ignition ASTON MARTIN DB7 1997 Repair Manual

The Aston Martin Lagonda Diagnostic System
Users Guide "^7
Establishing Communications
when cable connections are completed, switch on the
vehicle ignition. The electronic control units will 'wake

up'
and communication between the selected control unit
and the PDU will be established.
As communication
is
established with the selected system,
a system menu similar to that below will be displayed.
System Menu Selections
The options for each vehicle system are described in detai
I

on the following pages but menu entries fall into the
following general areas:
Security
• Datalogger
• Diagnostic Trouble Code and
Alarm History Monitor
• RF Transponder Key Learning
• Exit a
o
Datalogger
The Datalogger function is described in detail using a
worked example at the end of this PDU Users Guide.
Diagnostic Trouble Codes
This application enables the PDU to monitor selected
control module trouble codes and provides the following
functions:
• Decode and display any trouble codes logged by
the control module being monitored.
• When supported by the module, decodeand display
enhanced trouble
codes,
together with any count of
the number of occurrences
• Clear all of the trouble codes and freeze frame data
logged in the control module.
• Monitor other data such as the alarm history in this
example.
Note: The 95model year Zytek engine management
system permits clearing of individual trouble codes
selected by the technician on the PDU.
System Specific Tests
These menu entries cover special tests required to program
ortest system specificfeatures. The following are examples
of tests provided:
Engine KOEO and KOER tests
OBDII Readiness test
Output State Control test
Throttle Potentiometer track test
Ignition Key Learn Menu
Remote Transmitter Key Learn Tests
Special Functions Programming
PATS
Security
Exit
Selecting and then confirming the exit option will return
the PDU to the Main Menu.
PDU Use
In the following
pages,
the use of the PDU on each vehicle
system is described.
Engine Diagnostics
Transmission Diagnostics
Climate Control Diagnostics
Anti-Lock Brakes Diagnostics
Passive Anti-Theft (PATS) Diagnostics
Security System Diagnostics
Airbag Diagnostics
Seat Belt Pretensioner Diagnostics
After these system specific descriptions, the following
general purpose functions are described:
Datalogger
Digital Multi-Meter
Diagnostic Trouble Codes
Printing
Training
OBD II Scan Tool
User Self-Test
9-32 September 1996

^27
The Aston Martin Lagonda Diagnostic System
Users Guide
Engine Diagnostics - 97 MY
Selecting Engine Diagnostics from the Vehicle Area screen
brings up the following Engine Diagnostics Screen.
Engine Diagnostic
• Diagnostic Trouble Codes
• KOEO on Demand Self Test
• KOER on Demand Self Test
• OBDII Readiness Tests
• Output State Control
• Throttle Checks
• Exit
o
Diagnostic Trouble Codes (DTCs)
On selecting DiagnosticTrouble
Codes,
the PCM memory
will be scanned and any recorded DTCs will be decoded
and displayed.
The engine and transmission DTCs are integral to the On
Board Diagnostics (OBDII) system and are ful ly described
in the DB7 OBD II Diagnostics Manual.
Before attempting to clear the logged DTCs, record all
logged DTCs for use in subsequent fault analysis.
All logged DTCs may be cleared by selecting the EEC-V
EMS DTCs
title.
This will bring up the Clear
(C)
icon which
may be selected and confirmed to clear all logged DTCs.
Note that on clearing all logged DTCs you will also clear
the associated timers, counters and fault history files (and
extinguish the engine management warning lightfor North
American vehicles). The OBD II readines test status will
also clear down and a PI 000 (OBD II readiness test
incomplete) trouble code will be set.. A full drive cycle
(see DB7 OBD II Diagnostics Manual) must be completed
to clear the PI 000 code if required. The PI 000 code will
clear automatically after some miles of driving when all
required tests have satisfactorily completed.
Caution: If a transmission code is logged in the PCM, the
TCM DTCs must be cleared first and then clear the PCM
DTCs. If the PCM DTCs are cleared without clearing the
TCM, the TCM code will immediately reset in the PCM
when power is restored.
Key On Engine Off (KOEO) and Key On Engine
Running (KOER) On Demand Self Tests
Before either the KOEO or KOER test will run, the engine
coolant temperature must be in excess of
BO'C.
Select and
confirm either the KOEO or KOER test. If the coolant
temperature is too low, the Pre Test Engine Warm Up
screen will appear. Start the engine and run until coolant
temperature is at 80+°C.
Pre Test Engine Warm Up
Value : 41°C
80 Engine Coolant Temperature {°C)
Waiting for engine to reach
normal operating temperature
o
KOEO Test
As coolant temperature rises through the BO'C level, the
technician will be requested to turn the ignition off and
then on again. The KOEO test will then commence. Static
inputs to the PCM will be checked and any faults detected
will be recorded and displayed as DTCs. If any DTCs other
than PI 000 are logged, go to the OBD II Diagnostics
Manual and resolve the concern(s) using the OBD 11
diagnostic procedures.
KOER Test
If coolant temperature level is below 80°C, the technician
will be prompted to start and run the engine until coolant
temperature rises above 80°C. As the temperature passes
the 80°C
level,
the KOERtest will commence automatically.
If coolant temperature is above the 80°C level, the
technician wi
11
be requested to start the engine. The KOER
test will commence as the engine is started. Dynamic
inputs to the PCM will be checked and any faults detected
will be recorded and displayed as DTCs. If any DTCs other
than PI 000 are logged, go to the OBD 11 Diagnostics
Manual and resolve the problem(s) using the OBD II
diagnostic procedures.
September 1996 9-33

^
The Aston Martin Lagonda Diagnostic System
Users Guide
Signal Description
lACDTCY Idle Air Control Duty Cycle (% open)
lAT Intake Air Temperature - °C or raw input counts
lAT STAT Air Temperature - Temperature sensor failure
lAT-V Intake Air Temperature - Volts or raw counts
IGN Desired Ignition Timing - ° BTDC
INDS Input from manual lever position sensor (counts)
IPWA Injector Pulse Width in mS- Bank A (Cylinders
1
-3)
IPWB Injector Pulse Width in mS- Bank B (Cylinders 4-6)
LAMSE1 Current Short Term Fuel Trim 1, adjustment from stoich - (% of range)
LAMSE2 Current Short Term Fuel Trim 2, adjustment from stoich - (% of range)
LFC Low Speed Fan Status
LOOP Fuel Control -1 = Open Loop, 0 = Closed Loop
MAF MAX Maximum Mass Air Flow signal during normal running
MAF Raw MAF sensor output (A/D counts)
MAF STAT Mass Air Flow Meter - MAF sensor failure
MIL Mali Indicator Lamp Status -1 = Lamp On
Mis HI Cumulative misfires detected by misfire test (Hi bit).
Mis LO Cumulative misfires detected by misfire test (Lo bit).
Mis nc HI Cumulative misfires detected by a misfire test (Hi bit).
Mis nc LO Cumulative misfires detected by a misfire test.
Misi HI Cumulative misfires detected by cylinder
1
misfire test (Hi bit).
Misi LO Cumulative misfires detected by cylinder
1
misfire test (Lo bit).
Mis2 HI Cumulative misfires detected by cylinder 2 misfire test (Hi bit).
Mis2 LO Cumulative misfires detected by cylinder 2 misfire test (Lo bit).
Mis3 HI Cumulative misfires detected by cylinder 3 misfire test (Hi bit).
Mis3 LO Cumulative misfires detected by cylinder 3 misfire test (Lo bit).
Mis4 HI Cumulative misfires detected by cylinder 4 misfire test (Hi bit).
Mis4 LO Cumulative misfires detected by cylinder 4 misfire test (Lo bit).
Mis5 HI Cumulative misfires detected by cylinder 5 misfire test (Hi bit).
Mis5 LO Cumulative misfires detected by cylinder 5 misfire test (Lo bit).
Mis6 HI Cumulative misfires detected by cylinder 6 misfire test (Hi bit).
Mis6 LO Cumulative misfires detected by cylinder 6 misfire test (Lo bit).
MISF Misfire Monitor - 1 = Currently misfiring
ODCODES Total number of on-demand codes currently stored.
PGM CVS DC Purge Management Duty Cycle (% on)
PIP Profile ignition Pick-Up - PIP input level
PNP Park Neutral Position Switch
R-BIAS1 Rear bias trim (Bank 1, cylinders
1
-3)
R-BIAS2 Rear bias trim (Bank 2, cylinders 4-6)
RATCH Lowest TP reading during driving
TP MAX Maximum Throttle Potentiometer signal during normal running
TP STAT Throttle Position Sensor - TP sensor failure
TP Throttle Potentiometer - Volts or counts
TPR-V Raw counts from sensor
TQ-NET Net torque into the torque convertor
TRIP OBDII Drive Cycle Complete (except cat monitor) - 1 = Trip completed
TRIPCNT Number of Completed OBDII Trips
VS MAX Maximum Vehicle Speed signal during normal running
VS STAT Vehicle Speed Sensor mode flag
VS Vehicle Speed - MPH
WAC Wide Open Throttle A/C Cut-Off -1 = High (WOT Relay)
September 1996 9-37

The Aston Martin Lagonda Diagnostic System
Users Guide ^?
Engine Setup
- 95 MY

Two adjustments
may
beset with the aid of the PDU
on 95

MY vehicles.
• Throttle Potentiometer
• Idle Fuelling Trim
From
the 95 MY
Main Menu, make
and
confirm
the

following sequence
of
selections:
Diagnostics
/

Manual
or
Auto Transmission
/

Engine
/

Engine Setup
/

The following connection diagram will then be displayed.
Throttle Sensor Adjustment
- 95 MY

Note:
The
throttle stop
and
throttle cable adjustments
must
be
correct before setting
the
throttle potentiometer.
On completion
of the
engine setup connections
the
test
selection screen will
be
displayed.

1.
Select Throttle Potentiometer.

2.
Turn
the
ignition switch
to
position
II but do not

start
the
engine.
3. Monitorthethrottle potentiometer bargraph voltage
at fully closed
and
then
at
fully open throttle.

4.
The
throttle potentiometer voltage specifications

are:

Throttle Closed
0.57 -
0.59V

Throttle Full Open
4.00 +V

Cable Setup
Diagnostic Socket D
Engine Setup Connections
Tinrottle Position Sensor
Value
:
0.43V

570
600

Idle Voltage
(mV)
Make adjustments as
necessary

Throttle Potentiometer Voltage
5.
If
both voltages
are
either high
or low,
loosen
the

two throttle pot screws and adjust the potentiometer
until
the
specified voltages
are
achieved. Carefully
tighten both screws ensuringthat the potentiometer
does
not
move during tightening.
6.
If
either voltage
is
unstable
or if the
specified
voltages cannot
be
achieved, investigate the cause.
If
the
potentiometer
is
replaced,
set the new pot

using steps
3-5
above.
Note:
On
automatic vehicles,
the
kickdown switch
adjustment check follows the throttle
pot
adjustment.
9-38 September
1996

The Aston Martin Lagonda Diagnostic System
Users Guide ^=2?
Transmission Diagnostics
Automatic transmission DB7s are fitted with a GM4L80-
E gearbox electronically controlled by a Transmission
Control Unit (TCM)
The TCM is mounted on the rear left wheel
arch.
It may be
electronically accessed from the upper diagnostic socket.
The TCM continuously monitors requests made by the
driver via the gear selector, throttle pedal, mode switch,
etc. This data is used in conjunction with speed input from
the transmission unit to calculate the optimum shift points
undercurrentconditions.Shiftpressureand ignition retard
are also controlled from this data to enhance shift quality
and reduce transmission wear.
TheTCM also detects faults within the transmission system
and stores the relevant fault codes for later analysis.
Gearshifts are controlled by two solenoid valves and a
pressure regulator within the transmission valve block
assembly.
If a serious fault occurs, the TCM removes all electrical
power from these valves and the transmission defaults to
a 'limp home' condition. In this state, only mechanical
selection of either reverse or second gear is available.
Gearshift Timing
Inputs from the performance mode switch (Sport, Normal
or 1st Gear Inhibit) and the throttle position sensor are
used to modify transmission gearshift operation
as
required
by the driver.
Sport mode raises the roadspeed at which gearshifts occur
enabling higher acceleration rates for the vehicle.
1st gear inhibit prevents engagement of first gear to reduce
the risk of wheel slip in icy conditions.
The throttle position sensor signal is continuously
monitored by the TCM to detect a rapid throttle opening.
If the throttle position sensor signal rises rapidly to above
4.5 volts, a 'Kickdown' condition is initiated. In this

condition,
upshifts are delayed to higher road speeds to
provide the higher acceleration required for overtaking
etc.
TCM - PCM Communication
The interface between TCM and PCM allows continuous
exchange of the primary data required to appropriately
control the gearshifts required during driving under
a
wide
range of conditions.
Powertrain
Control
Module
^.. ^
Warm-Up Signal
Throttle Pot Output
Torque Reduction Request
^ •- -^ Transmission
Control
Module
Warm-Up
The Warm-Up signal is sent from the TCM to the PCM and
is used to detect when the transmission reaches normal
operating temperature of approximately 100°C (212"'F).
As this temperature is reached, the modified gearshift
timing required with a cold gearbox may be abandoned in
favour of the standard timing for a warm gearbox.
Throttle Pot Output
The ThrottlePot Output signal is sent from the PCM to the

TCM.
The TCM can then use this information to control
shift timing in relation to the power demanded by the
driver.
Torque Reduction Request
The Torque Reduction Requestsignai
is
sent from the TCM
to the PCM. it is used to temporarily retard the ignition
timing during gear shifts to improve shift quality. When the
gearshift is completed, ignition timing will be returned to

normal.

9-40 September 1996

^^?
The Aston Martin Lagonda Diagnostic System
Users Guide
Transmission Diagnostics
Selecting 'Transmission from the vehicle area menu will
present the technician with the following transmission
diagnostic tools menu:
Transmission Diagnostic
• Datalogger
• Diagnostic Trouble Codes
o
The Datalogger function is fully described in the worked
example at the rear of this PDU Users Guide.
Transmission Datalogger
The PDU datalogger function may be used to monitor the
following transmission controller signals
DIGS Number of DTCs Logged
The Diagnostics status manager (DSM) receives and
processes fault information and decides when a DTC
should be logged and the MIL turned on (if enabled). The
actual total stored is indicated by the parameter DTCS.
FBRAKE Brake Switch
The footbrake switch signal is input to the
TCM.
The input
is normally at ground potential and goes open circuit
when the brakes are applied. If the torque converter
clutch is applied it will disengage when this signal is

detected.

FMA Actual Force Motor Current
The force motor regulates the transmission fluid pressure.
It is a variable force solenoid whose coil current is
determined by the TCM. Range 0 -1.245 amps. A driver
circuit limits excessive current flow and performs a
ratiometric comparison of Desired (commanded) Force
Motor Current and Actual Force Motor current. The
parameter monitors the Actual Force Motor current 1 Bit
= l/204.8amps.
HOT Hot Mode
The signal from the transmission temperature sensor is
used to control TCC and line pressure. It is also used in
many diagnostic signals and is a critical component for
OBD II. Above 120°C the TCC is on in 2nd, 3rd and 4th

gears.
This reduces transmission temperature by decreasing
the heat generated by the torque converter. It also
provides maximum cooling by routing transmission fluid
directly to the transmission cooler in the radiator. When
the Hot Mode is ON the bit is set to 1.
IGN+ Ignition Feed Positive
The TCM receives ignition voltage through TCM pin 53.
MD Desired Force Motor Current
The force motor regulates the transmission fluid pressure.
It is a variable force solenoid whose coil current is
determined by the TCM. Range 0 -1.245 amps. A driver
circuit limits excessive current flow and performs a
ratiometric comparison of Desired (commanded) Force
Motor Current. The parameter mon itors the Desired Force
Motor current 1 Bit = 1/204.8amps.
RATIO Actual Gear Ratio
The diagnostic detects malfunction in the transmission
output components by monitoring the actual gear ratio.
The actual gear ratio is calculated using input (Ni) and
output speed (No): Ratio = Ni/No. This is compared with
the standard gear ratio for each gear. Malfunction can be
defined as: actual gear ratio is not equal to any of the
standard gear ratios.
RPM Engine Speed
The engine speed signal is input from the instrument pack.
The
signal
origi
nates
at the crankshaft
sensor.
The crankshaft
sensor signal is modified by the PCM and the instrument
pack before being input to the TCM.
SSA Shift Solenoid A
Shift solenoid A is attached to the valve body and its outlet
is open to exhaust when it is switched off. A OFF - outlet
open - 2nd and 3rd gears selected. The solenoid is
energised by the TCM providing an internal ground to
close the outlet. A ON - outlet closed -1 st and 4th gears

selected.

SSB Shift Solenoid B
Shift solenoid B is attached to the valve body and its outlet
is open to exhaust when it is switched off. B OFF - outlet
open - 1st and 2nd gears selected. The solenoid is
energised by the TCM providing an internal ground to
close the outlet. B ON - outlet closed - 3rd and 4th gears

selected.

September 1996 9-41

The Aston Martin Lagonda Diagnostic System
Users Guide
Em^'^?

ABS Datalogger
The following signals in the Teves Mk IV ABS system may
be monitored using the datalogger function.
DTCs Number of DTCs Logged
The Diagnostic status manager (DSM) receives and
processes fault information and decides when a DTC
should be logged and the MIL turned on. The actual total
stored is indicated by the parameter.
FBRAKE Brake Switch
The signal from the brake switch is used by the CM to
ensure that traction control is inhibited when the brakes
are applied. The input circuitry within the CM is a
1
OK
pull-up to ignition voltage. When the switch is closed the
parameter is set to 1.
FLWS Front Left Wheel Speed Sensor
An indication sensor outputs a sinusoidal wave form 48
pulses per revolution. The output is processed by the CM
to control braking and traction. The sensor is continually
monitored for open and short failure and operating range.
If its output exceeds 330km/h it is deemed to be faulty and
the CM is disabled. The parameter tracks the sensor
weaveform through 255 steps.
FRWS Front Right Wheel Speed Sensor
An indication sensor outputs a sinusoidal wave form 48
pulses per revolution. The output is processed by the CM
to control braking and traction. The sensor is continually
monitored for open and short failure and operating range.
If its output exceeds 330km/h it
is
deemed to be faulty and
the CM is disabled. The parameter tracks the sensor
weaveform through 255 steps.
RLWS Rear Left Wheel Speed Sensor
An indication sensor outputs a sinusoidal wave form 48
pulses per revolution. The output is processed by the CM
to control braking and traction. The sensor is continually
monitored for open and short failure and operating range.
If its output exceeds 330km/h it
is
deemed to be faulty and
the CM is disabled. The parameter tracks the sensor
weaveform through 255 steps.
RRWS Rear Right Wheel Speed Sensor
An indication sensor outputs a sinusoidal wave form 48
pulses per revolution. The output is processed by the CM
to control braking and traction. The sensor is continually
monitored for open and short failure and operating range.
If its output exceeds 330km/h it is deemed to be faulty and
the CM is disabled. The parameter tracks the sensor
waveform through 255 steps.
Passive Anti Theft (PATS) Diagnostics
Security System Diagnostics
Becauseof the requirementto maintain vehicle security,
the PATS and Security System operating instructions
and diagnostics are covered in the Vehicle Security
supplement to section 6 of the workshop manual. This
supplement has restricted circulation and is only
available to Aston Martin Dealers.
9-44 September 1996

^^?
The Aston Martin Lagonda Diagnostic System
Users Guide
Seat Belt Pretensioner Diagnostics
(where fitted)
Description
The DB7 seat belt pretensioner system operates the
drivers seat belt pretensioner in conjunction with the
Airbag system. The seat belt pretensioner control
module is located underthe right hand seat, beside the
seat control module.
The pretensioner control module calculates changes
in vehicle speed using an input signal from an
accelerometer. When a collision is detected (Rapid
reduction in vehicle speed) the pretensioner charge is
fired using electrical energy stored in a capacitor
within the pretensioner control module. Firing of the
pretensioner charge applies additional tension to the
drivers seat belt.
The airbag and seat belt pretensioner systems share the
SRS (Airbag) warning lamp. Any fault detected by the
pretensioner control module is indicated by constant
illumination ofthe
SRS
(Airbag) warning
lamp.
Flashing
of the SRS warning lamp indicates a fault in the airbag

system.

Should both systems develop faults, the pretensioner
system will permanently illuminate the warning lamp.
This would mask the airbag system warning indication.
Therefore, rectify the pretensioner fault and then retest
for faults in the airbag system
The pretensioner control module can log up to 10
diagnostic trouble codes together with a time since
each fault was alerted to the driver. Each fault will be
identified as 'Permanent' or 'Intermittent' on the PDU
diagnostic trouble codes screen.
System Connections
The Autoliv RC5 Pretensioner Control Module has an
18 pin connector featuring six shorting bridges. The
mating halves ofthe connector may be securely locked
using a double mechanical locking system.
The following pins on the control module connector
are used in the Aston Martin seat belt pretensioner

system:

Pin 1
Pin 2
Pin n
Pin 12
Pin 14
Pin 15
Case
September 1996
Ground
SRS/Airbag Warning Lamp
Drivers airbag positive
Drivers airbag negative
Serial communications
12 volt positive feed
Ground
System Fault Strategy
No single fault may cause an unexpected deployment.
The controller will supervise the airbag/pretensioner
electrical system in order to warn the driver should a
fault occur. Any fault detected by the self diagnostics
shall cause the airbag warning lamp to be activated,
and in some cases the pretensioner control module to
enter shutdown mode. In shutdown mode, the energy
ofthe reserve capacitors shall be discharged to avoid
unintended deployment.
As the ignition is switched on, the pretensioner
controller will directly discharge theenergy capacitors.
When the start up procedure is completed without
detecting any faults, the converter will be activated
allowing the capacitors to be
charged.
The system shall
be fully active within 11 seconds after switching the
ignition on providing that no faults are detected.
All system faults monitored by the controller are filtered
in software to avoid fault warnings due to transient
electrical disturbances.
If a fault which could lead to inadvertent deployment
bedetectedbythemicroprocessor,asoftwareshutdown
will be generated. However, a leakage to an earth or
positive potential in the pretensioner output circuit
shall not cause the controller to enter shutdown mode.
If
a
permanent short of the ignition transistor occurs, a
shutdown shall be generated by the hardware circuit.
If a shutdown occurs, the system shall be unable to
deploy the pretensioner after a period of
3
seconds (i.e.
capacitors discharged to under minimum deployment
voltage).
WARNING: To avoid the possibility of personal
injury caused by accidental deployment of the
pretensioner, disconnect the vehicle battery and
wait at least 10 minutes for all voltages to fully
discharge before working on the pretensioner
system. This covers the possibility of the normal
capacitor discharge circuits being inopera tive and
failing to discharge the capacitor when instructed
to do so.
If the module enters shutdown mode, all diagnostic
functions are stopped, but the communications link
remains active. A fault code corresponding to the
cause of the problem may be read by the PDU.
9-47

"^I?
The Aston Martin Lagonda Diagnostic System
Users Guide
Datalogger
Introduction
Datalogger is software produced to identify permanent or
intermittent faults on vehicle electronics. The objective of
Datalogger is to provide a view of the vehicle's electrical
behaviour, such that intermittent activity can be recorded
and interpreted quickly and accurately. Running on the
Portable Diagnostic Unit (PDU), the Datalogger
appi ication can captu
re
vehicle information in three ways.
• Serial communications direct from the control unit.
• Parallel communications using the Interface Adaptor.
• Direct signal monitoringusingthemeasurementprobes.
Serial Communication
Serial Communication is a two-wire communication link
between the PDU and most vehicle control modules
providingdigital measurements forconnected components.
The serial communication link allows the tester to
determine the current condition of components connected
to the control module, and to identify any history of faults.
On later vehicles, the PDU is connected to the vehicle
diagnostic sockets via the mu
Iti
Protocol Adaptor (MPA) to
gather serial data from the control modules.
Parallel Communication
The Vehicle Interface Adapter (VIA) provides an interface
between the PDU and the vehicle harnesses for the
acquisition of multiple analogue measurements. The VIA

is
connected between the relevantvehicle control module
and it'sharness connector. Thisallows the PDU to captu re
information from a multitude of channels entering the
control module. This vehicle interface is used with control
modules not equipped with a serial communication link
(Teves Mk II braking system and the air conditioning
system).
Measurement Probes
The measurement probes permit readings to be taken
directly from any connector on the vehicle.
Datalogger Applications
Datalogger may be used to interrogate the following DB7
systems:
• ABS braking system controller
• Engine Management Controller
• Air Conditioning Controller
• Automatic Transmission Controller
• Passive Anti Theft (97 MY)
• Security System (97 MY)
Using the Datalogger
Configure the vehicle to the normal operating conditions
for the system under test.
From the PDU main menu screen:
Highlight 'Diagnostics'.
Press the 'tick' icon to confirm the selection.
Enter the Transmission Type and confirm the selection.
Select the Vehicle Area to be tested and confirm the

selection.

The PDU tools screen should now be displayed.
Highlight 'Datalogger'.
Confirm the selection with the 'tick'
icon.

The PDU connection screen should now be displayed.
Cable Setup
Upper Diagnostic Socl o
PD\J Connections for Datalogger
Connect the PDU to the vehicle as described in the screen

image.

Switch On the ignition and press the 'tick'
icon.

September 1996 9-55

in:s3''^

The Aston Martin Lagonda Diagnostic System
Users Guide
#
Accessing Freeze Frame Data
The freeze frame data is vital in analysing unresolved
trouble codes. If an emissions related trouble code occurs,
complete a diagnostic trouble code report form including
the vehicle data, logged trouble codes and the freeze
frame data. Fax a copy of the form to Aston Martin Service
Operations Department who will assist in resolving the

concern.

To access freeze frame data, proceed as follows:

1.
Switch on the PDU and select 'Engine Diagnostics.

2.
Select 'OBD II Scan
Tool'.
The scan tool software
will load and the 'Cable Setup' screen will appear.
3. Connect the PDU to the lower diagnostic socket
using the multi protocol adaptor (MPA). Svvitch on
the ignition. After communications are established,
the OBD
11
Main Menu will appear.
OBD
11
Main Menu
• Monitor current powertrain
data
D
• Request emission trouble codes 1 ^^ 1
• Monitor freeze frame data
' Clear emission trouble codes
• Doniiact nw\/rtan concry
O

4.
Select 'Request Emission TroubleCodes' and press
the 'tick'
icon.
, ., - . i-
Diagnostic Trouble Codes
0:P1243
o
5. Any logged diagnostic trouble codes will be
displayed on the screen (e.g. 0:P1243). Record
both the list number
(e.g.
0,1,2, etc) and the logged

'P'
codes (e.g. PI 243, etc).
6. Press the 'tick' icon and return to the OBD II main

menu.

OBD II Main Menu
• Monitor current powertrain
data
• Request emission trouble codes
• Monitor freeze frame data
• Clear emission trouble codes
• Doniioct nvx/nort cancnr
D
D
O
7. Select 'Monitor Freeze Frame Data' and press the
'tick'
icon.

8. The numeric keypad screen will appear. Enter the
list number noted in step 5 for the fault code to be
investigated and press the 'tick'
icon.

Freeze frame
^^HHI
CL m [XI s
ci] s m

1
1 1 2 1 1 3 1

0
1
9. The 'Select PIDS to Monitor' screen will appear.
Select FO PIDs to Monitor
0 : SUPP 2 : FCFF
3: FSS 4:CLV
5 : ECT 6 : STFT-B1
7 : LTFT-B1 8 : STFT-B2
9 : LTFT-B2 12 : RPM
13 : VS
WWWM
o
September 1996 9-67