IllustrationWas exiting I275 onto Westbound Route 32 when the brakes were unexpectedly applied by the vehicle’s safety system. No vehicles were in front or beside me. Very alarming when it happened. This also happed two other times at slower speeds.
2023 Acura Mdx
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2023 Acura Mdx do not stand out strongly from the model-year median of 101.5.
About this comparison →How this year compares
Owner complaints by model year
Compare all Mdx years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
Limited mileage data: 6 of 39 reports include usable mileage. There isn’t enough coverage to show a useful chart.
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Power Train. Review the 10 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Electrical System. Review the 8 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Forward Collision Avoidance. Review the 7 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
2 crash reports0 fire reports1 injury reports
What owners actually said
39 reports2023 ACURA MDX TYPE S. 28k miles. While merging onto highway, I sped up and at 25 mph, I heard a loud metal clunk from underneath the car. Car still drove and functioned as a two wheel drive instead of AWD. Went in for service and was told that the transmission and Power train Unit would need to be replaced and will be repla…
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2023 ACURA MDX TYPE S. 28k miles. While merging onto highway, I sped up and at 25 mph, I heard a loud metal clunk from underneath the car. Car still drove and functioned as a two wheel drive instead of AWD. Went in for service and was told that the transmission and Power train Unit would need to be replaced and will be replaced under powertrain warranty by Acura.
Was driving arround corner and felt a shudder like I had run over something, the felt front tires loosing traction and car jerked into next lane. Took to dealer and they diagnosed a failure of output shaft from transmission to awd transfer case, currently at dealer getting transmission awd assembly replaced.
My 2023 MDX Type S is currently at Mungenast St Louis Acura. Transfer Case and Transmission are both being replaced at roughly 56,000 miles. I made a turn and heard a loud noise. Because I was under acceleration my car was hard to control when it happened. Scared me and immediately let off the gas.
The contact owns a 2023 Acura MDX. The contact stated that while driving at various speeds over a bumpy road surface or a pothole, there was an abnormal metallic sound coming from underneath the passenger’s side of the vehicle. No warning light was illuminated. The vehicle was taken to the dealer, where a technician informed the…
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The contact owns a 2023 Acura MDX. The contact stated that while driving at various speeds over a bumpy road surface or a pothole, there was an abnormal metallic sound coming from underneath the passenger’s side of the vehicle. No warning light was illuminated. The vehicle was taken to the dealer, where a technician informed the contact that the sound was common after 50,000 miles. The contact was later informed that the cause of the failure was undetermined. The vehicle was not diagnosed or repaired. The manufacturer was notified of the failure, but the assigned case manager failed to help. The failure mileage was approximately 50,000.
2023 Acura MDX Sport looses AWD randomly and vehicle becomes only FWD. This has happened many times now and I have taken it to the dealership but they claim they can’t recreate it and would not do anything further unless I change rear end fluid.. I paid for the service but still have the problem. This is getting dangerous as i…
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2023 Acura MDX Sport looses AWD randomly and vehicle becomes only FWD. This has happened many times now and I have taken it to the dealership but they claim they can’t recreate it and would not do anything further unless I change rear end fluid.. I paid for the service but still have the problem. This is getting dangerous as it is unexpected and alters the expected performance of the vehicle in critical turning situations which has led to two close calls of a broad side accident when turning and loosing AWD. There appears to be many more reports of this exact issue, I’m officially adding my name to the list.
While driving my 2023 Acura MDX at approximately 40 mph in rainy conditions, the vehicle experienced a sudden catastrophic failure without any prior warning lights or dashboard messages. The vehicle abruptly decelerated and felt as though the drivetrain or wheels were binding / locking. The vehicle lost the ability to accelera…
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While driving my 2023 Acura MDX at approximately 40 mph in rainy conditions, the vehicle experienced a sudden catastrophic failure without any prior warning lights or dashboard messages. The vehicle abruptly decelerated and felt as though the drivetrain or wheels were binding / locking. The vehicle lost the ability to accelerate normally and became effectively inoperable in traffic. After stopping, the vehicle resisted rolling freely even when shifted into neutral and required towing to the dealership. The dealership has since informed me that the front transfer case / transfer box experienced a catastrophic internal failure. Root cause and failure sequence are still being diagnosed by the dealer. The sudden nature of the failure, lack of warning indicators, and apparent driveline lockup behavior created a significant safety hazard and increased risk of crash, particularly given the wet road conditions and speed at the time of the incident. There were several near misses with other cars putting me and my family at significant risk. The vehicle is currently at the dealership pending full diagnosis and repair.
What component or system failed or malfunctioned, and is it available for inspection upon request? Transfer case and yes, it is attached the vehicle. How was your safety or the safety of others put at risk? At this time there is a leak and the power is being redistributed which could lead to loss of power at any times. Has t…
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What component or system failed or malfunctioned, and is it available for inspection upon request? Transfer case and yes, it is attached the vehicle. How was your safety or the safety of others put at risk? At this time there is a leak and the power is being redistributed which could lead to loss of power at any times. Has the problem been reproduced or confirmed by a dealer or independent service center? Yea both. Has the vehicle or component been inspected by the manufacturer, police, insurance representatives or others? Manufacturer. Were there any warning lamps, messages or other symptoms of the problem prior to the failure, and when did they first appear? No. During a routine transmission service this was noticed that there was a leak, they did not fill the fluid in the vehicle up to monitor fluid levels.
The contact owns a 2023 Acura MDX. The contact stated that while driving approximately 5 MPH, the vehicle unexpectedly accelerated. There was no warning light illuminated. The contact stated that the failure had occurred on several occasions. The vehicle was taken to the dealer. The vehicle was not diagnosed or repaired. The man…
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The contact owns a 2023 Acura MDX. The contact stated that while driving approximately 5 MPH, the vehicle unexpectedly accelerated. There was no warning light illuminated. The contact stated that the failure had occurred on several occasions. The vehicle was taken to the dealer. The vehicle was not diagnosed or repaired. The manufacturer was not made aware of the failure. The approximate failure mileage was 71,000.
A little over one year after purchase, I began receiving dashboard warnings related to the air suspension and braking systems. I scheduled service with the selling dealer (located over two hours from my home). By the time of my appointment, the rear of the vehicle was visibly unstable and bouncing during operation. Upon arrival …
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A little over one year after purchase, I began receiving dashboard warnings related to the air suspension and braking systems. I scheduled service with the selling dealer (located over two hours from my home). By the time of my appointment, the rear of the vehicle was visibly unstable and bouncing during operation. Upon arrival at the dealership, while the technician was driving the vehicle into the service bay, the rear air suspension bag exploded. Once the vehicle was raised on the lift, the opposite rear suspension bag also exploded. I was informed by dealership personnel that had this occurred while I was driving – regardless of speed – it could likely have resulted in a crash. The stated cause of failure was severely corroded rear stroke sensors. Including that incident, I have had a total of 5 corroded stroke sensors replaced within an approximately one-year time frame. This appears to be a recurring and systemic defect rather than isolated component failure. The repeated corrosion of critical suspension components in a nearly new vehicle raises serious concerns about moisture intrusion, improper sealing, or design defect affecting safety-critical systems. This issue creates a significant risk of sudden suspension failure, loss of vehicle control, and potential crash. I am concerned that other owners may experience similar dangerous failures without warning.The vehicle has been serviced only at an authorized Acura dealership, and all repairs are documented. Exact dates of each repair: 4/10/25 – Both rear stroke sensors (mileage: 13,632), 9/24/25 – Left rear, 2/6/26 – Right front, 3/20/26 – Left rear, Current mileage: 25,160
Official recalls
226V332000 · Air Bags:sensor:occupant Classification:front Passenger
May 21, 2026
Honda (American Honda Motor Co.) is recalling certain 2018-2021, 2023 Acura TLX, 2019-2024 RDX, 2017-2020, 2022-2026 MDX, 2017-2021, 2023, 2025 Honda Ridgeline, 2017-2022 Pilot, 2019-2021 Passport, 2018-2026 Odyssey, 2019-2022 Insight, 2019-2021 HR-V, 2018-2020 Fit, 2020-2022 CR-V Hybrid, 2017-2022 CR-V, 2017-2018, 2021 Civic Type R, 2017-2021 Civic hatchback, 2016-2020 Civic coupe, 2016-2022 Civic, 2017-2022 Accord Hybrid, and 2016-2022 Accord vehicles. The front passenger seat weight sensor may crack and short circuit, which can cause the air bags to deploy unintentionally during a crash.
Consequence & remedy
Consequence: Air bags that deploy unintentionally during a crash increase the risk of injury.
Remedy: Dealers will replace the seat weight sensors, free of charge. Owner notification letters were mailed July 7, 2026. Owners may contact Honda's customer service at 1-888-234-2138. Honda's numbers for this recall are BOL, WO9, OOA, WOM, XOH, NOC, POD, BOE, UOF, POB, EOG, AOI, QO8, TOJ, DO7, and SOK. This recall expands previous NHTSA recall number 24V064. Vehicle Identification Numbers (VINs) involved in this recall will be searchable on NHTSA.gov beginning May 29, 2026.
25V391000 · Service Brakes, Hydraulic:pedals And Linkages
Jun 12, 2025
Honda (American Honda Motor Co.) is recalling certain 2021-2025 Acura TLX, 2023-2025 Acura MDX, and 2023-2025 Honda Pilot vehicles. The brake pedal pivot pin was not secured properly, which can cause the pedal to shift out of position. As such, these vehicles fail to comply with Federal Motor Vehicle Safety Standard numbers 108, "Lamps, Reflective Devices, and Associated Equipment" and 135, "Light Vehicle Brake Systems."
Consequence & remedy
Consequence: A brake pedal that shifts out of position can prevent the driver from applying the brakes as intended, increasing the risk of a crash or injury.
Remedy: Dealers will inspect and replace the brake pedal assembly as necessary, free of charge. Owner notification letters were mailed July 29, 2025. Owners may contact Honda's customer service at 1-888-234-2138. Honda's numbers for this recall are FLX and XLY.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
2DP26001 · All Wheel Drive Allegation
Opened Mar 6, 2026 · Closed Aug 4, 2026
Status: closed (inferred from source dates) · Power Train:automatic Transmission; Power Train:automatic Transmission:internal:shaft:output; Power Train:transfer Case (4-WHEEL Drive)
The Office of Defects Investigation (ODI) has completed its review of a Petition dated January 9, 2026, requesting an investigation into the loss of the optional all-wheel drive capability in model year (MY) 2021-2023 Acura TLX and MY 2022-2023 Acura MDX vehicles. The Petition alleges failures in the interfacing splines between the front wheel drive transaxle and the rear wheel drive power take off unit. Failure of these splines prevents the transfer of drive power to the rear axle, making the vehicle front wheel drive only. The Petition further alleges that this failure reduces vehicle directional control. Most traditional AWD systems utilize mechanical and passive measures. These systems have the tendency to distribute torque along the path of least resistance, such as a wheel that has lost contact with the ground or is on a low friction surface such as ice. To compensate for this, many manufacturers use the brake system to redirect torque to the wheels with more traction. However, in this style of AWD system, a failed drive shaft or similar disconnection prior to the brakes often results in drive power being lost to the disconnected component. The consequence of this loss is the inability to maintain speed with surrounding traffic which increases the risks of collisions and injuries to the vehicle occupants. The Subject Vehicles are built upon a platform that was designed primarily as Front Wheel Drive (FWD). The SH-AWD system functions more as a performance enhancement feature rather than a stability feature. Even if the SH-AWD is nonoperational, the vehicles retain full mobility via FWD. In addition, the Vehicle Stability Assist (VSA) remains functional, ensuring directional stability through traditional engine and brake-based traction control. Although the condition raised by the Petitioner may degrade the vehicle’s performance characteristics, there is insufficient information to indicate a potential unreasonable safety risk. ODI reviewed 62 Vehicle Owner Questionnaires (VOQs) and several EWR Field Reports alleging the loss of SH-AWD and its impact on the driving dynamics of the subject vehicles. During its analysis, ODI determined that the failure is localized to the mechanical interface between the FWD transaxle and the PTU. Specifically, the failure is the shearing or stripping of the interfacing splined shafts between the FWD transaxle and the PTU, resulting in a permanent loss of torque transfer to the rear of the vehicle. Upon reviewing the technical details of SH-AWD, ODI has found that this failure does not result in any loss of motive power or lead to a loss of vehicle control. Several complaints indicated that the operators were unaware of the mechanical fault until encountering a low friction surface or the condition was identified by a technician during routine maintenance. The SH-AWD system lacks any form of direct feedback for monitoring real time torque transfer to the rear wheels. Therefore, the system will continue to display information indicating power is being supplied to the rear wheels even when power is actually only supplied to the front wheels. ODI’s review did not identify sufficient evidence to indicate that the misinformation has presented a safety issue in the field. ODI did not identify any reports of loss of motive power or vehicle control that could be attributed to the loss of SH-AWD. ODI is not aware of any crashes involving the Subject Vehicles that resulted from the loss of SH-AWD. After thoroughly assessing the material submitted by the Petitioner, consumer complaint information in NHTSA’s databases, and other relevant information already in possession of the Agency, NHTSA has not found sufficient evidence to indicate that the loss of AWD as alleged by the Petitioner is likely to present a safety related defect that would warrant a formal investigation. After full consideration of the available information, and in view of NHTSA’s enforcement priorities, the Petition is denied. A denial report will be posted in the Federal Register. The closing of the petition does not constitute a finding by NHTSA that a safety related defect does not exist, and the agency reserves the right to take additional action if warranted by future circumstances. The Petition can be viewed at NHTSA.gov under ODI Number 11712885.
Additional source detail variants (3)
Power Train:automatic Transmission
The Office of Defects Investigation (ODI) has completed its review of a Petition dated January 9, 2026, requesting an investigation into the loss of the optional all-wheel drive capability in model year (MY) 2021-2023 Acura TLX and MY 2022-2023 Acura MDX vehicles. The Petition alleges failures in the interfacing splines between the front wheel drive transaxle and the rear wheel drive power take off unit. Failure of these splines prevents the transfer of drive power to the rear axle, making the vehicle front wheel drive only. The Petition further alleges that this failure reduces vehicle directional control. Most traditional AWD systems utilize mechanical and passive measures. These systems have the tendency to distribute torque along the path of least resistance, such as a wheel that has lost contact with the ground or is on a low friction surface such as ice. To compensate for this, many manufacturers use the brake system to redirect torque to the wheels with more traction. However, in this style of AWD system, a failed drive shaft or similar disconnection prior to the brakes often results in drive power being lost to the disconnected component. The consequence of this loss is the inability to maintain speed with surrounding traffic which increases the risks of collisions and injuries to the vehicle occupants. The Subject Vehicles are built upon a platform that was designed primarily as Front Wheel Drive (FWD). The SH-AWD system functions more as a performance enhancement feature rather than a stability feature. Even if the SH-AWD is nonoperational, the vehicles retain full mobility via FWD. In addition, the Vehicle Stability Assist (VSA) remains functional, ensuring directional stability through traditional engine and brake-based traction control. Although the condition raised by the Petitioner may degrade the vehicle’s performance characteristics, there is insufficient information to indicate a potential unreasonable safety risk. ODI reviewed 62 Vehicle Owner Questionnaires (VOQs) and several EWR Field Reports alleging the loss of SH-AWD and its impact on the driving dynamics of the subject vehicles. During its analysis, ODI determined that the failure is localized to the mechanical interface between the FWD transaxle and the PTU. Specifically, the failure is the shearing or stripping of the interfacing splined shafts between the FWD transaxle and the PTU, resulting in a permanent loss of torque transfer to the rear of the vehicle. Upon reviewing the technical details of SH-AWD, ODI has found that this failure does not result in any loss of motive power or lead to a loss of vehicle control. Several complaints indicated that the operators were unaware of the mechanical fault until encountering a low friction surface or the condition was identified by a technician during routine maintenance. The SH-AWD system lacks any form of direct feedback for monitoring real time torque transfer to the rear wheels. Therefore, the system will continue to display information indicating power is being supplied to the rear wheels even when power is actually only supplied to the front wheels. ODI’s review did not identify sufficient evidence to indicate that the misinformation has presented a safety issue in the field. ODI did not identify any reports of loss of motive power or vehicle control that could be attributed to the loss of SH-AWD. ODI is not aware of any crashes involving the Subject Vehicles that resulted from the loss of SH-AWD. After thoroughly assessing the material submitted by the Petitioner, consumer complaint information in NHTSA’s databases, and other relevant information already in possession of the Agency, NHTSA has not found sufficient evidence to indicate that the loss of AWD as alleged by the Petitioner is likely to present a safety related defect that would warrant a formal investigation. After full consideration of the available information, and in view of NHTSA’s enforcement priorities, the Petition is denied. A denial report will be posted in the Federal Register. The closing of the petition does not constitute a finding by NHTSA that a safety related defect does not exist, and the agency reserves the right to take additional action if warranted by future circumstances. The Petition can be viewed at NHTSA.gov under ODI Number 11712885.
Power Train:automatic Transmission:internal:shaft:output
The Office of Defects Investigation (ODI) has completed its review of a Petition dated January 9, 2026, requesting an investigation into the loss of the optional all-wheel drive capability in model year (MY) 2021-2023 Acura TLX and MY 2022-2023 Acura MDX vehicles. The Petition alleges failures in the interfacing splines between the front wheel drive transaxle and the rear wheel drive power take off unit. Failure of these splines prevents the transfer of drive power to the rear axle, making the vehicle front wheel drive only. The Petition further alleges that this failure reduces vehicle directional control. Most traditional AWD systems utilize mechanical and passive measures. These systems have the tendency to distribute torque along the path of least resistance, such as a wheel that has lost contact with the ground or is on a low friction surface such as ice. To compensate for this, many manufacturers use the brake system to redirect torque to the wheels with more traction. However, in this style of AWD system, a failed drive shaft or similar disconnection prior to the brakes often results in drive power being lost to the disconnected component. The consequence of this loss is the inability to maintain speed with surrounding traffic which increases the risks of collisions and injuries to the vehicle occupants. The Subject Vehicles are built upon a platform that was designed primarily as Front Wheel Drive (FWD). The SH-AWD system functions more as a performance enhancement feature rather than a stability feature. Even if the SH-AWD is nonoperational, the vehicles retain full mobility via FWD. In addition, the Vehicle Stability Assist (VSA) remains functional, ensuring directional stability through traditional engine and brake-based traction control. Although the condition raised by the Petitioner may degrade the vehicle’s performance characteristics, there is insufficient information to indicate a potential unreasonable safety risk. ODI reviewed 62 Vehicle Owner Questionnaires (VOQs) and several EWR Field Reports alleging the loss of SH-AWD and its impact on the driving dynamics of the subject vehicles. During its analysis, ODI determined that the failure is localized to the mechanical interface between the FWD transaxle and the PTU. Specifically, the failure is the shearing or stripping of the interfacing splined shafts between the FWD transaxle and the PTU, resulting in a permanent loss of torque transfer to the rear of the vehicle. Upon reviewing the technical details of SH-AWD, ODI has found that this failure does not result in any loss of motive power or lead to a loss of vehicle control. Several complaints indicated that the operators were unaware of the mechanical fault until encountering a low friction surface or the condition was identified by a technician during routine maintenance. The SH-AWD system lacks any form of direct feedback for monitoring real time torque transfer to the rear wheels. Therefore, the system will continue to display information indicating power is being supplied to the rear wheels even when power is actually only supplied to the front wheels. ODI’s review did not identify sufficient evidence to indicate that the misinformation has presented a safety issue in the field. ODI did not identify any reports of loss of motive power or vehicle control that could be attributed to the loss of SH-AWD. ODI is not aware of any crashes involving the Subject Vehicles that resulted from the loss of SH-AWD. After thoroughly assessing the material submitted by the Petitioner, consumer complaint information in NHTSA’s databases, and other relevant information already in possession of the Agency, NHTSA has not found sufficient evidence to indicate that the loss of AWD as alleged by the Petitioner is likely to present a safety related defect that would warrant a formal investigation. After full consideration of the available information, and in view of NHTSA’s enforcement priorities, the Petition is denied. A denial report will be posted in the Federal Register. The closing of the petition does not constitute a finding by NHTSA that a safety related defect does not exist, and the agency reserves the right to take additional action if warranted by future circumstances. The Petition can be viewed at NHTSA.gov under ODI Number 11712885.
Power Train:transfer Case (4-WHEEL Drive)
The Office of Defects Investigation (ODI) has completed its review of a Petition dated January 9, 2026, requesting an investigation into the loss of the optional all-wheel drive capability in model year (MY) 2021-2023 Acura TLX and MY 2022-2023 Acura MDX vehicles. The Petition alleges failures in the interfacing splines between the front wheel drive transaxle and the rear wheel drive power take off unit. Failure of these splines prevents the transfer of drive power to the rear axle, making the vehicle front wheel drive only. The Petition further alleges that this failure reduces vehicle directional control. Most traditional AWD systems utilize mechanical and passive measures. These systems have the tendency to distribute torque along the path of least resistance, such as a wheel that has lost contact with the ground or is on a low friction surface such as ice. To compensate for this, many manufacturers use the brake system to redirect torque to the wheels with more traction. However, in this style of AWD system, a failed drive shaft or similar disconnection prior to the brakes often results in drive power being lost to the disconnected component. The consequence of this loss is the inability to maintain speed with surrounding traffic which increases the risks of collisions and injuries to the vehicle occupants. The Subject Vehicles are built upon a platform that was designed primarily as Front Wheel Drive (FWD). The SH-AWD system functions more as a performance enhancement feature rather than a stability feature. Even if the SH-AWD is nonoperational, the vehicles retain full mobility via FWD. In addition, the Vehicle Stability Assist (VSA) remains functional, ensuring directional stability through traditional engine and brake-based traction control. Although the condition raised by the Petitioner may degrade the vehicle’s performance characteristics, there is insufficient information to indicate a potential unreasonable safety risk. ODI reviewed 62 Vehicle Owner Questionnaires (VOQs) and several EWR Field Reports alleging the loss of SH-AWD and its impact on the driving dynamics of the subject vehicles. During its analysis, ODI determined that the failure is localized to the mechanical interface between the FWD transaxle and the PTU. Specifically, the failure is the shearing or stripping of the interfacing splined shafts between the FWD transaxle and the PTU, resulting in a permanent loss of torque transfer to the rear of the vehicle. Upon reviewing the technical details of SH-AWD, ODI has found that this failure does not result in any loss of motive power or lead to a loss of vehicle control. Several complaints indicated that the operators were unaware of the mechanical fault until encountering a low friction surface or the condition was identified by a technician during routine maintenance. The SH-AWD system lacks any form of direct feedback for monitoring real time torque transfer to the rear wheels. Therefore, the system will continue to display information indicating power is being supplied to the rear wheels even when power is actually only supplied to the front wheels. ODI’s review did not identify sufficient evidence to indicate that the misinformation has presented a safety issue in the field. ODI did not identify any reports of loss of motive power or vehicle control that could be attributed to the loss of SH-AWD. ODI is not aware of any crashes involving the Subject Vehicles that resulted from the loss of SH-AWD. After thoroughly assessing the material submitted by the Petitioner, consumer complaint information in NHTSA’s databases, and other relevant information already in possession of the Agency, NHTSA has not found sufficient evidence to indicate that the loss of AWD as alleged by the Petitioner is likely to present a safety related defect that would warrant a formal investigation. After full consideration of the available information, and in view of NHTSA’s enforcement priorities, the Petition is denied. A denial report will be posted in the Federal Register. The closing of the petition does not constitute a finding by NHTSA that a safety related defect does not exist, and the agency reserves the right to take additional action if warranted by future circumstances. The Petition can be viewed at NHTSA.gov under ODI Number 11712885.
EA25004 · No Restart After Auto Start/stop Engages
Opened Mar 26, 2025 · No close date supplied
Status: open (inferred from source dates) · Engine And Engine Cooling:engine; Engine And Engine Cooling:engine:crank/camshaft Position Sensor; Engine And Engine Cooling:engine:engine Control Module (ecu/ecm):software; Engine And Engine Cooling:engine:hard Parts Internal/mechanical
On June 3, 2022, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE22005 after the agency received VOQs and several field reports concerning the Auto Idle Stop (AIS) feature on 2016-2019MY Honda Pilot vehicles. The complaints allege that the engine fails to restart on its own from a complete stop at a traffic light or road intersection with the AIS function engaged. The subject vehicles are equipped with a 3.5L engine with a 9-speed automatic transmission. On January 6, 2023, Honda released service bulletins 23-008 and 23-009. These service bulletins address the failure to restart issue in the 2016-2019MY Honda Pilot vehicles, as well as the 2015-2020 Acura TLX, 2016-2020 Acura MDX, 2019-2022 Honda Passport, and 2020-2023 Honda Ridgeline vehicles. The repair outlined in the service bulletins is a two-stage countermeasure to remedy the issue. The first stage is a Programmed Fuel Injection (“PGM-FI”) software update. The second stage is only deployed if the software update fails to remedy the issue. The second stage, depending on the model and model year, consists of replacement of the starter assembly, starter relays, and a valve adjustment. Additionally, Honda extended the warranty coverage to 10 years with unlimited mileage for vehicles requiring the second stage component replacement. ODI continues to receive complaints of the AIS failure to restart, with many complainants alleging the campaign countermeasures had been completed.NHTSA has reviewed Honda's Information Request Letter responses involving warranty claims, lawsuits, and consumer complaints in addition to ODI's own data. This Engineering Analysis is being opened to further consider the potential safety defect, including gathering additional data regarding Honda’s service campaign efficacy. ODI is additionally expanding the scope to encompass all vehicles addressed in Honda’s service bulletins 23-008 and 23-009 as well as newer model year vehicles, which are substantially similar to the vehicles covered by the service campaign. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
Additional source detail variants (4)
Engine And Engine Cooling:engine:crank/camshaft Position Sensor
On June 3, 2022, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE22005 after the agency received VOQs and several field reports concerning the Auto Idle Stop (AIS) feature on 2016-2019MY Honda Pilot vehicles. The complaints allege that the engine fails to restart on its own from a complete stop at a traffic light or road intersection with the AIS function engaged. The subject vehicles are equipped with a 3.5L engine with a 9-speed automatic transmission. On January 6, 2023, Honda released service bulletins 23-008 and 23-009. These service bulletins address the failure to restart issue in the 2016-2019MY Honda Pilot vehicles, as well as the 2015-2020 Acura TLX, 2016-2020 Acura MDX, 2019-2022 Honda Passport, and 2020-2023 Honda Ridgeline vehicles. The repair outlined in the service bulletins is a two-stage countermeasure to remedy the issue. The first stage is a Programmed Fuel Injection (“PGM-FI”) software update. The second stage is only deployed if the software update fails to remedy the issue. The second stage, depending on the model and model year, consists of replacement of the starter assembly, starter relays, and a valve adjustment. Additionally, Honda extended the warranty coverage to 10 years with unlimited mileage for vehicles requiring the second stage component replacement. ODI continues to receive complaints of the AIS failure to restart, with many complainants alleging the campaign countermeasures had been completed.NHTSA has reviewed Honda's Information Request Letter responses involving warranty claims, lawsuits, and consumer complaints in addition to ODI's own data. This Engineering Analysis is being opened to further consider the potential safety defect, including gathering additional data regarding Honda’s service campaign efficacy. ODI is additionally expanding the scope to encompass all vehicles addressed in Honda’s service bulletins 23-008 and 23-009 as well as newer model year vehicles, which are substantially similar to the vehicles covered by the service campaign. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
Engine And Engine Cooling:engine:engine Control Module (ecu/ecm):software
On June 3, 2022, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE22005 after the agency received VOQs and several field reports concerning the Auto Idle Stop (AIS) feature on 2016-2019MY Honda Pilot vehicles. The complaints allege that the engine fails to restart on its own from a complete stop at a traffic light or road intersection with the AIS function engaged. The subject vehicles are equipped with a 3.5L engine with a 9-speed automatic transmission. On January 6, 2023, Honda released service bulletins 23-008 and 23-009. These service bulletins address the failure to restart issue in the 2016-2019MY Honda Pilot vehicles, as well as the 2015-2020 Acura TLX, 2016-2020 Acura MDX, 2019-2022 Honda Passport, and 2020-2023 Honda Ridgeline vehicles. The repair outlined in the service bulletins is a two-stage countermeasure to remedy the issue. The first stage is a Programmed Fuel Injection (“PGM-FI”) software update. The second stage is only deployed if the software update fails to remedy the issue. The second stage, depending on the model and model year, consists of replacement of the starter assembly, starter relays, and a valve adjustment. Additionally, Honda extended the warranty coverage to 10 years with unlimited mileage for vehicles requiring the second stage component replacement. ODI continues to receive complaints of the AIS failure to restart, with many complainants alleging the campaign countermeasures had been completed.NHTSA has reviewed Honda's Information Request Letter responses involving warranty claims, lawsuits, and consumer complaints in addition to ODI's own data. This Engineering Analysis is being opened to further consider the potential safety defect, including gathering additional data regarding Honda’s service campaign efficacy. ODI is additionally expanding the scope to encompass all vehicles addressed in Honda’s service bulletins 23-008 and 23-009 as well as newer model year vehicles, which are substantially similar to the vehicles covered by the service campaign. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
Engine And Engine Cooling:engine:hard Parts Internal/mechanical
On June 3, 2022, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE22005 after the agency received VOQs and several field reports concerning the Auto Idle Stop (AIS) feature on 2016-2019MY Honda Pilot vehicles. The complaints allege that the engine fails to restart on its own from a complete stop at a traffic light or road intersection with the AIS function engaged. The subject vehicles are equipped with a 3.5L engine with a 9-speed automatic transmission. On January 6, 2023, Honda released service bulletins 23-008 and 23-009. These service bulletins address the failure to restart issue in the 2016-2019MY Honda Pilot vehicles, as well as the 2015-2020 Acura TLX, 2016-2020 Acura MDX, 2019-2022 Honda Passport, and 2020-2023 Honda Ridgeline vehicles. The repair outlined in the service bulletins is a two-stage countermeasure to remedy the issue. The first stage is a Programmed Fuel Injection (“PGM-FI”) software update. The second stage is only deployed if the software update fails to remedy the issue. The second stage, depending on the model and model year, consists of replacement of the starter assembly, starter relays, and a valve adjustment. Additionally, Honda extended the warranty coverage to 10 years with unlimited mileage for vehicles requiring the second stage component replacement. ODI continues to receive complaints of the AIS failure to restart, with many complainants alleging the campaign countermeasures had been completed.NHTSA has reviewed Honda's Information Request Letter responses involving warranty claims, lawsuits, and consumer complaints in addition to ODI's own data. This Engineering Analysis is being opened to further consider the potential safety defect, including gathering additional data regarding Honda’s service campaign efficacy. ODI is additionally expanding the scope to encompass all vehicles addressed in Honda’s service bulletins 23-008 and 23-009 as well as newer model year vehicles, which are substantially similar to the vehicles covered by the service campaign. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
Engine And Engine Cooling:engine
On June 3, 2022, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE22005 after the agency received VOQs and several field reports concerning the Auto Idle Stop (AIS) feature on 2016-2019MY Honda Pilot vehicles. The complaints allege that the engine fails to restart on its own from a complete stop at a traffic light or road intersection with the AIS function engaged. The subject vehicles are equipped with a 3.5L engine with a 9-speed automatic transmission. On January 6, 2023, Honda released service bulletins 23-008 and 23-009. These service bulletins address the failure to restart issue in the 2016-2019MY Honda Pilot vehicles, as well as the 2015-2020 Acura TLX, 2016-2020 Acura MDX, 2019-2022 Honda Passport, and 2020-2023 Honda Ridgeline vehicles. The repair outlined in the service bulletins is a two-stage countermeasure to remedy the issue. The first stage is a Programmed Fuel Injection (“PGM-FI”) software update. The second stage is only deployed if the software update fails to remedy the issue. The second stage, depending on the model and model year, consists of replacement of the starter assembly, starter relays, and a valve adjustment. Additionally, Honda extended the warranty coverage to 10 years with unlimited mileage for vehicles requiring the second stage component replacement. ODI continues to receive complaints of the AIS failure to restart, with many complainants alleging the campaign countermeasures had been completed.NHTSA has reviewed Honda's Information Request Letter responses involving warranty claims, lawsuits, and consumer complaints in addition to ODI's own data. This Engineering Analysis is being opened to further consider the potential safety defect, including gathering additional data regarding Honda’s service campaign efficacy. ODI is additionally expanding the scope to encompass all vehicles addressed in Honda’s service bulletins 23-008 and 23-009 as well as newer model year vehicles, which are substantially similar to the vehicles covered by the service campaign. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.