air condition ASTON MARTIN V8 VANTAGE 2010 Manual PDF

2009 MY OBD-II Documentation4.7L, Aston Martin V8 VantageAston Martin / Ford Confidential
1) "Continuous" under the "Time Required" column indicates that the specified test cycles at a frequency greater than once every 0.5 seconds whenever the
test entry conditions are met.
2) "Once per driving cycle" under the "Time Required" column indicates that the specified test will complete during the first 2 bags of an FTP as well as under
the test entr
y conditions specified, on the road.
3)All test entry condition parameters are measured instantaneously unless otherwise indicated.
p) If a 6 hour soak is met, some strategies will not require another continuous 6 hour soak if the customer performs a brief key-off. This has been put into
effect to improve evap monitor completion frequency.
q) Some strategies will have the ability to base evap monitor soak length on the CARB cold soak criteria which consists of an ECT range and ACT/ECT
differential.
r) A minimum soak time has been added to CARB's cold soak criteria (footnote q) to allow calibrators to set a minimum soak time if longer soak times are
n
eeded than given by the ACT/ECT-based CARB soak criteria.
a) A pending code will be stored after a malfunction has been detected on one driving cycle; a DTC will be stored after the same malfunction has been detected on the second consecutive driving cycle. The DTC will be erased after 40 warm-up cycles with no malfunction present, after the MIL has been
extinguished for the DTC.b) A DTC will be stored immediately upon detection of a malfunction. The DTC will be erased after 40 warm-up cycles with no malfunction present, after the MIL has been extinguished for the DTC.k) A DTC will be stored after a malfunction has been detected on one drive cycle.The DTC will be erased after 40 warm-up cycles with no malfunction present, after the MIL has been extinguished for that DTC.l) A DTC will be stored after a malfunction has been detected on six consecutive drive cycles. The DTC will be erased after 40 warm-up cycles with no malfunction present, after the MIL has been extinguished for that DTC.o)For intake air temperatures below 20 deg F, no DTC will set for indicated AIR malfunction.
s) A DTC will be stored after an evaporative system leak has been detected and the refueling debounce check has been completed on the subsequent
driving cycle
c)The MIL will be illuminated after a malfunction has been detected on two consecutive driving cycles.
The MIL will be extinguished after three consecutive driving cycles where the monitor was run without a malfunction.d)The MIL will blink immediately upon detection of a misfire rate that exceeds the catalyst damage threshold, regardless of whether fuel is shut off or not.
If the misfire rate drops below the catalyst damage threshold, the MIL will stay on solidly.
The MIL will be extinguished after three consecutive drive cycles where similar conditions have been seen without the malfunction.e)The MIL will be illuminated after a malfunction has been detected on two consecutive driving cycles.
The MIL will be extinguished after three consecutive drive cycles where similar conditions have been seen without the malfunction.f)For intake air temperatures below 32 deg F, the MIL will not illuminate for the indicated EGR DTCs.
For barometric pressures below 22.5"Hg, the MIL will not illuminate for the indicated EGR DTCs.
For intake air temperatures below 20 deg F, the MIL will not illuminate for the indicated AIR DTCs.
This prevents false MIL illumination due to ice in the EGR hoses or AIR switching valve(s).g)This monitor employs EWMA.
The MIL will be illuminated after a malfunction has been detected on two consecutive driving cycles after DTCs have been erased or Keep Alive Memory
h
as been erased (battery disconnect).
The MIL will be illuminated after a malfunction has been detected on up to six consecutive driving cycles during subsequent, "normal" customer driving.
The MIL will be extinguished after up to six consecutive driving cycles without a malfunction.
h) Some automatic transmission monitors are demonstrated following the USCAR Abbreviated On-Board Diagnostic Test Procedure for Vehicles Equipped
wi
th Automatic Transmissions.
This prevents false MIL illumination on this non-turbine speed sensor transmission application.
i)The MIL will be illuminated after a malfunction has been detected on the first driving cycle.
The MIL will be extinguished after three consecutive driving cycles where the monitor was run without a malfunction.j)A DTC will be set after a malfunction has been detected on two consecutive driving cycles.
m) MIL will be illuminated after a malfunction has been detected on two consecutive driving cycles. MIL will be extinguished after the monitor has run
wi
thout a malfunction (same or subsequent drive cycle).
n) A check cap light will be illuminated after a malfunction has been detected on one driving cycle. The check cap light will be extinguished after the monitor
h
as run without a malfunction (same or subsequent drive cycle).
MIL Illumination:
Notes:
Footnotes
Secondary Parameters
DTC Stora
ge:
EOBD 2009MY_V8 Vantage.xls
Notes 08/02/2005
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Component/ System Fault Code Monitor Strategy
Description Malfunction Criteria Threshold Parameter Secondary Parameters Entry Parameters Time Required DTC
StorageMIL Illumin-
ationMisfire Detected At
Startup P0316 Misfire detected during first
1000 engine revs since start P0316 is set in addition to
P0300 - P0310 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)
Unable to learn
crankshaft profile P0315 Unable to learn stable
crankshaft profile Number of attempts > 6 attempts
Continuous within
profile learning
entry conditionsFootnote a) Footnote c)
ROM checksum error P260F NNP ROM checksum error Checksum from NNP does not equal mainline
strategyNone
Continuous Footnote a) Footnote c)
Fuel System Too
Rich Or Too Lean P0171
(Bank 1 Lean)Excessive long and short term
fuel trim corrections Long term fuel trim cell
currently being utilized
exceeds lean limits> 1.24 * 100 % Engine rpm
600 - 4000 rpmContinuous Footnote a) Footnote c)
Short term fuel trim
exceeds lean limits < 0.96 * 100%
P0172
(Bank 1 Rich) Note: Long term fuel trim
corrections are learned into
an 8x10 cell table as a
function of rpm and load
or
an 8x1 cell table as a function
of rpm and air mass Long term fuel trim cell
currently being utilized
exceeds rich limits
< 0.76 * 100 % Engine air mass 3.4 - 484 g/sec
(0.45 - 63.99 lbs/min)
Short term fuel trim
exceeds rich limits > 1.1 * 100 %
P0174
(Bank 2 Lean) Closed loop fuel, adaptive
fuel learning enabled
(Purge dutycycle = 0 %)Fuel trim learning enabled Fuel trim learning
enabled
P0175
(Bank 2 Rich) Fuel Rail Pressure sensor
OK (P0190/0192/0193)Fuel S
ystem Monitor
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Component/ System Fault Code Monitor Strategy
Description Malfunction Criteria Threshold Parameter Secondary Parameters Entry Parameters Time Required DTC
StorageMIL Illumin-
ationStream 1 (Front) O2
Sensor Signal Stuck
Lean P2195
(Bank 1,
Sensor 1)Lack of HO2S switches
Stage 1:
(Look for short term fuel
trim stuck) Fuel control Closed loop or
Closed loop desiredContinuous Footnote a) Footnote c)
P2197
(Bank 2,
Sensor 1) Short term fuel trim > 1 + 0.3 * 100% Intake air temp sensor OK
(P0112/0113)
Time with short term fuel
trim at limit > 22 * 2 sec Engine coolant temp
sensor OK (P0117/0118)
Stage 2:
(Look for HO2S stuck at
startu
p)
Mass Air Flow sensor OK
(P0102/0103)
Cumulative time in test
mode since start up > 30 sec Throttle Position Sensor
OK (P0122/0123)
Number of switches since
start up < 4
Fuel tank pressure low
enough and sensor OK
(P0451, P0452, P0453) < 2,491 Pa
(< 10 in H2O)
Fuel control In FMEM at start up Fuel level above minimum
level > 0.15 * 100 %
Stuck sensor recovery
efforts failed
Time entry conditions hav
e
been present > 10 sec
Stream 1 (Front) O2
Sensor Signal Stuck
Rich P2196
(Bank 1,
Sensor 1)Lack of HO2S switches
Stage 1:
(Look for short term fuel
trim stuck) Fuel control
Closed loop or
Closed loop desired Continuous Footnote a) Footnote c)
P2198
(Bank 2,
Sensor 1) Short term fuel trim < 1 - 0.3 * 100% Intake air temp sensor OK
(P0112/0113)
Time with short term fuel
trim at limit > 22 * 2 sec. Engine coolant temp
sensor OK (P0117/0118)
Stage 2:
(Look for HO2S stuck at
startu
p)
Mass Air Flow sensor OK
(P0102/0103)
Cumulative time in test
mode since start up > 30 sec Throttle Position Sensor
OK (P0122/0123)
Number of switches since
start up < 4
Fuel tank pressure low
enough and sensor OK
(P0451, P0452, P0453) < 2,491 Pa
(< 10 in H2O)
Fuel control In FMEM at start up Fuel level above minimum
level > 0.15 * 100 %
Stuck sensor recovery efforts failedTime entry conditions hav
e
been present > 10 sec
HO2S Monitor
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Component/ System Fault Code Monitor Strategy
Description Malfunction Criteria Threshold Parameter Secondary Parameters Entry Parameters Time Required DTC
StorageMIL Illumin-
ation
Sensor rationality check
(Stuck sensor) Compare fuel mass
consumed versus
observed change in gaug
e
readings (Min. and max.
reading) Fuel consumed (Fuel
consumed and fuel gauge
reading range are both
stored in KAM and reset
after a refueling event or
DTC storage)> 10 %
"Fuel consumed" is
continuously calculated based
on PCM fuel pulsewidth
summation as a percent of
fuel tank capacity Fuel consumed (%) -
Range of fuel gauge
readings (%)
> 0.05 * 100 %
threshold at fuel tank
fill from 15% to 85%
Fuel consumed (%) -
Range of fuel gauge
readings (%) > 0.05 + 0.05 * 100 %
threshold if tank
overfilled (> 85%)
Fuel consumed (%) -
Range of fuel gauge
readings (%) > 0.05 + 0.2 * 100 %
threshold if tank on
reserve (< 15%)
Change in fuel level > 0.3 Fuel level on the data bus
Number of intermittent
events > 100
Number of driving cycles
to clear I/M readiness flag
at extreme ambient
conditions > 1 driving cycle(s) Monitors which must
complete prior to clearing
I/M readiness bit for Evap
Monitor Catalyst, Misfire,
Secondary Air, HO2S,
Fuel System, CCM, EGR
Time within Evap Monitor
entry condition except IAT
and BARO > 180 sec N/A
I/M Readiness N/AFootnote e)
Fuel Level Input
Noisy P0461
(Rationality)Sensor rationality check
(Noisy sensor) N/A
Continuous Footnote a) Footnote e)
Continuous Footnote a)
Fuel Level Input
Stuck P0460
(Rationality)
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Notes:
1) "Continuous" under the "Time Required" column indicates that the specified test cycles at a frequency greater than once every 0.5
seconds whenever the test entr
y conditions are met.
2) "Once per driving cycle" under the "Time Required" column indicates that the specified test will complete during the first 2 bags of an
FTP as well as under the test entry conditions s
pecified
, on the road.
3
)All test entr
y condition
parameters are measured instantaneousl
y unless otherwise indicated.
Footnotes:Secondar
y Parameters:
p) If a 6 hour soak is met, some strategies will not require another continuous 6 hour soak if the customer performs a brief key-off. This
has been put into effect to im
prove eva
p monitor com
pletion fre
quenc
y.
q) Some strategies will have the ability to base evap monitor soak length on the CARB cold soak criteria which consists of an ECT range
and ACT/ECT differential.
r) A minimum soak time has been added to CARB's cold soak criteria (footnote q) to allow calibrators to set a minimum soak time if
lon
ger soak times are needed than
given b
y the ACT/ECT-based CARB soak criteria.
DTC Stora
ge:
a) A pending code will be stored after a malfunction has been detected on one driving cycle; a DTC will be stored after the same
malfunction has been detected on the second consecutive drivin
g cycle. The DTC will be erased after 40 warm-u
p cycles with no ma
b) A DTC will be stored immediately upon detection of a malfunction. The DTC will be erased after 40 warm-up cycles with no malfunction
present
, after the MIL has been extin
guished for the DTC.
k) A DTC will be stored after a malfunction has been detected on one drive cycle.The DTC will be erased after 40 warm-up cycles with no
malfunction
present
, after the MIL has been extin
guished for that DTC.
l) A DTC will be stored after a malfunction has been detected on six consecutive drive cycles. The DTC will be erased after 40 warm-up
c
ycles with no malfunction
present
, after the MIL has been extin
guished for that DTC.
o
)For intake air tem
peratures below 20 de
g F, no DTC will set for indicated AIR malfunction.
s) A pending code will be stored after a malfunction has been detected on upto the 6th trip depending on the size of the fault deviation; a
DTC will be stored after the same malfunction has been detected on a second driving cycle. The DTC will be erased after 40 warm-up
cycles with no malfunction. This monitor employs EVMA.
MIL Illumination:c)The MIL will be illuminated after a malfunction has been detected on two consecutive drivin
g cycles.
The MIL will be extin
guished after three consecutive drivin
g cycles where the monitor was run without a malfunction.
d) The MIL will blink immediately upon detection of a misfire rate that exceeds the catalyst damage threshold, regardless of whether fuel
is shut off or not.
If the misfire rate dro
ps below the catal
yst dama
ge threshold
, the MIL will sta
y on solidl
y.
The MIL will be extin
guished after three consecutive drive c
ycles where similar conditions have been seen without the malfunction.
e
)The MIL will be illuminated after a malfunction has been detected on two consecutive drivin
g cycles.
19

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The MIL will be extin
guished after three consecutive drive c
ycles where similar conditions have been seen without the malfunction.
f
)For intake air tem
peratures below 32 de
g F, the MIL will not illuminate for the indicated EGR DTCs.
For intake air tem
peratures below 20 de
g F, the MIL will not illuminate for the indicated AIR DTCs.
This
prevents false MIL illumination due to ice in the EGR hoses or AIR switchin
g valve
(s).
g)
This monitor em
ploys EWMA.
The MIL will be illuminated after a malfunction has been detected on two consecutive driving cycles after DTCs have been erased or
Kee
p Alive Memor
y has been erased
(batter
y disconnect
).
The MIL will be illuminated after a malfunction has been detected on up to six consecutive driving cycles during subsequent, "normal"
customer drivin
g.
The MIL will be extin
guished after u
p to six consecutive drivin
g cycles without a malfunction.
h) Some automatic transmission monitors are demonstrated following the USCAR Abbreviated On-Board Diagnostic Test Procedure for
Vehicles E
quipp
ed with Automatic Transmissions.
This
prevents false MIL illumination on this non-turbine s
peed sensor transmission a
pp
lication.
i
)The MIL will be illuminated after a malfunction has been detected on the first drivin
g cycle.
The MIL will be extin
guished after three consecutive drivin
g cycles where the monitor was run without a malfunction.
j)A DTC will be set after a malfunction has been detected on two consecutive drivin
g cycles.
m) MIL will be illuminated after a malfunction has been detected on two consecutive driving cycles. MIL will be extinguished after the
monitor has run without a malfunction
(same or subse
quent drive c
ycle
).
n) A check cap light will be illuminated after a malfunction has been detected on one driving cycle. The check cap light will be
extinguished after the monitor has run without a malfunction (same or subsequent drive cycle).
t) The MIL will be illuminated after a pending code has been confirmed. The MIL will be extinguished after three consecutive driving c
ycles where the monitor was run without a malfunction. This monitor em
ploye EVMA.
20

SB0286V2

December 2009 Page 1 of 5
SERVICE BULLETIN
To: All Dealers
For the attention of: Service Manager/After Sales Manager
Please copy to: The Dealer Principal
Aston Martin Technician(s)
The Parts Manager
Reference
SB0286V2

Issued:
25 December 2009
Model: All Models
VIN Range: All
Subject: Rear Lamp Assembly Condensation Removal and
Repair Procedure Page 1 of 5

Reason for Version 2 of this Service Bulletin (SB0286)
Version 2 of this Service Bulletin has been issued to change the criteria for the quantity of water in the rear lamp,
before you change the lamp. Amendments to this document have a black line against them in the left-side
margin. Please destroy all copies of SB0286 that you have and replace them with this Service Bulletin SB0286V2.
Reason for this Service Bulletin
This Service Bulletin has been issued to give a procedure to dry out and repair a rear lamp assembly (lamp) that
has condensation inside. If a rear lamp has condensation inside, do the Workshop Procedure that follows:
Note: If there is moisture inside the lamp then there must be some damage.
Note: Before you do the Workshop Procedure you must make sure that the lamp unit operates correctly
because it is possible that water can have caused a shor t in the circuitry. It is also possible that if the
unit does not operate correctly, this drying out procedure can
repair the problem.
Workshop Procedure
1. Do a check of the operation of the lamp.
2. If two or more functions of the lamp do not operate correctly, install a new lamp.
3. Do a check for moisture in the rear lamp. If you can s ee water in the rear lamp that is not condensation on
the lens, install a new lamp.
CAUTION: WHEN YOU WORK ON THE LAMP MAKE SURE TH AT IT IS ON A PROTECTIVE SURFACE TO
PREVENT DAMAGE.
4. Remove the rear lamp assembly (Refer to the Workshop Manual procedure 17.02.AA (Left Side) or
17.02.AB (Right Side)).
5. If you do not replace the lamp because of the conditions in steps 2 or 3, do the procedure that follows to
dry the lamp.