Go to www.realoem.com and enter the last 7 characters of the car’s vin. Hit enter and bookmark the page. That’ll tell you whether you have an M54 (yeah!) or an M56 ( ).

 

Thanks for the link, do you know of a reputable place to find used parts?

 

I bought almost all my parts for my now-departed E46 from
Fcpeuro. The company is located in Connecticut. Lifetime warranty!

 

Update: 10 nov 17

From, 01 OCT 17: So I wiped the code using my PLX kiwi (logger) and all was well for a while up until a few days ago. As of, 07 NOV 17 my SES light came on again with the same P2440 code and now a P1412. I'm assuming after wiping the code the pump or valve was nearing the end of its lifecycle. More to the point, I went to test both the pump and valve today, the test can be viewed in this video----> https://youtu.be/4LFwJFtOEo8 ....I'm looking to confirm my hypothesis such that both the pump and valve need to be replaced since the is no pressure nor vacuum respectfully. The video cuts out near the end (my phone temp was too cold). Before the video cuts out, I was adding that I cleared the code using the PLX kiwi. (Note: In the picture of the air pump, the date on top in yellow reads 11-9-15.)

FOR REFERENCE: The link below has a informative "how to" for checking and replacing the aforementioned.
http://www.pelicanparts.com/BMW/tec...ur_Secondary_Air_Components/27-FUEL-Replacing_Your_Secondary_Air_Components.htm

 

So here is the issue, the SAP pump will only run about 5 seconds with the output hose disconnected. This system uses an input MAF (Mass Air Flow sensors) to measure the amount of air the SAP pump moves. If it moves too much or too little air, the pump will be shut off in about 5 seconds.

The hose attached to the SAP output check valve will not have vacuum on it, this is a pressure hose from the SAP pump and the exhaust will not draw a vacuum through this valve otherwise the Pre-cat O2 sensors will not detect and read the Oxygen content in the exhaust properly.

So the question is how long will the pump run on cold start with the hose connected. It should run for approximately 90 seconds or until the engine coolant temperature gets to 40C/104F. At least this is how the non MAF based SAP systems function.

 

According to this diagnostic test video you're incorrect, ----> https://www.youtube.com/watch?v=BorvhLzWio4 ..... this is the basis of my assumptions of the aforementioned. Additionally, the question at hand is if the pump and valve are operating properly or if they need to be replaced.

 

Well you stated I am incorrect, so you believe the YouTube video. :facepalm:

It video is not very accurate and as the person in the video stated you should feel EXHAUST coming out of the hose connected to the SAP control valve although he stated he felt exhaust and vacuum. What he probably felt were exhaust pulses, not vacuum and the exhaust will only be present while the vacuum is controlling the valve located under the rear of the intake manifold.

The issue is your car is VERY different and has a different SAP configuration. The SAP output pipe should not and will not have vacuum and it should not and will not not have exhaust coming back out of the pipe that connects to the SAP pump as the valve on your car is a check valve that opens under pressure from the SAP pump, it is not vacuum controlled like on some models.

Trust me, I do know this system better than you think I do.

 

Without an initial reference I resorted to using YouTube as a baseline hypothesis yes, that is correct. I then posted on this forum to confirm or deny these results. Seeing first hand from the video it seemed true to what was concluded with no other conflicting information. You then posed a different idea, comparing this from the basis of what I seen I concluded you to be incorrect, again yes you're correct. I felt nothing from the hose, assuming the valve is remaining in the closed position. I wasn't aware that mine was different, I did search multiple videos until I found the one presented which matched my engine (M54). From your response I'm concluding your thoughts are that the system is operating correctly. Am I correct?

With all this aside, I'm trying to find a solution to the problem. I do appreciate you're criticism but with no extensive knowledge of these cars YouTube was an option. Getting back to the matter at hand, I'm looking for the best course of action to tackle this issue if you have any relevant feedback on what to check next I can start there.

 

I am suspicious of the codes that your tool provided. They may be accurate, however, I do not think I have ever seen these codes on this SAP system.

Assuming all parts are working properly the SAP MAF is usually the issue and often the code would be P0411.

I really prefer the OBDFusion App and it has a lot of history of providing correct data. It will work with the Kiwi 3 interface, not sure about the other Kiwi interfaces.

 

I just recently tested my '06 with MAF controlled SAP. Here's what I did.

Remove the hose between pump and valve, easy squeezy. Remove valve (two nuts) and inspect. My upstream was very clean, downstream a little sooty.

Blow in the pump side of the valve. You should be able to blow it open against the spring.

Replace the valve but not the hose. Have a helper start the car because you have to work fast.

When/if the pump starts, quickly feel strength of air flow, then jam your finger in the pump outlet. DME should give you an improper flow code. It will probably do this even without your finger; code is improper flow, not high or low specifically. As jfoj says, it will stop in about 5 seconds to protect the pump. No flow, low flow, running more than 5 seconds or no codes require more diagnosis. Mine had good flow and threw the correct code when I choked it out.

Now at your leisure, feel the valve inlet. It should be preventing any exhaust from escaping. If it's leaking exhaust and needs replacing. It might also kill your pump in short order.

Vacuum isn't involved anywhere.

 

Do these steps need to be performed on a cold start up? I will look for the code pending the results.

 

Leaking exhaust *it* needs replacing. I can't type fast enough to keep up to you two.

 

I have confirmed my tool's codes with that of a local shop's tool. Both sets of codes have been proven to be identical. Additionally, I have two other handheld scanners I could use to confirm or deny for a third and forth time. Although, given the identical codes from two different means I nullified the additional testing. Given the app you suggested costs $9.99 and I have already paid for the current app I'm using (DashCmd) I would rather retest the codes with my handhelds. I'm not trying to step on your toes, I'm aware of the feedback you've achieved from others and that you're proven to be a valid source.

 

I think the SAP will run during any start warm or cold, but it probably runs for a longer time on a cold start. But the pump doesn't need to run at all for any of the valve tests.

 

The SAP typically does not run if the engine coolant temperature is at or above 40C or 104F.

Additionally at very cold temps, below freezing it may only run for a few seconds to avoid condensation and freeze ups.

 

in September before my last e46 died (RIP), I had P2440. Earlier, in March of this year, I had replaced the SAP MAF, SAP Check Valve and Check Valve Hose due to P0411 (just wanted to cover as much as I could). During the replacement I noticed that my SAP had an orange fluid in the hose leading to the Check Valve FROM the SAP side of the Hose, and also a substance that resembled ear wax had built up in the old Check Valve. My suspicion was that condensation on the metal disk (I think it's metal) inside the SAP had been slowly building up rust and was blowing rusty condensation into the Check Valve in the morning during cold starts; essentially rendering it unable to open and caused the P0411. I think the same issue caused the NEW (6 month old OEM) Pierburg Check Valve to seize open in September. The only part in the entire SAP system I had not replaced was the SAP itself, and so, I believe the rusty condensation from the original SAP continued to affect the over all health of that system. OP might want to look into that.
The image below show the original Check Valve (left) along side the OEM Pierburg replacement (right) in March.
**EDIT** used OBDFusion to read codes every time.

 

I will certainly consider this to mitigate possible contributing factors, thanks for the reference picture as well. I had a busy day today and was unable to perform the test aaalbedo suggested, although its on my priority list. I'm also unsure of the material used to manufacture the gasket....

I'm going to pm you @Delineation I have some questions unrelated to this thread.

 

OP, one note. The mechanical tests are worth while, but obdfusion is invaluable. If you're serious about maintaining this car it will be the bet $10 you'll ever spend.

 

Update: 14 NOV 17

So I scanned for codes again, this time using the OBD fusion app, I have attached a screenshot. The result is the same code my other app had picked up, P1412.

 

Run a Diagnostic Report with the engine running and preferrably warm. Touch the Report button on the lower right hand side of the display. Make sure you SAVE the Diagnostic Report. Then upload the Diagnostic Report via DropBox or another file sharing service and post the link here. Or you can email to the address in the PDF in the link below.

P1412 = Secondary Air Pump/Secondary Air Valve Large Leak

So assuming the SAP MAF is working properly, it seems that there may be a leak in the output hose and/or possibly the SAP output check valve spring may be broken or weak.

This assumes the code is reasonably accurate.

If you can Log a Cold Start, then we can see exactly how long the SAP pump is commanded to run.

See the PDF in the link below, it is Andriod specific but the same general rules apply to iProducts, the Menus may be different.

http://forum.e46fanatics.com/showthread.php?t=1097893

 

Here's an example; my car has wideband O2 sensors and a MAF based SAP system, same as OP's car. You can see the SAP start (goes to status 1) and stop (goes to 4), then the pre-cat O2 sensors respond to the extra oxygen. Fuel system status goes closed loop (status 2) soon after the SAP stops.

https://www.dropbox.com/s/m0ncge5jb3ab86r/Example SAP run with wideband O2 sensors.xlsx?dl=0

My pre-cat O2 sensors are new, but post-cat are probably original. Post-cats don't respond to the SAP; I don't know if this is normal, or if mine are sluggish. They don't start to respond until about 200 seconds after starting the engine.

 

Highway cruise
https://www.dropbox.com/s/kp22cy9srfg2uyc/Highway cruise 1 2017-11-15(best).csv?dl=0

Diagnostic report (after highway cruise)
https://www.dropbox.com/s/sk7vxlihughkw7w/Diagnostic Report 2017-11-15.html?dl=0

4 min idle (after highway cruise & diagnostic report)
https://www.dropbox.com/s/mf9w4j5xfhk4wk1/4 min idle after highway crusie.csv?dl=0

Cold start (morning after highway and idle tests)
https://www.dropbox.com/s/vikqktbwd5orhnq/Cold start.csv?dl=0

Cold start diagnostic report
https://www.dropbox.com/s/gasmu629xl4tdss/Diagnostic Report 2017-11-15.html?dl=0

 

SAP appeared to run for 26 seconds on the Cold Start Log and stopped as soon as the engine switched from Open to Closed Loop fuel control. This is what I would consider as pretty "typical" behavior. Pre-cat O2 sensors did register the additional oxygen in the exhaust due to the SAP operating. I do not think I have any baseline Logs handy from a "good" car to compare at the moment.

This is a rather strange code for the MAF based SAP system. I am starting to think if there is a problem, there may be missing or damaged O-ring within the hose that connects from the pump to the SAP output check valve??

These quick connect hoses have O-rings typically inside the connectors to seal properly, unlike a standard hose that connects to a nipple with a clap, these quick connect hoses need to seal on the inside.

Not sure how easy this will be to check out and test for, but worth checking into in more detail.

 

I will inspect the hose, and visually inspect the check valve for obstruction tomorrow, I'll report back following this.