CODES please help
Thread Starter
Racer
Joined: Jun 2003
Posts: 308
Likes: 0
From: Granada Hills CA
CODES please help
My check engine light came on and I checked for codes. I dont know what any of these mean. If anyone knows what they are please post.
Why do I have so many. I cleared the computer 1 week ago.
10-PCM PO410-H
10-PCM P1626-H
BO-RFA U1000-H
BO-RFA U1064-H
80-RADIO U1096-H
80-RADIO U1016-H
60IDC U1064-H
60IDC U1016-H
60IDC U1040-H
60ICD U1176-H
60ICD U1088-H
60IDC U1160-H :mad
Why do I have so many. I cleared the computer 1 week ago.
10-PCM PO410-H
10-PCM P1626-H
BO-RFA U1000-H
BO-RFA U1064-H
80-RADIO U1096-H
80-RADIO U1016-H
60IDC U1064-H
60IDC U1016-H
60IDC U1040-H
60ICD U1176-H
60ICD U1088-H
60IDC U1160-H :mad
Racer
Joined: Nov 2002
Posts: 360
Likes: 0
From: Newport Beach CA
Re: CODES please help (LS1MASACRE)
P0410 AIR System
P1626 Theft Deterrent System Fuel enable Circuit -C System-B
U1000 Loss of Communication Undetermined -RFA
U1064 Loss Of Communication with DCM (No SOH Message Received -RFA
U1096 Loss of Communications with IPC (No State of Health Message)
U1016 Loss of Communications with PCM
U1040 Loss of Communication with TCS
U1176 Loss of Communications with RFA
U1160 Loss of Communications with LDCM
Thats all I could find, hope it helps.
:cheers:
P1626 Theft Deterrent System Fuel enable Circuit -C System-B
U1000 Loss of Communication Undetermined -RFA
U1064 Loss Of Communication with DCM (No SOH Message Received -RFA
U1096 Loss of Communications with IPC (No State of Health Message)
U1016 Loss of Communications with PCM
U1040 Loss of Communication with TCS
U1176 Loss of Communications with RFA
U1160 Loss of Communications with LDCM
Thats all I could find, hope it helps.
:cheers:
Melting Slicks
Joined: Aug 2001
Posts: 3,035
Likes: 121
From: Wichita KS
Re: CODES please help (LS1MASACRE)
The "H" indicates all these codes are stored as "History". For most codes an "H" indicates the fault is not current. The "U" codes refer to a communication problem among the various modules. "U" codes DO NOT set the Malfunction Indicator Lamp.
The P1626 code indicates that the Powertrain Control Module (PCM) has detected a loss of the state of health message from the Body Control Module (BCM) for the theft deterent system. If the problem affects inputs to the Vehicle Theft Detection (VTD) system then the PCM may disable the starter motor. P1626 DOES NOT illuminate the Malfunction Indicator Lamp.
P0410 is set when the PCM detects that the Heated Oxygen Sensor(s) (HO2S) and the Short Term Fuel Trim did not respond as expected on BOTH engine banks. (P1415 or P1416 codes are set if only one engine bank does not respond as expected.) P0410 DOES illuminate the Malfunction Indicator Lamp.
At startup the PCM commands the AIR pump on for about 1 minute inorder to lower exhaust emisssions. Depending on the response from the HO2S, the PCM runs diagnostics to determine if the system is operating normally. If a problem is detected then P0410 is set.
Has any changes been made to the exhaust system? Is there a possibility that moisture, water, or debris are in the AIR pump? Any damaged/pinched/kinked vacuum hoses?
The service manual has an extensive diagnostic check sheet for this code, but you would need access to a scan tool as-well-as a service manual.
[Modified by mapman, 1:01 AM 12/4/2003]
The P1626 code indicates that the Powertrain Control Module (PCM) has detected a loss of the state of health message from the Body Control Module (BCM) for the theft deterent system. If the problem affects inputs to the Vehicle Theft Detection (VTD) system then the PCM may disable the starter motor. P1626 DOES NOT illuminate the Malfunction Indicator Lamp.
P0410 is set when the PCM detects that the Heated Oxygen Sensor(s) (HO2S) and the Short Term Fuel Trim did not respond as expected on BOTH engine banks. (P1415 or P1416 codes are set if only one engine bank does not respond as expected.) P0410 DOES illuminate the Malfunction Indicator Lamp.
At startup the PCM commands the AIR pump on for about 1 minute inorder to lower exhaust emisssions. Depending on the response from the HO2S, the PCM runs diagnostics to determine if the system is operating normally. If a problem is detected then P0410 is set.
Has any changes been made to the exhaust system? Is there a possibility that moisture, water, or debris are in the AIR pump? Any damaged/pinched/kinked vacuum hoses?
The service manual has an extensive diagnostic check sheet for this code, but you would need access to a scan tool as-well-as a service manual.
[Modified by mapman, 1:01 AM 12/4/2003]
Thread Starter
Racer
Joined: Jun 2003
Posts: 308
Likes: 0
From: Granada Hills CA
Re: CODES please help (mapman)
I had a supercharger installed 3 wekks ago. Never even open the hood since. I had the car Dyno tuned last week but had no problems till today. :nonod:
Supporting Vendor
Joined: Mar 2002
Posts: 13,099
Likes: 671
From: Bristol, Tennessee
St. Jude Donor '09
Re: CODES please help (LS1MASACRE)
My check engine light came on and I checked for codes. I dont know what any of these mean. If anyone knows what they are please post.
Why do I have so many. I cleared the computer 1 week ago.
10-PCM PO410-H Below is GMs information, but generally the A.I.R. hose has been kinked. Just like the garden hose getting kinked.
DTC P0410
Circuit Description
The secondary air injection (AIR) System is designed to lower exhaust emission levels on engine start up. The AIR pump runs for approximately 1 minute or until Closed Loop is attained.
The powertrain control module (PCM) commands the AIR pump relay ON by supplying a ground on the relay control circuit. This action energizes the AIR pump, forcing air into the exhaust stream. The PCM also commands the AIR vacuum control solenoid valve ON, which applies engine vacuum to the AIR shut-off valve. When vacuum is applied to the AIR shut-off valve, airflow from the AIR pump flows through the pipes/hoses to the exhaust check valves. The air then enters the exhaust stream. The air that is introduced into the exhaust system decreases the time it takes for the convertor to begin its process of converting the incomplete gases; reducing exhaust emission levels. When inactive, the check valves and the shut-off valve prevent airflow in either direction.
The PCM detects a system airflow problem by monitoring the heated oxygen sensors (HO2S) and Short Term Fuel Trim during normal AIR 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 diagnostic will proceed with an intrusive or active test. The PCM will command the AIR system ON during closed loop operation under normal operating conditions. The active test will pass or fail based on the response from the HO2S. A lean HO2S response indicates that the secondary AIR system is functioning normally. An increasing Short Term Fuel Trim value also indicates a normally functioning system. The AIR diagnostic consists of the passive test and the active tests. The AIR diagnostic requires failure of the passive and active tests on 2 consecutive key cycles to illuminate the MIL and store a DTC. If the PCM detects that the HO2S and Short Term FT did not respond as expected on one of the engine banks, DTC P0491 or P0492 sets. 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.
Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0125, P0128, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P0140, P0141, P0151, P0152, P0153, P0154, P0155, P0157, P0158, P0160, P0161, P0171, P0172, P0174, P0175, P0200, P0300, P0335, P0336, P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0455, P0442, P0443, P0446, P0449, P1120, P1133, P1134, P1153, P1154, are not set.
The fuel level is more than 12.5 percent but less than 87.5 percent.
The engine is running for more than 30 seconds.
The mass air flow (MAF) is less than 23 g/s.
The air fuel ratio is 14.7:1.
The engine load is less than 40 percent.
The ignition voltage is more than 11.7 volts.
The vehicle speed is more than 15 km/h (25 mph).
The engine is operating in a Closed Loop for more than 15 seconds.
The engine speed is more than 850 RPM.
The engine coolant temperature (ECT) is between than -10°C and +110°C (14-230°F).
The intake air temperature (IAT) is between -10°C and +100°C (14-212°F).
The fuel system is operating in fuel trim cells 1, 2, 4, or 5.
The Short Term FT is between -4 and +4 percent.
The start-up engine coolant temperature is less than 70°C (158°F).
The engine is not operating in any of the following modes:
Power enrichment
Decel fuel cut-off mode
Catalyst over temperature
Conditions for Setting the DTC
When the AIR pump is commanded ON, during Closed Loop operation and the HO2S voltages do not decrease below 222 mV for 1.5 seconds.
AND
The Short-Term FT does not change more than a predetermined amount.
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
Important
When commanding the AIR system ON with a scan tool the PCM will activate the AIR pump and the AIR solenoid. The fuel control system will then enter an open loop status. This action will allow fresh air to enter the exhaust stream and cause the front HO2S mV parameters to drop to near zero (0) mV. This would indicate a properly operating system. However if the AIR pump does not operate or there is no airflow from the pump entering the exhaust stream due to a leak in the system, the HO2S parameter may still drop below 100 mV. This is due to fresh air being drawn into the exhaust stream from the check valve operation and the opening of the shut-off valve. The HO2S will respond with a drop in mV readings as a result of this air leaning out the exhaust gases. The voltages may drop to below 100 mV but not approach the near zero (0) mV parameter.
An AIR pump which exhibits an exhaust noise through the pump may have an AIR solenoid or AIR shut-off valve stuck open. The Short Term Fuel Trims may indicate a higher than normal value. This condition may not set DTC P0410.
An AIR shut-off valve that has become inoperative and has shown indications of exhaust gases in the outlet port, or heat damaged hoses may indicate an exhaust check valve failure.
For any test that requires probing the PCM harness connector or probing a component harness connector, use the J 35616-A Connector Test Adapter Kit . Using this kit prevents damage to the component terminals and to the harness. Refer to Using Connector Test Adapters in Wiring Systems.
AIR Pump Relay Underhood Electrical Center Terminal Identification
Front of Vehicle
Left Side of Vehicle
Ignition 1 voltage
Battery positive voltage
Right Side of Vehicle
Pump Supply
Control
For an intermittent condition, refer to Intermittent Conditions .
The vacuum lines at the AIR solenoid cannot be reversed, this condition may hold the shut-off valve open continually.
An AIR solenoid leaking vacuum will hold the shut-off valve open an exhaust noise may be heard through the air cleaner. Fuel Trims values may also indicate a higher than normal value at idle. This DTC may not set.
Leaking exhaust check valves will leave traces of exhaust carbon in the AIR system, with a possibility of heat damage to the hoses and AIR shut-off valve.
An intermittent may be caused by any of the following conditions:
Low system air flow
Excessive exhaust system back pressure
Moisture, water or debris ingested into the AIR pump
Pinched, kinked, heat damaged, or deteriorated pipes/hoses or vacuum hoses.
Restrictions in the pump inlet, duct, or filter
10-PCM P1626-H
BO-RFA U1000-H
BO-RFA U1064-H
80-RADIO U1096-H
80-RADIO U1016-H
60IDC U1064-H
60IDC U1016-H
60IDC U1040-H
60ICD U1176-H
60ICD U1088-H
60IDC U1160-H :mad
Why do I have so many. I cleared the computer 1 week ago.
10-PCM PO410-H Below is GMs information, but generally the A.I.R. hose has been kinked. Just like the garden hose getting kinked.
DTC P0410
Circuit Description
The secondary air injection (AIR) System is designed to lower exhaust emission levels on engine start up. The AIR pump runs for approximately 1 minute or until Closed Loop is attained.
The powertrain control module (PCM) commands the AIR pump relay ON by supplying a ground on the relay control circuit. This action energizes the AIR pump, forcing air into the exhaust stream. The PCM also commands the AIR vacuum control solenoid valve ON, which applies engine vacuum to the AIR shut-off valve. When vacuum is applied to the AIR shut-off valve, airflow from the AIR pump flows through the pipes/hoses to the exhaust check valves. The air then enters the exhaust stream. The air that is introduced into the exhaust system decreases the time it takes for the convertor to begin its process of converting the incomplete gases; reducing exhaust emission levels. When inactive, the check valves and the shut-off valve prevent airflow in either direction.
The PCM detects a system airflow problem by monitoring the heated oxygen sensors (HO2S) and Short Term Fuel Trim during normal AIR 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 diagnostic will proceed with an intrusive or active test. The PCM will command the AIR system ON during closed loop operation under normal operating conditions. The active test will pass or fail based on the response from the HO2S. A lean HO2S response indicates that the secondary AIR system is functioning normally. An increasing Short Term Fuel Trim value also indicates a normally functioning system. The AIR diagnostic consists of the passive test and the active tests. The AIR diagnostic requires failure of the passive and active tests on 2 consecutive key cycles to illuminate the MIL and store a DTC. If the PCM detects that the HO2S and Short Term FT did not respond as expected on one of the engine banks, DTC P0491 or P0492 sets. 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.
Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0125, P0128, P0131, P0132, P0133, P0134, P0135, P0137, P0138, P0140, P0141, P0151, P0152, P0153, P0154, P0155, P0157, P0158, P0160, P0161, P0171, P0172, P0174, P0175, P0200, P0300, P0335, P0336, P0351, P0352, P0353, P0354, P0355, P0356, P0357, P0358, P0455, P0442, P0443, P0446, P0449, P1120, P1133, P1134, P1153, P1154, are not set.
The fuel level is more than 12.5 percent but less than 87.5 percent.
The engine is running for more than 30 seconds.
The mass air flow (MAF) is less than 23 g/s.
The air fuel ratio is 14.7:1.
The engine load is less than 40 percent.
The ignition voltage is more than 11.7 volts.
The vehicle speed is more than 15 km/h (25 mph).
The engine is operating in a Closed Loop for more than 15 seconds.
The engine speed is more than 850 RPM.
The engine coolant temperature (ECT) is between than -10°C and +110°C (14-230°F).
The intake air temperature (IAT) is between -10°C and +100°C (14-212°F).
The fuel system is operating in fuel trim cells 1, 2, 4, or 5.
The Short Term FT is between -4 and +4 percent.
The start-up engine coolant temperature is less than 70°C (158°F).
The engine is not operating in any of the following modes:
Power enrichment
Decel fuel cut-off mode
Catalyst over temperature
Conditions for Setting the DTC
When the AIR pump is commanded ON, during Closed Loop operation and the HO2S voltages do not decrease below 222 mV for 1.5 seconds.
AND
The Short-Term FT does not change more than a predetermined amount.
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
Important
When commanding the AIR system ON with a scan tool the PCM will activate the AIR pump and the AIR solenoid. The fuel control system will then enter an open loop status. This action will allow fresh air to enter the exhaust stream and cause the front HO2S mV parameters to drop to near zero (0) mV. This would indicate a properly operating system. However if the AIR pump does not operate or there is no airflow from the pump entering the exhaust stream due to a leak in the system, the HO2S parameter may still drop below 100 mV. This is due to fresh air being drawn into the exhaust stream from the check valve operation and the opening of the shut-off valve. The HO2S will respond with a drop in mV readings as a result of this air leaning out the exhaust gases. The voltages may drop to below 100 mV but not approach the near zero (0) mV parameter.
An AIR pump which exhibits an exhaust noise through the pump may have an AIR solenoid or AIR shut-off valve stuck open. The Short Term Fuel Trims may indicate a higher than normal value. This condition may not set DTC P0410.
An AIR shut-off valve that has become inoperative and has shown indications of exhaust gases in the outlet port, or heat damaged hoses may indicate an exhaust check valve failure.
For any test that requires probing the PCM harness connector or probing a component harness connector, use the J 35616-A Connector Test Adapter Kit . Using this kit prevents damage to the component terminals and to the harness. Refer to Using Connector Test Adapters in Wiring Systems.
AIR Pump Relay Underhood Electrical Center Terminal Identification
Front of Vehicle
Left Side of Vehicle
Ignition 1 voltage
Battery positive voltage
Right Side of Vehicle
Pump Supply
Control
For an intermittent condition, refer to Intermittent Conditions .
The vacuum lines at the AIR solenoid cannot be reversed, this condition may hold the shut-off valve open continually.
An AIR solenoid leaking vacuum will hold the shut-off valve open an exhaust noise may be heard through the air cleaner. Fuel Trims values may also indicate a higher than normal value at idle. This DTC may not set.
Leaking exhaust check valves will leave traces of exhaust carbon in the AIR system, with a possibility of heat damage to the hoses and AIR shut-off valve.
An intermittent may be caused by any of the following conditions:
Low system air flow
Excessive exhaust system back pressure
Moisture, water or debris ingested into the AIR pump
Pinched, kinked, heat damaged, or deteriorated pipes/hoses or vacuum hoses.
Restrictions in the pump inlet, duct, or filter
10-PCM P1626-H
BO-RFA U1000-H
BO-RFA U1064-H
80-RADIO U1096-H
80-RADIO U1016-H
60IDC U1064-H
60IDC U1016-H
60IDC U1040-H
60ICD U1176-H
60ICD U1088-H
60IDC U1160-H :mad
