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SYMPTOM The MIL is on, and DTC P1149 (air/fuel ratio sensor range/performance problem) is set. PROBABLE CAUSE Under certain driving conditions, the ECM/PCM sets a false DTC P1149. CORRECTIVE ACTION Replace the ECM/PCM. PARTS INFORMATION DIAGNOSIS Connect the PGM Tester to the vehicle’s DLC (data link connector), and check for DTCs. • If DTC P1149 is stored, go to REPAIR PROCEDURE. • If another DTC is stored, go to the appropriate troubleshooting procedure in the service manual. REPAIR PROCEDURE Replace the ECM/PCM with the appropriate part listed under PARTS INFORMATION. For replacement information, see How to Remove the ECM/PCM for Testing on page 11-4 of the 1998–01 Accord Service

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CIRCUIT DESCRIPTION The vapor pressure sensor and VSV for vapor pressure sensor are used to detect abnormalities in the evap- orative emission control system. The ECM decides whether there is an abnormality in the evaporative emission control system based on the vapor pressure sensor signal. DTC P0441 and P0446 are recorded by the ECM when evaporative emissions leak from the components within the dotted line in Fig. 1 below, or when there is a malfunction in either the VSV for EVAP, the VSV for vapor pressure sensor, or in the vapor pressure sensor itself. WIRING DIAGRAM Refer to DTC P0440 on page DI-84 . INSPECTION PROCEDURE HINT: S If DTC P0441, P0446, P0450 or P0451 is output after DTC P0440, first troubleshoot DTC P0441, P0446, P0450 or P0451. If no malfunction is detected, troubleshoot DTC P0440 next. Read freeze frame data using TOYOTA hand-held tester or OBD II scan tool, as freeze frame data records the engine conditions when a malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air-fuel ratio was lean or rich, etc. at the time of the malfunction. When the ENGINE RUN TIME in the freeze frame data is less than 200 seconds, carefully check the VSV for EVAP, charcoal canister and vapor pressure sensor. S S TOYOTA hand-held tester:

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The MIL is on with PGM-FI DTC P0507 stored, and/or the idle is slightly higher than expected when started cold. PROBABLE CAUSE The PCM software misinterprets inputs for the PGM-FI idle air control setting. CORRECTIVE ACTION Use the HDS to update the ECM/PCM PGM-FI software. SOFTWARE INFORMATION Accord: HDS software version 2.005.004 (or later) Element: HDS software version 2.005.008 (or later) REPAIR PROCEDURE 1. Update the PGM-FI software (refer to Service Bulletin 01-023, Updating Control Units/Modules). 2. Verify the ECM/PCM PGM-FI software update repaired the vehicle by starting the engine and letting it idle for 3 minutes, then use the HDS to check the DTC P0507 in OBD STATUS. • In HDS, click on Honda Systems.

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IF YOU CONFIRM: • DTC P0400 (EGR) or P0402 (EGRC-BPT Valve) is stored in the ECM, and/or • The vehicle exhibits rough running or other drivability incidents, and/or • Difficulty in setting the EGR System Readiness Test (SRT) status to CMPLT. ACTION: Clean the intake manifold EGR ports.SERVICE PROCEDURE 1. Remove the throttle chamber assembly and place it aside. • Refer to the EM section of the appropriate Service Manual (ESM). NOTE: It is not necessary to completely remove the throttle chamber assembly. • Only remove harness connectors, cables, and hoses necessary to allow the throttle chamber assembly to be placed aside. • Throttle chamber coolant hoses do not need to be removed. NOTE: Figure 1 gives a general location of the plugs for the EGR ports, but the plugs are not visible in the photo. 2/4 2. Remove the EGR valve mounting bolts and then move the EGR valve outward about ½ inch (see Figure 2). • This is so you can remove the plug for the “rear most” EGR port. NOTE: You don’t need to completely remove the EGR valve. Rear Most EGR Port. EGR Valve EGR Mounting Bolts Move about ½ inch. Figure 2 3. Remove the plugs for the EGR ports (see Figure 3). Figure 3

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Mitsubishi specified certain electrolytic capacitors from 1989 through 1994 made by Rubycon Electric. Here is the most common culprit of ECU trouble: Over time and at repeated elevated temperatures these start to degrade. The liquid electrolyte begins leaking from the seal on the bottom plug of the capacitor. This liquid is very corrosive and conductive. It interacts with the humidity coating on the circuit board causing an array of problems. Among these are: injector trouble, erratic start, stalling, rough idle, check engine light, etc. This leaked substance begins to spread and react with metals in its path. It gradually causes erosion of copper traces and shorts in circuit paths. At first you may notice intermittent problems that occur from this. Most often though, the degrading capacitors continue to operate within tolerance and the damage remains minimal. This is where we want to pull the unit and get busy. If nothing is done, problems surmount. The breakdown of the humidity seal, corrosion and shorting of circuits, and ultimately, the loss of other critical components in the ECU. (i.e. large voltage spikes that cause major damage) all lead up to an untimely demise. At this point you may actually smell something burning inside the unit. (This fried electrical smell is putrid to say the least) The idea though, is to get to the source of the problem before you reach this point. Not to say that it isn’t still repairable. But the longer the problem is ignored, the more difficult a task it will be indeed.