That trio of warning lights with P2440 or P2442 is the 5.7's secondary air injection system failing — a known weak point now well outside warranty. We replace the pump and switching valves at your home and put the dash back to dark.
The secondary air injection system on the 2007–2014 5.7 Tundra and Sequoia pumps fresh air into the exhaust for the first minute after a cold start, helping the catalytic converters light off faster. The problem is where Toyota put it and what it ingests: the Denso air pump pulls in ambient air, and in a Canadian climate that means moisture — which condenses inside the pump and valves, freezes, and corrodes the works. The switching valves that gate air into the exhaust stick and fail, throwing P2440 and P2442 ('air switching valve stuck open').
When the system faults, the truck doesn't just turn on the check engine light — it disables VSC stability control and TRAC traction control, and can drop into reduced-power limp mode. Toyota ran an extended warranty campaign on these parts because failures were so common, but for most trucks that coverage has long expired, leaving owners with a dealer quote for a system the truck only uses for sixty seconds per drive.
The fix that actually lasts is replacing the pump and the switching valves together with updated parts — replacing just the part that threw the code usually means the other side fails months later, because everything in the system has been breathing the same moisture for the same fifteen years.
If your Toyota is doing any of these, this is the likely cause:
A stuck-open switching valve isn't just a light on the dash — it's an open path for exhaust moisture and pulses to backfeed into the pump and plumbing, which accelerates the rot. Limp mode can show up at the worst time, like merging onto the 401 with a trailer behind you. And driving all winter with VSC and TRAC disabled means your truck's stability systems are off exactly when you need them. The lit check engine light also masks any new fault that pops up behind it.
Yes — this is one of the most driveway-friendly jobs on the 5.7. The pump and valves are accessible without pulling major components, and the verification is done with a scan tool, not a dyno. Half a day at your place and the dash is dark again.
Genuine pump and valve parts aren't cheap, and dealers price the job to replace the entire system at book hours with dealer-rate labour. There's also a 'campaign expired' effect — they did these under warranty for years and the retail price reflects full book time. We give you one flat quote for the complete job — pump, both valves, testing — agreed before we touch the truck.
The engine will run, but you're driving with stability and traction control disabled, you risk limp mode at random, and the check engine light will hide any new fault that appears. On a truck you rely on, that's a bad trade for putting off a known fix.
On a system this age, the pump and both valves have all been ingesting the same moisture for the same years. Replacing one piece usually buys you a few months before the next code. We replace the set with updated parts so you do this once.
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