
Driver's Airbag Inflator Open or Increased Resistance
B0001 may indicate an open circuit or increased resistance in the driver’s airbag inflator circuit.
Article vehicle: 2010-2015 Honda Civic 1.8 Gas
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System overviews and published DTC guides for this vehicle family.
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EVAP system
Learn how the EVAP system works on the 2010-2015 Honda Civic 1.8 Gas, how its main failure categories differ, and how to plan diagnosis.
Engine timing and valve control
Understand mechanical timing, CKP/CMP signals, and oil-operated VTEC control on the 2010-2015 Honda Civic 1.8 Gas before diagnosing related DTCs.
Fuel system
Understand fuel delivery, mixture feedback, and cylinder imbalance on the 2010-2015 Honda Civic 1.8 Gas before diagnosing P0172, P2097, or P219A.
Vehicle network
Understand network communication, reporting modules, and power-versus-wiring diagnosis on the 2010-2015 Honda Civic 1.8 Gas before investigating U-codes.

B0001 may indicate an open circuit or increased resistance in the driver’s airbag inflator circuit.
Article vehicle: 2010-2015 Honda Civic 1.8 Gas
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B0002 may indicate a problem in the driver's airbag inflator circuit, often described as an open circuit or increased resistance condition.
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B0010 may indicate that the SRS unit is detecting an open circuit or increased resistance concern in the front passenger airbag inflator circuit.
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This code may mean the SRS unit is seeing an open circuit or higher-than-expected resistance in the front passenger airbag inflator circuit.
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This code may mean the SRS unit is detecting an open circuit or higher-than-expected resistance in the driver’s side airbag inflator circuit.
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B0021 may mean the SRS unit is detecting an open circuit or increased resistance in the left side curtain airbag inflator circuit.
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B0028 may mean the SRS unit is seeing an open circuit or increased resistance in the front passenger's side airbag inflator circuit.
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B0029 may indicate an open or increased resistance condition in the right side curtain airbag inflator circuit.
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B0079 may indicate that the SRS unit is detecting an open circuit or increased resistance in the driver's seat belt outer lap tensioner circuit.
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B0090 may mean the SRS unit is not receiving a usable signal from the left front impact sensor circuit.
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B0091 may indicate that the SRS unit is not receiving the expected signal from the left side impact sensor circuit.
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B1036 may mean the MICU system is seeing a possible problem with the ignition-one power supply circuit it monitors.
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B1077 may mean the MICU is seeing a problem with the windshield wiper switch AS signal or the related front wiper circuit feedback.
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B1079 may mean the vehicle has detected a problem in the daytime running light control or high-beam related lighting circuit handled by the MICU.
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B1129 may indicate that the MICU is seeing an implausible driver's door lock knob switch input for the lock and unlock circuits.
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B1175 may mean the gauge control side is seeing a possible problem in the fuel level sensor circuit.
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B121A may indicate an open in the climate control mode control motor circuit.
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B121B may mean the climate control unit is detecting a possible short in the circuit for the mode control motor, which controls where air is directed through the HVAC vents.
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B121D may indicate a communication problem between the climate control unit and the humidity/in-car temperature sensor circuit.
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B1228 may indicate that the climate control unit is seeing a possible short in the outside air temperature sensor circuit.
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This code may mean the climate control unit is not receiving the expected sunlight sensor circuit input.
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B1231 may indicate that the climate control unit is seeing an open circuit condition for the evaporator temperature sensor signal.
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B1232 may indicate that the climate control unit is seeing a possible problem with the evaporator temperature sensor input or its circuit.
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B1233 may indicate an open circuit concern in the air mix control motor path for the climate control system.
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This code may mean the climate control unit is detecting an abnormal condition in the circuit used to control or monitor the air mix control motor.
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B1235 may indicate that the climate control unit is seeing a problem with the air mix control motor circuit.
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B1240 may indicate that the climate control system is having a problem with the mode control motor circuit or the parts that move the air doors.
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B1241 may indicate a blower motor circuit problem in the climate control system.
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B1275 may mean the MICU is seeing a headlight switch position signal that does not agree with the expected switch state.
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B1276 may indicate that the MICU is seeing a headlight switch position signal that does not match the expected combination light switch state.
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B1278 may indicate that the MICU/body electrical lighting system is not seeing the headlight switch position circuit as expected.
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B12D1 may mean the keyless access power control unit is seeing the IG1B ignition power circuit behave differently than expected.
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B12D2 may mean the keyless access power control unit is seeing an unexpected IG2 circuit state for the current ignition mode.
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B1646 may indicate an open condition in the driver's door low-frequency antenna circuit used by the keyless access and one-push start system.
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B1648 may indicate that the keyless access control unit is seeing a possible problem in the front passenger door antenna circuit.
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B1658 may indicate that the keyless access control unit is detecting a possible open condition in the rear bumper LF antenna circuit.
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B1660 may indicate a problem with the front interior LF antenna circuit used by the keyless access and one-push start system.
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B1664 may mean the keyless access control unit is seeing a possible open condition in the rear interior low-frequency antenna circuit.
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B1668 may mean the keyless access control unit is not seeing the rear shelf or rear interior LF antenna circuit as expected.
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This code may mean the SRS control unit is detecting a possible problem with the installation or connection of SRS unit connector A.
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B2983 may indicate that the climate control unit is seeing a problem in the circuit that controls the fresh and recirculation air door motor.
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B2986 may mean the climate control unit is detecting a possible open in the recirculation control motor circuit.
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P0113 means the PCM may be seeing an intake air temperature sensor signal that is higher than expected, which often corresponds to an unrealistically cold temperature reading.
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P0172 means the fuel control system may be seeing a mixture that is too rich.
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P0328 generally means the PCM may be seeing a knock sensor signal that is higher than expected.
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P0339 may indicate an intermittent interruption in the crankshaft position sensor circuit.
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P0369 may mean the ECM/PCM is seeing an intermittent or noisy camshaft position signal on the CMP B side.
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P0455 may mean the EVAP system is seeing a leak condition where the system may not seal and hold vapor system pressure or vacuum as expected.
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P0456 may indicate the EVAP system is detecting a small leak in the sealed fuel vapor system.
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P0497 may indicate that the EVAP system is detecting lower purge flow than expected.
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P0498 may mean the PCM is seeing a low-voltage condition on the EVAP canister vent shut valve circuit.
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P0502 may indicate that the PCM is seeing a problem in the CVT speed sensor electrical circuit, often described as an open or short condition.
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P050A may indicate that cold-start idle airflow control is not responding the way the ECM/PCM expects.
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P0532 may mean the PCM is seeing the A/C pressure sensor signal lower than expected.
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P0533 may mean the ECM or PCM is seeing the A/C pressure sensor circuit signal as high.
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P0602 may indicate that the ECM/PCM programming or update process did not complete correctly.
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P060A may indicate that the ECM/PCM is not passing an internal control module check.
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P0615 may indicate that the ECM/PCM is seeing an unexpected condition in the starter cut relay diagnosis circuit.
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P0641 means the PCM may be seeing a problem on a sensor reference voltage circuit.
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P0651 may mean the PCM is detecting a problem on a shared sensor reference voltage circuit.
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P065A may indicate that the ECM/PCM is detecting an ACG or charging-system malfunction.
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P0685 may mean the ECM/PCM power control circuit is not behaving as expected, or the ECM/PCM may be detecting an internal circuit problem.
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P0706 may mean the PCM is not seeing the expected gear-position signal from the CVT transmission range switch circuit.
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P0716 may mean the PCM is seeing an input or turbine speed sensor signal that does not match expected CVT speed behavior.
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P0717 means the control module may not be receiving a usable input shaft, or mainshaft, speed sensor signal from the automatic transmission.
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P0720 may indicate that the ECM or PCM is not seeing the expected output shaft, or countershaft, speed sensor circuit signal.
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P0722 may mean the PCM is not receiving the expected output shaft, or countershaft, speed sensor signal from the automatic transmission circuit.
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P0741 may mean the PCM is seeing the torque converter clutch not apply or hold as expected, often described as a stuck-off lock-up condition.
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P0746 may indicate that the CVT control system is seeing a possible drive pulley pressure control problem inside the transmission.
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P0747 may indicate that the automatic transmission clutch pressure control solenoid valve A is being reported as stuck on, so pressure control behavior may not match what the ECM/П
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P0752 may mean the transmission control system is seeing Shift Solenoid Valve A stuck ON or not responding as expected hydraulically.
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P0756 may mean shift solenoid valve B is being interpreted as stuck OFF, or that the expected hydraulic shift response is not being seen.
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This code may mean the transmission control system is seeing shift solenoid valve B behave as if it is stuck on.
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P0767 may mean the control module is detecting shift solenoid valve D as stuck ON in the automatic transmission.
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P0776 may mean the automatic transmission control system is seeing A/T clutch pressure control solenoid valve B as stuck OFF.
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P0777 may mean the automatic transmission control system is seeing clutch pressure control solenoid valve B behave as if it is stuck on, so commanded pressure control may not match
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P0780 may mean the CVT control system is seeing shift behavior that does not match the expected control result.
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P0793 may mean the PCM is not receiving the expected speed signal from the intermediate shaft speed sensor A circuit on the CVT.
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P0796 may indicate that the CVT pressure control solenoid valve C hydraulic control response is not behaving as expected, or may be stuck off.
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This code may indicate that A/T clutch pressure control solenoid valve C is stuck on, meaning the transmission may be applying or holding clutch pressure when it should not.
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P0842 may indicate that the CVT control system is seeing a low signal from the transmission fluid pressure sensor/switch A circuit, often tied to the driven pulley pressure sensor.
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P0843 may mean the PCM is seeing a high signal from the CVT driven pulley pressure sensor circuit.
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P0847 may indicate the PCM is seeing a low signal on the transmission fluid pressure switch B, or 3rd clutch pressure switch, circuit.
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P0848 may mean the transmission control system is seeing the transmission fluid pressure switch B, for the 3rd clutch, stuck high or not changing as expected.
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P0966 may indicate a possible electrical fault in the A/T clutch pressure control solenoid valve B control circuit.
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P0970 may indicate that the CVT pressure control solenoid C control circuit is being seen low by the control module.
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P0974 may indicate an open-type electrical fault in the shift solenoid valve A control circuit.
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P0976 may mean the control circuit for shift solenoid valve B is being seen as electrically low by the powertrain controller.
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P0977 may mean the ECM/PCM is seeing an unexpectedly high electrical condition on the CVT shift solenoid valve B circuit.
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P0980 may mean the PCM is detecting an open-type electrical problem in the shift solenoid valve C circuit.
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P0983 may indicate an open condition in the automatic transmission shift solenoid valve D circuit.
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P1109 may mean the ECM/PCM is seeing a barometric pressure signal that appears higher than expected or outside its normal plausibility range.
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The ECM/PCM may be seeing a MAP sensor signal that is higher than expected for current engine operation.
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P1157 may mean the PCM is seeing a possible malfunction in the air fuel sensor 1 AFS circuit.
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P1172 may indicate the ECM/PCM is seeing the A/F Sensor, Sensor 1, circuit as out of range high.
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P1298 may mean the PCM is seeing an electrical load detector circuit signal that is higher than expected or not plausible for the operating condition.
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P1454 may indicate an EVAP system pressure or venting plausibility problem involving how the fuel tank pressure signal responds during EVAP operation.
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P145C may indicate that the ECM/PCM is seeing EVAP purge flow behavior that does not match the expected purge-flow logic.
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P154A may mean the ECM/PCM is detecting a possible internal battery sensor fault or an issue affecting the battery sensor signal path.
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The ECM/PCM may be detecting a problem in the electronic throttle control relay circuit.
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P1659 may mean the PCM is detecting an electronic throttle control relay circuit condition that does not match the expected relay OFF behavior.
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P1683 is a throttle valve default position spring performance code. It may mean the ECM/PCM is seeing throttle valve return behavior that does not match what it expects.
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P16BB may mean the ECM/PCM is seeing a low-voltage condition on the alternator B terminal circuit.
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P16E2 may indicate a communication problem on the LIN line used between the PCM and the charging-system control side.
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P16E3 may indicate that the PCM is not receiving proper LIN communication from the battery sensor circuit.
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P16F3 may indicate a low-voltage problem on the starter cut relay 1 control circuit, where the PCM may not be seeing the expected circuit state.
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P16F7 may mean the ECM/PCM is seeing starter-inhibitor relay circuit behavior that does not match the expected clutch pedal and start-enable state.
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P1747 may indicate that the automatic transmission controller has detected a possible hydraulic control system problem.
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P1780 may indicate that the PCM has detected one or more automatic transmission shift-control system faults.
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P1890 may indicate a problem in the CVT speed control system.
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P1890 may indicate that the CVT speed control system is not behaving the way the control system expects.
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P1898 may indicate a CVT hydraulic pressure-control problem where drive or driven pulley pressure control may not be responding as expected.
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P1899 may indicate a CVT control fault related to pulley pressure control.
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P2097 usually means the ECM/PCM may be seeing the fuel trim after the catalyst as richer than expected.
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P2135 may mean the ECM/PCM is seeing the two throttle position sensor signals disagree with each other.
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P2176 often means the electronic throttle control system may not have a learned idle position for the throttle valve.
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P219A may indicate an air-fuel ratio variation between cylinders, meaning one cylinder can be operating differently enough from the others for the ECM/PCM to detect an imbalance.
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P2228 means the ECM/PCM may be seeing a barometric pressure signal that is lower than expected.
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P2229 means the ECM/PCM may be seeing a barometric pressure signal that is higher than expected.
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P2270 may mean the ECM/PCM is seeing the downstream oxygen sensor signal stay lean when it should be able to respond normally.
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P2422 may mean the EVAP system is not venting the fuel tank vapor system the way the ECM/PCM expects, often pointing to pressure behavior that looks restricted or stuck closed.
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P2610 may mean the ECM/PCM is not seeing its ignition-off internal timer behavior match what it expects.
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P2647 may mean the PCM is seeing an unexpected high-voltage condition in the rocker arm oil pressure switch circuit used by the VTEC oil pressure control system.
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P2649 may indicate the ECM/PCM is detecting a high-voltage condition in the rocker arm oil control solenoid circuit.
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P2715 may indicate that the CVT control system is seeing pressure control solenoid D as stuck on or not responding as expected.
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P2720 may indicate the control circuit for a CVT pressure or lock-up clutch control solenoid is being seen as low by the control system.
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P2721 may indicate a high-control-circuit condition in the CVT pressure-control solenoid circuit. On this diagnostic path, the fault is treated as an electrical circuit problem, so
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This code may mean the transmission control system is seeing line pressure solenoid valve A behave as if it is stuck on.
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P2827 may indicate a high input condition in the automatic transmission line pressure solenoid valve A circuit.
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U0029 may mean the ECM/PCM has dropped off the F-CAN communication network or has stopped communicating normally on that network.
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The ECM/PCM may be detecting a communication problem on the F-CAN network and may stop normal bus communication when the fault is active.
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U0100 may indicate that a control unit has lost communication with the ECM or PCM over the vehicle communication network.
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U0122 generally means the keyless access power control unit may have lost communication with the VSA modulator-control unit.
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U0127 may indicate lost communication between the gauge control module and the TPMS control unit message path.
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U0131 may mean the gauge control module is not communicating as expected with the EPS unit.
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U0151 may mean the gauge control module and SRS unit are not communicating normally on the F-CAN network.
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U0155 may indicate that the SRS unit is not communicating normally with the gauge control module.
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U1280 may indicate a B-CAN communication bus line error where the body network can stop communicating normally through the MICU area.
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U1281 may mean the immobilizer-keyless control unit and the MICU are not communicating normally.
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This code may mean the MICU and gauge control module are not communicating normally on the body communication network.
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