2010 ASTON MARTIN V8 VANTAGE air condition

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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Dual MAF Diagnostic Operation:
DTCs P0100 – Mass Air Flow A Circuit
P0101 – Mass Air Flow A Circuit Range/Performance
P0102 – Mass Air Flow A Circuit Low Input
P0103 – Mass Air Flow A Circuit High Input
P0104 – Mass Air Flow A Circuit Intermittent/Erratic
P010A – Mass Air Flow B Circuit
P010B – Mass Air Flow B Circuit Range/Performance
P010C – Mass Air Flow B Circuit Low Input
P010D – Mass Air Flow B Circuit High Input
P010E – Mass Air Flow B Circuit Intermittent/Erratic
P010F – Mass Air Flow Sensors A/B Correlation
Monitor execution Continuous (exceptions below)
Monitor Sequence Continuous (exceptions below)
Sensors/Components OK No Throttle Position Failure
No Vehicle Speed Failure
Monitoring Duration Continuous (exceptions below)

Global Entry Conditions
Entry condition Minimum Maximum
Battery Voltage 11 volts 18 volt

Global Abort Conditions
SAIR monitor running

Abort Conditions for P0100,P0101,P010A,P010B,P010F
Throttle position < 3 degrees & Vehicle Speed > 15mph

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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SAIR System Monitor – Flow Check

When the air pump is energized, the MAF sensor will show a corresponding increase in airflow. The
SAIR pump flow check monitors the MAF sensor signal and two air flow models during normal
secondary air system operation to determine if secondary air is being delivered into the exhaust system.
The SAIR pump flow test compares the actual change in MAF during the pump on and off transitions to
the expected change in airflow from the secondary air fl ow model. (A throttle body flow model is used to
"zero out" errors in the air meter and to compensate fo r transient driving conditions.) The actual airflow is
divided by the expected airflow to calculate an "On flow ratio" and an "Off flow ratio".

A flow ratio that is much less than 1.0 means that the air pump has no/low flow, or the inlet hose to the
pump is disconnected. If secondary air system operation ex tends into closed loop fuel, fuel trim feedback
is used to discriminate between low pump flow and in let hose disconnection. A low flow ratio with a lean
fuel system indicates a disconnected inlet hose. A flow ratio significantly higher than 1.0 (and/or a rich
fuel system indication) indicates that th e outlet hose from the pump is disconnected.

SAIR Diagnostic


The V8 uses the standard FORD non-intrusive monitor that has been adapted for use on a V-engine. The
detection capability is detailed below with the V8 specific modifications highlighted

P0410 - Pump inlet hose disconnection.

P0491 - Low airflow into the exhaust on Bank1. Blocked hose OR failed to open vacuum valve.

P0492 - Low airflow into the exhaust on Bank 2. Blocked hose OR failed to open vacuum
valve.

P2448 - Low airflow into the exhaust on Bank1. Disconnected outlet hose.

P2449 - Low airflow into the exhaust on Bank 2. Disconnected outlet hose.

P0412 - SAIR electrical circuit fault high/low on ecu control pin.

P2257 - SAIR electrical circuit fault high on monitor pin.

P2258 - SAIR electrical circuit fault low on monitor pin.

The determination of which bank is receiving low ai rflow is performed by monitoring the closed loop
fuelling correction supplied from the oxygen sensors. The bank that has the highest enleaning correction is
the bank that has the lowest SAIR flow. If closed loop fuelling is not active when the SAIR pump is
disabled the diagnostic cannot determ ine which bank is receiving low flow and so a fault on both banks is
raised.

The relative difference between the commanded lambda values for each bank is used to determine a
restricted flow to either bank1 or 2 due to a restricted outlet. This enables P0491, P0492 to be raised if the
flow ratio is calculated as in range.

The SAIR functional tests run when SAIR is active and the results are stored until the HEGO monitor has
completed (150-200 seconds after SAIR is off on a typical FTP74). It is only when the HEGO monitor has
completed successfully that any functional SAIR fa ults and SAIR monitor complete is reported.

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
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SAIR Diagnostic High Level Flow


AIR Monitor Flow Check Operation: onitor Flow Check Operation:
DTCs P0491 Pump Low Flow Bank1
P0492 Pump Low Flow Bank2
P0410 Pump Inlet Hose Off
P2448 Pump Outlet Hose Off Bank1
P2449 Pump Outlet Hose Off Bank2
P0412 primary side circuit check
P2257, P2258 secondary side circuit checks
Monitor execution Flow check - once per driving cycle, circuit checks – continuous
Monitor Sequence Runs approx. 5 seconds after start during normal SAIR operation
Sensors OK ECT, IAT, MAF, TP, ETC, and HO2S
Monitoring Duration From 5 to 70 seconds

Typical AIR flow check entry conditions: (The monitor will run when the air pump
runs, the entry conditions below are secondary air system entry conditions.) re secondary air
system entry conditions.)
Entry condition Minimum Maximum
Time since engine start-up 5 seconds 70 seconds
Engine Coolant Temperature -7oC (20oF) 35oC (90oF)
Predicted Pump Flow 18.5kg/h (0.68lb/min)
Manifold Vacuum 13.2kPa (3.9”Hg)
Catalyst Temperature 847oC (1558oF)
Inlet Air Temperature -12oC (10oF)
Battery Voltage 11 volts 18 volts
Note: There is a Throttle position stability ch eck that can delay the calculation of the flow ratio. If the throttle is continuously moving, it is
possible, to delay calculation of the flow ratio.

Typical AIR functional check malfunction thresholds:heck malfunction thresholds:
On Flow ratio < 0.75 (P0491, P0492 - Low Flow or, P0410 - Inlet Hose Off)
Off Flow ratio < 0.75 (P0491, P0492 - Lo w Flow or, P0410 - Inlet Hose Off)
Fuel Shift >0.3/Long term fuel shift bank1/bank2 (Clears possible outlet blocked P0491/92, but leaves valid P0410)
Bank1 – Bank2 lambda correcti on error >0.5 (P0491, P0492)
Closed Loop Fuel Control Active >10 seconds (P0491, P0492 – Low Flow)
On Flow ratio > 1.58 (P2448, P2449 – Outlet Hose Off)

AML EOBD System Operation Summary

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

General Inputs

Analog inputs such as Ambient Air Temperature (P0072, P0073), Intake Air Temperature (P0112, P0113),
Engine Coolant Temperature (P0117, P0118), Cylinder Head Temperature (P1289, P1290), Mass Air Flow
(P0102, P0103) and Manifold Absolute Pressure (P0107, P0108) are checked for opens, shorts, or out-of-
range values by monitoring the analog -to-digital (A/D) input voltage.

Analog Sensor Check Operation:
DTCs P0072, P0073, P0112, P0113, P0117, P0118, P0102, P0103, P0107, P0108,
P1289, P1290
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 5 seconds to register a malfunction

Typical analog sensor check malfunction thresholds:
Voltage < 0.20 volts or voltage > 4.80 volts

On Vehicles fitted with Cylinder Head Temperature (CHT ) Sensors, 'Fail Safe Cooling' can be applied if
the cylinder head temperature is too high. The P1299 DTC will be set under these conditions.

Loss of Keep Alive Memory (KAM) power (a separate wire feeding the PCM) results in a P1633 DTC and
immediate MIL illumination.

Loss or corruption of the Vehicle Identification (VID) Block in the PCM results in a P1639 DTC and
immediate MIL illumination.


Ignition

Electronic Ignition systems (Electronic Distributorless Ignition System - EDIS or Coil on Plug - COP)
systems are used on all applications.

The EDIS system, located in the PCM, processes the 36 (or 40) tooth crankshaft position signal to
generate a low data rate PIP signal to control a 4 or 6 terminal 'double-ended' coil pack. The 'double ended'
coils fire a pair of spark plugs simultaneously - one is on its compression stroke, the other on its exhaust
stroke. The COP system also uses the EDIS system in the same way as described above, however each
sparkplug has it’s own coil which is fired only once on the compression stroke.

The ignition system is checked by monitoring three ignition signals during normal vehicle operation:

Profile Ignition Pickup (CKP, commonly known as PIP), the timing reference signal derived from the crankshaft 36-tooth wheel and processed by the EDIS system. PIP is a 50% duty cycle, square
wave signal that has a rising edge at 10 ° BTDC.

Camshaft IDentification (CMP, commonly known at CID), a signal derived from the camshaft to identify the #1 cylinder

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 28 of 43
Ignition Diagnostic Monitor (IDM), a signal which indicates that the primary side of the coil has
fired. This signal is received as a digital pulsewidth signal from the EDIS system which process
the high voltage flyback signal from the primary side coil.

The relationship between successive PIP events is ev aluated to determine whether the PIP signal is
rational. Too large a change in 3 successive PIP indicates a missing or noisy PIP signal (P0320 or P0321).
Then the CMP edge count is compared to the PIP e dge count. If the proper ratio of CMP events to PIP
events is not being maintained (for example, 1 CMP e dge for every 8 PIP edges for an 8-cylinder engine),
it indicates a missing or noisy CMP signal (P0340). Finally, the relationship between IDM edges and PIP
edges is evaluated. If there is not an IDM edge (co il firing) for every PIP edge (commanded spark event),
the PCM will look for a pattern of failed IDM events to determine which ignition coil has failed circuit
continuity (P0351-56).

Ignition System Check Operation:
DTCs P0320 / P0321 (CKP), P0340 (CMP), P0351 - P0358 (Coil Primary)
Monitor execution continuous
Monitor Sequence none
Monitoring Duration < 5 seconds

Typical ignition check entry conditions : Minimum Maximum
Engine RPM for CKP, CMP 200 rpm
Engine RPM for coil primary 200 rpm

Typical ignition check malfunction thresholds:
For PIP : Time between PIP edges : > 350 milliseconds
Ratio of current PIP period to last two periods : < 0.75 > 1.75
For CMP : Ratio of PIP events to CMP events: 4:1, 6:1, 8:1 or 10:1 based on engine cyl.
For coils : Ratio of PIP events to IDM events: 1:1


General Outputs

The Fuel Injectors are checked electrically for open and short circuit (P0201 to P0208).

The Idle Air Control (IAC) solenoid is checked electrically for open and shorts (P1504).

The Purge Solenoid or Vapour Management Valve output circuit is checked for opens and shorts (P0443).

Purge Solenoid / VMV Check Operation:
DTCsP0443
Monitor execution continuous (5 seconds to identify malfunction/obtain smart driver status)
Monitor Sequencenone
Monitoring Duration 5 seconds for electrical malfunctions

Typical Purge Solenoid / VMV component malfunction thresholds:
P0443 open / shorted at 0 and 100% duty cycle

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 29 of 43

The Intake Manifold Runner Control (IMRC) is a syst em which uses dual intake runners to supply air to
each cylinder. The secondary runners are normally closed, but the PCM opens them under high rpm
conditions when the driver is demanding additiona l power from the engine. The IMRC system can be
actuated using an electric motor or a vacuum moto r. The IMRC system is functionally checked by
monitoring the runner control plates using switches. If the actual position of the runner control plates does
not match the commanded position, a malfunction of the IMRC system is indicated (P1518, P1519).

The Swirl Control Valve (SCV) is a system which uses di fferent regions of the Intake plenum to influence
the pattern of the airflow into the combustion chamber.

It is important to note that this functional / rationality check may or may not be a MIL Code. This is
dependent on whether the EOBD Thresholds are exceeded.

IMRC / SCV System Check Operation:
DTCs P1520 (IMRC input switch electrical check)
P1518, P 1519 (IMRC stuck open functional check)
Monitor execution continuous
Monitor Sequence none
Monitoring Duration 5 seconds

Typical IMRC functional check malfunction thresholds
IMRC plates do not match commanded position (functional)
IMRC switches open/shorted (electrical)


Camshaft Position Control (also known as Variable Cam Ti ming) is a system which is able to advance and
retard camshaft timing relative to the crankshaft. Th is phasing is controlled by a duty-cycled output. The
output driver is checked electrically for opens and s horts (P1380). The system is checked functionally by
monitoring the closed loop phase control correction. If the proper phasing cannot be maintained and the
system has an advance or retard error greater than the malfunction threshold, a CPC control malfunction is
indicated (P1381, P1383).

It is important to note that the functional / rationality checks may or may not be a MIL Code. This is
dependent on whether the EOBD Thresholds are exceeded.

Camshaft Position Control System Check Operation:
DTCs P1380 (CPC output electrical check)
P1381 (CPC timing over-advanced functional check)
P1383 (CPC timing over-retarded functional check)
Monitor execution continuous
Monitor Sequence ECT > 150 oF
Monitoring Duration 5 seconds

Typical CPC functional check malfunction thresholds:
timing over-advanced/over-retard ed by > 10 crankshaft degrees

Engine CCM temporary disablement conditions ( other than entry requirements ) :
None, except CPC does not operate (and is therefore not checked) if ACT/IAT, ECT/CHT, MAF/MAP or
TP sensors are malfunctioning.

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
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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