Throttle position sensor - CRV

Your vehicle has no idle sensor , it has electronic throttle control . Has 2 position sensors in the gas pedal assembly an 2 position sensors in the throttle body ,plus a DC motor that controls the idle . The sensors are inputs to the engine computer ,the computer controls the DC motor to control idle .
DTC P1121 ELECTRIC THROTTLE CONTROL ACTUATOR PFP:16119 Component Description UBS002XS Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle control motor is operated by the ECM and it opens and closes the throttle valve. The throttle position sensor detects the throttle valve position, and the opening and closing speed of the throttle valve and feeds the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition. On Board Diagnosis Logic UBS002XT These self-diagnoses have the one trip detection logic. FAIL-SAFE MODE When the malfunction is detected, ECM enters fail-safe mode and the MIL lights up. DTC Confirmation Procedure UBS00CVM NOTE: ? Perform PROCEDURE FOR MALFUNCTION A AND B first. If the DTC cannot be confirmed, perform PROCEDURE FOR MALFUNCTION C. ? If DTC Confirmation Procedure has been previously conducted, always turn ignition switch OFF and wait at least 10 seconds before conducting the next test. PROCEDURE FOR MALFUNCTION A AND B With CONSULT-II 1. Turn ignition switch ON and wait at least 1 second. 2. Select "DATA MONITOR" mode with CONSULT-II. 3. Shift selector lever to D position (A/T) or 1st position (M/T), and wait at least 3 seconds. 4. Shift selector lever to P position (A/T) or Neutral position (M/T). 5. Turn ignition switch OFF and wait at least 10 seconds. 6. Turn ignition switch ON and wait at least 1 second. 7. Shift selector lever to D position (A/T) or 1st position (M/T), and wait at least 3 seconds. 8. Shift selector lever to P position (A/T) or Neutral position (M/T). 9. Turn ignition switch OFF, wait at least 10 seconds, and then turn ON. 10. If DTC is detected, go to EC-357, "Diagnostic Procedure" . With GST Follow the procedure "With CONSULT-II" above. DTC No. Trouble diagnosis name DTC detecting condition Possible cause P1121 1121 Electric throttle control actuator A) Electric throttle control actuator does not function properly due to the return spring malfunction. ? Electric throttle control actuator B) Throttle valve opening angle in fail-safe mode is not in specified range. C) ECM detects the throttle valve is stuck open. Detected items Engine operating condition in fail-safe mode Malfunction A ECM controls the electric throttle actuator by regulating the throttle opening around the idle position. The engine speed will not rise more than 2,000 rpm. Malfunction B ECM controls the electric throttle control actuator by regulating the throttle opening to 20 degrees or less. Malfunction C While the vehicle is driving, it slows down gradually by fuel cut. After the vehicle stops, the engine stalls. The engine can restart in N or P position, and engine speed

P2104 - Throttle Actuator Control (TAC) System - Forced Idle Description: The TAC system is in the failure mode effects management (FMEM) mode of forced idle. Possible Causes: Diagnostic Aids: This DTC is an informational DTC and may be set in combination with a number of other DTCs which are causing the FMEM. Diagnose other DTCs first. Application Key On Engine Off Key On Engine Running Continuous Memory All GO to Pinpoint Test QE .
P2107 - Throttle Actuator Control (TAC) Module Processor Description: The electronic throttle control (ETC) area of the powertrain control module (PCM) failed the self-test. The concern could be the result of an incorrect throttle position (TP) command, or TAC motor wires shorted together. Possible Causes:

• TAC motor wire shorted together
• TAC motor circuit wires short to PWR
• Damaged electronic throttle body (ETB)
• Damaged PCM

Diagnostic Aids: A TAC motor circuit PID reading may indicate a concern, if available. Application Key On Engine Off Key On Engine Running Continuous Memory All GO to Pinpoint Test DV .
P2111 - Throttle Actuator Control (TAC) System - Stuck Open Description: This powertrain control module (PCM) fault status indicates the throttle plate is at a greater angle than commanded. Possible Causes:

• Binding throttle body, stuck open
• TAC motor circuits are cross-wired
• TAC motor harness circuits are shorted together
• Damaged PCM

Diagnostic Aids: Application Key On Engine Off Key On Engine Running Continuous Memory All GO to Pinpoint Test DV .
Electronic Throttle Actuator Control (TAC)
The electronic TAC is a DC motor controlled by the PCM (requires 2 wires). The gear ratio from the motor to the throttle plate shaft is 17:1. There are 2 designs for the TAC, parallel and in-series. The parallel design has the motor under the bore parallel to the plate shaft. The motor housing is integrated into the main housing. The in-series design has a separate motor housing. Two springs are used; one is used to close the throttle (main spring) and the other is in a plunger assembly that results in a default angle when no power is applied. The force of the plunger spring is 2 times stronger than the main spring. The default angle is usually set to result in a top vehicle speed of 48 km/h (30 mph). Typically this throttle angle is 7 to 8 degrees from the hard stop angle. The closed throttle plate hard stop is used to prevent the throttle from binding in the bore (~0.75 degree). This hard stop setting is not adjustable and is set to result in less airflow than the minimum engine airflow required at idle. For additional information, refer to Torque Based Electronic Throttle Control (ETC) in this section.

Electronic Throttle Body (ETB) Position Sensor
The ETB position sensor has 2 signal circuits in the sensor for redundancy. The redundant ETB position signals are required for increased monitoring. The first ETB position sensor signal (TP1) has a negative slope (increasing angle, decreasing voltage) and the second signal (TP2) has a positive slope (increasing angle, increasing voltage). During normal operation the negative slope ETB position sensor signal (TP1) is used by the control strategy as the indication of throttle position. The 2 ETB position sensor signals make sure the PCM receives a correct input even if 1 signal has a concern. There is 1 reference voltage circuit and 1 signal return circuit for the sensor. For additional information, refer to Torque Based Electronic Throttle Control (ETC) in this section.
2007 PCED On Board Diagnostics SECTION 1: Description and Operation Procedure revision date: 08/10/2006

Because your vehicle has electronic throttle control an it need's to be calibrated . How are you resetting the computer ? scan tool , disconnect the battery ? Why did you reset the computer ?
2004 PCED On Board Diagnostics SECTION 1: Description and Operation Procedure revision date: 09/16/2004 Torque Based Electronic Throttle Control (ETC)
Overview
The Generation II (Gen II) Torque Based Electronic Throttle Control (ETC) is a hardware and software strategy that delivers a transmission output shaft torque (via throttle angle) based on driver demand (pedal position). It utilizes an electronic throttle body, the PCM and a accelerator pedal assembly to control throttle opening and engine torque. The ETC system basically replaces the standard cable operated accelerator pedal, idle air control (IAC) motor, 3-wire throttle position sensor (TPS) and mechanical throttle body .
Background "Why Torque Based ETC"
Torque based ETC enables aggressive automatic transmission shift schedules (earlier upshifts and later downshifts). This is possible by adjusting the throttle angle to achieve the same wheel torque during shifts, and by calculating this desired torque, the system prevents engine lugging (low RPM and low manifold vacuum) while still delivering the performance and torque requested by the driver.
It also enables many fuel economy/emission improvement technologies such as:

• VCT (deliver same torque during transitions)
• Hybrid Electric Vehicle (HEV)

Torque based ETC also results is a less intrusive vehicle and engine speed limiting, along with smoother traction control.
Other generic benefits of ETC are:

• Eliminate cruise control actuators
• Eliminate Idle Air Control (IAC) Bypass actuator
• Better airflow range
• Packaging (no cable)
• More responsive powertrain at altitude and improved shift quality

It should be noted that the ETC system includes a wrench light on the instrument cluster that illuminates when a fault is detected. Faults are also accompanied by DTCS and the "Check Engine Soon" light.
Electronic Throttle Body (ETB)
The Gen II electronic throttle body (Figure 133) has the following characteristics

1. The DC motor is driven by the PCM (requires two wires). The gear ratio from the motor to the throttle plate shaft is 17:1.

1. There are two designs; parallel and in-series. The parallel design has the motor under the bore parallel to the plate shaft. The motor housing is integrated into the main housing (in general this is more difficult to package). The in-series design has a separate motor housing that protrudes out and offers more packaging flexibility.

1. Two springs are used: one is used to close the throttle (main spring) and the other is in a plunger assembly that results in a default angle with no power applied. This is for limp home reasons (force of plunger spring is 2 times stronger than the main spring). Default angle is usually set to result in a top vehicle speed of 30 MPH (48Km). Typically this throttle angle is 7 to 8 degrees from the hard-stop angle.

1. The closed throttle plate hard stop is used to avoid the throttle from binding in the bore (~0.75 degree). This hard stop setting is non-adjustable and is set to result in less airflow than the minimum engine airflow required at idle.

1. Unlike cable type throttle bodies, the intent for the ETB is not to have a hole in the throttle plate or to use plate sealant. The hole is not required in the ETB because the required idle airflow is provided by the plate angle in the throttle body assembly. This plate angle controls idle and idle quality and eliminates the need for IAC bypass actuator.

1. The system has two throttle position sensors. Redundant throttle position signals are required for monitor reasons. TP1 has a negative slope (increasing angle, decreasing voltage) and TP2 has a positive slope (increasing angle, increasing voltage). During normal operation the negative sloped TP sensor (TP1) is used by the control strategy as the indication of throttle position. The TP sensor assembly requires four wires.

• 5 V Reference Voltage
• Signal Return (ground)
• TP1 voltage with negative voltage slope (5-0)
• TP2 voltage with positive voltage slope (0-5)

Accelerator Pedal Position Sensors (APPS)
The ETC strategy uses pedal position sensors as an input to determine the driver demand.

1. There are three pedal position sensors required for system monitoring. APP1 has a negative slope (increasing angle, decreasing voltage) and APP2 & APP3 both have a positive slope (increasing angle, increasing voltage). During normal operation APP1 is used as the indication of pedal position by the strategy.

1. There are two VREF wires, two signal return wires and three signal wires (total of seven wires and pins) between the PCM and APPS assembly.

• 2- 5 V Reference Voltage
• 2- Signal Return (ground)
• APP1 voltage with negative voltage slope (5-0)
• APP2 voltage with positive voltage slope (0-5)
• APP3 voltage with positive voltage slope (0-5)

1. The pedal position signal is converted to pedal travel degrees (rotary angle) by the PCM. The software then converts these degrees to counts, which is the input to the torque based strategy.

1. The three pedal position signals ensure a correct input to the PCM, if any one signal has a fault. The PCM knows if a signal is wrong by calculating where it should be, inferred by the other signals. A value will be substituted for a faulty signal if two out of the three signals are bad.

Light's on , have a vehicle scan done . Check code's . wrench light on ? .
Wrench Warning Indicator (Base Instrument Cluster)
The instrument cluster receives the powertrain status from the PCM over the HS-CAN. When a powertrain system concern is detected, the PCM sends the instrument cluster a command signal to illuminate the wrench warning indicator. If the 4WD control module detects a failure with the 4WD drive system, the 4WD control module sends a message to the instrument cluster over the CAN to illuminate the wrench warning indicator. On 4.6L engines, if the transmission control module (TCM) detects a failure with the transmission, the TCM sends a message to the instrument cluster over the CAN to illuminate the wrench warning indicator.
Plus The electronic throttle control system can turn on the wrench light.
It should be noted that the ETC system illuminates a powertrain malfunction indicator (wrench) on the instrument cluster when a concern is present. Concerns are accompanied by diagnostic trouble codes (DTCs) and may also illuminate the malfunction indicator lamp (MIL).

2007 PCED On Board Diagnostics SECTION 1: Description and Operation Procedure revision date: 08/10/2006 Torque Based Electronic Throttle Control (ETC)
Overview
The torque based ETC is a hardware and software strategy that delivers an engine output torque (via throttle angle) based on driver demand (pedal position). It uses an electronic throttle body, the powertrain control module (PCM), and an accelerator pedal assembly to control the throttle opening and engine torque. The ETC system replaces the standard cable operated accelerator pedal, idle air control (IAC) valve, 3-wire throttle position (TP) sensor, and mechanical throttle body.
Torque based ETC enables aggressive automatic transmission shift schedules (earlier upshifts and later downshifts). This is possible by adjusting the throttle angle to achieve the same wheel torque during shifts, and by calculating this desired torque, the system prevents engine lugging (low RPM and low manifold vacuum) while still delivering the performance and torque requested by the driver. It also enables many fuel economy/emission improvement technologies such as variable camshaft timing (VCT) (deliver same torque during transitions).
Torque based ETC also results in less intrusive vehicle and engine speed limiting, along with smoother traction control.
Other benefits of ETC are:

• eliminate cruise control actuators
• eliminate idle air control (IAC) valve
• better airflow range
• packaging (no cable)
• more responsive powertrain at altitude and improved shift quality

It should be noted that the ETC system illuminates a powertrain malfunction indicator (wrench) on the instrument cluster when a concern is present. Concerns are accompanied by diagnostic trouble codes (DTCs) and may also illuminate the malfunction indicator lamp (MIL).
Electronic Throttle Body (ETB)
The ETB has the following characteristics:

1. The throttle actuator control (TAC) motor is a DC motor controlled by the PCM (requires 2-wires). The gear ratio from the motor to the throttle plate shaft is 17:1.

1. There are 2 designs: parallel and in-series. The parallel design has the motor under the bore parallel to the plate shaft. The motor housing is integrated into the main housing. The in-series design has a separate motor housing.

1. Two springs are used: one is used to close the throttle (main spring) and the other is in a plunger assembly that results in a default angle when no power is applied. This is for limp home reasons (the force of the plunger spring is 2 times stronger than the main spring). The default angle is usually set to result in a top vehicle speed of 48 km/h (30 mph). Typically this throttle angle is 7 to 8 degrees from the hard-stop angle.

1. The closed throttle plate hard stop is used to prevent the throttle from binding in the bore (~0.75 degree). This hard stop setting is not adjustable and is set to result in less airflow than the minimum engine airflow required at idle.

1. Unlike cable operated throttle bodies, the intent for the ETB is not to have a hole in the throttle plate or to use plate sealant. The hole is not required in the ETB because the required idle airflow is provided by the plate angle in the throttle body assembly. This plate angle controls idle, idle quality, and eliminates the need for an IAC valve.

1. The TP sensor has 2 signal circuits in the sensor for redundancy. The redundant throttle position signals are required for increased monitoring reasons. The first TP signal (TP1) has a negative slope (increasing angle, decreasing voltage) and the second signal (TP2) has a positive slope (increasing angle, increasing voltage). During normal operation the negative slope TP signal (TP1) is used by the control strategy as the indication of throttle position. The TP sensor assembly requires 4 circuits.

• 5-volt reference voltage
• Signal return (ground)
• TP1 voltage with negative voltage slope (5-0 volts)
• TP2 voltage with positive voltage slope (0-5 volts)

Accelerator Pedal Position (APP) Sensors
The ETC strategy uses pedal position sensors as an input to determine the driver demand.

1. There are 3 pedal position signals required for system monitoring. APP1 has a negative slope (increasing angle, decreasing voltage) and APP2 and APP3 both have a positive slope (increasing angle, increasing voltage). During normal operation APP1 is used as the indication of pedal position by the strategy.

1. There are 2 VREF circuits, 2 signal return circuits, and 3 signal circuits (a total of 7 circuits and pins) between the PCM and the APP sensor assembly.

• 2 reference voltage circuits (5 volts)
• 2 signal return (ground) circuits
• APP1 voltage with negative voltage slope (5-0 volts)
• APP2 voltage with positive voltage slope (0-5 volts)
• APP3 voltage with positive voltage slope (0-5 volts)

1. The pedal position signal is converted to pedal travel degrees (rotary angle) by the PCM. The software then converts these degrees to counts, which is the input to the torque based strategy.

1. The 3 pedal position signals make sure the PCM receives a correct input even if 1 signal has a concern. The PCM determines if a signal is incorrect by calculating where it should be, inferred from the other signals. A value is substituted for an incorrect signal if 2 of the 3 signals are incorrect.
2. your best ,take your vehicle to a qualified repair .

Could be a dead spot in the tps or maybe it needs adjusting.
here is a procedure to adjust:

. Fig. 1: Throttle position sensor testing

1. Connect a digital multimeter to the throttle position sensor terminals 1 and 2. Measure resistance.
2. Insert a 0.012 in. (0.3mm) feeler gauge between throttle stop screw and throttle lever.
3. With retaining screws loosely installed, turn throttle position sensor fully clockwise, then slowly counterclockwise until digital multimeter indicates 0 ohms (continuity).
4. Tighten screws to 18 inch lbs. (2 Nm).
5. Insert a 0.035 in. (0.9mm) feeler gauge between throttle stop screw and throttle lever. Digital multimeter should now indicate an open circuit (no continuity).

You'd probably have to take it in to get it diagnosed, but I'm going to guess that it's the electronic throttle body.
The throttle body and throttle position sensor are in the same unit and if one goes bad, you have to replaced the whole thing.

This will cause high idle, stalling, hard shifts and irratic throttle.

I’m happy to help further over the phone at https://www.6ya.com/expert/jason_00b31cc8f593773a

will it shift left ?

replace or check the TPS on the throttle body

see if that helps

Throttle position sensor, speed sensor. To start. Probsbly the TPS

You could have a bad or contaminated Mass Air Flow (MAF) sensor. You can get a used one online for less then 100. You can also purchase a can of MAF sensor cleaner at a local auto supplies store and clean it. It located right at the air filter housing.

I believe your throttle positioning sensor is actually to blame. These are just the first signs of it going bad. I had the same problem and if you let it go you will end up on the side of the interstate because it will keep sputtering and dying. Then you will have to have a parts store come deliver a $60 dollar part to you on the side of I-95. It is only two screws and an easy fix. I am about 90 persent sure that is what your problem is.