Aston Martin ASTON MARTIN Fault Codes DTC ASTON MARTIN Fault Codes DTC

DB9

OBD II Diagnostic Manual

Preliminary Issue

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: [phone] Fax: [phone]

Issue 1 -April 2004 Part No. 701311

The OBDII Diagnostic System

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

Contents

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

Page

No.

April 2004 0-1

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

Page

No.

0-2 April 2004

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

Page

No.

April 2004 0-3

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

Page

No.

0-4 April 2004

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

Page

No.

April 2004 0-5

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

Page

No.

0-6 April 2004

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

Page

No.

April 2004 0-7

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

Page

No.

0-8 April 2004

The OBDII Diagnostic System

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.

Contents

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

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

The OBDII Diagnostic System

System and Component Monitors

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 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

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

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

The OBDII Diagnostic System
The EECV Engine Management System

Engine Management - Schematic Diagram

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1-6 May 2002

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

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

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

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

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

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

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

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

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

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 60Ω. (i.e. 2 x 120Ω terminator resistors in parrallel)

Terminator resistors are in the ABS Module and the DIM Module.

If 60Ω is measured, the circuits to the terminator resistors are good. Go to step 7.

If 120Ω 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 60Ω 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

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

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

GN,05

GB,05

GB,05

GN,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

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 60Ω. (i.e. 2 x 120Ω terminator resistors in parallel)

Terminator resistors are in the Airbag Module and the DIM Module.

If 60Ω is measured, the circuits to the terminator resistors are good. Suspect a module failure

If 120Ω 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

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

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

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.

- Measure battery voltage from the jump start terminal to chassis ground. If less than 12.5 volts, suspect a

- Run the engine at 2000 rpm whilst the headlamps are switched on. Charge voltage measured from the

1-20 May 2002

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

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

FPRESS (fuel rail pressure) for both fuel rails

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

The OBDII Diagnostic System
CAN Bus Fault Analysis

1-22 May 2002

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

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

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

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

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 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 2-5

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

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

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

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

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

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

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

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.

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.

Diagnostic Trouble Codes

P0103

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

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

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.

2. During a brief road test, record both MAF signals
and confirm which sensor is providing an inter­mittent signal.

Diagnostic Trouble Codes

P0104

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

Diagnostic Trouble Codes
P0107

P0107 - Barometric Pressure Sensor

Barometric Pressure Sensor

Boot (Trunk) Fusebox

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

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

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.

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.

Diagnostic Trouble Codes

P0107

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

Diagnostic Trouble Codes
P0108

P0108 - Barometric Pressure Sensor

Barometric Pressure Sensor

Boot (Trunk) Fusebox

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

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

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.

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.

Diagnostic Trouble Codes

P0108

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

Diagnostic Trouble Codes
P0109

P0109 - Barometric Pressure Sensor

Barometric Pressure Sensor

Boot (Trunk) Fusebox

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

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

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.

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.

Diagnostic Trouble Codes

P0109

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

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

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

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

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

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

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

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

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

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)

C2466-2 G

TPRTN

TP2-PS

TACM-

C2466-3 G

C2466-5 G

C2466-6 G

C2466-1 G

C2466-4 G

TPBVREF

TP1-NS

TACM+

Motor-Electronic Throttle A Conn-ECU A (E-Engine)

C2465-2 G

TPRTN

TP2-PS

TACM-

TACM+

C2465-3 G

C2465-5 G

C2465-6 G

C2465-1 G

C2465-4 G

TPBVREF

TP1-NS

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

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

Diagnostic Trouble Codes
P0128

P0128 - Coolant Thermostat

Figure 1. Coolant Thermostat Location

2-32 April 2004

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

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

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

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

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

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

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

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

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

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

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.

Diagnostic Trouble Codes

P0148

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

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

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

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

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.

9. Check the cylinder compression pressures using
the service manual procedure.

Diagnostic Trouble Codes

P0171 / P0174

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

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

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

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

6. Key off. Disconnect the fuel injector connectors.
Check the resistance of the fuel injectors.

Diagnostic Trouble Codes

P0172 / P0175

Each resistance should be in the range 11 - 18

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.

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.

Ω

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

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

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

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

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.

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

Diagnostic Trouble Codes

P0190

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

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

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.

2. Using the datalogger, monitor both fuel rail pres­sure signals during a KOER test.

Diagnostic Trouble Codes

P0191

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

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

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.

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.

Diagnostic Trouble Codes

P0192

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

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

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

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

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.

Primary PCM

Diagnostic Trouble Codes

P0201 - P0206

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

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

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

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

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

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

F9

20.0 Amps

Module

IGN. OUT

F54

10.0 Amps

Figure 1. Ignition and Fuel Injector Wiring

C0577-1

C0578-1

C0577-6

C0578-2

NY,1.0

SPL2-VIGN/EN

NY,0.5

SPL5-VIGN/EN

SPL1-VIGN/EN

NY,1.0

SPL3-VIGN/EN

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

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