2010 ASTON MARTIN V8 VANTAGE engine

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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Comprehensive Component Monitor - Automatic Transmission

General

The MIL is illuminated for all emissions related electrical component malfunctions. For malfunctions
attributable to a mechanical component (such as a clutch, gear, band, valve, etc.), some transmissions are
capable of not commanding the mechanically faile d component and providing the remaining maximum
functionality (functionality is reassessed on each power up). In such case a non-MIL Diagnostic Trouble
Code (DTC) will be stored and, if so equipped, a Transmission Control Indicator Light (TCIL) will flash.
For example on the CD4E transmission, if a gear ratio is not properly obtained and verified due to a
mechanical malfunction, the unobtainable gear is no longer commanded for that power up, the DTC is
stored and the TCIL flashes.

Transmission Inputs

Transmission Range Sensor Check Operation:
DTCs P0705, P0708 (open/invalid pattern for digital TRS)
P0707, P0708 (opens/shorts for analog TRS)
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 30 seconds

Typical TRS check entry conditions : Minimum Maximum
Gear selector position each position for up to 30 seconds 480 seconds

Typical TRS malfunction thresholds:
For digital sensor : Invalid pattern from 3 (or 5) digital inputs or 1 analog circuit open for 5 seconds
For analog sensor : Voltage > 4.8 volts or < 0.2 voltage for 5 seconds


Output Shaft Speed Sensor Functional Check Operation:
DTCs P0720
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 30 seconds

Typical OSS functional check entry conditions : Minimum Maximum
Gear selector position drive
Engine rpm (above converter stall speed) OR 3000 rpm
Turbine shaft rpm (if available) OR 1500 rpm
Output shaft rpm 650 rpm
Vehicle speed (if available) 15 mph

Typical OSS functional check malfunction thresholds:
Vehicle is inferred to be moving with positive driving torque and OSS < 100 to 200 rpm for 5 seconds

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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Turbine Shaft Speed Sensor Functional Check Operation:
DTCs P0715
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 30 seconds

Typical TSS functional check entry conditions: Minimum Maximum
Gear selector position drive
Engine rpm (above converter stall speed) OR 3000 rpm
Turbine shaft rpm (if available) OR 1500 rpm
Output shaft rpm 650 rpm
Vehicle speed (if available) 15 mph
Torque converter lock-up (some applications) 3rd gear only

Typical TSS functional check malfunction thresholds:
Vehicle is inferred to be moving with positiv e driving torque and TSS < 200 rpm for 5 seconds

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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6HP26 Automatic Transmission


This transmission is operated by a stand-alone transmission control module (TCM). The MIL related
Diagnostic Trouble Codes will be transmitted via CAN to the Engine Control Module (ECM), and the
MIL illuminated, for all emissions related electrical and mechanical component malfunctions. For
malfunctions attributable to a mechanical component, this transmission may be capable of not
commanding the mechanically failed component a nd providing the remaining maximum functionality
(functionality may be reassessed on each power up). The TCM may be interrogated for transmission
information attributable to setting either code. The TCM Diagnostic Trouble Codes are addressed via a
separate document enclosed.







Auto Shift Manual (ASM) Transmission

The ASM system is based around a standard manual transmission with a clutch and mechanical selection
of a set range of gear ratios (in this case 6 speeds). In this application both clutch and gear selection
operations are controlled via a Transmission Contro l Module (TCM) which commands hydraulic actuators
based on commands from a number of inputs.

The driver actions of depressing and releasing the clutch pedal to control clutch actuation and the shifting
of gears using a gear lever have, in essence, been re placed by a TCM, hydraulic actuators and electronic
switches.

With ASM the demand to shift gears can either be direct from the driver (as in a conventional manual
transmission), or controlled automatically by the system based on parameters such as road speed, current
gear selected and throttle demand.

The MIL is illuminated for all emissions related electrical component malfunctions. For malfunctions
attributable to a mechanical component (such as a cl utch, gear, actuator, etc.), functionality is reassessed
on each power up. In such case a non-MIL or MIL Diagnos tic Trouble Code (DTC) will be stored and, if
so equipped, a Transmission Control Indicator Light will activate and/or a message will be displayed. For
example on the ASM transmission, if a gear selection is not properly obtained and verified due to a
mechanical malfunction, then the amber Transmission Control Indicator Light will activate and the
message center will display 'GEARBOX FAULT'. In addition, the powertrain MIL will activate and a
DTC will be stored. The TCM Diagnostic Trouble Cod es are addressed via a separate document enclosed.

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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Serial Data Link MIL Illumination

The instrument cluster on some vehicles use the J1850 serial data link or CAN data link to receive and
display various types of information from the PCM. For example, the engine coolant temperature
information displayed on the instrument cluster com es from the same ECT sensor used by the PCM for all
its internal calculations.
These same vehicles use the J1850 serial data link or CAN data link to illuminate the MIL rather than a
circuit, hard-wired to the PCM. The PCM periodically sends the instrument cluster a message that tells it
to turn on the MIL, turn off the MIL or blink the MI L. If the instrument cluster fails to receive a message
within a 5-second timeout period, the instrument cluster itself illuminates the MIL. If communication is
restored, the instrument cluster turns off the MI L after 5 seconds. Due to its limited capabilities, the
instrument cluster does not generate or store Diagnostic Trouble Codes.

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 37 of 43

Glossary of Terms

A/D Analogue to Digital
ASM Auto Shift Manul
BTDC Before Top Dead Centre
CALID CALibration IDentification
CD4E Automatic Transmission for Intermediate size Family saloon.
CID Camshaft Identification.
CKP Crankshaft Position
CMP Camshaft Position
COP Coil on Plug
CPC Camshaft Position Control
CVN Calibration Verification Number
DPFE Delta Pressure Feedback
DTC Diagnostic Trouble Code
ECT Engine Coolant Temperature
EDIS Electronic Distributorless Ignition System
EGR Exhaust Gas Re-circulation.
EOBD European On Bard Diagnostics
EPC Electronic Pressure Control
ETC Electronic Throttle Control
ETM Electronic Throttle Monitor
EVR Electronic Vacuum Regulator
EWMA Exponentially Weighted Moving Average
FMEM Failure Mode and Effects Management
FN Automatic Transmission for Medium size Family Saloon
FWD Front Wheel Drive
HDR High Data Rate
HO2S Heated Oxygen Sensor.
IAC Idle Air Control
IDM Ignition Diagnostic Monitor
IMRC Inlet Manifold Runner Control
IPC Independent Plausibility Checker
KAM Keep Alive Memory
LDR Low Data Rate
LTFT Long Term Fuel Trim
MAF Mass Air Flow
MAP Manifold Absolute Pressure
MIL Malfunction Indicator Lamp
OSS Output Shaft Speed
PCM Powertrain Control Module
PIP Profile Ignition Pickup
RWD Rear Wheel Drive
SAE Society of Automotive Engineers
SAIR Secondary AIR
SCV Swirl Control Valve
STFT Short Term Fuel Trim
TCC Torque Converter Clutch
TCIL Transmission Control Indicator Lamp
TP Throttle Position
TPPC Throttle Plate Position Controller
TRS Transmission Range Sensor
TSS Turbine Shaft Speed
VID Vehicle IDentification
VIN Vehicle Identification No.
VQZ VQuizzer
VMV Vapour Management Valve

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 39 of 43

MIL Code List

MIL Code Description
X P0070 Ambient Air Temperature (AAT) Sensor out of range
X P0106 Manifold Absolute Pressure (MAP) / Barometric Sensor Range/Performance Fault
X P0107 Manifold Absolute Pressure (MAP) / Barometric Sensor Circuit Low Input
X P0108 Manifold Absolute Pressure (MAP) / Barometric Sensor Circuit High Input
P0109 Manifold Absolute Pressure (MAP) / Barometric Sensor Intermittent
X P0112 Intake Air Temperature (IAT) Circuit Low Input
X P0113 Intake Air Temperature (IAT) Circuit High Input
X P0116 Engine Coolant Temperature (ECT) Circuit Range/Performance Fault
X P0117 Engine Coolant Temperature (ECT) Circuit Low Input
X P0118 Engine Coolant Temperature (ECT) Circuit High Input
P0121 Throttle position sensor A circuit Range/Performance
P0122 Throttle position sensor A circuit Low Input
P0123 Throttle position sensor A circuit High Input
P0124 Throttle position sensor A circuit Intermittent
P0125 Insufficient coolant temperature for closed loop fuel control
X P0131 Heated Oxygen Sensor (Bank 1, Sensor 1) Low Voltage
X P0132 Heated Oxygen Sensor (Bank 1, Sensor 1) High Voltage
X P0133 Heated Oxygen Sensor (Ba nk 1, Sensor 1) Slow Response
X P0135 Heated Oxygen Sensor (Bank 1, Sensor 1) Heater Circuit Malfunction
X P0136 Heated Oxygen Sensor (Bank 1, Sensor 2) Lack Of Switching
X P0138 Heated Oxygen Sensor (Bank 1, Sensor 2) High Voltage
X P0141 Heated Oxygen Sensor (Bank 1, Sensor 2) Heater Circuit Malfunction
X P0171 System Too Lean [Bank 1]
X P0172 System Too Rich [Bank 1]
X P0201 Cylinder #1 Injector Circuit Malfunction
X P0202 Cylinder #2 Injector Circuit Malfunction
X P0203 Cylinder #3 Injector Circuit Malfunction
X P0204 Cylinder #4 Injector Circuit Malfunction
P0221 Throttle position sensor B circuit range/performance
P0222 Throttle position sensor B circuit low input
P0223 Throttle position sensor B circuit high input
P0224 Throttle position sensor B circuit intermittent
P0230 Fuel Pump Primary Circuit Fault
P0231 Fuel Pump Secondary Circuit Low Fault
P0232 Fuel Pump Secondary Circuit High Fault
P0298 Engine Oil Over-temperature Condition
X P0300 Random Cylinder Misfire Detected
X P0301 Cylinder #1 Misfire Detected
X P0302 Cylinder #2 Misfire Detected
X P0303 Cylinder #3 Misfire Detected
X P0304 Cylinder #4 Misfire Detected
X P0305 Cylinder #5 Misfire Detected
X P0306 Cylinder #6 Misfire Detected
X P0307 Cylinder #7 Misfire Detected
X P0308 Cylinder #8 Misfire Detected
X P0309 Cylinder #9 Misfire Detected

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 40 of 43
X P0310 Cylinder #10 Misfire Detected
X P0311 Cylinder #11 Misfire Detected
X P0312 Cylinder #12 Misfire Detected
X P0316 Misfire Monitor Disabled; unable to Learn Trigger Wheel Profile
X P0320 Ignition/Distributor Engine Speed Input Circuit
P0325 Knock Sensor 1 Circuit
X P0340 Camshaft Position Sens or (CMP) Circuit Malfunction
X P0351 Ignition Coil A Primary/Secondary Circuit Malfunction
X P0352 Ignition Coil B Primary/Secondary Circuit Malfunction
X P0353 Ignition Coil C Primary/Secondary Circuit Malfunction
X P0354 Ignition Coil D Primary/Secondary Circuit Malfunction
X P0400 Exhaust Gas Recirculation Flow
X P0403 Exhaust Gas Recirculation (EGR) Control Circuit
X P0420 Catalyst System Efficiency Below Threshold (Bank 1)
X P0430 Catalyst System Efficiency Below Threshold (Bank 2)
X P0443 Evaporative Emission Control System (EVAP) Purge Control Valve Circuit Malfunction
** P0460 Fuel Level (FLI) Sensor Circuit
P0480 Fan 1 Control Circuit Malfunction
P0504 Brake switch A/B correlation (BPS on when BLS is off)
P0505 Idle Air Control System
P0506 Idle Air Control System – RPM Lower Than Expected
P0507 Idle Air Control System – RPM Higher Than Expected
P0571 Brake switch A circuit (BPS failed)
P0602 Powertrain Control Module Programming Error
P0603 Powertrain Control Module Keep Alive Memory (KAM) Error
P0605 Powertrain Control Module Read Only Memory (ROM) Error
X P0607 Powertrain Control Module Performance
P0610 Powertrain Control Module Vehicle Options Error
P0703 Brake switch B circuit (BLS failed)
X P0720 Output Shaft Speed Sensor (OSS) Circuit Malfunction
P0721 Output Shaft Speed Sensor (OSS) Circuit Range/Performance
P0722 Output Shaft Speed Sensor (OSS) Circuit No Signal
P1000 EOBD System Readiness Test Not Complete
P1001 KOER Test Not Able To Complete, KOER Aborted
P1100 Mass Air Flow Sensor Circuit Intermittent
P1112 Intake Air Temperature (IAT) Circuit Intermittent
P1116 Engine Coolant Temperature Sensor Out of Self Test Range
P1117 Engine Coolant Temperature Sensor Circuit Intermittent
P1125 Throttle Position Sensor A Circuit Intermittent
P1127 Exhaust Temperature Out of Range – O2 sensor tests not completed
P1128 Upstream HO2S Sensors Swapped
P1129 Downstream HO2S Sensors Swapped
X P1130 Lack of Heated Oxygen Sensor (Bank 1, Sensor 1) Switches, Adaptive Fuel at Limit
X P1131 Lack of Heated Oxygen Sensor (Bank 1, Sensor 1) Switches, Sensor Indicates Lean
X P1132 Lack of Heated Oxygen Sensor (Bank 1, Sensor 1) Switches, Sensor Indicates Rich
P1246 Alternator Load Input
P1260 Theft Detected, Vehicle Immobilised
P1270 Engine RPM or Vehicle Speed Limiter Reached
X P1285 Cylinder Head OverTemperature Condition
X P1299 Cylinder Head over Temperature Protection Active
P1408 Exhaust Gas Recirculation Flow Out of Self Test Range

Aston Martin V8 Vantage 2009 MY EOBD DocumentationAston Martin/Ford Confidential
Component/ System Fault Code Monitor Strategy
Description Malfunction Criteria Threshold Parameter Secondary Parameters Entry Parameters Time Required DTC
StorageMIL Illumin-
ation
Catalyst System
Efficiency Below
Threshold
(Index Monitor) P0420
(Bank 1)
HC efficiency inferred from
oxygen storage capacity Rear/Front HO2S switch
ratio> 0.396 (Unitless) Engine coolant temp and
ECT sensor OK
(P0117/0118) -7C < Engine coolant <
110C (20 - 230F)
Once per driving
cycle
P0430
(Bank 2) >0.396 (Unitless) Intake air temp and IAT
sensor OK (P0112/0113) -7C < Inlet Air Tmp < 82C
(20-180F) Approximately 600
sec during
appropriate FTP74
conditions
Minimum time since start
to run Catalyst Monitor 60 sec
Air mass range cell 1 HO2S11 switches : 1023 HO2S21 switches: 1023 3.76 - 18.8 g/s
(0.5-2.49 lb/min)
Air mass range cell 2 HO2S11 switches : 1023 HO2S21 switches: 1023 18.9 - 27.8 g/sec
(2.5-3.69 lb/min)
Air mass range cell 3 HO2S11 switches : 1023 HO2S21 switches: 1023 27.9 - 36.3 g/s
(3.7-4.8 lb/min)
Maximum number of
HO2S11 (Bank 1 front)
switches to allow monitor
completion 250
Maximum number of
HO2S21 (Bank 2 front)
switches to allow monitor
completion 250
Load range for air
mass cell 1 HO2S11 switches : 1023
HO2S21 switches: 1023 0.1 * 100 % - 1.99 * 100
%
Load range for air
mass cell 2 HO2S11 switches : 1023
HO2S21 switches: 1023 0.1 * 100 % - 1.99 * 100
%
Load range for air
mass cell 3 HO2S11 switches : 1023
HO2S21 switches: 1023 0.1 * 100 % - 1.99 * 100
%
Rpm range for air
mass cell 1 HO2S11 switches : 1023
HO2S21 switches: 1023 1000 - 4000 rpm
Rpm range for air
mass cell 2 HO2S11 switches : 1023
HO2S21 switches: 1023 1000 - 4000 rpm
Rpm range for air
mass cell 3 HO2S11 switches : 1023
HO2S21 switches: 1023 1000 - 4000 rpm
Inferred midbed catalyst
temp for air mass cell 1
(Bank1/Bank2) 400 - 1000 deg C
(752-1832 deg F)
Inferred midbed catalyst
temp for air mass cell 2
(Bank1/Bank2) 400 - 1000 deg C
(752-1832 deg F)
Inferred midbed catalyst
temp for air mass cell 3
(Bank1/Bank2) 400 - 1000 deg C
(752-1832 deg F)
Time constant to
determine throttle position
rate 1.0 (Unitless)
Maximum throttle position
rate of change < 30 * 5/ 1024 volts per
sec
Minimum inferred rear
HO2S12/HO2S22 temp to
enter test 400 deg C
(752 deg F)
Time since part-throttle
decel > 1.0 sec
Vehicle speed 8 - 76 mph
Crankshaft position circuit
(PIP) OK (P0320)
HO2S Monitor
COMPLETE with no DTCs
prior to final switch ratio
computation
Evap system OK, no Evap
System DTCs
EWMA "fast" filter constant
for first 2 driving cycles
after KAM cleared 0.99 (Unitless)
EWMA "normal" filter
constant after first 2 driving
cycles 0.99 (Unitless)
Fuel level > 0.15 * 100 % Footnote a)
Footnote c)
Catalyst Efficiency Monitor
1