Honda Fuel Pump Recall: Two Failures, One Dangerous Fix

Smell gas, then the engine cuts out? That’s not random, that’s Honda’s fuel pump nightmare in action. And it’s not just one recall, it’s two.

The first covers 2017–2020 models with in-tank pumps that seize when the plastic impeller swells. The second, recall 24V-763, hits 2023–2025 models with high-pressure pumps that can crack and leak fuel. One stalls. The other may spark a fire.

Both trace back to supplier failures Honda didn’t catch: Denso’s resin defect on the early pumps, machining flaws on the newer ones. Together, they’ve sidelined more than 3 million Hondas and Acuras.

This guide walks through what really failed, which recall applies, and how to make sure yours doesn’t turn dangerous.

1. Two very different fuel pump failures, same Honda badge

Most people think the “Honda fuel pump recall” is one big fix. It’s not. It’s two separate messes, each with its own root cause, danger, and set of vehicles.

The first recall, NHTSA 23V-858, covers 2.6 million Hondas and Acuras from 2017 to 2020. These models use an in-tank low-pressure pump with a plastic impeller that soaks up fuel and swells. Once it expands, it drags inside the housing until the motor stalls, usually while cruising.

The second recall, NHTSA 24V-763, hits around 720,000 newer Hondas from 2023 to 2025. These get a high-pressure fuel pump mounted on the engine. Poor machining and weak heat treatment left the solenoid core brittle. Under pressure, it can crack, leak fuel, and spark a fire.

Same symptom at first, fuel trouble. But the risks couldn’t be more different: one cuts power without warning, the other could light up your engine bay.

Two Honda Fuel Pump Recalls, Side by Side

These aren’t two versions of the same defect. They’re snapshots of Honda’s supplier chain going sideways, first from Denso’s bad resin, then from a Tier-2 machining failure. One aged out, one cracked under pressure. Both left owners exposed.

2. Which Hondas are actually recalled?

Most headlines mash these recalls together. In truth, they split by generation, by pump type, and by VIN. One recall doesn’t cover the other’s problem.

23V-858, In-tank pump (2017–2020): stalls, no warning

This recall affects about 2.6 million vehicles across Honda and Acura. The problem sits in the tank: a low-pressure pump with a resin impeller that swells over time. Heat, fuel blends, and sit time can speed up the failure, but it’s the VIN that tells you if you’re in.

Covered Honda models:

Accord (incl. Hybrid), Civic (incl. Type R), CR-V (incl. Hybrid), Odyssey, Pilot, Passport, Ridgeline, Fit, HR-V, Insight, Clarity Plug-In Hybrid

Covered Acura models:

ILX, TLX, RLX, RDX, MDX (incl. Sport Hybrid), NSX

24V-763, Under-hood pump (2023–2025): cracks, fuel leaks

This newer recall hits about 720,000 Hondas, not Acuras. The high-pressure pump sits on the engine and feeds direct-injection systems. If the solenoid core splits, it can leak fuel near a hot block. A faint smell is often the first warning.

Covered Honda models:

Accord (2023–2024), Accord Hybrid (2023–2024), CR-V Hybrid (2023–2025), Civic Sedan and Civic Sedan Hybrid (2025 only)

Quick-reference coverage table

* Civic coverage centers on 2025 builds. Accord is 2023–2024, CR-V Hybrid spans 2023–2025.

3. Why these fuel pumps fail, and how

The impeller that swells and chokes off fuel

Inside the tank, the low-pressure pump uses a plastic impeller to push fuel forward. But Denso used a resin that doesn’t play nice with gasoline. Over time, it absorbs hydrocarbons and swells just enough to grind against its housing. Once that friction builds, the motor slows, then stalls.

Heat and ethanol make it worse. Hot weather, short trips, and summer-blend fuels all speed up the swelling. Some cars just stumble at startup. Others lose power mid-drive and coast to a dead stop.

Hybrids and plug-ins are hit harder because they sit longer, the soaked resin stays swollen. When the pump finally spins, it can’t push fuel fast enough to build rail pressure. That’s when codes like P0087 show up.

The solenoid core that splits and leaks fuel

The newer high-pressure pump cracks from the inside out. First problem? Tiny machining debris left scars in the solenoid core.

Then came a missed post-plating bake, crucial for removing trapped hydrogen in the steel. That’s a recipe for hydrogen embrittlement, which weakens the metal from within.

Under high load, thousands of psi, the cracks grow. Eventually, the pump leaks at the seam or line fitting. Fuel vapor hits a hot block and fills the bay with raw gas. There’s often no check engine light.

A UV dye test or pressure hold confirms it, but replacement is the only fix. The cracked core can’t be repaired or safely reused.

Same outcome, different physics

One starves the engine and cuts power. The other leaks fuel near ignition temperatures. The weak links are different: plastic in the tank, steel on the block, but both failures trace back to supplier sloppiness. Ignore either, and you risk a stall or a fire.

4. What it feels like behind the wheel

When the in-tank pump is going out

Starts take longer, first when cold, then even when warm. Press the gas and it hesitates, like the pedal’s stuck in molasses. On the highway, it stutters, recovers, then dies. Sometimes you’ll see P0087 or low rail pressure on a scan. Other times, it shuts off clean with no code at all.

When the high-pressure pump is leaking

You’ll smell raw gas, usually after idling or just after shutdown. It’s strongest near the passenger side of the engine bay. The smell fades while driving, but returns at stoplights as pressure holds in the rail.

Look for a damp ring around the pump body or fitting. It’s subtle, especially before the engine’s fully hot. No warning light? Doesn’t matter. Your nose is the first sign.

What to do, no shop tools needed

If you smell fuel near the engine, stop driving. Park outside, call the dealer, and request a tow under recall 24V-763.

If your car is stalling or cranking long, it’s likely the in-tank pump tied to 23V-858. Limit trips and schedule a check. If both issues show up on different cars, handle the one leaking fuel first.

5. Skip the wait, how to check your VIN and lock a real appointment

Don’t wait on the letter

Recall letters lag behind. You can verify your status now, before the next envelope even leaves the printer. Honda and Acura both offer instant VIN check tools.

NHTSA’s lookup lets you cross-check against federal filings. If you’ve moved or bought used, skip the mailbox. Go digital.

Do this to actually move forward

1. Run your VIN on Honda’s or Acura’s recall site. Then double-check it on NHTSA’s database.

2. If you’re covered under 23V-858 or 24V-763, call the dealer and Honda Customer Service at 888‑234‑2138.

3. Be clear about your symptoms, stall vs. fuel odor, and ask for priority if it’s leaking.

4. Get a firm appointment time, and write down the advisor’s name and your case number.

Who gets scheduled first, and why

Dealers get parts in waves. Cars with symptoms, especially those leaking fuel, go to the front of the line. If your car is covered under 23V-858 and hasn’t shown issues yet, expect a short wait while stock moves through.

But once your part lands, make sure your contact info is current, or you’ll miss the callback and lose your slot.

California adds a paperwork twist

In California, these fuel-pump campaigns count as emissions-related repairs. Once fixed, ask the dealer for a Vehicle Emissions Recall – Proof of Correction slip.

For 23V-858, this usually falls under tags like KGS or K7X. No slip means possible DMV headaches later. Keep it with your repair order.

6. What the recall fix actually looks like in the shop

What parts they change, no halfway fixes

For 23V-858, techs remove the rear seat or access panel and swap the full in-tank pump module. They don’t rebuild it; the entire unit gets replaced with an updated version.

For 24V-763, the engine-mounted high-pressure pump goes. The solenoid core inside can’t be repaired, so the whole assembly gets scrapped.

How long your car will sit

Swapping the in-tank pump takes around 1.2 hours of book time, but real-world timing depends on service traffic, parts arrival, and post-install checks.

The high-pressure pump’s timing varies by model. Some layouts are wide open; others require coolant lines, brackets, or intake parts to come off first. Shops pressure test after install and check for leaks at hot idle before they release the car.

Don’t risk driving a known leaker

If you smell fuel, don’t keep driving. Park outside and request a tow under recall 24V-763. Fuel vapor in a hot bay isn’t something to push through traffic with.

If it’s a stall-type issue under 23V-858, the risk is lower but still real. Skip the highway, avoid towing or heavy loads, and get it looked at soon. If it stalls repeatedly, report it and use dealer roadside; it builds a paper trail.

Smart ways to beat the parts backlog

Allocation isn’t always even. Symptom-present cars, especially those with fuel odor, usually get the first batch. If your dealer is out, ask who else nearby has open stock and request they transfer your appointment.

Parts often land with no warning, and missed callbacks mean lost spots. Keep your phone nearby the day parts are expected to land.

Get the paperwork that protects you later

Don’t leave empty-handed. You need the repair order, part number, mileage in/out, and any tow or loaner notes. In California, make sure you also get the Proof of Correction for emissions.

If you paid out of pocket for a fuel pump before the recall? Keep the invoice. Reimbursement depends on clean records.

7. Why Honda got burned, twice

Denso’s bad resin wasn’t just a Honda problem

The in-tank pumps came from Denso with a resin that wasn’t built to survive gasoline. It swelled over time, wiping out the tight tolerances the pump relied on.

That same resin showed up in other brands, too, prompting multiple recalls starting in 2020. Honda’s slice alone covers 2.6 million vehicles built from 2017 to 2020.

Machining flaws set the next trap

The high-pressure pump failure hits where precision matters. Tool debris scarred the solenoid core during machining. Then, a sloppy post-plating bake let hydrogen stay trapped in the steel.

That’s how hydrogen embrittlement starts, and how hairline cracks turn into fuel leaks. It matches owner reports on 2023–2025 builds almost exactly: faint odor, then full-on seep.

Quality checks missed the actual failure modes

Audits focused on flow and noise, not metallurgy. Line testers didn’t check for resin expansion or trapped hydrogen. Suppliers hit throughput targets and earned good grades, even as failure was baked in. By the time field complaints started rolling in, the damage was already parked in driveways.

Two bad parts, one oversight gap

One failure came from flawed material. The other came from flawed process. Both could’ve been caught with tighter supplier checks on chemistry, surface finish, and heat treatment. Instead, they passed early, failed late, and left the field holding the bag.

8. Getting your money back, if you paid out of pocket

Lawsuits are stacking, especially around Denso

Legal action followed fast once the impeller flaw showed up across brands. Quebec approved a class action in 2023, and U.S. suits echo the same themes, owners covering towing, rentals, and pump repairs long before the recalls dropped.

The newer high-pressure leak adds injury risk, which raises the stakes and keeps fire-related claims open even post-repair.

What Honda will actually reimburse

If you paid for a fuel-pump repair tied to 23V-858 or 24V-763, Honda may reimburse, but only with proof. You’ll need the repair order, part numbers, dates, mileage, and any linked tow or rental charges.

Dealers submit through the recall portal, not goodwill, and it pays at Honda’s rates, not whatever your shop charged.

Receipts get results, stories don’t

Keep the invoice. Attach proof your VIN is now part of a recall. Add a bank or card statement if needed. Towed? Include the slip. Got a loaner? Add that too. A clean packet means faster approval and fewer follow-up calls.

Even after the fix, value takes a hit

Fuel-system recalls linger in the vehicle’s history. That can cost you during resale, especially on newer hybrids tagged under 24V-763. Some owners pursue diminished-value claims with legal help. The recall might fix the part, but it doesn’t erase the record. Keep everything.

9. What really pushes these pumps to fail

Heat, fuel, and city driving wear the tank pump faster

The low-pressure pump’s impeller swells faster in hot climates, especially with summer-grade fuel. Ethanol and short top-offs keep it soaked, shrinking the clearance until it binds. If you drive in city heat and refuel often, the pump reaches its failure point sooner than a highway cruiser.

Hybrids make it worse without even trying

Hybrids and plug-ins let the pump sit motionless for days. All that time soaking in ethanol lets the resin deform. When it finally kicks back on, it can’t push through the added drag. The rail runs lean before the wheels even move. Same resin, but hybrids feel the hit faster than a gas-only twin.

Leaking high-pressure pumps leave a scent trail

If the high-pressure pump is cracking, the first clue is a raw fuel smell, usually after a short stop or hot soak. Some leaks don’t show cold. Techs often spot a faint dark ring at the fitting, then confirm it with UV dye during a pressure-hold test.

Why some stalls don’t log a fault code

When the in-tank pump locks up, pressure can nosedive before the PCM even blinks. The engine dies, the cluster goes blank, and the scan might show nothing but vague rail pressure history. What you feel, long crank, tip-in stumble, is often more useful than what the freeze frame shows.

When repairs look done but aren’t

After replacing a high-pressure pump, the bay needs to idle hot with rail pressure held. That’s when vapor leaks surface, barely visible, but deadly if ignored. Shops that skip this step often hand the car back… only for it to return hours later.

How dealers decide who gets parts first

If your VIN has a fuel leak, you jump the line, because fire risk sits inches from heat. If it stalls and shows long crank or highway cut-outs, you’re not far behind. A clean description, matching campaign ID, and clear video can push your case to the top without fuss.

10. Don’t get bounced: how to work the service desk right

What to say when you call

Lead with your VIN and the recall number. Say 23V-858 if it stalls. Say 24V-763 if you smell fuel. Be specific: “long crank and highway stall” for the tank pump, or “raw gas smell after a hot stop” for the high-pressure pump. If fuel odor is present, ask for tow and priority booking.

What to lock down on the call

Don’t hang up without an appointment time, the advisor’s name, and a case number. Ask if your VIN range has countermeasure parts in stock.

If not, find out which nearby store does and ask to transfer the slot. Stay reachable the day the parts show up; missed calls bump you down the list.

What to confirm when you drop it off

For 23V-858, confirm they’re replacing the full in-tank module, not just the motor. For 24V-763, make sure they’re installing a complete pump assembly.

Request a pressure-hold and hot idle test before they release the car. If you came in on a tow, ask for a loaner or shuttle, and get it in writing on the repair order.

What to keep when you leave

Take the repair order, installed part number, and mileage in/out. Add any tow or rental notations. In California, grab the Vehicle Emissions Recall – Proof of Correction. If you paid out of pocket before the recall? Staple that old invoice to today’s RO. Clean paperwork = smooth reimbursement.

What Honda missed, and what you can’t afford to

Two different pumps. Two different decades of engineering. Same root problem, quality control went blind.

One failure came from bad chemistry: a resin that soaked up fuel and swelled shut. The other was metalwork done wrong, cut too rough, baked too cold, never cleaned right. Both slipped past because audits chased speed, not science.

Now it’s on Honda to catch up. Countermeasure parts for 24V-763 need to move faster, especially with fire risk in play. The brand has to start policing its Tier-2 vendors as tightly as names like Denso. Every week of delay leaves more cars stalled, or worse, leaking under pressure.

If you’re the owner, this isn’t about loyalty. It’s about not getting burned. Run your VIN. Document everything. If you smell fuel or feel long cranks, don’t brush it off.

These aren’t minor quirks; they’re signs of what happens when the system misses by microns and leaves millions exposed.

Admin

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.