Comprehensive components monitoring - Automobili Lamborghini ...

OBD Description Manual 

OBD Group CNL-V Issue date: October /10 

Test Group – CNLXV06.5L83 

Revision date: December/10 (RC01) 

SECTION 11 

COMPREHENSIVE COMPONENTS 

MONITORING 

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The information and procedures published below are strictly confidential and intended exclusively for authorized operators and 

individuals. All copyrights are the property of Automobili Lamborghini S.p.A based on copyright law. The company reserves the right 

to make updates and modifications. The reprinting, reproduction, forwarding to unauthorized people and/or to third parties and 

partial or entire translation thereof are prohibited without written authorization from Automobili Lamborghini S.p.A 

Automobili Lamborghini s.p.a. Section 11 Page 1





11.1 Description 

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Lamborghini OBD II system detects malfunctions of input or output components/systems that can affect 

emissions due to a lack of circuit continuity (open circuit), out of range values, and where feasible, 

rationality faults. Rationality faults are separately detected and store different fault codes than the open 

circuit and out of range diagnostics. Out of range diagnostics are separately detected and store different 

fault codes for each distinct malfunction (e.g. low input and high input check). The open circuit checks do 

not store a separate fault code since it cannot be distinguished from the out of range faults. However, the 

open circuit check is detected in low input or high input checks (e) (15.2.1). 

Some of the diagnosis are based on feedback analysis. 

16.1.1 Feedback analysis 

Feedback analysis is performed by 6 different Smart Power Switch persent in the EMS that provide 

diagnosis information to the µp, about the device and the load they are connected. The use of 6 different 

Switch is related to the different characteristics of the devices they have to drive. 

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The diagnosis information can be accessed by SPI interface and/or fault pin to generate a µp interrupt; a 

fault is only recognized if it lasts longer than the fault delay time td (fault). If a fault condition appears 

and the fault delay time is elapsed a diagnosis flag is latched in the diagnosis register of the SPI 

interface. The output register of the SPI interface shifts out a message with the diagnosis information 

every time the µp requires the information or the fault pin generate an interrupt. 

Pic.11.1.1 Serial output of a diagnosis message 

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The diagnosis information can be accessed by a status pin (ST); a fault is only recognized if it lasts 

longer than the fault delay time td (fault). If a fault conditions appears and the delay time is elapsed, the 

status pin provides a low signal. 

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The diagnosis information can be accessed by a pin IS that provides during normal operation a sense 

current, which is proportional to the load current and in case of any fault conditions a defined fault 

current IIS(fault). 

16.2 Differential exhaust sensor pressure 

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The Lamborghini LB-83X is equipped with two differential exhaust pressure sensor, one for each 

bank (see 11.12 Exhaust Temperature Control System (ETCS) ) 

List of diagnoses performed on single sensor: 

- low input check 

- high input check ; open circuit check 

- signal out of range check 

- functional check are performed. 

11.2.1. LOW INPUT, HIGH INPUT,OPEN CIRCUIT DIAGNOSIS AND OUT OF RANGE 

CHECK 

If the pressure signal is below a threshold_min for more than a fixed time a pending fault code is stored 

(low input check). 

If the pressure signal is above a threshold_max for more than a fixed time a pending fault code is stored 

(high input/open circuit check). 

In additional to these monitoring is performed the Out of Range check, which checks if the output of the 

sensor has reasonable value; when the output of the sensor is in the red range the fault is stored (see next 

chart). 

kPa 

93,37 

76 

kPa 

-3,37 

0.35 3,8 4.65 

V 

For diagnostic constants see OBDII SUMMARY TABLE CHART. 

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11.3 Manifold absolute pressure (MAP) 

sensor / barometric pressure 

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The Lamborghini EMS have two absolute pressure sensors (one for each bank) in the intake manifold 

and one barometric pressure sensor inside the auxiliary ECU. 

A low input, a high input and an open circuit check of all sensors are performed. A logic evaluation of 

the MAP signal of both Lamborghini Lie 2010 and a logic evaluation of the manifold absolute pressure 

signal compared to the barometric pressure signal is performed as well. 

11.3.1 LOW INPUT, HIGH INPUT AND OPEN CIRCUIT DIAGNOSIS 

If the pressure signal is below a threshold_min for more than a fixed time a pending fault code is stored 

(low input check). 

If the pressure signal is above a threshold_max for more than a fixed time a pending fault code is stored 

(high input/open circuit check). 

In additional to these monitoring for the Barometric pressure sensor is performed the Out of Range check, 

which checks if the output of the sensor has reasonable value; when the output of the sensor is in the red 

range the fault is stored (see next chart). 

kPa 

kPa 

107.9 

60.8 

14 

0.1 2.64 4.96 

V 

11.3.2 FUNCTIONAL CHECKS 

The first logic evaluation is performed from engine start by a comparison of the MAP output signal of 

the two ECUs. If the difference is greater than a fixed value for an extended time then the pending fault 

code is stored. 

The diagnostic isn’t performed if one of the following diagnostics are already in fault: 

• Manifold Absolute Pressure Low input diagnosis 

• Manifold Absolute Pressure High input/Open circuit diagnosis 

• DBW diagnostic 

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The second logic evaluation is performed at “key off with engine off” by a comparison of the output 

signals of the barometric pressure with the manifold absolute pressure. If the difference is greater than a 

fixed value for an extended time, then the relative pending fault code is stored. Following is the flow chart 

of the monitor: 

The diagnostic isn’t performed if one of the following diagnostics are already in fault: 

• Intake manifold pressure Low input diagnosis 

• Intake manifold pressure High input/Open circuit diagnosis 

• Barometric pressure Low input diagnosis 

• Barometric pressure High Input diagnosis 

For diagnostic constants see the OBDII SUMMARY TABLE CHART. 

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11.4 Intake air temperature sensor 

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Lamborghini EMS have two intake air temperature sensors (one for each bank) located in the engine 

intake manifold. The sensor is integrated with the absolute pressure sensor. 

To monitor proper functioning of the sensor, a low input check, high input check, open circuit check and 

a logic evaluation monitoring are executed. 

11.4.1 LOW INPUT, HIGH INPUT AND OPEN CIRCUIT DIAGNOSIS 

If the sensor output is less than a threshold value (for more than a fixed time) an error counter increases. 

When this counter overcomes a calibration threshold of 3 times, the fault is detected and the pending fault 

code is stored (low input check). 

Similarly, if the sensor output is higher than a threshold value for more than a calibration time, an 

error counter increases. When this counter overcomes a calibration threshold of 3 times, the fault is 

detected and the pending fault code is stored (high input /open circuit check). 

11.4.2 FUNCTIONAL CHECK 

A logic diagnosis is performed by an evaluation of the derivative value of the air temperature. 

The air temperature derivative value is checked on a time base; if the difference between the derivative 

and the threshold is greater than a fixed value for an extended time, then the pending fault code is stored. 

This functional diagnosis is not performed if one of the following diagnostics is already in fault: 

• Air temperature Low input diagnosis 

• Air temperature High input/Open circuit diagnosis 


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11.5 Engine coolant temperature 

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The Lamborghini EMS has two coolant temperature sensors. In the LB 83X both sensors are read by 

the EMS. 

To monitor proper functioning of the sensors a low input check, high input check, open circuit 

check and a logic evaluation monitoring is executed. 

11.5.1 The following diagnosis is performed for each sensor. 

11.5.1.1 Low input, high input and open circuit diagnosis 

If the sensor output is lower than a threshold value for more than a fixed time (low input check), an 


detected and the pending fault code is stored. 

Similarly, if the temperature sensor output is higher than a threshold value for more than a fixed 

time, an error counter increases. When this counter overcomes a calibration threshold of 3 times, the 

fault is detected and the pending fault code is stored (high input /open circuit check). 

11.5.1.2 Functional check 

The diagnostic check compares the difference between the temperature values of the two sensors, 

each read from the corresponding Lamborghini Lie 2010, and if the difference is greater than a threshold 

for more than a calibration time, an error counter increases. When this counter overcomes a calibration 

threshold of 10 times, the fault is detected and the pending fault code is stored. 

This functional diagnosis is not performed if one of the following diagnostics is already in fault: 

• Engine coolant temperature Low input diagnosis 

• Engine coolant temperature High input/Open circuit diagnosis 


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11.6 Catalyst temperature sensors 

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The Lamborghini LB 83X is equipped with four catalyst temperature sensor, one for each Pre-Cat 

The low input, high input, open circuit and functional checks are performed. 

In addition, the over temperatures above two different levels are checked. 

11.6.1. LOW INPUT, HIGH INPUT AND OPEN CIRCUIT DIAGNOSTIC 

The Lamborghini Lie 2010 ECU stores a pending fault code if the sensor output is lower than a 

threshold value for more than a fixed time after a time from cranking (low input/open circuit check). 

If the temperature sensor output at the “key on and engine off” is higher than a threshold value for 

more than a fixed time, a high temperature fault is detected and corresponding pending fault code is 

stored (high input check). 

11.6.2. FUNCTIONAL CHECK 

A functional monitoring is performed by two different checks: 

- evaluation of the temperature of each sensor: after a calibrated time from engine start, with the 

engine at idle speed and the coolant temperature greater than a threshold, if a single temperature is 

lower than a threshold then the fault is detected and the corresponding pending fault code is stored; 

- evaluation of the difference of the temperature of the four sensors: if this difference is higher than a 

threshold for a fixed time, then the fault is detected and the corresponding pending fault code is stored. 

Both checks aren’t performed if one of the following diagnostics are already in fault: 

• Catalyst temperature Low input/Open circuit diagnosis 

• Catalyst temperature High input diagnosis 


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11.7 Oil temperature sensor 

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If the oil temperature sensor output is lower than a threshold value for more than a calibration time an 


detected and the pending fault code is stored (low input check). 

Similarly, if the oil temperature sensor output is higher than a threshold value for more than a 

calibration time, an error counter increases. When this counter overcomes a calibration threshold of 3 

times, the fault is detected and the pending fault code is stored (high input /open circuit check). 


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11.8 VARIABLE VALVE 

TIMING SYSTEM 

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The Lamborghini EMS is equipped with a Variable Valve Timing (VVT) system that operates for 

each bank on the intake valves and on the exhaust valves. 

Lamborghini OBD II system monitors the components and the performance of VVT system. It 

monitors: 

1) every cam sensor; 

2) the crankshaft position sensor; 

3) the Signal Sequence; 

4) every solenoid oil control valve (OCV); 

5) the alignment between crankshaft and camshaft; 

6) the performance of VVT system. 

Pic.11.8.1 Lamborghini LB 83X Signal Sequence 

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11.8.1 CAMSHAFT POSITION SENSOR DIAGNOSTIC 

Our syste is able to 

One intake camshaft position sensor and one exhaust camshaft position sensor are present on each 

bank. Therefore, the following diagnostic is performed for each sensor. 

The diagnosis of the camshaft position sensor is based on the crankshaft signal according picture 

11.8.1. If there is the same sector of the cam signal after a crankshaft revolution, an error counter 

increases. When this counter overcomes a calibration threshold of 20 times, the fault is detected and the 

pending fault code is stored. 

11.8.2. SIGNAL SEQUENCE DIAGNOSTIC 

The signal sequence diagnosis is performed to check the signals which allows to define the ignition 

TDC of cyl. N° 1.According picture 11.8.1 If a pattern of flywheel teeth occurs when the intake cam 

sensor signal is low, on the 12 th tooth we have an ignition TDC. 

If this pattern can’t be recognized for more than a calibration threshold of 20 times, the P0321 error is 

activated. 

11.8.3 VVT CONTROL VALVE DIAGNOSIS 

The diagnosis of the solenoid valve is an electric, continuous one based on a feedback circuit. If the 

command on the valve is high but the feedback circuit gives an inappropriately high signal, a short 

circuit to battery voltage (Vbatt) is present, and an error counter increases. When this counter 

overcomes a calibration threshold of 10 times, the fault is detected and the corresponding pending fault 


Vice versa if the command on the valve is low but the feedback circuit gives an inappropriately low 

signal, a short circuit to ground or open circuit is present, and an error counter increases. When this 

counter overcomes a threshold of 10 times, the fault is detected and the corresponding pending fault 


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11.8.4 ALIGNMENT BETWEEN CRANKSHAFT AND CAMSHAFT 

A cog shift means a mistake of 6°. So the system can detect a cog jump with the following diagnosis. 

During cranking the, with VVT solenoid valve off, the cam phase transformer is mechanical locked. 

The reference position (distance between flywheel tooth 12 (the one on the TDC of cylinder 1) and the 

end of the second segment of camshaft flywheel) is 224 crankshaft degrees. If a difference (positive or 

negative) of 10 crankshaft degrees is detected among the reference position and the measured one, an 

error counter increases. When this counter overcomes a threshold of 1 time, the fault is detected and the 


11.8.5 PERFORMANCE OF THE VARIABLE VALVE TIMING CONTROL DIAGNOSTIC 

The OBD II system monitors the VVT system for target error and for slow response malfunction. 

How the performance diagnostic works is described in section 132. 

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11.9 Battery voltage 

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The Lamborghini EMS monitors the battery Voltage. If the output is lower than a threshold value for 

more than a fixed time, a low voltage fault is detected and an error counter increases. When this counter 

overcomes a threshold of 20 times, the fault is detected and the corresponding pending fault code is 

stored (low input check). 

Similarly, if the output is higher than a threshold value for more than a fixed time, a high voltage 

fault is detected and an error counter increases. When this counter overcomes threshold of 20 times, the 

fault is detected and the corresponding pending fault code is stored (high input check). 

For diagnostic calibration constants see OBDII SUMMARY TABLE CHART. 

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11.10 Drive by Wire 

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The Lamborghini EMS is equipped with a Drive – By – Wire (DBW) system which controls the throttle 

plate instead of the traditional Bowden mechanical system. 

Lamborghini defined a system of error codes, stored in the Lamborghini Lie 2010, which allows both to 

check the behavior of the throttle bodies and pedal sensors. 

Circuit low and high input is checked both in the pedal position sensor and in the throttle position 

sensors. 

For the diagnostic constants see the OBDII Summary Table. 

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11.10.1 SCHEMATIC DRAW (DBW) LB 83X 

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11.11 Idle control system 

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The Lamborghini EMS engines are equipped with a closed loop idle control system, based on spark 

advance timing control and Drive-By-Wire throttle position control. 

The target idle speed is variable according to the engine coolant temperature and the time from engine 

on. During this period the idle rpm is continuously monitored. Strategy verifies that the engine idle 

speed would not be 90 Rpm lower or higher than the target one. If the Rpm is 90 rpm higher than idle 

speed target for a time over 0,2 seconds, the “Rpm Higher Than Target” counter increases. When this 

counter overcomes a calibration threshold of 10 times, the fault is detected and the pending fault code is 

stored. If the Rpm is 90 rpm lower than idle speed target for a time over 0,2 seconds, the “Rpm Lower 

than Target” counter increases. When this counter overcomes a calibration threshold of 10 times, the 

fault is detected and the pending fault code is stored. 

As said, the idle speed control uses Drive-By-Wire throttle position and spark advance timing in order to 

reach the idle speed target. When the idle conditions are met, the control adjusts 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. 11.11.2). Every time the idle conditions 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. 

In this way the diagnosis is capable to detect any accidental/forced tube disconnection (e.g. Tube B of 

the Positive Crankcase Ventilation System, (see schematic # Fig.1 of Section 9)) also when the idle 

control system is capable to reach the target idle speed. 

The idle control has a lower saturation for the Drive-By-Wire throttle position. This saturation value is 

calibrated to low that is never reachable in normal condition of the manifold (also when it is completely 

new). But if the idle control system adjust the throttle position and this value is equal to saturation value 

(also if the idle speed is not 90 higher than target) for a time over 35 seconds the Idle DBW error 

counter increases. When this counter overcomes a threshold of 1 time, the fault is detected and the 


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Pic. 11.11.2 

For other diagnostic constants see OBDII SUMMARY TABLE CHART 

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11.12 Exhaust back-Pressure diagrams 

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Only for 4+2 Catalyst Version 

In order to prevent catalyst thermal damage due to high temperature, the Lamborghini LB83x exhaust 

system includes two by-pass valves (one for bank R and one for L) which bypass the down stream 

catalysts in extreme condition (high load and high engine rpm). The valve’s control is managed by ECU 

(through an electro-valve vacuum actuator) in function of engine power. 

See picture below for LB83x Test Group DNLXV06.55LX exhaust system lay out. 

Differential exhaust pressure sensor 

GAS FLOW PATH 

GREEN LAY OUT 

Bypass valve commanded close 

RED LAY OUT 

Bypass valve commanded open 

Exhaust bypass valve 

(other valve not visible 

in this picture) 

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The normal position of the valve is open for safety reasons 

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11.11.1 Functional Check 

This check detects the correct actuation of bypass valves. 

A functional monitoring is performed by the comparison between differential exhaust pressure signal 

with a pressure threshold. 

The conditions for diagnosis are: 

- Airflow value > threshold value. 

- No fault present about differential exhaust pressure sensors (see chapter 11.2) 

- No fault present about the electro-valve vacuum actuator (see chapter 11.12.2) 

If the actuation is Bypass_Closed (high exhaust backpressure condition) and differential exhaust 

pressure signal is below threshold for a fixed time, it means that the exhaust valve is stuck open. 

If the actuation is Bypass_Open (low exhaust backpressure condition) and differential exhaust pressure 

signal is above a calibrated threshold for a fixed time, it means that the exhaust valve is stuck closed. 

In both cases a pending fault code is stored. 


11.11.2 Feedback check 

In order to ensure the correct functionality of by pass valves a feedback check is performed continuously 

on the electro-valve vacuum actuator. For more details see §11.1.1 

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11.13 Electronic Transmission 

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11.13.1. System Information 

The Lamborghini LB 83X is equipped with an electronically controlled transmission. This transmission 

essentially mimics the functionality of a standard manual transmission, but with electro-hydraulic 

actuation of the clutch and gear engagement. 

This system comprises: 

• Driver interface in the form of switches and shift paddles 

• A transmission control module (TCM) 

• A hydraulic power pack containing an accumulator, pressure and temperature sensors, and 

electronically controlled hydraulic valves 

• Further sensors mounted on the gearbox determining actuator position and drive-train speed 

• A connection to the vehicle CAN bus providing input to the controller, and for the controller to 

• provide input to other systems 

11.13.1.1 Driver interface 

The TCM sequences all gear shifting actions to manage the driveline torque, disengage the clutch, change 

the selected gear and re-engage the clutch. It does this by using the electronically-controlled hydraulic 

valves to move high-pressure pistons inside the gearbox. 

There is no clutch pedal in this arrangement. 

11.13.1.2 Hydraulic power pack 

In contrast to previous submissions for this kind of transmission from Lamborghini, for LB 83X all the 

hydraulic components are connected directly to the transmission with no externally mounted highpressure 

hoses. In addition, all the hydraulic actuation components have been packaged 

in the same assembly. Connections to the actuating pistons are made using drillings which are internal to 

the transmission, and are therefore unseen. 

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Figure 1 –§11.13 Idraulic Power Pack, Mounted to end of transmission 

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11.13.1.3 Hydraulic control scheme 

This Lamborghini transmission has four independent gear actuating rods with a selection fork attached to 

each. This fork will effectively be in one of three positions: 

• Full travel positive – in gear 

• Full travel negative – in gear 

• Centre – no gear selected – i.e. in neutral 

Four rails therefore means this transmission has seven forward gears and one reverse gear. 

The hydraulic control scheme for control of these four actuating rods and the clutch is shown below. 

Six of the valves are used for controlling the four gear actuation rods, and there is a dedicated valve for 

controlling the clutch position. This scheme is very similar to others which are well-known in the 

marketplace. 

Figure 2 § 11.13 Simplified hydraulic scheme showing internal gearbox drillings and valve connections 

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11.13.1.4 Other driveline sensors 

There are a number of other sensors fitted directly to the transmission. There are five non-contact position 

sensors determining the location of magnets placed inside the transmission. One magnet is attached to 

each of the four actuating rods determining the selected gear, and a further magnet is attached to the 

concentric slave cylinder of the clutch. These position sensors allow the TCM to determine if attempts to 

control the gear actuator pistons and clutch have been successful. 

There are also three speed sensors measuring engine speed, gearbox input shaft speed, and gearbox output 

shaft speed. 

In addition, there is an oil level sensor which allows the TCM to calculate the total amount of fluid in the 

hydraulic control system. This is used for service diagnostic purposes only; its failure does not affect 

vehicle emissions 

Figure 3 § 11.13 CAD model of LB 83X gearbox showing sensors mounted to transmission 

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11.13.1.5 System Architecture 

The following drawings show how the system is connected to the TCM. Every component in the system 

is shown in this series of illustrations. 

Note that not every component is relevant concerning vehicle emissions. Please consult the fault code 

list presented to determine which components are considered to be MIL relevant. 

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Figure 4 § 11.13 TCM outputs - Hydraulic control valves 

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Figure 5 § 11.13 TCM sensor inputs – Speed, Position, Oil Level, Pressure and Temperature 

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Figure 6 § 11.132 TCM Connections to the rest of the vehicle 

11.13.1.6 Comprehensively-Monitored Components 

The following parts of the gearbox system are subject to the comprehensive component monitoring 

requirements of the OBD regulations: 

• All electro-hydraulic control valves 

• All gear actuator position sensors 

• Clutch position sensor 

• All shaft speed sensors in the driveline 

The system also monitors CAN communication with other controllers. 

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11.13.1.7 Fault Flowcharts 

11.13.3.7.1. Electro-Hydraulic Valves 

Figure 7 §11.13 Fault Flowchart for Electro-hydraulic Valve Control Drives Stuck On and Stuck Off 

This flowchart covers diagnosis for all stuck on and stuck off faults associated with the valves. 

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11.13.3.7.2. Gear position and Clutch position 

Figure 8 §11.13 Gear/Clutch position fault flowchart 

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11.13.3.7.3. Input/Output shaft Speed Sensor 

Figure 9 §11.13 Input/Output shaft sensor electrical failures flowchart 

The input and output shaft sensors provide an analogue voltage to the controller – therefore it is 

possible to directly perform a voltage range check on the input to prove it is working correctly without a 

short circuit, and that a correct target gear wheel is being read. The sensors also work at zero speed. 

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11.13.3.7.4. Engine speed sensor 

Figure 10 §11.13 Engine speed diagnostic 

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11.13.3.7.5. Main power relay 

Figure 11 §11.13 Main power relay diagnostic 

The TCM monitors the voltage supplied to its high current output drives via this diagnostic. The 

software looks for correct behaviour from the relay whether it is on or off. 

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11.13.3.7.6. Gear Shift Monitoring and Plausibility 

The TCM monitors every part of the sequence of a gear change to ensure that the electronic and 

hydraulic control systems remain in a correct state. 

Figure 12 §11.13 Flowchart for gear shift monitoring/plausibility when a shift is active 

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YES 

Fault Already 

Present? 

NO 

NO 

KL15 On, 

Engine Not Cranking, 

Battery Voltage Normal 

Main Power Relay On 

No Shift Active 

OK 

YES 

Maintain Fault 

NO 

In Gear 

YES 

Measured Gear Position 

outside Neutral window 

NO 

OK 

NO 

Measured Gear Position 

outside “In gear” window 

YES 

YES 

Fault conditions 

met 

Validation Timeout 

Elapsed 

NO 

YES 

Fault Stored 

Figure 13 §11.13 Flowchart for gear shift monitoring/plausibility with no shift active 

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11.13.3.7.7. Clutch slip monitoring 

A diagnostic is used when the system is certain the measurements from all sensors monitoring driveline 

speed are plausible in order to determine if there is a problem with the clutch itself. 

Figure 14 §11.13 Clutch slip diagnostic 

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