What Hose Is In Front Of Passenger Side Wheel Behind Plastic Guard
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wmburns
SN Certified Technician
wmburns
SN Certified Technician
wmburns
SN Certified Technician
wmburns
SN Certified Technician
One hose should go to a fresh air source and the other to the exhaust manifold. Where does the remaining hose go? Where ever that is the other hose goes to the remaining source.
wmburns
SN Certified Technician
>>From Ford service manual
Secondary Air Injection (AIR) System Monitor—Electric Secondary Air Injection Pump System
The Secondary Air Injection (AIR) System Monitor is an on-board strategy designed to monitor the proper function of the secondary air injection system. The AIR Monitor for the Electric Secondary Air Injection Pump system consists of two monitor circuits: an AIR circuit to diagnose concerns with the primary circuit side of the solid state relay (SSR), and an AIR Monitor circuit to diagnose concerns with the secondary circuit side of the SSR. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon HO2S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the ECT, IAT, and CKP sensors and the HO2S Monitor test must also have passed without a fault detection to enable the AIR Monitor. The AIR Monitor is also activated during on demand self-test.
Do you have any DTC codes?
Secondary Air Injection (AIR) System Monitor—Electric Secondary Air Injection Pump System
The Secondary Air Injection (AIR) System Monitor is an on-board strategy designed to monitor the proper function of the secondary air injection system. The AIR Monitor for the Electric Secondary Air Injection Pump system consists of two monitor circuits: an AIR circuit to diagnose concerns with the primary circuit side of the solid state relay (SSR), and an AIR Monitor circuit to diagnose concerns with the secondary circuit side of the SSR. A functional check is also performed that tests the ability of the AIR system to inject air into the exhaust. The functional check relies upon HO2S sensor feedback to determine the presence of air flow. The monitor is enabled during AIR system operation and only after certain base engine conditions are first satisfied. Input is required from the ECT, IAT, and CKP sensors and the HO2S Monitor test must also have passed without a fault detection to enable the AIR Monitor. The AIR Monitor is also activated during on demand self-test.
- The AIR circuit is normally held high through the AIR bypass solenoid and SSR when the output driver is off. Therefore a low AIR circuit indicates a driver is always on and a high circuit indicates an open in the PCM.
The DTC associated with this test is DTC P0412.
- The AIR Monitor circuit is held low by the resistance path through the AIR pump when the pump is off. If the AIR Monitor circuit is high there is either an open circuit to the PCM from the pump or there is power supplied to the AIR Pump. If the AIR Monitor is low when the pump is commanded on, there is either an open circuit from the SSR or the SSR has failed to supply power to the pump.
The DTCs associated with this test are DTCs P1413 and P1414.
- The functional check may be done in two parts: at startup when the AIR pump is normally commanded on, or during a hot idle if the startup test was not able to be performed. The flow test relies upon the HO2S to detect the presence of additional air in the exhaust when introduced by the Secondary Air Injection system.
The DTC associated with this test is DTC P0411.
- The MIL is activated after one of the above tests fail on two consecutive drive cycles.
Do you have any DTC codes?
wmburns
SN Certified Technician
The V6 Mustang AIR system is notorious for rusting out at the exhaust manifold. Condensation water collects in the check valve rusting it out. Further hot exhaust gases are hard on anything metal.
Does air come out of the broken nipple? If so then likely someone has just connected the outlet hose to the remaining intake nipple just to make it "look" like there's nothing wrong. Obviously the AIR system isn't going to work with the hose connected backwards. Under these circumstances a replacement pump assembly is in order.
>>
P0411 - Secondary Air Injection (AIR) system upstream flow
P1411 - Secondary Air Injection (AIR) system downstream flow
The secondary air injection system does not detect the presence of air in the exhaust when introduced by the secondary air injection system
Does air come out of the broken nipple? If so then likely someone has just connected the outlet hose to the remaining intake nipple just to make it "look" like there's nothing wrong. Obviously the AIR system isn't going to work with the hose connected backwards. Under these circumstances a replacement pump assembly is in order.
>>
P0411 - Secondary Air Injection (AIR) system upstream flow
P1411 - Secondary Air Injection (AIR) system downstream flow
The secondary air injection system does not detect the presence of air in the exhaust when introduced by the secondary air injection system
- Electric AIR Pump
- Hose from AIR pump leak
- AIR bypass solenoid leak/blocked
- Hose from AIR pump blocked
- AIR bypass solenoid stuck open/closed
wmburns
SN Certified Technician
You don't really answer all of my questions. I suspect this is going to take some time to pry the information out.
Isn't the "J" hose the fresh air intake? IF so then the pump would work with the "J" hose broken off. The cap serves to keep moisture out of the pump.
IF the pump works, then the source of the P0411 must be from another cause. What have you done to rule out the other "possible" causes?
Isn't the "J" hose the fresh air intake? IF so then the pump would work with the "J" hose broken off. The cap serves to keep moisture out of the pump.
IF the pump works, then the source of the P0411 must be from another cause. What have you done to rule out the other "possible" causes?
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