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  1. #1

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    Secondary Air Injection Fault question (1999 SC2)

    I asked a similar question over a year ago and I was pointed to a Richpin video on youtube. In that video he does a total physical tare-down and review of the air injection system on a Saturn talking about possible areas that the system could fail. I've reviewed all the things Richpin shows and in my case the physical system is in working order but I still have random SES codes. In my case I believe a senor or something related to the information that feeds the ECM is getting old and starting to give inconsistent readings to the ECM. Could anyone explain want information the ECM uses to shut off the secondary air injection system and be satisfied it has completed the full cycle. I'm not sure if this is a better question for the guys over at gearheadefi.com but I thought I'd start with the Saturn folks first.

    Thanks

  2. #2

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    sai monitors the o2 sensor to verify its adding the air. it bases run time on coolant temp for startup. i have to look at the fsm for running at hot idle requirements

    Sent from my XT1064 using Tapatalk

  3. #3

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    If my SES light is going to come on it's always at the end of the air injection cycle that occurs after engine start-up. From what your saying it's possible my O2 sensor is getting a little lazy as time goes on... This is entirely possible with 170,000 miles on the car and an unknown time since the last 02 sensor install. ( The car is new to me from 120,000 miles and I haven't touched the 02 sensors. ) I assume the sensor in question would be the primary 02 sensor right off the exhaust manifold.

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  5. #4

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    SKFengineer, i tried to upload a PDF i made from the FSM but its too large (192 KB). here's it, copy pasta'd

    The AIR system is used to reduce hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen
    (NOX) exhaust emissions by heating up the catalytic converters quicker on cold engine start-up. The
    conversion of exhaust emissions to carbon dioxide (CO2) and water can occur sooner as the catalytic
    converter reach the normal operating temperature around 527C (981F). The AIR system consists of:
    l Air pump (1)
    l Check valve (2)
    l Air pump solenoid (3)
    l Combination valve (4)
    l Air pipe and hose (5)
    l Vacuum hose (6)
    l Air pump relay - located in underhood fuse block (UHFB). (7)
    l Powertrain control module (PCM) - located underhood between the battery and power brake
    booster. (

    The air pump is a permanently lubricated turbine type pump which requires no periodic maintenance.
    The PCM runs the air pump for a certain length of time when the engine is started within a certain ECT
    range. When the air pump is commanded ON, the PCM will command an internal driver ON which pulls
    the air pump relay circuit to ground allowing current to flow to the air pump.

    The air pump solenoid is used to control vacuum to the combination valve. When the air pump relay is
    commanded ON, air pump running), the PCM will wait a short amount of time to command the air
    pump solenoid ON. The PCM turns the solenoid ON by controlling an internal driver that pulls the
    solenoid circuit to ground. The PCM waits to turn the solenoid ON in order for the air pump to
    pressurize which keeps exhaust gas from entering the air pump.

    When the air pump and air pump solenoid are turned ON, vacuum to the combination valve will allow
    the spring loaded diaphragm, upper valve in the combination valve, to be pulled up. This will allow
    pressurized air from the air pump to flow around the reed valve, lower valve in combination valve, to the
    exhaust manifold.

    Before the PCM commands the air pump relay OFF, it will first command the air pump solenoid OFF
    and wait a short amount of time before it commands the relay OFF. This keeps exhaust gas from
    entering the air pump.

    Air System Enable Criteria
    l The traction control is not active.
    l The battery voltage is between 11-18 volts.
    l The ECT is between 4-79C (40-174F).
    l The IAT is greater than 0C (32F).
    l The engine speed is less than 3,200 RPM.
    l The MAP is greater than 20 kPa.
    l The calculated engine airflow is less than 30 g/s.

    Engine Coolant Temperature Air Pump Run Time
    (F ) / (C ) / seconds
    24 / -4 / 35-65
    46 / 8 / 35-60
    68 / 20 / 35
    96 / 32 / 35
    111 / 44 / 35
    133 / 56 / 30
    154 / 68 / 20
    176 / 80 / 10
    198 / 92 / 0
    Service Information Page 2 of 3
    http://127.0.0.1:9001/servlets/BlobS...bid=416&cellId... 6/30/2017
    Air System Diagnostics

    During the AIR system diagnostic (DTC P0410), the PCM will use the oxygen sensor 1 (O2S-1) to
    verify the AIR system is working. When the PCM commands the AIR system to run, the O2S-1 signal
    should indicate a lean condition due to outside air being pumped into the exhaust manifold. If the PCM
    does not detect a certain lean O2S-1 signal after a series of tests, DTC P0410 will set.

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  7. #5

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    leighv, thanks for your detailed response. It's interesting just based the age of the O2 sensors I was thinking my focus would be with them but today I drove the car in with the Snap-On scanner and both O2 sensors were very active. I know that O2 activity is somewhat subjective but given what I've seen so far I might start my search on one of the other secondary air controls. Just out of curiousity I assume that O2-S1 is the O2 sensor closest to the engine and that O2-S2 is the O2 sensor after the cats.

    Thanks

  8. #6

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    sometimes te tubes or passaged can get clogged ith carbon

    Sent from my XT1064 using Tapatalk

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