: Intermitant DTC P1416, where do I start looking?



WAZR1
11-07-03, 04:13 PM
I picked up my car a few weeks ago. When I got it the SES was on. I told the dealer as part of the deal I'd need it taken care of. They worked on it and I was told it had a problem with the MAP sensor and that they had replaced it. One day later the SES is back on. Took it back in and they said they thought it might have a kinked wire to the MAP, they told me they rerouted a wire, cleaned the injectors, and cleanded the passage for the idle air bypass valve. One day later, SES back on. I found the link on how to pull codes from the dash and I'm still waiting for a call back from the dealer to get it in. Now granted this is the same dealer that wanted $1400 to replace the exhaust on a truck I had a before they'd troubleshoot anymore what turned out to be a clogged fuel filter :mad: . I'm about to give up on them and I think they are ready to send it to a local Caddy dealer to have it fixed. If they will I'll let them handle it. In the meantime I've been getting this code about every other day:

PCM P1416, which translates to:

DTC P1416 - Secondary Air Injection (AIR) System Bank 2

I just received my Autotap with enhanced GM codes this week and I'm ready to start to work on it myself. What should I start watching for? I'm planning on starting the log capturing on my drive to and from work and will note the milage when it occurs. I can play the log back to the mile before and then watch whaterever parameters I need to, but need some pointers on what to watch, unless some has an obvious answer for this one already. Anyone? What is a Secondary Air Injection (AIR) System Bank 2 anyway, is this tied to the air injection post Cat or something?

Thanks in advance!

WA ZR1

WAZR1
11-08-03, 08:01 PM
I'm also getting a U1016, could one be causing the other?

epanightmare
11-08-03, 10:48 PM
I'm also getting a U1016, could one be causing the other?:bighead:I look up your codes and here's what i found

Engine Controls Schematics Secondary Air Injection (AIR) Pump Motors w/NB6-California Emissions.


First thing i would check is the fuse and the relay for the air pump as these seem to be the most likely causes of your problem most of the other causes were related to faulty wiring


CIRCUIT DESCRIPTION
The two air pumps used on this vehicle lower tail pipe emissions during start-up. The AIR system consists of the following items: The air pumps The check valves The vacuum solenoid The system hoses and pipes The AIR relays, fuses, and related wiringThe PCM uses the AIR relays to control the air pumps. The PCM also controls the AIR vacuum solenoid that supplies vacuum to the AIR check valves. With the AIR system inactive, the AIR check valves prevent air flow in either direction. With the AIR system active, the PCM applies ground to one of the AIR relays, and the vacuum solenoid. Then the PCM applies ground to the other AIR relay. Fresh air flows from the pumps, through the system hoses, pass the check valves, and into the exhaust stream. The air helps the catalyst to quickly get to a working temperature; thus lowering the tail pipe emissions on a start-up. The PCM tests the following AIR system components: The overall AIR system, including both banks - any problems detected here will result in DTC P0410. The AIR system bank 1 (DTC P1415) AIR system bank2 (DTC P1416) AIR relays (DTC P0418, and DTC P0419) AIR vacuum control solenoid (DTC P412)The PCM runs two tests to diagnose the AIR system:
Passive, and Active. Both tests involve a response from the fuel control H02 sensors (HO2S bank 1 sensor 1 and HO2S bank 2 sensor 2). The Passive test consists of two parts. If both passive tests pass, the PCM takes no further action. If either part of the passive test fails, or is inconclusive, the PCM initiates the Active tests. If the PCM determines that HO2S bank 1 sensor 1 did not respond as expected during the tests, DTC P1416 will set.

CONDITIONS FOR RUNNING THE DTC
Passive Tests: The engine is running. The engine speed is more than 600 RPM. The throttle is steady The engine load is less than 80 percent. The system voltage is more than 10.5 volts. The MAF is less than 35 g/s. The air fuel ratio is more than 12.5:1 The ECT is between 0C and 108C (32F and 226F) . The IAT is between 0C and 60C (32F and 140F ). The power enrichment, or deceleration fuel cut-off is not active.Active Tests: The engine is running. The engine speed is more than 600 RPM. The throttle is steady. The engine load is less than 80 percent. The system voltage is more than 10.5 volts. The MAF is less than 35 g/s. The fuel system is in close-loop operation. The EVAP purge is active. The ECT is above 68C (154F) .CONDITIONS FOR SETTING THE DTC
Passive Tests: During the operation of the air pumps, HO2S bank 1 sensor 1 voltage remains above 470 mV for 20 seconds (450 mV for 7 seconds on a hot start). OR When the air pumps are turned OFF, HO2S bank 1 sensor 1 voltage remains below 700 mV for 25 seconds. The PCM initiates the active test due to a failed or an indeterminate passive test.Active Test: A failed or an indeterminate passive test The HO2S bank 1 sensor 1 voltage remains above 35 mV. The PCM detects a failed passive test and two failed active tests. OR The PCM records an indeterminate passive test and three active tests.ACTION TAKEN WHEN THE DTC SETS The PCM illuminates the Malfunction indicator lamp (MIL) during the second consecutive trip in which the diagnostic test runs and fails. The PCM stores the conditions present when the DTC set as Freeze Frame and Fail Records data.CONDITIONS FOR CLEARING THE MIL/DTC The PCM will turn the MIL OFF after the third consecutive trip in which the diagnostic runs and passes. The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction. The DTC can be cleared by using the scan tool Clear DTC Information function.DTC U1016 is caused by a communication failure between the pcm and the scan tool. did you disconnect the scan tool while performing diagnostics


hope this helps:halo:

WAZR1
11-12-03, 03:02 AM
Thanks EPANIGHTMARE!

It helps a bunch. Next on my list of things to buy are a set of factory service manuals. Did this information come from the master manual or the emmisions supplement they have out?

As to the fuse and relay, where would I find them, I know there a several scattered about the car, would these be up under the hood near the jump starting post under the cover? I'll take a look in the morning and see what I can find. From the looks of what you've found I should be monitoring the voltage from the sensor, I get the feeling mine is failing the active test.

Thanks again!!!

WA ZR1

WAZR1
11-12-03, 03:06 AM
EPANIGHTMARE, I just noticed you have an '86 Mustang drag car, I'm currently putting together an '84 GT350 with a 572/C6 +NX exress to have for summer driving until I pick up another ZR-1. What do you have in your '86?

WA ZR1

wrench
11-13-03, 11:20 PM
EPANIGHTMARE, I just noticed you have an '86 Mustang drag car, I'm currently putting together an '84 GT350 with a 572/C6 +NX exress to have for summer driving until I pick up another ZR-1. What do you have in your '86?
try this from gm manual
WA ZR1
Document ID# 579773
2000 Cadillac Seville

--------------------------------------------------------------------------------

DTC P1416 Secondary Air Injection (AIR) System Bank 2
Refer to Engine Controls Schematics Secondary Air Injection (AIR) Pump Motors w/NB6-California Emissions .

Circuit Description
The two AIR pumps used on this vehicle lower tail pipe emissions during start-up. The AIR system consists of the following items:

The AIR pumps
The check valves
The vacuum solenoid
The system hoses and pipes
The AIR relays, fuses, and related wiring
The PCM uses the AIR relays to control the AIR pumps. The PCM also controls the AIR vacuum solenoid that supplies vacuum to the AIR check valves. With the AIR system inactive, the AIR check valves prevent air flow in either direction. With the AIR system active, the PCM applies ground to one of the AIR relays, and the vacuum solenoid. Then the PCM applies ground to the other AIR relay. Fresh air flows from the pumps, through the system hoses, pass the check valves, and into the exhaust stream. The air helps the catalyst to quickly get to a working temperature; thus lowering the tail pipe emissions on a start-up. The PCM tests the following AIR system components:

The overall AIR system, including both banks -- any problems detected here will result in DTC P0410.
The AIR system bank 1 (DTC P1415)
AIR system bank 2 (DTC P1416)
AIR relays (DTC P0418, and DTC P0419)
AIR vacuum control solenoid (DTC P412)
The PCM runs two tests to diagnose the AIR system: Passive, and Active. Both tests involve a response from the fuel control HO2 sensors (HO2S bank 1 sensor 1 and HO2S bank 2 sensor 2). The Passive test consists of two parts. If both passive tests pass, the PCM takes no further action. If either part of the passive test fails, or is inconclusive, the PCM initiates the Active tests. If the PCM determines that HO2S bank 2 sensor 1 did not respond as expected during the tests, DTC P1416 will set. For further information concerning the AIR system and system tests, refer to Secondary Air Injection System Description .

Conditions for Running the DTC
Passive Tests:

The engine is running.
The engine speed is more than 600 RPM.
The throttle is steady.
The engine load is less than 80 percent.
The system voltage is more than 10.5 volts.
The MAF is less than 35 g/s.
The air fuel ratio is more than 12.5:1
The ECT is between 0C and 108C (32F and 226F).
The IAT is between 0C and 60C (32F and 140F).
The power enrichment, or deceleration fuel cut-off is not active.
Active Tests:

The engine is running.
The engine speed is more than 600 RPM.
The throttle is steady.
The engine load is less than 80 percent.
The system voltage is more than 10.5 volts.
The MAF is less than 35 g/s.
The fuel system is in closed-loop operation.
The EVAP purge is active.
The ECT is above 68C (154F).
Conditions for Setting the DTC
Passive Tests:

During the operation of the AIR pumps, HO2S bank 1 sensor 1 voltage remains above 470 mV for 20 seconds (450 mV for 7 seconds on a hot start). OR
When the AIR pumps are turned OFF, HO2S bank 1 sensor 1 voltage remains below 700 mV for 25 seconds.
The PCM initiates the active test due to a failed or an indeterminate passive test.
Active Test:

A failed or an indeterminate passive test
The HO2S bank 1 sensor 1 voltage remains above 35 mV.
The PCM detects a failed passive test and two failed active tests. OR
The PCM records an indeterminate passive test and three active tests.
Action Taken When the DTC Sets
The PCM illuminates the malfunction indicator lamp (MIL) during the second consecutive trip in which the diagnostic test runs and fails.
The PCM stores the conditions present when the DTC set as Freeze Frame/Failure Records data.
Conditions for Clearing the MIL/DTC
The PCM will turn the MIL OFF after the third consecutive trip in which the diagnostic runs and passes.
The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
The DTC can be cleared by using the scan tool Clear DTC Information function.
Diagnostic Aids
If the condition is intermittent, refer to Intermittent Conditions .

Step
Action
Values
Yes
No

1
Did you perform the Powertrain On-Board Diagnostic (OBD) System Check?
--
Go to Step 2
Go to Powertrain On Board Diagnostic (OBD) System Check

2
Are any of the following DTCs set?

DTC P0410
DTC P0412
DTC P0418
--
Go to applicable DTC table first
Go to Step 3

3
Check for a blown AIR pump bank 2 fuse.

Is the fuse blown?
--
Go to Step 12
Go to Step 4

4
With the scan tool installed, command the AIR pump bank 2 ON and OFF.

Does the AIR pump turn ON and OFF?
--
Go to Step 11
Go to Step 5

5
Is the AIR pump running continuously?
--
Go to Step 9
Go to Step 6

6
Remove the AIR relay.
Using the appropriate jumper connectors, jumper the battery positive feed and the AIR pump feed cavities in the relay connector.
Is the AIR pump running?
--
Go to Step 8
Go to Step 7

7
Check for the following circuit conditions:
An open battery positive feed circuit between the AIR fuse and the AIR relay.
An open AIR pump feed circuit
An open/poor AIR pump ground circuit
Faulty connections at the AIR pump
If the condition is found, repair as necessary. Refer to Wiring Repairs in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 20
Go to Step 16

8
Check for poor terminal connections in the relay connector.
If the condition is found, repair as necessary. Refer to Connector Repairs or Wiring Repairs in Wiring Systems.
Did you find and correct the condition?
--
Go to Step 20
Go to Step 17

9
Remove the AIR relay.

Is the AIR pump running?
--
Go to Step 10
Go to Step 17

10
Locate and repair the short to voltage in the circuit between the AIR relay and the AIR pump. Refer to Wiring Repairs in Wiring Systems.

Is the action complete?
--
Go to Step 20
--

11
Check for the following circuit conditions:
A short to ground in the circuit between the AIR pump fuse and the AIR pump relay
A short to ground in the circuit between the AIR relay and the AIR pump
If the condition is found, repair as necessary. Refer to Wiring Repairs in Wiring Systems.

Important
Be sure the replace the AIR pump fuse.


Did you find and correct the condition?
--
Go to Step 20
Go to Step 16

12
Disconnect the AIR hose/pipe from the AIR shut-off valve.
Using the scan tool, turn ON the AIR pump.
Is air flow present?
--
Go to Step 13
Go to Step 15

13
Reconnect the AIR hose/pipe to the AIR shut-off valve.
Disconnect and plug the vacuum line between the AIR vacuum solenoid and the AIR shut-off valve.
Start and idle the engine.
Connect a vacuum pump and a piece of vacuum line to the AIR shut-off valve.
Apply 40.63 kPa (12 in Hg) to the AIR shut-off valve.
Observe the HO2S bank 2 sensor 1 voltage while commanding the AIR pump ON.
Is the HO2S bank 2 sensor 1 voltage below the specified value?
250 mV
Go to Step 18
Go to Step 14

14
Check the AIR hose or pipe between the shut-off valve and the exhaust manifold for the following conditions:
Any blockages or restrictions
A kinked, pinched, or damaged condition
A faulty connection at the AIR shut-off valve or the exhaust manifold
If the condition is found, repair as necessary.
Did you find and correct the condition?
--
Go to Step 20
Go to Step 19

15
Check the AIR hose or pipe between the AIR pump and AIR shut-off valve for the following conditions:
Any blockages or restrictions
A kinked, pinched, or damaged condition
Faulty or damaged connections at the AIR pump
If the condition is found, repair as necessary.
Did you find and correct the condition?
--
Go to Step 20
Go to Step 16

16
Replace the AIR pump. Refer to AIR Pump Replacement bank 2.

Is the action complete?
--
Go to Step 20
--

17
Replace the AIR relay.

Is the action complete?
--
Go to Step 20
--

18
Replace the vacuum line between the AIR vacuum solenoid and the AIR shut-off valve.

Is the action complete?
--
Go to Step 20
--

19
Replace the AIR shut-off valve.

Is the action complete?
--
Go to Step 20
--

20
Review and record the scan tool Fail Records information.
Clear the DTCs. Operate the vehicle within the Fail Records conditions.
Monitor the scan tool Specific DTC Information for DTC P1416 until the test runs.
Does the scan tool indicate that DTC P1416 passed?
--
System OK
Go to Step 2



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Document ID# 579773
2000 Cadillac Seville

epanightmare
11-16-03, 05:51 PM
EPANIGHTMARE, I just noticed you have an '86 Mustang drag car, I'm currently putting together an '84 GT350 with a 572/C6 +NX exress to have for summer driving until I pick up another ZR-1. What do you have in your '86?

WA ZR1


my Mustang has a 351 w bored and stroked to 408 inches with an eagle stroker kit, It has a 4 inch stroke Eagle forged steel crank, Eagle 4340 steel h-beam rods 6.250 inch length, SRP forged pistons, Cam Craft custom solid roller cam, comp cams 1.6 ratio aluminum roller rockers, comp cams push rods, Edelbrock Victor Jr. heads, Edelbrock Super Victor intake and a 950 cfm carb preped by AED

the trans is a Super Comp C4 from perfomance Automatic with reverse manual valve body, hardened input shaft, 4200 stall converter, and a trans brake..:coolgleam :burn: :burn: