Vehicle diagnostics
System overviews and published DTC guides for this vehicle family.
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Fuel system
Learn how fuel pressure, direct injection, mixture feedback, and cylinder variation work together on the 2016-2024 Honda Civic 1.5 Turbo Gas.
Turbocharger and boost-control system
Learn how turbocharging and boost control work on the 2016-2024 Honda Civic 1.5 Turbo Gas and how to separate airflow, leak, actuator, and underboost faults.
Vehicle network and module communication system
Learn how CAN, LIN, gateway routing, bus-off behavior, module power and grounds, and communication diagnosis work on the 2016-2024 Honda Civic 1.5 Turbo Gas.
EVAP system
Understand vapor storage, turbo purge flow, vent control, pressure feedback, and leak diagnosis on the 2016-2024 Honda Civic 1.5 Turbo Gas.
B1036 may mean the body control module is seeing an ignition signal mismatch between a direct IG1 input and an IG1 status message from the gauge control module.
Article vehicle: 2016-2024 Honda Civic 1.5TurboGas
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B1039 may mean the body control module is seeing an immobilizer authentication ID over the F-CAN that does not match what it expects.
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B1080 may indicate that the relay control module sees the ignition-one power input differently than the ignition-one status being reported by the body control module over the body-
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B1085 may mean the relay control module is receiving an abnormal signal related to the headlight low beam power source.
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B1129 may indicate that the driver’s door lock knob switch input is being interpreted abnormally by the power window master switch.
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B1140 may indicate that the driver's power window position being recognized by the control system does not agree with the actual driver's window position.
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B1145 may mean the system thinks the front passenger window is in a different position than the glass actually is.
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B121A may indicate an open or abnormal signal condition in the climate control mode control motor circuit.
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B121B may indicate a short in the climate control mode control motor circuit, where the control unit may not be seeing the expected feedback from the motor that directs airflow.
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B121D may mean the climate control unit is not receiving expected data from the humidity/in-car temperature sensor.
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B1225 may indicate the climate control unit is seeing an abnormal in-car temperature sensor signal, often consistent with a possible open in that sensor circuit.
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B1228 may indicate that the climate control unit is seeing an outside air temperature sensor input that is lower than expected, consistent with a possible short in that circuit.
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B1232 may indicate the climate control unit is seeing an evaporator temperature sensor signal that is lower than expected, consistent with a possible shorted circuit condition.
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This code may mean the climate control unit is seeing an abnormal low input from the air mix control motor circuit.
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B1235 may indicate that the climate control unit is seeing an abnormal driver's air mix control motor signal or operation.
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B1238 may indicate the climate control unit is seeing an abnormal passenger air mix motor feedback condition.
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B1240 may indicate that the climate control unit is seeing an unexpected mode control motor feedback signal.
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B1241 may mean the climate control unit is seeing blower motor feedback that does not match the blower command it expects.
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B1276 may indicate that the body control module is seeing an abnormal or illogical headlight switch position input from the combination light switch.
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B12D1 may indicate that the body control module is seeing a difference between the ON state it expects and the actual IG1B holding circuit condition.
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B12D2 may mean the body control module is seeing a mismatch between the commanded ignition two state and the actual IG2 holding circuit behavior.
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B1648 may mean the keyless access control logic is seeing a possible disconnection in the front passenger's door LF antenna line.
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B1658 may indicate the keyless access system is detecting a possible open or disconnection in the rear bumper LF antenna circuit.
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B1662 may indicate that the body control module is detecting an open condition on the middle interior LF antenna line used by the keyless access and one-push start system.
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B18C7 may mean the left blind spot information indicator circuit is not responding as the BSI radar unit expects when the indicator is turned on or off.
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B18EA may indicate that the left side BSI radar unit has stored a fault after receiving PCM or TCM malfunction information.
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B1E77 may indicate the right-side blind spot information alert indicator circuit is not behaving the way the BSI radar unit expects.
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B2964 means the climate control unit may not be receiving expected communication data from the front panel climate control switch.
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B2983 may indicate the climate control unit is seeing an abnormal signal from the recirculation control motor circuit.
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B2988 may indicate that the climate control unit has detected an abnormal current condition in the A/C compressor variable capacity control solenoid circuit.
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P0035 may mean the PCM is seeing an unexpected high or open-looking signal in the turbocharger bypass control solenoid valve circuit.
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P003A may mean the PCM is seeing the turbocharger wastegate actuator position feedback outside the expected range when the wastegate is being controlled closed.
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P0045 may indicate a turbocharger wastegate control actuator circuit fault where the PCM can see actuator current outside the expected range.
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P006A may indicate that measured airflow from the MAF sensor does not agree with airflow inferred from MAP sensor information.
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P0087 may mean the control module is seeing fuel rail pressure lower than the target pressure it expects in the direct-injection system.
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P0088 means the PCM may be seeing fuel rail pressure higher than the pressure it is trying to command.
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P00CF may mean the PCM is seeing an incorrect correlation between the barometric pressure signal and the turbocharger boost pressure signal.
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P0172 means the fuel control system may be seeing a rich condition, where fuel correction can be driven richer than expected.
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P0299 means the ECM/PCM may be seeing less turbo boost than it is asking for.
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P0339 may indicate that the PCM is seeing an intermittent or irregular crankshaft position sensor signal relationship.
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P0341 may indicate that the PCM is seeing the camshaft position and crankshaft position relationship out of the expected phase relationship.
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P0344 means the PCM may be seeing an intermittent interruption or inconsistent signal from camshaft position sensor A while comparing cam timing information to crankshaft rotation.
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P0369 may indicate an intermittent interruption in the camshaft position sensor B signal circuit.
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P0455 may indicate the ECM/PCM sees EVAP system pressure behavior that suggests a larger leak or sealing problem.
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P0456 may mean the EVAP system is detecting a small leak or pressure response problem after the engine is shut off.
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P04DF is an EVAP system code where the PCM may be seeing fuel tank pressure behavior that does not match expected EVAP sealing or venting behavior after shutdown.
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P04F0 may mean the PCM sees an EVAP purge-flow behavior that does not match what it expects, even though the purge valve may appear normal.
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P04F1 may indicate an EVAP system performance or plausibility problem, often involving how the system responds during a controlled purge, pressure, or vacuum check.
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P050A may indicate that the engine computer is not satisfied with cold-start idle airflow control.
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P0533 may indicate that the ECM/PCM is seeing the A/C pressure sensor signal as too high for the operating condition.
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P055D may indicate that the PCM is seeing a high-voltage signal from the rocker arm oil pressure sensor B circuit.
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P0602 may indicate a PCM software writing or programming concern.
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P0641 may indicate that the PCM is seeing a problem with a sensor reference-voltage supply circuit.
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P0720 may mean the PCM is not seeing the expected output shaft, or countershaft, speed signal while the vehicle is moving.
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P1009 may indicate that the variable valve timing control system is advancing the intake cam more than the PCM expects.
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P101A may indicate that the PCM is seeing the exhaust camshaft VTC position differ from what it is commanding.
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P16E5 may indicate that the PCM is not receiving the expected DC-DC converter communication over the LIN line.
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P1708 means the PCM may be seeing the neutral position sensor B signal higher than expected.
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P2097 may indicate the PCM is seeing post-catalyst fuel trim behavior that does not match the expected mixture correction.
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P2135 means the PCM may be seeing TP sensor A and TP sensor B disagree with each other instead of tracking together.
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P215C may indicate that the PCM is seeing a mismatch between vehicle speed-related inputs rather than a single confirmed failed part.
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The PCM may be seeing the two intake air temperature inputs disagree after start-up.
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P219C may indicate that the PCM is detecting a cylinder air-fuel ratio variation on cylinder 1.
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P219E may indicate cylinder air-fuel ratio variation, often meaning one cylinder is being corrected differently than the others.
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P2270 may indicate that the ECM/PCM is seeing the secondary HO2S, sensor 2, signal stuck lean.
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P2279 may indicate that the PCM is detecting an intake air system leak pattern, often tied to air entering or being estimated in a way the control strategy does not expect.
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P2421 may indicate that the EVAP system pressure response is not matching what the PCM expects when it commands the vent side closed during purge operation.
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P2422 often means the vehicle computer may be seeing an FTP sensor value that appears abnormal for the EVAP system condition.
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P2563 may indicate that the PCM is seeing the turbocharger wastegate control actuator position sensor signal outside the expected range.
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P2564 means the ECM/PCM may be seeing a turbocharger wastegate actuator position feedback signal that is lower than expected.
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P2651 may mean the PCM is commanding VTEC oil control on, but the rocker arm oil pressure feedback can still appear low.
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P2652 may indicate that the PCM is seeing the rocker arm oil pressure sensor signal stay high when the VTEC oil control command is off.
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P2654 may mean the PCM is seeing an unexpected high or ON-type feedback condition in the VTEC rocker arm oil control solenoid circuit.
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U0029 may indicate a PF-CAN A communication malfunction involving the PCM, where the PCM may not be able to send messages properly on the powertrain CAN network.
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U0029 may indicate a PF-CAN A bus-off communication problem involving the PCM, where the PCM may not be able to send messages normally to other units on that network.
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U0038 may indicate a PT-CAN bus-off communication problem where the PCM can have trouble sending information to another control unit over the PT-CAN C network.
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U0100 may indicate that the body control module has lost communication with the ECM or PCM.
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U0104 may mean the PCM is not receiving normal communication from the multipurpose camera unit.
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U0122 may indicate that the body control module has lost communication with the VSA and ABS side of the vehicle network.
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U0131 may indicate a PF-CAN communication problem between the Powertrain Control Module and the EPS control unit.
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U0146 may indicate a PF-CAN communication problem involving the PCM and the CAN gateway.
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U0151 may mean the PCM is not receiving the expected communication from the SRS unit, or the SRS information may be abnormal on the network.
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U1280 may indicate that the automatic lighting control unit-sensor is seeing a B-CAN communication problem, often described as a bus-off type network condition.
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U1281 may indicate that the automatic lighting control unit-sensor is not receiving expected communication data from the body control module.
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U1288 may indicate that the gauge control module is not receiving expected data from the parking and back-up sensor control unit over the vehicle network.
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U128D may indicate that the BSI radar unit is not receiving an expected gauge control module communication over B-CAN.
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U128F may indicate that the right-side BSI radar unit is not receiving the expected communication from the left-side BSI radar unit over the B-CAN network.
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U1297 may indicate that the BSI radar system is not receiving expected communication from the right side BSI radar unit over B-CAN.
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