ESP ASTON MARTIN DB7 1997 Workshop Manual

ASTON MARTIN LAGONDA LIMITED
Tickford Street, NeAfwrt Pagneii, Buci Telephone: (01908)610620 Fax; (01908)613708
Whilst every effort has been made to ensure the accuracy of particulars contained in this Workshop Manual, neither the
Manufacturers nor the Dealer, by whom this Manual is supplied, shall in any circumstances be held responsible for any
inaccuracy or the consequences thereof.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form,
elei:tronic, mechanical, photocopying, recording or other means without prior writien permission from Aston Martin Lagonda

Limited.

The manufacturers reserve the right to vary specifications without notice in accordance with their policy of continual product
improvetnent.
%
Produced by the Technical Publications Department
ASTON MARTIN LACONDA LIMITED
Issue II - 5/96 Part No. - 43-83658

3^?
Electrics
Rear Lamp Cluster / Central Locking System / Door Lock Motors
6.7.02 Rear Lamp Cluster Door Mounted Components
Procedure

1.
Remove the rear lamp cluster inner cover.

2.
Release the boot rear liner
3. Release the two nuts and one screw securing the
rear lamp surround and remove the surround.
Figure 7. Rear Lamp Cluster

4.
Disconnect the rear lamp cluster multi-plug.
5. Remove six nuts from the rear of the assembly and
lift out the lamp cluster.
Central Locking System
Description
Thecentral locking system consistsofmotoroperated lock
actuators in both doors, the boot and the fuel flap
mechanism. The central locking control module is located
inside the drivers side 'A' post.
Each motordriven lock actuator incorporatesa microswitch
which will signal a change of state when any motor runs
to drive the actuator. The microswitches are of the
changeover type and provide an earth for the lock or
unlock signals to the control unit.
The two door lock inputs to the control unit are connected
together so that operation of either door lock with the
ignition key will simultaneously operate the other door
lock. Similarly, the unlock inputs to the control unit are
also connected together for simultaneous operation.
The boot will remain locked or will be unlocked
simultaneously with the doors dependant on the boot lock

position.
With the boot key turned clockwise, the boot
lock operates in unison with the doors. With the boot key
turned anticlockwise, the boot lock cannot be unlocked
using the central locking system.
The boot can be opened at any time using the ignition key
irrespective of the central locking status.
6.7.03 Door Central Locking Motors
Procedure

1.
Remove the door inner panel.

2.
Disconnect two plugs on the central locking motor
unit and one plug on the door closed switch.
3. Release the interior door catch operating rod from
its guide clips and detach it from the lock
mechanism.

4.
Disconnect the outer lock operating rod.
5. Remove three lock securing screws from the door
rear edge.
6. Remove the motor and lock through the access

hole.

7. Remove the motor securing screws and remove the
motor from the lock assembly.
May 1996 6-13

Electrics
Airbag System ^^?
Emergency First Aid Procedures
If the airbag is ruptured without deployment and
exposure to the propel lant mixture occurs, observe
the following first-aid treatments:
• Ingestion - Do not induce vomiting and seek
prompt medical attention.
• Skin contact - Immediately wash skin with soap
and water and seek medical attention.
• Eyes - Immediately flush eyes with water for at
least 20 minutes and seek prompt medical

attention.

• Inhalation - Immediately move victim to fresh
air and seek medical attention.
• Physical trauma,
e.g.
burns, abrasions, or impact
due to premature ignition or deployment of the
inflator assembly - Treat symptomatica
I
ly and
seek prompt medical attention.
Safety Procedures
Handling Deployed (Fired) Modules
See 'Emergency First Aid Procedures'
Prevent contact of the inflator with liquids,
combustibles and flammable materials. Failure to
follow these instructions could result in chemical
burns and personal injury.
Ensure that the modules are cool before handling.
After deployment, the airbag surface contains small
deposits of sodium hydroxide which can cause
irritation to the skin and eyes.
When handling deployed airbags, always wear
rubberglovestoBS1651 grade 2 or equivalent, and
chemical resistant goggles to BS 2092 grade 2 or
equivalent.
After handlingdeployed airbags, immediately wash
hands and exposed skin surface areas with mild
soap and water.
Handling Undeployed Damaged Modules
The material inside the module is hermetically
sealed and is completely consumed during
deployment.
No attempt shou
Id
be made to open the modu
le
as
this leads to a risk of exposure to sodium azide.
In the unlikely event of a gas generator being

damaged,
it must be examined by trained personnel
before any attempt is made to remove and/or
deploy.
Full protective clothing must be worn when dealing
with any spillage.
Ruptured units must be stored away from acids,
halogens, heavy metals and metal salts. Damaged
units may produce hydrazoic acid if exposed to
liquids.
Failure to comply with these instructions may result
in fire, noxious fumes and severe personal injury or

death.

Fire Hazard Information
Thermal decomposition or combustion may
produce dense smoke and other dangerous fumes
which infiresituationsformahighlytoxicexplosive.
In the event of a fire, the surrounding area must be
evacuated and all personnel kept well upwind of
the area.
Full fire fighting protective gear and a self contained
breathing apparatus operating in positive pressure
mode must be worn for combating fire. Material
near the fire must be cooled with water spray to
prevent ignition.
Fires should be allowed to burn themselves out if
not threatening to life or property, if fire
is
threatening
to life or property, use copious quantities of water
to extinguish.
Ventilation
Local exhaust ventilation designed by
a
professional
engineer should be provided if vapours, fumes or
dusts are generated whilst working with the airbag
module.
Respiratory Precautions
To prevent the inhalation of dangerous fumes and

dusts,
an approved mask should be worn.
6-70 September 1996

Electrics
Airbag System E:m3^2?
Disposal of Live Airbags
Modu
les
removed/renewed by Aston Martin dealers
are to be deployed using the following procedure.
WARNING: Never use a customer's vehicle to
deploy airbags.
Equipment Required:
Link harness

'Slave'
battery
Safety goggles to BS 2092 grade 2 or equivalent
Rubber gloves to PrEN 374 class 2 or equivalent
Ear protectors
Particulate respirator to EN 149 grade FFP 25
Deployment cage
Note: If you do not
have access
to a deployment
cage,

please
contact Aston Martin
Lagonda
Limited
Technical

Support Department for advice.
Procedure
This procedure must be performed outdoors, away
from other personnel.
Remove any loose debris from around the airbag
and ensure that no flammable liquids are present.
Assemble the disposal cabinet and fit the airbag as
shown in figure 1 in line with the following
procedures:
a) Remove the mesh guard from the rig frame.
b) Attach the guard to the frame by bolting the
hinges to the frame.
c) Ensure the relevant plate is fitted and rotate into

position.

d) Fit and secure the airbag module onto the plate.
e) Clamp the plate down using the two toggle
clamps.
f) Close the mesh guard.
Note: The harness connected between the driver's
airbag and
the
connector
has
one red
feed
wire and one
grey/orange return wire. The harness connected between
the
passenger's
airbag and the connector
has
one blue/
orange feed wire and one pink/black return wire.
Connect the 10 metre {33ft) link harness to the

airbag.

Ensure that no personnel are in the vicinity of the
cabinet.
5. Move 10 metres (33ft) and connect the link harness
crocodile clips to the 'slave' battery; the airbag will
deploy immediately.
6. Allow the unit to cool for at least 20 minutes.
7. Open the mesh guard and remove the deployed
airbag module.
Note: Should the
design
of your deployment
cage
differ
from that described above, please contact the cage
manufacturer for advice on mounting the airbag.
8. Seal the deployed module into a plastic bag ready
for disposal.
9. In the event of any problems or queries, contact
Aston Martin Lagonda Limited -Technical Services
Department.
Disposal of Deployed Airbags
Deployed airbags are to be disposed of as special
waste and disposal must comply with local
environmental requirements. If
in
any doubt, contact
the local authority for disposal instructions.
Note; The storage, transportation, disposal and/or
recycling of airbag module components must be
performed in accordance with all applicable federal,

state
and local regulations including, but not limited to,

those
governing building and fire
codes,
environmental
protection, occupational health and safety and
transportation.
Modules removed and deployed by Aston Martin
Dealers are to be returned to Aston Martin Lagonda
Limited for disposal following prior consultation.
6-74 September 1996

Electrics //—>> ^^^^^^ • >^
Seat Belt Pretensioner I'•—
-"i-t.
^-^
JH—X

System Fault Strategy
No single fault may cause an unexpected deployment. The controller will supervise the pretensioner electrical
system in order to warn the driver should a fault occur. Any fault detected by the self diagnostics shall cause the SRS/
airbag warning lamp to be activated, and in some cases the pretensioner control module to enter shutdown mode.
In shutdown mode, the energy of the reserve capacitors shall be discharged to avoid unintended deployment.
As the ignition is switched on, the pretensioner controller will directly discharge the energy capacitors. When the
start up procedure is completed without detecting any faults, the DC/DC converter will be activated allowing the
capacitors to be charged. The system shall be fully active within
11
secondsafterswitchingthe 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 is detected by the microprocessor, a software shutdown 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 inoperative
and failing to discharge the capacitor when instructed to do so.
WA RNING: Do not make any electrical measurements on the pretensioner squib. Electrical measurement devices
can induce sufficient voltage to cause unintentional firing of the pretensioner assembly
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.
Assembly/Removal/Service I nstructions
WARNING: In the event of a vehicle impact where the airbags and the seatbelt pretensioner (if fitted) are
deployed, the following actions MUST be performed:
Check the condition of the
seatbelts,
steering wheel, steering column, all connections to airbags, and the column
switchgear connectors for integrity and damage. If in any doubt, replace suspected parts for new parts.
Replace both crash
sensors,
the safing sensor and the seatbelt pretensioner module (if fitted).
On completion of all repair procedures, switch on the ignition and check that the Airbag/SRS warning light
comes

on when the ignition is switched on and extinguishes after approximately six seconds indicating satisfactory
completion of the airbag and pretensioner
system
self
tests.

Vehicles for the North American, Australian and Japanese markets are fitted with drivers seat belt pretensioner
systems and are fitted with a shorting plug in the yellow connector adjacent to the pretensioner control module.
Vehicles for other markets do not have drivers seat belt pretensioners fitted but have a blanking plug in the yellow
connector adjacent to the pretensioner control module.
6-102 September 1996

Body and Trim //-->> ^izz^^ ' ^ ^
Body Repair ' —^^ '-^ >^-/
Body Repair
Introduction
This section contains information for the body repair and rectification of the vehicle. Wherever possible the vehicle
must be returned to its original manufactured condition. Following repair the vehicle must be fully checked and, if
necessary, the braking system and steering must be fully reset.
Health and Safety
Ensure that the correct working practices are established before beginning work.
Observe that the correct working practices are followed whether they be legislative or common sense.
Be aware of the potential risks of using materials used in the manufacture and repair of vehicles and take the
appropriate precautions.
Warning: Make sure that the working practices for the air conditioning
system
are followed: do not vent the refrigerant
directly into the atmosphere and always use the approved recovery/recycle /recharge equipment, always wear
suitable protective garments to prevent injury to the eyes and the skin.
Potential Risks
Paint
If the organic solvents, contained in paints, are inhaled for any length of time damage can be caused to the liver,
kidneys, respiratory tract and the digestive system.
Prolonged exposure to isocyanates can cause lung sensitisation and asthma-like symtoms can develop with
subsequent re-exposure to even low concentrations.
Solvent inhilation can cause dizziness or loss of consciousness.
Inhilation of spray dust and sanding debris can cause lung damage.
Paint activatorsand additives will damage the eyesor can cause dermatitis if allowed to splash and come into contact
with these areas. Peroxide and acid catalysts can cause burns.
Applied heat
There is considerable risk of damage to the eyes and skin when welding or flame cutting.
Fire is a serious danger as many materials and fluids in the vehicle are inflammable.
Toxic and dangerous fumes can be liberated when the following are subjected to heat; expanded foam, corrosion

protection,
adhesive and sealing compounds,
trim,
seat material and paints that contain isocyanates.
When heated to
a
temperature of 300°C, polyu rethane based compounds can
1
iberate small quantities of isocyanate.
Many types of nitrogen containing chemicals may be liberated as breakdown products, these chemicals can
contain isocyanates, oxides of nitrogen and hydrogen cyanide.
Potentially toxic or asphyxiant fumes and gases are produced by welding, for example; zinc oxide with zinc coated
panels and ozone gas from the MIC process.
Metal repair
There is considerable risk of damage to the eyes, ears and skin when metal cutting, forming and dressing is being
carried out.
Soldering may be hazardous because of heat generated fumes and skin contact with the materials.
7-2 May 1996

^"^
Body and Trim
Body Repair
Precautions
Paint
Ensure that there is efficient ventilation at all times. Paint spraying should be confined to spray booths.
Anyone with a history asthma should not be engaged in any process which involves the use of isocyanates.
Any operator working inside a spray booth where isocyanates are present must use air-fed breathing equipment.
Supplied air to the visor should be fed at the recommended pressure and filtered to remove oil, water and fumes.
Operators involved in handling, mixing or spraying should wear protective clothing, gloves and goggles to avoid
skin and eye contact. A Paticle mask or canister typr respirator should be worn when sanding.
Applied heat
When welding, flame cutting or brazing and so on, goggles, a mask or fume extractor and flameproof protective
clothing should be used always.
It is especially important when working with polyurethane compounds to use air-fed breathing equipment.
Ensure that at all times the appropriate fire fighting equipment isavailableand that personnel are trained in its use.
Metal repair
Wear appropriate eye and hand protection when sanding, drilling, cutting, chiselling, flatting or welding. Wear a
face mask or air-fed visor when sanding or flatting either body solder or
fillers.
When a soldering operation has been

completed,
remove swarf from the work area and wash your hands thoroughly.
General Repair Notes
The following precautions should be noted before any work is carried out:
• disconnect the vehicle battery ground
lead,
taking note of the reconnection procedures
• Make sure that you have read and understood the safety related procedures in this section.
Caution:
Electric arc
welding must not
be
used on the
vehicle as the high
voltages produced by
this process
will
cause
irreparable

damage
to the electrical control and
microprocessor
systems.

All trim and electrical components in the locality of the repair must be removed or disconnected prior to panel
removal or replacement.
Welding and Gas Process Special Notes
Resistance spot welding, MIG welding and all gas processes may only be carried out on bare, unpainted or unplated

metal.
The flanges of panels, which are to be welded together, must be clean, corrosion free and treated as
appropriate with either weld-through or inter-weld sealer.
The resistance spot welding equ ipment used in vehicle repair does not always produce
a
weld of
equ
ivalent strength
to that produced in manufacturing. This means that a single row of spot welds should be spaced on a pitch of 19-
25 mm, which will usually result in more spot welds than found in the original factory joint.
Use a resistance spot weld cutter to remove resistance spot welds. Where a new joint is to be MIC welded, cut the
old resistance spot welds from the panel that is to be retained; the resulting holes are then used for plug welding.
Suitable holes may be drilled or punched as follows:
• 8.0 mm for sections up to 1.5 mm thickness
• 10.0 mm for thicker sections.
Always refer to the welding equipment manufacturers diagrams and tables for the relevant procedure.
May 1996 7-3

Air Conditioning
Working Practices O" 15-^?
Working Practices
General
Be aware of, and comply
with,
all health and safety
requirements.
Before beginning any repair or service procedure,
disconnect the vehicle battery ground connection
and protect the vehicle from dirt or damage.
Work in a well ventilated, clean and tidy area.
Recovery and chargeequipment must comply
with,

or exceed the standard detailed in the General
Description.
Handling Refrigerant
Wear eye protection at all times.
Use gloves, keep skin that may come into contact
with refrigerant covered. If the refrigerant comes
into contactwith youreyesorskin wash the affected
area immediatelyw'ith cool water and seek medical
advice, do not attempt to treat yourself.
Avoid inhaling refrigerant vapour, it wil
your respiratory system.
irritate
Never use high pressure compressed air to flush out
a system. Under certain circumstances a
combination of HFC 134A and compressed air in
the presenceofa source ofcombustion (for instance,
welding or brazing equipment), results in an
explosion that releases toxic compounds into the
atmosphere.
The refrigerant and CFC 12 must never come into
contact with each other
as
they form an inseparable
mixture that can only be disposed of by incineration.
Do not vent refrigerant directly into the atmosphere,
always use approved recovery equipment.
Refrigerant is costly but it can be recycled. Clean
the refrigerant, using the recovery equipment and
reuse it.
Carry out LeakTestsonly with an electronic analyser
dedicated to Refrigerant El 34A.
Do not attemptto guess the amount of refrigerant in
a system, always recover it and recharge with the
correct charge weight. Do not depress the charge or
discharge port valves to check for the presence of
refrigerant.
Handling Lubricating Oil
Avoid breathinglubricantmist,itwillcauseirritation
to your respiratory system.
Always decant fresh oil from a sealed container. Do
not leave oil exposed to the atmosphere for any
reason other than to fill or empty a system; PAG oil
is hygroscopic (it absorbs water) and iscontaminated
rapidly by atmospheric moisture.
Following the recovery cycle do not reuse the oil
when it has been separated from the refrigerant;
dispose of the oil safely.
System Maintenance
Do not leave the system open to the atmosphere. If
a unit or part of the system is left open for more than
five minutes, it is advisable to renew the receiver-
dryer. There is not a safe period in which work is to
be carried out. Always plug pipes and units
immediately after disconnection and only remove
plugs when re-connecting.
If replacement parts are supplied without transit
plugs and seals do not use the parts. Return them to
your supplier.
Diagnostic equipment for pressure, mass and
volumeshouidbecalibrated regularly and certified
by a third party organisation.
Use extreme care when handling and securing
aluminium fittings, always use a backing spanner
and take special care when handlingtheevaporator.
Use only the correct or recommended tools for the
job and apply the manufacturer's torque
specifications.
Keep the working area, all components and tools

clean.

8-8 May 1996

Air Conditioning
Temperature Distribution System
The Control Panel (Fig. 4) contains:
• Fan speed-defrost rotary switch (Mode-Switch),
• Air Conditioning Function Switch
• Temperature differential rotary control
• Temperature rotary control,
The control panel relays information to the ECM.
Figure 4.
Fan Speed Control (Mode Switch)
The rotary switch controls airflow from the blower motors. The switch has five positions: 3C, 1, 2,3 and DEFROST.
«» The system is not operational; a residual signal is sent to the Electronic Control Module (ECM)
to ensure that the blower flaps are closed to prevent outside air from entering the system.

1,
2,3 Selection information is relayed to the ECM. Signals are also relayed to the ECM from the
temperature selector feedback circuits and various sensors. Fan speed is steplessly controlled
by the ECM, within the ranges 1, 2 and 3.
DEFROST the fans operate at maximum speed, front screen vents open fully, lower flaps close fully and
maximum output is directed to the windscreen (there may be a delay of up to 30 seconds from
selection to execution of this function).
Face Level Temperature Differential
This control is used to vary the temperature difference between the air coming through the face vents and that coming
through the lower vents into the footwell.
Temperature Rotary Control
This is used to preset the in car heat level in either automatic or manual mode. There are three temperature sensors
located in the system:
• Exterior ambient
• In-car
• Evaporator.
An input voltage is supplied to the sensors from AC4-13 of the control module. The temperature sensing signal from
the sensors is transmitted to the control module via AC4-4 and AC2-4 respectively. The sensors are semiconductor
devices which provide a voltage output proportional to the sensed temperature.
8-10 May 1996

Air Conditioning
In Car Controls '^^
Air Conditioning Function Switch
The air conditioning function switch (Fig. 4) has
five positions: Economy (ECO), Air conditioning

(AC),
Manual (MAN), Re-circulation and Demist
(DEM). These settings have thefol lowing functions:
ECO (Economy) Inthissettingtheairconditioning
compressor is switched off. No cooling is
available but incoming air may be heated to
the selected temperature. This mode puts a
minimum load on the engine. Pin 23 at the
ECM is earthed through the switch to select
economy mode.
AC This setting allows the heating and cooling
functions to be performed automatically,
the required in-cartemperature
is
maintained
and the air is dehumidified. Pin 26 at the
ECM is earthed through the switch to select
this mode.
MAN (Manual) In the Manual mode the fan speed
and temperature control can be set at any
level and heating or cooling will be
performed despite the internal temperature
of the car. Pins 26 and 19 at the ECM are
earthed through the switch to select this
mode
V (Re-circulation) With this setting selected
the external air inlets are closed and
conditions are maintained by circulating
the air within the car. Heating and cooling
functions are controlled automatically to
give the required in-cartemperature. Pins 9
and 26 at the ECM are earthed through the
switch to select the manual Re-circulation.
DEM (Demist) Air is directed directly onto the
screen in this mode. Air speed and
temperature depend on the selected fan
screen and in-cartemperature. Heating and
cooling functions are still controlled
automatically to give the required in-car
temperature. Pin 8 and 26 at the ECM are
earthed through the switch to give the
required in-car temperature.

B
liD^
-• 1
-• 2
-• 3
-• 4
-• 5
,'^
1 -• 6
-• 7
-• 8
Figure 4.
Key to Fig. 4

1.
AC signal Pin 26 ECM

2.
MAN signal Pin 19 ECM
3. REC signal Pin 9 ECM

4.
DEM signal Pin 8 ECM
5. Earth-ground Pin 1 ECM
6. Earth-ground Pin 1 ECM
7. AC signal Pin 26 ECM
8. ECO signal Pin 23 ECM
A ECO
B AC
C MAN
D Re-circulation
E DEM
8-22 May 1996