2010 ASTON MARTIN V8 VANTAGE change time

Handles and Lock Mechanisms (01.14)
Body System (01.00)
May 2007 Workshop Manual 1-10-1
Body System (01.00)
Handles and Lock Mechanisms (01.14)
Description
The vehicle key operates the
ignition and the door lock, the
remote transmitter operates the
central locking and alarm systems.
Do not leave them in the vehicle .
Central Locking System
The Central Locking system consists of lock actuators in both
doors, the boot and the fuel flap. Central locking control is
through the door modules.
Each lock actuator incorporates a microswitch which signals
a change of state when any motor runs to drive the actuator.
The microswitches are of the change over type and provide
an earth for lock/unlock signals to the door module.
The boot will remain locked or will be unlocked
simultaneously with the doors dependant on the boot lock
position. The boot lock can be enabled at any time using the
remote transmitter irrespective of the Central Locking status.
Remote Transmitter
The remote control system consists of a transmitter and an
antenna (radio frequency system). The remote control
transmitter for the radio frequency system will operate
without the transmitter being directed at the vehicle. The
normal range between the transmitter and the antenna is up
to 5 meters. Before the remote control system can be used,
each transmitter must be initialized to the vehicle. A
maximum number of four transmitters can be initialized to
any vehicle. All remote transmitters must be initialized at the
same time.The keyless entry / remote operated locks will not
operate when the ignition key is in the ignition switch.
(A) Lock - One step vehicle
locking and alarm enable
.
(B) Un-lock - One step vehicle
unlocking or two step vehicle
unlocking and alarm disable.
(C) Boot Open - Press to enable
the boot catch.
(D) Panic Alarm - Activates / deactivates the panic alarm.
(E) Approach Light - Activates the front and rear side lights.
Fuel Filler Assembly
Boot Emergency Release
The boot can be opened from in side the boot by pulling the
luminous emergency release handle.
The vehicle will deadlock after 25 seconds.

Fuel Charging System (03.04)
Engine (03.00)
May 2007 Workshop Manual 3-4-5
17. Install fusebox bracket fixings.
18. Refit harness fir tree clips to cylinder head.
19. Refit engine breather hose.
20. Install VVT solenoid multiplug, position coil and CMP
harness (1x edge clip).
21. Install LH injectors (see Workshop Manual procedure
03.04.GH Injector - Fuel - LH Bank - Each - Renew).
22. Install ECM (see Workshop Manual procedure 03.14.BB Engine Control Module - RH Renew).
1. Install coils (see Workshop Manual procedure 03.07.HC
Coil Assembly - Engine Set - RH - Renew).
Fuel Injector - Each - LH Bank - Renew
Removal
1. Depressurise fuel rail (see Workshop Manual procedure 10.01.EK Fuel System - Depressurise).
2. Remove corner cross brace.
3. Disconnect breather hoses from cam cover (x2) for access.
4. Disconnect purge line from manifold (quickfit) and support clip for access.
5. Disconnect heater hose from pipe (quick fit).
6. Release heater hose (x2) and throttle body hose (x2) from support bracket.
7. Remove booster hose from manifold and support clip.
8. Remove harness support bracket (bolt x1, nut x2) release harness clips (fir tree x3).
9. Release pipe support bracket (nuts x2, bolts x2) move aside.
10. Disconnect IAT multiplug.
11. Disconnect injector multiplugs (x4).
12. Unclip injector harness from cam cover (x2).
13. Disconnect breather hose from manifold (quickfit).
14. Remove Injector to rail clip (for injector to be changed).
15. Remove fuel rail bolts (x2) and lift rail with remaining injectors (tie aside).
16. Remove injector from manifold.
Installation
1. Install new O-rings to remaining injectors (lube O-rings).
2. Install clip to new injector then injector into rail.
3. Install rail (with injectors) to manifold (bolt x2) (torque) (taking care each injector is aligned correctly).
4. Connect breather hose to manifold (quickfit).
5. Connect IAT multiplug.
6. Unclip injector harness from cam cover (x2).
7. Connect injector multiplugs (x4).
8. Install pipe support br acket (nuts x2, bolts x2). 9. Install harness support bracket (bolt x1, nut x2) release
harness clips (fir tree x3).
10. Connect booster hose to manifold and support clip.
11. Connect heater hose from pipe (quick fit).
12. Install heater hose (x2) and throttle body hose (x2) from support bracket.
13. Connect purge line to manifold and into support clip.
14. Connect breather hoses (x2) to cam cover.
15. Install corner cross brace (t orque bolts with vehicle on
level ground).
Fuel Injector - Each - RH Bank - Renew
Removal
1. Depressurise fuel rail (see Workshop Manual procedure 10.01.EK Fuel System - Depressurise).
2. Disconnect breather hose (quick fit) move aside.
3. Release harness fir tree clips (x3) from cylinder head and move aside.
4. Remove fuse box bracket fi xings (bolt and nut) (allows
movement).
5. Remove ECM (see Workshop Manual procedure 03.14.BB Engine Control Module - RH Renew).
6. Remove battery lead (1x nut and rubber cover) from fuse box (2x leads).
7. Remove multiplugs (x10) from fusebox.
8. Remove earth terminal (1x nut and rubber cover) from fusebox.
9. Remove fuse box from bracket (bolt x2).
10. Release harness fir tree clips (x3) from engine bracket.
11. Feed harness from inner wing and over engine to gain access to cam cover.
12. Remove purge pipe P-clip (bolt x1) and move pipe aside.
13. Remove harness bracket from engine (bolts x2, nut x1).
14. Release fuel feed hose from rail (clip x1) and move aside.
15. Disconnect heater hose from pipe (quick fit).
16. Release heater hose (clips x2) and EGR vacuum line
(clips x2) from bracket.
17. Release harness from coolan t pipe bracket (fir tree x3).
18. Disconnect EGR (x1), fuel rail pressure sensor (x1) and injector multiplugs (x4), move harness aside.
19. Remove coolant pipe bracket (nuts x2 and bolts x2).
20. Disconnect EGR vac pipe from sensor and manifold, move aside.
21. Remove Injector to rail clip (for injector to be changed).
22. Remove fuel rail bolts (x2) and lift rail with remaining injectors (tie aside).
23. Remove injector from manifold.
Repair Operation Time (ROT)
Repair Operation Time (ROT)

Road Wheels and Tyres (04.04)
Suspension (04.00)
May 2007 Workshop Manual 4-4-5
Road Test
A tyre vibration diagnostic proc edure always begins with a road test. The road test and customer interview (if available)
will provide much of the information neede d to find the source of a vibration.
During the road test, drive the vehicle on a road that is smoot h and free of undulations. If vibration is apparent, note and
record the following:
• The speed at which the vibration occurs
• What type of vibration occurs in each speed range
• How the vibration is affected by changes in the following types of vibration-sensitivity:
Torque Sensitive - This means that the condition may be improved or made worse by accelerating, decelerating, coasting,
maintaining a steady vehicle speed or applying engine torque.
Vehicle Speed Sensitive - This means that the vibration always occurs at the same vehicle speed and is not affected by
engine torque, engine speed or the transmission gear selected.
Engine Speed Sensitive - This means that the vibration occurs at varyin g vehicle speeds when a different transmission
gear is selected. It may sometimes be isolated by increasing or decreasing engine speed with the transmission in NEUTRAL
or by stall testing with the transmission in gear. If the condition is engine speed sensitive, the cause is probably not relate d
to the tyres.
If the road test indicates that there is tyre whine, but no sh ake or vibration, the noise originates with the contact between
the tyre and the road surface.
A thumping noise usually means that the tyre has a flat or soft spot making a noise as they slap the roadway. Tyre whine
may be distinguished from axle noise. Tyre whine remains the same over a range of speeds.
Symptoms
SymptomPossible Source(s):Action(s)
Tyres show excess wear on
edge of treads Tyres under-inflated Correct pressure to specification.
Vehicle overloaded Correct as required.
Tyres show excess wear on
edge of treads (having the
correct tyre pressures) Incorrect toe setting Set to specification.
Tyres show excess wear in
center of tread Tyres over-inflated Correct pressure to specification.
Other excessive tyre wear
problems Incorrect tyre pressure Correct pressure to specification.
Incorrect tyre and wheel usage Install correct tyre and wheel combination.
Geometry out of alignm
ent Check and adjust.
Loose, worn or damaged suspension
components Inspect, repair or install new suspension
components as necessary.
Wheel and tyre assembly out of
balance Balance wheel and tyre assembly.
Excessive lateral or radial runout of
wheel or tyre Check, repair or install a new wheel or tyre as
necessary.
Wheel mounting is difficult Incorrect application or mismatched
parts, including wheel studs and wheel
nuts. Corroded, worn or damaged parts Clean or install new parts.
Wobble or shimmy affecting
wheel runout Damaged wheel (eventually damaging
wheel bearings and causing uneven
tyre wear) Inspect wheel rims for damage and runout.
Install a new wheel rim as necessary.
Excessive vibration, rough
steering or severe tyre wear Loose or incorrect attaching parts Tighten or install new parts.

AML EOBD System Operation Summary

Rory O’Curry Aston Martin Lagonda CONFIDENTIAL 1 May 2009
[email protected] AML EOBD Monitors 07 ROC.doc Page 8 of 43
deviant accelerations of this type are considered noise. Noise-free deviant acceleration exceeding a given
threshold is labeled a misfire.

The number of misfires are counted over a continuous 200 revolution and 1000 (or 4000)
revolution period. (The revolution counters are not reset if the misfire monitor is temporarily disabled such
as for negative torque mode, etc.) At the end of the evaluation period, the total misfire rate and the misfire
rate for each individual cylinder is computed. The misfire rate evaluated every 200 revolution period
(Type A) and compared to a threshold value obtaine d from an engine speed/load table. This misfire
threshold is designed to prevent damage to the cat alyst due to sustained excessive temperature. If the
misfire threshold is exceeded and the catalyst temperature model calculates a catalyst mid-bed temperature
that exceeds the catalyst damage threshold, the MIL blinks at a 1 Hz rate while the misfire is present. If the
threshold is again exceeded on a subsequent driving cy cle, the MIL is illuminated. If a single cylinder is
indicated to be consistently misfiring in excess of the catalyst damage criteria, the fuel injector to that
cylinder may be shut off for a period of time to pr event catalyst damage. Up to two cylinders may be
disabled at the same time. This fuel shut-off feature is used on many 8-cylinder engines. It is never used
on a 4-cylinder or 6-cylinder engine. Next, the misf ire rate is evaluated every 1000 (or 4000) rev period
and compared to a single ( Type B ) threshold value to indicate an emission-threshold malfunction. If a
1000 rev period is calibrated, a single 1000 rev exceedence from startup or four subsequent 1000 rev
exceedences on a drive cycle after start-up is used as the malfunction criteria. If a 4000 rev period is
calibrated, a single 4000 rev exceedence is used to indicate an emission-threshold malfunction.





Misfire Monitor Operation :
DTCs P0300 to P0312, P316 ,P1309, P1310, P1311
Monitor execution Continuous, misfire rate calculated every 200 and 1000 or 4000 revs
Monitor Sequence none
Sensors OK CKP, CMP, ECT
Monitoring Duration Entire driving cycle ( see disablement conditions below )

Typical misfire monitor entry conditions Minimum Maximum
Time since engine start-up 5 seconds
Engine Coolant Temp 20 oF 250 oF
RPM Range idle as per Directive
Profile correction factors learned in KAM Yes

Misfire Monitor temporary disablement conditions ( other than entry requirements )
Closed throttle decels (negative torque, engine being driven)
Engine Torque Reduction Modes
Accessory load-state change (A/C, power steering)
EGR Monitor Flow Test

Typical misfire monitor malfunction thresholds :
Type A (catalyst damaging misfire rate) misfire rate is an rpm/load table ranging from 40% at idle to
4% at high rpm and loads.
Type B (emission threshold rate) 1% to 5%

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

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
EGR duty cycle egrdc>0.2*100
EGR valve valve warm cumulative time with egr enabled > 40 seconds
Time with circuit
malfunction >2 seconds
Signal circuit voltage <0.049 (4.8kPa) 10*(5/1024)Ambient Temperature > -7c (20f)
Time with circuit
malfunction >2.5 seconds
Signal circuit voltage >4.956 (115.25kPa) 1015*(5/1024)Ambient Temperature > -7c (20f)
Time with circuit
malfunction >2.5 seconds
Pressure differential >
Pressure differential at
engine off + offset > 0.366 volts
75*(5/1024)
EGR valve warm cumulative time with egr
enabled > 40 seconds
Forced valve actuation
complete 2
P0403 test complete and
no fault
Time exceeding threshold >5 seconds P0405 test complete and
no fault
P0406 test complete and
no fault
Ambient Temperature > -7c (20f)
EGR valve commanded
shut >1.5seconds
In idle speed control
Low pressure differential egrdc>0.75*100
Time with fault >0.7*50 seconds Manifold vacuum > 20.3 kPa (6"Hg)
Ambient Temperature > -7c (20f)
Not in transient condition
(air charge rate of change) < 0.04 (lb/stk)
Engine speed <3000rpm
Air mass <60.47g/sec (8lb/min)
P0403 test complete and
no fault
P0405 test complete and
no fault
P0406 test complete and
no fault
P0402 test complete and
no fault
P0402 EGR
Excess Flow
Excessive pressure differential
across EGR orifice at idle
Electronic Vacuum
Regulator (EVR)
Electrical
P0403 Circuit Malfunction - Short to
Vbat PCM able to determine
failure
Footnote
c+f)
Footnote
c+f)
Footnote a) Footnote
c+f)
Continuous
Continuous Footnote a) Footnote
c+f)
Once per driving
cycle
Footnote a)ESM (EGR System Module) Exhaust Gas Recirculation Monitor
P0401 EGR
Restricted flowLow pressure differential
across EGR orifice with high
valve duty commanded Footnote a)
Once per driving
cycle
Pressure Differential
Sensor
P0405 Low
Input
P0406 Low
InputCircuit malfunction
Circuit malfunction
EGR Valve
Footnote
c+f)
Once per driving
cycle Footnote a)
5