Question about 1996 Honda Accord

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After over 600 miles of driving I still have 4 monitors that are not ready. Has anyone else every had this happen? I've had no codes, no dead battery and have checked all the fuses so there is no reason for this to be going on. The only thing I can think of at this point is the ecu is no good for whatever reason. Any help would be appreciated

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This has become an increasingly common problem with late models. There is a VERY specific drive cycle that must occur before certain monitors will run. It varies from system to system usually. Usually starts with a cold engine start-up, then very specific accel, and cruise parameters, followed by a closed throttle decel, from highway speed without using brakes. Until these specifics are met, the monitors will remain incomplete.

Posted on Jun 10, 2014

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Posted on Jan 02, 2017

ashmtl08
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SOURCE: 1991 Prelude SI Not Starting

First, fully charged battery should show 12.6, but this is not the problem. According to your notes, the power gets to your starter, but the contact ring in it is not closing the power circuit. The problem can be the solenoid (not likely, as there is a 1.5v drop of voltage that tells me that most likely it pulls in) or the starter motor itself. To make sure it is the starter, use the jumper cables and apply power directly to the starter (make sure you are in the neutral and the handbrake is on). If it will not clink, then it is the solenoid, if it does clink, but do not turn, then the contact ring or the motor has to be replaced.
As a general rule, the best thing (after you determined that the problem is in the starter) is to replace the starter with a new one, or to save money, remove it and rebuild it at the shop.

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SOURCE: 1999 Honda Accord New battery Alternator checked at Auto Zone and Advance auto put alternator back on car still batery still goes dead in about 30 miles

Yes you could have an ECU problem but there are a number of tests that need to be done. I have found in a couple of the accords to be an open wire. Below is a picture of the connector at the alternator. Unplug it and turn the key to the on position (make sure your battery is fully charged) check the number 1 position of the plug. There should be battery voltage there. If there isn't you need to locate the open black & yellow wire. That wire should go directly to the fuse box inside the vehicle. This has happened a couple of times in my shop. You could have other problems but would try this first. If all is well with this tests feel free to email me at csautomotivecars@att.net with all your information and I will be happy to give you some other tests to perform in order to narrow down the problem. No there wouldn't be a charge for my help, don't mind helping when I can. As long as you can kinda follow and locate wires/connectors and have a digital volt/ohm meter (and know how to use it) I think narrowing down the problem will be fairly easy. On this picture I am going by that you have the most common engine (4 cylinder 2.3) If you have the DV or LX model with the V6 3.0 liter engine there may be a difference so this test might not be correct. Was just going with the common engine. Hope this helps......

Posted on May 21, 2012

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A drive cycle won't clear a service engine light if the reason for it was not fixed. Normally a drive cycle or a 25 or so mile drive will be enough for the PCM to run through its test, and if all is well, clear the monitors.
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The following procedure is designed to execute and complete the OBDII monitors and to clear the Ford P1000, I/M readiness code. To complete a specific monitor for repair verification, follow steps 1 through 4, then continue with the step described by the appropriate monitor found under the "OBDII Monitor Exercised" column. When the ambient air temperature is outside 4.4 to 37.8°C (40 to 100° F), or the altitude is above 2438 meters (8000 feet), the EVAP monitor will not run. If the P1000 code must be cleared in these conditions, the PCM must detect them once (twice on some applications) before the EVAP monitor can be "bypassed" and the P1000 cleared. The Evap "bypassing" procedure is described in the following drive cycle.
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