Car: 02 c5 m6.

Engine mods:blackwing, corsa x pipe/exhaust, performance plugs/wires, 180 thermostate, bored throttle...These were installed a year ago and i have had no problems until now...not sure if they are related.

codes thrown: P1416 H Air system bank 2
U1016 H Loss communication with PCM
C1247 H BPMV pump motor relay contact CKT open

Welp i dont know what this means .....can someone translate...and as always a Big THANK YOU for your help.......

 

It sounds like you have a few loose connectors. Your PCM is near the bottom of the passenger front fender. Check your connectors for the BCM under the passenger side footwell. Also, check all your grounds. C5's are picky with regards to the wiring.

 

thanks for your response......I was thinking the same thing...however after cleaning all the grounds....adding di electric grease to all plug connectors....inspecting the pcm plugs....the check engine light still pops up...do you think maybe there is a short somewhere else, in the line itsel....my oem battery did at one time swell up, not sure if acid ever leaked...could not find any signs of an acid leak..could this be the result of a hidden acid leak from before?..Could you tell me what these codes mean to locate the short? or could these be false codes entirely?.....thanks again for your help

 

Makes sense, I will look up the codes and get an answer for you. The batteries leaking was a common issue in the C5's with the factory battery offering. How long have you had the issue? Did it seem to occur as you noticed the battery swelling?

 

Thanks you...much appreciated...The vette was fine after the new battery, for about 6 months...then the ecu started throwing (service traction control, abs, active handling,and reduce engine power)....took it in, dealership said it was throwing false codes: and only reset the ecu...second time around they said it was a bad (ABS control module) i think...cost about 800 bucks....Well even after that the same codes would come up but rarely...on the most recent occurance the check engine light came on unlike before...i did one reset after the ground cleaning and drove about 20 miles before the check engine light came on again, but without the other codes...I think you may just be right about the harness being damaged..might have been all along, what a bummer ... Im afraid to ask, but how much is this one going to Hurt?

 

Your welcome. I had a similar issue and documented issue with the BCM. Damn A/C drain gets plugged up, if you don't check it, it can cause havoc with your BCM. I had all sorts of lights going off, codes thrown and equipment not functioning on the car. I was lucky and caught it before too much leaked and immediately dried out the area using a blow dryer and letting the car air out. The BMC, PCM and associated wiring can get expensive. Where are you located? I would take it to a knowledgable shop and have them take a look at it. Most times, the GM tech's are trained on just X,Y, Z where a performance shop has X number of years under their belt and has dealt with all sorts of troubleshooting issues related to performance and non-performance items.

 

Heres GM's description of the codes you have.

DTC P1415 or P1416
Circuit Description
An AIR pump is used on this vehicle to lower tail pipe emissions on start-up. The powertrain control module (PCM) supplies a ground to the AIR pump relay, which energizes the AIR pump.

The PCM monitors the heated oxygen (HO2S) sensor voltages in order 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 the 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 1 sensor responded, the PCM sets either a DTC P1415 for bank 1 or P1416 for bank 2 in order to indicate on which bank the AIR system is inoperative.

Conditions for Running the DTC
DTCs P0101-P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0125, P0171-P0175, P0200, P0300, P0335, P0336, P0351-P0358, P0440, P0442, P0443, P0446, P0449, P1120, P1220, P1221, P1258, P1441, and the HO2S DTCs are not set.
The engine is running for more than 30 seconds.
The maximum air flow is 22 g/s.
The air/fuel ratio is 13.125:1.
The engine load is less than 40 percent.
The ignition voltage is more than 11.7 volts.
The engine is not operating in the Power Enrichment, the Decel Fuel Shut-off, or the Catalyst Over-Temperature Modes.
The engine speed is more than 850 RPM.
The engine coolant temperature (ECT) is between -10°C (+14°F) and 110°C (230°F).
The intake air temperature (IAT) is between -10°C (+14°F) and 100°C (212°F) .
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 control module illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Freeze Frame/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
Remove any debris from the powertrain control module/throttle actuator control module (PCM/TAC) connector surfaces before servicing the PCM/TAC module. Inspect the PCM/TAC module connector gaskets when diagnosing or replacing the modules. Verify 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 probing a component harness connector, use the connector test adapter kit J 35616-A . Using this kit prevents damage to the harness or component terminals. Refer to Using Connector Test Adapters in Wiring Systems.
Carbon build-up in the exhaust manifold may restrict the amount of air flow necessary to affect the HO2S voltage. If you suspect this condition, remove the air pipe from the manifold and inspect the passage.
For an intermittent condition, refer to Intermittent Conditions .
Excessive exhaust system back pressure
Moisture, water, or debris ingestion into the AIR pump
Leaking check valves will leave traces of exhaust carbon in the AIR system.

************************************************** ******


DTC C1247
Circuit Description
The brake fluid level switch monitors the level of brake fluid in the master cylinder. When the IPC sees the brake fluid level switch input grounded, it turns ON the red Brake indicator and sends a serial data message to the EBCM that tells the EBCM that the brake fluid level is low.

Conditions for Running the DTC
The ignition is ON.

Conditions for Setting the DTC
The EBCM receives a serial data message from the IPC indicating that the brake fluid level is low.

Action Taken When the DTC Sets
• The EBCM disables the TCS/VSES until the DTC becomes a history DTC.

• The red Brake warning indicator turns ON.

• The Traction Control and Active Handling indicator turns ON.

• The DIC displays the following messages:

- Low Brake Fluid

- Service Traction System

- Service Active Handling

• The ABS remains functional.

Conditions for Clearing the DTC
The condition for the DTC is no longer present and the DTC is cleared with a scan tool.
The EBCM automatically clears the history DTC when a current DTC is not detected in 100 consecutive drive cycles.


Subject: DIC Onboard Diagnostics Show DTCs U1016, U1064 and U1096 in History #PI00043 - (06/19/2002)



Models: .






When servicing the vehicle with the VIN you entered, the following diagnosis might be helpful if the vehicle exhibits the described symptoms.

Condition/Concern:
DTCs U1016, U1064 and U1096 may be present when scrolling through the onboard diagnostics via the instrument cluster Driver Information Center (DIC).

Recommendation/Instructions:
This is a normal software function as long as the DTCs have a history status upon ignition cycling. No repair attempts should be made.

Please follow this diagnosis process thoroughly and complete each step. If the condition exhibited is resolved without completing every step, the remaining steps do not need to be performed. If these steps do not resolve the condition, please contact GM TAC for further diagnostic assistance. This diagnostic approach was developed for the vehicle with the VIN you entered and should not be automatically be used for other vehicles with similar symptoms.


DTC U1001-U1254
The module ID Number list provides a method for determining which module is not communicating. A module with an internal class 2 serial data circuit malfunction or which loses power during the current ignition cycle would have a Lost Communication DTC set by other modules. Use the module ID Number list in order to determine which module is not communicating and the DTC U1001-U1254 diagnostic table in order to diagnose the malfunction.

System
ID Number

Powertrain Control Module (PCM)
016

Electronic Brake Control Module (EBCM)
040

Electronic Suspension Control (ESC)
056

Body Control Module (BCM)
064

Inflatable Restraint Sensing and Diagnostic Module (SDM)
088

Instrument Panel Cluster (IPC)
096

Radio
128

HVAC
153

Driver Door Module (DDM)
160

Passenger Door Module (PDM)
161

Seat Control Module (SCM)
166

Remote Control Door Lock Receiver (RCDLR)
176


Circuit Description
Modules connected to the class 2 serial data circuit monitor for serial data communications during normal vehicle operation when operating information and commands are exchanged among the modules. When a module receives a message for a critical operating parameter, the module records the identification number of the module which sent the message for State of Health monitoring, Node Alive messages. A critical operating parameter is one which, when not received, requires that the module use a default value for that parameter. Once an identification number is learned by a module, it will monitor for that module's Node Alive message. Each module on the class 2 serial data circuit which is powered and performing functions that require detection of a communications malfunction is required to send a Node Alive message every 2 seconds. When no message is detected from a learned identification number for 5 seconds, a DTC U1XXX, where XXX is equal to the 3 digit identification number is set.

Conditions for Running the DTC
Voltage supplied to the module is in the normal operating voltage range.
Diagnostic trouble codes U1300 and U1301 are not set.
The module setting the DTC requires serial data communication to occur.
Conditions for Setting the DTC
A message from a learned identification number has not been detected for the past 5 seconds.

Conditions for Clearing the DTC
A current DTC will clear when a Node Alive message from the failed identification number is detected on the class 2 serial data circuit or at the end of the current ignition cycle.
A history DTC will clear after 50 ignition switch cycles with no repeated malfunction.
Diagnostic Aids
An intermittent open between the inoperative module and a star connector may cause this code to set.
A poor connection at the inoperative module or a star connector may cause this code to set.
An intermittent open in a star connector may cause this code to set.
An improperly powered module may cause this code to set.
Test Description
The numbers below refer to the step numbers on the diagnostic table.

A module which loses power during an ignition cycle will cause other modules to set Lost Communication DTCs.

A module which loses power during an ignition cycle will cause other modules to set Lost Communication DTCs.

The malfunction is due to an open in the class 2 serial data circuit or an open in the module.

The module which was not communicating may have set Lost Communication DTCs for those modules that it was monitoring.

The modules which can communicate indicate the module which cannot communicate. You must clear the DTC from these modules to avoid future misdiagnosis.

 

You guys have been a great help ....I now feel very confident in having this problem rooted out by this weekend.....

 

1416 is the check valve for the AIR injection system, i see them all the time, about $20 for a new valve

 

how many drive cycles should it take for the SES light to go out after replacing the check valve?

Mine is still on after 4 drives, but then again it took a couple days for the code to come on when I just cleared the code the first time.