Honda Pilot Emissions System Problem Recall: Why It Happens & Who’s Affected

The “Emissions System Problem” light kicks on mid-drive, and just like that, the Pilot feels off. Sometimes it’s a glitch. Sometimes it’s a sign the engine’s circling the drain.

Newer models (2023–2025) suffer from a faulty FI-ECU that miscalculates torque and ends power without warning. Older Pilots have deeper scars, oil-scorched rings, fouled plugs, misfires, and burnt-out converters from the VCM system.

Then there’s 2016: a one-year injector and catalyst defect that lights up the same warning for a whole different reason. This breakdown cuts through the noise, what’s minor, what’s fatal, and which years Honda’s been forced to fix.

1. What the “Emissions System Problem” Message Actually Means

One warning, multiple troublemakers

That emissions warning isn’t tied to just one sensor or failure. It lights up anytime something in the emissions chain slips out of spec. A misfire throws off catalyst readings. Oil burning skews fuel trim and misfire counts.

Even a torque-calculation bug in the FI-ECU can set it off. The truck might still drive fine, or it might stumble and stall, depends on what tripped the system first. Every one of those failures dumps into the same cluster of monitors, so you get the same message, even when the issue is miles apart.

Two major failure patterns behind most Pilot complaints

On newer Pilots, the core issue is a software flaw in the FI-ECU that miscalculates torque during quick throttle changes. The system responds by pulling torque, which causes hesitation or stalls, logged as P061B and recalled under 25V-031.

Older Pilots have a mechanical problem: Honda’s VCM setup. Between 2009 and 2016, the system shuts down cylinders to save fuel, but leaves some bores too cold and dry.

The oil control rings gum up, oil leaks past the pistons, plugs foul, and the engine misfires. Codes P0301–P0304, followed by P0420/P0430, show up once the converters take the hit.

Then there’s 2016—a different beast entirely. Debris in the direct-injection fuel system throws off delivery, the PCM misreads catalyst data, and the truck starts throwing misfire and A/F codes that look just like VCM fallout, even though the cause is injector imbalance.

Honda Pilot Emissions Problems by Year

2. 2023–2025 FI-ECU Stalling Recall – Torque Math Gone Wrong

Where the software stumbles

Every time you touch the gas, the FI-ECU calculates how much torque to deliver. In 2023–2025 Pilots, that map is broken. Quick pedal inputs confuse the calibration logic, and the torque model veers off track. The system panics, logs P061B, and cuts torque, even when the hardware’s fine.

That software glitch pulls down emissions monitors too, so you’ll see an “Emissions System Problem” and a check engine light even if the engine’s healthy. The failure isn’t physical, it’s in the decision table that botches rapid throttle commands and responds by overcorrecting.

Which vehicles are hit and how it shows up

Honda’s January 2025 filing under NHTSA 25V-031 covered about 295,000 Pilots across the 2023–2025 model years. Service bulletin 25-014 confirmed the issue and outlined the fix. By that point, Honda had logged 674 warranty claims, enough to turn the glitch into a formal safety recall.

On the road, the failure feels like hesitation under load, a dead zone after lifting off the throttle, or in rare cases, a full engine stall while moving. Owners describe losing power during merges or lane changes, with nothing but P061B in the logs, no injector, ignition, or fuel system faults to blame.

How dealers actually fix it

There’s no hardware swap. The dealer plugs in the factory scan tool, flashes the corrected calibration to the FI-ECU, and runs a brief idle-learn routine. The entire job takes 0.3 hours, 0.2 for the reflash, 0.1 for idle-learn. Honda covers it under the recall.

The repair order should clearly list the 25V-031 or 25-014 tag, show the ECU update, and note completion of idle-learn. No wires cut. No parts pulled. Just new code loaded into the brain of the truck.

What this means long-term

This isn’t the kind of fault that chews through piston rings or clogs a converter. It’s a bad calibration, plain and simple. Once the software’s fixed, the issue stops cold, and doesn’t come back unless the recall work was skipped.

That shows up clearly in the service record. A Pilot with the update has one fewer failure path. One without it? Still one wrong pedal input away from stalling in traffic.

3. 2009–2016 VCM Oil Burn & Converter Failure – The Problem That Wouldn’t End

How VCM starts chewing up the cylinders

Honda’s Variable Cylinder Management shuts down half the engine under light load. Sounds smart, until those unused cylinders cool off and stop getting steady oil flow.

The oil rings start sticking, carbon builds up, and instead of draining back to the crankcase, oil clings to the walls. When that bank fires back up, it burns oil every time. Spark plugs foul early, combustion turns rough, and misfires start to pile on.

From sticky rings to dead converters

Oil in the combustion chamber disrupts the burn and snuffs the spark. The ECU flags P0301–P0304 as those misfires add up. Raw fuel slips through the cylinders and bakes the catalytic converters from the inside.

Over time, the substrate degrades, coatings fail, and the truck logs P0420/P0430. The emissions light is often the first sign, even before the truck feels off.

Honda’s repair strategy once the failures hit

When the complaints piled up, Honda responded with extended coverage, 8 years, no mileage cap, for VCM-related misfires.

Dealers followed TSB 13-081 and 25-060: check oil use, tear down the short block if needed, clean pistons, replace rings and pins, install fresh plugs, and update the PCM with revised VCM logic. It was one of the most invasive warranty repairs Honda ever approved.

Why some engines failed again after the fix

Plenty of engines ran clean past 120,000 or 150,000 miles after the ring job. But not all. VCM still left that bank cold and dry, and carbon came back.

Short-trip and heavy-load trucks saw the return sooner than long-haul commuters. The calibration slowed the damage, but it didn’t fix the core cycle that triggered it.

What older VCM engines face today

Engines that spent years burning oil usually end up cooking their converters too. Even with new cats, the P0420/P0430 codes creep back once the system catches the uneven burn pattern again.

Some trucks pass emissions tests briefly, then fail on the next round. Used buyers know the signs, and Pilots with a VCM repair history and repeated converter codes tend to sell for less. The problem sticks with the engine.

4. 2016 Fuel Injector & Catalyst Campaign – The Year DI Bit Back

How injector debris triggered a cascade of problems

For 2016, Honda moved the Pilot to direct injection. Tighter tolerances, higher fuel pressure, and less margin for error. Tiny bits of debris from machining or the high-pressure pump started scratching or clogging injector tips.

Fuel delivery went uneven, one or two cylinders ran lean while the others stayed normal. The PCM watched the oxygen sensors, saw a mismatch, and began flagging both real combustion issues and false catalyst failures. A single flaw at the injector tip threw the whole engine logic into chaos.

Why the codes looked just like VCM fallout

Bad 2016s showed P0300–P0306 for misfires, P219A/B for bank imbalance, and P0420/P0430 for failing cats. On the road, that meant a stumble, shaky idle, or rough load transition, plus the same “Emissions System Problem” warning seen in VCM engines.

But here, oil wasn’t the villain. Uneven injector flow was. And shops that replaced cats first usually wasted time and money, the real fault lived upstream.

What Honda’s 10-year fix really covered

Honda answered with TSB 20-100 and a 10-year/150,000-mile warranty extension for affected 2016 Pilots.

Once the code pattern was confirmed, dealers swapped all six injectors to ensure uniform spray, flashed new PCM and TCM software, and ran a drive cycle to reset the emissions monitors. When done right, the codes cleared, without touching the converters.

Long-term outlook after the fix

Most 2016 Pilots run clean after the injectors and software update. The ones to trust show TSB 20-100 on file, recent injector part numbers, and no fresh P0420/P0430 in the logs. The rest? Noisy scan data, missed recalls, and a risk no one should take without proof in hand.

5. Recalls That Trigger Emissions Warnings but Aren’t Emissions Problems

Filler neck failures disguised as evap leaks

Some 2023–2025 Pilots are under a separate recall for fuel-filler neck separation, logged late 2024. The filler pipe can pull loose near the rear wheel arch, leaking fuel and vapor into the wheel well.

As vapors drift forward, the evap system detects a pressure drop and starts throwing codes. Drivers usually notice a fuel smell, “check fuel cap” message, or evap leak fault before realizing there’s a physical break in the filler neck.

It’s officially a fire-risk recall, but the symptoms mimic emissions trouble because the tank can’t hold pressure anymore.

Rod bearing failures that show up as vague engine alerts

Some 2016 and 2018–2019 Pilots also got flagged for rod-bearing wear. Manufacturing defects left the bearings prone to shedding material early, which drops oil pressure during throttle changes.

The ECU sees rising knock and misfire rates, then flashes broad engine or emissions warnings. On the dash, it can look like a tame emissions fault.

But the real issue lives deep in the rotating assembly, and if missed, it leads to serious damage. Many owners don’t catch it until an oil analysis or teardown confirms the wear.

Honda Pilot Recalls That Trigger Emissions Warnings

6. VCM Disablers – Smoother Drive, Shaky Warranty

How VCM delete plugs shut off the system

Most VCM disablers tap into the coolant-temp sensor and feed the ECU a steady signal that fakes a cold engine. That keeps the deactivation system from kicking in, so all six cylinders stay live, all the time.

Engines that used to run cold and dry on the shut-down bank now stay warm and oiled. Oil use slows down, and the light-throttle shudder that bugs many owners usually disappears once VCM is out of the picture.

What happens to emissions—and your warranty

Since full-time V6 mode burns more fuel, regulators flag these devices as emissions tampering, even if the exhaust system stays untouched. Honda doesn’t mince words, any failure tied to a non-Honda add-on can void your powertrain coverage.

If a dealer finds a disabler during diagnostics, they can deny warranty for piston, ring, or converter repairs, citing altered controls.

Why some owners still run the plug

If the truck’s still under the 5-year/60,000-mile powertrain or emissions warranty, stock programming keeps Honda on the hook. Disabling VCM during this period trades smoother running for denied coverage.

But outside warranty? It’s different math. If oil consumption starts climbing and Honda’s off the clock, some owners add the plug anyway to slow the damage. At that point, they’re betting on smoother miles over legal footing, because the risk is all theirs.

7. What to Do When the Emissions Light Shows Up

Start with the scanner, not the guesswork

The “Emissions System Problem” warning is just a surface alert. The real story’s in the OBD II codes. Step one: scan the system. A basic reader or shop tool will pull the fault codes and freeze-frame data, load, speed, temp, right when the failure hit.

If you see codes like P061B, deep knock, or a pattern that suggests rod damage, don’t drive it. Tow it. But if it’s just a P0420 or P0430 and the engine’s smooth? You’ve got time to schedule a visit, no panic.

Code clusters point straight at known defects

Once you’ve got the codes and the model year, the pattern starts to write itself. A 2023–2025 Pilot with P061B and throttle hesitation points straight to the FI-ECU recall. A 2016 with P0300–P0306, P219A/B, and maybe P0420/P0430 fits the injector issue in TSB 20-100.

A 2009–2015 truck that’s burning oil and logging P0301–P0304 with repeat converter faults? That’s the VCM failure lane, TSB 13-081 and 25-060 apply. Nail the pattern early, and you’ll know whether to book a dealer recall or prep for mechanical work.

Use the VIN before you spend a dime

With the codes and year in hand, your 17-digit VIN becomes the key. Punch it into NHTSA’s recall tool and Honda’s recall site. That’ll show any open safety recalls, 25V-031 for FI-ECU stalling, fuel filler neck faults, or rod-bearing defects. Dealers handle those for free.

The same VIN pulls up extended coverages, like the 8-year/unlimited-mileage misfire protection on VCM engines or 10-year/150,000-mile injector coverage for 2016s.

If you already paid for ring jobs, injectors, or cats and kept receipts, you might get reimbursed if your truck now qualifies under one of those campaigns.

Where DIY stops and the pros take over

Keep an eye on the basics: track oil level weekly if you’ve got a VCM engine, scan codes regularly, log mileage and warning dates. Those notes are gold to a shop.

But once you’re into software reflashes, PCM updates, or major hardware swaps like rings or injectors tied to a TSB, it’s dealer territory, only they have the factory tools and access to warranty goodwill.

When coverage ends, an experienced independent shop that knows J-series engines can take over for deeper fixes or VCM disabler installs, but only if the diagnostics are tight and the history’s clean.

8. Which Pilot Generations Carry Real Emissions Trouble

Early Pilots with age-related faults, not design defects

First-gen and early second-gen Pilots use port injection with no VCM. They’ve aged, but their emissions failures are typical, cracked vacuum hoses, lazy O2 sensors, or cats worn out from miles, not design. They don’t throw the systemic misfire or converter codes seen in later years.

2009–2015: Where VCM made emissions problems inevitable

This stretch carries the worst emissions record. VCM oil burning leads to stuck rings, stacked misfires, and torched converters.

Even repaired engines can fall back into the pattern because the same cylinder bank still gets starved under VCM. These trucks often log repeat P0301–P0304 and P0420/P0430 codes late in life.

2016: A different failure, same symptoms

The 2016 Pilot didn’t suffer from oil-burning VCM issues, but its direct-injection injectors caused uneven fueling, misfires, and false catalyst faults. TSB 20-100 fixed it with a fresh injector set and updated software. Trucks that never got the fix still carry that risk, and the same trouble codes.

2023–2025: Clean hardware, bad software

New-gen Pilots hit emissions issues for a different reason, a bad torque map in the FI-ECU. That’s the heart of recall 25V-031. The problem causes hesitation or stall, not long-term wear.

Once updated, these trucks don’t carry the converter or ring problems older Pilots do. If the reflash was done, they’re in the clear.

Every generation ranked by real emissions risk

How the Emissions Warning Actually Plays Out for Pilot Owners

That emissions warning covers a wide spread, three generations of engines, two core failure types, and fixes that range from software tweaks to full short-block rebuilds. Everything depends on the model year and the code stack.

If it’s a 2023–2025, the key is whether the FI-ECU reflash was done. That’s the only way to stop P061B from ending throttle response. If it’s a 2016, look for paperwork confirming TSB 20-100, injector replacement and software calibration.

For 2009–2015, it comes down to oil consumption, ring damage, and converters that have spent years scrubbing unburned fuel from misfires.

The drivers who get ahead of it usually spend less. A quick scan shows the problem lane, the VIN confirms what Honda still covers, and a good paper trail keeps dealers from dodging repairs. The dash light might be vague, but once the codes and history line up, the fix is usually dead obvious.

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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.