OBD-II code P2446 indicates that the secondary air injection (SAI) pump on Bank 2 of the engine is not spinning or operating as expected during the cold-start emission-reduction phase. The powertrain control module (PCM) commands the pump on and monitors pump speed or system pressure; when feedback shows the pump is stuck, seized, or not turning, it sets P2446. This code is emissions-related and often has minimal drivability impact but will typically cause an emissions test failure.
The electric pump motor and its internal brushes wear out from heat and age; corrosion or moisture intrusion can also seize the rotor. This is the most common cause of a 'stuck' pump code.
The vacuum-operated or electrically actuated diverter and shut-off valves on Bank 2 can stick closed or open due to carbon buildup or a broken diaphragm, preventing airflow and making the pump appear stuck.
The one-way check valve in the air injection line can stick closed (blocking pump output) or leak exhaust back into the pump, causing the PCM to interpret the system as malfunctioning.
Corroded connectors, broken wires, or a failed SAI relay can cut power to the pump motor, leading the PCM to flag it as stuck.
Carbon deposits, corrosion, or a damaged hose in the air injection passages on Bank 2 can prevent proper flow, producing the same feedback as a seized pump.
A faulty PCM driver, software issue, or internal failure is possible but uncommon; this should be considered only after the pump, valves, check valve, and wiring have been ruled out.
Yes, in most cases. P2446 is an emissions code and the vehicle will usually run and drive normally. However, the underlying fault should be repaired before the next emissions test.
A seized electric pump that still receives power can overheat, draw excessive current, and in some cases damage the relay or wiring. It will not harm the engine or catalytic converter directly, but it should not be left unresolved.
Almost never. The vast majority of P2446 faults are caused by the pump itself, the switching valves, the check valve, or the wiring/relay. Replacing the PCM is an expensive last resort and should only be done after all other causes have been ruled out through proper testing.
Costs vary widely depending on whether the failed part is the pump, a valve, the check valve, or just wiring. Because pricing differs by vehicle, region, and part source, a specific dollar figure is not appropriate here; obtaining quotes from a qualified repair facility is the best way to estimate cost.