refuelling ASTON MARTIN V8 VANTAGE 2010 Workshop Manual

Fuel Charging System (03.04)
Engine (03.00)
May 2007 Workshop Manual 3-4-1
Engine (03.00)
Fuel Charging System (03.04)
Safety Precautions
Operations on fuel system result in fuel liquid and vapour
being present in the working environment. This presents a
very serious risk and the following precautions must be
strictly observed:
WAR NI NG
OPERATIONS ON REFUELLING AND THE FUEL
SYSTEM MUST ONLY BE PERFORMED BY PERSONNEL WHO HAVE COMPLETED TRAINING ON FUEL HANDLING.
WAR NI NG
SMOKING MUST NOT BE ALLOWED NEAR THE
WORKING AREA. “NO SMOKING” SIGNS MUST BE POSTED AROUND THE WORKING AREA.
WAR NI NG
ANY OPERATION WHICH COULD INVOLVE SPARKS OR NAKED LIGHTS (E.G. BATTERY TESTING,
WELDING, METAL GRINDING, ETC.) MUST NOT BE ALLOWED NEAR THE WORKING AREA.
WAR NI NG
A CO2 FIRE EXTINGUISHER MUST BE AVAILABLE CLOSE AT HAND.
WAR NI NG
DRY SAND MUST BE AVAILABLE CLOSE AT HAND TO SOAK UP ANY ACCIDENTAL FUEL SPILLAGE.
WAR NI NG
IF NECESSARY, EMPTY THE FUEL INTO AN
EXPLOSION PROOF CONTAINER USING SUITABLE
FIREPROOF FUEL HANDLING EQUIPMENT.
WAR NI NG
THE WORKING AREA MUST BE WELL VENTILATED.
WAR NI NG
DISCONNECT THE BATTERY BEFORE COMMENCING WORK ON THE FUEL SYSTEM.
WAR NI NG
DEPRESSURISE THE FUEL SYSTEM BEFORE DISCONNECTING ANY FUEL LINES.

Fuel Tank and Lines (10.01)
Fuel (10.00)
May 2007 Workshop Manual 10-1-3
Fuel Tank
The fuel tank incorporates a single filler neck and check valve, internal fuel pump, internal fuel filter, a sender unit and an
‘on board refuelling vapour recovery’ system.
Fuel Pumps

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The modular fuel pump is immersed in the base of the fuel
tank. The pump can deliver up to 150 litres/hour. The in-
tank fuel line connects to the external line using a quick-fit
connector in the base of the fuel tank. During normal running, pressu
rised fuel from each fuel
pump passes from the tank, through an 3 micron in-tank fuel
filter to one of the two fuel rails on the engine.
Fuel temperature is measured on the primary fuel rail. If fuel
temperature becomes excessive, the fuel pressure is
increased to prevent fuel vaporisation (boiling).
Fuel pressure is measured by sensors on each fuel rail. The
fuel pressure to each rail is regulated as required by
continuously changing the run speed of the associated fuel
pump. Maximum pressure in the system is limited to 5.3 bar
by in-tank pressure regulators.
A constant head of fuel is maintained in the fuel pump
modules to ensure that the pumps cannot run dry in a ‘low
fuel’ situation.

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Fuel Tank and Lines (10.01)
Fuel (10.00)10-1-4 Workshop Manual May 2007
Jet Pumps
Fuel feed from the fuel pumps is split three ways:
1. Feed to the fuel rails.
2. Feed to the swirl pot jet pump (integral to the FDM).
3. Feed to the externally mounted jet pump (LHS). These pumps ensure that the appropriate pump swirl
pot is maintained with fuel under severe dynamic
conditions.
Filler Neck and Check Valve
Incoming fuel passes through a check valve at the base of the
filler neck. This valve is normally held closed by light spring
pressure. The valve opens under the pressure of incoming
fuel and closes again when fuel flow ceases. The check valve
prevents surging of fuel in the filler neck.
The filler neck also forms part of the on-board refuelling
vapour recovery system. Incoming fuel forms a liquid seal in
the filler neck. Thus any air displaced during fuel tank filling
cannot escape via the filler neck.

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Fuel Tank and Lines (10.01)
Fuel (10.00)10-1-6 Workshop Manual May 2007
Evaporative Loss System
Fuel vapour is displaced from the fuel tank during filling.
Vapour is also displaced due to fuel evaporation in higher
temperatures. Displaced fuel vapour is absorbed in the
carbon canister filter located on top of the fuel tank.
During normal engine running , absorbed fuel vapour is
purged from the carbon canister and mixed with the normal
fuel/air charge in the inlet manifold.
System Operation
Displaced fuel vapour leaves th e fuel tank via the normally
open fuel level vent valve and the roll over valves. It passes
through the carbon canister where fuel hydrocarbons are
absorbed. Clean air leaves the system via the normally open
canister vent valve. This valve is only closed during
diagnostic pressure testing of the fuel system.
During normal engine running, the single vapour
management valve in the engine bay is periodically opened,
when negative pressure exists in the intake manifold,
allowing fresh air flow into the open canister vent valve,
through the carbon canister, through the vapour
management valve and into the primary inlet manifold. This
fresh air flow progressively purges any absorbed fuel vapour
from the carbon canister.
Fuel Tank Vents and Control Valves
On-Board Refuelling Vapour Recovery
All of the vapour displaced from the tank by refuelling passes
through a series of valves and through a carbon canister. This
filters out and stores all the fuel vapour and clean air exits the
carbon canister port.
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Fuel Tank and Lines (10.01)
Fuel (10.00)
May 2007 Workshop Manual 10-1-7
Normal Fuel Fill - Air displaced from the fuel tank during
filling can only exit via the fuel level vent valve and roll over
valves and be forced through the carbon canister. Any fuel
vapour in the displaced air is absorbed in the carbon filter
material. No fuel vapour can escape to the atmosphere.
Clean air then exits the carbon canister, via and additional
filter, to atmosphere.
Excessive Fuel Fill - In the event of overfilling of the fuel
tank, the fuel level vent valve will close at normal maximum
fuel level. Finally the roll over vent valve will close,
completely sealing the tank. Any excess pressure in the fuel
tank will ‘blow off’ via the Ov er-pressure vent valve (part of
the roll over vent valves) in the Fuel Level vent valve
assembly.
Safety Precautions
Operations on fuel system resu lt in fuel liquid and vapour
being present in the working environment. This presents a
very serious risk and the following precautions must be
strictly observed:
Specifications
Warning
Operations on refuelling and the fuel system must only
be performed by personnel who have completed training on fuel handling.
Warning
Smoking must not be allowed near the working area. “NO SMOKING” signs must be posted around the
working area.
Warning
Any operation which could involve sparks or naked lights (e.g. battery testing, welding, metal grinding,
etc.) must not be allowed near the working area.
Warning
A CO2 fire extinguisher must be available close at hand.

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Warning
Dry sand must be available close at hand to soak up any accidental fuel spillage.
Warning
If necessary, empty the fuel into an explosion proof container using suitable fireproof fuel handling
equipment.
Warning
The working area must be well ventilated.
Warning
Disconnect the battery before commencing work on the fuel system.
Warning
Depressurise the fuel system before disconnecting any fuel lines.
Pump Pressure
Nominal pump pressure 40 psi (2.7 bar) above inlet
manifold pressure.
Torque Figures
DescriptionNmlb. / ft.
Tank retaining plate bolts 20-25 15-18.5

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
Ratio of PIP events to
spark events seen 1 to 1 (To pass test) Increment fault counter by
20 on each event. Set
code when counter
exceeds 200 N/A
PCM able to determine
coil Yes
Above neutral torque axis See RPM/Load Table FNMISOK_97: Monitor
disabled when less than
0.5
Difference between actual
and desired rpm > -200 rpm
Engine coolant temp -40 deg C
(> -40 deg F)
Time with solenoid at limit > 5 sec Time since engine start > 60 sec
Fuel control Closed loop
Idle state At idle
Difference between actual
and desired rpm > 100 rpm
Engine coolant temp -40 deg C
(> -40 deg F)
Time with solenoid at limit > 5 sec Time since engine start > 60 sec
Fuel control Closed loop
Idle state At idle
Vehicle ID block not
programmed P1639 VID block not programmed
with tire/axle ratio Time with error present > 0 sec
NoneNoneContinuous Footnote a) Footnote c)
VID Block checksum P0602 VID block checksum test failedTime with error present > 0 sec
NoneNoneContinuous
KAM Failed / reset P0603 Keep Alive Memory check failed / memory was resetTime with error present > 0 sec
NoneNoneContinuous Footnote a) Footnote c)
RAM memory failed P0604 Random Access Memory test has failed.Time with error present > 0 sec
NoneNoneContinuous Footnote a) Footnote c)
ROM checksum test
failed P0605 Read Only Memory test failed Time with error present > 0 sec
NoneNoneContinuous Footnote a) Footnote c)
CPU Fault detected P0607 General fault with the CPU has been detectedTime with error present > 0 sec
NoneNoneContinuous
Keep Alive Memory
Power Input P1633 KAM power input voltage too
low/open circuit Time with error present > 20 sec
NoneNoneContinuous Footnote k) Footnote i)
Vehicle Speed
Sensor P0500 Invalid / missing data from
BCM BCM reports VSS failure
OR no data on CAN bus1
Time after start >2 secondsContinuous Footnote a) Footnote c)
Commanded duty cycle on
or full-off >=0.5 * 100 % or = 0%
Signal circuit voltage Refer to Appendix for threshold calculation
Time with circuit
malfunction > 5 sec
P0330 Bank1
Sensor1 Sensor range check
Engine speed>1000rpm
P0325 Bank1
Sensor2 Sensor range check
Engine coolant temp >55degC (131degF)
P130A Bank2
Sensor2 Sensor range check
P130B Bank2
Sensor2 Sensor range check
P0460 (Range
Check) Sensor range check
Sensor input <= 7 or >= 254 A/D
counts w/in a range of
256 A/D counts
P0462 (Low) Circuit Check Sensor input< 7 A/D counts
P0463 (High) Circuit Check Sensor input> 254 A/D counts
Time with sensor out of
range > 30 sec
Sensor rationality check
(Stuck sensor) Compare fuel mass
consumed versus
observed change in gauge
readings (Min. and max.
reading) Fuel consumed (Fuel
consumed and fuel gauge
reading range are both
stored in KAM and reset
after a refuelling event or
DTC storage)> 10 %
"Fuel consumed" is
continuously calculated based
on PCM fuel pulse width
summation as a percent of
fuel tank capacity Fuel consumed (%) -
Range of fuel gauge
readings (%)
> 0.125 * 100 %
threshold at fuel tank
fill from 15% to 85%
Fuel consumed (%) -
Range of fuel gauge
readings (%) > 0.054 + 0.125 * 100
% threshold if tank
overfilled (> 85%)
Fuel consumed (%) -
Range of fuel gauge
readings (%) > 0.175 + 0.125 * 100
% threshold if tank on
reserve (< 15%)
Change in fuel level > 0.1925*100% Fuel level on the data bus N/A
Number of intermittent
events > 5
I/M Readiness Number of driving cycles
to clear I/M readiness flag
at extreme ambient
conditions > 1 driving cycle(s) Footnote e)
Footnote a)
Footnote c)
Footnote a) Footnote j) Footnote e)
Fuel Level Input
Noisy Continuous Footnote a)
Continuous Footnote a)
P0461
(Rationality) Sensor rationality check
(Noisy sensor)
Fuel Level Input
Stuck
P0460
(Rationality) Continuous
N/A Continuous
Calculated sensor noise
(peak to peak variation)
>0.25
KNKS Sensor
Fuel Level Input Out
Of Range NoneFootnote a) Footnote e)
Vapor Management
Valve Circuit
Malfunction P0443 Circuit continuity test, open or
shorted None
N/A Continuous
11.5< Voltage
Ignition System-
Ignition Coil Primary
Circuit Malfunction
IAC Solenoid
Underspeed Error P0507
P0506
Functional check -
overspeed error
Functional check -
underspeed error
IAC Solenoid
Overspeed Error
Footnote a) Footnote c)
Continuous
P0351
P0352
P0353
P0354
P0355
P0356
P0357
P0358
Rationality check
Continuous Footnote a) Footnote c)
Battery Voltage
12