P0410

Diagnostic Chart (Part 1 Of 3):

Diagnostic Chart (Part 2 Of 3):

Diagnostic Chart (Part 3 Of 3):

CIRCUIT DESCRIPTION
A Secondary Air Injection (AIR) pump is used on this vehicle in order to lower tailpipe emissions on start-up. The Vehicle Control Module (VCM) supplies a ground to the AIR pump relay control circuit. This energizes the AIR pump relay and supplies voltage to the AIR pump clutch. The VCM uses the Heated Oxygen Sensor (HO2S) voltages and the short term fuel trim to diagnose the secondary air injection system.

The VCM monitors the HO2S voltages and the short term fuel trim value when the AIR pump is energized. This additional air causes the HO2S voltages to shift low, reflecting the leaner mixture. The short term fuel trim should increase above 128 confirming that the VCM is supplying additional fuel. The low HO2S voltages and higher short term fuel trim value provide confirmation that the secondary air injection system is operating properly. When the AIR pump is de-energized, the HO2S voltages should increase and begin switching normally.

This Diagnostic Trouble Code (DTC) is set when the VCM determines that the HO2S voltages for both banks did not respond as expected during this test. If only one HO2S responded as expected, the VCM sets either a DTC P1415 or P1416 depending on which engine bank the AIR system is inoperative.

CONDITIONS FOR RUNNING THE DTC
^ No active Secondary Air Injection (AIR) DTCs
^ No active Camshaft Position (CMP) sensor DTCs
^ No active Engine Coolant Temperature (ECT) sensor DTCs
^ No active Exhaust Gas Recirculation (EGR) DTCs
^ No active fuel trim DTCs
^ No active Idle Air Control (IAC) DTCs
^ No active Intake Air Temperature (IAT) sensor DTCs
^ No active Mass Air Flow (MAF) sensor DTCs
^ No active Manifold Absolute Pressure (MAP) sensor DTCs
^ No active HO2S DTCs
^ No active transmission DTCs
^ No active Evaporative Emission (EVAP) system DTCs
^ No active Throttle Position (TP) sensor DTCs
^ No active Vehicle Speed Sensor (VSS) DTCs
^ No active misfire DTCs
^ The commanded air/fuel ratio is 14.7:1.
^ The system voltage is more than 10 volts.
^ The engine speed is more than 550 RPM.
^ The engine load is less than 50 percent.
^ The MAF is less than 100 g/s.
^ The system has been in Closed Loop operation for more than 15 seconds.
^ The IAT is more than 0°C (32°F).
^ The ECT is between 75-105°C (167-221°F).

CONDITIONS FOR SETTING THE DTC
The HO2S voltage remains above 299 mV or the change in the short term fuel trim value is less than a calibrated value.

ACTION TAKEN WHEN THE DTC SETS
^ The VCM illuminates the MIL during the second consecutive drive cycle in which the diagnostic reports a fail.
^ The VCM will set the DTC and records the operating conditions at the time the diagnostic fails. The VCM stores the failure information in the scan tools Freeze Frame and Failure Records.

CONDITIONS FOR CLEARING THE MIL OR DTC
^ The control module turns OFF the MIL after 3 consecutive drive trips when the test has run and passed.
^ A history DTC will clear if no fault conditions have been detected for 40 warm-up cycles. A warm-up cycle occurs when the coolant temperature has risen 22°C (40°F) from the startup coolant temperature and the engine coolant reaches a temperature that is more than 70°C (158°F) during the same ignition cycle.
^ Use a scan tool in order to clear the DTCs.

DIAGNOSTIC AIDS
The secondary air injection shut-off valve is spring loaded and requires air pressure to open for air to flow. A leak in the hose between the AIR pump and the AIR shut-off valve could cause a no flow condition even though the pump is flowing air.

A weak or worn AIR pump may flow air but may not be able to overcome the spring in the AIR shut-off valve.

Low AIR system volume may cause a DTC P1415, P1416, or an intermittent complaint. Also check for the following conditions:
^ Pinched, kinked, or restricted AIR pipes, hoses, or fittings
^ Leaks, holes, loose fittings or hoses
^ Restricted or obstructed AIR pump inlet hose
^ Worn or loose AIR pump drive belt

An AIR supply hose that is melted before the check valve could indicate exhaust gas back-flow past the check valve.

An intermittent may be caused by any of the following conditions:
^ A poor connection
^ Rubbed through wire insulation
^ A broken wire inside the insulation

Thoroughly inspect any circuitry that is suspected of causing the intermittent complaint. Refer to Testing for Intermittent and Poor Connections in Diagrams.

If a repair is necessary, refer to Wiring Repairs or Connector Repairs in Diagrams.

TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. This step will determine if the AIR system is functioning correctly.
11. This step will determine if the VCM is capable of controlling the AIR pump relay.
14. This step is to check for a short to voltage on the control circuit.
16. This step will determine if the pump is capable of flowing air.
17. This step is to check for a weak or worn AIR pump. If the pump is weak it could flow air but may not be able to overcome the shut off valve. Refer to diagnostic aids.
18. This step is to ensure that no leaks are found in the hose between the AIR pump and the AIR shut off valve. The shut off valve is spring loaded and requires air pressure to open for air to flow. A leak could prevent the valve from opening causing a no flow condition even though the pump is flowing air.
24. An open fuse for the ignition feed circuit could be caused by a short to ground in the components operated by the relay. Also check the wiring in the circuits on the switched side of the relay. Refer to diagnostic aids.