The CEL is not on and there are no codes, stored or pending, in either of the two engine ECUs. I was doing some data logging today and the code reader screen showed a red X for CATS and a red X for AIR. Notice the red exclamation mark in the red octagon a little lower on the unit. After driving for about twenty minutes the two red Xs were still there but the red exclamation mark in the red octagon changed to the yellow exclamation mark in the yellow triangle. After a few more minutes it changed to a green check mark in the green circle. The CATS changed to a green check; however, the red X next to AIR was still there and the code reader indicated the secondary air injection monitoring is incomplete status. Went home to ponder life and let the engine cool off. 1 - checked 50A fuse to air pump and it is good 2 - disconnected rubber vacuum tubing at the two air valves on each exhaust header 3 - cold started car and could feel the air pump running (could not hear it with the Stradale muffler) and felt vacuum from the solenoid valve that is connected to the accumulator tank 4 - after about one minute the air pump stopped and the vacuum was gone seemed like that happened at the same time, as if the Motronic issued a command I am not worried about the red X for the air system, just curious if Ferrari has it programmed such that if a generic code reader other than the SD-2 will always show incomplete. Texas annual inspection allows one system to be not ready, as long as all the others are, and the car will still pass inspection. Therefore, it is more of my curiosity rather than worry, as to why the secondary air system has a red X instead of a green check, as all the other tests show.
Readiness states have nothing to do with codes, but codes can effect readiness states for setting...And just because you don't have a code, that doesn't mean that you don't have a problem. A generic code reader will tell you the bare basics. The SD-2 was built for/designed for full connectivity on the 360. Readiness has to do with systems monitoring...(To specifically answer your question: The SD-2 and generic readers display the identical information with regards to readiness. Readiness states are determined by many factors including, but not limited to the number of drive cycles since the system was last reset, powered down or cleared. So, in that you had two monitors (for readiness states) "not ready" tells me that one of the above conditions was recently met. As you simply drive the car (or follow the FNA TSB on setting drive cycles) you noticed that your "Cat readiness" state when ready. That is to be expected. What I have found on these cars is that the SAC readiness will set, it just takes the longest of the group. Despite what the WSM infers on the 360, your front O2 sensors are wide-band units. The rears are conventional O2 sensors. When the SAC pump is running, you should see a pretty dramatic change in the waveform on the rear O2...as you're pumping O2 into the cat. FWIW, I'd consider taking a look at the rear O2 sensors.
Aside from checking the rear O2 sensors, remove the steel braided hose on the entry port of the air valve. Stick in your index finger and swipe it around the body. If your finger is covered with black soot, you have a leaky air valve.
Monitors are what set DTC's. There are two types of Monitors; Continuous and Non-Continuous Monitors. Continuous Monitors are Misfire, Fuel System and Comprehensive Component, they run all the time. Non-continuous are Catalytic, Secondary Air, O2 Sensor, EVAP, etc. They run when enabling criteria are met. Some Monitors have to run before others run. An example is the Cat monitor, since the Cat uses O2 sensors to run their Monitor the O2 sensor must run and pass with no DTC's before the Cat Monitor can run. The Monitor running to completion just means that and nothing else. The important thing is running to completion with no DTC's set from that Monitor. You have not met the enabling criteria for the Secondary Air to run, continue to drive and it will run if all the other monitors have run. If you clear codes then you clear the Monitors and have to start at the beginning.
From another F-Chatter ... Generally speaking however, once up to temperature your primary O2 sensors will be switching up and down normally from around 200 to 900mv. If your secondary O2 sensor is slightly following the primary but mostly flatlined at around 500mv your catalyst is functioning. Data logging this morning revealed my O2 voltage from 0.335 to 0.720, with most of the time in the high-fives to low-sixes. This indicates to me the cats and sensors are okay. On cold-start I can feel the air pump running and the two air valves “vibrating” or “chattering”, all for about thirty seconds. At that time the three go quiet, ostensibly following a command issued by the Motronic that it is satisfied with the transition from cold-start to warm-idle. It is known with these cars that even though all the other inspection readiness codes are good, it is common for the air test on a Ferrari to not be. Sometimes this will clear after driving for a while; however, the air system can also be a challenge to go green. I have heard it from a couple of different folks that the Ferrari OBD system has some unique programming that us mere mortals may never 100% understand, so we just shrug our shoulders “oh well”. Perhaps that is why Texas (your state may vary) allows one readiness code to not be set, as long as all the others are, allowing the car to pass annual emissions inspection. If they were to plug into my car (your 360 may be no different?) it will show the secondary air system check as “incomplete”. Means it is neither good nor bad, just incomplete. Translation – the generic CEL code reader doesn’t understand the Ferrari emissions protocol, so it calls that part of the systems check as “incomplete”?
Ahh, that's the challenge ... how long to drive for? I was a constant highways speeds for thirty minutes, and all systems were green except the air system was incomplete. Admittedly, I did not (and don't plan to) follow the impractical Ferrari procedure after resetting an ECU. Eventually I will have gone through all those driving steps, so perhaps at that time the air readiness test will be complete.
As I mentioned earlier, drive cycles not miles, are needed to set the SA system....The SA system is not doing anything after the first minute or so of running.
Then that is the conundrum, no? The air system is initially on only during the cold-start, being subsequently turned off by the ECUs for the remainder of that drive. If a CEL code reader is subsequently plugged in after the engine is warmed up, it will never see a completed readiness test for that particular parameter, because the air system is no longer running at that time. Unless the CEL code reader is looking for if the air pump was running at start-up, which mine does. I have seen the readiness test for air injection be successful on other makes of cars, so perhaps there is something unique about how Ferrari programmed their OBD in regards to EPA compliance issues, so thats the way it is.
The monitor does not work that way the way you envision. To set readiness, counters are often utilized. Simply stated, the SA system needs to run x amount of times, from a cold condition, as defined in the internal parameter table, to set the monitor state to ready. And yes, Ferrari does things differently. Ferrari does what Ferrari wants. The above mentioned readiness document from FNA is borderline comical for anyone who's actually dealing with what you are.
Thanks for helping me understand the sequence! Ain't that the truth! Which is why in post # 6, I don't plan to try it unless I have nothing better to do tomorrow morning early, before the traffic begins. My neighbors will love me for idling four minutes with a Stradale muffler on a day they might be sleeping in.
My pleasure. I think you should be out of the woods now. However, do keep in mind that the check valves, as previously mentioned, should be visibly inspected for blockage/failure.
I posted the document at face value, nothing more, nothing less. A local 360 owner sent it to me after he used the procedure successfully to pass NYS inspection given his monitors where not ready. I happen to feel documents from FNA or Ferrari engineering have value. To the OP, it was posted as an FYI, nothing more, nothing less
If the air system comes on for only a brief time each time the car is cold-started, the tactic inference is that the car will have to be started X times for this parameter to be set? Does anybody know what number X equals?
Sticky Dave - no offense taken and no offense meant. I belief the "comical nature" of the comments fastradio and I were referring to are the literal instructions. For example, there is no way you can go from idling in the driveway to driving 2500 RPM in fourth gear, without driving to that long stretch of interrupted road which is at least 3.5 miles long. In most neighborhoods, that is not possible without having to stop at a light, unless you live right next to a test track. Nonetheless, thanks for posting the TSB.
Hi Andy, sure, it leaves some for interpretation. It says "drive the car normally " comma, then the 3rd and 4th gear RPM range / time. So I read that as drive until you can get to a spot to run as stated. I'd have to ask the local owner what he did exactly. I know he was not able to pass inspection until he did this.
What do you know about this? I am not being sarcastic, but genuinely asking if you have a known experience. Clearing the readiness code should achieved by following the TSB (which I did, with no success) that makes no reference to the number of drive cycles. My CEL code reader indicates than all other systems are good to go. It is written that the various readiness codes are inter-dependent on each other. At this point I am more intrigued about the programming logic, because if everything else is good, then what is required to clear the air code? For me, this is turning more into a "detective project" than a "fix it project".
As I work through the litany of the subject title, I am drawing this conclusion. If the MIL is on there is a DTC to be investigated but just because the MIL is not on doesn't mean there isn't a DTC. Do I understand that correctly? If so, the only way to see a DTC is if somebody intentionally connected a code reader, otherwise they would not be the wiser (MIL is not on to alert them of anything) until it is time for their state emissions inspection. My understanding is that once a readiness parameter is good to go (green check mark) it stays that way until there is an event which causes it to change to red. Yesterday the only red X was the air system on my car. I attempted the TSB driving reset procedure this morning and afterwards saw the CEL ... it was the main cats code, which I sometimes get with aftermarket headers. After clearing it, I checked the readiness codes to see if the air system was green. Not only was it still red, but so was O2 and EVAP. Driving around, these two went back to green. Did those two change from green to red because of the cat DTC or because of the TSB driving procedure?
That explains why after clearing the CEL, the EVAP and O2 went from green, back to red, then to green after driving. The counter started from zero again until those readiness tests were satisfied. This part of the mystery is clear (no pun intended) to me now. My air pump works and there is vacuum to the manifold valves. I can feel the valves opening upon cold-start, which indicates the solenoid that controls the valves is responding to the ECU signal telling it to open the valves. Best I can tell there is not a feedback signal back to the ECU from the check valves, confirming the signal to open. If so, then what is the ECU basing its information on, to render an incomplete status to the CEL code reader? I followed the TSB driving reset procedure which did not work, suggesting that it is not so much completing the procedure, but repeating it X times? Does anybody know how many times X means, before the air system status is complete?
The last few 360s that ran through the shop required 4-7 cycles of the air injection system before readiness occurred. Ambient temperature and the length of time that the car sat cane into play, as well. Very little is documented by Ferrari with regards to readiness. And even if anyone actually followed that FNA document, to the letter, the SA monitor will not set. Due to the age of the car and the number of monitors, it still would pass inspection in any state with one monitor not ready. I know that wasn't your question, though...
Actually, that does answer my question (how many cycles) so thanks! The mythical "official Ferrari readiness code test sheet" is my next quest.
