Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 1 POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM MONITORING

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 1 POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM MONITORING

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 2 Description

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 3 The Lamborghini engines have a Crankcase Ventilation system. This system has been developed in order to guarantee the correct ventilation of the blow-by gases and, according to Section 1968.2 (e) (9), a continuous system monitoring works in order to make sure of the system integrity. 1 2 INTAKE AIR THROTTLE BODY INTAKE AIR BOX. INTAKE MANIFOLD CALIBRATED ORIFICE I STRONGLY TIGHT CONNECTIONS BY EAR HOSE CLAMP (ONE TIME CLAMP) A B CALIBRATED ORIFICE II REMOVABLE CONNECTION BY SCREWED CLAMP QUICK CONNECTOR MICRO SWITCH OIL VAPOR OIL TANK C D VENTILATION GASES OIL LIQUID OIL LIQUID OIL PUMP ENGINE CYL HEAD BANK 1 ENGINE CYL HEAD BANK 2 CASTED PATHS BETWEEN CRANKCASE AND VALVE COVERS ENGINE OIL HEAT EXCHANGE OIL PUMP Pic.9.1.1 SCHEMATIC #1OF THE LAMBORGHINI VENTILATION SYSTEM The Lamborghini engines are equipped with a dry sump lubrication system collected the oil tank. The top of the oil tank separates liquid and gases coming form the cylinder heads. The liquid oil follows the standard lubricating circuit of the engine, while the gases are spontaneously re-circulated into the intake system (see the schematic #1). The Crankcase Ventilation system is made by four external tubes A, B, C and D is shown by the blue lines in schematic#1, Pic.9.1.1.

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 4 The gases, from the top of the oil tank, flow into the intake system in two different points: one is located upstream the throttle body directly on the intake air box (point 1 of schematic #1) and the other is located on the intake manifold (point 2). The connection between the oil tank and point 1 of the intake air box is accomplished by tube A, while the connection to the oil tank and point 2 of the intake manifold is accomplished by tube B. The Lamborghini Crankcase Ventilation system does not use a PCV valve with moving parts to control the ventilation flow. Only two calibrated orifices are used to control gases flow. Therefore, there are not moving parts which can suffer deterioration. One orifice is integrated into the intake air box (CALIBRATED ORIFICE I of the schematic #1 in Pic. 9.1.2). This orifice cannot be removed since it is machined in the air box, this means that it is an integral part of the intake air box. In this way there is no tubing between the orifice and the intake system, while there is a tube between the top of oil tank and the orifice (tube A of schematic #1 on Pic. 9.1.2). Pic.9.1.2 Connection of tube A to Intake Air Box and Oil Tank The connection of Tube A with the orifice on the intake air box is assured by one time clamps.

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 5 Similarly, the other orifice is integrated into the oil tank as a machined passage (CALIBRATED ORIFICE II of schematic #1) and it cannot be removed, as it is welded directly into the top of the oil tank (Pic.9.1.3). To cylinder head covers To intake manyfold To air box filter Pic.9.1.3 Calibrated orifice II of schematic #1 welded into the top of the oil tank. The connection of Tube A with the orifice on the top of oil tank is assured by one time clamp (Pic.9.1.4) which drawing is visible in picture 9.1.5. These connections are very tight and hard to remove, therefore it is significantly hard to remove the tube A on both ends. The one time clamp has to be completely destroyed in order to be removed and cannot be used again. This tube A has been designed accurately for a suitable length and flexibility such that it is not subject to disconnection on any ends for any routine and/or major maintenance work. The intake air box cover can be opened for the air filters maintenance/replacement without detaching at all tube A. Also the detachment of the entire air box do not require the disconnection of tube A. All the major repair work, such as replacing injectors, manifold gaskets, valve cover gaskets, adjusting valves, replacing the head,

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 6 etc. do not need to disconnect tube A on any end. Moreover, tube A is made of materials which are extremely resistant to deterioration and/or leakage. For the material characteristics see Table 1. Pic. 9.1.4. Ear hose clamp (one time clamp).

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 7 Pic.9.1.5. Ear hose clamp (one time clamp) drawing. Tube B provides the connection between the oil tank and the intake manifold. On the oil tank it is connected to a calibrated orifice (orifice II of schematic #1) toward a strong and tight connection, which is constituted by the one time clamp (pictures 9.1.4 and 9.1.5). This connection is very hard to be removed. On the other hand, the connection of tube B toward the intake manifold is subject to disconnection in case of major mechanical maintenance works (i.e. intake manifold removal). This connection to the intake manifold is made by a screwed clamp (removable connection) in order to permit the repair and/or maintenance. Lamborghini OBD II system is able to detect any accidental/forced disconnection of tube B on both end by a specific strategy directly connected to the Idle Speed Control System Diagnosis (see section 16.11). In fact, if the tube is disconnected, a hole in the manifold is created, and the manifold air pressure changes significantly as well as the idle speed.

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 8 If any disconnection of a tube B happens, then the Idle Control System adjusts, as said in section 16.11, the throttle position and spark advance timing in order to reach the idle speed target. 1. the idle speed control cannot achieve the idle speed within 200 rpm over the target; 2. the idle speed control achieves the idle speed within 200 rpm over the target but with DBW Throttle Position at lower limit (see section 16.11 and Pic. 16.11.1); 3. the idle speed control achieves the idle speed within 200 rpm over the target with DBW Throttle Position not at lower limit. In the first case the Rpm Higher than target error counter increases and when this counter overcomes a calibration threshold of 10 times, the fault is detected and the pending fault code is stored. In the second case, when the DBW reaches the calibration lower limit for 35 seconds, the Idle DBW error counter increases and when it overcomes a threshold of 1 time, the fault is detected and the pending fault code (P0507) is stored. In the third case, the idle condition are met, the control adjust the throttle position also to have the spark advance timing into a narrow range (around the basic idle spark advance). In this case a throttle position self learning strategy works. At the end of it, the difference between the basic throttle position and the present one is stored in eeprom (as TPSL) (see the flow-chart of this function in the picture. 16.11.1). Every time the idle condition are met this strategy works. Also the stored TPSL is monitored. The difference between the new offset and the one stored on the previous trip, must be lower than a calibration threshold. If that s not true an error counter increases. When this counter overcomes a threshold of 1 time, the fault is detected and the pending fault code is stored. For this third point, in the L147 there is also another way to detect a disconnection of tube B, because in the L147 the manifold is divided in two parts, on for each bank. At idle, a strategy adjusts the throttle position in the bank2 in order to balance the two MAP values. The T.P. difference is called idle_map_comp. This variable is monitored with an upper threshold and a lower one. If one of those thresholds exceeds for a time of 6 seconds a counter increases. If this counter overcomes a threshold of 10 times a pending fault code is stored. So, considering that tube B is connected to the manifold of bank2, an its disconnection causes that the idle_map_comp parameter exceeds the lower threshold. Tubes B is made of materials which are extremely resistant to deterioration and/or leakage. For the material characteristics see Table 1. Tubes C and D assure the connection between the engine valve covers and the oil tank. These tubes do not have any additional orifice to control the ventilation gases flow. These tubes C and D can be subject to disconnection for some major repair work (i.e. head replacement), therefore a monitoring sensor is installed on both tubes C and D. The connection of tubes C and D toward the oil tank is tightly assured by the one time clamps as well as the connection toward the engine valve cover. On both tubes a quick connector and its counterpart are secured as shown in figure 6. On the counterpart a micro switch, normally open, is placed. The micro switch signal is electrically connected to the ECU which checks continuously the micro switch status: when the quick connector is correctly locked the micro switch status changes to closed, while when the connection is open the pending fault code is stored. Tubes C and D are made of materials which are extremely resistant to deterioration and/or leakage. For the material characteristics see Table 1.

Automobili Lamborghini s.p.a. OBDII MY 07 Section 9 Page 9 Figure 6. Quick connector In summary, the four external tubes A, B, C and D have been carefully designed in order to permit the maximum of flexibility such that they do not have to be disconnected during routine maintenance checks. For any major work, tube A do not need to be disconnected and therefore both ends have been tightly assured by one time clamp which are a special clamping (hear hose clamps) guaranteed during the all life of the car. This tube A does not need to be monitored. For some major repair works it is required to disconnect tube B on the end toward the intake manifold. This end has been connected by a screwed clamp and this tube is subject to monitoring (idle speed detection capability). Also, for some major repair work tubes C and B might be disconnected and therefore their connections on the ends toward the engine valve cover have been electrically monitored. A quick connector with a micro switch is used to detect the right connection. MATERIAL TEMPERATURE RESISTANCE ( C) OZONE RESISTANCE (*) Inner layer External layer Inner layer External layer Inner layer External layer TUBE A, B, C, D FPM MVQ -25 +250-60 +200 + + (Viton) (Silicone based rubber) (*) + High resistance Table 1. Material characteristics of tubes A, B, C and D of schematic #1.