DB11 V12 Powertrain fault Decipher
Discussion
I've been dealing with a minor intermittent power train fault that comes up occasionally on a startup (estimate about every 5 or so startups). It does not impact driveability at all, and when it comes up, I just delete the code and no CELs until the next (5th or 6th) startup. The code is P1260.
I know a few things about this fault:
It is a cold start fault
It is an air stream fault somewhere past the air filters.
The Aston diagnostics information does not distinguish whether this is an air stream fault on the ECU A side (master ECU), or the ECU B side (slave ECU).
I have the Aston diagnostics; however, after spending numerous hours pouring over documents, I cannot, interpret the AM hieroglyphics which further describes the fault. So here in this community, I am asking if anyone can interpret TANLFmax. I know HFM is the hot film air mass meter (MAF)s,. Both MAFs on this platform have an IAT as part of their circuits, again however, the fault tables are not calling out a specific side (master or slave).
Here is the diagnostic table from AM
As a hopeful part of the process of elimination I have completely removed both MAFs (HFMs) and cleaned them thoroughly with the correct electronics parts cleaner, but no joy. I've also done the typical checks of fuses, visual inspection of wiring/harnesses/connectors, etc.
Somehow I am off track and I think the mystery might be in the TANLF if I can come up with its meaning.
This is a screenshot of another section within the AM diagnostics which puts more "English" around the TANLF
If anyone has some suggestions, they are very welcomed!
I know a few things about this fault:
It is a cold start fault
It is an air stream fault somewhere past the air filters.
The Aston diagnostics information does not distinguish whether this is an air stream fault on the ECU A side (master ECU), or the ECU B side (slave ECU).
I have the Aston diagnostics; however, after spending numerous hours pouring over documents, I cannot, interpret the AM hieroglyphics which further describes the fault. So here in this community, I am asking if anyone can interpret TANLFmax. I know HFM is the hot film air mass meter (MAF)s,. Both MAFs on this platform have an IAT as part of their circuits, again however, the fault tables are not calling out a specific side (master or slave).
Here is the diagnostic table from AM
As a hopeful part of the process of elimination I have completely removed both MAFs (HFMs) and cleaned them thoroughly with the correct electronics parts cleaner, but no joy. I've also done the typical checks of fuses, visual inspection of wiring/harnesses/connectors, etc.
Somehow I am off track and I think the mystery might be in the TANLF if I can come up with its meaning.
This is a screenshot of another section within the AM diagnostics which puts more "English" around the TANLF
If anyone has some suggestions, they are very welcomed!
I’ve got this on my db11, amonsgt others, I’m investigation a cooling system fault on dash. I’ve taken off both airboxes to try and find problem. Only thing I’ve disconnected is MAF’s and this code has popped up. There are a few others relating to the MAF sensor but my topdon scanner isn’t really that good for the V12. Do you have AMDS2 diagnostics? Only people who have it on my side of the pond is Aston themselves. It doesn’t help you much but you could start at MAF sensors and see.
I do not have AMDS, instead, scanning the car using 3rd party info I have on where AM went when they developed this EMS. I use a deep scan tool, which can deep scan about any car on the planet EXCEPT AM, but not stopping me. I know they've used some "platform" from MB and some "platform" from Volvo. My scan tool is an Autel MX808. I can get the scan tool to do a deep scan when fooling it into thinking I am connected to a MB AMG with the 4.0L platform; and, I am working on fooling it into thinking I am scanning a Volvo XC90 platform.
Reguards the engine alone, and power train faults, any scan tool will read P-codes. I am using a $49 (USD) scan tool to bring up the P1260. I am confident that P-code is correct, just chasing it has become frustrating.
BTW - as a regular part of maintenance I've done on any car I've owned, I've renewed the air filters and cleaned the boxes. Everything in front of the two MAFs I am comfortable with, and the MAFs themselves have been cleaned thoroughly. Barring a defective MAF, I should be good to that point of the incoming air stream.
I am about ready to start the pinout diagnostics on the MAFs and the harnesses back to the ECUs. For me, other than replacing the MAFs at $125 USD EACH, I am struggling where else to go.
Of all the cars I've owned, AM is the most difficult, (AND intriguing) simply because the factory holds so closely to the vest, any information or parts access. Because it is so boutique and out of the mainstream, no outside companies waste any time on trying to hack or recreate its EMS....frustrating...but love the challenge just the same.
Reguards the engine alone, and power train faults, any scan tool will read P-codes. I am using a $49 (USD) scan tool to bring up the P1260. I am confident that P-code is correct, just chasing it has become frustrating.
BTW - as a regular part of maintenance I've done on any car I've owned, I've renewed the air filters and cleaned the boxes. Everything in front of the two MAFs I am comfortable with, and the MAFs themselves have been cleaned thoroughly. Barring a defective MAF, I should be good to that point of the incoming air stream.
I am about ready to start the pinout diagnostics on the MAFs and the harnesses back to the ECUs. For me, other than replacing the MAFs at $125 USD EACH, I am struggling where else to go.
Of all the cars I've owned, AM is the most difficult, (AND intriguing) simply because the factory holds so closely to the vest, any information or parts access. Because it is so boutique and out of the mainstream, no outside companies waste any time on trying to hack or recreate its EMS....frustrating...but love the challenge just the same.
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