2010 ASTON MARTIN V8 VANTAGE engine coolant

AML EOBD System Operation Summary

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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

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[email protected] AML EOBD Monitors 07 ROC.doc Page 36 of 43

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

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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

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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

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

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
P0300
to
P0308 Deviations in crankshaft
acceleration processed by
Neural Network Misfire
Monitor software and Catalyst
Temperature model Percentage misfire
required to exceed
Catalyst Damage
Temperature 1000 deg c
(1832 deg F) catalyst
damage threshold, per
engine bank Type A: See RPM/Load
Table FNMISPCT_97 %
Type A:
200 revs
(Continuous)Type A:
Footnote b)
Type A:
Footnote d)
Percentage misfire
required to exceed
emission thresholds Type B> 0.0323*100% Type B:
1000 revs
(Continuous)Type B/C:
Footnote a)
Type B:
Footnote c)
Percentage misfire
required to clear emission
pending code < 0.001 * 100 % Time since engine start,
value based on time and
IAT 0 + FNMISACT sec
(See Transfer Functions)
Time since PCM power up 0 sec
Time for NNMM
computation queue to fill 4 revs from initial crank
(Meets 2 rev start delay
requirement)
Engine coolant temp -7 - 115 deg C ( 20 - 240 degF )
Engine rpm 600 - 7250 rpm
Net engine torque > -81 Nm ( -60 ft lbs)
Engine torque rate of
change > -33.9Nm (-25 ft lbs/sec)
or
< 33.9Nm (25 ft lbs/sec)
Throttle position rate of
change > -30 volts/background
loop or
< 30 * 5/1024
volts/background loop
Engine rpm/load range See RPM/Load Table FNMISOK_97: Monitor
disabled when less than
0.5
Crankshaft position circuit
(PIP) OK (P0320)
Fuel shutoff for rpm or
vehicle speed limiting No fuel cutoff occurring
Fuel level > 0.15 * 100 %
Misfire Detected At
Startup P0316 Misfire detected during first
1000 engine revs since start P0316 is set in addition to
P0300 - P0308 DTC 1000 revs
(Continuous)Footnote a) Footnote c)
AICE chip failure in
PCM P0606 NNMM chip to CPU
communication fault Number of attempts 10
Continuous Footnote a) Footnote c)
Camshaft/crankshaft
synchronization
failure P1336 AICE chip reports inability to
synchronize camshaft and
crankshaft signals
(Replaces P1309) Number of attempts > 255
Continuous Footnote a) Footnote c)
Engine speed >1550rpm
<2275rpm
Engine load >0.075
<0.225
Engine coolant
temperature >68.3degC (155degF)
Transmission in 6th gear
Vehicle speed >30mph
<70mph
Maximum rate of engine
speed change <500rpm/second
In decel fuel cut
ROM checksum error P260F NNP ROM checksum error Checksum from NNP does not equal mainline
strategyNone
Continuous Footnote a) Footnote c)
Cylinder Misfire
DetectedMisfire Monitor
Footnote c)
Unable to learn
crankshaft profile P0315 Unable to learn stable
crankshaft profile Number of attempts > 6 attempts Continuous within
profile learning
entry conditionsFootnote a)
2

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
Long term fuel trim cell
currently being utilized
exceeds lean limits > 1.225 * 100 % Engine rpm
550 - 8000 rpmContinuous Footnote a) Footnote c)
Short term fuel trim
exceeds lean limits < 0.99 * 100%
Long term fuel trim cell
currently being utilized
exceeds rich limits < 0.805 * 100 % Engine air mass
0 - 484 g/sec
(0 - 63.99 lbs/min)
Short term fuel trim
exceeds rich limits > 1.1 * 100 % Coolant temp and ECT
sensor OK (P0117/0118) 44.4C < Engine coolant <
110C (112 - 230F)
Intake air temp and IAT
sensor OK (P0112/0113) -28.8C < Intake air <
93.3C (-20 - 200F)
Fuel level >0.15*100%
Closed loop fuel, adaptive
fuel learning enabled
(Purge dutycycle = 0 %) Fuel trim learning enabled
P0174
(Bank 2 Lean) Fuel Rail Pressure sensor
OK (P0190/0192/0193)
P0175
(Bank 2 Rich) Fuel trim learning enabled
Time since engine start > FN_TCSTRT sec
(See Function)
Inferred HO2S temp > 300 deg C (> 572 deg F)
(Temp based on inferred
exhaust temp model which
is a function of IAT, ECT,
MAF, commanded A/F
ratio and engine rpm)
Time within test entry
conditions See Transfer Function
FN654SVehicle speed
See transfer function
FNWUT_VS Once per driving
cycle
Engine coolant temp See transfer function FNECTWUTEngine load
See transfer function
FNWUT_LD
Minimum soak time > 60 min
Entry Conditions for Closed Loop Fuel
Thermostat MonitorInitial Closed Loop
Fuel Entry Condition Note: Long term fuel trim
corrections are learned into
an 8x10 cell table as a
function of rpm and load
or
an 8x1 cell table as a function
of rpm and air mass
P0172
(Bank 1 Rich)
Fuel System MonitorFuel System Too
Rich Or Too Lean
P0171
(Bank 1 Lean)Excessive long and short term
fuel trim corrections
Footnote c)
Insufficient Coolant
Temperature For
Closed Loop Fuel
Control P0128 Time to reach minimum
engine coolant temp Footnote a)
3