC #4 temperatureA-40DegC
492fBattery CSC #5 temperatureA-40DegC
4930Battery CSC #6 temperatureA-40DegC
4944set of bit / flag
4945set of bit / flag
494eset of bit / flag
497amaybe some voltage256A+BVolt
497bmaybe some voltage256A+BVolt
497cmaybe some voltage256A+BVolt
4981maybe some voltage256A+BVolt
d10eset of bit / flag
dd00Elapse time since factory built(16777216*A+65536*B+256*C+D)/10Second

131 Posts
In reply to your first post in this series:
I find that looking at a parts list for I-Paces on the web, I find only items that start with T4K are originally designed for I-Paces. If it is from another vehicle and used in an I-Pace it will have another 3 characters in the first part of the number. Such as:
Sensor Drive motor battery pack temperature sensor=JDE1634 probably used on other Jags
Battery Control Module - P. ECM= T4K4069
Main Battery=T4K13288 (=$37,966.50, on sale!)
Control Module for transmission= T4K11700
Drive motor Battery Pack control Module=T4K8506
Module-EV Battery. Regulator Module=T4K4888
By searching the parts list I do not find the parts you have listed. I am not real familiar with how to search the parts, but I suspect they have different identifier numbers/names for the bus, than they do for part numbers.

304 Posts
Discussion Starter #13
It looks like JLR has many ways to identify parts. I think those numbers like "JPLA-xxx" are the way they call the parts on the assembly line. Every module has a hardware number, software number, ... and then, the individual parts you can buy at the dealer is named TK4...


304 Posts
Discussion Starter #14
Some new PIDs on HVAC ECU (733)....
  • the PID 99BF seems to be the fan RPM. With fan on speed 1, it gives 3500, on speed 2, it gives 5500, speed 3, 6000, on speed 4, 6600, on speed 5, 6900, and speed 6 and 7, 7000. Direct value, no formula.
  • PID 9854 ,9855 ,9856 ,9857 are 4 temp sensors for the four seats in the cabin, with a good guess for 9856 for the driver's seat, and 9857 for passenger's seat. Formula is (value/5-16).
  • PID 981C may be the current on the heater,
  • PID 9805 seems to be related to the fan rotation, but it is not the RPM. Maybe the voltage on fan ?

304 Posts
Discussion Starter #15
Some PIDs on the TPMS ECU (751):
  • 0x2076, 0x2077, 0x2078, 0x2079 are the pressure for the four wheels in kPa, just like the value in the API
  • PID 0x2A0A, 0x2A0B, 0x2A0c, 0x2A0D are the temperature of the tire. Formula is (value-50)

304 Posts
Discussion Starter #16
Today, after a full night in the cold of the driveway (all componants were at about -10c to -15c), I have programmed a departure at 12:00 and started to monitor all temperature sensors I have access to in BECM and BCCM module (there is more than 35 of them) to see which could behave like a 600kg battery temperature sensor that need to warm up. Here is a graph of the 5 sensors out of the 35 that are really good candidates (the last one is the ambiant temp) . PID 4905 is the max , 4907 is the average temperature, and 4906 is the min for the battery. I guess 490a is the coolant inlet temperature for the battery, and 4908 is the coolant outlet temperature.
It took 2 hours to warm the battery from -10c to 20c, and the coolant reached 35c. The pre conditioning of the battery stopped when the battery reached 20c at 10:30, well ahead from the 12:00 departure time. The pre conditionning started 3h30 (8:30) before departure time.


121 Posts
Thanks for collecting this data. I wonder why the car started the preconditioning so early? I've read somewhere that the I Pace likes a solid 4 hours to precondition the battery and your data` is consistent with that, but even in harsher than average conditions, that's almost double what's required. After a 15 minute ramp up, the system seems to have a steady increase of 7 to 8 degrees C every 30 minutes. Here in Florida, that should result in a preconditioned battery in 45 minutes in most situations.

I'm sure we've all noticed that the average consumption number starts off relatively high without preconditioning and then drops as you drive. On my standard commute, it will report between upper 40s and low 50s kWh/100 miles to start and then at the end of a 5.5 mile city drive will be down to upper 20s to mid 30s (depending on climate controls mostly). The battery pack seems to hold temperature for 30 minutes in relatively warm Florida conditions. I have a very short drive to a private gym (around 1 mile) and the outbound trip will be near 40 kWh/100 and 30 minutes later, the return will be 28 kWh/100. In running errands that take longer than 30 minutes, I have noticed that the battery pack's ability to passively maintain optimal temperature starts to noticeably degrade after 30 minutes.

304 Posts
Discussion Starter #19
That would be interesting to redo the same test in warmer condition (Here I will have to wait a couple of months...) to see how smart is the precondition.
I will probably redo this test, but include cabin temperature, as well, because the HV heater can only heat one thing at a time, it starts with the battery, and then the cabin. I want to see that in a graph.

Premium Member
19 I-pace HSE Polaris/Fuji white with most options and a lot of accessories
1,055 Posts

It is documented that preconditioning starts approximately 4.5 hours before departure on the probability that the coldest cases would take 4 hours to precondition the battery. The next half hour is for warming the cabin before departure without further battery preconditioning. Reference the third paragraph in the link above.

When I tested the timed departure, as along as there was enough time before departure, the preconditioning took place, then the charger app indicated a small amount of current used to maintain the battery temperature or run control modules (since there was a significant gap until departure), then the car would draw current for the cabin heating phase. My cat was sleeping in the warmer garage. It didn't take long to precondition the battery then it had to wait a couple of hours before departure.
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