Did you check the Vacuum lines to the Secondary air Valve Controls. They may be rotten. Can you do a Smoke test. Replace dry rotted lines with either 3/16 Fuel or Power Steering Hoses if you do not get ORM Vacuum lines/hoses. There are many Vedios on You Tube showing this specific problem solving on German cars. you can check out these,
Secondary Air Injection Systems on German Vehicles
E39) 2001 BMW 525i Resolve P0491/P0492 for less than $2.00 in approx 15min.
How to Fix and Diagnose BMW P0491 P0492 Secondary Air / Vacuum Leak E36 E46 E39 E53
I’m happy to assist further over the phone at https://www.6ya.com/expert/uttamjeet_2f3adc18600f8ede
SOURCE: Can you have the idle air control valve checked to see if good?
I had a similar problem all it was a the rubber boot after the sensor was sightly disconnected and produced the same code. I would even take it as far if there is a decent rip in the boot would also cause the problem.
and yes you can test it
SOURCE: Secondary air supply failure
I have a 2005 Envoy with a 4.2..... Just recently the check engine light illuminated so I read the code after replacing the 20amp fuse labeled cigar. My OBDII connection had no power so if you plug your reader in and nothing check the fuse under the hood labeled "cigar"
After pulling the code P0410 Secondary Air Injection Malfunction I checked the operation of the air pump by removing the hose connected to the solenoid. By the way the solenoid is located on the pass side of the engine top towards the back. After pulling the hose off the solenoid I started the vehicle when it was cold and after 20 seconds or so the pump should turn on and blow air out of the hose. Once I verified the pump was operating I pulled the solenoid then placing jumpers from the Positive & Negative of the battery to the pins on the solenoid. You should be able to hear the solenoid click which says its operating. But mine did nothing so I read across the pins with an Ohm meter and verified the coil was good.
So take some good penetrating oil and fill the inside of the valve with it. You can see the plunger shaft assy in the opening and thats the area you want to fill with a good penetrating oil!!!! Let it sit for a couple of hours keeping it full of oil. The housing is aluminum and the shaft is likely to be a brass material so rust is not possible. Its caused by a buildup of carbon!! The penetrating oil will soften the carbon which in turn will free up the plunger!! MINE WORKS GREAT NOW and plus you will save around $140.00 if you were to buy it from the dealer!!! Or $80.00 aftermarket from RockAuto.com
SOURCE: saturn code p0442, evap system small leak, can't find leak
I would send the car in for a smoke test...So much easier to find the leak...
Testimonial: "found another definitation for a code 422. replaced rear o2,fixed"
SOURCE: 06/12/11 new question
Did you check to see if there is power getting to the pump? Did you check the air pump fuse? Do you have any power at the relay that you replaced? Is there any power at the combination valve? Is the computer able to ground the relay? Is the computer able to open the combination valve? Did the relay check bad? If not, why did you replace it?
The only way to effectively check the entire air pump system is with a scanner. You can perform continuity tests on every wire, but you cannot verify proper operation without a scanner. You must command the air pump on with the scanner and check to see if power is getting to the pump. Without the scanner there is no way to tell if the computer is even able to operate the relay so the pump can get the power it needs. There is most likely a broken wire or bad connector somewhere, but the only way to find this without a scanner would be to physically inspect every wire in the system manually and just hope and pray that the computer is actually sending the signal to the relay. (You will not know if it is a computer malfunction unless you physically eliminate EVERYTHING else.)
DTC P0410 sets when the PCM commands the air pump on and the combination valve open and there is no change in the oxygen sensor voltage. The problem can be in the air pump circuits, the combination valve circuits, The combination valve itself, the air pump itelf (not likely if you can get it to run with a jumper) a faulty PCM, or even rarely but possibly, clogged-up ports in the exhaust manifold. Again, a scanner is required to verify the operation of the circuits as well as to verify that the problem is fixed after repairs are made.
Please also review this article:
What Else Could Be Wrong?
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