Honda · Known Issues
1997-2026 Honda CR-V Problems: 64 Known Issues
1997-2026 model years · 592,252+ owner reports · Updated September 2026
All years · All trims · All engines
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According to Au7o's analysis of 592,252+ owner reports, the 1997-2026 Honda CR-V has 64 documented known issues, with 25 rated critical. The most serious are Rear Frame/Subframe Corrosion - Suspension Detachment Risk ($0-$0 repair), 1.5L Turbo Engine Oil Dilution ($0-$500 repair), Denso Fuel Pump Recall - NHTSA 20V-374 and 23V-111 ($0-$0 repair), 1.5T CVT Transmission Judder and Valve Body Failure ($200-$5,000 repair), K24 Timing Chain Tensioner Failure - VTC Actuator Rattle (3rd Gen) ($300-$2,000 repair), 1.5L Turbo (L15BE) Engine Oil Dilution — Fuel in Oil, Overfilled Dipstick, Gas Smell in Cabin ($0-$200 repair), Real Time 4WD Rear Differential Failure from Wrong/Stale Fluid ($60-$2,500 repair), High-Pressure Fuel Pump Cracking and Fuel Leak / Fire Risk (Recall 24V763000) ($0-$0 repair), P0700 — Transmission Control System Fault from Failing Shift/Lock-Up Solenoids (Limp Mode) ($300-$3,500 repair), VSA/ABS Modulator-Control Unit Failure — ABS, VSA & Brake Lights On (2nd/3rd Gen) ($700-$2,800 repair), Front Seat Belt Buckle Won't Latch — Recall 23V-158 ($0-$0 repair), Phantom Braking — Collision Mitigation Braking System (CMBS) Activates With No Obstacle ($0-$200 repair), Worn Ignition Switch Contacts Can Stall the Engine (Recall 02V120000), First-Generation CR-V (1997-2000) Driver Airbag Inflator Recall — NHTSA 20V026000, Collision Mitigation Braking System Brakes Hard for Vehicles and Objects That Are Not There ($0-$1,400 repair), Brake System Problem Warning and Sudden Loss of Brake Assist on Electro-Servo Hybrid Braking (Recall 26V366000 Vehicles Excluded) ($0-$2,500 repair), Low-Speed Surge While Parking — Vehicle Lurches Forward With the Brake Pedal Applied ($0-$1,200 repair), Replacement NADI Driver Airbag Inflator Recall on 2000-2001 CR-V (20V027000), Low-Density Fuel Pump Impeller — Stalling / No-Start (NHTSA Recalls 21V-215 & 23V-858) ($0-$0 repair), CR-V e:FCEV Fuel Cell Stack Coolant Leak — Loss of Drive Power (Recall 25V858000) ($0-$0 repair), Steering Gearbox Worm-Wheel Friction Causing "Sticky"/Notchy Steering (Recall 24V744000) ($0-$0 repair), High-Voltage Battery Terminal/Busbar Fracture — Spark, Fire, and Loss of Drive Power (Recall 24V745000) ($0-$0 repair), AC Compressor 'Black Death' — Compressor Failure Contaminates Entire A/C System (3rd Gen) ($900-$2,200 repair), K24Z Sticking Piston Rings — Excessive Oil Consumption (3rd Gen) ($1,200-$4,500 repair) and Driver Airbag Can Deploy Inadvertently — Steering Wire Chafe Recall (2019) ($0-$0 repair). The most commonly reported issue is Rear Frame/Subframe Corrosion - Suspension Detachment Risk with 564,000 owner reports. Across all issues with published estimates, repair costs range from $20 to $5,000. DIY maintenance guides at au7o.io.
Honda recalled roughly 448,000-500,000 vehicles — including 2017-2020 CR-V — because the front seat belt buckle may fail to latch. The buckle channel surface coating deteriorates with continuous use and, at low temperatures, the release button can shrink against the channel, increasing friction so the buckle won't engage. An unlatched belt cannot restrain the occupant in a crash, raising injury risk. The defect is the subject of NHTSA recall 23V-158 (announced March 2023) and is heavily reported on the CR-V Owners Club, especially in cold climates.
This is a free safety recall (NHTSA 23V-158). Take the vehicle to a Honda dealer, which will inspect and replace/repair the affected front seat belt buckle components at no charge. Owners can verify eligibility by VIN at nhtsa.gov/recalls or by calling Honda customer service (1-888-234-2138). Do not attempt a DIY workaround — use the recall remedy so the corrected buckle parts are installed.
Every model year of the first-generation Honda CR-V from 1997 through 2000 is covered by NHTSA recall 20V026000. These CR-Vs were built with a Non-Azide Driver airbag Inflator (NADI) in the steering wheel. NADI inflators do not use phase stabilized ammonium nitrate (PSAN) propellant, so this is a separate defect from the widely publicized PSAN inflator recalls. Honda determined that a manufacturing issue lets the NADI inflator absorb moisture. The failure only reveals itself during a deployment: in a crash that fires the driver frontal airbag, the inflator can rupture and send metal fragments at the driver or other occupants, or the airbag can underinflate and fail to cushion the driver properly. NHTSA describes both outcomes as increasing the risk of serious injury or death. The recall population is 1,439,841 vehicles across the entire campaign, which spans many Honda, Acura and Isuzu models — not a CR-V-only number.
Have it done free at a Honda dealer. The dealer inspects the driver frontal airbag inflator and, if necessary, replaces it with an inflator of a different design. The recall began October 1, 2020. First-gen CR-Vs have usually passed through several owners by now, so look the vehicle up by VIN at nhtsa.gov/recalls to confirm whether the remedy is still outstanding. American Honda's Customer Support & Campaign Center: 1-888-234-2138.
The camera/radar Honda Sensing CMBS on 6th-gen CR-Vs applies hard automatic braking on open road with nothing ahead. NHTSA complaints across 2024, 2025 and 2026 CR-Vs describe the instrument cluster flashing BRAKE and the vehicle decelerating sharply at 35-70 mph with no vehicle, animal, or obstruction present — frequently under overpasses, approaching intersections, on curves where an oncoming car is in the opposite lane, and in light snow. Owners report near rear-end collisions. Dealers commonly find no stored fault and declare the system calibrated. This is the same inadvertent-activation failure mode NHTSA already escalated to an Engineering Analysis on earlier CR-V and Accord generations, now recurring on the current body style.
Get every event logged on a repair order by date, speed and location — a dealer record is required before Honda will re-flash or replace hardware. Ask specifically for the latest CMBS/front camera and radar software update and a front sensor camera aiming/calibration; a windshield replacement without proper recalibration will also produce false activations. Keep the front grille radar and windshield camera area clean and free of aftermarket badges, plate frames and bug deflectors. CMBS sensitivity can be reduced or the system switched off via the settings menu as an interim measure, and CMBS can be disabled with the dashboard button per drive cycle. File an NHTSA complaint — the earlier generation's recall pressure came entirely from complaint volume.
American Honda recalled certain 2000-2001 CR-Vs under NHTSA campaign 20V027000. The trigger is repair history: these CR-Vs may have received a replacement driver frontal air bag module at some point as part of a vehicle repair. Due to a manufacturing issue, the NADI inflator used in that replacement module may absorb moisture. Honda's stated consequences are two: the inflator may rupture when the air bag deploys, or the air bag cushion may underinflate. A rupture can send metal fragments into the driver or other occupants; an underinflated cushion may not properly protect whoever is behind the wheel. Both increase the risk of serious injury or death in a crash. The recall's 875,966-unit total is campaign-wide across all the Honda and Acura vehicles listed in it.
The fix costs the owner nothing. A Honda dealer inspects the air bags in the CR-V and, as necessary, replaces the driver frontal air bag inflator with an inflator of a different design. Owner notification started October 1, 2020. Since coverage depends on whether the vehicle ever had its driver air bag replaced, look up your VIN at nhtsa.gov/recalls rather than assuming, or call American Honda's Customer Support & Campaign Center at 1-888-234-2138.
Honda recalled 2019 CR-V SUVs because the driver's airbag can suddenly deploy with no crash. A metal edge inside the steering wheel can cut into / chafe the airbag wiring harness, causing a short circuit that triggers inadvertent deployment — and the same short can disable the airbag when it is actually needed. An unexpected deployment while driving is a serious crash hazard. This is documented by Consumer Reports and NHTSA recall actions for the 2019 CR-V and is distinct from the seat-weight-sensor passenger-airbag recalls.
Free safety recall — visit a Honda dealer, which will inspect the steering-wheel/airbag wiring and install protective measures or replace the affected harness/components at no charge. Verify by VIN at nhtsa.gov/recalls or call Honda (1-888-234-2138). If the SRS/airbag warning light is on, treat it as urgent. Do not service the airbag/clockspring area yourself.
The Honda Sensing adaptive cruise control can behave erratically, including phantom braking on the highway when no obstacle is present, or failing to detect vehicles ahead. Weather conditions, sun glare, and road conditions can affect system performance.
Keep windshield and sensors clean. Update to latest Honda Sensing software. Understand system limitations in certain conditions. If phantom braking is severe, have dealer inspect camera and radar sensors. Some owners disable ACC and use standard cruise.
Honda recalled 2023-2026 CR-V Hybrid and 2025-2026 CR-V Fuel Cell EV vehicles (along with Accord Hybrid) because pressure can build inside the tire sealant bottle supplied in the underfloor tire repair kit. During use the bottle cap can detach and become a projectile, striking the user or bystanders. These trims carry no spare wheel, so the repair kit is the only roadside option, meaning owners are most exposed exactly when stranded at the roadside. NHTSA complaints from CR-V owners through mid-2026 show remedy parts on extended backorder, with dealers unable to schedule the repair for weeks.
Do not use the factory tire repair kit until the recall is completed — call roadside assistance or a tow instead. Contact a Honda dealer to schedule the free repair, which replaces the tire repair kit nozzle or the sealant bottle; interim owner letters went out July 27, 2026 with the final remedy anticipated in Fall 2026. Honda's customer service line for this campaign is 1-866-784-1870. If your dealer has no parts, a compact 12V compressor and a plug kit carried in the cargo area is a safe stopgap for a simple tread puncture.
The millimeter-wave radar module for adaptive cruise control and the Collision Mitigation Braking System sits directly behind the Honda 'H' emblem in the CR-V's front grille, retained only by clips. Thieves pop the emblem and pull the sensor in under a minute; the modules resell for a few hundred dollars while dealer replacement plus aiming runs many times that. Multiple 2026 CR-V owners filed NHTSA complaints after repeat thefts — one owner had the sensor stolen, replaced, and stolen again. Dealers have reported mass overnight hits on their own lots. The car still drives, but ACC, CMBS, low-speed braking control and the road-departure functions go dark and the dashboard fills with driver-assist failure messages, and replacement modules have been on backorder.
Fit an aftermarket steel radar shield/bracket that sandwiches the sensor with security fasteners behind the emblem — these are model-specific for the 6th-gen CR-V and cost a fraction of a replacement. Park with the nose in against a wall or another vehicle where possible, and add a front-facing camera. If the sensor is already gone, comprehensive auto insurance normally covers it as theft; budget roughly $600-$1,200 for the module plus the mandatory radar aiming procedure, and expect a parts wait. Do not drive assuming Honda Sensing will intervene once the module is missing — all radar-based functions are inoperative.
Honda recalled certain 2024 CR-Vs because the tire identification number moulded into the factory-fitted tires is missing its four-digit date code, putting the vehicles out of compliance with FMVSS 139 for new pneumatic radial tires. Without the date code an owner cannot tell the tire's age, and more importantly cannot determine whether their tires fall inside a future tire manufacturer's safety recall — so a recalled tire could stay in service indefinitely. Honda's internal number for this campaign is BIS; owner letters were mailed August 27, 2024.
Check your VIN at NHTSA's recall lookup or call Honda customer service at 1-888-234-2138 to confirm whether your 2024 CR-V is included. Dealers inspect the sidewall TIN on all four tires and replace any tire lacking the date code free of charge. Do this even though the tires themselves are mechanically sound — the point of the remedy is restoring your ability to be notified of a tire recall later. While the vehicle is in, ask the dealer to record the corrected TINs on the repair order for your own records.
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Gasoline mixes with engine oil in the 1.5L turbocharged engine, causing the oil level to rise above the full mark. The issue is most prevalent in cold climates where short trips don't allow the engine to reach full operating temperature. Unburned fuel bypasses the piston rings and enters the crankcase, diluting the oil and reducing its lubricating properties.
Honda released a software update (PCM update) that raises engine operating temperatures faster and increases idle RPM in cold conditions. For 2017-2018 models, Honda also extended the powertrain warranty by one year. Owners should change oil more frequently (every 3,000-5,000 miles) in cold climates.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Oil-filter consumable when an owner performs the shorter oil-change interval described by the repair guidance Fitment/availability: 2017-2023 U.S. CR-V 1.5T within this record; cataloged broadly for the CR-V and shown specifically for th…
The K24Z2 2.4L engine in the 3rd generation CR-V shares the same Variable Timing Control (VTC) actuator design flaw as the 2006-2011 Civic. The VTC actuator develops internal ratchet mechanism wear causing a loud metallic rattle on cold starts that lasts 1-5 seconds. The hydraulic timing chain tensioner also weakens over time, allowing chain slack. Honda issued TSB 07-010 addressing VTC actuator noise with improved actuator design. Ignored VTC rattles lead to timing chain elongation and guide wear, which can cause catastrophic engine failure on very high-mileage vehicles.
Replace VTC actuator with updated design (Honda part #14310-RZA-000 for K24Z2, ~$120-200 parts) per TSB 07-010 procedure. Inspect timing chain and guides for wear while VTC actuator is accessible. Change oil every 5,000 miles maximum using Honda Genuine or Mobil 1 0W-20 - extended drain intervals accelerate VTC failure. If timing chain has stretched: replace chain, tensioner, and guides as complete kit ($600-1,200 parts + $500-800 labor). Aisin VTC actuators are OEM-supplier quality at lower cost.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Bulletin-specified VTC actuator after the characteristic two-second cold-start rattle is confirmed Fitment/availability: 2007-2009 U.S. Do not use for 2010-2011.
Replaces bulletin part 14310-R40-A01; do not use for 2007-2009.
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The fifth-gen CR-V's 1.5L 'Earth Dreams' turbo direct-injection engine (L15BE) is prone to gasoline diluting the engine oil, especially in cold-weather states and on short trips where the engine never fully warms. Under cold conditions the fuel injectors spray gasoline onto cylinder walls that doesn't fully combust; it then drips past the rings into the crankcase, raising the oil level well above the dipstick full mark and producing a strong fuel smell from the dipstick and sometimes in the cabin (via the heater). Diluted oil loses viscosity and lubrication capacity, accelerating wear on camshafts, rocker arms, and bearings. The problem was significant enough to trigger a nationwide class-action settlement (District of Minnesota, final approval Sept 2020) covering 2017-2018 CR-V and 2016-2018 Civic 1.5T, plus a Honda powertrain warranty extension. CarComplaints logged 89 complaints on the 2017 and 60+ on the 2018 with very low average mileage (~8,400 mi).
Honda's remedy (TSB 19-032 / 19-037 / 19-038) is a software update to the engine, transmission, and A/C control logic so the engine warms faster and runs richer for less time, an oil-and-filter change, and in some cases replacement of the A/C control unit. Honda extended the powertrain warranty on camshafts/rocker arms to 6 years/unlimited miles. There is no full mechanical fix — owners in cold climates should change oil more often, take the car on longer drives to burn off fuel, and monitor the dipstick. The class settlement reimburses prior premature oil changes, towing, and diagnostic costs.
The 3rd-generation CR-V's 2.4L K24Z engine is widely reported to develop sticking/clogged oil-control piston rings that allow oil to bypass into the combustion chamber, causing chronically high oil consumption. Owners commonly report burning roughly a quart every 1,000–2,000 miles with no visible external leak, sometimes accompanied by blue exhaust smoke, fouled spark plugs, and misfire codes. Honda acknowledged the defect: Service Bulletin 08-080 (and superseding 12-089) covered the condition, and Honda extended the piston/ring warranty on the 2010–2011 CR-V to 8 years / 125,000 miles. Left unaddressed, low oil from rapid consumption risks accelerated wear and engine damage. This is one of the most-discussed reliability complaints for the 2007–2011 CR-V and a leading reason these years are flagged on 'avoid' lists.
Confirm the consumption rate with a documented Honda oil-consumption test (typically monitored over ~1,200 miles). If within the warranty-extension window (2010–2011: 8 yr/125k), Honda's remedy is replacement of the pistons and piston rings. Out of warranty, options range from a top-end ring/piston job to a short-block/engine replacement; some owners first try an extended-soak ring-cleaning or seafoam/oil-additive regimen with mixed results. Interim mitigation: check oil at every fill-up and top off to prevent running low; use the factory-spec 0W-20 and avoid extended drain intervals.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Standard ring component in the verified 2010-2011 bulletin repair Fitment/availability: 2010-2011 CR-V K24 branch after confirmed oil consumption and professional teardown.
Do not choose grade A by guess or mix it with grade B without following Honda's cylinder-grade procedure.
Grade-B piston branch for the bulletin repair when cylinder markings/measurement require grade B Fitment/availability: 2010-2011 CR-V only as cataloged; quantity four in the bulletin repair. This is an alternative grade branch, not an ad…
Required head gasket for the verified piston/ring repair Fitment/availability: Cataloged for 2010-2011 CR-V within the broader part fitment. Use only as part of the professional repair with all specified one-time-use fasteners, seals and…
Head-cover reseal component for the verified piston/ring repair Fitment/availability: Cataloged for 2010-2014 CR-V and used in the 2010-2011 repair branch here. It does not replace the remaining bulletin-listed seals, bolts, fluids and c…
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The Variable Timing Control (VTC) actuator fails, causing a loud rattling or grinding noise for 1-2 seconds during cold engine startup. The issue is caused by the actuator's internal lock pin not engaging properly. If left unaddressed, this can lead to timing chain wear and potential engine damage.
Replace the VTC actuator. In some cases, the timing chain and tensioner may also need replacement if they have been damaged. Using the correct 0W-20 oil and changing oil at 5,000-mile intervals can help prevent premature failure. Cost: VTC actuator replacement $400-$600; with timing chain $1,000-$1,500.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Updated actuator for a confirmed two-second cold-start rattle within the 2012-2014 bulletin/VIN branches Fitment/availability: 2012-2014 U.S.
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The 5th generation CR-V with the 1.5T Earth Dreams engine (L15B7) produces excessive engine shake and rough idle during cold start and warm-up that is distinctly abnormal compared to competitive vehicles. The vibration is felt through the steering wheel, floorboard, and seats. Honda engineers attribute this to combustion characteristics of the direct-injection turbo engine in cold operating conditions. Honda issued multiple TSBs (19-100, 20-054) with PCM calibration updates that partially address the issue by modifying fuel trim and ignition timing. Many CR-V owners accept this as a known characteristic after updates, but others find it unacceptable. This is distinct from the oil dilution issue (separate entry) though related to the same engine.
Visit Honda dealer for PCM calibration updates (TSBs 19-100 and 20-054) - free under warranty. Updates modify cold start fueling strategy and reduce (but may not eliminate) vibration. Engine mounts should be inspected: active engine mount failure (common on 5th gen after 60,000 miles) significantly worsens vibration - replace with Honda OEM active mounts ($350-500 each + $300-500 labor). Allow engine to warm up 2-3 minutes before driving in cold weather.
The 5th generation CR-V uses electronically controlled Active Engine Mounts (ACM) that use an electromechanical actuator to cancel engine vibration in real time. These mounts fail prematurely at 40,000-80,000 miles, causing a dramatic increase in cabin vibration, especially at idle and under load. Failed active mounts cause vibrations that feel much worse than a normal worn passive mount. The front right (passenger side) ACM is most commonly reported first. Honda engineers designed these mounts to last the life of the vehicle, but real-world use shows otherwise. Dealer diagnosis often overlooked - technicians sometimes attribute vibration to engine or transmission.
Diagnose active engine mount failure by shifting from Drive to Neutral at idle - if vibration significantly decreases in Neutral, ACM failure is confirmed. Replace failed active engine mount with Honda OEM ACM ($350-450 per mount) - aftermarket passive mounts ($80-120) do not have ACM function and will not resolve vibration. Front right mount ($350-450 + $200-300 labor) is most common first failure. Replace all mounts if multiple are near failure age.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Engine-side mount after inspection confirms failure on the 1.5-liter turbo branch Fitment/availability: 2017-2022 U.S. Confirm VIN, engine and position; this is not the transmission mount, tor
Engine-side mount after inspection confirms failure on the naturally aspirated 2.4-liter branch Fitment/availability: 2017-2019 U.S. Confirm VIN, engine and position; do not cross this part to a 1.5T or to the 2020-2022 range.
Many 2017-2018 1.5T owners report a pronounced shudder/vibration for roughly the first 20-30 seconds after a cold start, particularly after the car has sat overnight in cool weather, that smooths out as RPM rises or the engine warms. The behavior is closely tied to the same fuel-dilution/cold-enrichment problem: incomplete cold combustion, fuel-fouled or worn spark plugs, and occasional cylinder misfires (which can set P0300-series codes). On affected cars the diluted, low-viscosity oil and rich cold-start mapping make the rough idle worse. Honda's oil-dilution software updates that change cold-running logic also reduce the severity of the cold-start vibration.
Apply the Honda 1.5T driveability/oil-dilution software updates (TSB 19-032/19-037/19-038) which revise cold-start fueling and warm-up logic. Inspect and replace fuel-fouled spark plugs and check ignition coils for misfire; verify oil is not heavily fuel-diluted and change it if so. If a specific cylinder misfires, address that coil/injector. Owners should let the engine reach operating temperature and take periodic longer drives to clear fuel from the oil. Spark plug/coil work typically runs $150-$400 if needed.
The refreshed 2015 CR-V (and carryover 2016) with the direct-injected 2.4L Earth Dreams engine is notorious for a body/steering-wheel vibration that owners describe as severe enough to make occupants nauseated. The vibration occurs in three modes: stopped in gear at idle (Mode 1), light takeoff at 1,000-2,000 RPM (Mode 2), and cruising 40-50 mph at 1,800-2,200 RPM (Mode 3). The 'vibration at idle' megathread on the CR-V Owners Club ran hundreds of pages and the issue spawned class-action lawsuits, prompting Honda to issue TSB 15-046 ('Vibration While Driving and/or Stopped in Gear'). This is distinct from the 5th-gen 1.5T cold-start shake — it is the naturally-aspirated 2.4L DI low-RPM lugging/idle vibration.
Apply Honda TSB 15-046 by mode: Mode 1 — install new radiator lower (mount) cushions, a new transmission mount, and new front head restraints. Mode 2 — install a tailgate damper kit and reflash the PCM/powertrain software. Mode 3 — PCM software update only. Many owners need a combination of the above; the radiator-cushion and transmission-mount replacement plus PCM reflash address the bulk of complaints. Use genuine Honda mounts — aftermarket motor mounts have reportedly introduced steering-wheel vibration.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Required Mode 1 transmission mount in Bulletin 15-046 after the vehicle's complaint is classified as Mode 1 Fitment/availability: 2015 CR-V under Bulletin 15-046; although the retail catalog also lists 2016 fitment, the bulletin procedur…
Bulletin-required new Mode 1 transmission-mount hardware Fitment/availability: 2015 CR-V Bulletin 15-046 Mode 1; quantity one. Use only with the complete bulletin procedure.
Bulletin-required new Mode 1 transmission-mount hardware Fitment/availability: 2015 CR-V Bulletin 15-046 Mode 1; select SKU 90162-T0A-A00 and order quantity two. Catalog evidence also displays later fitment; use the bulletin quantity.
Bulletin-required new Mode 1 transmission-mount hardware Fitment/availability: 2015 CR-V Bulletin 15-046 Mode 1; quantity one. Use only with the complete bulletin procedure.
Bulletin-required new Mode 1 transmission-mount hardware Fitment/availability: 2015 CR-V Bulletin 15-046 Mode 1; select SKU 90371-SAA-010 and order quantity two. Use only with the complete bulletin procedure.
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The 6th generation CR-V (2023+) receives early owner complaints about two noise issues: (1) A heat shield rattle from the exhaust/turbo area on cold starts that settles after warm-up. Honda TSB 23-031 addresses loose heat shield fasteners with updated torque specifications and retaining clips. (2) A characteristic direct-injection "ticking" noise from the 1.5T engine that is considered normal but alarms new owners. Honda issued a TSB clarifying that direct-injection ticking is inherent to the engine design. The 2023 CR-V also received updated Honda Sensing software to reduce phantom braking inherited from previous generation.
For heat shield rattle: Honda dealer retorques heat shield fasteners and installs updated retaining clips per TSB 23-031 (free under warranty). For DI injector ticking: Honda TSB clarifies this is a normal engine characteristic - no repair available, but confirm with dealer to document. For Honda Sensing phantom braking: Get latest Honda Sensing software update (free under warranty). For ECON mode CVT roughness: Disable ECON mode as preferred driving mode - CR-V Owners Club notes 6th gen CVT performs best in Normal or Sport modes.
The ABS/VSA modulator-control unit on 2nd- and 3rd-gen CR-Vs is a common failure that lights the ABS, VSA (Vehicle Stability Assist), and traction-control / brake warning lamps simultaneously and permanently. The root cause is most often an internal fault in the modulator's brake-pressure sensor or cracked solder joints on the internal circuit board, frequently logging code 66-1. While the safety systems are disabled, base hydraulic braking still works, but ABS and stability control do not. The genuine modulator assembly is very expensive (commonly $2,100–$2,800 in parts alone), making this a high-cost repair, though specialist board-level rebuild services exist as a cheaper alternative.
Read the VSA system codes with a capable scanner (generic OBD-II may not show the manufacturer 66-1 code). If the modulator's internal pressure sensor / control board has failed, replace the VSA modulator-control assembly (then bleed the brakes and perform the required system initialization), or use a board-level ABS module rebuild service as a lower-cost option. Verify wheel-speed sensors and the brake-fluid level are not the cause before condemning the modulator.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Complete 2007-2009 Japan-built 4WD modulator after fault-specific diagnosis Fitment/availability: 2007-2009 CR-V 4WD with Japan manufacturing origin and KA 5AT only; verify VIN/build origin.
Complete 2007-2009 US-built 4WD modulator after fault-specific diagnosis Fitment/availability: 2007-2009 CR-V 4WD with USA manufacturing origin and KA 5AT only; select 57111-SXS-A00 and verify VIN/build origin.
Complete 2007-2009 Japan-built 2WD modulator after fault-specific diagnosis Fitment/availability: 2007-2009 CR-V 2WD with Japan manufacturing origin and KA 5AT only; verify VIN/build origin.
Complete 2007-2009 US/Mexico-built 2WD modulator after fault-specific diagnosis Fitment/availability: 2007-2009 CR-V 2WD with USA/Mexico manufacturing origin and KA 5AT only; select 57111-SXT-A00 and verify VIN/build origin.
Complete 2010-2011 US-built 4WD modulator after fault-specific diagnosis Fitment/availability: 2010-2011 CR-V 4WD with USA manufacturing origin and KA 5AT only; verify VIN/build origin.
Complete 2010-2011 US/Mexico-built 2WD modulator after fault-specific diagnosis Fitment/availability: 2010-2011 CR-V 2WD with USA/Mexico manufacturing origin and KA 5AT only; verify VIN/build origin. Japan-built 57111-SWB-A60 remains hel…
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The CR-V's Honda Sensing automatic emergency braking (CMBS) is the subject of a major NHTSA defect probe for 'phantom braking' — sudden, hard, unrequested braking when no obstacle is present. NHTSA's Office of Defects Investigation opened the case on 2017-2019 CR-V and 2018-2019 Accord, then upgraded it to an Engineering Analysis and expanded coverage to roughly 2,997,604 vehicles including 2020-2022 CR-V and Accord. ODI cited about 1,294 consumer complaints of unexpected AEB activation, with 47 crashes and 93 injuries potentially linked. Drivers report the system misreading overpasses, oncoming cars, shadows, or roadside objects and slamming the brakes, creating rear-end-collision risk. A related class action over the CMBS proceeded toward trial.
There is no recall remedy as of the investigation; Honda denies a defect. Dealers often cannot replicate the event, but should check for the latest Honda Sensing / radar-camera software updates and verify the windshield-mounted camera and front radar are properly aimed and unobstructed (recalibration after windshield replacement is essential). Owners can reduce risk by keeping the system clean/calibrated, and the CMBS sensitivity can be lowered or the system temporarily disabled via the dash menu when false activations are frequent. Affected owners should file an NHTSA complaint to support the ongoing investigation.
CR-V Hybrids use an electro-servo brake-by-wire system with a pedal simulator rather than a conventional vacuum booster. Owners of 2024-2026 CR-V Hybrids report abrupt 'Brake System Problem — Brake Performance May Be Reduced' messages accompanied by a hard or long pedal, grinding, and in several cases near-total loss of power assist while moving. One 2025 CR-V with under 5,000 miles had an outright brake pedal simulator control unit failure that took out both service braking and the electric parking brake on the road. A 2026 CR-V Hybrid owner had the same warning cluster twice, the first within days of delivery, repaired once as a brake sensor. Warnings typically arrive alongside Vehicle Stability Assist, AWD and collision-mitigation faults because the same control network is involved.
Treat this as stop-driving: with the simulator or servo unit faulted, pedal effort rises sharply and stopping distance grows. Have the vehicle towed rather than driven in. The dealer must pull stored DTCs from the VSA/electro-servo brake control unit — a road test alone will not reproduce it. Typical repairs are the brake pedal simulator control unit, the brake pedal stroke/pressure sensor, or the electro-servo brake actuator assembly, all covered under the 3-year/36,000-mile new-vehicle warranty. Out of warranty the actuator assembly is the expensive path. Insist on a repair order that names the failed part; owners who accept a 'no fault found' see the fault return.
A recurring NHTSA complaint pattern on 2024-2026 CR-Vs, concentrated on the Hybrid, describes the vehicle creeping into a parking space at walking pace, the driver applying the brake, and the vehicle surging forward over a curb into a wall, tree, building or parked car. Multiple filers specifically report feeling brake pedal pressure that then went away, or hearing a loud grinding from the brakes immediately before the surge — which distinguishes these reports from ordinary pedal misapplication. More than a dozen such reports span the 2024, 2025 and 2026 model years with injuries and total-loss crashes. Honda has issued no recall and dealers generally find no stored fault.
If it happens to you, do not let the car be repaired or sold before the event data recorder is imaged — the EDR captures pedal position and can settle whether the accelerator was applied. Request EDR download through your insurer with a crash-data specialist; Honda corporate has declined to pull it directly for owners. File an NHTSA complaint with the exact speed, gear and pedal feel described, because this pattern only becomes a defect investigation on volume. As a habit, use the left-foot-clear two-foot-free technique in tight lots, keep floor mats on their retention hooks (a shifted mat can trap the accelerator), and back into spaces where practical.
The CR-V Hybrid (2020+) uses regenerative braking as the primary retardation method, meaning the conventional friction brakes are used less frequently than on non-hybrid models. This reduced usage causes brake rotors to develop surface rust and corrosion significantly faster, creating a grinding noise that worries owners into unnecessary brake replacement. Additionally, the rear brake pads on CR-V Hybrids experience glazing and reduced effectiveness from infrequent use. Honda TSB 21-081 addresses this with a brake conditioning procedure. Rear brake pad replacement is required more frequently than expected despite low physical wear because of glazing.
Normal rotor surface rust (within 0.2mm) is cleared by firm brake application at 25-30 mph - perform 5-6 firm brake applications during first drive of the day to clear surface rust. Honda TSB 21-081 addresses glazed rear pads with resurfacing procedure. For significant rotor corrosion/pitting: replace rotors ($100-150 each) and pads. Use brake system periodically (weekly hard stop from 30 mph) to prevent rust buildup on Hybrid models used primarily for short trips. Premium rotors (Centric, EBC, Power Stop) resist rust better.
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Front rotor after inspection confirms replacement is required Fitment/availability: 2020-2022 U.S. CR-V Hybrid, front left or right, quantity two per axle.
Rear rotor after inspection confirms replacement is required Fitment/availability: 2020-2025 U.S. CR-V Hybrid within this issue's range, rear left or right, quantity two per axle; cataloged through 2026.
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The 5th generation CR-V (2018-2022) is included in Honda's largest fuel pump recall affecting over 5.7 million vehicles. Denso-manufactured fuel pump impellers were made with improperly molded low-density material that swells and deforms under fuel exposure, interfering with the pump housing and causing the pump to slow or fail. Engine stalling at highway speeds has caused collisions. This is the same recall affecting the 2018-2022 Accord, Passport, Pilot, and other Honda models. Honda expanded the recall multiple times as the scope widened to cover additional production dates.
Check recall status IMMEDIATELY at owners.honda.com with VIN or call Honda at 1-888-234-2138. Recall 20V-374 (original), 20V-714 (first expansion), 23V-111 (final expansion) provides FREE fuel pump module replacement at any Honda dealer. Parts availability was severely limited 2021-2024 - call dealer to confirm parts in stock. Until repair: keep fuel tank above 1/4 full and avoid repeated hard starts. Honda provides rental car/loaner reimbursement during parts wait period.
Certain 2023-2025 CR-V Hybrid vehicles (built ~Nov 2022 - Sep 2024) have a defective high-pressure direct-injection fuel pump in which cracks can form at the solenoid core component. During operation the cracks can grow and allow pressurized fuel to leak; in the presence of an ignition source this increases the risk of fire. This is the HIGH-pressure DI pump on the 2.0L Atkinson hybrid engine and is separate from the earlier low-pressure Denso in-tank impeller pump recalls. Honda recalled approximately 720,000 vehicles total (also covering Accord Hybrid and Civic) under NHTSA campaign 24V763000.
Under recall 24V763000, dealers inspect and, if necessary, replace the high-pressure fuel pump free of charge. Owner letters were mailed February 20, 2025. Owners noticing a strong fuel smell or fuel leak should stop driving and contact a Honda dealer; verify recall status by VIN at nhtsa.gov/recalls.
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Certain CR-Vs were built with a Denso fuel pump module containing a low-density impeller that can absorb fuel, swell, and deform. A deformed impeller binds the pump and makes it inoperative, which can prevent the engine from starting or, worse, stall the engine while driving — a crash risk. Honda addressed this through NHTSA safety recall 21V-215 (initial 2018-2019 coverage) and the later expansion 23V-858 that pulled in additional 2019-2022 model-year Honda and Acura vehicles. This is part of the broader multi-million-vehicle Denso low-pressure fuel pump campaign across the industry.
The recall remedy is free replacement of the fuel pump assembly with a redesigned, higher-density impeller pump at any authorized Honda dealer. Owners should check their 17-digit VIN on the Honda or NHTSA recall lookup to confirm whether their specific vehicle is included and unrepaired, then schedule the no-charge replacement. There is no reliable DIY workaround — a failing pump that causes stalling should be treated as urgent.
First-generation Honda CR-V models from 1997 through 1999 fall under NHTSA recall 02V120000. The defect is in the ignition switch itself: starting the vehicle sends high electrical current through the switch, and that current gradually degrades the internal electrical contacts. Worn contacts can interrupt power and shut the engine off without warning, which NHTSA identifies as a crash risk. The campaign as a whole covers about 1,000,000 vehicles across several Honda and Acura car and SUV lines; that number is campaign-wide and is not a count of CR-Vs.
Dealers replace the ignition switch free of charge. Take the CR-V to any authorized Honda dealer and ask them to perform recall 02V120000 — there is no cost to the owner even on a vehicle this old, provided the repair was never done. Notification letters went out starting June 14, 2002, so a used CR-V may or may not have had it; check the VIN at nhtsa.gov/recalls to see if the recall is still open. If a dealer agrees to a service date and does not complete the free repair in a reasonable time, call Honda at 1-800-999-1009.
A small number of early-build 2023 CR-V Hybrid vehicles (assembled Oct 6, 2022 - Jan 24, 2023) have high-voltage traction battery modules supplied by Panasonic with insufficient copper cladding thickness on negative terminals. The terminal or busbar inside the pack can fracture and spark, increasing the risk of injury or fire, and can cause a sudden loss of drive power. Honda issued NHTSA recall 24V745000 covering 98 vehicles. Although the population is small, the failure mode (HV battery spark/fire plus loss of propulsion) is high severity.
Under recall 24V745000, dealers replace the affected high-voltage battery module free of charge. Owner letters were mailed November 27, 2024. Affected owners should verify recall status by VIN at nhtsa.gov/recalls and contact Honda Customer Service (1-888-234-2138).
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The A/C compressor can fail prematurely, often due to internal clutch issues or compressor bearing failure. When the compressor fails internally, it can send metal debris through the A/C system, requiring a complete system flush and replacement of multiple components.
Replace A/C compressor with OEM or quality aftermarket unit. If compressor failed internally, flush entire A/C system, replace condenser, receiver/drier, and expansion valve to remove debris. Failure to clean system will cause new compressor to fail.
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Replacement compressor only after professional diagnosis confirms compressor failure Fitment/availability: DENSO application evidence identifies Honda CR-V model years 2015-2016. Confirm VIN, engine, connector and A/C system before purch…
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Many 6th-generation (2023-2025) CR-V owners report that the multi-view rear (backup) camera image displays in black-and-white instead of color, or the center touchscreen goes solid black/blank when shifted into reverse. The root cause is an incorrect software setting in the audio/infotainment head unit, not the camera hardware. Honda opened an internal investigation and issued Technical Service Bulletin 25-071. Dealers who replaced the camera (rather than updating software) generally did not fix the problem, leading to repeat visits.
Honda TSB 25-071 corrects the issue with a software update to the audio unit, performed by a dealer and covered under the basic (3yr/36k) warranty. If the software update does not resolve a fully black/blank screen, dealers may replace the audio/infotainment unit under warranty. Camera replacement alone is not the fix.
Starter motor failure is a frequently reported wear item on the 2007–2011 CR-V, often presenting first as intermittent slow cranking before progressing to a single solenoid 'click' and no crank. The starter's location near the exhaust and engine heat, plus solenoid/contact wear and corrosion at electrical connections, drives early failure. Owners frequently misdiagnose it as a dead battery; the tell is a healthy battery (lights/dash come on strong) but only a click or labored crank. Aftermarket replacement starters (e.g., Mitsuba/Duralast units) are reported to fail prematurely, so OEM-equivalent (Mitsuba/Denso) starters are preferred.
Confirm the battery and terminals are good first (load-test the battery, clean/tighten cables). If the battery is healthy and the engine only clicks or cranks slowly, replace the starter motor with an OEM-grade Mitsuba or Denso unit; the factory part is 31200-RZA-A01 (superseded by 31200-RAA-A61). Inspect and clean the starter's main power and trigger connections during replacement.
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New starter after battery/cable/ground tests confirm starter failure on the early third-generation branch Fitment/availability: 2007-2009 CR-V 2.4L with KA 5AT, 2WD or 4WD; Honda catalog supersedes it to 31200-RAA-A61.
New starter after battery/cable/ground tests confirm starter failure on the late third-generation branch Fitment/availability: 2010-2011 CR-V 2.4L with KA 5AT, 2WD or 4WD.
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The door lock actuators can fail, causing doors to not lock or unlock properly with the key fob or interior buttons. You may hear a buzzing sound from the door when attempting to lock/unlock. This is a common issue that often starts with the driver's door.
Replace failed door lock actuator. OEM parts recommended for reliability. Replacement requires door panel removal and can be done as a DIY repair. Consider replacing actuators on other doors preventatively if one fails.
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trims; the part catalog also includes some 2013 applications, so confirm VIN before crossing model years.
trims only; do not cross to the later 72110-T0A-A21 branch without VIN confirmation.
trims; catalog includes a 2013 overlap, so confirm VIN/build before crossing to the later H01 branch.
trims; catalog includes a 2013 overlap, so confirm VIN/build before crossing to the later H01 branch.
trims; 2013 can have production/VIN overlap with earlier T0A parts, so VIN confirmation is mandatory.
trims; confirm exact VIN and right-front position.
trims; 2013 can have a VIN/build split, so confirm before purchase.
trims; 2013 can have a VIN/build split, so confirm before purchase.
Confirm VIN and left-front position.
Confirm VIN and right-front position.
Confirm VIN and left-rear position.
Confirm VIN and right-rear position.
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The infotainment display can freeze, go black, or become unresponsive. This affects the audio system, backup camera, and climate control display. The system may reboot randomly while driving. Issues are often caused by software bugs.
Perform a system reset by holding the audio power button. Update to latest software version. Clear paired Bluetooth devices and re-pair. If problems persist, the display unit or audio unit may need replacement under warranty.
Some CR-V owners experience unexplained battery drain that can result in a dead battery after sitting for a few days. This can be caused by various electronic modules not going to sleep properly, Bluetooth module issues, or aftermarket accessories.
Have dealer perform parasitic draw test to identify culprit. Common causes include Bluetooth module, HFL unit, or security system. Ensure latest software updates are installed. If leaving vehicle unused, consider using a battery maintainer.
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Optional storage maintainer after battery/charging diagnosis, not a repair for parasitic draw Fitment/availability: Universal 6V/12V charger for supported flooded, gel, AGM, maintenance-free or lithium batteries. Select the mode that exa…
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The 4th generation CR-V (2012-2016) EX-L Navigation and Touring models use an internal hard drive-based navigation system (DVD-based maps). The hard drive unit fails, causing navigation system to not load maps, display blank screens, or show outdated maps that cannot update. The HDD unit overheats in summer conditions and develops read errors. Honda issued no formal recall, but some dealerships replaced units under goodwill. Map updates (when hard drive works) cost $250-300 and must be done at dealer. Many CR-V owners prefer switching to Apple CarPlay/Android Auto aftermarket units to avoid this limitation.
For HDD unit failure: Honda dealer replacement with refurbished unit ($500-800 covered under goodwill for some owners) or aftermarket OEM-equivalent unit from secondary market ($150-300 + installation). Alternative: Install aftermarket double-DIN head unit with Apple CarPlay/Android Auto ($300-600 installed) using Metra or Axxess dash kit - eliminates HDD maintenance forever. CR-V Owners Club recommends aftermarket upgrade as the permanent solution for out-of-warranty vehicles.
The fifth-gen CR-V's Display Audio head unit is widely reported to freeze, go dark, spontaneously reboot, and lose Apple CarPlay / Android Auto connections. Owners describe CarPlay dropping with a 'Device Not Connected' message, audio continuing to play with no sound output, the screen freezing when the phone locks, and the unit randomly rebooting every few minutes — especially with wired CarPlay/Android Auto and certain phone/cable combinations. The early 2017-2018 units were the worst; Honda issued software updates and a TSB addressing the screen-dimming/dark-screen behavior, and later firmware (e.g., the 2018 v1.F196.82 update) markedly improved CarPlay stability for many owners.
Install the latest Display Audio software update at a dealer (TSB 19-066 addresses the screen-going-dark behavior; later firmware improves CarPlay/Android Auto reliability). As an immediate workaround, press and hold the power/volume knob ~5-10 seconds to force-reboot the head unit, or perform a factory reset of the infotainment settings — both restore CarPlay/Android Auto for many users. Use a high-quality, data-rated USB cable and the correct front USB port, since cheap cables are a frequent cause of dropouts.
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Known-good replacement data cable for isolating wired CarPlay dropouts before condemning the head unit Fitment/availability: For compatible Lightning-port iPhones through iPhone 14 and the CR-V's phone-labeled USB-A data port. This can a…
Known-good replacement data cable for isolating wired Android Auto or USB-C-phone projection dropouts Fitment/availability: For a compatible USB-C phone and the CR-V's phone-labeled USB-A data port. The checked cable is USB-IF-certified …
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2026 CR-V owners report the infotainment head unit rebooting or locking up repeatedly during a single drive — one owner logged up to six reboots in an hour — whether the phone is connected by cable or wireless. Symptoms include wireless Apple CarPlay disconnecting, navigation freezing or showing the wrong position, Bluetooth calls dropping mid-conversation, and in one report an ear-piercing crackle through every speaker even with audio off and while the parking sensors were sounding. Separately, owners note the unit's 5-10 second cold boot leaves the display blank long enough to select reverse before any image appears. Honda dealers have told owners there is currently no fix available.
Have the dealer check for and apply the latest audio/navigation and telematics software update — Honda has issued successive head-unit updates for this generation and applying them requires a dealer session, not the over-the-air path. Bring the car in with the fault documented (dates, times, whether wired or wireless) so the reboot is written up as a repeat concern; three documented visits for the same fault is the threshold most state lemon laws use. As workarounds, use a wired CarPlay connection with a certified data cable, delete and re-pair the phone, and perform a head-unit reset (press and hold the power/volume knob) after any phone OS update. Wait for the reversing image to appear before moving.
Power window regulator failure is one of the most frequently reported CR-V annoyances. The plastic/cable-and-pulley regulator assembly wears or the cable frays, causing the window to bind, drop into the door, or stop moving while the motor still runs (you hear the motor but the glass doesn't move). RepairPal and the CR-V Owners Club document repeated reports across the 3rd and 4th generations, on both front and rear doors. Each of the four doors uses a unique regulator that is NOT interchangeable, so the correct part must be matched to the specific door.
Replace the failed window regulator assembly (regulator, and the motor if it is the integrated motor/regulator type) for the affected door. Cable repair kits exist but are not recommended because correctly tensioning the cable is difficult and a botched repair can jam or break the window — full assembly replacement is more reliable. Match the OEM part number to the exact door (front-left vs front-right vs rear-left vs rear-right). Dorman OE FIX units add cable sheathing and a redesigned reel housing to reduce repeat failures.
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Confirm VIN and whether the existing motor is separately reusable; do not assume every listing includes a motor.
Confirm VIN and motor condition/inclusion before ordering.
Confirm VIN and motor condition/inclusion.
Confirm VIN and motor condition/inclusion.
2012-2016 driver-front regulator after door-specific diagnosis Fitment/availability: 2012-2016 CR-V left/front only. The checked catalog answer states the motor is sold separately; reuse or replace the motor only after testing it.
The checked seller Q&A states this branch includes the motor, but confirm the current package and VIN before purchase.
Confirm VIN and motor condition/inclusion before ordering.
Confirm VIN and motor condition/inclusion before ordering.
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The 5th generation CR-V (2017-2022) with 1.5T engine uses a Honda-designed CVT (Earth Dreams CVT) that exhibits shuddering/juddering during acceleration between 10-45 mph, especially on grades and in hot weather. Unlike the 2015-2016 HR-V/Fit CVT issues which were purely belt-related, the CR-V CVT also suffers from valve body degradation causing erratic line pressure control. Honda TSB 19-010 addresses the judder with a CVT fluid change procedure (triple drain-and-fill) and PCM update. The 2017-2019 models had the highest complaint rates; Honda improved the CVT calibration for 2020-2022.
Visit Honda dealer for CVT triple drain-and-fill per TSB 19-010 using Honda HCF-2 CVT fluid (Honda part #08200-HCF2, $15-20/quart, approximately 4 quarts needed) combined with PCM calibration update. Change CVT fluid every 30,000 miles with Honda HCF-2 - never use aftermarket CVT fluid. Avoid Honda's "lifetime fluid" claim on CVT - 30,000-mile service intervals are critical. Severe valve body damage: $1,500-2,500 valve body replacement. Full CVT failure: $3,500-5,000 replacement.
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Correct factory-specification fluid for a diagnosed or scheduled CVT drain-and-fill Fitment/availability: Genuine Honda HCF-2, part 08200-HCF2, six one-quart bottles. Use only in the 2017-2022 CR-V CVT and only in the quantity/procedure …
Confirm the exact VIN and service operation; this is the 18 mm transmission washer, not the 14 mm engine-oil was
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P0700 on the CR-V is a generic flag the TCM raises to light the check-engine lamp; it is almost always stored alongside a more specific transmission code (commonly P0740/P0730/P0780/P0750). On the automatic CR-V the frequent underlying cause is a failing shift solenoid or lock-up solenoid valve assembly (and, on higher-mileage or fluid-neglected units, valve-body or internal wear). When it trips, the CR-V typically drops into limp mode — locked in one gear (often 2nd/3rd) — and older 4-speed/5-speed models flash the D4 indicator. This most commonly affects the earlier automatic CR-Vs (Gen2 2002-2006 and Gen3 2007-2011) whose Honda 4-/5-speed automatics are sensitive to fluid condition and solenoid wear.
Do not just clear P0700 — pull the companion transmission code that specifies the fault. Check ATF level and condition first; top off or replace with genuine Honda ATF (DW-1) if burnt. Test and replace the indicated shift/lock-up solenoid assembly, and inspect TCM wiring/connectors for corrosion. If a companion code and testing point to the valve body or internal failure, that repair or a transmission rebuild is required.
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Correct current Honda fluid for a conventional-automatic level correction or drain-and-fill when inspection calls for it Fitment/availability: 2002-2011 CR-V conventional automatic only; use the exact year/transmission service-manual qua…
New sealing washer for an approved conventional-automatic drain-and-fill Fitment/availability: Use only after confirming the exact CR-V transmission's 18 mm drain-plug application; washer only. The seller has a minimum-order quantity, so…
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The CVT transmission can develop a shudder or judder, particularly during light acceleration at low speeds. This vibration is often felt between 15-40 mph and may feel like driving over rumble strips. The issue is related to the torque converter or CVT fluid degradation.
Have CVT fluid changed with genuine Honda HCF-2 fluid. Perform CVT fluid flush, not just a drain and fill. Some owners report improvement after software update. In severe cases, torque converter replacement may be needed. Keep CVT fluid fresh with regular maintenance.
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Factory-specification fluid for a diagnosed or scheduled CVT drain-and-fill Fitment/availability: Genuine Honda HCF-2, part 08200-HCF2, six one-quart bottles, for the 2015-2023 CR-V CVT where the service information specifies HCF-2. Use …
Confirm the service operation; this is the 18 mm transmission washer, not the 14 mm engine-oil washer or 20 mm differential washer.
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Second-generation CR-Vs with the conventional 5-speed automatic are widely reported to develop a judder/shudder — the vehicle shakes or jerks under light acceleration around 20-40 mph (commonly ~25 mph) as the torque-converter lockup clutch engages. Honda's investigation (referenced in TSBs such as 15-086 and related Accord/Odyssey bulletins) concluded the judder is caused by deteriorated transmission fluid and lockup-clutch shudder, not converter mechanical failure, and that the judder does not damage the transmission. Heavily discussed on the CR-V Owners Club and Honda-Tech. This is a torque-converter ATF issue, fully distinct from the later CVT judder already cataloged.
First-line fix is fresh Honda ATF — perform multiple drain-and-fill cycles with genuine Honda ATF (do NOT use a generic universal fluid in these units), which resolves the shudder on most vehicles per owner reports. If judder persists, the full Honda TSB remedy is to update the PCM software, replace the ATF, and in stubborn cases replace the torque converter. Use only Honda-spec ATF and re-check after the fluid service before condemning the converter.
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Confirm the exact manual procedure and quantity.
Confirm it is the washer used at the drain plug on the exact VIN/transmission before ordering; do not confuse it with the 14 mm engine-oil drain washer or another fill/ch
Conditional last-resort converter replacement after transmission diagnosis confirms converter failure Fitment/availability: Cataloged for 2002-2004 CR-V 4AT and 2005-2006 CR-V 5AT U.S. Confirm VIN, transmission and supersession before pu…
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P0741 means the torque converter lock-up clutch is not engaging as commanded (stuck off / slipping). On the CR-V this is the classic torque-converter judder: a shudder or vibration felt under light acceleration at roughly 20-45 mph as the lock-up clutch chatters. The dominant root cause is not a broken part but deteriorated automatic transmission fluid — Honda's lock-up clutch is sensitive to fluid condition and heat, and the CR-V/Civic/Accord family is known for this. It is most associated with the 2007-2011 (Gen3) and 2012-2014 (Gen4) 2.4L CR-Vs; Honda issued judder-related TSBs (e.g., 15-086) calling for a fluid change and A/T software update, and torque-converter replacement only if the shudder persists.
Do a genuine Honda ATF (DW-1) drain-and-fill — often two or three cycles — and apply the applicable A/T software update per the TSB; many owners resolve the judder this way. Avoid non-Honda ATF, which can worsen shudder. If the judder or P0741 persists after fresh fluid and the reflash, replace the torque converter (and update software) as the TSB directs.
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Do not use this path to claim coverage for 2007-2011 or to bypass diagnosis of a stored P0741.
Washer only; confirm seller minimum order quantity before purchase.
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The first-gen CR-V's Real Time 4WD (RT4WD) uses a passive dual-pump rear differential. Two internal pumps generate pressure differentials when front and rear wheel speeds differ, engaging clutch packs to send torque rearward. The system REQUIRES Honda Dual Pump Fluid (DPSF / DPF-II) — gear oil or other ATFs will destroy it. Common failure mode: owners (or shops) ignore the rear diff service, fluid breaks down, and the clutch packs glaze. Result is a loud groaning/chirping/binding noise during slow tight turns (parking lots, U-turns), often progressing to total loss of rear-wheel drive engagement. Some owners report failure with no warning noise. The diff is non-rebuildable in most shops — a replacement assembly is required if the clutches are toast.
Preventive: change rear differential fluid with genuine Honda Dual Pump Fluid II (DPF-II / DPSF) every 30,000 miles (more often if towing or off-road). Capacity ~1.2 qt. If noise persists after a fresh fill, a second flush sometimes helps mild cases. For seized or non-engaging diffs, the rear differential assembly must be replaced.
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Correct current rear-differential fluid for a first-generation Real Time 4WD service Fitment/availability: 1997-2001 CR-V 4WD rear differential only; order quantity two to cover the service fill and follow the exact fill-level procedure.…
New sealing washers for the first-generation rear-differential fill and drain plugs Fitment/availability: 1997-2001 CR-V 4WD rear differential catalog calls for quantity two. Washer only; inspect the plugs and threads separately.
Complete rear-carrier replacement after a driveline shop confirms irreversible internal differential failure Fitment/availability: First-generation 1997-2001 CR-V 4WD branch after VIN confirmation; the checked 2001 catalog shows current …
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The hydrogen-powered 2025 CR-V e:FCEV (plug-in fuel-cell variant) was recalled because coolant can leak from the fuel cell stack coolant system into the fuel cell stack case, causing an internal short circuit between the bipolar plate and support-bar housing. This can trigger power-system, fuel-cell, and insulating-fluid warnings, drop the vehicle into a low-output mode (about 20 kW / ~27 hp), and ultimately cause a loss of drive power. Root causes were an under-validated reduction in adhesive sealant on the FC stack end joint and a supplier's missing deburring step on an O-ring groove in a coolant wobble joint. NHTSA recall 25V858000 covers 388 vehicles (nearly the entire U.S. fleet); the vehicles also fail FMVSS 305.
Under recall 25V858000, dealers replace the entire fuel cell stack assembly with redesigned seals and updated components, free of charge. Owner notification letters were expected to be mailed February 2, 2026. Affected owners should verify recall status by VIN at nhtsa.gov/recalls.
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Road salt and de-icing chemicals can cause severe corrosion to the rear frame and subframe, potentially causing the rear trailing arm to detach from the vehicle. This is a serious safety issue that can result in loss of vehicle control. The recall affects vehicles sold in 23 salt-belt states and Washington D.C.
This is a safety recall (Recall #23V-844). Honda dealerships will inspect the rear trailing arm bolt. If the bolt can be removed, a reinforcement brace will be attached. If the bolt cannot be removed, the frame will be repaired or Honda will offer to repurchase the vehicle. Cost: Free under recall.
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Owners of 6th-gen CR-Vs report the fixed panoramic moonroof glass exploding outward with a gunshot-like bang at highway speed with no rock strike, no overpass, and no vehicle ahead. NHTSA has logged roughly two dozen such reports across the 2024, 2025 and 2026 model years, including cars parked indoors and unoccupied at the time. Several 2026 CR-V LX owners report the same failure in the rear window glass instead, in one case twice on the same car. Where the interior sunshade was open, glass fell into the cabin onto occupants. Dealers routinely decline warranty coverage by calling it road-debris damage, but the complaint pattern (no witness marks, glass breaking outward, breakage while parked) points to residual stress in the tempered panel rather than an external strike.
Document the break immediately with photos showing no impact point or witness mark before removing any glass, and file an NHTSA complaint — the density of no-impact reports is what drives a defect investigation. Push for goodwill/warranty coverage under the new-vehicle warranty rather than accepting the road-debris verdict; escalate to American Honda case management if the dealer refuses. If paying out of pocket, an OEM glass panel and seal is typically $500-$1,500 installed. Keeping the interior sunshade closed at highway speed does not prevent the break but demonstrably keeps glass out of the cabin.
The hands-free / power liftgate on 5th-gen CR-Vs (EX-L and Touring) is a common complaint. Each side of the tailgate uses a motorized strut (power liftgate spindle) containing a motor, gearbox, and drive screw; these struts wear and fail internally. A classic symptom is the tailgate unlatching, opening about an inch, beeping three times, then re-closing — or a whining/grinding noise from one strut with no gate movement. Failure is often intermittent before going fully dead. Because both struts must move in sync, one weak/failed unit can disable the whole power function. Replacement struts are side-specific and not cheap.
First attempt a system reset (disconnect the battery for ~5 minutes, or reinitialize per the owner's manual) to clear temporary glitches. If a strut whines/grinds or the gate beeps and reverses, replace the failed motorized strut(s) — left: 74961-TLA-A51 (superseded by 74961-TLA-306); right: 74981-TLA-A51/74981-TLA-305/-306. Replacing both struts as a pair is common to restore synchronized operation. Check for binding, a misadjusted latch, and the rear hatch fuse before replacing parts.
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Driver-side powered actuator after diagnosis confirms the motor/drive unit is failed Fitment/availability: Cataloged for power-tailgate-equipped 2017-2022 CR-V and 2020-2022 CR-V Hybrid branches, with trim/drivetrain limitations. Current…
Confirm VIN and supersession for 2017-2018 before orderin
Verify VIN, especially 2019 and 2022
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The gas-charged liftgate (tailgate) support struts lose nitrogen charge over time and weaken, so the rear hatch slowly drifts down or no longer stays up — a safety/convenience complaint because the hatch can fall on a person loading cargo. This is a high-volume, easy-to-search wear item documented extensively on the CR-V Owners Club (including struts that have 'exploded'/buckled). It affects the 3rd and 4th generation manual-hatch CR-Vs (distinct from the 5th-gen power-liftgate motorized-strut failure already cataloged).
Replace BOTH lift-support struts as a pair (replacing only one leaves uneven support). The job takes ~20 minutes with a small flathead screwdriver to release the ball-socket clips. OEM or quality aftermarket gas struts (StrongArm, Stabilus) restore lift; a pair runs roughly $40-60. Inexpensive, DIY-friendly fix.
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Driver-side member of the matched 2007-2011 manual-tailgate support pair Fitment/availability: 2007-2011 CR-V manual liftgate only; purchase with passenger-side 74820-SWA-A01 and support the hatch during replacement. Fitment/availability…
Passenger-side member of the matched 2007-2011 manual-tailgate support pair Fitment/availability: 2007-2011 CR-V manual liftgate only; purchase with driver-side 74870-SWA-A01 and support the hatch during replacement. Fitment/availability…
Confirm manual liftgate and any spoiler/accessory-weight differences; not for a power liftgate.
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The 2007–2011 CR-V is notorious for A/C compressor failures in which the compressor disintegrates internally and sends metal shards and black sludge ('Black Death') throughout the refrigerant lines, condenser, and expansion valve. Heat radiating from nearby exhaust plumbing is cited as a contributor to clutch/coil overheating and early failure. The defect prompted a class-action suit and a Honda warranty extension on the A/C compressor clutch to 7 years / 100,000 miles. The critical, costly trap: if only the compressor is swapped without flushing or replacing the contaminated condenser and lines, the debris re-circulates and the replacement compressor fails again within weeks. This differs from the later 5th-gen shaft-seal leak — here the compressor mechanically self-destructs and contaminates the whole system.
Proper repair requires replacing the failed compressor AND thoroughly flushing the system or replacing the condenser and receiver/drier, plus the expansion (orifice) valve, then evacuating and recharging. Skipping the flush/condenser is the #1 cause of repeat failures. If within the 7-year/100k clutch warranty extension window, check for Honda coverage of the clutch component. Budget for a full system service, not just a compressor.
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2007-2009 compressor branch after professional diagnosis confirms internal compressor failure Fitment/availability: Select exact SKU 38810-RZY-A01 for cataloged 2007-2009 CR-V 2.4L 5AT applications and confirm VIN. Do not replace a compl…
2010-2011 compressor branch after professional diagnosis confirms internal compressor failure Fitment/availability: Select exact SKU 38810-RWC-A03 for cataloged 2010-2011 CR-V 2.4L 5AT applications and confirm VIN. Do not replace the com…
Conditional condenser replacement when professional inspection confirms non-flushable contamination or condenser failure Fitment/availability: Select exact SKU 80110-SWA-A01 for cataloged 2007-2011 CR-V applications and confirm VIN. Do n…
Conditional expansion-valve replacement within a professionally confirmed contamination repair Fitment/availability: Cataloged for 2007-2011 CR-V 2.4L 5AT applications. Confirm VIN and diagnosis.
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Fifth-gen CR-Vs commonly lose A/C cooling because of a leak at the A/C compressor main shaft seal. Honda traces the root cause to the North American switch to a new refrigerant (R-1234yf) and PAG oil, which causes the compressor shaft seal to swell and wear abnormally, opening gaps that let refrigerant escape. Owners report the system gradually or suddenly blowing warm air, often within a few years and as low as ~17,000 miles. Because it is a comfort (not safety) item, Honda issued a warranty extension rather than a recall, and NHTSA-posted technical bulletins document the failure mode across the 2017-2022 range.
American Honda extended the A/C compressor shaft seal warranty from the original 3 years to 10 years from the original in-service date with no mileage limit (CR-V service bulletin 23-040; Civic 23-039). Dealers diagnose the leak with dye/UV or electronic leak detection and replace the compressor and recharge the system at no charge under the extension. Owners who already paid out of pocket can submit a reimbursement request. Outside the extension window, expect roughly $700-$1,500 for compressor replacement and recharge.
The CR-V's A/C condenser sits low and exposed at the very front of the vehicle, making its thin tubes and fins vulnerable to perforation by rocks and road debris, and to corrosion pinholes where the tubes meet the side tanks. The result is a slow refrigerant leak and A/C that gradually stops cooling, with no compressor noise. This is distinct from the well-known 5th-gen compressor shaft-seal leak: here the leak is in the condenser core itself. Because debris/corrosion damage is usually classified as non-defect, it is frequently denied under comprehensive/manufacturer warranty, leaving owners with $700–$1,500+ repairs (more if the receiver/drier and a recharge are included).
Have the system leak-tested (UV dye or electronic sniffer) to confirm the leak is at the condenser rather than the compressor shaft seal (check the shaft-seal TSB/warranty extension first on 5th gen). Replace the condenser and the receiver/drier, then evacuate and recharge. Verified OEM condensers: 80100-TLA-A01 (1.5T) / 80100-TLA-A11 (2.4L) for 2017+; 80110-T0A-A01 for 2012–2016. Aftermarket cores are roughly half the OEM price. Consider a protective lower grille mesh in gravel-prone regions.
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Fourth-generation gasoline CR-V condenser replacement after a shop confirms the condenser is leaking Fitment/availability: Cataloged for 2012-2016 U.S. CR-V 2.4L gasoline applications after VIN confirmation.
Fourth-generation desiccant/filter renewal when the condenser system is opened for the confirmed repair Fitment/availability: Cataloged for 2005-2016 CR-V, including the 2012-2016 gasoline branch here. Confirm VIN and follow the exact R-…
Fifth-generation 2.4L LX condenser replacement after a shop confirms the condenser is leaking Fitment/availability: 2017-2019 CR-V LX 2.4L 2WD/AWD gasoline models as cataloged. Confirm VIN and engine; do not cross to the 1.5T A01 part.
Fifth-generation 1.5T gasoline condenser replacement after a shop confirms the condenser is leaking Fitment/availability: 2017-2022 CR-V 1.5T gasoline applications after exact VIN/engine confirmation.
Fifth-generation desiccant renewal when the condenser system is opened for the confirmed repair Fitment/availability: Cataloged on 2017-2022 CR-V gasoline condenser diagrams after exact VIN confirmation.
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On 6th-generation (2023-2025) CR-V and CR-V Hybrid, the electric power steering (EPS) gearbox worm wheel can swell during use, reducing grease film thickness, while the worm gear spring preload was set improperly high. The combination increases friction between the worm wheel and worm gear, producing a 'sticky,' notchy, or catchy steering feel and increased steering effort, especially noticeable on-center at highway speed. Honda issued NHTSA recall 24V744000 covering roughly 1.3-1.7 million vehicles across CR-V, Civic, HR-V, Accord, and Acura models. Many owners reported long parts-availability delays before the fix.
Under recall 24V744000, dealers replace the worm gear spring and redistribute or add grease to the steering gearbox, free of charge. Owners should verify recall status by VIN at nhtsa.gov/recalls. If steering feel does not improve after the spring/grease service, dealers may inspect or replace the steering gearbox assembly.
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5th-gen CR-V owners report windshields cracking spontaneously with no rock chip or external impact, often as a long crack appearing from the edge of the glass overnight or in temperature swings. A class-action lawsuit (Hasan v. American Honda, filed 2019) alleged the 2017–2019 CR-V's frame/body exerts excessive pressure on the windshield's edges, producing stress cracks; a Honda dealer's own warranty administrator in that case reportedly attributed the crack to stress from defective materials/construction rather than impact. The suit was later dismissed after an individual settlement, and Honda has generally denied warranty coverage, classifying cracks as impact damage — leaving owners with $500–$1,200+ replacements, more on ADAS-equipped trims requiring camera recalibration.
Document the absence of any impact point (photograph the crack origin at the glass edge) and request warranty review, though coverage is often denied. Replacement requires a CR-V-specific windshield — OEM part 73111-TLA-A52 or 73111-TLA-A12 (multiple variants by rain sensor / lane-departure camera). On 2017+ trims with Honda Sensing, ADAS front-camera recalibration is required after replacement (adds ~$100–$300). Use correct OEM-spec glass and adhesive and ensure proper bead/positioning to reduce edge stress.
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LX-specific glass branch after the installer confirms the vehicle has neither the Honda Sensing camera provision nor rain sensor Fitment/availability: 2017-2019 CR-V LX 2WD/AWD only. Catalog Q&A confirms it is not the light/rain-sensor g…
Camera-equipped, no-rain-sensor glass branch after VIN and option confirmation Fitment/availability: 2017-2019 CR-V EX/EX-L branch with lane-departure/Honda Sensing camera and without rain sensor. Requires professional installation and c…
Touring camera-and-rain-sensor glass branch after VIN and option confirmation Fitment/availability: 2017-2019 CR-V Touring 2WD/AWD branch with Honda Sensing camera and rain sensor.
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Owners of 6th-generation (2023-2025) CR-V report poor windshield visibility from the wet-arm washer/wiper design: washer fluid dribbles unevenly from the wiper arms rather than spraying across the glass, the driver's-side wiper stops short of fully clearing the windshield, and at highway speed the spray blows over the glass without wetting it. The result is streaking, smearing of bugs/debris, and water-film visibility hazards in rain. CarComplaints logs roughly 37 visibility/wiper complaints for 2024 and 20+ for 2023; many owners say dealers find 'no problem.' This is a design/effectiveness issue rather than a wiper-motor failure.
No recall. Mitigations owners report: dealer wiper-blade/arm alignment or replacement under warranty, installing OEM-spec or premium beam blades, ensuring the washer-arm nozzles are clear and aimed, and keeping the windshield treated. Persistent cases should be documented and escalated to Honda; the underlying wet-arm design limits how much improvement is possible.
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Exact driver-side blade when inspection confirms a worn, damaged or contaminated wiping edge Fitment/availability: 2023-2025 CR-V gasoline and CR-V Hybrid front driver side; pair with passenger 76630-3A0-A01.
Exact passenger-side blade when inspection confirms a worn, damaged or contaminated wiping edge Fitment/availability: 2023-2025 CR-V gasoline and CR-V Hybrid front passenger side; select 76630-3A0-A01 and pair with driver 76620-3A0-A01.
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CR-Vs of this era suffer widespread clear-coat/paint failure where the finish flakes, bubbles, peels, or turns chalky/cloudy — most often on the roof, hood, hatch above the rear window, and the leading edge of the front fenders. Body shops and owners attribute it to a factory paint/primer adhesion defect (the paint not bonding properly to the primer); white and silver are commonly cited colors, and the problem spans the Honda lineup of the period (Civic, Accord, Odyssey, Pilot, CR-V). Honda has, for some affected vehicles, extended paint warranty coverage (commonly cited as ~7 years for qualifying cases), but coverage is partial and many owners pay out of pocket for repainting.
Inspect the roof, hood, and hatch for chalking/clouding (early stage) or lifting clear coat (advanced). Check whether the vehicle qualifies for any active Honda paint warranty extension or goodwill repaint for the affected panels; document with photos and a dealer/body-shop assessment. Out of warranty, the only durable fix is to strip and repaint the affected panels (sand to sound substrate, re-prime, base coat, clear) — partial-panel patches tend to fail at the blend lines.
The A/C compressor shaft seal can swell and leak due to interaction with the new R-1234yf refrigerant and PAG oil. This causes refrigerant to leak from the compressor, resulting in reduced or no cooling from the air conditioning system. Honda extended the warranty on this component to 10 years from original purchase date with no mileage limitation.
Honda has extended the A/C compressor shaft seal warranty to 10 years with no mileage limit. If the seal is leaking, the compressor must be replaced along with the receiver/dryer and refrigerant recharge. Cost: Free under extended warranty; $800-$1,500 if out of warranty.
The A/C compressor clutch wears out prematurely, causing the air conditioning system to stop working. The clutch bearing or clutch plate fails, preventing the compressor from engaging. This was a widespread issue that led Honda to issue a warranty extension (Service Bulletin 12-072) covering the A/C compressor clutch for 7 years from original purchase date.
If within the extended warranty period (7 years from original purchase), the A/C compressor clutch replacement is covered by Honda. The clutch assembly can be replaced separately from the compressor in some cases. Cost: Clutch assembly only $300-$500; full compressor replacement $700-$1,200.
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Bulletin-specified clutch repair after clearance and visual inspection confirm clutch wear Fitment/availability: 2007-2011 U.S.
This is not the first-line Bulletin 12-072 repair when only clutch wear is confirmed.
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The 3rd generation CR-V (2007-2011) uses hydraulic power steering that develops leaks from the high-pressure hose, return hose, and steering rack end seals. The high-pressure hose develops pinholes and cracks at the crimp fittings from pressure cycling and heat exposure. Honda issued TSB 07-037 for high-pressure hose replacement with an improved clamp design. Power steering rack end seals also fail, causing fluid to leak from the rack housing. This is considered routine maintenance on high-mileage 3rd gen CR-Vs by the CR-V Owners Club community.
Identify leak source: high-pressure hose (most common, $80-120 part), return hose ($30-50), or steering rack seals ($200-400 repair). Use Honda Genuine Power Steering Fluid (Honda part #08206-9002, not substitutes). High-pressure hose replacement: $150-300 at shop. Steering rack replacement if seals cannot be serviced: $400-800 parts + $300-500 labor. Independent shops significantly cheaper than dealer for this repair.
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Pressure-hose branch after cleaning and inspection confirm that the high-pressure feed hose leaks Fitment/availability: 2007-2011 U.S.
Specified fluid for the confirmed hose/rack repair and subsequent bleeding procedure Fitment/availability: Exact Honda 08206-9002 power-steering fluid; determine required quantity from the service procedure.
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CR-V front wheel bearings are widely reported to be noisy and to fail earlier than expected, producing a humming or growling that rises with vehicle speed and changes pitch when steering loads/unloads the bearing (e.g., gets louder turning one direction). Documented on the CR-V Owners Club, Honda-Tech, and repair guides, with Honda issuing TSBs instructing techs to inspect wheel bearings for humming/growling complaints. The front uses a press-in bearing in the knuckle, so replacement requires a press; rears are bolt-on hub/bearing assemblies.
Confirm the bad bearing by road test (note which way the noise changes when turning) and by spinning/rocking the wheel for roughness or play. Replace the affected front press-in wheel bearing (knuckle out, press old bearing out / new in) — many shops and owners also replace the hub at the same time to avoid a repeat noise. Rear is a simpler bolt-on hub/bearing assembly. Torque the axle nut to spec.
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Confirm VIN before purchase.
Confirm VIN/build origin; do not cross it to the USA/Canada T0G branch or later T1G/T1W branches.
Confirm VIN, model year and manufacturing origin.
Confirm VIN and do not cross to 2012-2014 bearing branches.
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P0455 is the large/gross EVAP leak code on the CR-V and points to a big open path in the fuel-vapor system. The most frequent CR-V causes are a missing, cross-threaded, or aftermarket gas cap that will not hold vacuum; a corroded or damaged fuel filler neck/main flap where the cap seals (a rust-belt problem on older Gen2/Gen3 CR-Vs); and the canister vent solenoid at the rear of the vehicle, which sits near the charcoal canister and is exposed to road salt and debris so it sticks open and never seals during the self-test. Cracked or disconnected EVAP hoses to the canister can also throw it.
Replace the fuel cap first with a genuine Honda unit (part 17670-T3W-A01 fits many CR-Vs) and re-test. If unresolved, smoke-test the EVAP system to locate the large leak: inspect the filler neck sealing surface for corrosion, check EVAP hoses to the charcoal canister, and test the canister vent solenoid — clean or replace it if it sticks open. Repair or replace the failed component and verify the monitor runs clean.
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Confirm VIN; not for 2005+ or any capless 2017+ model.
Replacement cap only when the 2005-2006 original cap is missing or fails inspection/testing Fitment/availability: 2005-2006 CR-V capped-filler branch as cataloged. Current replacement for 17670-SHJ-A31/A01; not for 2002-2004 or 2007+ CR-V.
Confirm VIN; not for capless 2017-2020 CR-Vs.
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P0442 sets when the CR-V's ECM runs its EVAP self-test and detects a small vapor leak (roughly 0.020 in.) in the sealed fuel-vapor system. On the CR-V the culprit hierarchy is well established: first a loose, worn, or non-OEM fuel filler cap that no longer seals its O-ring; then the canister purge valve (vent-purge solenoid) on the engine that leaks by; and finally the canister vent valve at the rear charcoal canister. Because the leak is tiny, there are no drivability effects — it is purely an emissions/monitor fault, but it will fail an OBD emissions/smog test and keep the check-engine light on.
Start by removing and re-seating the fuel cap until it clicks, then clear the code and drive several trips. If it returns, replace the cap with a genuine Honda cap (aftermarket caps frequently do not seal on Hondas). If the cap is good, smoke-test the system to find the leak, then replace the canister purge valve or vent valve as indicated. Confirm the EVAP monitor completes and stays ready.
Only diagnosis- and fitment-reviewed repair parts are linked here.
Confirm VIN; not for 2005+ or any capless 2017+ model.
Replacement cap only after the original cap/seal fails inspection or testing Fitment/availability: 2005-2006 CR-V capped-filler branch as cataloged. Current replacement for 17670-SHJ-A31/A01; not for 2002-2004 or 2007+ CR-V.
Confirm VIN; this part does not fit the capless 2017-2022 CR-V despite the source's broad claim.
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A very common 5th-gen complaint is the sun visor failing to stay in position: it won't fold flush to the headliner, sags, or drops down from the forward/parked position after a few road bumps, partially blocking the driver's view. The root cause is a broken/sheared torsion-spring pocket in the visor's pivot mechanism, so the spring no longer holds tension. Owners report replacing visors under warranty only to have the replacements develop the same failure, indicating a design weakness in the pivot/detent. While low-severity, it's high-frequency and an everyday annoyance that affects forward visibility.
Within the basic 3yr/36k warranty Honda will typically replace the visor, though recurrence is common — OEM visor assemblies are 83230-TLA-A01Zx / 83230-TLA-A12Zx (color/illuminated-mirror specific). Out-of-warranty DIY fixes documented by owners include dripping a thread-locker/retaining compound (e.g., Vibra-TITE) into the pivot to add friction, or adding a small piece of hook-and-loop (Velcro) between the visor and headliner so it stays up.
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Driver-side replacement for the exact gray illuminated 2017-2019 branch Fitment/availability: 2017-2019 CR-V EX, EX-L and Touring in the cataloged gray illuminated configuration; verify VIN/interior color.
Passenger-side replacement for the exact gray illuminated 2017-2019 branch Fitment/availability: 2017-2019 CR-V EX, EX-L and Touring in the cataloged gray illuminated configuration; verify VIN/interior color.
Driver-side replacement for the exact late fifth-generation gray branch Fitment/availability: 2022 CR-V EX, EX-L and Touring plus listed 2022 Hybrid trims only; verify VIN, mirror lighting and interior color. Do not extend this exact SKU…
Passenger-side replacement for the exact late fifth-generation gray branch Fitment/availability: 2022 CR-V EX, EX-L and Touring plus listed 2022 Hybrid trims only; verify VIN, mirror lighting and interior color. Do not extend this exact …
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STEERING
Honda (American Honda Motor Co.) is recalling certain 2023-2025 Acura Integra, Civic Type R, CR-V Hybrid, CR-V, HR-V, 2022-2025 Civic, Civic Hatchback, 2024-2025 Acura Integra Type S, 2025 CR-V Fuel Cell EV, Civic Hybrid, and Civic Hatchback Hybrid vehicles. The steering gearbox assembly may have been manufactured incorrectly, which can cause excessive internal friction and lead to difficulty steering the vehicle.
SEATS:FRONT ASSEMBLY:RECLINER
Honda (American Honda Motor Co.) is recalling certain 2023 CR-V vehicles. The front passenger seat back frame may not have been welded properly, which can cause the seat back position to fail in the event of a crash. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard numbers 207, "Seating Systems" and 201, "Occupant Protection in Interior Impact."
FUEL SYSTEM, GASOLINE:DELIVERY:FUEL PUMP
Honda (American Honda Motor Co.) is recalling certain 2013-2023 Honda Accord, Civic Coupe, Civic Sedan, Civic Hatchback, Civic Type R, CR-V, HR-V, Ridgeline, Odyssey, Acura ILX, MDX, MDX Hybrid, RDX, RLX, TLX, 2019-2022 Honda Insight, Passport, 2020 Honda CR-V Hybrid, 2018-2019 Honda Clarity PHEV, Fit, and 2015-2020 Honda Accord Hybrid, Pilot, Acura NSX vehicles. The fuel pump inside the fuel tank may fail.
TIRES:MARKINGS
Honda (America Honda Motor Co.) is recalling certain 2024 CR-V vehicles. The tire identification number (TIN) is missing the four-digit date code. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 139, "New Pneumatic Radial Tires for Light Vehicles."
EQUIPMENT:OTHER:LABELS
Honda (American Honda Motor Co.) is recalling certain 2017, 2020, and 2022 CR-V vehicles. The certification label on the driver's side door states incorrect Gross Vehicle Weight Rating (GVWR), Gross Axle Weight Rating (GAWR), and tire size information. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 110, "Tire Selection and Rims."
+ 1 more recalls. Check all on NHTSA.gov
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According to Au7o's analysis of 592,252+ owner reports, the 1997-2026 Honda CR-V has 64 documented issues. The most frequently reported are: Rear Frame/Subframe Corrosion - Suspension Detachment Risk, 1.5L Turbo Engine Oil Dilution, Denso Fuel Pump Recall - NHTSA 20V-374 and 23V-111. Of these, 25 are rated critical and should be addressed promptly.
The 1997-2026 Honda CR-V has 64 known issues documented across 592,252+ owner reports. 25 issues are rated critical: Rear Frame/Subframe Corrosion - Suspension Detachment Risk and 1.5L Turbo Engine Oil Dilution and Denso Fuel Pump Recall - NHTSA 20V-374 and 23V-111 and 1.5T CVT Transmission Judder and Valve Body Failure and K24 Timing Chain Tensioner Failure - VTC Actuator Rattle (3rd Gen) and 1.5L Turbo (L15BE) Engine Oil Dilution — Fuel in Oil, Overfilled Dipstick, Gas Smell in Cabin and Real Time 4WD Rear Differential Failure from Wrong/Stale Fluid and High-Pressure Fuel Pump Cracking and Fuel Leak / Fire Risk (Recall 24V763000) and P0700 — Transmission Control System Fault from Failing Shift/Lock-Up Solenoids (Limp Mode) and VSA/ABS Modulator-Control Unit Failure — ABS, VSA & Brake Lights On (2nd/3rd Gen) and Front Seat Belt Buckle Won't Latch — Recall 23V-158 and Phantom Braking — Collision Mitigation Braking System (CMBS) Activates With No Obstacle and Worn Ignition Switch Contacts Can Stall the Engine (Recall 02V120000) and First-Generation CR-V (1997-2000) Driver Airbag Inflator Recall — NHTSA 20V026000 and Collision Mitigation Braking System Brakes Hard for Vehicles and Objects That Are Not There and Brake System Problem Warning and Sudden Loss of Brake Assist on Electro-Servo Hybrid Braking (Recall 26V366000 Vehicles Excluded) and Low-Speed Surge While Parking — Vehicle Lurches Forward With the Brake Pedal Applied and Replacement NADI Driver Airbag Inflator Recall on 2000-2001 CR-V (20V027000) and Low-Density Fuel Pump Impeller — Stalling / No-Start (NHTSA Recalls 21V-215 & 23V-858) and CR-V e:FCEV Fuel Cell Stack Coolant Leak — Loss of Drive Power (Recall 25V858000) and Steering Gearbox Worm-Wheel Friction Causing "Sticky"/Notchy Steering (Recall 24V744000) and High-Voltage Battery Terminal/Busbar Fracture — Spark, Fire, and Loss of Drive Power (Recall 24V745000) and AC Compressor 'Black Death' — Compressor Failure Contaminates Entire A/C System (3rd Gen) and K24Z Sticking Piston Rings — Excessive Oil Consumption (3rd Gen) and Driver Airbag Can Deploy Inadvertently — Steering Wire Chafe Recall (2019). Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
Repair costs for known Honda CR-V issues range from $0 to $5,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Rear Frame/Subframe Corrosion - Suspension Detachment Risk, typically costs $0-$0 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
Reliability varies across model years of the Honda CR-V. Based on documented issues, problems are most commonly reported in earlier model years. Au7o recommends checking the specific known issues for your target year before purchasing, and having a pre-purchase inspection performed by a qualified mechanic. Our known issues database covers the 1997-2026 Honda CR-V with 64 documented issues documented across 592,252+ owner reports.
Road salt and de-icing chemicals can cause severe corrosion to the rear frame and subframe, potentially causing the rear trailing arm to detach from the vehicle. This is a serious safety issue that can result in loss of vehicle control. The recall affects vehicles sold in 23 salt… Repairs typically run $0-$0. Severity: high.
Gasoline mixes with engine oil in the 1.5L turbocharged engine, causing the oil level to rise above the full mark. The issue is most prevalent in cold climates where short trips don't allow the engine to reach full operating temperature. Unburned fuel bypasses the piston rings an… Repairs typically run $0-$500. Severity: high.
The 5th generation CR-V (2018-2022) is included in Honda's largest fuel pump recall affecting over 5.7 million vehicles. Denso-manufactured fuel pump impellers were made with improperly molded low-density material that swells and deforms under fuel exposure, interfering with the… Repairs typically run $0-$0. Severity: high.
The 5th generation CR-V (2017-2022) with 1.5T engine uses a Honda-designed CVT (Earth Dreams CVT) that exhibits shuddering/juddering during acceleration between 10-45 mph, especially on grades and in hot weather. Unlike the 2015-2016 HR-V/Fit CVT issues which were purely belt-rel… Repairs typically run $200-$5,000. Severity: high.
The K24Z2 2.4L engine in the 3rd generation CR-V shares the same Variable Timing Control (VTC) actuator design flaw as the 2006-2011 Civic. The VTC actuator develops internal ratchet mechanism wear causing a loud metallic rattle on cold starts that lasts 1-5 seconds. The hydrauli… Repairs typically run $300-$2,000. Severity: high.
The fifth-gen CR-V's 1.5L 'Earth Dreams' turbo direct-injection engine (L15BE) is prone to gasoline diluting the engine oil, especially in cold-weather states and on short trips where the engine never fully warms. Under cold conditions the fuel injectors spray gasoline onto cylin… Repairs typically run $0-$200. Severity: high.
The first-gen CR-V's Real Time 4WD (RT4WD) uses a passive dual-pump rear differential. Two internal pumps generate pressure differentials when front and rear wheel speeds differ, engaging clutch packs to send torque rearward. The system REQUIRES Honda Dual Pump Fluid (DPSF / DPF-… Repairs typically run $60-$2,500. Severity: high.
Certain 2023-2025 CR-V Hybrid vehicles (built ~Nov 2022 - Sep 2024) have a defective high-pressure direct-injection fuel pump in which cracks can form at the solenoid core component. During operation the cracks can grow and allow pressurized fuel to leak; in the presence of an ig… Repairs typically run $0-$0. Severity: high.
P0700 on the CR-V is a generic flag the TCM raises to light the check-engine lamp; it is almost always stored alongside a more specific transmission code (commonly P0740/P0730/P0780/P0750). On the automatic CR-V the frequent underlying cause is a failing shift solenoid or lock-up… Repairs typically run $300-$3,500. Severity: high.
The ABS/VSA modulator-control unit on 2nd- and 3rd-gen CR-Vs is a common failure that lights the ABS, VSA (Vehicle Stability Assist), and traction-control / brake warning lamps simultaneously and permanently. The root cause is most often an internal fault in the modulator's brake… Repairs typically run $700-$2,800. Severity: high.
Honda recalled roughly 448,000-500,000 vehicles — including 2017-2020 CR-V — because the front seat belt buckle may fail to latch. The buckle channel surface coating deteriorates with continuous use and, at low temperatures, the release button can shrink against the channel, incr… Repairs typically run $0-$0. Severity: high.
The CR-V's Honda Sensing automatic emergency braking (CMBS) is the subject of a major NHTSA defect probe for 'phantom braking' — sudden, hard, unrequested braking when no obstacle is present. NHTSA's Office of Defects Investigation opened the case on 2017-2019 CR-V and 2018-2019… Repairs typically run $0-$200. Severity: high.
First-generation Honda CR-V models from 1997 through 1999 fall under NHTSA recall 02V120000. The defect is in the ignition switch itself: starting the vehicle sends high electrical current through the switch, and that current gradually degrades the internal electrical contacts. W… Severity: high.
Every model year of the first-generation Honda CR-V from 1997 through 2000 is covered by NHTSA recall 20V026000. These CR-Vs were built with a Non-Azide Driver airbag Inflator (NADI) in the steering wheel. NADI inflators do not use phase stabilized ammonium nitrate (PSAN) propell… Severity: high.
The camera/radar Honda Sensing CMBS on 6th-gen CR-Vs applies hard automatic braking on open road with nothing ahead. NHTSA complaints across 2024, 2025 and 2026 CR-Vs describe the instrument cluster flashing BRAKE and the vehicle decelerating sharply at 35-70 mph with no vehicle,… Repairs typically run $0-$1,400. Severity: high.
CR-V Hybrids use an electro-servo brake-by-wire system with a pedal simulator rather than a conventional vacuum booster. Owners of 2024-2026 CR-V Hybrids report abrupt 'Brake System Problem — Brake Performance May Be Reduced' messages accompanied by a hard or long pedal, grinding… Repairs typically run $0-$2,500. Severity: high.
A recurring NHTSA complaint pattern on 2024-2026 CR-Vs, concentrated on the Hybrid, describes the vehicle creeping into a parking space at walking pace, the driver applying the brake, and the vehicle surging forward over a curb into a wall, tree, building or parked car. Multiple… Repairs typically run $0-$1,200. Severity: high.
American Honda recalled certain 2000-2001 CR-Vs under NHTSA campaign 20V027000. The trigger is repair history: these CR-Vs may have received a replacement driver frontal air bag module at some point as part of a vehicle repair. Due to a manufacturing issue, the NADI inflator used… Severity: high.
Certain CR-Vs were built with a Denso fuel pump module containing a low-density impeller that can absorb fuel, swell, and deform. A deformed impeller binds the pump and makes it inoperative, which can prevent the engine from starting or, worse, stall the engine while driving — a… Repairs typically run $0-$0. Severity: high.
The hydrogen-powered 2025 CR-V e:FCEV (plug-in fuel-cell variant) was recalled because coolant can leak from the fuel cell stack coolant system into the fuel cell stack case, causing an internal short circuit between the bipolar plate and support-bar housing. This can trigger pow… Repairs typically run $0-$0. Severity: high.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.