Aston Martin Aston Martin DB9 OBD II Diagnostic Manual Aston Martin DB9 OBD II Diagnostic Manual
Page 1
DB9
OBD II Diagnostic Manual
Preliminary Issue
Page 2
ASTON MARTIN LAGONDA LIMITED
Note: This version of the DB9 OBD II Diagnostic Manual is in the process of validation. The manual will
shortly be reissued to include all validation corrections.
Meanwhile, should any errors be identified, please call:
Aston Martin Technical Publications Department on 01926 644705.
Produced by the Technical Publications Department
ASTON MARTIN
Banbury Road
Gaydon
Warwick, CV35 0DB, England
Telephone: (01926) 644700 Fax: (01926) 644733
Issue 1 -April 2004 Part No. 701311
Page 3
The OBDII Diagnostic System
Contents
Contents
OBD II Diagnostic System 1-1
Engine Management 1-6
Diagnostic Equipment 1-8
Drive Cycle Routine 1-11
PCM and TCM Reset 1-13
CAN Bus Fault Analysis 1-15
Diagnostic Trouble Codes - Fault Analysis
P Code Fault Definition MIL Status
P0040 Oxygen Sensor Signals Swapped Bank 1 Sensor 1 / Bank 2 Sensor 1 MIL 2-2
P0041 Oxygen Sensor Signals Swapped Bank 1 Sensor 2 / Bank 2 Sensor 2 MIL 2-2
P0053 HO2S Heater Resistance (Bank 1, Sensor 1) MIL 2-4
P0054 HO2S Heater Resistance (Bank 1, Sensor 2) MIL 2-4
P0059 HO2S Heater Resistance (Bank 2, Sensor 1) MIL 2-4
P0060 HO2S Heater Resistance (Bank 2, Sensor 2) MIL 2-4
P0068 MAF v Throttle Correlation Check MIL 2-6
P0087 Fuel starvation MIL 2-8
P0102 Mass or Volume Air Flow Circuit Low Input MIL 2-10
P0103 Mass or Volume Air Flow Circuit High Input MIL 2-12
P0104 Intermittent MAF sensor signal MIL 2-14
P0107 Manifold Absolute Pressure/BARO Sensor Low Input MIL 2-16
P0108 Manifold Absolute Pressure/BARO Sensor High Input MIL 2-18
P0109 Manifold Absolute Pressure/BARO Sensor Intermittent MIL 2--20
P0112 Intake Air Temperature Sensor 1 Circuit Low Input MIL 2-22
P0113 Intake Air Temperature Sensor 1 Circuit High Input MIL 2-22
P0114 Intake Air Temperature Sensor Intermittent MIL 2-22
P0116 Engine Coolant Temperature Circuit Range/Performance MIL 2-24
P0117 Engine Coolant Temperature Circuit Low Input MIL 2-26
P0118 Engine Coolant Temperature Circuit High Input MIL 2-26
P0119 Engine Coolant Temperature Circuit Intermittent MIL 2-26
P0121 Throttle/Pedal Position Sensor A Circuit Range/Performance Non-MIL 2-28
P0122 Throttle/Pedal Position Sensor A Circuit Low Input MIL 2-28
P0123 Throttle/Pedal Position Sensor A Circuit High Input MIL 2-28
P0124 Throttle/Pedal Position Sensor A Intermittent MIL 2-30
P0128 Coolant Thermostat (Coolant Temp Below Regulating Temperature) MIL 2-32
P0132 O2 Circuit High Voltage (Bank 1, Sensor 1) MIL 2-34
P0133 O2 Circuit Slow Response (Bank 1, Sensor 1) MIL 2-36
P0135 O2 Heater Circuit (Bank 1, Sensor 1) MIL 2-38
P0138 O2 Circuit High Voltage (Bank 1, Sensor 2) MIL 2-40
P0141 O2 Heater Circuit (Bank 1, Sensor 2) MIL 2-38
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The OBDII Diagnostic System
Contents
P Code Fault Definition MIL Status
P0148 Fuel Delivery Error. System too lean MIL 2-42
P0152 O2 Circuit High Voltage (Bank 2, Sensor 1) MIL 2-34
P0153 O2 Circuit Slow Response (Bank 2, Sensor 1) MIL 2-36
P0155 O2 Heater Circuit (Bank 2, Sensor 1) MIL 2-38
P0158 O2 Circuit High Voltage (Bank 2, Sensor 2) MIL 2-40
P0161 O2 Heater Circuit (Bank 2, Sensor 2) MIL 2-38
P0171 System Too Lean (Bank 1) MIL 2-44
P0172 System Too Rich (Bank 1) MIL 2-48
P0174 System Too Lean (Bank 2) MIL 2-44
P0175 System Too Rich (Bank 2) MIL 2-48
P0180 Fuel Temperature Sensor A Circuit MIL 2-52
P0182 Fuel Temperature Sensor Low Input MIL 2-52
P0183 Fuel Temperature Sensor High Input MIL 2-52
P0190 Fuel Rail Pressure Sensor Midrange Fault MIL 2-54
P0191 Fuel Rail Pressure Sensor Range/Performance MIL 2-56
P0192 Fuel Rail Pressure Sensor Low Input MIL 2-58
P0193 Fuel Rail Pressure Sensor High Input MIL 2-60
P0201 Injector Circuit / Open - Cylinder 1 MIL 2-62
P0202 Injector Circuit / Open - Cylinder 2 MIL 2-62
P0203 Injector Circuit / Open - Cylinder 3 MIL 2-62
P0204 Injector Circuit / Open - Cylinder 4 MIL 2-62
P0205 Injector Circuit / Open - Cylinder 5 MIL 2-62
P0206 Injector Circuit / Open - Cylinder 6 MIL 2-62
P0218 Transmission fluid temperature Non-MIL 2-64
P0221 Throttle/Pedal Position Switch B Circuit Range/Performance MIL 2-28
P0222 Throttle/Pedal Position Sensor B Circuit Low Input MIL 2-28
P0223 Throttle/Pedal Position Sensor B Circuit High Input MIL 2-28
P0224 Throttle/Pedal Position Sensor B Circuit Intermittent MIL 2-66
P0300 Random Misfire Detected MIL 2-68
P0301 Cylinder 1 Misfire Detected MIL 2-72
P0302 Cylinder 2 Misfire Detected MIL 2-72
P0303 Cylinder 3 Misfire Detected MIL 2-72
P0304 Cylinder 4 Misfire Detected MIL 2-72
P0305 Cylinder 5 Misfire Detected MIL 2-72
P0306 Cylinder 6 Misfire Detected MIL 2-72
P0307 Cylinder 7 Misfire Detected MIL 2-72
P0308 Cylinder 8 Misfire Detected MIL 2-72
P0309 Cylinder 9 Misfire Detected MIL 2-72
P0310 Cylinder 10 Misfire Detected MIL 2-72
P0311 Cylinder 11 Misfire Detected MIL 2-72
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The OBDII Diagnostic System
Contents
P Code Fault Definition MIL Status
P0312 Cylinder 12 Misfire Detected MIL 2-72
P0315 Crankshaft Position System Variation Not Learned MIL 2-76
P0316 Misfire Detected On Startup (First 1000 Revolutions) MIL 2-72
P0320 Ignition Engine Speed Input Circuit Fault MIL 2-78
P0322 Lost CPS Signal MIL 2-80
P0340 Cylinder Identification Sensor A Circuit (Bank 1) MIL 2-82
P0345 Cylinder Identification Sensor A Circuit (Bank 2) MIL 2-82
P0351 Ignition Coil A Primary/Secondary Circuit MIL 2-84
P0352 Ignition Coil B Primary/Secondary Circuit MIL 2-84
P0353 Ignition Coil C Primary/Secondary Circuit MIL 2-84
P0354 Ignition Coil D Primary/Secondary Circuit MIL 2-84
P0355 Ignition Coil E Primary/Secondary Circuit MIL 2-84
P0356 Ignition Coil F Primary/Secondary Circuit MIL 2-84
P0420 Catalyst System Efficiency Below Threshold (Bank 1) MIL 2-86
P0430 Catalyst System Efficiency Below Threshold (Bank 2) MIL 2-88
P0442 Evaporative Emission System Leak Detected (small leak) MIL 2-90
P0443 Evaporative Emission System Purge Control Valve Circuit MIL 2-92
P0446 Evaporative Emission System Canister Vent Valve Circuit MIL 2-94
P0451 Evaporative Emission System Pressure Sensor Range/Performance MIL 2-96
P0452 Evaporative Emission System Pressure Sensor/Switch Low Input MIL 2-98
P0453 Evaporative Emission System Pressure Sensor/Switch High Input MIL 2-100
P0454 Evaporative Emission System Pressure Sensor/Switch Intermittent Input MIL 2-102
P0455 Evaporative Emission System Leak Detected (gross leak/no flow) MIL 2-104
P0456 Evaporative Emission System Leak Detected (very small leak) MIL 2-106
P0457 Evaporative Emission System Leak Detected (fuel cap loose/off) MIL 2-108
P0460 Fuel Level Sensor A Circuit MIL 2-110
P0461 Fuel Level Sensor A Circuit Range/Performance MIL 2-112
P0462 Fuel Level Sensor A Circuit Low Input MIL 2-114
P0463 Fuel Level Sensor A Circuit High Input MIL 2-116
P0480 Fan Control Circuit MIL 2-118
P0483 Fan Performance MIL 2-118
P0500 Output Shaft Speed Sensor Short To Supply Non-MIL 2-120
P0501 Output Shaft Speed Sensor Too High Compared to Wheel Speed MIL 2-120
P0502 Output Shaft Speed Sensor Short To Ground/Open Circuit Non-MIL 2-120
P0503 Vehicle Speed Sensor A Intermittent/Erratic/High MIL 2-120
P0505 Idle Air Control System MIL 2-122
P0506 Idle Air Control System RPM Lower Than Expected MIL 2-122
P0507 Idle Air Control System RPM Higher Than Expected MIL 2-122
P0532 A/C Refrigerant Pressure Sensor A Circuit Low Input MIL 2-124
P0533 A/C Refrigerant Pressure Sensor A Circuit High Input MIL 2-124
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The OBDII Diagnostic System
Contents
P Code Fault Definition MIL Status
P0552 Power Steering Pressure Sensor/Switch Circuit Low Input MIL 2-126
P0553 Power Steering Pressure Sensor/Switch Circuit High Input MIL 2-128
P0562 System Voltage Low MIL 2-130
P0563 System Voltage High MIL 2-130
P0579 Cruise Control Multi-Function Input A Circuit Range/Performance MIL 2-132
P0581 Cruise Control Multi-Function Input A Open Circuit MIL 2-132
P060D Throttle Pedal Imbalance Primary to secondary MIL 2-134
P0602 Powertrain Control Module (VID Block) Error MIL 2-136
P0603 Powertrain Control Module Keep Alive Memory (KAM) Error MIL 2-138
P0605 Powertrain Control Module Read Only Memory (ROM) Error MIL 2-140
P0606 ECM / PCM Processor MIL 2-142
P0613 TCM Processor Watchdog error MIL 2-144
P0614 ECM / TCM IncompatibleCAN Level MIL 2-146
P0620 Alternator Control Circuit MIL 2-148
P0622 Alternator Field Terminal Circuit MIL 2-148
P062F Transmission Internal module EEPROM Error MIL 2-150
P0634 PCM / ECM / TCM Internal Temperature Too High Or Sensor Failure MIL 2-152
P0641 Transmission Sensor Supply Voltage too High or too Low MIL 2-154
P0645 A/C Clutch Relay Control Circuit MIL 2-156
P0657 Transmission Pressure Regulator and Solenoid Voltage Circuit / Open MIL 2-158
P0658 Transmission Pressure Regulator and Solenoid Voltage Circuit Low MIL 2-158
P0659 Transmission Pressure Regulator and Solenoid Voltage Circuit High MIL 2-158
P0667 TCM Internal Temperature Sensor Too High/Low MIL 2-160
P0701 Transmission Control System Failure. A Combination of Other Errors. MIL 2-162
P0705 Transmission PRDN Request Invalid. CAN and Serial Line Invalid . MIL 2-164
P0711 Transmission Fluid Temperature Sensor A Circuit Range/Performance MIL 2-166
P0712 Transmission Fluid Temperature Sensor A Circuit Low Input MIL 2-166
P0713 Transmission Fluid Temperature Sensor A Circuit High Input MIL 2-166
P0714 Transmission Fluid Temperature Sensor A Circuit Intermittent MIL 2-166
P0715 Turbine/Input Shaft Speed Sensor Circuit Short To Supply MIL 2-168
P0716 Turbine/Input Shaft Speed Sensor Circuit Too High/Too Low MIL 2-168
P0717 Turbine/Input Shaft Speed Sensor Circuit Short to Ground/O. Circuit MIL 2-168
P0720 Output Shaft Speed Sensor Circuit MIL 2-170
P0721 Output Shaft Speed Sensor Circuit Range/Performance MIL 2-170
P0722 Output Shaft Speed Sensor Circuit No Signal MIL 2-170
P0725 Engine Speed Input Circuit Plausibility Error MIL 2-172
P0729 Gear 6 Incorrect Ratio. Plausibility error. MIL 2-174
P0730 Incorrect Gear Ratio. Plausibility error. Non-MIL 2-174
P0731 Gear 1 Incorrect Ratio. Plausibility error. MIL 2-174
P0732 Gear 2 Incorrect Ratio. Plausibility error. MIL 2-174
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The OBDII Diagnostic System
Contents
P Code Fault Definition MIL Status
P0733 Gear 3 Incorrect Ratio. Plausibility error. MIL 2-174
P0734 Gear 4 Incorrect Ratio. Plausibility error. MIL 2-174
P0735 Gear 5 Incorrect Ratio. Plausibility error. MIL 2-174
P0736 Reverse Gear Incorrect Ratio MIL 2-176
P0740 Torque Converter Clutch Solenoid Circuit / Open MIL 2-178
P0741 Torque Converter Clutch Solenoid Circuit Performance Or Stuck Off MIL 2-180
P0770 Shift Solenoid E Open Circuit MIL 2-314
P0771 Mechanical Failure of Shift Solenoid Valve MV1 or MV2 MIL 2-182
P0780 Gear Load error Too High or No Change Non-MIL 2-184
P0781 Gear load error during 1-2 shift. Clutch does not close. MIL 2-184
P0782 Gear load error during 2-3 shift. Clutch does not close. MIL 2-184
P0783 Gear load error during 3-4 shift. Clutch does not close. MIL 2-184
P0784 Gear load error during 4-5 shift. Clutch does not close. MIL 2-184
P0812 Reverse Input Circuit MIL 2-186
P0815 Upshift Switch Circuit MIL 2-188
P0816 Downshift Switch Circuit MIL 2-188
P081C Reverse input switch circuit error on manual transmission MIL 2-186
P081D Neutral input switch circuit error on manual transmission MIL 2-186
P0826 Up and Down Switch Input Circuit via CAN Error MIL 2-190
P0829 Gear load error during 5-6 shift. Clutch does not close. MIL 2-184
P0830 Clutch Pedal Switch A Circuit MIL 2-192
P0833 Clutch Pedal Switch B Circuit MIL 2-192
P0850 Parklock Sensor Fault. Non-MIL 2-194
P0853 Drive Switch Input Circuit MIL 2-186
P0860 TCM To PCM Heartbeat Signal Open Circuit Non-MIL 2-196
P0861 TCM To PCM Heartbeat Signal Short To Ground/Open Circuit Non-MIL 2-196
P0862 TCM To PCM Heartbeat Signal Short To Supply Non-MIL 2-196
P0863 Serial Backup Line Time Out (PRND) Non-MIL 2-198
P0960 Pressure Control Solenoid A Circuit / Open MIL 2-178
P0961 Pressure Control Solenoid A Circuit Too High/Low MIL 2-200
P0962 Pressure Control Solenoid A Circuit O. Circuit/Short To Ground MIL 2-178
P0963 Pressure Control Solenoid A Control Circuit Short to Supply Non-MIL 2-202
P0972 Shift Solenoid A Control Circuit Too High/Low MIL 2-200
P0973 Shift Solenoid A Control Circuit Open Circuit/Short to Ground MIL 2-178
P0974 Shift Solenoid A Control Circuit Short To Supply MIL 2-202
P0975 Shift Solenoid B Control Circuit Too High/Low MIL 2-200
P0976 Shift Solenoid B Control Circuit Open Circuit/Short to Ground MIL 2-178
P0977 Shift Solenoid B Control Circuit Short To Supply MIL 2-202
P0978 Shift Solenoid C Control Circuit Too High/Low MIL 2-200
P0979 Shift Solenoid C Control Circuit Open Circuit/Short to Ground MIL 2-178
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April 2004 0-5
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The OBDII Diagnostic System
Contents
P Code Fault Definition MIL Status
P0980 Shift Solenoid C Control Circuit Short To Supply MIL 2-202
P0981 Shift Solenoid D Control Circuit Too High/Low MIL 2-200
P0982 Shift Solenoid D Control Circuit Open Circuit/Short to Ground MIL 2-178
P0983 Shift Solenoid D Control Circuit Short to Supply MIL 2-202
P0985 Shift Solenoid E Control Circuit Low Short to Ground/Open Circuit MIL 2-204
P0986 Shift Solenoid E Control Circuit Short To Supply MIL 2-206
P0998 Shift Solenoid F Control Circuit Short to Ground/Open Circuit MIL 2-204
P0999 Shift Solenoid F Control Circuit Short To Supply MIL 2-206
P1000 OBD Systems Readiness Test Not Complete MIL 2-208
P1001 KOER Not Able to Complete, KOER Aborted MIL 2-209
P1101 Mass Air Flow Sensor Out Of Self Test Range MIL 2-210
P1116 Engine Coolant Temperature Sensor Out Of Self Test Range MIL 2-212
P1127 Exhaust Temperature Out of Range, O2 Sensor Tests Not Completed MIL 2-214
P115C OBDII fault code for Passive Disable Driver Interface triggered MIL 2-216
P1233 Fuel Pump Driver Module Disabled or Off Line MIL 2-218
P1235 Fuel Pump Driver Module Range or perfomance MIL 2-218
P1237 Fuel Pump Secondary Circuit (Fuel Pump Driver Module) MIL 2-218
P1270 Engine RPM or Vehicle Speed Limiter Reached MIL 2-220
P1336 Crankshaft/Camshaft Sensor Range/Performance MIL 2-222
P1397 Battery Voltage Out of Range During KOER/KOEO MIL 2-224
P1450 Unable to Bleed Up Fuel Tank Vacuum MIL 2-226
P1463 A/C Pressure Sensor Insufficient Pressure Change MIL 2-228
P1464 A/C Demand Out Of Self Test Range MIL 2-230
P1488 Exhaust (muffler) Bypass Control Circuit MIL 2-232
P1500 Vehicle Speed Sensor MIL 2-234
P1501 Vehicle Speed Sensor Out Of Self Test Range MIL 2-234
P1550 Power Steering Pressure Sensor Out Of Self Test Range MIL 2-236
P1572 Brake Pedal Switch Circuit MIL 2-238
P1573 Throttle Position Not Available MIL 2-240
P1574 Throttle Position Sensor Outputs Disagree MIL 2-240
P1578 ETC Power Less Than Demand MIL 2-242
P1579 ETC In Power Limiting Mode MIL 2-242
P1585 Throttle Control Malfunction MIL 2-244
P1587 Throttle Control Modulated Command Malfunction MIL 2-244
P1603 Transmission EPROM Checksum Error MIL 2-246
P1605 Battery Buffered RAM Fault (Keep Alive Memory) Non-MIL 2-248
P1608 Level 2 Software Monitoring (Internal Error) MIL 2-250
P1633 Fault flag Indicating a Low/Lack Of Keep Alive Memory Voltage MIL 2-252
P1635 Tire/Axle Out of Acceptable Range MIL 2-254
P1639 Vehicle ID Block Corrupted, Not Programmed MIL 2-256
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0-6 April 2004
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The OBDII Diagnostic System
Contents
P Code Fault Definition MIL Status
P1674 Control Module Software Corrupted MIL 2-258
P1700 Transmission Indeterminate Failure (Failed to Neutral) MIL 2-260
P1703 Brake Switch Out Of Self Test Range MIL 2-262
P1707 Parklock Engage/Release Failure (Without Driver Request) Non-MIL 2-264
P1709 Park Neutral Position Switch Out Of Self Test Range MIL 2-266
P1712 Transmission Torque Reduction Request Signal MIL 2-268
P1719 Engine Torque Signal (CAN) to Transmission Error MIL 2-270
P1745 Line Pressure Solenoid Fault MIL 2-272
P1789 Low Battery Voltage with Turbine Speed (7V-9V) MIL 2-274
P1793 Transmission Module Battery Voltage Too Low <7V MIL 2-276
P1794 Battery Voltage Too High >16V MIL 2-278
P1796 CAN Controller Circuit (Bus off) MIL 2-280
P1797 CAN TCM/ECM Position Circuit Malfunction MIL 2-282
P1798 CAN TCM/CEM/DIM Circuit Malfunction MIL 2-284
P1799 CAN TCM/ABS Circuit Malfunction Non-MIL 2-284
P1920 Engine Overspeed for Transmission. Plausibility Error MIL 2-286
P1934 Wheel Speed Signal Failure/Not Plausable Non-MIL 2-288
P1935 Invalid Brake Signal Non-MIL 2-290
P2105 Throttle Actuator Control System - Forced Engine Shutdown MIL 2-292
P2106 Throttle Actuator Control System - Forced Limited Power MIL 2-294
P2107 Throttle Actuator Control Module Processor MIL 2-296
P2111 Throttle Actuator Control System - Stuck Open MIL 2-298
P2112 Throttle Actuator Control System - Stuck Closed MIL 2-298
P2121 Throttle/Pedal Position Sensor/Switch D Circuit Range/Performance MIL 2-300
P2122 Throttle/Pedal Position Sensor/Switch D Circuit Low Input MIL 2-300
P2123 Throttle/Pedal Position Sensor/Switch D Circuit High Input MIL 2-300
P2124 Throttle/Pedal Position Sensor/Switch D Circuit Intermittent MIL 2-300
P2126 Throttle/Pedal Position Sensor/Switch E Circuit Range/Performance MIL 2-300
P2127 Throttle/Pedal Position Sensor/Switch E Circuit Low Input MIL 2-300
P2128 Throttle/Pedal Position Sensor/Switch E Circuit High Input MIL 2-300
P2129 Throttle/Pedal Position Sensor/Switch E Circuit Intermittent MIL 2-300
P2135 Throttle/Pedal Position Sensor/Switch A / B Voltage Correlation MIL 2-302
P2138 Throttle/Pedal Position Sensor/Switch D / E Voltage Correlation MIL 2-304
P2162 Vehicle Speed Sensor A / B Correlation MIL 2-306
P2195 O2 Sensor Signal Stuck Lean - Bank 1, Sensor 1 MIL 2-308
P2196 O2 Sensor Signal Stuck Rich - Bank 1, Sensor 1 MIL 2-308
P2197 O2 Sensor Signal Stuck Lean - Bank 2, Sensor 1 MIL 2-308
P2198 O2 Sensor Signal Stuck Rich - Bank 2, Sensor 1 MIL 2-308
P2270 O2 Sensor Signal Stuck Lean - Bank 1, Sensor 2 MIL 2-308
P2271 O2 Sensor Signal Stuck Rich - Bank 1, Sensor 2 MIL 2-308
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April 2004 0-7
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The OBDII Diagnostic System
Contents
P Code Fault Definition MIL Status
P2272 O2 Sensor Signal Stuck Lean - Bank 2, Sensor 2 MIL 2-308
P2273 O2 Sensor Signal Stuck Rich - Bank 2, Sensor 2 MIL 2-308
P260F Neural Net Processor Reports ROM Checksum Error MIL 2-310
P2706 Shift Solenoid F Open Circuit MIL 2-312
P2762 Torque Converter Clutch Pressure Solenoid Circuit Too High/Low MIL 2-200
P2763 Torque Converter Clutch Pressure Solenoid Circuit Short To Supply MIL 2-314
P2764 Torque Converter Clutch Solenoid Circuit Short To Ground/O. Circuit MIL 2-314
P2779 Downshift Switch Circuit Non-MIL 2-316
P2800 Shift By Wire Transmission Range Sensor Circuit Fault MIL 2-318
P2801 Shift By Wire Transmission Range Sensor Circuit Range or Perfomance Non-MIL 2-318
P2805 Position Information Fault On Serial Backup Line Non-MIL 2-320
P2812 Shift Solenoid G (Park Lock) Open Circuit Non-MIL 2-322
P2814 Shift Solenoid G (Park Lock) Short to Ground/Open Circuit MIL 2-322
P2815 Shift Solenoid G (Park Lock) Short to Supply Non-MIL 2-322
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0-8 April 2004
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The OBDII Diagnostic System
Contents
Introduction
The operation of the internal combustion engine depends on the ability to rapidly and accurately control several
variables. The two main variables are; the quantity of fuel passed to the cylinder and the timing of ignition. Basic
control of these variables is exercised by the Powertrain Control Modules (Primary and Secondary PCMs) which
contain all the software to supervise and control the engine management system. The PCMs also contain the diagnostic software (the Diagnostic Executive) required to detect any system malfunctions which could increase
harmful emissions.
The Diagnostic Executive is the computer programme which monitors aspects of emission related engine performance. This programme controls all the monitor sequences, records DTCs, lights the MIL lamp and memorises
freeze frame data for later analysis
The freeze frame data may be accessed using the World Diagnostic System (WDS) or other scan tool. The stored
data describes engine conditions at the time the malfunction was detected, such as the state of the engine, state
of fuel control, spark, rpm, load and warm up status. Previously stored conditions will be replaced only if a fuel
or misfire malfunction is detected.
In order to pass all diagnostic monitors, a new vehicle or one in which the PCM memory has been cleared must
be driven sufficiently (a complete drive cycle) to clear all component checks. A P1000 code will be recorded until
all sections of the OBD II drive cycle are completed. The presence of a P1000 code is not a cause for concern
unless other codes are present. The drive cycles are described later in this section.
The following monitors are included in the diagnostic software:
• Heated Oxygen Sensor (HO2S) Monitor
• Catalyst Efficiency Monitor
•Misfire Detection Monitor
• Fuel System Monitor
• Comprehensive Component Monitor
NB: TRIP - In the following descriptions the term trip is defined as successful completion of all monitors without
detecting any fault which would illuminate the MIL lamp.
May 2002 1-1
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The OBDII Diagnostic System
Comprehensive Component Monitor
Comprehensive Component Monitor
The comprehensive component monitor is a self test strategy that detects malfunctions of any electronic powertrain component which may have an effect upon engine emission levels.
The inputs monitored include the PCM Identification, Inlet Air Temperature (IAT), Fuel Tank Pressure (FTPT), Cylinder Identification (CID), Fuel Level Indicator (FLI), Crankshaft Position (CKP), Vehicle Speed Sensor (VSS), Mass
Air Flow Meter (MAF), Engine Coolant Temperature (ECT), Throttle Potentiometer (TP) sensors and Throttle Pedal
Position (TPP) sensors.
Outputs monitored by the comprehensive component monitor include the Ignition System, Fuel Pump, Fan Control, Vapour Management Valves (VMV), Canister Vent Valve (CANVNT), all fuel injectors, the A/C cut-out relay
(WAC) and the Throttle Controller.
An input component malfunction is declared if there is a lack of continuity, the signal is out of range, or if the signal is not in the correct relationship to another associated signal.
An output component malfunction is declared if there is a lack of continuity or if an expected output response to
an PCM command does not occur.
In the comprehensive component monitor, when a malfunction has been present for two drive cycles, the relevant DTC is stored in the PCMs and the MIL is turned on.
The MIL is turned off after three consecutive trips without the same malfunction being detected provided that no
other DTCs are stored which would independently turn on the MIL. The DTC will be erased from memory after
40 warm-up cycles without the malfunction being detected after the MIL is turned off. The code may also be
cleared by performing an PCM reset using the Diagnostic System (WDS) or a generic Scan Tool.
During a drive cycle, the individual monitor checks will be completed and entered into the PCM memory. The
OBDII Readiness Test screen on the WDS may be used to show which particular monitors have completed since
the last PCM reset. All monitors must successfully complete to clear a P1000 code (P1000 = OBD II System
Checkout Incomplete).
1-2 May 2002
Page 13
System and Component Monitors
Heated Oxygen Sensor Monitor
OBD II regulations require monitoring of the upstream heated oxygen sensors to detect when deterioration of the
sensor has exceeded emission thresholds. Additional oxygen sensors are located downstream to determine the
efficiency of the catalyst. The downstream sensors are of a different type to those used for fuel control. The front
and rear sensors are not interchangeable. They are monitored to determine if a voltage is generated. That voltage
is then compared to values in memory to determine if the catalyst efficiency is in range.
Operation
The fuel control system attempts to maintain an air/fuel ratio of approximately14.7:1. The PCM uses the input from
the upstream HO2S sensors to fine tune the air fuel mixture.
The upstream heated oxygen sensors are mounted in the exhaust flow between the engine and the catalytic convertors. The sensors operate between zero and one volt output depending on the oxygen content of the exhaust
gasses. Lean air/fuel mixture will cause a sensor voltage of 0 - 0.4 volts. Rich air/fuel mixture will cause a voltage
of 0.6 - 1.0 volts. The ideal air/fuel mixture would cause a sensor voltage of 0.4 - 0.6 volts to be generated. The
actual sensor voltage will fluctuate as the system attempts to reach optimum air/fuel mixture under constantly
changing conditions.
The OBDII Diagnostic System
System and Component Monitors
The following HO2S system checks are performed:
Upstream sensors are checked by changing the air fuel ratio and monitoring the sensor response.
Downstream sensors are monitored by noting the voltage change for changes in downstream oxygen content.
All sensors are monitored for overvoltage conditions
Sensor heaters are checked by turning them on and off and looking for changes in the current they draw.
When a HO2S malfunction is detected for two drive cycles, the DTC is stored in memory and the MIL is turned
on. The MIL will be turned off after three consecutive trips without the same malfunction being detected, providing that no other malfunctions are present which would independently turn on the MIL. The DTC will be erased
from memory after 40 warm-up cycles provided that the same DTC is not detected. The code may also be cleared
by performing a PCM reset.
Catalyst Efficiency Monitor
The catalyst efficiency monitor determines when the catalyst efficiency has fallen below the minimum efficiency
requirements.
Operation
Upstream and downstream oxygen sensor signals are compared during a range of speed/load conditions. The catalyst must be able to process the exhaust gases such that the rear oxygen sensors are prevented from switching in
the same way as the front.
When a catalyst efficiency malfunction is detected for two drive cycles, the DTC is stored in memory and the MIL
is turned on. The MIL will be turned off after three consecutive trips without the same malfunction being detected,
providing that no other malfunctions are present which would independently turn on the MIL. The DTC will be
erased from memory after 40 warm-up cycles provided that the same DTC is not detected. The code may also be
cleared by performing an PCM reset or a DTC ‘CLEAR’ using WDS.
May 2002 1-3
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The OBDII Diagnostic System
System and Component Monitors
Fuel System Monitor
The fuel system monitor is a self test strategy within the PCM that monitors the adaptive fuel table. This table is
used by the fuel control system to compensate for normal variability of the fuel system components due to age or
wear. If the fuel system appears biased lean or rich, the adaptive fuel values will be shifted to remove the bias.
Operation
The adaptive fuel system uses the upstream oxygen sensor outputs as its primary input. The system also is capable
of adapting fuelling requirements based on, Air Temperature, Coolant Temperature and Mass Air Flow.
As the fuel control and air metering components age or vary from nominal values, the adaptive fuel strategy learns
corrections while in closed loop operation. These corrections are stored in a table called 'Long Term Fuel Trim'.
The table resides in KAM (Keep Alive Memory) and is used to correct fuel delivery while in open or closed loop
control.
As components continue to change, the table will reach its adaptive limit and can no longer cope with additional
changes in fuelling components. Further changes in the fuel system components will cause deviation in the closed
loop parameter called 'Short Term Fuel Trim'. As this deviation in short term fuel trim approaches 1.5 times the
applicable standard, fuel/air control suffers and emissions may increase. At this point, a fuel system fault is declared and a DTC is stored.
The fuel system tests are only run when the following preconditions are satisfied, engine rpm within acceptable
range, air mass within calibrated limits, engine coolant temperature indicates the engine fully warmed up, steady
throttle opening at a road speed of 30 - 45 m.p.h. Idle and deceleration performances are excluded from fuel system testing.
In the fuel system monitor, when a malfunction has been present for two drive cycles, the DTC is stored and the
MIL lamp is turned on. At the same time, freeze frame data will be stored as described in the system overview. In
order to provide the maximum information for fault analysis, the range of freeze frame data stored when a fuel
system monitor fault occurs exceeds that required by the Air Resources Board.
The MIL is turned off after three consecutive drive cycles without the same DTC being detected provided that no
other DTCs are recorded which would independently turn on the MIL. The DTC will be erased from memory after
40 trips provided that the same DTC is not detected. The code may also be cleared by performing a PCM reset.
1-4 May 2002
Page 15
The OBDII Diagnostic System
System and Component Monitors
Purge System Monitor
Tests the integrity and operation of the evaporative loss purge system.
Operation
Primary PCM - After an overnight soak, during steady state driving, the canister vent valve is closed and the purge
system pulls a light vacuum in the fuel tank. The time taken for the vacuum to decay is measured and compared
to calibrated limits. The results indicate whether the fuel vapour system is leak proof.
Secondary PCM - During vehicle acceleration, the engine fuelling requirements are stabilised and then the vapour
management valve is opened. If the carbon canisters contain fuel vapour, it will be drawn into the inlet manifold.
The fuelling correction required to rectify the fuel imbalance caused by the additional fuel vapour is noted. The
adjustment required is used as an indicator of correct purge system flow.
Misfire Detection Monitor
Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor fuel metering
or poor compression. Any combustion occurring at an improper time is also defined as a misfire.
Misfires are detected by the Neural Net Misfire Monitor which checks various engine operating conditions (particularly crankshaft acceleration) and compares them to data held in PCM memory.
May 2002 1-5
Page 16
The OBDII Diagnostic System
The EECV Engine Management System
Engine Management - Schematic Diagram
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1-6 May 2002
Page 17
The OBDII Diagnostic System
The EECV Engine Management System
Description of Components
Powertrain Control Modules (PCMs) - Primary and Secondary
The engine management system is controlled by the Powertrain Control Modules (PCMs), which receive signals
from the sensors, compares them to the required standards and then modify the fuel and ignition settings to maintain an optimum, stoichiometric, fuel and air mixture under all conditions. Sensor information is supplied to the
Control Module Inputs, and control commands are issued through the Control Module Outputs. The PCMs are
located one under each front wing.
The Mass Air Flow Sensor (MAF)
The Mass Air Flow Sensor (MAF), measures the quantity of air drawn into the engine and reports to the PCM.
The Air Temperature Sensor (IAT)
An Inlet Air Temperature Sensor (IAT), is located inside each mass airflow meter and measures the temperature of
the air entering either side of the engine. These sensors are fitted so that the engine management system can compensate for air density changes.
The Engine Coolant Temperature Sensors (ECT)
The Engine Coolant Temperature Sensor (ECT), monitors the coolant temperature and reports to the primary PCM.
The secondary PCM receives the current temperature information from the primary PCM over the CAN bus.
The Fuel Pumps
The Fuel Pumps, situated in the fuel tank, supply fuel to the Fuel Rails. The fuel pressure at the fuel rails is regulated
by changing the run speed of the fuel pumps.
Fuel Injectors
The twelve Injector solenoids are operated by the PCMs in sequence to inject fuel into the area behind each inlet
valve. The volume of fuel injected is governed by the length of time each injector solenoid is actuated and the
pressure in the fuel rail.
Ignition Coils
Ignition is by long life Spark Plugs supplied with HT voltage from the Ignition Coils mounted on each plug. The
timing of ignition is varied by the PCM according to vehicle speed and engine load.
Catalytic Convertor / Heated Oxygen Sensors (H02S)
The combustion gases, after passing through the exhaust manifolds, enter the Catalytic Convertors, where the
quality of the exhaust gas emission is modified. The quality of the exhaust gas emission is constantly checked by
the four Upstream Heated Oxygen Sensors (H02S1 on either bank), which are situated at the entrance of the catalysts. The catalyst efficiency is checked using four Downstream Heated Oxygen Sensors (H02S2 on either bank).
By comparing the signal outputs of pre and post catalyst heated oxygen sensors the PCM can make corrections to
the fuel and ignition settings as necessary. The sensors contain integral heaters which accelerate the warming-up
of the sensors to enable a rapid correction of initial settings which may be causing the emission of low quality
exhaust gases.
May 2002 1-7
Page 18
The OBDII Diagnostic System
Diagnostic Equipment
Throttle Position Sensor (TP)
Throttle position is detected by the Throttle Position Sensors (TP) mounted on each throttle body. These sensors
report to the PCMs.
Throttle Pedal Position Sensor (PPS)
Throttle pedal position is detected by two Throttle Pedal Position Sensors (PPS) mounted in the throttle pedal assembly. These sensors report the PPS signal to the PCMs. The pedal position is constantly verified by means of a
rationality check between the three potentiometer readings. If any reading goes out of normal range, the in range
readings are used and a fault is flagged on the out of range potentiometer.
Throttle Motors
Motor driven throttles are mounted on the left and right inlet manifolds. As the driver moves the throttle pedal,
the throttle pedal signals change, the PCMs receive the revised position signals and send drive signals to the throttle motors to drive the throttles to the new position.
Crankshaft Position Sensor (CKP)
Engine speed is measured from the pulse timing of the two Crankshaft Position Sensors (CKP). CKP signals are input to the primary and secondary Powertrain Control Modules.
Camshaft Position Sensor - Cylinder Identification Sensor (CID)
Engine position is determined by using the two Camshaft Position Sensor (CID) signals. CMP signals are input to
the primary and secondary Powertrain Control Modules.
Using the CKP and CID signals, the PCMs can accurately control the start time for ignition/fuel injection events.
Evaporative Emission Canister
The Fuel Tank, may be filled to 90% of the actual measured capacity; the 10% air volume above the fuel is vented
to atmosphere through the Evaporative Emission Canister. The carbon element in this canister absorbs any displaced fuel vapour. As fuel is withdrawn from the tank, air is drawn in through the canisters to avoid creating a
vacuum in the fuel tank.
When the fuel laden air in the tank expands at higher temperatures, pressure is relieved by allowing the displaced
air to vent through the canister which retains any suspended fuel vapour.
During normal engine running, the vapour management valve allows air flow through the carbon canister and
into the inlet manifolds, constantly purging any petrol vapour and burning it in the normal combustion process.
The Vapour Management Valve
The Vapour Management Valve, is controlled by the Primary PCM and open the canister line to inlet manifold
vacuum; when the inlet manifold vacuum is sufficient, the vapour management valve will open. Air can then flow
through the carbon canister, carrying fuel vapour to the inlet manifold and into the engine.
Diagnostic Equipment
The Aston Martin Diagnostic System (WDS) is the principal diagnostic tool used by Aston Martin franchised dealers. Non-franchised dealers will require the AML WDS or a compatible scan tool. The WDS installation and use
is described in a separate publication. The WDS connects to the diagnostic sockets.
1-8 May 2002
Page 19
The OBDII Diagnostic System
Diagnostic Sockets
Diagnostic Sockets Location and Use
The two diagnostic sockets are located on the drivers side of the centre console. Note that the sockets change
sides between left and right hand drive vehicles. The following systems are accessed from each socket:
000T10
MILES
000000
CRUISE
PRN
D
Body
Diagnostic
Socket
Body Socket - Closest to the Centre Stack
Airbag and Seat Belt Pretensioner System
Security System
Body Module
Transmission Control Unit (datalogging and DTC read)
Engine Socket - Furthest from the Centre Stack
Engine
Diagnostic
Socket
Powertrain Control Module (PCM)
Transmission Control Module (TCM) (OBD II DTC read via the PCM)
Passive Anti-Theft System
Anti-Lock Braking System
The pin connections to each socket are shown on the following page:
May 2002 1-9
Page 20
The OBDII Diagnostic System
Diagnostic Sockets
Diagnostic Sockets - Pin Location and Function
16 9
16
81
9
81
Engine Socket (Drivers Side)
Pin Function Used by:
1
2
3
4 Power Ground All
5 Chassis Ground All
6 CAN Link (+) High Speed
7
8
9 +12V Ignition Supply Input Power/Signal
10
11 No Connection
12 No Connection
13 FEPS Flash reprogramming
14 CAN Link (-) High Speed
15 No Connection
16 12V Battery All
39-046
Body Socket (Passenger Side)
Pin Function Used by:
1
2
3 CAN Link (+) Low Speed
4 Power Ground All
5 Chassis Ground
6 CAN Link (+) High Speed
7K line ISO 9141
8K line TCM
9 +12V Ignition Supply
10
11 CAN Link (-) Low Speed
12 No connection
13 No connection
14 CAN Link (-) High Speed
15
16 12V Battery (unswitched) All
1-10 May 2002
Page 21
The OBDII Diagnostic System
Drive Cycle Routine
Drive Cycle Routine
The drive cycle may be run on a rolling road. Running the drive cycle during a road test may take significantly
longer.
The maximum speeds during the rolling road cycle may be significantly greater than the legal limit in some areas.
The monitor tests will complete at a maximum speed of 55 m.p.h. providing that the PCM has not been disconnected and KAM memory lost. If the KAM memory has been lost, the misfire monitor will require decelerations
from at least 55 m.p.h. to complete. If your maximum speed limit is below 55 m.p.h., run the drive cycle on a
rolling road.
WARNING: Do not exceed local speed limits.
If run during a road test, the cycle may not complete in the order listed although the Comprehensive Component
Monitor is a prerequisite for all other tests, and the HO2S monitor is a prerequisite for the purge tests.
The vehicle must be fully warmed up and have run for a minimum of 200 seconds before this cycle will start.
A P1000 code will only be cleared when all the monitor tests have been satisfactorily completed.
Comprehensive Component Monitor
This test is run continuously but for the purposes of clearing down a P1000 code, this monitor will clear if all sensors and actuators have no out of range values. The engine needs to have warmed up from an ambient start, idled
for a short time and then the car must be driven for a short time. If the engine has been warmed up using an extended idle period and the cycle is driven as shown in the diagram, the component monitor tests will complete
during stage 1.
Heated Oxygen Sensor (HO2S) Monitor
The HO2S sensors and their heater circuits will be tested and cleared down during stages 1 and 2 of the drive
cycle. Periods 1 and 2 from the diagram are each of 60 seconds duration where the engine speed is 1130 and
then 1310 rpm (approximately 27 and then 37 m.p.h.). Constant throttle opening must be maintained during these
periods.
Catalyst Monitor
Stages 1, 2, 3 and 4 of the cycle provide the optimum conditions to ensure completion of the Catalyst Monitor.
The sequence is not important but the vehicle must spend at least 60 seconds at each speed. Stage 1 at 1130 rpm
(27-31 m.p.h.), Stage 2 at 1310 rpm (37-42 m.p.h.), Stage 3 at 1700 rpm (48-54 m.p.h.) and Stage 4 at 1860 rpm
(53-59 m.p.h.). If constant speed cannot be maintained, then accelerating and decelerating gently between each
speed will have the same effect but may take longer to complete the catalyst monitor test.
Misfire Monitor
Powertrain Control Module Memory Intact
The Misfire Monitor is a continuous test and will clear quickly if the PCM keep alive memory power has not been
interrupted.
May 2002 1-11
Page 22
The OBDII Diagnostic System
Drive Cycle Routine
Powertrain Control Module Memory Interrupted (e.g. PCM or battery disconnected)
If the power source to the keep alive memory has been interrupted, the system needs to re-learn ignition and other
correction factors before it can complete the misfire monitor tests. These correction factors are learned during long
deceleration periods. A closed throttle deceleration from 55+ m.p.h. down to 30 m.p.h. is appropriate. It may require two or three deceleration cycles for the system to acquire the necessary corrections, after which the misfire
monitor tests will clear quickly.
Purge Monitor
The Purge Monitor tests the vapour flow from the fuel tank and carbon canisters through into the engine. This
monitor has two methods of completion.
The first and most common method occurs during an acceleration cycle from 30 to 50 m.p.h. over a 20 second
period. The system looks for a minimum fuelling correction for a minimum purge valve duty cycle. This method
will usually be successful since there is nearly always sufficient fuel vapour available to cause a recognisable fuelling correction.
The second method is used in cold ambient conditions when the quantity of fuel vapour available will be at a
minimum. The engine is run for a period of several minutes at idle during which the effect of purge vapour flow
on engine idle speed control is assessed.
If the purge monitor does not clear during the first method, leave the engine idling for 5-10 minutes. During this
time, the purge control monitor will then complete using the second method.
Fuel System Monitor
The capability of the engine management system to control fuelling under closed loop conditions is assessed continuously but will be tested during phases 1 - 4 of the test sequence as the HO2S and catalyst tests are completed.
1-12 May 2002
Page 23
The OBDII Diagnostic System
Drive Cycle Routine
PCM and TCM Reset Procedure
Both the Powertrain Control Modules (PCMs) may be reset using either of two following methods.
Note:It is not normally necessary to reset both PCMs during fault analysis. Only reset the affected control module when
directed to ’Reset the PCM' in a fault analysis procedures. If a complete reset is required, the fault analysis procedure will
direct you to 'Reset Both PCMs'.
Procedure
With the ignition switched off, disconnect the module harness connector at the affected PCM(s). The following
elements will be cleared in the PCM keep alive memory.
• Logged DTC counter will reset.
• All logged DTCs will be cleared.
•Freeze frame data will be cleared.
•Oxygen sensor data will be cleared.
•OBD system monitor status will be reset.
• P1000 status code will be set.
The PCM may be reset by disconnecting the battery but the clock, radio and window controllers will require resetting after reconnecting the battery.
Note: Since the oxygen sensor data has been cleared, the vehicle may exhibit some mild driveability concerns until this data
has been relearned during initial driving after the PCM reset.
Note: The P1000 code will remain until all diagnostic monitors have cleared after completion of all parts of the drive cycle
following the PCM reset.
Caution:
Clearing codes with a generic scan tool resets all modules.
Diagnostic Trouble Code Report Form
The DTC Report Form exists so that dealer technical staff may report occurrences of DTCs back to the manufacturer. When seeking advice, or when requested by Aston Martin Service Operations Department, please complete
the Trouble Code Report Form and email the completed form from the ‘my documents’ folder on WDS.
Alternatively, the form may be faxed to:
Aston Martin Service Operations Department - Fax No. (0044) (0)1926 644733
May 2002 1-13
Page 24
The OBDII Diagnostic System
CAN Bus Fault Analysis
High Speed CAN Fault Analysis
1. Connect the WDS to the Body diagnostic connector. Ignition ON.
2. Read the CEM Diagnostic Codes and select those relevant to the high speed CAN bus.
Code Definition
DE01 Brake Control Module not alive
DE11 Engine Control Module not alive
DE29 Centre Console Module not alive
DE42 Convertible Roof Module_not_alive
DE43 Driver Door Module not alive
DE45 Pass. Door Module not alive
DE49 Steering Angle Sensor not alive
DE51 Driver Information Module not alive
DE52 Convertible Roof Module not alive
DE54 Infotainment Control Module not alive
DE58 Safety Restraint System (Airbag Module) not alive
DE64 Phone Module not alive
DE6E Transmission Control Module not alive
DF11 HS CAN Bus Open Load or Transmit / Recieve error
DF13 HS CAN + shorted to batt voltage_
DF14 HS CAN - shorted to ground
DF15 HS CAN + shorted to ground
DF16 HS CAN - shorted to battery voltage
DF17 HS CAN - shorted to HS CAN + or Open Load HS
CAN - or HS CAN +
E000 HS CAN transmit recieve error(BUS_OFF)
E001 LS CAN transmit recieve error(BUS_OFF)
E010 CEM HS NWM Failed Control Initialisation
E011 CEM LS NWM Failed Control Initialisation
E020 CEM HS NWM Failed Volcano Initialisation
1-14 May 2002
Page 25
The OBDII Diagnostic System
CAN Bus Fault Analysis
3. Check for relevant modules off-line. (Cross check against the following High Speed CAN Circuit).
CB2-
CB2+
C1672-7
C1672-6
Sensor-Steering Angle
RB,05
RN,05
CAN HS-
C0230-5
Module-Driver Instrument
RB,05
RB,05
C0229-7
RB,05
120 Ohms
CAN HS+
C0230-4
RN,05
SPL44-CAN/FA
SPL45-CAN/FA
RN,05
C0229-8
RN,05
C0109-9
Module
CAN HS-
C0932-6 CAN HS+
C0932-2
RB,05
RN,05
Module-Automatic Transmission
SPL1-CAN/AU
SPL2-CAN/AU
RN,05
RB,05
RB,05
C0747-3
C0747-2
C0747-4
RB,05
RN,05
Central Electronic
RN,05
C0747-1
C0588-15 CAN HS+
RN,05
C0109-7
RN,05
C0588-14 CAN HS-
C0587-16 CAN HS+
RN,05
RB,05
C0109-8
RB,05
C0582-11 SW CAN HS+
C0587-14 CAN HS-
RB,05
RN,05
SW CAN HS-
C0582-12
RB,05
HIGH SPEED -
HIGH SPEED +
Body Diagnostics(B)
C0877-6
C0877-14
RN,05
RB,05
C1184-14
C1184-13
CAN Bus 2
(High Speed Volcano)
C2245-9
C2245-10
C2245-11
C2245-12
RN,05
RB,05
C2411-7
C2411-8
RB,05
RN,05
RB,0.5
RN,0.5
C0747-3
C0747-2
C0109-10
C0747-4
C0747-1
RN,05
RB,05
SPL42-CAN/EN
SPL39-CAN/EN
RB,05
RN,05
RB,05
RN,05
RN,05
RB,05
SPL43-CAN/EN
SPL37-CAN/EN
RB,05
RN,05
Shorting Link - Manual Transmission
C0501-15
C0634-26G
C0634-14G
CAN HS+
CAN HS-
C0637-26G
C0637-14G
CAN HS+
CAN HS-
C0501-11
CAN HS-
120 Ohms
Module-ABS
CAN HS+
Primary PCM
Secondary PCM
4. Check the basic power and ground supplies to the suspect module and service as necessary. If a power fault was
detected, clear the CEM DTC’s and then go to step 5.
May 2002 1-15
Page 26
The OBDII Diagnostic System
CAN Bus Fault Analysis
5. Switch the ignition off and then on again to repeat the power up tests. If any HS CAN module is still off line,
service the defective link as necessary. If no relevant codes are displayed, go to step 6.
6. Check resistance from HS CAN + to HS CAN -.
Resistance should be 60 Ω . (i.e. 2 x 120 Ω terminator resistors in parrallel)
Terminator resistors are in the ABS Module and the DIM Module.
If 60 Ω is measured, the circuits to the terminator resistors are good. Go to step 7.
If 120 Ω is measured, one of the terminator resistors is open circuit. The fault is in either the ABS or the DIM sections of the HS CAN bus. Isolate each section and analyse the fault using continuity checks. Service the open circuit as necessary.
7. With 60 Ω measured between HS CAN + and - at the diagnostic socket, only the PCMs, TCM and Steering Angle
Sensor spurs remain as suspects.
8. For steering angle sensor faults, go to step 9.
For Transmission Controller faults, go to step 11
For Powertrain Control Module faults, go to step 12.
Stering Angle Sensor
9. If DE49 (Steering Angle Sensor not alive) is logged, Disconnect the steering angle sensor and check continuity of
the HS CAN + line from C1672-6 to C0877-6 and the HS CAN - line from C1672-7 and C0877-14.
10. Set WDS Datalogger to monitor the Steering Angle Sensor. Turn the steering wheel and check for a corresponding
change in the sensor reading. If the response does not match steering wheel movement, the sensor is faulty.
Replace the steering angle sensor. Reconnect all components and retest the sensor to ensure that the problem is
resolved.
Transmission Control Unit
11. Set WDS Datalogger to monitor the current gear position. With the ignition on, select each gear in turn and
check for a corresponding change in the ‘current gear’ signal.
If the current gear signal responds correctly to gearshifts, the TCM CAN spur is good. Go to step 11.
If the current gear signal does not respond correctly to gearshifts, service the CAN bus TCM spur as necessary.
Reconnect all components and repeat the gearshift test to ensure that the problem is resolved.
Powertrain Control Module
12. If code DE11 (Engine Control Module not alive) is logged in the CEM, Install the breakout box to the PCM connector and check continuity from the HS CAN + and - pins on the body diagnostic connector to the corresponding pins on the PCMs. Service any circuit fault as necessary. Clear the DE11 code from the CEM. Reconnect all
components and run a KOER test to ensure that the problem is resolved.
If the code is logged again, check for logged DTCs in the PCM and analyse the problem using the procedures for
the PCM fault codes.
1-16 May 2002
Page 27
The OBDII Diagnostic System
CAN Bus Fault Analysis
Low Speed CAN Procedures
1. Connect the WDS to the OBD II diagnostic connector. Ignition ON.
2. Read the CEM Diagnostic Codes. If CEM diagnostic codes can be read, the OBD II CAN spur and the CEM are
good. Go to step 4. We can also assume that there are no shorts to ground, to supply or across the CAN bus in
the remainder of the LS CAN Network. This does not eliminate intermittent faults in these areas
Code Definition
DE01 Brake Control Module not alive
DE11 Engine Control Module not alive
DE29 Centre Console Module not alive
DE42 Convertible Roof Module_not_alive
DE43 Driver Door Module not alive
DE45 Pass. Door Module not alive
DE49 Steering Angle Sensor not alive
DE51 Driver Information Module not alive
DE52 Convertible Roof Module not alive
DE54 Infotainment Control Module not alive
DE58 Safety Restraint System (Airbag Module) not alive
DE64 Phone Module not alive
DE6E Transmission Control Module not alive
DF11 HS CAN Bus Open Load or Transmit / Recieve error
DF13 HS CAN + shorted to batt voltage_
DF14 HS CAN - shorted to ground
DF15 HS CAN + shorted to ground
DF16 HS CAN - shorted to battery voltage
DF17 HS CAN - shorted to HS CAN + or Open Load HS CAN - or HS CAN +
E000 HS CAN transmit recieve error(BUS_OFF)
E001 LS CAN transmit recieve error(BUS_OFF)
E010 CEM HS Network Manager Failed Control Initialisation
E011 CEM LS Network Manager Failed Control Initialisation
E020 CEM HS Network Manager Failed Volcano Initialisation
3. If you cannot read the CEM codes, then one of the following failures exists:
• CEM not functional. CEM failure or power failure.
• LS CAN OBD II spur faulty
• Short to ground, to supply or across the LS CAN Network
If any of the above faults are identified, service the circuits or components as necessary. Clear the CEM DTCs and
turn the ignition off and on again. Check that no DTCs are logged inthe CEM at power on.
May 2002 1-17
Page 28
The OBDII Diagnostic System
CAN Bus Fault Analysis
4. From the logged DTCs, check for relevant modules off-line. (Cross check against the following Low Speed CAN
Circuit). If any module is Off-Line, check the power and ground supplies to that module and service as necessary.
If no fault is found in the power and ground supplies, note the CEM fault code(s) and service the defective CAN
link as necessary following this procedure from step 5.
CAN
CAN
Module
CAN LS+
C0337-9
C0337-8
Module-Drivers Door
GB,05
DRIVERS DOOR
C0744-4
C0744-3
CAN LS-
120 Ohms
CAN LS-
C0256-56G
C0256-53G
GN,05
GB,05
CAN LS+
Module-Airbag
CAN LS-
C0255-7
C0255-8
GB,05
GN,05
CAN LS+
SPL37-CAN/CA
Seat-Drivers
SPL7-
C2802-12
CAN/CON
C0256-53G
CAN LS-
SPL38-CAN/CA
SPL37-CAN/CA
C2802-13
SPL6-CAN/CON
C0256-56G
CAN LS+
120 Ohms
Module-Airbag
Convertible
CAN LS+
Seat-Passenger
C0253-8
C0253-7
CAN LS-
PASSENGER DOOR
CAN LS-
CAN LS+
C0323-8
C0323-9
Module-Passenger Door
GB,05
GN,05
C0733-3
C0733-4
GN,05 GN,05
GB,05
CAN LS- (IN)
CAN LS+ (IN)
Centre Console Module
C0428-5
C0428-6
GN,05
GB,05
C1322-9
C1322-8
GB,05
CAN LS+ (OUT)
C0428-15
GN,05
GN,05
CAN LS- (OUT)
C0428-16
GB,05
SPL38-CAN/CA
GN,05
GB,05
SPL31-CAN/CA
SPL30-CAN/CA
CAN LS- (IN)
C2115-8
CAN LS+ (IN)
CAN LS+ (OUT)
C2115-7
C2115-9
CAN LS- (OUT)
C2115-10
Module-Infotainment Control
GB,05
GN,05
GN,05
GB,05
C1322-11
C1322-10
C0047-5
C0047-4
GB,05
GN,05
C2118-12 CAN LS+
GN,05
CAN LS-
C2118-11
GB,05
Module-Phone
GN,05
120 Ohms
Module
CAN LS-
CAN LS+
Driver Instrument
C0230-3
C0230-2
GN,05
GB,05
SPL12-CAN/FA
GB,05
GN,05
GB,05
SPL39-CAN/CA
SPL40-CAN/CA
SPL13-CAN/FA
GB,05
GN,05
GN,05
GB,05
SPL42-CAN/CA
SPL41-CAN/CA
GN,05
GB,05
LOW SPEED -
LOW SPEED +
C0877-11
OBD II Diagnostic Body B Connector
RN,05
RB,05
C1184-15
C1184-16C0582-15
RN,05
RB,05
C0582-8CAN LS+
C0582-9CAN LS-
C0587-15
CAN LS-
CAN LS+
C0582-16 C0877-3
CAN LS-
CAN LS+
C0587-30
Module
Central Electronic
1-18 May 2002
Page 29
The OBDII Diagnostic System
CAN Bus Fault Analysis
5. If any of codes DE29, DE51, DE54, or DE58 is present, there is a continuity fault in the CAN Bus between the ter-
minator resistors. Go to step 6.
If none of the above codes is logged but any of codes DE42, DE 43, DE45, DE52 or DE64 is present, the continuity check in step 6 should pass. The fault lies in a LS CAN bus spur and not in the main CAN bus between the
terminator resistors. Go to step 7.
6. Switch off the ignition. Disconnect the battery. (Check with Elec Eng.)
Check resistance from LS CAN + to LS CAN - at the OBD II diagnostic socket.
Resistance should be 60 Ω . (i.e. 2 x 120 Ω terminator resistors in parallel)
Terminator resistors are in the Airbag Module and the DIM Module.
If 60 Ω is measured, the circuits to the terminator resistors are good. Suspect a module failure
If 120 Ω is measured, one of the circuits to the terminator resistors is open circuit. The fault is in either the DIM or
the Airbag sections of the LS CAN bus. Isolate each section and analyse the fault using continuity checks. Service
the open circuit as necessary.
7. For each Logged DTC, access the module connector and complete continuity checks for the CAN + and CAN -
links to the OBD II diagnostic socket pins C0877-11 CAN - and C0877-3 CAN +.
Service any open or short circuits as necessary. Clear the CEM DTCs. Turn the ignition off and then on again.
Check that no CEM DTCs are logged at power on.
If no circuit faults are identified, the fault must lie in the relevant module. Replace the module. Clear the CEM
DTCs. Turn the ignition off and then on again. Check that no CEM DTCs are logged at power on.
May 2002 1-19
Page 30
The OBDII Diagnostic System
CAN Bus Fault Analysis
Special Tests
Soak and Road Test
The vacuum tests are only run during a drive cycle after the ignition has been switched off for more than 5 hours.
If less than 5 hours have elapsed, the vacuum tests are not included in the drive cycle.
Leave the vehicle parked overnight (or more than 5 hours and then run a road test which must include steady
running at over 40 m.p.h. for more than 5 minutes.
Quick Check - Battery and Battery Charging
Battery - Measure battery voltage from the jump start terminal to chassis ground. If less than 12.5 volts, suspect a
defective battery. Service/replace the battery as necessary and retest for a P0562 condition. If above 12.5 volts,
the battery is serviceable, go to the charging check.
Charging - Run the engine at 2000 rpm whilst the headlamps are switched on. Charge voltage measured from the
jump start terminal to chassis ground should be about 13.8 volts. If significantly below 13.8 volts, service the
charging system and retest for a P0562 condition. If at 13.8 volts, the charging system is serviceable.
1-20 May 2002
Page 31
The OBDII Diagnostic System
CAN Bus Fault Analysis
Quick Check - Engine Fuelling
This procedure is intended as a quick check for correct engine running after major work on the fuel system. It uses
the WDS datalogger to monitor the engine management oxygen sensor output signals.
A regular fluctuating signal from all EGO sensors indicates normal fuelling and ignition performance on both sides
of the engine. If this is accompanied by a clear DTC log, then there are no current engine management problems.
1. Connect the WDS and note all logged DTCs.
2. Set the datalogger to monitor VEGO11 and VEGO21 for both PCMs.
VEGO = Voltage - Exhaust Gas Oxygen sensors
Also monitor ∆ FPRESS (fuel rail pressure) for both fuel rails
3. Start the engine and run at idle until the temperature gauge rises above minimum.
4. Start the datalogger to monitor the upstream engine management VEGO signals. Observe the signal trace and
compare with the illustration below
V
1.0
0
0
Approximate Engine Management Oxygen Sensor Output
(Engine at idle or at steady state running)
t
5. Note also the fuel rail pressure for both fuel rails.
6. Raise the engine speed to a steady level of approximately 2000 rpm. Again monitor the upstream VEGO signals
and ∆ FPRESS readings.
7. If there are no engine management DTCs logged and if the signal patterns observed in steps 4 and 6 meet the fol-
lowing guidelines, then engine running is acceptable.
Look for:
•a regular rise and fall in the EGO signal voltage
• Increased frequency of EGO signals with increasing rpm.
• similar signal patterns from all four EGO sensors
• no major irregularities over time
• ∆ FPRESS above 40 psi for both engine banks
8. If the VEGO signal patterns are irregular or not closely matched, check for newly logged DTCs and investigate
them using the procedures in this manual. Stop the datalogger and switch off the engine.
May 2002 1-21
Page 32
The OBDII Diagnostic System
CAN Bus Fault Analysis
1-22 May 2002
Page 33
Diagnostic Trouble Codes
OBD II Acronyms
A/C Air Conditioning
A/T Auto Transmission
ACC Air Con Clutch
ACCR Air Con Clutch Request
ACCS Air Con Cycling Switch
ACPSW Air Con Pressure Switch
AP Absolute Pressure
ATDC After TDC
B+ Battery Positive Voltage
BARO Barometric Pressure
BOO Brake On/Off
CANP Canister Purge
CKP Crankshaft Position
CMP Camshaft Position
CO Carbon Monoxide
CO2 Carbon Dioxide
CSE GND Case Ground (PCM Ground)
DTC Diagnostic Trouble Code
DTM Diagnostic Test Mode
DVOM Digital Volt-Ohm Meter
ECT Engine Coolant Temperature
EEC Electronic Engine Control
EVAP Evaporative Emissions
FC Fan Control
FP Fuel Pump
FPM Fuel Pump Monitor
GEN Generator
GND Ground
GVW Gross Vehicle Weight
HC Hydrocarbon
HFC High Speed Fan Control
HO2S Heated Oxygen Sensor
IAC Idle Air Control
IAT Intake Air Temperature
IDM Ignition Diagnostic Monitor
KAM Keep Alive Memory
KAPWR Keep Alive Power
KOEO Key On Engine Off Test
KOER Key On Engine Running Test
M/T Manual Transmission
MAF Mass Air Flow
MAF RTN Mass Air Flow Signal Return
MIL Malfunction Indicator Lamp
NC Normally Closed
NO Normally Open
NOx Oxides of Nitrogen
OBD On Board Diagnostics
OSS Output Shaft Speed
PATS Passive Anti Theft System
PCM Powertrain Control Module
PCV Positive Crankcase Ventilation
PNP Park Neutral Switch
PSP Power Steering Pressure
PWR GND Power Ground
RPM Engine Revolutions per Minute
RTN Return
SIG RTN Signal Return
TACH Tachometer
TCC Torque Convertor Clutch
TFT Transmission Fluid Temperature
TR Transmission Range
TSS Turbine Shaft Speed
VECI Label Vehicle Emission Control Information
VPWR V Power, Vbatt+ switched Supply
VREF Reference Voltage
VSS Vehicle Speed Sensor
April 2004 2-1
Page 34
Diagnostic Trouble Codes
P0040, P0041
P0040-41 - Oxygen Sensor Signals Swapped
Heated Oxygen Sensor 1-1
Heated Oxygen Sensor 2-2
Figure 1. HO2S Location
BP,0.5
SPL13-SRTN/EN
SPL10-VIGN/EN
C0370-3G
NY,1.0
Heated Oxygen Sensor 2-1
Heated Oxygen Sensor 1-2
Sensor-Heated Oxygen-FRNT
C0370-1
C0370-4G
C0370-2
BP,0.5
W,0.5
UP,1.0
C0636-41G
C0636-30G
C0636-49
SIGRTN
HEGO11
HTR11
SPL6-SRTN/EN
SPL9-VIGN/EN
Sensor-Heated Oxygen-FRNT
BP,0.5
C0164-3G
NY,1.0
C0164-1
C0164-4G
C0164-2
BP,0.5
W,0.5
SP,1.0
Secondary PCMPrimary PCM
C2464-41G
C2464-30G
C2464-49
SIGRTN
HEGO11
HTR11
BP,0.5
C0642-3G
NY,1.0
C0642-1
Sensor-Catalyst Monitor-FRNT
Sensor-Heated Oxygen-REAR
BP,0.5
NY,1.0
C0643-3G
C0643-1
SPL11-SRTN/EN
Sensor-Catalyst Monitor-REAR
BP,0.5
C0644-3G
NY,1.0
C0644-1
Figure 2. HO2S - PCM Interface Circuits
C0642-4G
C0642-2
C0643-4G
C0643-2
C0644-4G
C0644-2
RN,0.5
PU,1.0
BP,0.5
W,0.5
SP,1.0
GN,0.5
PS,1.0
C0636-31G
C0636-50
C0634-41G
C0634-24G
C0634-47
C0634-25G
C0634-48
HEGO21
HTR21
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
BP,0.5
NY,1.0
BP,0.5
SPL4-SRTN/EN
NY,1.0
BP,0.5
NY,1.0
Sensor-Heated Oxygen-REAR
C0908-3G
C0908-1
C0908-4G
C0908-2
Sensor-Catalyst Monitor-FRNT
C0103-3G
C0103-1
C0103-4G
C0103-2
Sensor-Catalyst Monitor-REAR
C0676-3G
C0676-1
C0676-4G
C0676-2
RN,0.5
PS,1.0
BP,0.5
BP,0.5
W,0.5
UP,1.0
GN,0.5
PU,1.0
C2464-31G
C2464-50
C0637-6
C0637-41G
C0637-24G
C0637-47
C0637-25G
C0637-48
HEGO21
HTR21
PRI/SEC
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
2-2 April 2004
Page 35
Fault Code Definition
P0040 - HO2S 1-1 signal swapped to 2-1
P0041 - HO2S 1-2 signal swapped to 2-2
MIL Status
These codes will not light the MIL lamp
P0040, P0041 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
Note: This fault is most likely to occur after an
error during service work on the sensor wiring.
Check recent work first.
Diagnostic Trouble Codes
P0040, P0041
1. Access the oxygen sensor connections and cor-
rect the wiring in line with the accompanying
HO2S - PCM interface circuit.
2. Reconnect all components. Clear the P0040 or
P0041 code and run a KOER test to ensure that
the problem is resolved.
April 2004 2-3
Page 36
Diagnostic Trouble Codes
P0053-54 / P0059-60
P0053-54 / P0059-P0060 - Oxygen Sensor Heater Fault
Heated Oxygen Sensor 1-1
Heated Oxygen Sensor 2-2
Figure 1. HO2S Location
BP,0.5
NY,1.0
C0370-3G
C0370-1
SPL13-SRTN/EN
SPL10-VIGN/EN
Heated Oxygen Sensor 2-1
Heated Oxygen Sensor 1-2
BP,0.5
Sensor-Heated Oxygen-FRNT
C0370-4G
C0370-2
W,0.5
UP,1.0
C0636-41G
C0636-30G
C0636-49
SIGRTN
HEGO11
HTR11
SPL6-SRTN/EN
SPL9-VIGN/EN
Sensor-Heated Oxygen-FRNT
BP,0.5
C0164-3G
NY,1.0
C0164-1
C0164-4G
C0164-2
BP,0.5
W,0.5
SP,1.0
Secondary PCMPrimary PCM
C2464-41G
C2464-30G
C2464-49
SIGRTN
HEGO11
HTR11
BP,0.5
C0642-3G
NY,1.0
C0642-1
Sensor-Catalyst Monitor-FRNT
Sensor-Heated Oxygen-REAR
BP,0.5
NY,1.0
C0643-3G
C0643-1
SPL11-SRTN/EN
Sensor-Catalyst Monitor-REAR
BP,0.5
C0644-3G
NY,1.0
C0644-1
Figure 2. HO2S - PCM Interface Circuits
C0642-4G
C0642-2
C0643-4G
C0643-2
C0644-4G
C0644-2
RN,0.5
PU,1.0
BP,0.5
W,0.5
SP,1.0
GN,0.5
PS,1.0
C0636-31G
C0636-50
C0634-41G
C0634-24G
C0634-47
C0634-25G
C0634-48
HEGO21
HTR21
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
BP,0.5
NY,1.0
BP,0.5
SPL4-SRTN/EN
NY,1.0
BP,0.5
NY,1.0
Sensor-Heated Oxygen-REAR
C0908-3G
C0908-1
C0908-4G
C0908-2
Sensor-Catalyst Monitor-FRNT
C0103-3G
C0103-1
C0103-4G
C0103-2
Sensor-Catalyst Monitor-REAR
C0676-3G
C0676-1
C0676-4G
C0676-2
RN,0.5
PS,1.0
BP,0.5
BP,0.5
W,0.5
UP,1.0
GN,0.5
PU,1.0
C2464-31G
C2464-50
C0637-6
C0637-41G
C0637-24G
C0637-47
C0637-25G
C0637-48
HEGO21
HTR21
PRI/SEC
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
2-4 April 2004
Page 37
Diagnostic Trouble Codes
P0053-54 / P0059-60
Fault Code Definition
P0053 - HO2S 1-1 heater circuit malfunction
P0054 - HO2S 1-2 heater circuit malfunction
P0059 - HO2S 2-1 heater circuit malfunction
P0060 - HO2S 2-2 heater circuit malfunction
MIL Status
These codes will light the MIL lamp
P0053, P0054, P0059, P0060 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Access the oxygen sensor connections and visu-
ally inspect for exposed wires, contamination,
corrosion and proper assembly. Service or repair
any obvious defects.
2. Connect the WDS or scan tool. Record all logged
DTCs and then clear both PCMs. Start the engine
and run at idle until fully warmed up. Run the
KOER test sequence from the WDS. Check which
of the codes P0053, P0054, P0059 or P0060 is
present. Switch off the engine.
7. If the heater resistance is in specification, check
for a short circuit to ground within the sensor.
Measure from the sensor power connection to the
sensor case. If the resistance is less than 10k Ω ,
replace the sensor.
8. If the resistance in step 7 is greater than 10k Ω ,
Check for shorts to other grounds and to Vpower
in the heater ground harness circuits. If the resistance reading is less than 10k Ω repair or replace
the affected wiring.
9. If continuity is good, consult Aston Martin Technical Support.
3. Disconnect the appropriate heated oxygen sensor
and inspect both ends of the connectors for damaged or pushed out pins, moisture, corrosion,
contamination, etc. Service as necessary.
4. Install the oxygen sensor break-out lead. Connect
a voltmeter between +12 volt power (pin 1) and
the heater return lines (pin 2) at the break-out
lead. Switch on the ignition and immediately
note the steady peak voltage. The voltage should
be above 10.5 volts. Switch off the ignition.
Caution: The heater voltage will begin to switch
as the heater warms up. Note only the initial
steady state voltage before switching begins.
5. If a low voltage was detected in step 4, check for
a partial or complete open circuit in the heater
power or heater return lines to the sensor connector. Repair the wiring as necessary.
6. If the applied voltage measured in step 4 is above
10.5 volts, check the resistance of the HO2S
heater which should be between 3 and 5 Ω when
cold. If the heater resistance is not within range,
replace the oxygen sensor.
April 2004 2-5
Page 38
Diagnostic Trouble Codes
P0068
P0068 - MAF v Throttle Potentiometer Correlation Check
MAF/IAT Sensor
Figure 1. MAF and TP Locations
Motor-Electronic Throttle A
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
Motor-Electronic Throttle B
TPRTN
TPBVREF
TP1-NS
TACM+
Figure 2. Throttle Potentiometer Circuits
TP2-PS
TACM-
C2465-2 G
C2465-3 G
C2465-5 G
C2465-6 G
C2465-1 G
C2465-4 G
C2466-2 G
C2466-3 G
C2466-5 G
C2466-6 G
C2466-1 G
C2466-4 G
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
Throttle Body
Throttle Motor and
Throttle Potentiometer
Primary PCM
C0636-7G
C0636-18G
C0636-19G
C0636-29G
C0636-48
C0636-47
Secondary PCM
C2464-7G
C2464-18G
C2464-19G
C2464-29G
C2464-48
C2464-47
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
2-6 April 2004
Page 39
Underbonnet Fusebox
RELAY 5
20.0 Amps
DIODE 5
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
VBATT
VIGN
GND
RELAY 3
20.0 Amps
DIODE 4
Central Electronic
C0584-39
10.0 Amps
Figure 2. MAF Sensor Circuits
Fault Code Definition
P0068 - MAF v Throttle Correlation Check
MIL Status
This code will light the MIL lamp
F9
F13
Module
IGN. OUT
F54
C0578-2
C0577-6
NY,0.5
NY,0.5
SPL5-VIGN/EN
Earth-MAF
Sensor B
NY,0.5
SPL2-VIGN/EN
Earth-MAF
Sensor A
C2275-5
C0552-1
C2275-10
C0551-1
Diagnostic Trouble Codes
P0068
Sensor-Mass Air Flow (7-12)
C2370-6G
NY,0.5
C2370-5G
B,0.5
C0149-6G
NY,0.5
C0149-5G
B,0.5
VPWR
SIGRTN
MAFRTN
GND
Sensor-Mass Air Flow (1-6)
SIGRTN
VPWR
MAFRTN
GND
IAT
MAF
IAT
MAF
C2370-2G
C2370-1G
C2370-4G
C2370-3G
C0149-2G
C0149-1G
C0149-4G
C0149-3G
UB,0.5 BP,0.5
C2275-1
UY,0.5
C2275-2
UG,0.5
C2275-3
UR,0.5
C2275-4
BP,0.5 BP,0.5
C2275-6
SW,0.5
C2275-7
UG,0.5
C2275-8
UR,0.5
C2275-9
SPL6-SRTN/EN
UY,0.5
UG,0.5
UR,0.5
SPL13-SRTN/EN
SW,0.5
UG,0.5
UR,0.5
3. Using WDS datalogger, record the TP, MAF and
LOAD parameters for both engine banks during a
KOER test. Open and close the throttle several
times to simulate an increasing/decreasing engine
load.
Note: LOAD is calculated using the MAF sensor signal
as a primary control parameter.
Secondary PCM
C2464-41G
C2464-13G
C0637-10G
C0637-9G
Primary PCM
C0636-41G
C0636-13G
C0634-10G
C0634-9G
SIGRTNA
IAT
MAF-
MAF+
SIGRTNA
IAT
MAF-
MAF+
P0068 Fault Analysis
CAUTION: This codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
Note: This code is monitored by comparing the LOAD
(Throttle plate position) and TP (Throttle Potentiometer)
parameters in the PCM. Any illogical set of comparison
data (i.e. throttle closed but load high) will trigger a
fault condition. The code will be logged under the following conditions:
If LOAD is greater than 60% and TP is less than 2.4
volts
or
If LOAD is less than 30% and TP is greater than 2.4
volts
1. Connect the WDS and confirm that a P0068 code
is logged. Note which PCM is indicating the fault
and record all other logged DTCs.
2. If any throttle potentiometer faults are logged,
resolve these codes first and return to this procedure only if P0068 is logged again after clearing
other throttle potentiometer codes.
If either the TP or LOAD signals show a discrepancy when compared bank to bank, consider the
readings from the PCM logging the P0068 code
as being suspect. Go to step 4.
4. Disconnect the air trunking from both throttle
bodies. Switch on the ignition. Have a colleague
press and release the throttle pedal several times,
whilst monitoring the TP signal.
If the TP readings do not accurately follow the
throttle movement, Replace the throttle assembly.
If TP readings do accurately follow the throttle
movement, the MAF sensor is suspect. Go to step
5.
5. Note the MAF readings from step 3. Swap the
MAF sensors bank to bank. Clear the P0068 code
and run a fresh KOER test.
If the fault is logged on the other engine bank and
the MAF trsace is suspect, replace the faulty MAF
sensor, clear the P0068 code and run a further
KOER test to ensure that the problem is resolved.
If the fault is logged again on the original engine
bank, service the MAF sensor wiring as necessary,
clear the P0068 code and run a further KOER test
to ensure that the problem is resolved.
April 2004 2-7
Page 40
Diagnostic Trouble Codes
P0087
P0087 - Fuel Starvation Fault
Figure 1. Fuel Pumps Location
Sheet 61
C2609-1
VBATT
Sheet 61
C2010-8
FUEL PUMP
RELAY (R15)
F74
2
15.0 Amps
FUEL PUMP
FUEL PUMP FEEDBACK
Fuel Tank
Fuel Pump-B (RH)
+
C0205-1
MOTOR
C0205-2
-
Sensor-Fuel Level
Fuel Pump-A (LH)
C0204-2
MOTOR
C0204-1
+
Figure 2. Fuel Pump Circuits
Boot Fusebox
RELAY 1
RELAY 2
GND
See Power Distribution
Central Electronic
Module
FUEL PUMP SUPP.
FUEL LVL RTN
FUEL LVL SIG
C2303-1
C2303-4
F8
20.0 Amps
DIODE 2
F9
20.0 Amps
DIODE 1
C0584-16
C0587-7
C0587-5
C0115-5
C0115-2
C0115-3
C0115-6
C0115-4
Earth-Fuel Tank
C2011-1
C2011-9
C2011-3
C2011-10
GW,2.0
OG,1.0
RW,2.0
OG,1.0
OG,1.0
BW,0.5
RW,0.5
C0114-5
C0114-2
C0114-3
C0114-6
C0114-4
C0114-1C0115-1
C2899-1
C0607-5
C0607-6
C0608-5
C1187-5
C1187-6
RW,0.5
BW,0.5
B,2.0
OG,1.0
SPL5-VFPRLY/BT
G,20
B,20
B,20
R,20
C2934-1
GW,2.0
C1187-1
C1187-2
C1187-3
C1187-4
GW,2.0
SPL82-TRACK/CA
G,20
B,20
RW,2.0
B,20
R,20
Earth-Body
Module-FPDM B (7-12)
C2369-5
VIGN
MFP
FPM
C2369-1
PUMP+
C2369-2
PUMP-
GND
Module-FPDM A (1-6)
FPM
MFP
C2203-5
VIGN
C2203-2
PUMP-
C2203-1
PUMP+
GND
C2369-3
C2369-4
C2369-6
C2203-4
C2203-3
C2203-6
UG,0.5
C2242-5
GU,0.5
C2242-6
B,2.0
SPL56-GND/CA
RU,0.5
UR,0.5
SPL56-GND/CA
B,2.5
C2242-8
C2242-7
B,2.5B,2.0
UG,0.5
GU,0.5
C2727-1
RU,0.5
UR,0.5
C2727-1
C0638-12G
C0638-21G
Secondary PCM
Earth-FPDMs
C0635-21G
C0635-12G
Primary PCM
Earth-FPDMs
MFP (PWM)
FPM (DIAG)
FPM (DIAG)
MFP (PWM)
2-8 April 2004
Page 41
Diagnostic Trouble Codes
P0087
Fault Code Definition
P0087 - Fuel starvation, fuel supply pressure 20psi
less than demand.
MIL Status
This codes will light the MIL lamp
P0087 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Connect the WDS and confirm that P0087 is
logged.
2. Set WDS datalogger to monitor the fuel pressure
demand and the actual fuel pressure on both
engine banks.
3. Start the engine and start datalogger. Increase/
decrease engine speed several times.
6. If both pumps are running, (fuel pressure well
above 0psi but one fuel pressure low), check all
fuel lines for crushing or other obvious restriction.
If no obvious restriction is identified, go to step 7.
If an obvious restriction is identified, service the
affected fuel line as necessary. Clear the P0087
code and run the fuel pressure test again to confirm that the problem is resolved.
7. Strip and service the fuel lines/fuel pump as necessary to rectify the cause of the pressure reduction. Clear the P0087 code and run the fuel
pressure test again to confirm that the problem is
resolved.
4. Stop the engine and stop the datalogger. Analyse
the datalogger information.
If the requested fuel pressure is not being
achieved on one engine bank, check that ignition
voltage is supplied to each fuel pump drive module. +12v at boot fusebox F8 and F9 with ignition
on.
If both voltages read 12v, go to step 5 (fuel pump
not running) or step 6 (fuel pump running but
pressure low).
If either voltage reads less than 12v, service the
relevant fuel pump relay as necessary. Clear the
P0087 code and retest as in steps 2-4 to ensure
that the required fuel pressure is delivered.
5. If the affected fuel pump is not running (fuel rail
pressure 0psi), compare the fuel pump drive signals at the drive modules.
Pump A C2203-1 + to C2203-2 -
Pump B C2369-1 + to C2369-2 -
If one output is lower than the other, service the
fuel pump drive module and circuit as necessary.
Reconect all components. Clear the P0087 code
and repeat the fuel pressure test to ensure that the
problem is resolved.
April 2004 2-9
Page 42
Diagnostic Trouble Codes
P0102
P0102 - Mass Airflow Sensor (MAF)
MAF/IAT Sensor
Figure 1. MAFS Location
Underbonnet Fusebox
RELAY 5
F9
20.0 Amps
DIODE 5
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
VBATT
VIGN
GND
RELAY 3
F13
20.0 Amps
DIODE 4
Central Electronic
C0584-39
Module
IGN. OUT
F54
10.0 Amps
Figure 2. MAFS - PCM Interface Circuit
C0578-2
C0577-6
NY,0.5
NY,0.5
SPL5-VIGN/EN
Earth-MAF
Sensor B
NY,0.5
SPL2-VIGN/EN
Earth-MAF
Sensor A
C2275-5
C0552-1
C2275-10
C0551-1
Sensor-Mass Air Flow (7-12)
C2370-6G
NY,0.5
C2370-5G
B,0.5
VPWR
GND
SIGRTN
MAFRTN
Sensor-Mass Air Flow (1-6)
C0149-6G
NY,0.5
C0149-5G
B,0.5
VPWR
GND
SIGRTN
MAFRTN
IAT
MAF
IAT
MAF
C2370-2G
C2370-1G
C2370-4G
C2370-3G
C0149-2G
C0149-1G
C0149-4G
C0149-3G
UB,0.5 BP,0.5
C2275-1
UY,0.5
C2275-2
UG,0.5
C2275-3
UR,0.5
C2275-4
BP,0.5 BP,0.5
C2275-6
SW,0.5
C2275-7
UG,0.5
C2275-8
UR,0.5
C2275-9
SPL6-SRTN/EN
UY,0.5
UG,0.5
UR,0.5
SPL13-SRTN/EN
SW,0.5
UG,0.5
UR,0.5
Secondary PCM
C2464-41G
C2464-13G
C0637-10G
C0637-9G
Primary PCM
C0636-41G
C0636-13G
C0634-10G
C0634-9G
SIGRTNA
IAT
MAF-
MAF+
SIGRTNA
IAT
MAF-
MAF+
2-10 April 2004
Page 43
Diagnostic Trouble Codes
P0102
Fault Code Definition
P0102 - The MAF signal went below 0.24 volts
during normal engine running.
MIL Status
This code will light the MIL lamp
Fault Analysis Procedure
CAUTION: This code may be generated in the
Primary or Secondary PCM. Check that you are
working on the correct half of the engine.
1. Connect the WDS or Scan Tool. Check that fault
code P0102 is present. Set the datalogger to monitor both MAF signals.
2. Check the air filter and all ducting for blockage or
leaks. Repair if necessary.
3. Run the engine up to 1500 rpm for 5 seconds.
Read both Mass Air Flow signals and check if
either MAF voltage is less than 0.24V (i.e. below
minimum volts).
If both MAF signals are in range, the fault is not
present at this time and testing is complete.
If either MAF voltage is below 0.24 volts, go to
step 4.
4. Check the VPWR voltage on MAF sensor pin 6. If
the supply voltage is below 10.5 volts, key off.
Remove underbonnet fuses F18 (MAF 1-6) or F6
(MAF 7-12). Check the fuse continuity and
replace if necessary.
Power Ground. The supply voltage must be
greater than 10.5 Volts and less than 13.5 volts.
If the voltage is in range, go to step 6, if not, go to
step 5.
6. Key off, disconnect the PCM connector and
install the break-out box. Check continuity from
the following MAF harness connector pins to the
PCM connector pins listed.
MAF pin 5 to chassis ground
MAF pin 3 to primary PCM pin C0634-9 (MAF+)
or MAF pin 3 to secondary PCM pin C0637-9
(MAF+)
MAF pin 4 to primary PCM pin C0634-10 (MAF-)
or MAF pin 4 to secondary PCM pin C0637-10
(MAF-)
If any open circuit is identified, repair the fault.
Reconnect the MAF sensor and the PCM. Switch
on the ignition and clear the P0102 code. Repeat
the KOER test to ensure that the P0102 problem is
resolved.
If no open circuit is detected, go to step 7.
7. Reconnect the MAF sensor. Key on and start the
engine.
Check the MAF signal level between pins 3 and 4
of the sensor connector.
If the signal is below 0.27 volts, replace the MAF
sensor.
If the signal level is above 0.27 volts and code
P0102 persists, call Aston Martin technical support.
Switch on the ignition. Check for correct 12V
ignition supply at the fuse input terminal.
If the voltage is below 10.5V, troubleshoot the
Battery + supply through underbonnet relays 5
and 3.
If the voltage is in the range 10.5-13.5V, troubleshoot and repair the open circuit in the 12V supply from F18 or F6 to MAF sensor connector pin
C2370-6 or C0149-6. Replace F18 and F6.
Switch on the ignition and clear the P0102 code.
Repeat the KOER test to ensure that the P0102
problem is resolved.
5. Key off, disconnect the MAF Sensor, key on
engine off. Measure the voltage across MAF harness connector pin 6 +12V EMS supply and pin 5
April 2004 2-11
Page 44
Diagnostic Trouble Codes
P0103
P0103 - Mass Airflow Sensor
MAF/IAT Sensor
Figure 1. MAF Location
Underbonnet Fusebox
RELAY 5
F9
20.0 Amps
DIODE 5
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
VBATT
VIGN
GND
RELAY 3
F13
20.0 Amps
DIODE 4
Central Electronic
C0584-39
Module
IGN. OUT
F54
10.0 Amps
Figure 2. MAF - PCM Interface Circuit
C0578-2
C0577-6
NY,0.5
NY,0.5
SPL5-VIGN/EN
Earth-MAF
Sensor B
NY,0.5
SPL2-VIGN/EN
Earth-MAF
Sensor A
C2275-5
C0552-1
C2275-10
C0551-1
Sensor-Mass Air Flow (7-12)
C2370-6G
NY,0.5
C2370-5G
B,0.5
VPWR
GND
SIGRTN
MAFRTN
Sensor-Mass Air Flow (1-6)
C0149-6G
NY,0.5
C0149-5G
B,0.5
VPWR
GND
SIGRTN
MAFRTN
IAT
MAF
IAT
MAF
C2370-2G
C2370-1G
C2370-4G
C2370-3G
C0149-2G
C0149-1G
C0149-4G
C0149-3G
UB,0.5 BP,0.5
C2275-1
UY,0.5
C2275-2
UG,0.5
C2275-3
UR,0.5
C2275-4
BP,0.5 BP,0.5
C2275-6
SW,0.5
C2275-7
UG,0.5
C2275-8
UR,0.5
C2275-9
SPL6-SRTN/EN
UY,0.5
UG,0.5
UR,0.5
SPL13-SRTN/EN
SW,0.5
UG,0.5
UR,0.5
Secondary PCM
C2464-41G
C2464-13G
C0637-10G
C0637-9G
Primary PCM
C0636-41G
C0636-13G
C0634-10G
C0634-9G
SIGRTNA
IAT
MAF-
MAF+
SIGRTNA
IAT
MAF-
MAF+
2-12 April 2004
Page 45
Fault Code Definition
P0103 - The MAF signal went above 4.80 volts
during normal engine running.
MIL Status
This code will light the MIL lamp
P0103 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary PCM. Check that you are
working on the correct half of the engine.
1. Connect the WDS or Scan Tool. Check that fault
code P0103 is present. Set the datalogger to monitor both MAF signals.
Diagnostic Trouble Codes
P0103
2. P0103 can be caused by a contaminated sensor.
Remove the sensor and check for contamination
on the sensor screen. If contamination is present,
replace the MAF sensor and overhaul the air
intake filter system to repair the contamination
source. Retest after reassembly. If P0103 is still
present, carry out the following analysis.
3. Run the engine up to 1500 rpm for 5 seconds.
Read the MAF signal levels and check which
MAF voltage is above 4.80V.
4. Key off, disconnect the suspect MAF sensor, key
on. Check the MAF signal again.
If the voltage is still above 4.60V, there is a short
between +12V Power and the MAF signal line to
Primary PCM pin C0634-9 or Secondary PCM pin
C0637-9. Repair the short circuit and go to step
5.
If the voltage has dropped to below 0.24 volts,
there is an internal short from Vpower to the MAF
signal line inside the sensor. Replace the MAF
sensor.
5. Clear the P0103 code. Run the KOER test and
check that P0103 does not recur.
April 2004 2-13
Page 46
Diagnostic Trouble Codes
P0104
P0104 - Mass Airflow Sensor
MAF/IAT Sensor
Figure 1. MAF Location
Underbonnet Fusebox
RELAY 5
F9
20.0 Amps
DIODE 5
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
VBATT
VIGN
GND
RELAY 3
F13
20.0 Amps
DIODE 4
Central Electronic
C0584-39
Module
IGN. OUT
F54
10.0 Amps
Figure 2. MAF - PCM Interface Circuit
C0578-2
C0577-6
NY,0.5
NY,0.5
SPL5-VIGN/EN
Earth-MAF
Sensor B
NY,0.5
SPL2-VIGN/EN
Earth-MAF
Sensor A
C2275-5
C0552-1
C2275-10
C0551-1
Sensor-Mass Air Flow (7-12)
C2370-6G
NY,0.5
C2370-5G
B,0.5
VPWR
GND
SIGRTN
MAFRTN
Sensor-Mass Air Flow (1-6)
C0149-6G
NY,0.5
C0149-5G
B,0.5
VPWR
GND
SIGRTN
MAFRTN
IAT
MAF
IAT
MAF
C2370-2G
C2370-1G
C2370-4G
C2370-3G
C0149-2G
C0149-1G
C0149-4G
C0149-3G
UB,0.5 BP,0.5
C2275-1
UY,0.5
C2275-2
UG,0.5
C2275-3
UR,0.5
C2275-4
BP,0.5 BP,0.5
C2275-6
SW,0.5
C2275-7
UG,0.5
C2275-8
UR,0.5
C2275-9
SPL6-SRTN/EN
UY,0.5
UG,0.5
UR,0.5
SPL13-SRTN/EN
SW,0.5
UG,0.5
UR,0.5
Secondary PCM
C2464-41G
C2464-13G
C0637-10G
C0637-9G
Primary PCM
C0636-41G
C0636-13G
C0634-10G
C0634-9G
SIGRTNA
IAT
MAF-
MAF+
SIGRTNA
IAT
MAF-
MAF+
2-14 April 2004
Page 47
Fault Code Definition
P0104 - The MAF signal was intermittent.
MIL Status
This code will not light the MIL lamp
P0104 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary PCM. Check that you are
working on the correct half of the engine.
1. Connect the WDS or Scan Tool. Check that fault
code P0104 is present. Set the datalogger to monitor both MAF signals.
Diagnostic Trouble Codes
P0104
2. During a brief road test, record both MAF signals
and confirm which sensor is providing an intermittent signal.
3. P0104 can be caused by a contaminated sensor.
Remove the sensor and check for contamination
on the sensor screen. If contamination is present,
replace the MAF sensor and overhaul the air
intake filter system to repair the contamination
source. Retest after reassembly. If P0104 is still
present, carry out the following analysis.
4. For intermittent/erratic signal levels, monitor the
MAF signal with the engine running whilst shaking/wiggling the engine harness between the
MAF sensor and the PCM.
If any inconsistency is identified, service the
affected part of the harness as necessary. Clear
the P0104 code and run a KOER test to ensure
that the problem is resolved.
April 2004 2-15
Page 48
Diagnostic Trouble Codes
P0107
P0107 - Barometric Pressure Sensor
Barometric Pressure Sensor
Figure 1. Barometric Pressure Sensor Location
Sensor-Barometric Pressure
Y,0.5
P,0.5
BP,0.5
BAP
C0188-2
C0188-3
C0188-1
BVREF
SIGRTN
Figure 2. BFS - PCM Interface Circuit
C0117-19
C0117-18
C0117-20
Y,0.5
P,0.5
BP,0.5
C2243-17
C2243-16
C2243-18
Boot (Trunk) Fusebox
SPL26-BVREF/EN
Y,0.5
P,0.5
BP,0.5
SPL11-SRTN/EN
C0634-40G
C0634-36G
C0634-41G
Primary PCM
BVREF
BAP
SIGRTN
2-16 April 2004
Page 49
Fault Code Definition
P0107 - The barometric pressure signal went below 2.4 volts during normal engine running.
MIL Status
This code will light the MIL lamp
P0107 Fault Analysis
CAUTION: The barometric pressure signal is
input only into the Primary PCM. Check that you
are working on the correct half of the engine.
1. Connect the WDS or Scan Tool. Check that fault
code P0107 is present.
Diagnostic Trouble Codes
P0107
2. Using WDS, monitor the BAP signal. If the signal
level is not within the range 2.45 - 4.8 volts, go to
step 3. If the signal level is within the range 2.45 -
4.8 volts, the fault is not currently present. Treat
this as a possible intermittent problem.
3. Switch off the ignition. Disconnect C0188 at the
barometric pressure sensor. Connect a voltmeter
across pins 1 and 2 of the harness connector.
Switch on the ignition.
If +5 volts is measured, the BVREF and Signal
return lines are good. go to step 4.
If 0 volts is measured, go to step 5.
4. Check continuity of the signal line from sensor
connector pin 3 to Primary PCM connector
C0634-36.
If continuity is good, Substitute a good sensor.
Clear the P0107 code and run a KOER test to
ensure that the problem is resolved. If the problem recurs, change both PCMs.
If continuity is poor, Service the signal line wiring
as necessary. Clear the P0107 code and run a
KOER test to ensure that the problem is resolved.
5. Connect the breakout box to the primary PCM.
Switch on the ignition and measure for +5VDC
from C0634-40 to chassis ground.
If +5 volts is measured, the BVREF signal is good.
There is an open circuit in the BVREF or Signal
return lines to the barometric pressure sensor.
Service the wiring as necessary. Clear the P0107
code and run a KOER test to ensure that the problem is resolved.
April 2004 2-17
Page 50
Diagnostic Trouble Codes
P0108
P0108 - Barometric Pressure Sensor
Barometric Pressure Sensor
Figure 1. Barometric Pressure Sensor Location
Sensor-Barometric Pressure
Y,0.5
P,0.5
BP,0.5
BAP
C0188-2
C0188-3
C0188-1
BVREF
SIGRTN
Figure 2. BFS - PCM Interface Circuit
C0117-19
C0117-18
C0117-20
Y,0.5
P,0.5
BP,0.5
C2243-17
C2243-16
C2243-18
Boot (Trunk) Fusebox
SPL26-BVREF/EN
Y,0.5
P,0.5
BP,0.5
SPL11-SRTN/EN
C0634-40G
C0634-36G
C0634-41G
Primary PCM
BVREF
BAP
SIGRTN
2-18 April 2004
Page 51
Fault Code Definition
P0108 - The barometric pressure signal went high
during normal engine running.
MIL Status
This code will light the MIL lamp
P0108 Fault Analysis
CAUTION: The barometric pressure signal is
input only into the Primary PCM.
1. Connect the WDS or Scan Tool. Check that fault
code P0108 is present.
Diagnostic Trouble Codes
P0108
2. Using WDS, monitor the BAP signal. If the signal
level is not within the range 2.45 - 4.8 volts, go to
step 3. If the signal level is within the range 2.4 -
4.8 volts, the fault is not currently present. Treat
this as a possible intermittent problem.
3. Switch off the ignition. Disconnect C0188 at the
barometric pressure sensor. Connect a voltmeter
across pins 1 and 2 of the harness connector.
Switch on the ignition.
If +5 volts is measured, the BVREF and Signal
return lines are good. go to step 4.
If +5 volts is not present, troubleshoot the +5 volt
supply and signal return lines from the primary
PCM.
4. With the meter connected to pins 1 and 2 of the
barometric pressure sensor and the ignition
switched on, shake/wiggle the harnesses between
the sensor and the PCM to detect any short circuit
from +12 volts to the BAP signal or return lines. If
the meter reads more than +4.8 volts at any time,
go to step 5.
If the signal remains in the range 0-4.8 volts, the
problem cause is not present at this time and testing is complete.
5. Check and service the short circuit from +12 volts
to the BAP signal line. Clear the P0108 code. Run
a KOER test to ensure that the problem is
resolved.
April 2004 2-19
Page 52
Diagnostic Trouble Codes
P0109
P0109 - Barometric Pressure Sensor
Barometric Pressure Sensor
Figure 1. Barometric Pressure Sensor Location
Sensor-Barometric Pressure
Y,0.5
P,0.5
BP,0.5
BAP
C0188-2
C0188-3
C0188-1
BVREF
SIGRTN
Figure 2. BFS - PCM Interface Circuit
C0117-19
C0117-18
C0117-20
Y,0.5
P,0.5
BP,0.5
C2243-17
C2243-16
C2243-18
Boot (Trunk) Fusebox
SPL26-BVREF/EN
Y,0.5
P,0.5
BP,0.5
SPL11-SRTN/EN
C0634-40G
C0634-36G
C0634-41G
Primary PCM
BVREF
BAP
SIGRTN
2-20 April 2004
Page 53
Fault Code Definition
P0109 - The barometric pressure signal was intermittent.
MIL Status
This code will not light the MIL lamp
P0109 Fault Analysis
CAUTION: The barometric pressure signal is
input only into the Primary PCM. Check that you
are working on the correct half of the engine.
1. Connect the WDS or Scan Tool. Check that fault
code P0109 is present.
Diagnostic Trouble Codes
P0109
2. Using WDS, monitor the BAP signal. If the signal
level is not within the range 2.45 - 4.8 volts, go to
step 3. If the signal level is within the range 2.4 -
4.8 volts, the fault is not currently present.
3. Switch off the ignition. Disconnect C0188 at the
barometric pressure sensor. Connect a voltmeter
across pins 1 and 2 of the harness connector.
Switch on the ignition.
If +5 volts is measured, the BVREF and Signal
return lines are good. go to step 4.
If +5 volts is not present, troubleshoot the +5 volt
supply and signal return lines from the primary
PCM.
4. With the meter connected to pins 1 and 2 of the
barometric pressure sensor and the ignition
switched on, shake/wiggle the harnesses between
the sensor and the PCM to detect any short circuit
from +12 volts to the BAP signal or return lines. If
the meter reads more than +4.8 volts at any time,
go to step 5.
If the signal remains in the range 0-4.8 volts, the
problem cause is not present at this time and testing is complete.
5. Check and service the short circuit from +12 volts
to the BAP signal line. Clear the P0109 code. Run
a KOER test to ensure that the problem is
resolved.
April 2004 2-21
Page 54
Diagnostic Trouble Codes
P0112/P0113/P0114
P0112/0113/0114 - Intake Air Temperature Sensor
MAF/IAT Sensor
Note: The intake air temperature sensors are located in the MAF sensor assemblies
Figure 1. IAT Location
Underbonnet Fusebox
Sensor-Mass Air Flow (7-12)
C2370-6G
NY,0.5
C2370-5G
B,0.5
Sensor-Mass Air Flow (1-6)
C0149-6G
NY,0.5
C0149-5G
B,0.5
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
VBATT
VIGN
GND
RELAY 5
F9
20.0 Amps
DIODE 5
RELAY 3
F13
20.0 Amps
DIODE 4
Central Electronic
C0584-39
Module
IGN. OUT
F54
10.0 Amps
C0578-2
C0577-6
NY,0.5
NY,0.5
SPL5-VIGN/EN
Earth-MAF
Sensor B
NY,0.5
SPL2-VIGN/EN
Earth-MAF
Sensor A
C2275-5
C0552-1
C2275-10
C0551-1
Figure 2. IAT - PCM Interface Circuit
VPWR
GND
VPWR
GND
SIGRTN
IAT
MAFRTN
MAF
SIGRTN
IAT
MAFRTN
MAF
C2370-2G
C2370-1G
C2370-4G
C2370-3G
C0149-2G
C0149-1G
C0149-4G
C0149-3G
UB,0.5 BP,0.5
C2275-1
UY,0.5
C2275-2
UG,0.5
C2275-3
UR,0.5
C2275-4
BP,0.5 BP,0.5
C2275-6
SW,0.5
C2275-7
UG,0.5
C2275-8
UR,0.5
C2275-9
SPL6-SRTN/EN
UY,0.5
UG,0.5
UR,0.5
SPL13-SRTN/EN
SW,0.5
UG,0.5
UR,0.5
Secondary PCM
C2464-41G
C2464-13G
C0637-10G
C0637-9G
Primary PCM
C0636-41G
C0636-13G
C0634-10G
C0634-9G
SIGRTNA
IAT
MAF-
MAF+
SIGRTNA
IAT
MAF-
MAF+
2-22 April 2004
Page 55
Diagnostic Trouble Codes
P0112/P0113/P0114
Fault Code Definition
P0112 - The IAT signal went below 0.2 volts during continuous testing. (Temperature reading excessively high)
P0113 - The IAT signal went above 4.60 volts during continuous testing. (Temperature reading excessively low)
P0114 - The IAT signal was intermittent or erratic
MIL Status
P0112 and P0113 will light the MIL lamp. P0114
will not light the MIL lamp
P0112/P0113/P0114 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool and confirm that
P0112, P0113 or P0114 is present.
2. Run the engine and read the Intake Air Temperature signal. The voltage should be in the range
0.27 - 3.51 volts (see the table of IAT Sensor Values).
3. P0112 - For low voltage readings, suspect a short
circuit of the signal (Primary PCM pin C0636-13
or secondary PCM pin C2464-13) to ground or to
signal return.
If a short circuit is identified, service the wiring as
necessary. Reconnect the components and go to
step 6.
4. P0113 - For high voltage readings (above 4.60
volts) suspect an open circuit in the sensor wiring
or internally within the sensor.
Key off, disconnect the MAF/IAT sensor, key on.
Measure the voltage across the MAF/IAT sensor
harness connector pin 6 and pin 5, key on.
Approximately 12.0 volts should be present.
If 12V is not present, there is an open circuit in
the 12V supply line or in the PWRGND line.
Service the wiring as necessary and go to step 5.
If approximately 12.0 volts is present, check the
resistance of the IAT sensor. Consult the table
below, the resistance should be within 15% of the
values in the table. If the resistance is very high or
infinite, change the IAT sensor.
Go to step 6
5. P0114 - For intermittent/erratic signal levels,
monitor the Intake Air Temperature signal whilst
shaking/wiggling the engine harness between the
affected MAF sensor and the PCM.
If any inconsistency is identified, service the
affected part of the harness as necessary. Clear
the P0114 code and run a KOER test to ensure
that the problem is resolved.
6. Clear the P0112/P0113/P0114 code, run the
drive cycle to ensure that the problem is resolved.
Key off, connect the PCM break-out box and
check for short circuit between the lines from following PCM pins:
Primary PCM pin C0636-13 to the MAF/IAT sensor and from the MAF/IAT sensor to PCM pin
C0636-41 (i.e. between the IAT signal and IAT
signal return lines).
or
Secondary PCM pin C2464-13 to the MAF/IAT
sensor and from the MAF/IAT sensor to PCM pin
C2464-41 (i.e. between the IAT signal and IAT
signal return lines).
Also check for short circuit to ground on the line
from Primary PCM pin C0636-13 or Secondary
PCM pin C2464-13 to the chassis ground.
April 2004 2-23
Table of IAT Sensor Values
Temperature Voltage Resistance
°F °C Volts K Ohms
248 120 0.27 1.18
230 110 0.35 1.55
212 100 0.46 2.07
194 90 0.60 2.80
176 80 0.78 3.84
158 70 1.02 5.37
140 60 1.33 7.70
122 50 1.70 10.97
104 40 2.13 16.15
86 30 2.60 24.27
68 20 3.07 37.30
50 10 3.51 58.75
Page 56
Diagnostic Trouble Codes
P0116
P0116 - Engine Coolant Temperature Sensor Rationality Check
Figure 1. ECT Location
Sensor-Engine Coolant Temp
BP,0.5 GB,0.5
SPL13-SRTN/EN
C0169-2G C0169-1G C0636-33G
Figure 2. ECT - PCM Interface Circuit
BP,0.5
C0636-41G
Primary PCM
SIGRTN
ECT
2-24 April 2004
Page 57
Diagnostic Trouble Codes
P0116
Fault Code Definition
P0116 - The ECT signal fails the rationality check
at key on.
MIL Status
This code will light the MIL lamp
P0116 Fault Analysis
Note: If the engine is started after being off for more
than six hours and the ECT signal indicates more than
50°F above ambient temperature, a P0116 code will be
logged.
1. Connect the WDS or scan tool and confirm that
P0116 is present. If either P0117 or P0118 are
also logged, analyse the problem using the
P0117/0118 procedure.
If only P0116 is logged, go to step 2.
2. Allow the vehicle to cool down for more than six
hours.
Table of ECT Sensor Values
Temperature Voltage Resistance
°F °C Volts K Ohms
248 120 0.27 1.18
230 110 0.35 1.55
212 100 0.46 2.07
194 90 0.60 2.80
176 80 0.78 3.84
158 70 1.02 5.37
140 60 1.33 7.70
122 50 1.70 10.97
104 40 2.13 16.15
86 30 2.60 24.27
68 20 3.07 37.30
50 10 3.51 58.75
3. Switch on the ignition and note the Engine Coolant Temperature and Intake Air Temperature readings.
If coolant temperature is more than 50°F above
Intake Air Temperature, go to step 4.
If Coolant Temperature is less than 50°F above
Intake Air Temperature, the cause is not present at
this time. Analyse the problem as for an intermittent fault.
4. For low voltage readings (high ECT values), suspect a short circuit of the signal (C0636-33) to
ground or to signal return.
Key off, check for short circuit between the lines
from PCM pin C0636-33 to the ECT sensor body
and from pin C0636-33 to power grounds PCM
pins C0635-10, 47, 48 and 49.
If a short circuit is detected, service the wiring as
necessary, clear the P0116 code and run the
engine. Monitor the ECT signal level and check
that it rises normally within the range ‘ambient
temperature to fully warmed up (approx. 9598°C)
April 2004 2-25
Page 58
Diagnostic Trouble Codes
P0117 / P0118 / P0119
P0117 / P0118 / P0119 - Engine Coolant Temperature Sensor
Figure 1. ECT Location
Sensor-Engine Coolant Temp
BP,0.5 GB,0.5
SPL13-SRTN/EN
C0169-2G C0169-1G C0636-33G
Figure 2. ECT - PCM Interface Circuit
BP,0.5
C0636-41G
Primary PCM
SIGRTN
ECT
2-26 April 2004
Page 59
Diagnostic Trouble Codes
P0117 / P0118 / P0119
Fault Code Definition
P0117 - The ECT signal went below 0.2 volts during continuous testing. (I.e. Excessively high temperature)
P0118 - The ECT signal went above 4.60 volts
during continuous testing. (i.e. Excessively low
temperature)
P0119 - The ECT signal was intermittent or erratic.
MIL Status
P0117 and P0118 will light the MIL lamp. P0119
will not light the MIL lamp
P0117/P0118/P0119 Fault Analysis
CAUTION: These codes should be generated only
in the Primary PCM. Check that you are working
on the correct half of the engine.
1. Connect the WDS or scan tool and confirm that
P0117, P0118 or P0119 is present.
2. Run the engine and use the datalogger to read the
voltage of the engine coolant temperature signal.
The voltage should be in the range 0.25 - 3.50
volts (see the table of ECT Sensor Values).
4. P0118 - For high voltage readings (above 3.50
volts) suspect an open circuit in the sensor wiring
or internally within the sensor.
Key off, disconnect the ECT sensor, measure the
voltage across the ECT sensor connector. Approximately 5.0 volts should be present. If not, there is
an open circuit in the line from PCM pin C063633 or in the return line to PCM pin C063-41.
If approximately 5.0 volts is present, check the
resistance of the ECT sensor. Consult the table
below, the resistance should be within 15% of the
values in the table. If the resistance is very high or
infinite, change the IAT sensor.
If the results of the above checks are satisfactory
and a P0118 code continues to be logged, consult Aston Martin Technical Support.
5. P0119 - For intermittent/erratic signal levels,
monitor the ECT signal whilst shaking/wiggling
the engine harness between the ECT sensor and
the PCM.
If any inconsistency is identified, service the
affected part of the harness as necessary. Clear
the P0119 code and run a KOER test to ensure
that the problem is resolved.
6. Clear the P0117/P0118 code, run the drive cycle
to ensure that the problem is resolved.
For low readings (P0117) go to step 3
For high readings (P0118) go to step 4
3. P0117 - For low voltage readings, suspect a short
circuit of the signal (Primary PCM pin C0636-33)
to chassis ground or to signal return pin C0636-
41.
Key off, check for short circuit between the lines
from PCM pin C0636-33 to the ECT sensor body
and from pin C0636-33 to signal return pin
C0636-41 and to power grounds PCM pins
C0635-10, 47, 48 and 49.
Table of ECT Sensor Values
Temperature Voltage Resistance
°F °C Volts K Ohms
248 120 0.27 1.18
230 110 0.35 1.55
212 100 0.46 2.07
194 90 0.60 2.80
176 80 0.78 3.84
158 70 1.02 5.37
140 60 1.33 7.70
122 50 1.70 10.97
104 40 2.13 16.15
86 30 2.60 24.27
68 20 3.07 37.30
50 10 3.51 58.75
April 2004 2-27
Page 60
Diagnostic Trouble Codes
P0121/0122/0123 and P0221/0222/0223
P0121/0122/0123 and P0221/0222/0223 - Throttle Position Sensor (Throttle Potentiometer)
Throttle Body
Throttle Motor and
Throttle Potentiometer
Note: The throttle position sensors are located on the inner side of each throttle body assembly.
Figure 1. TP Location
Electronic Throttle A Bank Primary PCM
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
C2465-2 G
C2465-3 G
C2465-5 G
C2465-6 G
C2465-1 G
C2465-4 G
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
Electronic Throttle B Bank Secondary PCM
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
C2466-2 G
C2466-3 G
C2466-5 G
C2466-6 G
C2466-1 G
C2466-4 G
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
C0636-7G
C0636-18G
C0636-19G
C0636-29G
C0636-48
C0636-47
C2464-7G
C2464-18G
C2464-19G
C2464-29G
C2464-48
C2464-47
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
Figure 2. TP - PCM Interface Circuit
2-28 April 2004
Page 61
Diagnostic Trouble Codes
P0121/0122/0123 and P0221/0222/0223
Fault Code Definition
P0121/P0221 - TP sensor signal range or performance.
P0122/P0222 - The TP signal went below 0.17
volts during continuous testing.
P0123/P0223 - The TP signal went above 4.60
volts during continuous testing.
MIL Status
These codes will light the MIL lamp
P0121/0122/0123 and P0221/0222/0223
Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool and confirm that
one of the above codes is present.
4. For high voltage readings (above 3.50 volts) suspect a short circuit in the sensor wiring from sensor reference supply (primary PCM pin C0636-18
or secondary PCM pin C2464-18 to the signal
line pins (Primary PCM pins C0636-19 and
C0636-29 or secondary PCM pins C2464-19 and
C2464-29), or internally within the potentiometer.
Key off, disconnect the TP sensor, key on. Measure the voltage between the sensor reference supply and TP signal lines, approximately 5.0 volts
should be present. If not, investigate and rectify
the problem in the reference supply or in the signal lines.
If approximately 5.0 volts is present, replace the
TP sensor.
5. Clear the fault code, run the drive cycle to ensure
that the problem is resolved.
2. Set the datalogger to monitor all throttle potentiometer signals. Run the engine and note the voltage of the throttle potentiometer signal. The
voltage should be in the range 0.6 - 4.50 volts.
Identify the potentiometer which is generating the
out of range signal. Also look for any irregularities
in the signal traces.
3. For low voltage readings, suspect a short circuit of
the sensor reference supply (nominal 5.0V supply
from primary PCM pin C0636-18 or secondary
PCM pin C2464-18) to ground or to TPRTN (primary PCM pin C0636-7 or secondary PCM pin
C2464-7).
Key off, check for short circuit between the lines
from Primary PCM pin C0636-18 to PCM pin
C0636-7. Also check from Secondary PCM pin
C2464-18 to PCM pin C2464-7. Also check for
short circuit to ground on the signal lines C063618 and C2464-18. If any circuit fault is identified,
service the wiring as necessary and then go to
step 5
April 2004 2-29
Page 62
Diagnostic Trouble Codes
P0124
P0124 - Throttle Position Sensor
Throttle Body
Throttle Motor and
Throttle Potentiometer
Note: The throttle position sensors are located on the inner side of each throttle body assembly.
Figure 1. TP Location
Motor-Electronic Throttle B Conn-ECU B (E-Engine)
TP2-PS
C2466-2 G
C2466-3 G
C2466-5 G
C2466-6 G
C2466-1 G
C2466-4 G
TPRTN
TPBVREF
TP1-NS
TACM-
TACM+
Motor-Electronic Throttle A Conn-ECU A (E-Engine)
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
C2465-2 G
C2465-3 G
C2465-5 G
C2465-6 G
C2465-1 G
C2465-4 G
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
Figure 2. TP - PCM Interface Circuit
C2464-7G
C2464-18G
C2464-19G
C2464-29G
C2464-48
C2464-47
C0636-7G
C0636-18G
C0636-19G
C0636-29G
C0636-48
C0636-47
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
2-30 April 2004
Page 63
Diagnostic Trouble Codes
P0124
Fault Code Definition
P0124 - The TP signal intermittent.
MIL Status
This code will not light the MIL lamp
P0124 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool and confirm that
P0124 is present.
2. Set the datalogger to monitor all throttle potentiometer signals. Run the engine and note the voltage of the throttle potentiometer signal. The
voltage should be in the range 0.6 - 4.50 volts.
Identify the potentiometer which is generating the
out of range signal. Also look for any irregularities
in the signal traces.
5. Install the breakout box to the affected PCM.
Check the continuity of the TP signal lines
between the following points:
Primary Throttle Assembly
C2465-5 to C0636-19
C2465-6 to C0636-29
Secondary Throttle Assembly
C2466-5 to C2464-19
C2466-6 to C2464-29
If necessary, shake/wiggle the throttle section of
the harness to locate the circuit fault.
Service the harness as necessary and reconnect
all components.
6. Clear the P0124 code, run the drive cycle to
ensure that the problem is resolved.
The signals should vary progressively with throttle
opening and closing.
If the voltage is not in range, go to step 3.
If the voltage is in range, shake/wiggle the engine
harness whilst monitoring the TP signals to detect
any intermittent connection. Service any identified poor connections and retest to ensure that
the problem is resolved.
3. Key off, disconnect the TP sensor, key on. Measure the voltage between the sensor reference supply - Bank A pin C2465-3 or Bank B pin C2466-3
and chassis ground. Repeat the measurement
from Bank A pin C2465-3 or Bank B pin C2466-3
to TPRTN Bank A pin C2465-2 or Bank B pin
C2466-2, approximately 5.0 volts should be
present on both measurements.
If +5 volts is measured, go to step 5.
If +5 volts is not present, go to step 4.
4. Fit the PCM breakout box and check continuity of
the +5 volt supply and TP return lines from the
throttle body connector to the PCM connector.
Service the wiring as necessary. Clear the P0124
code and run a KOER test to ensure that the problem is resolved.
April 2004 2-31
Page 64
Diagnostic Trouble Codes
P0128
P0128 - Coolant Thermostat
Figure 1. Coolant Thermostat Location
2-32 April 2004
Page 65
Fault Code Definition
P0128 - The coolant temperature is below the
thermostat regulating temperature.
MIL Status
This code will light the MIL lamp
P0128 Fault Analysis
CAUTION: This code should be generated only in
the primary PCM.
This code is generated if the engine coolant does
not reach operating temperature level within x
minutes of engine start.
1. Connect the WDS or scan tool and confirm that
P0128 is present.
Diagnostic Trouble Codes
P0128
2. Clear the P0128 code and run a KOER test to
check that P0128 is not logged again.
3. If P0128 is logged again, check for other coolant
temperature sensor codes (P0116, 0117 or 0118).
If present, resolve these codes first and return to
step 4 of this procedure if P0128 is logged again
after clearing the P0116, 0117 or 0118 code.
4. If P0128 is logged again, fit a new coolant thermostat. Clear the P0128 code and run a KOER
test until the engine is fully warmed up to check
that the problem is resolved.
April 2004 2-33
Page 66
Diagnostic Trouble Codes
P0132 / P0152
P0132 / P0152 - Heated Oxygen Sensors
Heated Oxygen Sensor 1-1
Heated Oxygen Sensor 2-2
Figure 1. HO2S Location
BP,0.5
NY,1.0
C0370-3G
C0370-1
SPL13-SRTN/EN
SPL10-VIGN/EN
Heated Oxygen Sensor 2-1
Heated Oxygen Sensor 1-2
BP,0.5
Sensor-Heated Oxygen-FRNT
C0370-4G
C0370-2
W,0.5
UP,1.0
C0636-41G
C0636-30G
C0636-49
SIGRTN
HEGO11
HTR11
SPL6-SRTN/EN
SPL9-VIGN/EN
Sensor-Heated Oxygen-FRNT
BP,0.5
C0164-3G
NY,1.0
C0164-1
C0164-4G
C0164-2
BP,0.5
W,0.5
SP,1.0
Secondary PCMPrimary PCM
C2464-41G
C2464-30G
C2464-49
SIGRTN
HEGO11
HTR11
BP,0.5
C0642-3G
NY,1.0
C0642-1
Sensor-Catalyst Monitor-FRNT
Sensor-Heated Oxygen-REAR
BP,0.5
NY,1.0
C0643-3G
C0643-1
SPL11-SRTN/EN
Sensor-Catalyst Monitor-REAR
BP,0.5
C0644-3G
NY,1.0
C0644-1
Figure 2. Oxygen Sensor Circuits
C0642-4G
C0642-2
C0643-4G
C0643-2
C0644-4G
C0644-2
RN,0.5
PU,1.0
BP,0.5
W,0.5
SP,1.0
GN,0.5
PS,1.0
C0636-31G
C0636-50
C0634-41G
C0634-24G
C0634-47
C0634-25G
C0634-48
HEGO21
HTR21
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
BP,0.5
NY,1.0
BP,0.5
SPL4-SRTN/EN
NY,1.0
BP,0.5
NY,1.0
Sensor-Heated Oxygen-REAR
C0908-3G
C0908-1
C0908-4G
C0908-2
Sensor-Catalyst Monitor-FRNT
C0103-3G
C0103-1
C0103-4G
C0103-2
Sensor-Catalyst Monitor-REAR
C0676-3G
C0676-1
C0676-4G
C0676-2
RN,0.5
PS,1.0
BP,0.5
BP,0.5
W,0.5
UP,1.0
GN,0.5
PU,1.0
C2464-31G
C2464-50
C0637-6
C0637-41G
C0637-24G
C0637-47
C0637-25G
C0637-48
HEGO21
HTR21
PRI/SEC
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
2-34 April 2004
Page 67
Fault Code Definition
P0132 - HO2S1-1 high voltage
P0152 - HO2S2-1 high voltage
MIL Status
This code will light the MIL lamp
P0132 / P0152 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Connect the WDS and confirm that P0132 or
P0152 is logged
Diagnostic Trouble Codes
P0132 / P0152
2. If a P0132 or P0152 code is present, clear the
logged code. Set datalogger to monitor all
upstream oxygen sensor readings on the affected
engine bank.
3. Start the engine and datalogger. Run until the
engine is fully warmed up and log the oxygen
sensor readings. Stop the engine and datalogger.
Analyse the recorded sensor readings.
If any HO2S signal indicates an abnormally high
voltage, service the circuit looking for shorts to
VBATT or VIGN in the harness.
If no circuit fault is identified, swap the upstream
sensors on the suspect bank. Repeat the datalogger test.
If the fault has changed front to rear or vice versa,
replace the suspect sensor. Run the datalogger
test again to confirm that the problem is resolved.
April 2004 2-35
Page 68
Diagnostic Trouble Codes
P0133 / P0153
P0133 / P0153 - Heated Oxygen Sensors
Heated Oxygen Sensor 1-1
Heated Oxygen Sensor 2-2
Figure 1. HO2S Location
Heated Oxygen Sensor 2-1
Heated Oxygen Sensor 1-2
2-36 April 2004
Page 69
Fault Code Definition
P0133 - HO2S1-1 slow response
P0153 - HO2S2-1 slow response
MIL Status
This code will light the MIL lamp
P0133 / P0153 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
These codes will only occur if the oxygen sensor
performance is seriously degraded.
Diagnostic Trouble Codes
P0133 / P0153
If a P0133 or P0153 code is present and possible
circuit faults have been eliminated, replace the
relevant sensor. Run a KOER test to ensure that
the problem is resolved.
April 2004 2-37
Page 70
Diagnostic Trouble Codes
P0135/0141/P0155/P0161
P0135/0141/P0155/P0161 - Heated Oxygen Sensors
Heated Oxygen Sensor 1-1
Heated Oxygen Sensor 2-2
Figure 1. HO2S Location
BP,0.5
NY,1.0
C0370-3G
C0370-1
SPL13-SRTN/EN
SPL10-VIGN/EN
Heated Oxygen Sensor 2-1
Heated Oxygen Sensor 1-2
BP,0.5
Sensor-Heated Oxygen-FRNT
C0370-4G
C0370-2
W,0.5
UP,1.0
C0636-41G
C0636-30G
C0636-49
SIGRTN
HEGO11
HTR11
SPL6-SRTN/EN
SPL9-VIGN/EN
Sensor-Heated Oxygen-FRNT
BP,0.5
C0164-3G
NY,1.0
C0164-1
C0164-4G
C0164-2
BP,0.5
W,0.5
SP,1.0
Secondary PCMPrimary PCM
C2464-41G
C2464-30G
C2464-49
SIGRTN
HEGO11
HTR11
BP,0.5
C0642-3G
NY,1.0
C0642-1
Sensor-Catalyst Monitor-FRNT
Sensor-Heated Oxygen-REAR
BP,0.5
NY,1.0
C0643-3G
C0643-1
SPL11-SRTN/EN
Sensor-Catalyst Monitor-REAR
BP,0.5
C0644-3G
NY,1.0
C0644-1
Figure 2. HO2S - PCM Interface Circuit
C0642-4G
C0642-2
C0643-4G
C0643-2
C0644-4G
C0644-2
RN,0.5
PU,1.0
BP,0.5
W,0.5
SP,1.0
GN,0.5
PS,1.0
C0636-31G
C0636-50
C0634-41G
C0634-24G
C0634-47
C0634-25G
C0634-48
HEGO21
HTR21
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
BP,0.5
NY,1.0
BP,0.5
SPL4-SRTN/EN
NY,1.0
BP,0.5
NY,1.0
Sensor-Heated Oxygen-REAR
C0908-3G
C0908-1
C0908-4G
C0908-2
Sensor-Catalyst Monitor-FRNT
C0103-3G
C0103-1
C0103-4G
C0103-2
Sensor-Catalyst Monitor-REAR
C0676-3G
C0676-1
C0676-4G
C0676-2
RN,0.5
PS,1.0
BP,0.5
BP,0.5
W,0.5
UP,1.0
GN,0.5
PU,1.0
C2464-31G
C2464-50
C0637-6
C0637-41G
C0637-24G
C0637-47
C0637-25G
C0637-48
HEGO21
HTR21
PRI/SEC
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
2-38 April 2004
Page 71
Diagnostic Trouble Codes
P0135/0141/P0155/P0161
Fault Code Definition
P0135 - HO2S 1-1 heater circuit malfunction
P0141 - HO2S 1-2 heater circuit malfunction
P0155 - HO2S 2-1 heater circuit malfunction
P0161 - HO2S 2-2 heater circuit malfunction
MIL Status
These codes will light the MIL lamp
P0135, P0141, P0155, P0161 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Access the oxygen sensor connections and visually inspect for exposed wires, contamination,
corrosion and proper assembly. Service or repair
any obvious defects.
2. Connect the WDS or scan tool. Record all logged
DTCs and then clear both PCMs. Start the engine
and run at idle until fully warmed up. Run the
KOER test sequence from the WDS. Check that
code P0135, P0141, P0155 or P0161 is present.
Switch off the engine.
7. If the heater resistance is in specification, check
for a short circuit to ground within the sensor.
Measure from the sensor power connection to the
sensor case. If the resistance is less than 10kΩ,
replace the sensor.
8. If the resistance in step 7 is greater than 10kΩ,
Check for shorts to other grounds and to Vpower
in the heater ground harness circuits. If the resistance reading is less than 10kΩ repair or replace
the affected wiring.
9. If continuity is good, consult Aston Martin Technical Support.
3. Disconnect the appropriate heated oxygen sensor
and inspect both ends of the connectors for damaged or pushed out pins, moisture, corrosion,
contamination, etc. Service as necessary.
4. Install the oxygen sensor break-out lead. Connect
a voltmeter between +12 volt power (pin 1) and
the heater return lines (pin 2) at the break-out
lead. Switch on the ignition and immediately
note the steady peak voltage. The voltage should
be above 10.5 volts. Switch off the ignition.
Caution: The heater voltage will begin to switch
as the heater warms up. Note only the initial
steady state voltage before switching begins.
5. If a low voltage was detected in step 4, check for
a partial or complete open circuit in the heater
power or heater return lines to the sensor connector. Repair the wiring as necessary.
6. If the applied voltage measured in step 4 is above
10.5 volts, check the resistance of the HO2S
heater which should be between 3 and 5Ω when
cold. If the heater resistance is not within range,
replace the oxygen sensor.
April 2004 2-39
Page 72
Diagnostic Trouble Codes
P0138 / P0158
P0138 / P0158 - Heated Oxygen Sensors
Heated Oxygen Sensor 1-1
Heated Oxygen Sensor 2-2
Figure 1. HO2S Location
BP,0.5
NY,1.0
C0370-3G
C0370-1
SPL13-SRTN/EN
SPL10-VIGN/EN
Heated Oxygen Sensor 2-1
Heated Oxygen Sensor 1-2
BP,0.5
Sensor-Heated Oxygen-FRNT
C0370-4G
C0370-2
W,0.5
UP,1.0
C0636-41G
C0636-30G
C0636-49
SIGRTN
HEGO11
HTR11
SPL6-SRTN/EN
SPL9-VIGN/EN
Sensor-Heated Oxygen-FRNT
BP,0.5
C0164-3G
NY,1.0
C0164-1
C0164-4G
C0164-2
BP,0.5
W,0.5
SP,1.0
Secondary PCMPrimary PCM
C2464-41G
C2464-30G
C2464-49
SIGRTN
HEGO11
HTR11
BP,0.5
C0642-3G
NY,1.0
C0642-1
Sensor-Catalyst Monitor-FRNT
Sensor-Heated Oxygen-REAR
BP,0.5
NY,1.0
C0643-3G
C0643-1
SPL11-SRTN/EN
Sensor-Catalyst Monitor-REAR
BP,0.5
C0644-3G
NY,1.0
C0644-1
Figure 2. Oxygen Sensor Circuits
C0642-4G
C0642-2
C0643-4G
C0643-2
C0644-4G
C0644-2
RN,0.5
PU,1.0
BP,0.5
W,0.5
SP,1.0
GN,0.5
PS,1.0
C0636-31G
C0636-50
C0634-41G
C0634-24G
C0634-47
C0634-25G
C0634-48
HEGO21
HTR21
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
BP,0.5
NY,1.0
BP,0.5
SPL4-SRTN/EN
NY,1.0
BP,0.5
NY,1.0
Sensor-Heated Oxygen-REAR
C0908-3G
C0908-1
C0908-4G
C0908-2
Sensor-Catalyst Monitor-FRNT
C0103-3G
C0103-1
C0103-4G
C0103-2
Sensor-Catalyst Monitor-REAR
C0676-3G
C0676-1
C0676-4G
C0676-2
RN,0.5
PS,1.0
BP,0.5
BP,0.5
W,0.5
UP,1.0
GN,0.5
PU,1.0
C2464-31G
C2464-50
C0637-6
C0637-41G
C0637-24G
C0637-47
C0637-25G
C0637-48
HEGO21
HTR21
PRI/SEC
SIGRTN
HEGO12
HTR12
HEGO22
HTR22
2-40 April 2004
Page 73
Fault Code Definition
P0138 - HO2S1-2 high voltage
P0158 - HO2S2-2 high voltage
MIL Status
This code will light the MIL lamp
P0138 / P0152 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Connect the WDS and confirm that P0138 or
P0158 is logged
Diagnostic Trouble Codes
P0138 / P0158
2. If a P0138 or P0158 code is present, clear the
logged code. Set datalogger to monitor all downstream oxygen sensor readings on the affected
engine bank.
3. Start the engine and datalogger. Run until the
engine is fully warmed up and log the oxygen
sensor readings. Stop the engine and datalogger.
Analyse the recorded sensor readings.
If any HO2S signal indicates an abnormally high
voltage, service the circuit looking for shorts to
VBATT or VIGN in the harness.
If no circuit fault is identified, swap the downstream sensors on the suspect bank. Repeat the
datalogger test.
4. If the fault has changed front to rear or vice versa,
replace the suspect sensor. Run the datalogger
test again to confirm that the problem is resolved.
April 2004 2-41
Page 74
Diagnostic Trouble Codes
P0148
P0148 - Fuel Delivery Error
Figure 1. Fuel Pump Location
Fuel Pump-B (RH)
+
C0205-1
MOTOR
C0205-2
-
Fuel Pump-A (LH)
C0204-2
MOTOR
C0204-1
+
Sheet 61
C2609-1
Sheet 61
C2010-8
FUEL PUMP
RELAY (R15)
F74
2
15.0 Amps
FUEL PUMP
FUEL PUMP FEEDBACK
Fuel Tank
Sensor-Fuel Level
Boot Fusebox
RELAY 1
VBATT
RELAY 2
GND
See Power Distribution
Central Electronic
Module
FUEL PUMP SUPP.
FUEL LVL RTN
FUEL LVL SIG
C2303-1
C2303-4
F8
20.0 Amps
DIODE 2
F9
20.0 Amps
DIODE 1
C0584-16
C0587-7
C0587-5
C0115-5
C0115-2
C0115-3
C0115-6
C0115-4
Earth-Fuel Tank
C2011-1
C2011-9
C2011-3
C2011-10
GW,2.0
OG,1.0
RW,2.0
OG,1.0
OG,1.0
BW,0.5
RW,0.5
C0114-5
C0114-2
C0114-3
C0114-6
C0114-4
C0114-1C0115-1
C2899-1
C0607-5
C0607-6
C0608-5
C1187-5
C1187-6
OG,1.0
SPL5-VFPRLY/BT
RW,0.5
BW,0.5
G,20
B,20
B,20
R,20
B,2.0
C2934-1
GW,2.0
C1187-1
C1187-2
C1187-3
C1187-4
GW,2.0
SPL82-TRACK/CA
G,20
B,20
RW,2.0
B,20
R,20
Earth-Body
Module-FPDM B (7-12)
C2369-5
VIGN
MFP
FPM
C2369-1
PUMP+
C2369-2
PUMP-
GND
Module-FPDM A (1-6)
FPM
MFP
C2203-5
VIGN
C2203-2
PUMP-
C2203-1
PUMP+
GND
C2369-3
C2369-4
C2369-6
C2203-4
C2203-3
C2203-6
UG,0.5
GU,0.5
B,2.0
SPL56-GND/CA
RU,0.5
UR,0.5
SPL56-GND/CA
C2242-5
C2242-6
B,2.5
C2242-8
C2242-7
B,2.5B,2.0
UG,0.5
GU,0.5
C2727-1
RU,0.5
UR,0.5
C2727-1
C0638-12G
C0638-21G
Secondary PCM
Earth-FPDMs
C0635-21G
C0635-12G
Primary PCM
Earth-FPDMs
MFP (PWM)
FPM (DIAG)
FPM (DIAG)
MFP (PWM)
Figure 2. Fuel Pump Circuits
2-42 April 2004
Page 75
Diagnostic Trouble Codes
P0148
Fault Code Definition
P0148 - Fuel Delivery Error
MIL Status
This code will not light the MIL lamp
P0148 Fault Analysis
CAUTION: This codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM). Check that you are working on the correct
half of the engine.
1. Connect the WDS and confirm that P0148 is
logged. Note which engine bank is affected. Also
note all other logged DTCs and list any fuel
related codes.
2. Using WDS, monitor the fuel rail pressure in both
rails during a KOER test.
If both fuel rail pressures are equal and approximately 40 psi above manifold pressure, the fuel
delivery system is serviceable. go to step 3.
If the fuel rail pressure for the affected bank is out
of specification, service the fuel system as necessary. Clear the P0148 code and run a KOER test
to ensure that the problem is resolved.
Clear all DTCs. Conduct a road test including
town and country driving over a variety of road
surfaces. Using WDS, monitor the fuel pressure.
Note the fuel pressure and driving conditions
when the ‘Check Engine” light comes on. Check
for other fuel pump DTCs logged at the same time.
Using this information, service the fuel system as
necessary and run a further road test to ensure that
the problem is resolved.
April 2004 2-43
Page 76
Diagnostic Trouble Codes
P0171 / P0174
P0171 / P0174 - Fuel System
Pump
Fuel Filters
Grade Valve
Electrical
Connector
Pump
Fuel Rails
Figure 1. Fuel System Components
Underbonnet Fusebox
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
RELAY 3
VBATT
VIGN
DIODE 4
GND
RELAY 5
DIODE 5
See Power Distribution
C0584-39
Central Electronic
F13
20.0 Amps
F9
20.0 Amps
Module
IGN. OUT
F54
10.0 Amps
C0577-6
C0578-2
NY,0.5
SPL2-VIGN/EN
NY,0.5
SPL5-VIGN/EN
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
C0522-2
C0523-2
C0524-2
C0525-2
C0526-2
C0527-2
C0528-2
C0529-2
C2456-2
C2457-2
C2458-2
C2459-2
Injector 1
12 Ohms
Injector 2
12 Ohms
Injector 3
12 Ohms
Injector 4
12 Ohms
Injector 5
12 Ohms
Injector 6
12 Ohms
Injector 7
12 Ohms
Injector 8
12 Ohms
Injector 9
12 Ohms
Injector 10
12 Ohms
Injector 11
12 Ohms
Injector 12
12 Ohms
C0522-1
C0523-1
C0524-1
C0525-1
C0526-1
C0527-1
C0528-1
C0529-1
C2456-1
C2457-1
C2458-1
C2459-1
011-1-008
BU,0.5
BY,0.5
BK,0.5
BW,0.5
BS,0.5
BR,0.5
UB,0.5
SB,0.5
KB,0.5
WB,0.5
KB,0.5
RB,0.5
C0636-2G
C0636-9G
C0636-5G
C0636-4G
C0636-8G
C0636-3G
C2464-2G
C2464-9G
C2464-5G
C2464-4G
C2464-8G
C2464-3G
Conn-ECU A (E-Engine)
INJ1
INJ2
INJ3
INJ4
INJ5
INJ6
Conn-ECU B (E-Engine)
INJ7
INJ8
INJ9
INJ10
INJ11
INJ12
Figure 2. Fuel Injector Circuits
2-44 April 2004
Page 77
Diagnostic Trouble Codes
P0171 / P0174
Fault Code Definition
P0171 - HO2S1-1 Fuel/air ratio too lean
P0174 - HO2S2-1 Fuel/air ratio too lean
Adaptive fuel correction at the limit.
MIL Status
These codes will light the MIL lamp
P0171/P0174 Fault Analysis
CAUTION: These code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Verify that the vehicle did not run out of fuel
before the Check Engine light came on.
If a ‘No Fuel’ condition has been present, connect the WDS or scan tool and clear the P0171/
P0174 code. Perform the KOER test sequence to
check that the fuel adaption is now functioning
correctly.
If the vehicle has not recently run out of fuel, analyse the problem using the following procedure.
2. Carry out a thorough visual inspection of the
vehicle, concentrating on the following possible
causes of the lean mixture:
Fuel System
Leaking fuel injectors
Low fuel pressure
Blocked fuel injectors
Damaged/disconnected HO2S circuits
Induction System
Air leaks after the air flow meter
Vacuum leaks
Restricted air inlet
Fuel Vapour Purge System
Positive Crankcase Ventilation system
Base Engine
Oil overfill
Cam timing
Compression pressure
Ignition System
Ignition coil windings
Ignition coil connection
Spark plugs
repeat the KOER Test. If the code is detected
again, proceed as follows.
3. If any adaptive fuel codes are detected in step 2,
go to step 4. For other codes, go to the appropriate procedure in this section of the fault analysis
manual.
4. Check the fuel pressure as follows:
Connect the WDS and set datalogger to monitor
the fuel pressure sensor output from both fuel
rails.
Start the engine and run at idle speed.
Increase the engine speed to 2500 rpm and maintain for 1 minute.
Note the recorded fuel pressure at idle and at
2500 rpm. The fuel system must be capable of
maintaining at least 40 psi above manifold pressure.
If the fuel pressure is low, repair or service the
fuel system to meet fuel pressure specification.
5. Check the fuel system ability to hold fuel pressure.
Cycle the ignition key on and off several times.
Verify that there are no external fuel leaks (repair
as necessary)
6. Key off. Disconnect the fuel injector electrical
connectors. Check the resistance of the fuel injectors.
Each resistance should be in the range 11 - 18
If all injector resistance values are in range, consult Aston Martin technical Support.
If any injector resistance is out of range, replace
the injector.
Reconnect all injectors. Clear the P0171/P0174
codes and run a KOER test to ensure that the
problem is resolved.
Ω
Repair any problems identified in the visual
inspection, clear the P0171/P0174 fault code and
April 2004 2-45
Page 78
Diagnostic Trouble Codes
P0171 / P0174
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
Underbonnet Fusebox
RELAY 3
VBATT
VIGN
DIODE 4
GND
RELAY 5
DIODE 5
See Power Distribution
C0584-39
F13
20.0 Amps
F9
20.0 Amps
Central Electronic
Module
IGN. OUT
F54
10.0 Amps
C0577-6
C0578-2
NY,0.5
SPL2-VIGN/EN
NY,0.5
SPL5-VIGN/EN
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
C0522-2
C0523-2
C0524-2
C0525-2
C0526-2
C0527-2
C0528-2
C0529-2
C2456-2
C2457-2
C2458-2
C2459-2
Injector 1
12 Ohms
Injector 2
12 Ohms
Injector 3
12 Ohms
Injector 4
12 Ohms
Injector 5
12 Ohms
Injector 6
12 Ohms
Injector 7
12 Ohms
Injector 8
12 Ohms
Injector 9
12 Ohms
Injector 10
12 Ohms
Injector 11
12 Ohms
Injector 12
12 Ohms
C0522-1
C0523-1
C0524-1
C0525-1
C0526-1
C0527-1
C0528-1
C0529-1
C2456-1
C2457-1
C2458-1
C2459-1
BU,0.5
BY,0.5
BK,0.5
BW,0.5
BS,0.5
BR,0.5
UB,0.5
SB,0.5
KB,0.5
WB,0.5
KB,0.5
RB,0.5
C0636-2G
C0636-9G
C0636-5G
C0636-4G
C0636-8G
C0636-3G
C2464-2G
C2464-9G
C2464-5G
C2464-4G
C2464-8G
C2464-3G
Conn-ECU A (E-Engine)
INJ1
INJ2
INJ3
INJ4
INJ5
INJ6
Conn-ECU B (E-Engine)
INJ7
INJ8
INJ9
INJ10
INJ11
INJ12
Figure 3. Fuel Injector Circuits
2-46 April 2004
Page 79
7. Check for codes P0201 - P0206 (injector faults)
and analyse these codes if present. Return to step
9 of this procedure if either P0171 or P0174 are
logged again after clearing the P0201 - P0206
codes.
8. Flow test the injectors:
Use a Rotunda Injector Tester or equivalent to
flow test the injectors according to the manufacturers instructions.
If any injector flow rate is not within specification,
replace the defective injector. Refit the injectors
and rerun the KOER Test.
If the injector flow rates are all within specification, the problem is not fuel related.
Diagnostic Trouble Codes
P0171 / P0174
9. Check the cylinder compression pressures using
the service manual procedure.
If any compression pressure is low, repair the engine as necessary.
If the compression pressures are in specification,
carry out further analysis as for DTC P1131 to
check the heated oxygen sensors and circuits.
April 2004 2-47
Page 80
Diagnostic Trouble Codes
P0172 / P0175
P0172 / P0175 - Fuel / Air Ratio
Pump
Grade Valve
Fuel Filters
Electrical
Connector
Pump
Fuel Rails
Figure 1. Fuel System Components
Underbonnet Fusebox
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
RELAY 3
VBATT
VIGN
DIODE 4
GND
RELAY 5
DIODE 5
See Power Distribution
C0584-39
F13
20.0 Amps
F9
20.0 Amps
Central Electronic
Module
IGN. OUT
F54
10.0 Amps
C0577-6
C0578-2
NY,0.5
SPL2-VIGN/EN
NY,0.5
SPL5-VIGN/EN
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
C0522-2
C0523-2
C0524-2
C0525-2
C0526-2
C0527-2
C0528-2
C0529-2
C2456-2
C2457-2
C2458-2
C2459-2
Injector 1
12 Ohms
Injector 2
12 Ohms
Injector 3
12 Ohms
Injector 4
12 Ohms
Injector 5
12 Ohms
Injector 6
12 Ohms
Injector 7
12 Ohms
Injector 8
12 Ohms
Injector 9
12 Ohms
Injector 10
12 Ohms
Injector 11
12 Ohms
Injector 12
12 Ohms
C0522-1
C0523-1
C0524-1
C0525-1
C0526-1
C0527-1
C0528-1
C0529-1
C2456-1
C2457-1
C2458-1
C2459-1
011-1-008
BU,0.5
BY,0.5
BK,0.5
BW,0.5
BS,0.5
BR,0.5
UB,0.5
SB,0.5
KB,0.5
WB,0.5
KB,0.5
RB,0.5
C0636-2G
C0636-9G
C0636-5G
C0636-4G
C0636-8G
C0636-3G
C2464-2G
C2464-9G
C2464-5G
C2464-4G
C2464-8G
C2464-3G
Conn-ECU A (E-Engine)
INJ1
INJ2
INJ3
INJ4
INJ5
INJ6
Conn-ECU B (E-Engine)
INJ7
INJ8
INJ9
INJ10
INJ11
INJ12
Figure 2. Fuel Injector Circuits
2-48 April 2004
Page 81
Diagnostic Trouble Codes
P0172 / P0175
Fault Code Definition
P0172 - HO2S1-1 Fuel/air ratio too rich. Adaptive
fuel correction at the limit.
P0175 - HO2S2-1 Fuel/air ratio too rich. Adaptive
fuel correction at the limit.
MIL Status
These codes will light the MIL lamp
P0172/P0175 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Verify that the vehicle did not run out of fuel
before the Check Engine light came on.
If a No Fuel condition has been present, connect
the WDS or scan tool and clear the P0172/P0175
code. Perform the KOER test sequence to check
that the fuel adaption is now functioning correctly.
If the vehicle has not recently run out of fuel, analyse the problem using the following procedure.
2. Carry out a thorough visual inspection of the
vehicle, concentrating on the following possible
causes of the rich mixture:
If the P0172/P0175 code is detected proceed as
follows.
3. Connect the WDS or scan tool. Perform the KOER
test sequence.
If any adaptive fuel codes are detected, go to step
4. For other codes, go to the appropriate procedure in this section of the fault analysis manual.
4. Check the fuel pressure as follows:
Connect the WDS and set to monitor the fuel
pressure sensor output from both fuel rails.
Start the engine and run at idle speed. Record the
fuel pressure. Increase the engine speed to 2500
rpm and maintain for 1 minute. Record the fuel
pressure.
The fuel system must be capable of maintaining
at least 40 psi above manifold pressure.
5. Check the fuel system ability to hold fuel pressure.
Cycle the ignition key on and off several times.
Check for external fuel leaks (repair as necessary)
Verify that with the ignition off, fuel pressure stays
within 5 psi of the highest reading for 1 minute. If
excessive pressure loss is detected, service or
repair the fuel system to correct the problem.
Fuel System
Leaking fuel injectors
Leaking fuel pressure regulator
High fuel pressure
Fuel Vapour Purge System
Damaged/disconnected HO2S circuits
Induction System
Air leaks after the air flow meter
Vacuum leaks
Restricted air inlet
Positive Crankcase Ventilation system
Base Engine
Oil overfill
Cam timing
Compression pressure
Ignition System
Coil secondary windings
Ignition HT leads
Spark plugs
Repair any problems identified in the visual
inspection, clear the P0172/P0175 fault codes
and repeat the KOER Test.
April 2004 2-49
Page 82
Diagnostic Trouble Codes
P0172 / P0175
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
Underbonnet Fusebox
RELAY 3
VBATT
VIGN
DIODE 4
GND
RELAY 5
DIODE 5
See Power Distribution
C0584-39
F13
20.0 Amps
F9
20.0 Amps
Central Electronic
Module
IGN. OUT
F54
10.0 Amps
C0577-6
C0578-2
NY,0.5
SPL2-VIGN/EN
NY,0.5
SPL5-VIGN/EN
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
C0522-2
C0523-2
C0524-2
C0525-2
C0526-2
C0527-2
C0528-2
C0529-2
C2456-2
C2457-2
C2458-2
C2459-2
Injector 1
12 Ohms
Injector 2
12 Ohms
Injector 3
12 Ohms
Injector 4
12 Ohms
Injector 5
12 Ohms
Injector 6
12 Ohms
Injector 7
12 Ohms
Injector 8
12 Ohms
Injector 9
12 Ohms
Injector 10
12 Ohms
Injector 11
12 Ohms
Injector 12
12 Ohms
C0522-1
C0523-1
C0524-1
C0525-1
C0526-1
C0527-1
C0528-1
C0529-1
C2456-1
C2457-1
C2458-1
C2459-1
BU,0.5
BY,0.5
BK,0.5
BW,0.5
BS,0.5
BR,0.5
UB,0.5
SB,0.5
KB,0.5
WB,0.5
KB,0.5
RB,0.5
C0636-2G
C0636-9G
C0636-5G
C0636-4G
C0636-8G
C0636-3G
C2464-2G
C2464-9G
C2464-5G
C2464-4G
C2464-8G
C2464-3G
Conn-ECU A (E-Engine)
INJ1
INJ2
INJ3
INJ4
INJ5
INJ6
Conn-ECU B (E-Engine)
INJ7
INJ8
INJ9
INJ10
INJ11
INJ12
Figure 3. Fuel Injector Circuits
2-50 April 2004
Page 83
6. Key off. Disconnect the fuel injector connectors.
Check the resistance of the fuel injectors.
Each resistance should be in the range 11 - 18 Ω
If all injector resistance values are in range, go to
step 7.
If any injector resistance is out of range, replace
the injector.
Reconnect all injectors. Clear the P0172/P0175
codes and run a KOER test to ensure that the
problem is resolved.
7. Check for codes P0201 to P0206 (injector faults)
and analyse these codes if present. Return to step
9 of this procedure if P0171 is logged again after
clearing the P0201 - P0206 codes.
Diagnostic Trouble Codes
P0172 / P0175
8. Flow test the injectors:
Use a Rotunda Injector Tester or equivalent to
flow test the injectors according to the manufacturers instructions.
If any injector flow rate is not within specification, replace the defective injector. Rerun the
KOER Test.
If the injector flow rates are all within specification, the problem is not fuel related.
9. Check the cylinder compression pressures using
the service manual procedure.
If any compression pressure is low, repair the
engine as necessary.
If the compression pressures are in specification,
carry out further analysis as for DTC P1131 to
check the heated oxygen sensors and circuits.
April 2004 2-51
Page 84
Diagnostic Trouble Codes
P0180/P0182/P0183
P0180/0182/0183 Fuel Temperature Sensor
Fuel Temperature Sensor
Figure 1. Fuel Temperature Sensor Location
Sensor-Fuel Rail Temp
BP,0.5 GU,0.5
SPL13-SRTN/EN
Transducer-Fuel Rail Pressure
BP,0.5
Figure 2. Fuel Temperature Sensor Circuit
C2467-2G
GND
BP,0.5
C2251-1GC2251-2G C0636-36G
VOUT
BVREF
C2467-3G
C2467-1G
GR,0.5
U,0.5
C0636-41G
C0636-37G
C0636-40G
Primary PCM
SIGRTN
FRTS
FRPT
BVREF
2-52 April 2004
Page 85
Diagnostic Trouble Codes
P0180/P0182/P0183
Fault Code Definition
P0180 - Fuel temperature sensor open circuit fault
P0182 - Fuel Rail Temperature Sensor - Low Input
P0183 - Fuel Rail Temperature Sensor - High Input
MIL Status
These codes will light the MIL lamp
P0180/P0182/P0183 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
Note: The normal operation fuel temperature range is
between -39°F (-39°C) and 253°F (123°C). A fault is
declared if the fuel rail temperature indicates outside
these limits.
1. Connect the WDS or scan tool and confirm that
P0180, P0182 or P0183 is present.
4. P0183 - Disconnect the fuel rail temperature sensor and the primary PCM. Turn on the ignition
and check for a short circuit to +5 or +12 volt on
the signal line at C2251-1.
If a short circuit to +5 or +12 volts is detected,
service the harness as necessary. Clear the P0183
code and reconnect the sensor and the PCM. Run
a KOER test to ensure that the problem is
resolved.
2. Set the datalogger to monitor both fuel rail temperatures. Run the engine and read both Fuel Rail
Temperatures.
Compare the fuel rail temperatures. If the temperature of the suspect rail is reasonable, shake /wiggle the engine harness between the fuel
temperature sensor and the PCM.
If no open circuit is detected, note the fault code
and go to the relevant step 3 or 4.
If an open circuit is identified, service the harness
as necessary. Clear the fault code and run a KOER
test to ensure that the problem is resolved.
3. P0182 - Disconnect the fuel rail temperature sensor and the primary PCM. Check for a short to
ground from primary sensor connector C2251-1.
If a short to ground is detected, service the harness as necessary. Reconnect the sensor and the
PCM. Clear the P0182 code and run a KOER test
to ensure that the problem is resolved.
April 2004 2-53
Page 86
Diagnostic Trouble Codes
P0190
P0190 Fuel Rail Pressure
Fuel Pressure Sensor
Figure 1. Fuel Pressure Sensor Location
Sensor-Fuel Rail Temp
BP,0.5 GU,0.5
SPL13-SRTN/EN
Transducer-Fuel Rail Pressure
BP,0.5
Figure 1. Fuel Pressure Sensor Circuit
C2467-2G
GND
BP,0.5
C2251-1GC2251-2G C0636-36G
VOUT
BVREF
C2467-3G
C2467-1G
GR,0.5
U,0.5
C0636-41G
C0636-37G
C0636-40G
Primary PCM
SIGRTN
FRTS
FRPT
BVREF
2-54 April 2004
Page 87
Fault Code Definition
P0190 - Fuel rail pressure - mid range fault
MIL Status
This code will light the MIL lamp
P0190 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool. Confirm that a
code P0190 is logged.
Diagnostic Trouble Codes
P0190
If any of P1233, P1235 or P1237 (fuel pump drive
module faults) are logged, resolve these codes
first and return to this procedure only if a P0190
is logged again after clearing any P1233 - 1237
faults
2. Set datalogger to monitor fuel pressure on both
fuel rails. Start the engine. Monitor the fuel pressure readings from both sensors whilst varying the
engine speed within the range 1000 - 2500 rpm.
The fuel system must be capable of maintaining
39-41 psi above manifold pressure in both fuel
rails ( Note: Target pressure is increased in hot
conditions ).
3. If either fuel pressure reading is significantly out
of specification, substitute a good sensor and
repeat the pressure test.
4. If the pressure readings are still significantly different, service the sensor wiring to eliminate poor
connections. Clear the fault code.
5. Run another KOER test. If the fault returns, install
the break-out box.
Check the fuel pressure signals with the WDS
scope, if the signal is noisy resolve the source of
electrical noise.
6. Clear the P0190 code. Run another KOER test. If
the P0190 code returns, replace the PCMs and
run a further test to ensure that the problem is
resolved.
April 2004 2-55
Page 88
Diagnostic Trouble Codes
P0191
P0191 Fuel Rail Pressure Sensor
Fuel Pressure Sensor
Figure 1. Fuel Pressure Sensor Location
Sensor-Fuel Rail Temp
BP,0.5 GU,0.5
SPL13-SRTN/EN
Transducer-Fuel Rail Pressure
BP,0.5
Figure 1. Fuel Pressure Sensor Circuit
C2467-2G
GND
BP,0.5
C2251-1GC2251-2G C0636-36G
VOUT
BVREF
C2467-3G
C2467-1G
GR,0.5
U,0.5
C0636-41G
C0636-37G
C0636-40G
Primary PCM
SIGRTN
FRTS
FRPT
BVREF
2-56 April 2004
Page 89
Fault Code Definition
P0191 - Fuel rail pressure sensor range or performance
MIL Status
This code will light the MIL lamp
P0191 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool. Confirm that a
code P0191 is logged.
Diagnostic Trouble Codes
P0191
2. Using the datalogger, monitor both fuel rail pressure signals during a KOER test.
Note: Fuel rail pressure is normally about 40 psi above
manifold pressure.
If both fuel rail pressures are approximately 40
psi above manifold pressure, go to step 4.
If either sensor is indicating other than approximately 40 psi, switch off the engine. Allow the
residual fuel pressure to dissipate. Disconnect
both sensors. Remove the sensors and swap them
to the opposite fuel rail. Reconnect the sensors.
3. Rerun the KOER test and fuel rail pressure comparison.
If the erroneous pressure reading has swapped to
the other fuel rail, replace the faulty pressure sensor. Clear the P0191 code and rerun the KOER
test to ensure that the problem is resolved.
If the erroneous reading remains on the original
fuel rail, the fault is not caused by the pressure
sensor, check for fuel pump DTCs and analyse
the fault for a fuel pump problem.
4. Check the fuel rail pressure sensor connections
and harness.
If no electrical fault is detected, the problem is
not present at this time. Treat this as an intermittent problem.
If any electrical fault is detected, service the wiring as necessary. Clear the P0191 code and run a
KOER test to ensure that the problem is resolved.
April 2004 2-57
Page 90
Diagnostic Trouble Codes
P0192
P0192 Fuel Rail Pressure
Fuel Pressure Sensor
Figure 1. Fuel Pressure Sensor Location
Sensor-Fuel Rail Temp
BP,0.5 GU,0.5
SPL13-SRTN/EN
Transducer-Fuel Rail Pressure
BP,0.5
Figure 1. Fuel Pressure Sensor Circuit
C2467-2G
GND
BP,0.5
C2251-1GC2251-2G C0636-36G
VOUT
BVREF
C2467-3G
C2467-1G
GR,0.5
U,0.5
C0636-41G
C0636-37G
C0636-40G
Primary PCM
SIGRTN
FRTS
FRPT
BVREF
2-58 April 2004
Page 91
Fault Code Definition
P0192 - Fuel rail pressure - below minimum volts.
MIL Status
This code will light the MIL lamp
P0192 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool. Confirm that a
code P0192 is logged.
Diagnostic Trouble Codes
P0192
If any of P1233, P1235 or P1237 (fuel pump drive
module faults) are logged, resolve these codes
first and return to this procedure only if a P0190
is logged again after clearing any P1233 - 1237
faults.
2. Monitor the fuel pressure signals on both fuel
rails using the datalogger.
The fuel system must be capable of maintaining
39-41 psi above manifold pressure in both fuel
rails ( Note: Target pressure is increased in hot
conditions ).
3. If either fuel pressure reading is significantly out
of specification, substitute a good sensor and
repeat the pressure test.
4. If the pressure readings are still significantly different, key off, disconnect the affected sensor.
Key on. Measure the voltage from sensor harness
connector pins 1 and 2.
If +5 volts is available, go to step 5.
If +5 volts is not available. service the sensor wiring to eliminate poor connections. Clear the fault
code.
5. Run another KOER test. If the P0190 code returns,
replace the PCMs and run a further test to ensure
that the problem is resolved.
April 2004 2-59
Page 92
Diagnostic Trouble Codes
P0193
P0193 Fuel Rail Pressure
Fuel Pressure Sensor
Figure 1. Fuel Pressure Sensor Location
Sensor-Fuel Rail Temp
BP,0.5 GU,0.5
SPL13-SRTN/EN
Transducer-Fuel Rail Pressure
BP,0.5
Figure 1. Fuel Pressure Sensor Circuit
C2467-2G
GND
BP,0.5
C2251-1GC2251-2G C0636-36G
VOUT
BVREF
C2467-3G
C2467-1G
GR,0.5
U,0.5
C0636-41G
C0636-37G
C0636-40G
Primary PCM
SIGRTN
FRTS
FRPT
BVREF
2-60 April 2004
Page 93
Diagnostic Trouble Codes
P0193
Fault Code Definition
P0193 - Fuel rail pressure - more than maximum
volts.
MIL Status
This code will light the MIL lamp
P0193 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool. Confirm that a
code P0193 is logged.
If any of P1233, P1235 or P1237 (fuel pump drive
module faults) are logged, resolve these codes
first and return to this procedure only if a P0193
is logged again after clearing any P1233 - 1237
faults
6. Run another KOER test. If the P0193 code returns,
replace the PCMs and run a further test to ensure
that the problem is resolved.
2. Monitor the fuel pressure signals on both fuel
rails using the datalogger.
The fuel system must be capable of maintaining
39-41 psi above manifold pressure in both fuel
rails ( Note: Target pressure is increased in hot
conditions ).
3. If either fuel pressure reading is significantly out
of specification, substitute a good sensor and
repeat the pressure test.
4. If the pressure readings are still significantly different, key off, disconnect the affected sensor.
Key on. Measure the voltage from sensor harness
connector pins 1 and 2.
If +5 volts is available, go to step 5.
If +5 volts is not available. service the sensor wiring to eliminate poor connections. Clear the fault
code.
5. Check for short circuits between sensor harness
connector pin 1 BVREF and pin 3 sensor signal.
If a short circuit is detected, service the wiring as
necessary. Clear the P0193 code and run a KOER
test to ensure that the problem is resolved.
If no short circuit is detected, go to step 6.
April 2004 2-61
Page 94
Diagnostic Trouble Codes
P0201 - P0206
P0201 - P0206 Injector Circuit Fault
Figure 1.Fuel Injector Location
Sheet 61
C2608-1
VBATT
C0579-8
VIGN
Sheet 61
C0574-6
GND
C2409-1
See Power Distribution
Underbonnet Fusebox
RELAY 3
20.0 Amps
DIODE 4
RELAY 5
20.0 Amps
DIODE 5
Central Electronic
IGN. OUT
C0584-39
10.0 Amps
F13
F9
Module
F54
C0577-6
C0578-2
NY,0.5
SPL2-VIGN/EN
NY,0.5
SPL5-VIGN/EN
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
Fuel Injectors
Injector 1
C0522-2
C0523-2
C0524-2
C0525-2
C0526-2
C0527-2
C0528-2
C0529-2
C2456-2
C2457-2
C2458-2
C2459-2
12 Ohms
Injector 2
12 Ohms
Injector 3
12 Ohms
Injector 4
12 Ohms
Injector 5
12 Ohms
Injector 6
12 Ohms
Injector 7
12 Ohms
Injector 8
12 Ohms
Injector 9
12 Ohms
Injector 10
12 Ohms
Injector 11
12 Ohms
Injector 12
12 Ohms
C0522-1
C0523-1
C0524-1
C0525-1
C0526-1
C0527-1
C0528-1
C0529-1
C2456-1
C2457-1
C2458-1
C2459-1
BU,0.5
BY,0.5
BK,0.5
BW,0.5
BS,0.5
BR,0.5
UB,0.5
SB,0.5
KB,0.5
WB,0.5
KB,0.5
RB,0.5
C0636-2G
C0636-9G
C0636-5G
C0636-4G
C0636-8G
C0636-3G
C2464-2G
C2464-9G
C2464-5G
C2464-4G
C2464-8G
C2464-3G
Conn-ECU A (E-Engine)
INJ1
INJ2
INJ3
INJ4
INJ5
INJ6
Conn-ECU B (E-Engine)
INJ7
INJ8
INJ9
INJ10
INJ11
INJ12
Figure 2 Fuel Injector Circuits
2-62 April 2004
Page 95
Fault Code Definition
P0201 - P0206 - Injector circuit fault.
MIL Status
These codes will light the MIL lamp
P0201 - P0206 Fault Analysis
CAUTION: These codes may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool. Confirm that a
code in the range P0201 - P0206 is logged.
Diagnostic Trouble Codes
P0201 - P0206
Primary PCM
P0201 - Injector 1 fault - PCM pin C0636-2
P0202 - Injector 2 fault - PCM pin C0636-9
P0203 - Injector 3 fault - PCM pin C0636-5
P0204 - Injector 4 fault - PCM pin C0636-4
P0205 - Injector 5 fault - PCM pin C0636-8
P0206 - Injector 6 fault - PCM pin C0636-3
Secondary PCM
P0201 - Injector 7 fault - PCM pin C2464-2
P0202 - Injector 8 fault - PCM pin C2464-9
P0203 - Injector 9 fault - PCM pin C2464-5
P0204 - Injector 10 fault - PCM pin C2464-4
P0205 - Injector 11 fault - PCM pin C2464-8
P0206 - Injector 12 fault - PCM pin C2464-3
2. Disconnect the suspect injector and switch on the
ignition. Check for +12 volts from injector harness connector pin 2 to chassis ground.
Note: If the fault is intermittent, use datalogger to monitor all suspect injector signals during a road test.
If +12v is present, go to step 3.
If +12v is not present, Service the 12 volt supply
as necessary, reconnect the injector circuits.
Clear the fault code. Run a KOER test to ensure
that the problem is resolved.
3. Switch off the ignition and install the break-out
box to the harness of the affected PCM.
April 2004 2-63
Page 96
Diagnostic Trouble Codes
P0218
P0218 Transmission Fluid Temperature
Hydraulic Module
Electronic Module
Output Speed Sensor
Turbine Speed Sensor
Suction Port
Discharge Port
Solenoid Valve 2
Figure 1. Transmission Fluid Temperature Sensor
Gearbox Temperature
Sensor
Position Switch
2-64 April 2004
Page 97
Fault Code Definition
P0218 - Transmission fluid temperature sensor.
MIL Status
This code will not light the MIL lamp
P0218 Fault Analysis
1. Connect the WDS or scan tool. Confirm that a
code P0218 is logged. Note any other gearbox
DTCs.
Monitor the Engine Coolant Temperature and the
Transmission Fluid Temperature during a road test.
The transmission oil is normally not as hot as the
engine coolant after a good run in normal ambient
conditions. If transmission oil is hotter than engine
coolant, suspect a problem in the gearbox cooling
circuit.
Diagnostic Trouble Codes
P0218
2. Raise the car on a ramp and check the condition
of the gearbox cooling circuit. Trace the route of
all cooling pipes and verify that there are no
kinks, crushes or other obvious restrictions.
If all pipes are serviceable, go to step 3.
If any pipe is damaged or restricted, service as
necessary. Top up the gearbox oil level. Run an
extended road test to ensure that the problem is
resolved.
3. If either B1318, P0641 or P1794 is logged,
resolve these battery power codes first and return
to step 5 of this procedure only if P0218 is logged
again after clearing the battery power codes.
If no additional gearbox codes are logged, go to
step 5.
4. Check the gearbox for leaks and check the gearbox oil level (Service Manual Procedure). Top up
if necessary. Clear the P0218 code and run a brief
road test to ensure that the problem is resolved.
5. Clear the P0218 code and run an extended road
test.
If P0218 is logged again, change the mechatronic
unit and run a road test to ensure that the problem is resoled
If P0218 is not logged again, the cause of the fault
is not present at this time and testing is complete.
April 2004 2-65
Page 98
Diagnostic Trouble Codes
P0224
P0224 Throttle Position Sensor (Throttle Potentiometer)
Figure 1. Throttle Position Sensor Location
Motor-Electronic Throttle A
C2465-2 G
TPRTN
TACM-
TACM+
TPRTN
TP2-PS
TACM-
C2465-3 G
C2465-5 G
C2465-6 G
C2465-1 G
C2465-4 G
C2466-2 G
C2466-3 G
C2466-5 G
C2466-6 G
C2466-1 G
C2466-4 G
TPBVREF
TP1-NS
TP2-PS
Motor-Electronic Throttle B
TPBVREF
TP1-NS
TACM+
Throttle Body
Throttle Motor and
Throttle Potentiometer
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
OR,0.5
OW,0.5
OU,0.5
OG,0.5
OY,05
OS,05
C0636-7G
C0636-18G
C0636-19G
C0636-29G
C0636-48
C0636-47
C2464-7G
C2464-18G
C2464-19G
C2464-29G
C2464-48
C2464-47
Primary PCM
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
Secondary PCM
TPRTN
TPBVREF
TP1-NS
TP2-PS
TACM-
TACM+
Figure 2. Throttle Position Sensor Circuits
2-66 April 2004
Page 99
Diagnostic Trouble Codes
P0224
Fault Code Definition
P0224 - Throttle position sensor (TP2) intermittent.
MIL Status
This code will not light the MIL lamp
P0224 Fault Analysis
CAUTION: This code may be generated in the
Primary or Secondary Powertrain Control Module
(PCM) Check that you are working on the correct
half of the engine.
1. Connect the WDS or scan tool. Confirm that a
code P0224 is logged.
2. Access the following Throttle Potentiometer signals:
Throttle Potentiometer Track 1
Throttle Potentiometer Track 2
Key on, monitor the potentiometer readings
whilst moving the throttle pedal gently through its
full range of movement.
If +5 volts is available, there is an open circuit in
the +5 volt line from the PCM to throttle unit pin
3. Service the wiring as necessary.
Reset the PCMs and run a KOER test to ensure
that the problem is resolved.
The TP signals should change smoothly within the
range 0.66 volts at closed throttle to 4.78 volts at
full throttle.
If any TP signal is erratic, go to step 3.
If any TP signal is constantly low, go to step 4.
3. For erratic TP readings, suspect a defective throttle potentiometer, Fit a replacement throttle body.
Reset the PCMs and run a KOER test to ensure
that the problem is resolved.
4. For low TP readings, disconnect the throttle unit
connector. Key on. Check the +5 volts reference
supply from the PCM at throttle unit harness connector pin 3 reference chassis ground and reference TPRTN at connector pin 2.
If +5 volts is not available, Install the PCM breakout box. Check the PCM +5 volt output at pin
C0636-18 (primary) or pin C2464-18 (secondary).
If +5 volts is not available, change the PCMs and
run a KOER test to ensure that the problem is
resolved.
April 2004 2-67
Page 100
Diagnostic Trouble Codes
P0300
P0300 - Misfiring
Ignition Circuits
Underbonnet Fusebox
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
VBATT
VIGN
GND
See Power Distribution
Central Electronic
C0584-39
RELAY 3
DIODE 4
RELAY 5
DIODE 5
F16
15.0 Amps
F7
15.0 Amps
Module
IGN. OUT
F54
10.0 Amps
Fuel Injector Circuits
Underbonnet Fusebox
Sheet 61
Sheet 61
C2409-1
C2608-1
C0579-8
C0574-6
RELAY 3
VBATT
VIGN
DIODE 4
GND
RELAY 5
DIODE 5
See Power Distribution
Central Electronic
C0584-39
F13
20.0 Amps
20.0 Amps
Module
IGN. OUT
F54
10.0 Amps
Figure 1. Ignition and Fuel Injector Wiring
NY,1.0
NY,0.5
NY,0.5
NY,1.0
C0577-1
C0578-1
C0577-6
F9
C0578-2
SPL1-VIGN/EN
NY,1.0
SPL3-VIGN/EN
NY,0.5
SPL2-VIGN/EN
NY,0.5
SPL5-VIGN/EN
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,1.0
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
NY,0.5
Coil Suppressor-Bank A
C0997-1
Ignition Coil 1
C0156-2
C0052-2
C0276-2
C1770-2
C1771-2
C1772-2
C2087-2
C2088-2
C2460-2
C2461-2
C2462-2
C2455-1
C0528-2
C0529-2
C2456-2
C2457-2
C2458-2
C2459-2
C0156-1
Ignition Coil 2
C0052-1
Ignition Coil 3
C0276-1
Ignition Coil 4
C1770-1
Ignition Coil 5
C1771-1
Ignition Coil 6
C1772-1
Ignition Coil 7
C2087-1
Ignition Coil 8
C2088-1
Ignition Coil 9
C2460-1
Ignition Coil 10
C2461-1
Ignition Coil 11
C2462-1
Ignition Coil 12
C2463-1C2463-2 C2464-35G
Coil Suppressor-Bank B
Injector 1
C0522-2
12 Ohms
Injector 2
C0523-2
12 Ohms
Injector 3
C0524-2
12 Ohms
Injector 4
C0525-2
12 Ohms
Injector 5
C0526-2
12 Ohms
Injector 6
C0527-2
12 Ohms
Injector 7
12 Ohms
Injector 8
12 Ohms
Injector 9
12 Ohms
Injector 10
12 Ohms
Injector 11
12 Ohms
Injector 12
12 Ohms
C0522-1
C0523-1
C0524-1
C0525-1
C0526-1
C0527-1
C0528-1
C0529-1
C2456-1
C2457-1
C2458-1
C2459-1
GU,0.5
GS,0.5
GK,0.5
GW,0.5
GB,0.5
GR,0.5
UG,0.5
SG,0.5
KG,0.5
WG,0.5
BG,0.5
RG,0.5
C0636-1G
C0636-38G
C0636-24G
C0636-39G
C0636-12G
C0636-35G
C2464-1G
C2464-38G
C2464-24G
C2464-39G
C2464-12G
BU,0.5
BY,0.5
BK,0.5
BW,0.5
BS,0.5
BR,0.5
UB,0.5
SB,0.5
KB,0.5
WB,0.5
KB,0.5
RB,0.5
Primary PCM
CD1
CD2
CD3
CD4
CD5
CD6
Secondary PCM
CD7
CD8
CD9
CD10
CD11
CD12
Primary PCM
C0636-2G
INJ1
C0636-9G
INJ2
C0636-5G
INJ3
C0636-4G
INJ4
C0636-8G
INJ5
C0636-3G
INJ6
Secondary PCM
C2464-2G
C2464-9G
C2464-5G
C2464-4G
C2464-8G
C2464-3G
INJ7
INJ8
INJ9
INJ10
INJ11
INJ12
2-68 April 2004
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