Vehicle diagnostics
System overviews and published DTC guides for this vehicle family.
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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 2020-2025 Honda CR-V 2.0 Hybrid.
Fuel system
Learn how low-pressure supply, high-pressure direct injection, rail-pressure feedback, injector metering, and mixture control work on the 2020-2025 Honda CR-V 2.0 Hybrid.
B1036 may mean the body control module is seeing an inconsistency between the direct IG1 input and the IG1 status reported from the gauge control module over B-CAN.
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B1038 may mean the body control module is not receiving an immobilizer authentication ID message over the F-CAN network.
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B1039 may indicate that the body control module sees an immobilizer ID signal mismatch over the F-CAN communication network.
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B1042 may mean the body control module is seeing a disagreement between the windshield wiper control unit and motor backup signal and the front wiper LIN data.
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B1080 may indicate that the relay control module is seeing a mismatch between an IG1 ignition input and the IG1 status information coming from the body control module over the body
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B1129 may indicate that the driver's door lock knob switch signal is not being interpreted correctly by the power window master switch.
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B1140 may indicate a driver’s power window position detect circuit concern, where the system may not be correctly recognizing the driver’s window position.
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B1145 may indicate that the passenger window control system is seeing a mismatch between the window position it recognizes and where the glass actually is.
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B1175 may mean the gauge control module is not seeing a usable fuel level signal from the fuel gauge sending unit circuit.
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B121A may indicate the climate control unit is seeing an unexpected mode control motor circuit signal.
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B121D may indicate that the climate control unit is not receiving expected communication from the humidity/in-car temperature sensor.
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B1228 may indicate that the climate control unit is seeing a possible short condition in the outside air temperature sensor circuit.
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B1232 may indicate a short in the evaporator temperature sensor circuit, where the climate control unit can see the evaporator temperature signal lower than expected.
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B1234 may indicate the climate control unit is seeing an abnormal driver's air mix control motor input signal.
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B1235 may indicate that the climate control unit is seeing the driver’s air mix control motor input outside the expected target range.
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B1237 may indicate the climate control unit is seeing an abnormal passenger air mix control motor circuit signal, often related to a shorted or low signal condition.
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B1238 may indicate that the climate control unit is seeing passenger air mix control motor feedback outside the expected range.
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B123F may mean the climate control system is seeing an unexpected sunlight sensor or automatic lighting control signal.
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B1240 may indicate the climate control unit is seeing an unexpected mode control motor signal while trying to manage airflow direction.
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B1241 may mean the HVAC control system is seeing blower motor feedback that does not match the requested blower operation.
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B1276 may indicate that the body control module is seeing an unexpected logic state from the headlight switch position input.
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B12D1 may mean the body control module sees a difference between the ignition ON state it is commanding or tracking and the actual IG1B holding circuit condition.
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B1648 may indicate that the body control module is detecting a possible open condition in the front passenger’s door LF antenna circuit for the keyless access system.
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B1658 may mean the keyless access system is seeing a possible disconnection in the rear bumper LF antenna line.
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B1660 may indicate that the body control module is detecting a possible disconnected or open front interior LF antenna line in the keyless access system.
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B1662 may mean the body control module is detecting an open condition in the middle interior LF antenna circuit used by the keyless access system.
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B1664 may mean the body control module is detecting an open condition in the rear interior low-frequency antenna line for the keyless access system.
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B18C7 may indicate an open in the left side blind spot information radar unit indicator circuit.
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B18EA may indicate that the left side Blind Spot Information radar unit has received failure information related to the PCM or automatic transmission system through the integrated/
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B1E77 may indicate that the right side blind spot system is seeing an unexpected electrical condition in the alert indicator circuit.
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B2964 may indicate that the climate control unit is not receiving expected data from the front climate control switch.
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B2983 may indicate that the climate control unit is seeing an out-of-range signal from the recirculation control motor feedback circuit.
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B2986 may indicate an open or abnormal signal condition in the recirculation control motor circuit used by the HVAC system.
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P000F may indicate that the PCM is seeing high-pressure fuel supply behavior that is higher than expected.
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P006A may set when the airflow measured by the mass air flow sensor does not line up with the airflow the control module expects from manifold pressure information.
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P0087 may mean the PCM is seeing direct-injection fuel rail pressure lower than expected for the commanded pressure.
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P0088 means the control module may be seeing fuel rail pressure higher than the pressure it is trying to command.
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P0113 often means the intake air temperature sensor signal is being seen as high by the PCM.
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P0172 generally means the fuel control system may be correcting for a mixture that is too rich.
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P0328 means the ECM/PCM may be seeing knock sensor circuit voltage higher than expected.
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P0339 may indicate an intermittent crankshaft position sensor circuit signal interruption, where the PCM can lose or misread the crank signal.
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P0344 may indicate an intermittent interruption in the camshaft position sensor A signal, where the PCM can lose or question the expected camshaft position information.
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P0369 may indicate an intermittent interruption in the camshaft position sensor B signal circuit, where the PCM can see abnormal pulse information from that sensor circuit.
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P0456 may mean the EVAP system has detected a very small vapor leak.
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P0480 may mean the integrated control module is not seeing the expected feedback from the radiator cooling fan control side.
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P049D may mean the PCM is seeing the EGR valve fully closed learned position outside the expected range.
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P04DF may indicate an EVAP system pressure behavior fault involving how the PCM interprets the EVAP leak check module signal after the engine is stopped.
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P04F1 may mean the PCM is not seeing the expected EVAP purge-flow pressure change during its monitor strategy.
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P050A may mean the engine computer is not seeing the expected airflow behavior during cold-start idle and quick warm-up.
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P0523 means the ECM/PCM may be seeing the engine oil pressure sensor signal as higher than expected.
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P0532 means the ICM may be seeing the A/C pressure sensor circuit voltage as lower than expected.
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P0533 may mean the control module is seeing the A/C pressure sensor signal higher than expected.
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P0602 may mean the PCM is detecting a programming or software-writing problem.
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P060A may indicate that the PCM is detecting an internal control or processing-performance abnormality.
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P0641 may mean the PCM is seeing the sensor reference voltage A circuit outside the range it expects.
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P0752 may mean the control module is seeing hydraulic behavior that does not match the commanded state of shift solenoid valve A.
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P0757 may indicate that the control module is seeing a mismatch between the commanded state of shift solenoid valve B and the hydraulic response during low clutch engagement.
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P0842 may mean the ICM is seeing a transmission fluid pressure sensor signal that is lower than expected.
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P0974 means the ICM may be seeing shift solenoid valve A control circuit feedback stay high when it expects the solenoid circuit to be off.
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P0976 may indicate that the ICM is not seeing the expected feedback when it commands shift solenoid valve B on.
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P0977 may indicate that the ICM is seeing a high-condition problem on the shift solenoid valve B control circuit, where the commanded solenoid state and the return signal may not/c
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P0980 means the ICM may be seeing the shift solenoid valve C control circuit higher than expected when it commands that circuit off.
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P0A94 may indicate a problem in the electric powertrain DC-DC converter control area, where commanded converter operation and low-voltage system behavior may not agree.
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P154A may mean the Integrated Control Module is flagging a battery sensor self-check problem.
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P1658 may mean the PCM is detecting voltage on the ETCS-related PGM-FI subrelay circuit when that relay is being commanded off.
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P1659 may set when the PCM commands the electronic throttle related relay circuit on but does not see the expected power supply input.
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P1683 may mean the ECM/PCM is seeing throttle valve movement or return behavior that does not match what it expects.
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This code may mean the ICM is not receiving the battery sensor information it expects over the LIN communication circuit.
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P2097 means the PCM may be seeing a rich correction pattern in the post-catalyst fuel trim calculation.
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P2199 means the PCM may be seeing the two intake air temperature sensor signals disagree after startup.
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P219C may indicate that the ECM/PCM is seeing cylinder air-fuel balance variation rather than a simple single-part failure.
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P219E may indicate a cylinder air-fuel ratio variation concern for cylinder 3.
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The ECM/PCM may be seeing a BARO sensor signal that is lower than expected.
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P2229 may mean the ECM/PCM is seeing a barometric pressure sensor signal that is higher than expected.
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P2270 may indicate the PCM is seeing the secondary heated oxygen sensor, Sensor 2, signal stuck lean.
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P2279 may mean the PCM is detecting an intake air leak condition, often tied to air entering the engine in a way the control system does not expect.
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P24C0 may mean the ECM/PCM is seeing an EVAP and ELCM pressure response that does not match what it expects during leak check system operation.
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P2610 may mean the PCM is detecting a problem with its ignition-off internal timer logic.
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U0029 may indicate an F-CAN communication problem involving the acoustic vehicle alerting control unit.
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U0029 may indicate an F-CAN communication line error detected by the acoustic vehicle alerting control unit.
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U0038 may indicate that the Integrated Control Module is seeing a communication problem on the DF-CAN B network.
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U0047 may indicate a communication fault path involving the gauge control module and related network communication.
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U0100 often means a control unit may not be receiving expected communication from the PCM.
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U0104 may mean the gauge control module has lost communication with the driving support system control unit.
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U0122 may indicate that the acoustic vehicle alerting control unit is not receiving expected communication data from the VSA modulator-control unit.
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U0129 may indicate that the acoustic vehicle alerting control unit is not receiving expected communication from the electric servo brake control unit.
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This code may mean the gauge control module is not receiving expected communication from the electronic power steering unit.
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U0146 may indicate that the PCM is not receiving expected communication from the CAN gateway, or that the gateway information may be abnormal.
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U0151 often means the PCM may not be receiving a normal communication message from the SRS unit.
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U0199 may indicate that the power seat control unit is not receiving expected communication from the power window master switch on the body communication network.
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U1281 may indicate that the automatic lighting control unit sensor has lost communication with the MICU, commonly understood as the body control module.
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U1288 may indicate that the gauge control module is not receiving expected communication from the parking and back-up sensor control unit.
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U128D means the blind spot information radar unit may not be receiving an expected gauge control module message over the B-CAN network.
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U128F generally means the right side blind spot information radar unit may not be receiving expected communication from the left side blind spot information radar unit.
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U1297 may indicate that the left side BSI radar unit is not receiving expected communication from the right side BSI radar unit over the B-CAN network.
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U129E may indicate that the integrated control module is not receiving normal body control module information over the F-CAN communication line, or that the received information is
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