
Collision Detection Signal Circuit Input Fault
B1032 may indicate that the body control module is seeing an input problem on the collision detection signal circuit.
Article vehicle: 2017-2025 Honda Cr V 1.5TurboGas
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System overviews and published DTC guides for this vehicle family.
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Turbocharger and boost control
Understand turbocharger airflow, wastegate and bypass control, pressure feedback, underboost, and sensor-correlation diagnosis on the 2017-2025 Honda CR-V 1.5 Turbo Gas.
Fuel system
Understand low-pressure supply, direct-injection pressure control, injector delivery, mixture feedback, and cylinder imbalance on the 2017-2025 Honda CR-V 1.5 Turbo Gas.
EVAP system
Learn how vapor storage, purge control, one-way flow, and leak testing work on the 2017-2025 Honda CR-V 1.5 Turbo Gas before diagnosing EVAP DTCs.
Electronic throttle control system
Learn how the ETCS relay power path, throttle motor, redundant position feedback, mechanical return, closed-position learning, and system-first diagnosis work on the 2017-2025 Honda CR-V 1.5 Turbo Gas.

B1032 may indicate that the body control module is seeing an input problem on the collision detection signal circuit.
Article vehicle: 2017-2025 Honda Cr V 1.5TurboGas
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The body control module may be seeing a mismatch between the direct IG1 signal and the IG1 status reported by the gauge control module over the body network.
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B1039 may indicate that the body control module is seeing immobilizer ID information over the F-CAN that does not match what it expects.
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B1042 may mean the body control module is seeing an inconsistent front wiper security or backup signal compared with front wiper communication data.
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B1080 may indicate that the relay control module is seeing an ignition-state signal that does not agree with the ignition-state message from the body control module.
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B1085 may mean the relay control module is seeing an abnormal signal related to the head light low beam power source.
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B1140 may mean the power window master switch is seeing the driver’s window position differently than where the window actually is.
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B1145 may mean the front passenger window position being recognized by the control system does not match the window's actual position.
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B121A may mean the climate control unit is seeing a mode control motor feedback signal that is higher than expected.
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B121B may indicate that the climate control unit is detecting a possible short condition or low feedback voltage in the HVAC mode control motor circuit.
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B121D may indicate that the climate control unit is not receiving the expected information from the humidity and in-car temperature sensor.
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B1228 may indicate the climate control unit is seeing an outside air temperature sensor signal that is lower than expected, often treated as a possible short-circuit condition in a
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B1231 may indicate the climate control unit is seeing the evaporator temperature sensor circuit like an open or high-signal condition.
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B1234 may indicate the climate control unit is seeing an unexpected low input from the air mix control motor feedback circuit.
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B1237 may indicate the climate control unit is seeing an unexpected passenger air mix motor feedback signal condition in the HVAC system.
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B1241 may indicate that the HVAC climate control unit is seeing blower fan feedback that does not match the commanded blower target.
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B12D1 may mean the body control module is seeing a mismatch between the commanded power mode state and the actual IG1B holding circuit response.
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B1386 may indicate that the power tailgate control unit is not seeing the rotation sensor phase A input change as expected compared with phase B.
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B1646 may mean the body control module is detecting the driver's door low-frequency antenna circuit as open or disconnected.
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B1658 may indicate that the keyless access control system is seeing an open circuit in the rear bumper low-frequency antenna circuit.
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B1660 may mean the body control module is detecting an open or disconnected condition in the front interior LF antenna circuit for the keyless access system.
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B1664 means the body control module may be detecting an open condition in the rear interior LF antenna line.
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B18EA may mean the left side blind spot information radar unit is receiving malfunction information from the PCM or TCM and is storing a fault because of that upstream information.
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B1E77 may indicate an open or abnormal condition in the right side Blind Spot Information radar unit indicator circuit.
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B2964 may mean the climate control unit is not receiving expected communication from the front climate control switch.
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B2986 may indicate the climate control unit is detecting a problem in the recirculation control motor circuit.
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B2988 may indicate that the HVAC climate control unit is seeing an unexpected current condition in the A/C compressor variable capacity control solenoid circuit.
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P0045 may mean the ECM/PCM is detecting an issue in the turbocharger wastegate control actuator circuit.
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P006A may set when the vehicle computer sees the measured airflow from the MAF sensor not lining up with the airflow it expects from the MAP sensor information.
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P0087 means the vehicle may be seeing fuel rail pressure lower than the pressure the control module expects or commands.
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P0088 may mean the PCM is seeing fuel rail pressure higher than expected for the high-pressure fuel system.
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P00CF may indicate that the ECM/PCM sees an incorrect correlation between the BARO sensor signal and the turbocharger boost sensor signal.
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P0172 may mean the PCM is seeing a mixture that appears too rich and can respond by pulling fuel trim lower than expected.
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P0299 generally means the ECM/PCM may be seeing less boost response than it expects from the turbocharger system.
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P0328 may mean the PCM is seeing a knock sensor signal that is higher than expected.
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P0339 may mean the ECM or PCM is seeing an intermittent or inconsistent crankshaft position sensor signal.
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P0344 may mean the ECM/PCM is seeing an intermittent signal from camshaft position sensor A.
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P0369 may indicate that the PCM is seeing an abnormal pulsing signal from CMP sensor B.
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P0456 often means the ECM/PCM may be detecting a very small leak or sealing problem in the EVAP system during its leak check.
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P04DF may mean the PCM is seeing EVAP purge flow or EVAP pressure behavior that is higher than expected during purge monitoring.
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P04F0 may mean the PCM sees EVAP purge flow that does not match what it expects during the monitored operating condition.
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P04F1 may indicate that the EVAP system purge flow response is lower than expected when the PCM is monitoring purge operation.
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P050A often points to a cold start idle air control system performance concern, where the expected airflow and actual airflow may not agree during the cold-start warm-up period.
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P0523 generally means the PCM may be seeing an engine oil pressure sensor signal voltage that is higher than expected.
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P0532 means the ECM/PCM may be seeing the A/C pressure sensor signal lower than expected.
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P0602 may mean the PCM has detected a programming or software writing problem.
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P060A may indicate that the powertrain control module has detected a possible internal control-module malfunction.
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P065A may indicate the ECM/PCM sees the charging system or alternator control behavior as abnormal.
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P0A94 may indicate that the PCM is seeing possible performance or failure information from the DC-DC converter system.
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P154A can indicate that the battery sensor is reporting a possible self-diagnostic problem that the powertrain computer recognizes as abnormal.
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P1658 may indicate that the ECM/PCM is detecting an unexpected relay power condition in the electronic throttle control related PGM-FI subrelay circuit.
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P1659 may indicate an electronic throttle control system relay OFF malfunction, where the PCM can be commanding the PGM-FI subrelay on but may not see the expected power supply on.
Article vehicle: 2017-2025 Honda Cr V 1.5TurboGas
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P1683 may mean the ECM/PCM is seeing the throttle valve fail to reach or return to the position it expects.
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P16BB may mean the control module is seeing lower-than-expected voltage behavior on the alternator B terminal circuit.
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P16E2 may mean the PCM is not receiving expected alternator information over the LIN communication circuit.
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The PCM may not be receiving the battery sensor signal over the LIN communication line.
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P16E5 may mean the PCM is not receiving the expected DC-DC converter communication over the LIN circuit.
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P16E8 may indicate that the PCM is not receiving the expected shutter grille signal over a LIN communication path.
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P2097 may mean the PCM is seeing a post-catalyst fuel trim correction that is richer than expected.
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P2176 often means the PCM may not be able to learn the throttle actuator idle or fully closed position correctly.
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P2199 may mean the PCM is seeing the two intake air temperature readings disagree when they are expected to be close to each other after startup.
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P219C may indicate that the PCM is detecting an air-fuel ratio variation associated with the affected cylinder.
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P219E may indicate the PCM is detecting an air-fuel contribution variation from an individual cylinder.
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The ECM/PCM may be seeing a BARO signal that is lower than expected.
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P2229 may indicate the PCM is seeing a barometric pressure sensor signal that is higher than expected.
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P2270 may indicate the ECM/PCM is seeing the downstream secondary oxygen sensor signal stay too low when the sensor heater is being powered.
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P2279 may mean the PCM is detecting an intake air system leak or an air calculation that does not match what it expects.
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P24C0 may indicate that the PCM is seeing EVAP leak check pressure behavior that does not look correct for the canister change over valve close function.
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P2563 may mean the PCM is seeing a turbocharger wastegate actuator position sensor signal that is outside the expected range.
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P2565 may indicate that the PCM is seeing the turbocharger wastegate control actuator position sensor signal higher than expected.
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