Cruising along the highway, the engine light came on. Nothing different on how the car acts but wanted to know how to read what code was thrown? Thanks guys!

 

https://www.corvetteforum.com/techti...D=26&TopicID=1

 

Yep...I found that after the fact. lol I get a code of P1416HC which is the AIR system Bank #2. What is that exactly? After I cleared all the codes (all history except for that one), the engine light went out. But she'll probably be back. Any ideas on the next step?

 

Could be the check valve behind the intake manifold. The AIR system is the Air Injection REaction system which is just an air pump that blows air into the exhaust stream the first couple of minutes when the car is cold. It adds oxygen into the rich startup exhaust stream to help with emissions.

Here's the partial diagnostic out of the manual.

DTC P1415 or P1416
Circuit Description
An AIR pump is used on this vehicle to lower tail pipe emissions on start-up. The powertrain control module (PCM) supplies a ground to the AIR pump relay, which energizes the AIR pump.

The PCM monitors the heated oxygen (HO2S) sensor voltages in order to diagnose the AIR system.

During the AIR test the PCM activates the AIR pump during closed loop operation. When the AIR is activated, the PCM monitors the HO2S voltages and the short-term fuel trim values for both banks of the engine. If the AIR system is operating properly, the HO2S voltages should go low, and the short term fuel trim should go high.

If the PCM determines that the HO2S voltages for both banks did not respond as expected during the tests, DTC P0410 sets. If only 1 sensor responded, the PCM sets either a DTC P1415 for bank 1 or P1416 for bank 2 in order to indicate on which bank the AIR system is inoperative.

Conditions for Running the DTC
DTCs P0101-P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0125, P0171-P0175, P0200, P0300, P0335, P0336, P0351-P0358, P0440, P0442, P0443, P0446, P0449, P1120, P1220, P1221, P1258, P1441, and the HO2S DTCs are not set.
The engine is running for more than 30 seconds.
The maximum air flow is 22 g/s.
The air/fuel ratio is 13.125:1.
The engine load is less than 40 percent.
The ignition voltage is more than 11.7 volts.
The engine is not operating in the Power Enrichment, the Decel Fuel Shut-off, or the Catalyst Over-Temperature Modes.
The engine speed is more than 850 RPM.
The engine coolant temperature (ECT) is between -10°C (+14°F) and 110°C (230°F).
The intake air temperature (IAT) is between -10°C (+14°F) and 100°C (212°F) .
The fuel system is operating in fuel trim cells 1, 2, 4, 5, or 6.

Conditions for Setting the DTC
The HO2S voltage does not go below 222 mV for 1.3 seconds.

OR

The short-term fuel trim does not change more than a predetermined value.

Action Taken When the DTC Sets
The control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Freeze Frame/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
Remove any debris from the powertrain control module/throttle actuator control module (PCM/TAC) connector surfaces before servicing the PCM/TAC module. Inspect the PCM/TAC module connector gaskets when diagnosing or replacing the modules. Verify that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM/TAC modules.
For any test that requires probing the PCM or probing a component harness connector, use the connector test adapter kit J 35616-A . Using this kit prevents damage to the harness or component terminals. Refer to Using Connector Test Adapters in Wiring Systems.
Carbon build-up in the exhaust manifold may restrict the amount of air flow necessary to affect the HO2S voltage. If you suspect this condition, remove the air pipe from the manifold and inspect the passage.
For an intermittent condition, refer to Intermittent Conditions .
Excessive exhaust system back pressure
Moisture, water, or debris ingestion into the AIR pump
Leaking check valves will leave traces of exhaust carbon in the AIR system.