Secondary air pump and relay location?

FIXITMR

MECHANIC
9,990 POSTS

Do you have a trouble code indicating a problem?

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Wednesday, July 29th, 2020 AT 5:57 PM (Merged)

2CP-ARCHIVES

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2005 PONTIAC GRAND PRIX
200,000 MILES

I found this answer to a question from 2 years ago and I have something like this going on with my 05 grand prix, I got it scanned and the codes that came up were p2431 and p0411, the p2431 seems to be a sensor and im hoping this is setting of the p0411 code, what is this sensor called and where exactly is it located? I keep searching for it and all I get in the search results is map sensors and maf sensors and I know it is neither of this. Any help is appreciated thank you!

Here's a description of your system. Unfortunately, there's many things that can go wrong with this system. Without knowing the specific code, there's no way I can narrow it down for you. At the very end are possible codes that can be set for this system. Also, most shops will charge to diagnose this system because it's fairly complicated.

SECONDARY AIR INJECTION (AIR) SYSTEM DESCRIPTION

The Secondary Air Injection (AIR) System aids in the reduction of hydrocarbon exhaust emissions during a cold start-up. This occurs when the start-up engine coolant temperature (ECT) is between 5-50 °C (41-122 °F), and the intake air temperature (IAT) is between 5-60 °C (41-140 °F). The AIR pump operates 5-60 seconds after start-up.

The powertrain control module (PCM) activates the AIR system by simultaneously supplying grounds to the AIR pump and the AIR valve relays. This action closes the relays' internal contacts. The AIR pump and the AIR control solenoid valve/pressure sensor assembly are in turn energized, the pump runs and the control/shut-off valve opens.

The AIR pump sends pressurized fresh air into the pipes/hoses through the open control/shut-off valve, and into the bank 2 exhaust manifold. The extra air accelerates the catalyst operation, helping it to reach operating temperature faster. The AIR pump remains ON for a short period of time after the control/shut-off valve is commanded OFF. When the AIR pump is commanded OFF it will not run or be activated until the next vehicle start. When the AIR system is inactive, the closed AIR control/shut-off valve prevents air/exhaust flow in either direction.

The AIR system pressure sensor is used to monitor pressure at the AIR control solenoid valve/pressure sensor assembly inlet, during the commanded ON/OFF states.

The AIR system includes the following components:

The AIR pump-The electric AIR pump supplies pressurized, filtered air to the AIR control/shut-off valve. The AIR pump is a turbine type pump that is permanently lubricated and requires no periodic maintenance.
The AIR solenoid-The AIR solenoids opens the AIR control/shut-off valve when the solenoid is energized by the AIR solenoid relay.
IMPORTANT: The AIR solenoid, control/shut-off valve, and the pressure sensor are serviced as an assembly.

The AIR control solenoid valve/pressure sensor assembly-The AIR control solenoid valve/pressure sensor assembly has a solenoid mounted valve. When the valve is open by the solenoid, pressurized air from the AIR pump flows through the control solenoid valve/pressure sensor assembly and is directed into the bank 2 exhaust manifold through an outlet pipe.
IMPORTANT: An audible exhaust or fluttering noise may be heard at the control solenoid valve/pressure sensor assembly inlet when the valve is open and the AIR hose is removed from the control solenoid valve/pressure sensor assembly.

The AIR pressure sensor-The AIR pressure sensor is a part of the AIR control solenoid valve/pressure sensor assembly. The sensor is a 3-wire sensor that measures the AIR system pressure at the AIR control solenoid valve/pressure sensor assembly inlet.
The AIR pump relay-The AIR pump relay supplies high current and battery voltage to the AIR pump. The PCM commands the relay ON by supplying a ground to the relay control circuit.
The AIR valve relay-The AIR valve relay supplies high current and battery voltage to the AIR solenoid. The PCM commands the relay ON by supplying a ground to the relay control circuit.
The pipes and hoses-The AIR system hose carries filtered air from the engine air cleaner to the AIR pump inlet. The pipe/hoses carry the air from the AIR pump to the AIR control solenoid valve/pressure sensor assembly and on to the exhaust manifold.
The inlet filter-The AIR system does not have a separate inlet air filter. Filtered air is drawn from the engine air cleaner assembly.
Results of Incorrect Operation
The powertrain control module (PCM) monitors the Secondary air injection (AIR) System for faults during cold start-up operation. When the system's pressure or relay circuits operations vary too far from the predicted values, a DTC will set. Diagnostics detect the following conditions:

A partially blocked or leaking AIR system
A malfunctioning AIR pump
A malfunctioning AIR control solenoid valve/pressure sensor assembly
A malfunctioning AIR pressure sensor
A restricted exhaust system, forward of the catalytic converter
A malfunctioning AIR pump and AIR valve relay
The following DTCs set when an AIR system fault is detected:

DTC P0411-An AIR system insufficient airflow fault condition has been detected.
DTC P0412-An AIR valve relay coil circuit fault condition has been detected.
DTC P0418-An AIR pump relay coil circuit fault condition has been detected.
DTC P2430-An AIR pressure sensor stuck in range fault condition has been detected.
DTC P2431-An AIR pressure sensor range/performance fault condition has been detected.
DTC P2432-An AIR pressure sensor signal voltage below the minimum range of the sensor fault condition has been detected.
DTC P2433-An AIR pressure sensor signal voltage is above the maximum range of the sensor fault condition has been detected.
DTC P2440-An AIR system airflow leak fault condition has been detected.
DTC P2444-An AIR pump stuck ON fault condition has been detected.

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Wednesday, July 29th, 2020 AT 5:57 PM (Merged)

ASEMASTER6371

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DTC P0411 (WITH RPO CODE NU3)

SYSTEM DESCRIPTION
The secondary air injection (AIR) system aids in the reduction of hydrocarbon emissions during a cold start. The system forces fresh filtered air into the exhaust stream in order to accelerate the catalyst operation. An electric air pump, the secondary AIR injection pump, provides filtered air on demand to the AIR control solenoid valve/pressure sensor assembly. The AIR control solenoid valve/pressure sensor assembly controls the flow of air from the AIR pump to the exhaust manifold. The AIR valve relay supplies the current needed to operate the AIR control solenoid valve/pressure sensor assembly. A pressure sensor is used to monitor the air flow from the AIR pump. The powertrain control module (PCM) supplies the internal pressure sensor with a 5-volt reference, an electrical ground, and a signal circuit.

The AIR diagnostic uses 3 phases to test the AIR system:

DTCs P0411 and P2430 run during Phase 1
DTCs P2430 and P2440 run during Phase 2
DTC P2444 runs during Phase 3

In all 3 phases, testing is accomplished by comparing the measured pressure against the expected pressure. The PCM can detect faults in the AIR pump, AIR control solenoid valve/pressure sensor assembly, and the exhaust check valve. The pressure sensor can also detect leaks and restrictions in the secondary AIR system plumbing.

DTC P0411 Secondary Air Injection (AIR) System Insufficient Flow diagnostic monitors system airflow. This diagnostic test detects insufficient system flow due to a malfunctioning AIR control solenoid valve/pressure sensor assembly or AIR valve relay; a malfunctioning AIR pump or AIR pump relay; or a restricted or leaking system. When the PCM detects AIR system flow is not sufficient DTC P0411 sets. DTC P0411 runs during Phase 1.

Phase 1
The PCM commands the AIR pump ON and the AIR control/shut-off valve OPEN.

The AIR system flow is sufficient and DTC P0411 passes. DTC P0411 AIR diagnostic proceeds to Phase 2.
The AIR system flow is not sufficient. DTC P0411 AIR diagnostic fails, testing is stopped and DTC P0411 sets.

DTC DESCRIPTOR
This diagnostic procedure supports the following DTC:
DTC P0411 Secondary Air Injection (AIR) System Insufficient Flow

CONDITIONS FOR RUNNING THE DTC

DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0201-P0206, P0300, P0350, P0412, P0418, P0420, P0606, P0641, P0651, P1350, P2430, P2431, P2432, P2433 are not set.
The system voltage is between 10-18 volts.
The engine is running.
The start-up engine coolant temperature (ECT) is between 5-50°C (41-122°F)
The start-up intake air temperature (IAT) is between 5-60°C (41-140°F)
The BARO parameter is more than 60 kPa.
The MAF sensor parameter is between 3-24 g/s.
DTC P0411 runs once per trip start up when the above conditions are met and AIR pump operation is requested.

CONDITIONS FOR SETTING THE DTC

The AIR system does not meet expected flow conditions during AIR pump Phase 1 operation.
DTC P0411 sets with in 22 seconds when the above conditions are met.

ACTION TAKEN WHEN THE DTC SETS

The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.

DIAGNOSTIC AIDS

An intermittent may be caused by any of the following conditions:
Low system airflow
Excessive exhaust system back-pressure
Pinched, restricted, split, or damaged pipes/hoses
Restrictions in the AIR pump inlet hose
Pitted contacts in the AIR pump relay, AIR valve relay-Tap on the AIR pump relay or AIR valve relay to attempt to duplicate an intermittent condition.
Yellow tinted water in the AIR pump may indicate a control/shut-off valve failure.
Water or debris ingested into the AIR pump
Observe the Freeze Frame/Failure Records to aid in conditions of setting DTC P0411.
Thoroughly inspect any circuits that are suspected of causing the intermittent condition. Refer to Testing for Intermittent Conditions and Poor Connections. See: Powertrain Management Computers and Control Systems Testing and Inspection Initial Inspection and Diagnostic Overview Diagnostic Strategies

TEST DESCRIPTION

Steps 1-9

Steps 10-18

Steps 19-23

Steps 24-30

Steps 31-41

Steps 42-55

Steps 56-62

The numbers below refer to the step numbers on the diagnostic table.

This step determines if excessive resistance on the supply voltage circuit between the AIR pump fuse and the AIR pump relay is the cause for an inoperative AIR pump. One ohm of resistance on this circuit can prevent the AIR pump from running.

This step determines if excessive resistance on the AIR pump relay circuit and PCM driver is the cause for an inoperative AIR pump relay. The test lamp in series is intended to generate a electrical load on this circuit. Fifty ohms of resistance on this circuit can prevent the AIR pump relay from operating.

This step determines if excessive resistance on the supply circuit is the cause for an inoperative AIR pump. One ohm of resistance on this circuit can prevent the AIR pump from running.
This step determines if excessive resistance on the ground circuit is the cause for an inoperative AIR pump. One ohm of resistance on this circuit can prevent the AIR pump from running.

This step commands both the AIR pump and AIR valve relays ON.

This step determines if the AIR system is operating normally. When the AIR valve relay is commanded ON the AIR pump should run with the AIR control/shut-off valve OPEN.

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