hi

Look what I found today close to the battery



if you look closer its broken in one of the vacumm pipes (the lateral one)

What this part do? Do I need to worry about it?



Thanks!

 

Secondary Air Injection (AIR) Vacuum Control Solenoid

Could possibly be causing a vacuum leak.

 

Could also cause higher emmissions and perhaps lead to a failed emmissions test.

Secondary Air Injection (AIR) System Description
Secondary Air Injection System Description
The Air Secondary Injection (AIR) pump on this vehicle is designed to lower the exhaust emission levels after engine start up.

The Powertrain Control Module (PCM) commands the AIR pump relay ON, by supplying a ground to the relay control circuit. This action energizes the AIR pump which forces air (oxygen) into the exhaust stream. The PCM also commands the AIR vacuum solenoid valve ON, by supplying a ground to the control circuit of the AIR solenoid. With the AIR solenoid activated engine vacuum is then applied to the AIR shut-off valve. Freash air from the AIR pump then enters into the exhaust stream. The air that is introduced into the exhaust system accelerates catalysts operation reducing exhaust emission levels. When the AIR system is inactive, the AIR shut-off valve and check valves prevent airflow in either direction.

The system includes the following components:

The AIR pump relay-- The AIR pump relay supplies high current to the AIR pump voltage supply circuit. The PCM commands the AIR relay ON by suppling a ground on the control circuit of the relay. This action closes the internal contacts of the AIR relay, energizing the AIR pump.
The AIR pump--The AIR pump supplies fresh air through the secondary air injection system into the exhaust stream. The PCM supplies a ground for the AIR pump relay. Battery voltage is then applied to the AIR pump. The inlet filter is the only serviceable part of the pump.
The AIR vacuum control solenoid--The AIR vacuum control solenoid controls the AIR shut-off valve. When the AIR system is enabled, the PCM supplies a ground to the solenoid. This enables the solenoid, allowing engine vacuum to be applied to the AIR shut-off valve.
The AIR shut-off valve--The AIR shut-off valve is vacuum operated. When the AIR system is enabled, engine vacuum is applied to the valve. The vacuum opens the valve and allows air from the AIR pump to flow to the check valves. When inactive the shut -off valve prevents airflow in either direction.
The check valves--The check valves prevent back flow of exhaust gases into the AIR system. A shut-off valve that has become inoperative, shows indications of exhaust gases in the outlet port, or heat damaged hoses may indicate a check valve failure.
The Pipes/Hoses--The pipes/hoses carry the air from the AIR pump to the exhaust stream. The pipes/hoses can be tested for leaks using a soapy water solution. With the AIR pump running, bubbles will form if a leak exists.
Results of Incorrect Operation
The PCM detects a system airflow problem by monitoring the heated oxygen senors (HO2S) and Short Term Fuel Trim (FT) values during normal open loop system operation. This is called a passive test. If the passive test indicates a pass, the PCM takes no further action. If the passive test fails or is inconclusive, the PCM diagnostic will proceed with an intrusive or active test. The PCM will command the AIR system ON, during normal closed loop operation and under normal operating conditions. This is called an active test. The active test will pass or fail based on the response from the HO2S. A lean HO2S response indicates that the AIR system is functioning normally. An increasing Short Term Fuel Trim value also indicates a normally functioning system. The AIR diagnostic consists of the combination of the passive and active test. It requires failure of the passive and active tests on two consecutive key cycles to illuminate the malfunction indicator lamp (MIL) and store a DTC. If the PCM detects that the HO2S and Short Term FT did not respond as expected on both of the engine banks DTC P0410 sets. If the PCM detects that the HO2S and Short Term FT did not respond as expected on only one of the engine banks DTC P1415 bank 1 or P1416 bank 2 sets.

If incorrect voltage is present on the vacuum control solenoid or the pump relay control circuits the device will not operate. This will be detected by the control module, and DTC P0412 for the solenoid or P0418 for the relay sets.

The following DTCs can set if a secondary air injection fault is detected:

P0410-- A system flow problem has been detected.
P0412--A vacuum control solenoid control circuit problem has been detected.
P0418-- A pump relay control circuit problem has been detected.
P1415--A Bank 1 flow problem has been detected.
P1416--A Bank 2 flow problem has been detected.

 

No wonder I didn't recognize it. It appears to be used on the 2000+ models only. I don't have one. 97 thru 99 no gottee.

 

great info! thanks

I have the codes P0171, P0174 Fuel trim System Lean bank, Could be this the cause?

 

It's entirely possible, with a vacuum leak and the AIR system not working properly your O2 sensors could be getting readings that confuse the system. See information from the service manual describing the conditions that set the codes you are getting.

DTC P0171 or P0174
Circuit Description
The powertrain control module (PCM) controls the air/fuel metering system in order to provide the best possible combination of driveability, fuel economy, and emission control. Fuel delivery is controlled differently during Open and Closed Loop. During Open Loop, the PCM determines fuel delivery based on sensor signals without oxygen sensor (O2S) input. During Closed Loop, the O2S inputs are added and used by the PCM to calculate short and long term fuel trim fuel delivery adjustments. If the O2S indicate a lean condition, fuel trim values will be above 0 percent. If the O2S indicate a rich condition, fuel trim values will be below 0 percent. Short term fuel trim values change rapidly in response to the heated oxygen sensor (HO2S) voltage signals. Long term fuel trim makes coarse adjustments in order to maintain an air/fuel ratio of 14.7:1. If the PCM detects an excessively lean condition, DTC P0171 or P0174 sets.

Conditions for Running the DTC
DTCs P0101, P0103, P0108, P0135, P0137, P0141, P0200, P0300, P0410, P0420, P0430, P0440, P0442, P0443, P0446, P0449, P0506, P0507 or P1441 are not set.
The engine coolant temperature (ECT) is between 75-115°C (167-239°F).
The intake air temperature (IAT) is between -20 to +90°C (4-194°F).
The manifold absolute pressure (MAP) is between 26-90 kPa (3.7-13 psi).
The vehicle speed is less than 137 km/h (85 mph).
The engine speed is between 400-3,000 RPM.
The barometric pressure (BARO) is more than 74 kPa (10.7 psi).
The mass airflow (MAF) is between 5-90 g/s.
The fuel level is more than 10 percent.
The throttle position (TP) is less than 90 percent.
.

Conditions for Setting the DTC
The average long term fuel trim cell value is above 23 percent.
All of the above conditions are present for 6 seconds.
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
The system will go lean if an injector is not suppling enough fuel.
A lean condition could be present during high fuel demand.
Use a scan tool in order to review the Failure Records . If an intermittent condition is suspected, refer to Intermittent Conditions .

 

Thanks again!

I will fix it and then back here with the results

 

With it being painted RED,,, looks like there was some BODY WORK and paint done at some time in the past.....

 

yes, thats the paint for a scartch repair in the fender