Toyota RAV4 Coolant Bypass Valve “Recall”? What’s Really Going On

Coolant smell. A/C cuts out. Dash flashes Engine Maintenance Required. Looks like a recall, but it isn’t.

Toyota calls it Customer Support Program 24TE04. The issue? A bad coolant bypass valve that leaks, fries its own circuit, and can tip the engine into overheating.

The fix is free, but only if your RAV4 was built before February 2021, and only if you ask the right way. Here’s how to make sure Toyota picks up the tab.

1. This isn’t a recall, and Toyota’s counting on that

Toyota didn’t issue a recall. Instead, the coolant bypass valve repair falls under Customer Support Program 24TE04, quietly logged as a “Manufacturer Communication” with NHTSA. That label gives Toyota far more control over who gets help and when the help ends.

The rules change when it’s a CSP, not a recall

Recalls are federally enforced and stay open indefinitely. A Customer Support Program, or CSP, is Toyota’s version of a warranty extension, built around “quality” instead of “safety.” That phrasing matters. It keeps the fix out of federal reach and lets Toyota choose the terms.

There’s no automatic notice. No required outreach. Dealers only fix it free if the defect shows up within the defined window.

Under 24TE04, primary coverage runs through November 30, 2025, with no mileage cap. After that, there’s a second tier: 10 years or 100,000 miles from the original sale date. Once you’re outside both, Toyota walks, even if the valve fails exactly as described.

Why Toyota kept NHTSA out of it

NHTSA requires proof of a “safety risk” to order a recall. According to Toyota, this failure doesn’t cross that line.

Here’s how it plays out: the valve leaks slowly, coolant creeps into the actuator, then the electrical system shorts. Most drivers notice a warning light or weak A/C before anything overheats. Since it rarely leads to stalling or fire, Toyota framed it as a reliability problem, not a danger.

By doing that, they avoided a public recall, and with it, lifetime repair obligations and mass mailing costs.

The side-by-side that spells it out

Why this matters when it’s time to pay

Dealers treat CSPs like hidden warranty extensions. They don’t flag it unless you’re in the system, and they won’t send reminders beyond Toyota’s chosen list. If you don’t know the program exists or miss the coverage window, the repair becomes yours to fund.

“Recall” and “CSP” may sound similar. But one gets you a guaranteed free repair. The other might leave you with a $700 invoice and a bad taste in your mouth.

2. Covered vehicles, quiet cutoffs, and who’s most at risk

Toyota didn’t leave this open-ended. CSP 24TE04 targets RAV4 models using the early-generation coolant bypass valve, specifically 2019–2021 RAV4, 2019–2021 RAV4 Hybrid, and 2021 RAV4 Prime.

But it doesn’t stop there. The same part shows up in other Toyota and Lexus vehicles built on the TNGA platform. That includes:

• 2018–2021 Camry and Camry Hybrid

• 2020–2021 Corolla and Corolla Hatchback

• 2020–2021 Highlander Hybrid

• 2021 Sienna Hybrid

• 2021 Venza

Coverage is tied to production date, not just model year. And because this isn’t a recall, there’s no public VIN lookup; Toyota only lists it in an internal bulletin.

February 2021 is the invisible line

Toyota treats February 2021 as the make-or-break point. Anything built on or before that date is assumed to carry the defective valve. Later builds likely have the updated part and don’t qualify.

That means a 2021 RAV4 can fall inside or outside the program depending on its build month, not just the badge. You’ll need to check the label inside the driver’s door to be sure.

RAV4 drivers see it most

The 2019–2021 RAV4 and RAV4 Hybrid dominate the claims, not because the valve is any worse, but because so many were sold. The RAV4 Prime also qualifies but shows fewer complaints, thanks to its lower production run.

Other TNGA-based models have the same faulty valve, but with fewer units on the road, you won’t hear about them as often.

Covered vehicles built on or before February 2021

3. How the bypass valve quietly wrecks your cooling system

Toyota calls it a flow shut-off valve, but it’s really the coolant traffic cop. It routes flow during warm-up to get the engine hot fast, then balances cabin heat and emissions. It’s all ECU-controlled, shifting coolant between engine, heater core, and radiator depending on load and temp.

When the valve sticks or leaks, things drift. The ECU starts chasing the wrong temps, the HVAC goes weird, and eventually, the engine runs hot.

Where the design fails

The early valve uses a plastic body with rubber seals and a small electric actuator, tucked into one of the harshest spots under the hood.

Heat cycles harden the seals, crack the plastic housing, and stress the actuator shaft. Leaks usually start small around the seam or hose ports. Then coolant wicks through the body and into the connector.

Slow at first. Then it spreads fast.

How coolant turns into a short

Coolant can carry enough current to bridge traces inside the actuator. Once that happens, the ECU loses feedback and throws a fault. The valve freezes in place, and flow defaults to a backup path.

Scan tools pull P2681-series codes. The leak you sniffed last week turns into an electrical failure that locks the system into limp logic.

When coolant flows the wrong way

With the valve stuck, coolant reroutes. The head runs hotter than expected, especially in traffic or after hot starts. At the same time, the HVAC system goes off-script.

The heater core and A/C logic get crossed signals. You’ll feel weak heat at idle, then cold air at cruise, even when it’s not supposed to.

The engine adjusts fuel and timing to compensate until it can’t. Then the temp gauge starts to climb.

Why the HVAC misbehaves first

Most owners notice the cabin before the cluster. A sticking valve starves the heater core, especially at idle. That’s when the A/C fades or the heat swings. It’s not the blower or refrigerant; it’s the routing.

That early symptom is your best shot at catching the leak before it ruins the harness.

What the updated part actually fixes

The revised valve comes with upgraded seals, better materials, and improved moisture protection at the actuator. Techs also clean and seal the harness connector during the repair, since wicking often destroys terminals.

After replacing the valve, the cooling system is refilled, and air is purged to restore proper flow. That stops the short, brings temps back in line, and gets the A/C working like it should.

4. How to spot it before the codes hit

If you smell coolant, lose A/C at idle, and see Engine Maintenance Required, you’re already in the danger zone.

At first, the reservoir dips slightly, and the valve just looks damp. As coolant creeps deeper into the actuator, HVAC symptoms ramp up long before any codes show up.

What you’ll feel while driving

At idle, the A/C turns lukewarm. Start rolling, and it snaps back cold. Heat output rises and falls in traffic.

After an overnight park, there’s often a faint sweet smell near the front of the engine bay, maybe a crust around the valve body or hose stub. Coolant level drops slowly over days, no puddles, just a mystery loss.

Codes that confirm it

Once coolant hits the actuator, the electrical side breaks down. The ECU throws:

Sometimes the dash only shows Engine Maintenance Required while the ECU quietly logs faults in the background.

Scan data that seals the deal

When the actuator’s wet, commanded, and actual valve positions don’t match. Coolant temp climbs at idle with A/C on, then drops at speed. Long-term fuel trims start to drift as the ECU chases bad thermal readings.

Wiggle the pigtail connector, and the code often jumps from pending to confirmed, classic sign of a compromised harness.

5. How Toyota sets the rules, and what dealers actually follow

What Toyota looks for before covering the repair

CSP 24TE04 doesn’t get triggered by guesswork. Toyota outlines three ways to qualify:

• Visible coolant seep at the bypass valve

• A low reservoir level tied to that leak

• Stored or active codes P268111 or P268115

Your VIN has to land in the eligible range, and your build date must be February 2021 or earlier. No recall notice to lean on here; dealers go straight to the internal CSP bulletin.

Two coverage windows, and one of them’s closing fast

You’ve got two shots at getting this fixed on Toyota’s dime.

First, there’s the primary window, which stays open through November 30, 2025, with no mileage cap.

Then there’s secondary coverage, which runs 10 years from the original in-service date or 100,000 miles, whichever comes first.

If you’re inside either window, and the symptoms or codes check out, Toyota pays.

What the job includes, and what it doesn’t

Under T-SB-0112-24, dealers must confirm the fault, install the updated valve, inspect the harness, and refill the cooling system while clearing out any trapped air.

This isn’t just a swap-and-go. Leaked coolant often creeps into terminals, so techs have to check the connector and nearby harness branches for corrosion. If they skip this, codes often come back.

Where some dealers drop the ball

Some service advisors wrongly demand an active check engine light before approving the repair. That’s not how Toyota wrote the program. Stored codes or visible seep are enough.

Others try to charge for coolant refill as a separate item, even though Toyota’s instructions include it as part of the CSP job. If you’re eligible, the entire repair is $0, coolant and all.

What Toyota says this CSP actually covers

6. What happens if you let it slide

Heat builds where it shouldn’t

When the valve stops directing coolant properly, heat backs up near the exhaust side and cylinder head. Temps climb fastest during idling or after a hot shutdown. Over time, that heat warps gaskets, weakens sealing surfaces, and soaks the catalytic converter with extra fuel during restarts.

The leak doesn’t stay small

What starts as a slow seep eventually invades the connector. From there, it crawls into the wiring harness. Coolant eats away at the terminals, increasing resistance and causing short circuits that won’t go away with just a valve swap.

Unless those terminals are cleaned or replaced, the electrical fault becomes permanent.

Things go downhill before the light comes on

The ECU tries to manage rising temps by adjusting fuel trims and timing. You’ll feel it: rougher idle after long stops, sluggish throttle response, and fading A/C while parked. Sometimes the only warning is Engine Maintenance Required. The check engine light comes later.

Coolant chemistry turns against you

Topping off over and over dilutes the corrosion inhibitors. That opens the door for internal rust, pitting the radiator, heater core, and water pump. Mix in the wrong coolant type, and deposits start forming around narrow passages, exactly where you don’t want blockages during a heat spike.

Small problems multiply fast

Once coolant ruins a connector, new parts don’t fix it. A fresh valve won’t stop P2681 codes from reappearing if the harness is already compromised. At that point, repairs snowball, extra labor, diagnostics, sometimes even a new sub-harness.

And if the overheating damages the head gasket? You’re no longer in bypass-valve territory. You’re in top-end rebuild country.

7. What forced Toyota’s hand wasn’t heat; it was a lawsuit

The courtroom clock beat the shop clock

In May 2024, a federal lawsuit, Barrientos v. Toyota, called out bypass valve failures in 2019–2023 RAV4 and Corolla models. The complaint linked leaks to shorts, overheating, and missing dashboard warnings. Suddenly, a quiet TSB wasn’t going to cut it.

Toyota launched CSP 24TE04 right as the lawsuit drew headlines and public pressure peaked.

Why the lawsuit vanished

By August 2024, the case was voluntarily dismissed. No trial, no discovery, no internal emails in the public record. In legal terms, it was a clean exit for Toyota.

The CSP gave them cover, wide enough to calm complaints, but narrow enough to avoid admitting a safety defect. Free repairs were limited by date and mileage, and there was no federal recall on the books.

Who didn’t make the cut

If your RAV4 was built after February 2021, you’re probably out. Toyota assumes later builds got the updated valve. That means 2022–2023 models showing the same issues aren’t eligible under CSP terms.

For 2021s, the build month matters more than the model year. One built in January gets covered. One from March? You’re paying out of pocket unless you’ve still got basic warranty time left.

When owners still have leverage

If you’ve had multiple repairs inside the CSP window and the valve keeps failing, you may qualify under state lemon laws, especially with documented repeat P2681 codes and overheating notes.

Outside the CSP? Solid photos, clean invoices, and detailed service records help build a goodwill claim. If harness damage outlasts the valve swap, it’s harder for Toyota to blame wear and tear, and easier to argue the problem runs deeper.

8. How to get the fix, without getting billed

First move: confirm the build date

Open the driver door and check the build label. If it says February 2021 or earlier, you’re in the target group. Call your dealer with the full VIN and ask if CSP 24TE04 is open on your vehicle.

If you have a scan tool and see P268111 or P268115, or smell coolant near the bay, mention that too.

What to say at the service desk

Be direct. Tell them you have coolant seep at the flow shut-off valve, fading A/C at idle, and the Engine Maintenance Required alert. Mention T-SB-0112-24 and clarify that stored codes or visible leaks qualify, even without an active CEL.

Parts, labor, and coolant should all be covered under the CSP terms.

What the dealer should actually do

The tech checks for seepage, scans for codes, installs the updated valve, and inspects the connector. If coolant has wicked into the harness, they clean or replace corroded terminals. The system is then refilled and properly bled to restore flow and HVAC control.

If they skip the terminal work, expect codes to come back.

After the fix, keep an eye on signs

Cold-start A/C should stay consistent. The heater should stop swinging between hot and cold in traffic. The reservoir should hold steady, with no coolant smell after shutdown.

If P2681 codes return, it likely means the connector’s still compromised, not that the new valve failed.

If they try to charge you, push back

If the service advisor says you need a check engine light or tries to charge for coolant, ask for a manager. Calmly restate that CSP 24TE04 covers parts, labor, and coolant under T-SB-0112-24.

Still no luck? Call Toyota corporate. Document the seep, include scan tool screenshots, and provide your build date.

If you’ve already paid for the repair, gather the invoice and submit a reimbursement request, as long as you were within the CSP’s time and mileage window, Toyota may still pay it back.

Why Toyota’s coolant valve fix comes with a deadline

By calling it a Customer Support Program, not a recall, Toyota set the terms, the timeline, and the narrative. It cooled the heat, but left trust on low.

For owners, the smart move is beating the clock: before November 30, 2025, or within 10 years/100,000 miles from first use. After that, the same fix hits your wallet.

The part is small. The damage it causes isn’t. If your RAV4, or any TNGA-based Toyota, still smells like coolant, don’t wait. The clock’s already moving.

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Rami Hasan is the founder of CherishYourCar.com, where he combines his web publishing experience with a passion for the automotive world. He’s committed to creating clear, practical guides that help drivers take better care of their vehicles and get more out of every mile.