On the way home from work tonight I noticed chk eng light. P1416 code, Oil pressure is high, 88 and above. Is this the end of oil pressor sensor? Thanks

 

I dont think it has anything to do with your oil pressure sensor, the description for that code is P1416 Sec Air Injection (AIR) System Bank 2.

 

 

Thanks, WTF does that mean? I noticed that the oil pressure was high at this same time. I have never had the high oil pressure before. I think I've seen high OP is a sign of failing OP sensor. Could these be related? I'll check in the morning to see if everything is the same, or has cleared. I have never seen this code before. It has been cold lately (30 or less). Any additional things I should look for?

 

Ive done a little research since my last post and I is the valve behind the intake that has gone out. It is for cold start emissions and does not hurt your engine.

 

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.

 

Wow, Thanks for the technical info. I'm not sure if I can digest it all right now but will re-read. I had rough night (BD party) and morning. Then this morning flat tire on daughter's car. I'm gassed, need some healing right now, but will try to get after it. It looks like in the clearing DTC, as if the condition does not exist for 3 starts, then it may drop? Thanks again for the responses and input.

 

It may clear, but it will come back. If you do a search for "p1416", you find plenty of threads.......same applies with the OPS.....which is probably the most common problem on C5's.

 

Thanks lucky. I did find a cleaning procedure that Bill has posted. I hope this is not a "do not drive condition" and from the responses, it would seem is not. Got no choice anyway. Does bank 1 & 2 refer to driver and passanger sides?

 

Yep, you can drive it....no big deal. Bank 2 is passenger side.

 

Thanks to deegee for posting.

 

Cleaning the AIR valves will do you no permanent good. You will have to remove the intake manifold to replace the right valve. The left one is easy.

Might as well change the spark plugs and wires at the same time, and put in a oil pressure sensor relocate kit, since that will go out too.

 

New deleopements... I cleared the code (p1416) and the code (no codes) has not come back. Chk'd today and yesterday. Gas milage has gone to hell. I chk'd intake air filter to MAF, nothing loose, no plugs missing. This gas milage drop is a good 5-6 MPH. This has me buggered. It has still been the coldest it has been (last 4 days) sense last winter, 30 and below, and now maybe 40 of high temp. I don't hear/experience a misfire, but I haven't really jumped on it.

New OPS, plugs, wires, these valves, basicly pulling intake, will take me some time. A quick fix (maybe not perminant) would fit the bill for now. But in the springtime future, this might happen. I think I could also go to some mods, if needed at the same time. OPS relocation I'll search now.

So any quick easy chk's I can do, that might lead me to this MPH problem? Thanks

 

All you can do is pull the DTCs and see if the engine is having any emissions or sensor issues. Check the air ducting between the MAF and the throttle body fo any air leaks. That will cause poor engine efficiency issues also.

If you can find someone with EFI Live, you can data log the engine and find out some usable data to let you know whats going on.

The oil sensor has NOTHING to do with the issue. The A.I.R. issue shouldn't either but, if it has a completely failed check valve's and a damaged rubber line,, it could.

BC

 

Thanks Bill. MPG are still bad 12 -15 instead of 20 -22 normally. I have no codes and I check every day. When I did have the P1416 code last week I reset via DIC. The code was an H and C when I did this and I was surprised that it did not come back up. I'm would think the OPS is not related, they just seemed to happen the very same night.

The only thing I can see is via avg and instant MPH on the DIC while driving. If I have good speed and back off the gas the instant MPH will go up as high as 98 MPH as I would expect, but does not seem to jump up as fast as I remember. If I have the slightest pressure on the gas, MPH will drop to as low as 19 and maybe start back up again. Stopped at lights avg MPH drops. Normal acceleration MPH drops more than normal and I just get terrible MPH. Normal (for me) drive to work and the little play, I have always gotten over 20 MPH. I did have the air bridge off 8 weeks ago to replace my ABS control module. I did not see much of a drop after that. In fact I've taken some highway speed runs and done 25+ MPH sense then. Bad gas??

Just as the weather has turned cold have I seen this. So maybe things have shrunk with the cold and I'll go back again to see if anything is loose. Thanks again for your input.