458 P0412 Check engine (secondary air injection valve a) Air Pump not turning on. Help

If you jumper around the relay and turn on the air pump does the cel clear on the next start?

If it doesn’t then the code has to be cleared by an OBD reader.

But if the car is capable of getting the air pump to turn on but doesn’t then it suggests the ecu is not setting it for some reason or is a different error is stopping it.

I take it the swap in relays did not change the on behavior??

SV

 

I’ve heard that a Ferrari diagnostic code reader is supposed to be used on modern cars such as 458/488

Perhaps you should bring it in to your dealer for a diagnostic evaluation.

 

According to my limited understanding, if the problem is to do with secondary air pump issues, this has little affect n the health of the engine or performance. Most of the small black plastic tubes running across the engine compartment are due to emission regulations which are only relevant during the first two minutes when you cold start an engine! Many time it is something as minor as stuck or non functioning valve. All of these small tubes tend to leak at their connection points too.

Sort of like the crazy rubber valve apparatus at the gas pump which makes life less pleasurable whenever you try to fill your tank!

 

In the US we have left Gerald usually Democrats who are cons Derim

That’s my hood!
I used to try to do a lot of diagnostic and general work on my cars, but over time I found that many things prevented that. So that’s why I suggested letting your dealer sort it out. Usually not much savings either

 

Do you have a valve controller to open and close them? Mine popped up when I had my valves open and that is when I had that same code. Dealer checked out my issue and said it’s the valve controller and reset the car for me. Haven’t had the issue ever since.

 

And not the O2 sensor??

SV


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Did you clear the message (once or more often) ?

 

Sorry, are you seeing an ecu response? Trying to open the pump??

SV

 

I’m having the same issue! Any update on this Sam4151??

Thanks!

 

I’m having the exact same issue, checked everything and it’s good. Did you ever figure out what it was for you?

 

Same issue here! Anyone find a cause?

 

personally i don't have this issue but a member just posted about it and was trying to help by searching the issue, seems like the op sam4151 is one of those forum users that don't give a crap about updating the thread with the outcome...just ask for help, get suggestions, but don't give back...seems very common on this board.

 

I had a vehicle in with the same issue and ended resolving the issue which i originally posted over on Reddit about. And it contains A solution which may not be applicable to everyone.

https://www.reddit.com/r/Ferrari/comments/rq163f/2012_ferrari_458_italia_check_engine_p0412/

*SOLVED*

I wish this ended in a better way but hopefully this helps others in the future if they run into this issue. Hours and hours of diagnosis trying to chase down this mystical short.

So what ended up being the issue was the secondary air valve connector (L300) was plugged into the PCV Solenoid (S117* USA/CAN Only) which is why the entire circuit was showing a short as the connector unplugged from the secondary air switching valve was never unplugged. And that connector shares a common wire with the right bank ignition cylinders, ION ECU, RH Cam Adjusters and RH MAF. So if you ever see intermittent codes for any of the following and a permanent P0412 and it is a North American market car then this is most likely your issue.


So how did happen? Among all the connectors, these two solenoids are the only common 2 wire connector in that area of the car (back and side of sump tank). The secondary air switching valve (L300) comes from the RH ignition coil harness and the PCV Solenoid (S117) comes from the LH ignition coil harness. L300 is closer to the LH and S117 is closer to RH but The S117 connector from the LH is way longer and appears that length is used to get to L300 as it sits near the bottom of the sump tank. And the actual L300 is short and just long enough to actually reach the secondary air switching valve (L300).

The car was at another shop prior to us, what they did we do not know. But it was most likely caused by them not knowing where the connectors went and plugged them in to the closest matching end. I don’t know if they gave up and couldn’t figure it out or the customer got frustrated. But that’s how it ended up in my hands.


So what kind of issues does this cause? Well, it completely trashes the secondary air system as well as effects drivability. The secondary air pump will not kick on because of this and cause a CEL. It causes intermittent faults with ION ECU which controls your knock sensors and ignition timing to an extent. It will also cause an intermittent MAF correlation as it is now effecting the MAF sensor that is also connected on that harness.


So after hours of chasing wires, it was two connectors flip flopped. I wish I caught it earlier but I didn’t even think based on the length of the wires that they were backwards and overlooked it.

 

I'm glad you figured it out. I work on cars a lot, and considered a pretty good troubleshooter, but damn, I am thoroughly impressed with your troubleshooting skills.
NICE WORK!!

 

I have heard of similar issues on bmw
I dont know why manufacturers if they use same connector color code both connectors somehow??

 

@sam4151

ever fix this. I am having this issue now.

 

same issue--i get the P0412 code about every third restart. I saw a post suggesting the battery.....? mine is 4-years old,
seems several have posted this issue but not many have posted solutions. So far Ive only looked for loose wires and hoses.
any help appreciated