i keep getting this code on DIC and the ENGINE LIGHT COMES on all the time i checked the code its in PCM and the code is P1416 C AIR SYSTEM BANK 2??
could some1 tell wut this code is??
thanks in advance :confused:

 

CIRCUIT DESCRIPTION
An AIR pump is used on this vehicle in order to lower the tail pipe emissions on start-up. The PCM supplies a ground to the AIR pump relay, which energizes the AIR pump.

The PCM monitors the HO2S voltages 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 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 one sensor responded, the PCM sets either a DTC P1415 or P1416 to indicate on which bank the AIR system is inoperative.

CONDITIONS FOR RUNNING THE DTC


DTCs P0101, P0102, P0103, P0107, P0108, P0112, P0113, P0117, P0118, P0125, P0171-P0175, P0200, P0300, P0335, P0336, P0351 -P0358, P0440, P0442, P0443, P0446, P0449, P1120, P1220, P1221, P1258, P1441 and HO2S DTCs are not set.
The engine is running for greater than 2.0 seconds .
The maximum air flow is 25 g/s .
The Air Fuel ratio is 14.7:1
The engine load is less than 34 percent.
The ignition voltage is greater than 11.7 volts .
Engine is not operating in Power Enrichment, Decel Fuel Shut-off, or Catalyst Over-Temperature Modes.
The engine speed is greater than 750 RPM .
The ECT is greater than 80°C (176°F) but less than 110°C (230°F) .
The IAT is greater than -2°C (28.40F) .
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 PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC


The PCM turns the Malfunction Indicator Lamp (MIL) OFF after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed (current DTC) clears when the diagnostic runs and does not fail.
A History DTC clears after 40 consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS


Remove any debris from the PCM/TAC module connector surfaces before servicing the PCM/TAC module. Inspect the PCM/TAC module connector gaskets when diagnosing/replacing the modules. Ensure 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 a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Diagrams.
Carbon build up in the exhaust manifold may restrict the amount of air flow necessary to affect the HO2S voltage. If this is suspected, remove the air pipe from the manifold and inspect the passage.
For an intermittent condition, refer to Symptoms. See: Diagnostic Information and Procedures\Symptoms
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.


A check valve that flows in both directions causes heat damage to the AIR system components.

 

thanks for the reply but could u explain it to me in simple english :D :D :D :D thanks

 

:D

here ya go :) http://forums.corvetteforum.com/zerothread?id=726416

 

Another.. http://forums.corvetteforum.com/zerothread?id=734706

 

more than likely the check valve at the back of drivers head is bad, possible water intrusion, replace the valve and it should be taken care of :thumbs:

 

Your check valve in the AIR pump has gone bad, I had the exact same thing. Don't worry too much about it, it won't hurt anything. Just clear the code and roll on. I had mine fixed when they had to pull the intake manifold to do the PCV repair for the re-ring. :cheers:

 

:iagree: