ABS ASTON MARTIN V8 VANTAGE 2010 Service Manual

Anti-lock Braking System (ABS) (06.09)
Brake system (06.00)
Issue 4, November 2008 Workshop Manual 6-9-1
Brake system (06.00)
Anti-lock Braking System (ABS) (06.09)
The anti-lock braking system (ABS) is a four-channel system
having independent inputs from all four-wheel speed
sensors.
The ABS module, monitors signals from the sensors to
calculate, brake slip and the acceleration / deceleration of
individual wheels. When the brake pedal is depressed, and
the ABS module detects incipient wheel lock-up from the
incoming signals, it triggers the re-circulation pump inside
the module’s hydraulic modulator, and the solenoid valves
for the wheel(s) concerned. Brake pressure, is then
modulated to increase / decrease or remain constant at the
wheel(s) concerned until whee l lock-up is eliminated. The
ABS provides self-diagnosis and any malfunction within the
system will be indicated to the dr iver by the illumination of
the brake warning light and ‘ABS FAULT’ displayed in the
message centre right. Should a fault develop within the ABS,
the brake system will operate conventionally and with the
same standard of performanc e as a vehicle not equipped
with ABS.
Dynamic Stability Control
Dynamic Stability Control (DSC ) is a closed-loop system
designed to enhance driving safety by improving vehicle
handling when the tyres are at the limits of their grip
capabilities. This is achieved through instantaneous,
electronically controlled, reduction of engine torque and
strategic application of the brakes at individual wheels.
By using the principle that by controlling the brakes
individually it is possible, to an extent, to steer the vehicle.
This principle can be used to enhance driving safety by
correcting the vehicle’s yaw moment (turning force), when
the vehicle fails to follow th e driver’s steering inputs.
Concept
Satisfactory handling is determined according to whether a
vehicle maintains a path, wh ich accurately reflects the
driver

Anti-lock Braking System (ABS) (06.09)
Brake system (06.00)
6-9-2 Workshop Manual Issue 4, November 2008
difference between the ideal and actual response within a
tolerance band. This directly influences the forces on the
tires to generate a corrective yaw moment to reduce the side
forces of the tires where appropriate
System Overview
The DSC system embraces capabilities far beyond that of
ABS, or ABS and traction control combined, while relying on
the components of these systems. It also incorporates these
additional sensors for measur ing the vehicle’s motion and
brake system pressure:
Ya w r a t e s e n s o r - located centrally on the transmission
tunnel.
Lateral acceleration sensor - integrated with the yaw rate
sensor.
Steering angle sensor - located on the upper steering
column.
Pressure transducer - located on master cylinder.
The ABS / DSC module supports data exchange with other
vehicle electronic systems via the CAN network; the module
also enables diagnostic interrogation using WDS.
The following components register driver demand and the
ABS / DSC module processes their signals as a basis for
defining an ideal response:
PCM - position of accelerator pedal.
Brake master cylinder pressure transducer - driver’s
braking effort.
Steering angle sensor - position of steering wheel.
There are many supplementary parameters also included in
the processing calculations these include the coefficient of
friction and vehicle speed. The ABS / DSC module monitors
these factors based on signals transmitted by the sensors for:
• Wheel speed
• Lateral acceleration
• Brake pressure
• Yaw rate
Using these parameters, the function of the ABS / DSC
module is to determine the current vehicle status based on
the yaw-rate signal and the slip as estimated by the ABS /
DSC module. It then maintains the vehicle response within
a tolerance of the ‘normal’ behaviour, which is easily
controlled by the driver.
In order to generate the desired yaw behaviour the ABS /
DSC module controls the selected wheels using the ABS
hydraulic system and engine control system. In the event of
engine intervention, the ABS / DSC module calculates the
torque which should be supplied by the engine to the
wheels, and relays this request signal to the PCM which
implements the torque request.
The PCM receives signals from the DSC system via the CAN
bus and reduces engine torque as follows:
• The throttle is positioned to provide the requested engine target torque. • During the transient phase of torque reduction caused by
mechanical and combustion delays, other alternative
torque reduction methods are used to provide a quicker
response.
• The ignition is retarded and / or the fuel is cut-off at the injectors at selected cylinders.
• Ignition and fuelling are reinstated when the engine torque reaches the requested value
Operation Summary
• DSC is switched ‘ON’ when the engine is started
• When the system is operating , the DSC light in the instrument cluster will flash, at the rate of twice a second
• DSC can be switched ‘OFF / ON’ by pressing the DSC switch
• The DSC light in the instru ment cluster will illuminate
continuously when the system is switched ‘Off’.
• ‘DSC OFF’ will be displayed in the message centre right to indicate the system has been switched ‘OFF’
• A malfunction in the traction control system will be indicated to the driver by the following:
• The DSC light in the instru ment cluster will illuminate
continuously
• The message ‘DSC NOT AVAILABLE’ will be displayed in the message centre right
• If vehicle speed control is engaged it will automatically disengage when traction control is operating .
Traction Control
Traction control is a function of DSC, and is operated in
association with DSC. Traction control prevents excessive
wheel-spin at standing starts, or during acceleration. Wheel-
spin is usually caused by ex cessive use of the accelerator
pedal, or slippery, loose or bumpy road surfaces. To prevent
excessive wheel-spin and mainta in vehicle stability such
situations are overcome by the intervention of the traction
control system by:
• Braking the driven-wheel when it starts to slip
• And / or adapting the engine torque to a level corresponding to the traction available on the road
surface.
Functional Description
Traction control uses the ABS electronic and mechanical /
hydraulic hardware with additional valves to control the
braking pressure at the calipe rs. An engine interface also
enables the engine to respond to torque reduction requests
from the traction control. As with ABS, the signals from the
wheel-speed sensors are supplied to the ABS module, where
they are used to calculate the wheel-slip of the individual
wheels. Traction control intervention is initiated if the slip at
one of the wheels is excessive.

Anti-lock Braking System (ABS) (06.09)
Brake system (06.00)
Issue 4, November 2008 Workshop Manual 6-9-3
Engine Intervention
In the event of wheel-slip the ABS / DSC module calculates
the torque, which should be applied by the engine to reduce
the wheel-slip (this torque does not exceed driver demand).
Engine torque reduction is then requested from the PCM via
the CAN bus. The PCM, in response to these signals, reduces
engine torque by controlling the ignition and fuelling. A
traction control gearshift pattern is automatically selected
within the automatic transmission software whenever
traction control is active.
Brake Intervention
This function operates by increasing the pressure in the
brake caliper of the slipping wheel, by closing the separation
valve and the inlet valve of the non-slipping wheel and
running the modulator pump. This takes fluid from the fluid
reservoir via the non-actuated master cylinder and
pressurizes the brake caliper. The pressure is modulated at
the caliper via the inlet and outlet valves to achieve the
desired wheel-slip target to maximize traction.
ABS / DSC Circuit
Specifications
SR,05UR,05YR,0.5NR,0.5
WR,05NR,05
YG,05WG,05
YU,05WU,05
W,05N,05
W,0.5U,0.5R,0.5
P,0.5Y,0.5
B,0.5WG,0.5GB,0.5
B,0.5BG,0.5
GW,0.5
P,0.5
U,0.5
U,3.0
BK,1.0BK,1.0
P,0.35P,0.35P,0.35 U,3.0
WG,05YG,05
WU,05
SR,05UR,05YR,0.5NR,0.5
WG,05YG,05
WU,05
WG,05YG,05
WU,05YU,05YU,05YU,05Module-ABS
OBD2-Body (B)
Earth-Module ABSEarth-Module ABS
C1184-18C2410-6
Sensor-Brake Pressure
Sensor-Brake Pedal Travel
Sensor-Rear ABS-LH
C0746-7C0746-6
C0746-5
Switch-Brake Boost
Sensor-Yawrate / Acceleration
C2411-6C2411-5C2411-4
C2411-3
C0144-7C0144-3
C0144-2
Sensor-Front ABS-LH
Sensor-Front ABS-RH
C2410-10C2410-9
C2410-8
Sensor-Rear ABS-RH
C0746-4C0144-1C2410-7
C0877-7
K-LINESPL50-KL/FA
C0362-1C0434-1
C2444-2
SIGC2444-1
GND
C2444-3
SENSP
C2446-2
GNDC2446-1
SENSPT
C2446-3
SIG
C0501-47
GNDC0501-16
GND
C0501-2K-LINE
C0501-24
GND
C0501-31
PWM
C0501-30
NC
C0501-25
CAN HS-
C0501-28
SIGC0501-27
NO
C0501-29
CAN HS+C0501-6
CLUST_SP
C0501-17
PWR
C0501-5
GND
C0501-32BATT FEED
C0501-7
SENSPT
C0501-3 SIG
C0501-20 SIGC0501-19
GND
C0501-18 SENSP
C0501-4IGN FEED
C0501-46
F/L/GNDC0501-45
F/L/SIG
C0501-42
R/R/GNDC0501-43
R/R/SIG
C0501-36
R/L/SIG
C0501-34
F/R/SIGC0501-33
F/R/GND
C0501-1
BATT FEEDC0501-37
R/L/GND
C2448-5
C2448-3
C2448-2C2448-1
C2448-4
C1656-3 CLUS_SPC1656-2
CAN HS+C1656-1 CAN HS-
C1656-5
GND
C0516-2-C0516-1+
C0517-2
-C0517-1+
C0502-1
+
C0503-2 -C0503-1+
C0502-2 -
Sensor
Steering Angle
Sheet 61
F4
30.0 AmpsRelay 1
Underbonnet Fusebox
DIODE 1
F28
10.0 Amps
F20
30.0 Amps
F19
30.0 Amps
Earth
Steering Angle
Sensor
C0576-1
C0577-4C2608-1 VBATT
C0573-2
C0571-3
C0573-3
C0578-8SPL5-VIGN/FOR
C1672-5
VPWRC1672-8
GND
011-6-003
Oils/Greases
Brake FluidCastrol Response Super Dot 4
Torque Figures
DescriptionNm.lb. / ft.
Modulator to Bracket 5 4
Modulator / Bracket to body 9 7
Brake hose unions 17 1413
10.5
17 Nm. 17 Nm.
17 Nm.
14 Nm.
14 Nm. 14 Nm.

Anti-lock Braking System (ABS) (06.09)
Brake system (06.00)
6-9-4 Workshop ManualIssue 4, November 2008
Maintenance
ABS Modulator - Remove and Install
Remove
1. Disconnect the vehicle battery.
2. Raise the vehicle and make it safe.
3. Remove the four road wheels.
4. Remove the dust caps from the four brake caliper bleed
nipples .
5. Put a container in position under the rear left-side caliper to collect brake fluid.
6. Connect a bleed hose to rear left-side caliper.
7. Open the bleed nipple.
8. Put a container in position under the front left-side caliper to collect brake fluid.
9. Connect a bleed hose to front left-side caliper
10. Open the bleed nipple.
11. Operate the brake pedal more than 60 mm and install a pedal clamp to hold it.
12. Tighten the two bleed nipples.
13. Disconnect the two bleed hoses.
14. Remove the two fluid containers.
15. Install the two dust caps.
16. Remove the five or six screws that attach the rear half of the front left wheelarch liner.
17. Remove the self-tapping screw that attaches the rear of the wheelarch liner into the wheelarch.
18. Move the wheel arch liner to get access. 19. Disconnect the electrical connector from the modulator.
20. Put a label on each brake pipe union for the assembly
procedure.
21. Loosen and disconnect the six brake pipe unions from
the modulator. Install plugs into the modulator and the
pipe connections.
22. Remove the three M8 Torx-head screws (1) that attach the modulator mounting bracket to the body.
23. Remove the modulator.
24. Remove the three M6 Torx-head bolts that attach the modulator to the mounting bracket. Remove the
mounting bracket from the modulator.
Installation
1. Install the modulator onto the mounting bracket.
2. Install and torque the three M6 Torx-head bolts.
3. Install the modulator to the body.
4. Install and torque the three M8 Torx-head screws.
5. Remove the sealing plugs.
6. Install and torque the six brake unions to the modulator.
7. Connect the electrical connector to the modulator.
8. Put the wheel arch liner back in the correct position.
9. Install the self-tapping screw that attaches the rear of the wheelarch liner into the wheelarch.
10. Install the five or six scre ws to attach the wheel arch
liner.
11. Bleed the braking system (Refer to ’Brake Bleeding - AMDS

Anti-lock Braking System (ABS) (06.09)
Brake system (06.00)
Issue 4, November 2008 Workshop Manual 6-9-5
13. Lower the vehicle. WA R N I N G
BEFORE YOU DRIVE THE VEHICLE, OPERATE THE
FOOT BRAKE PEDAL 2 OR 3 TIMES TO MAKE SURE
THAT THE FOOT BRAKE OPERATES CORRECTLY. YOU MUST OPERATE BRAKE CALIPER PISTONS TO CLOSE
THE SPACE BETWEEN THE BRAKE PADS AND THE DISC.

Anti-lock Braking System (ABS) (06.09)
Brake system (06.00)
6-9-6 Workshop Manual Issue 4, November 2008

Clutch Assembly (08.01)
May 2007 Workshop Manual 8-1-5
13. Remove Diagnostic tool.
14. Lower vehicle on ramp.
Clutch Hydraulic System-Bleed
08.00.AF
1. Raise vehicle on ramp.
2. Remove fluid reservoir cap and ensure fluid level is correct.
3. Clean area around clutch bleed nipple.
4. Remove cap from bleed nipple.
5. Position bleed container cont aining clean hydraulic fluid
and connect hose to bleed nipple.
6. Depress clutch pedal to floor 3 times and hold pedal down on third application.
7. Loosen bleed nipple allowing any air/fluid to escape.
8. Tighten bleed nipple.
9. Repeat procedure until air-free fluid emerges.
10. Disconnect bleed hose, remove container and install dust cap to bleed nipple.
11. Top-up fluid reservoir.
12. Lower vehicle on ramp.
Master Cylinder to Slave Cylinder Tube
Assembly-Renew
08.00.AJ
-Sportshift Only
Removal
1. Disconnect vehicle battery. 2. Raise vehicle on ramp.
3. Remove torque tube (see Workshop Manual procedure
05.01.CA Torque Tube - Remo ve for Access & Refit).
4. Remove grommet sealing clutch pipe to torque tube.
5. Remove clip, disconnect clutch pipe from slave cylinder adaptor.
6. Release clip securing transmi ssion harness to clutch pipe
mounting bracket.
7. Release clips (x4) securing clutch pipe to transmission harness.
8 . R e m o v e c l u t c h p i p e f r o m t o r q u e t u b e .
Installation
1. Install clutch pipe to torque tube.
2. Secure clutch pipe to tran smission harness using clips.
3. Secure transmission harne ss to clutch pipe mounting
bracket using clip.
4. Install clip and refit clutch pipe to slave cylinder adaptor.
5. Install grommet sealing clutch pipe to torque tube.
6. Install torque tube (see Workshop Manual procedure 05.01.CA Torque Tube - Remo ve for Access & Refit).
7. Bleed clutch hydraulics (see Workshop Manual procedure 08.00.AE Clut ch Hydraulic System -
Sportshift - Bleed).
8. Lower vehicle on ramp.
9. Connect vehicle battery.
Repair Operation Time (ROT)
Warning
Avoid skin / eye contact or in gestion of clutch fluid. If
skin or eyes are sp lashed with clutch fluid, rinse the
affected area immediately with plenty of water and
obtain medical attention. If clutch fluid is ingested, obtain immediate medical attention.
Caution
Clutch fluid must not be allowed to contact vehicle paint work. Remove spilt clutch fl uid from the paint work by
rinsing away with running water.
Warning
Brake / Clutch fluid is hygroscopic. If kept in opened
containers it will absorb water vapour. Use only brake
fluid from freshly opened co ntainers when topping-up
the brake fluid reservoir.
Before proceeding to the next step, position cloth around
fluid reservoir to collect any spillage.
Repair Operation Time (ROT)
Warning
Always disconnect the battery earth (- ve) terminal first.
Warning
When raising the vehicle on a ‘two post’ ramp, ensure
that the rear end of the vehicle is securely strapped to
the ramp. Failure to strap the rear of the vehicle down may lead to the vehicl e falling off the ramp.
Warning
Observe all oil/fluid manufact urers safety instructions
when handling components that have been in contact with transaxle oil.
Warning
Always connect the battery ea rth (+ve) terminal first.

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

Air Conditioning (A/C) System (12.03)
Climate Control (12.00)
12-3-4 Workshop Manual May 2007
Storing Refrigerant
Handling Insufficient Refrigerant Level
Handling Compressor Oil
Refrigeration Cycle
Operation
1. The Compressor (1) dr aws low pressure, low
temperature, refrigerant vapour from the evaporator (5)
and compresses it, raising th e refrigerant pressure and
temperature.
2. This high pressure, hot, refrigerant vapour enters the condenser (2), where it is cooled by the flow of ambient
air and changes state into a cooler, high pressure liquid.
3. From the condenser, the liqu id passes into the receiver
drier (3) which has three functions:
• Removes moisture from the refrigerant using a desiccant
• Filters the refrigerant to remove system contaminants
• Stores the refrigerant to cope with varying system refrigerant demands
4. The filtered liquid refrigerant, still at high pressure, then enters the expansion valve (4). Here it passes through a
controlled orifice and emerges as an atomised liquid
spray. This has the effect of reducing the refrigerant
pressure and temperature. The cold refrigerant spray
now flows into the evaporator (5).
5. As refrigerant passes through the evaporator core, it cools the incoming airflow. Heat is absorbed by the
refrigerant, during this process and it once again changes
state, from an atomised cool liquid into a vapour. The
refrigerant vapour then returns to the compressor for the
cycle to be repeated.
An automatic safety valve is incorporated in the compressor,
which will open if the system pressure rises above 41 bar.
The valve will reseat when the pressure drops below 27,6
bar. When the safety valve is open, the compressor will 'free
Warning
The refrigerant container is highly pressurized. If it is subjected to high heat, it could explode, scattering metal fragments and liquid refrigerant that can
seriously injure personnel. Store refrigerant at
temperatures below 40
oC (104 oF).
Caution
If an insufficient refrigerant level is detected while
troubleshooting, do not char ge (add) the refrigerant.
Because an accurate amount of refrigerant cannot be
determined from the pressure indicated on the
recovery / recycling / rechar ging unit, never charge the
refrigerant.
Caution
If there is too much or to o little refrigerant from the
refilling, there may be secondary problems such as
damage to the refrigerant cycl e parts, or a decrease of
cooling performance. Therefore, if it is determined that the refrigerant level is insufficient, completely remove refrigerant from the refriger ant cycle and refill with
refrigerant to the specified amount.
Caution
Use only ND8 compressor oil for this vehicle. Using a PAG oil other than DENSO OIL8 compressor oil will damage the A/C compressor.
Caution
Do not spill the ND8 compressor oil on the vehicle. A drop of compressor oil on the vehicle surface can
damage the paint work. If oil gets on the vehicle, wipe it off immediately.
Caution
ND8 compressor oil has a high moisture absorption
efficiency. If moisture mixe s with the compressor oil,
the refrigerant system could be damaged. Ensure caps
are installed immediately afte r using the compressor oil
or removing refrigerant system parts to prevent moisture absorption.

 
 


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