I have a cel code 1259 and in the haynes manual it says "vtec malfunction" but the paper from the code reader from advance auto says "fuel air metering" which one is it, and is it possible for those two things to share the same code? Does anyone know of a fix? I did a search and didnt come up with anything. Thanks in advance.

 

haynes manual it says "vtec malfunction"

you have to check your
vtec solenoid
vtec oil pressure switch
oil pressure

you may have to clean your whole vtec solenoid assembly
and VTEC Rocker Arm test.

change oil and put a new oil filter

 

The first thing i check when I see that code is the oil level.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Playa_FL &raquo;</TD></TR><TR><TD CLASS="quote">... which one is it, and is it possible for those two things to share the same code?</TD></TR></TABLE>Any code above P0999 doesn't have the same meaning from one carmaker to another. P1259 for a Honda means VTEC system malfunction. Maybe P1259 for a Ford or Chevy means fuel metering. Maybe the guy didn't set the code reader for 'Honda' before he read your code?

That's why it's important to get the actual code number...

Meanwhile, start simple & check the 'free' stuff. Check oil. Then check whether your VTEC solenoid or VTEC oil-pressure switch are unplugged... Let us know so we can suggest what to check next.

 

ok all plugs are connected. I just recently replaced the oil pressure sensor. I'm thinking the screen in the VTEC solenoid assy is clogged. I changed the timing belt this past weekend, and when i pulled the valve cover i noticed some buildup in the head. I'm assuming this is due to a lack of oil changes.

 

Clean up that screen, that's a real good possibility. In fact, clean up the whole spool valve. Probably should get new gaskets (spool-valve to head & solenoid to spool-valve) because the old ones will be hard & may not re-seal.

If the engine is gunky, you may get additional crud in that screen over time. Maybe some of that engine-cleaning stuff for the sludge? Favorite brands anyone? BG44k? AutoRX? Stuff like that?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Playa_FL &raquo;</TD></TR><TR><TD CLASS="quote">I have a cel code 1259 and in the haynes manual it says "vtec malfunction" but the paper from the code reader from advance auto says "fuel air metering" which one is it, and is it possible for those two things to share the same code? Does anyone know of a fix? I did a search and didnt come up with anything. Thanks in advance.</TD></TR></TABLE>

your car is pregnant

CEL P1259 means your car has had unprotected sex and is pregnant...congratulations your baby problem will be along shortly.....

 

After EXTENSIVE web searches and finally a couple days off to troubleshoot, I have fixed a friends 99 accord that we did a JDM motor swap on.

TWO problems: P1259 CEL code and low on power (stumbles and dies). one symtom - cooling fan comes on with key on.

Problem: TWO connectors were accidentally swapped during the installation:
1) the VTEC oil pressure switch was swapped with the temp sender on the water outlet. This caused a 6 volt signal on the VTEC oil pressure signal to the ECM resulting in a P1259 code without even starting the engine. It also functioned as a switched ground (O volts from the VTEC pressure switch at low rpm) and turned on the fan. Both of these connecters are identical size, # wires and very close to each other.
2) the two throttle body (3 wire) connectors were swapped and resulted in the low power. After a quick check of some web pictures, I confirmed the GRAY connector goes to the MAF on top and the blue connector goes to the rear. The wire length actually made them fit better to the WRONG connector.

Better next time suggestion: take plenty of digital pictures from all angles and distances. These can be referenced during the install to clear up confusion.

Additional knowledge gained in swap: There were at least two sensors needed from the old engine. We simplified some of the swap by keeping the original intake manifold and throttle body. The exhaust manifold was also different with the US one being a 4 into 1 shorty manifold, whereas, the JDM is a 4 into 2 with the headpipe being a 2 into 1. I would have preferred to keep the 4-2-1 configuration but we did not have the necessary headpipe to fit.