2004 Honda CR-V

From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.

The Office of Defects Investigation (ODI) opened PE14-016 in June 2014 based on six inflator rupture incidents involving consumer owned vehicles produced by five vehicle manufacturers.All six vehicles were operated in Florida or Puerto Rico at the time of the rupture and for the majority of their service life, and were equipped with inflators produced by Takata, a tier-one supplier of automotive air bag systems.During the course of PE14-016, ODI determined that five additional vehicle manufacturers used inflators of a similar design and vintage also supplied by Takata. No evidence of field failures was found in vehicles produced by these five additional manufacturers.Nonetheless, at ODI's insistence, all 10 vehicle manufacturers initiated a regional recall within approximately two weeks of the opening of the investigation.The regions recalled initially included Florida, Puerto Rico, Hawaii, and the U.S. Virgin Islands, areas with high absolute humidity and climatic conditions believed to be a significant factor in the inflator ruptures.As part of the recall actions, inflators removed from remedied vehicles are to be returned to Takata for testing.Takata's initial test results on passenger inflators from remedied vehicles indicated a much higher than anticipated rupture frequency for inflators returned from Florida.Accordingly ODI requested all 10 manufacturers expand the regional recalls for passenger inflators to include other geographic areas where high absolute humidity conditions exist, including the Gulf States and other coastal areas.Takata's testing of the passenger inflators to date continues to indicate this geographic area as having the highest risk, with no ruptures occurring from inflators returned from outside the expanded recall regions.During PE14-016 four additional passenger inflator field events occurred, all in vehicles from the same expanded geographic region.Also during PE14-016 four additional driver inflator field events occurred including two in vehicles from regions not known for high absolute humidity, specifically California and North Carolina.Accordingly, ODI requested all five of the affected vehicle manufacturers currently using the subject Takata driver inflators expand to nationwide recalls.Significantly, neither of the affected vehicle manufacturers or Takata provided any explanation to account for these two driver air bag inflator ruptures outside the area of high absolute humidity.Takata testing of returned driver inflators indicates a lower rupture frequency as compared to passenger inflator testing.All test ruptures reported by Takata to date have occurred on inflators returned from high absolute humidity areas.The investigation now includes all manufacturers and vehicles known to be affected at this time.ODI's investigation will focus on, among other things, root cause analysis, other potential defect consequences, identification of affected vehicles scope, and adequacy of the remedy.The five ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10537899, 10568848, 10585224, 10605877, 10651492

The Office of Defects Investigation (ODI) opened PE14-016 in June 2014 based on six inflator rupture incidents involving consumer owned vehicles produced by five vehicle manufacturers.All six vehicles were operated in Florida or Puerto Rico at the time of the rupture and for the majority of their service life, and were equipped with inflators produced by Takata, a tier-one supplier of automotive air bag systems.During the course of PE14-016, ODI determined that five additional vehicle manufacturers used inflators of a similar design and vintage also supplied by Takata. No evidence of field failures was found in vehicles produced by these five additional manufacturers.Nonetheless, at ODI's insistence, all 10 vehicle manufacturers initiated a regional recall within approximately two weeks of the opening of the investigation.The regions recalled initially included Florida, Puerto Rico, Hawaii, and the U.S. Virgin Islands, areas with consistently high absolute humidity and climatic conditions believed to be a significant factor in the inflator ruptures.As part of the recall actions, inflators removed from remedied vehicles are to be returned to Takata for testing.Takata's initial test results on passenger inflators from remedied vehicles indicated a much higher than anticipated rupture frequency for inflators returned from Florida.Accordingly, ODI requested all 10 manufacturers expand the regional recalls for passenger inflators to include other geographic areas where high absolute humidity conditions exist, including the Gulf States and other coastal areas.Takata's testing of the passenger inflators to date continues to indicate this geographic area as having the highest risk, with no ruptures occurring from inflators returned from outside the expanded recall regions.During PE14-016, four additional passenger inflator field events occurred, all in vehicles from the same expanded geographic region.Also during PE14-016, four additional driver inflator field events occurred including two in vehicles from regions not known for high absolute humidity, specifically California and North Carolina.Accordingly, ODI requested all five of the affected vehicle manufacturers currently using the subject Takata driver inflators expand to nationwide recalls.Significantly, neither of the affected vehicle manufacturers or Takata provided any explanation to account for these two driver air bag inflator ruptures outside the area of high absolute humidity.Takata testing of returned driver inflators indicates a lower rupture frequency as compared to passenger inflator testing.All test ruptures reported by Takata to date have occurred on inflators returned from high absolute humidity areas.The PE is now closed/upgraded to an Engineering Evaluation (EA15-001) to include all manufacturersand vehicles known to be affected at this time.ODI's EA investigation will focus on, among other things, root cause analysis, other potential defect consequences, identification of affected vehicles scope, and adequacy of the remedy.The recalls related to this PE are: 14V343, 14V344, 14V348, 14V351, 14V353, 14V655, 14V700, 14V701, 14V752, 14V763, 14V770, 14V773, 14V787, 14V802 and 14V817.The number of vehicles affected are an estimate since some vehicles may have both the driver and passenger side inflators recalled. The five ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10537899, 10568848, 10585224, 10605877, 10651492

This investigation was prompted by Preliminary Evaluation (PE) 11-017, and was based on reports from consumers alleging that both low beam headlights stopped illuminating simultaneously.Some complainants also reported that the combination switch (switch) that controls the headlights and turn signals, and/or its electrical wiring harness connector were damaged by overheating.ODI's PE information request letter asked Honda for certain data on model years (MY) 2002-2006 CR-V, 2003-2008 Pilot, 2003-2008 Element, 2001-2005 Civic, and 2000-2001 S 2000 vehicles.Analysis of complaint and Honda data show that a complete low beam headlight circuit failure occurs in models with 2-bulb headlight systems (i.e., a single bulb on each side for high and low beam).Models with 2-bulb systems include MY 2002-2004 CR-V, 2003-2005 Pilot, 2001-2003 Civic, and 2003-2008 Element.Models with 4-bulb headlight systems (i.e., two bulbs on each side, one for high and one for low beam) have different electrical circuits for the headlights and do not experience the same failure mechanism as the 2-bulb system.MY 2000-2001 S 2000 models with 2-bulb high intensity discharge headlights also have different electrical circuits for the headlights and do not experience the same failure mechanism.Honda introduced the 4-bulb headlight system in CR-V in MY 2005, in Pilot in MY 2006, and in Civic in MY 2004.On March 29, 2012 Honda submitted a defect information report (DIR) to recall 554,428 vehicles, including MY 2002-2004 CR-V and MY 2003 Pilot.In the DIR, Honda stated that tension from the combination switch wiring harness to the electrical terminal for the low beam headlight circuit could cause a small amount of motion as the combination switch was operated.This motion, over time, can wear the surface of the terminal creating copper oxide, increasing electrical resistance, which may cause the terminal to melt within the harness connector.ODI continued its investigation, and on August 31, 2012 Honda submitted another DIR to recall an additional 820,789 vehicles.This report included the MY 2002 Civic vehicles which were not subject to a prior safety recall (04V-086) for headlights, all of MY 2003 Civic, and MY 2004-2005 Pilot.Honda's DIR advised that operation of the turn signal switch lever at high speed and/or with heavy force can cause movement between the combination switch body and the sub-harness wiring connector.This can cause wear and continued movement can create copper oxide, increasing electrical resistance, and potentially causing the terminal to melt within the harness connector. Please see both DIRs at http://www-odi.nhtsa.dot.gov/recalls/ under safety recall 12V-136 for complete details.Honda also provided additional information on the Element model, stating that it was not recalled due to it's very low failure rate.Honda sold 301,497 Element vehicles in the United States and received 17 reports, while ODI received one report (see VOQ 10395219).Honda's technical explanation for the low rate, which was submitted under request for confidentiality, is that the headlight switch, as installed in the Element, reacts differently to the forces applied to it as compared to the recalled models.See attachment for additional information.

The contact owns a 2004 Honda CR-V. The contact stated that while seated in the vehicle, there was smoke coming from the driver’s side door and the power window master switch was melted. The contact refenced NHTSA Campaign Number: 20V768000 (VISIBILITY, ELECTRICAL SYSTEM); however, the VIN was not included in the recall repair. The dealer was notified of the failure. The vehicle was not repaired. The manufacturer was not notified of the failure. The failure mileage was 125,077.

NHTSA ID

11731479

Incident

Mar 18, 2026

Mileage

125,077 mi

The contact owns a 2004 Honda CR-V. The contact stated that while driving at an undisclosed speed, the SRS warning light was illuminated. The vehicle was taken to the dealer; however, the vehicle was not inspected, diagnosed, or repaired. The contact stated that the SRS warning light remained illuminated. The manufacturer was not made aware of the failure. The failure mileage was approximately 156,000.

NHTSA ID

11723392

Incident

Dec 8, 2025

Mileage

156,000 mi

The contact purchased a 2004 Honda CR-V. The vehicle was a private sale on July 17, 2025. The contact stated that after obtaining the Carfax Report, the contact noticed that the previous odometer reading indicated that the mileage was 300,000. The contact stated that the seller's advertisement indicated that the vehicle had low mileage. In addition, the contact stated that when the vehicle was purchased, the odometer indicated the mileage was 124,000. The seller was not made aware of the issue.

NHTSA ID

11683249

Incident

Jul 17, 2025

Mileage

300,000 mi

I own a 2004 Honda CR-V, a vehicle that has served me well over the years, but I recently faced a harrowing experience that left me quite shaken. While cruising along the highway, I was startled when the engine abruptly shut down. The ominous P1349 code indicated an issue with the Variable Timing Control (VTC) actuator, a crucial component for maintaining optimal engine performance. Just two years ago, I replaced the VVT solenoid, investing time and resources to ensure my vehicle’s reliability. Yet, here I was again, grappling with the same frustrating problem that, in a split second, nearly caused a catastrophic accident with a speeding truck tailing closely behind me. With my heart pounding and adrenaline surging, I managed to steer my CR-V into the emergency lane, narrowly avoiding disaster. In my quest for answers, I discovered that I’m not alone in this struggle; many other Honda CR-V owners have reported similar incidents of sudden engine shutdowns while driving on the highway. This alarming trend raises serious safety concerns, highlighting the urgent need for a major recall to address the underlying issues with the software and the VVT solenoid assembly. I find myself pondering whether Honda made significant redesigns to the VVT system in models post-2006 to rectify the issues faced by earlier versions, all without triggering the need for a recall. It’s a troubling thought, but one that underscores the importance of safety in our vehicles as we navigate the roads.

NHTSA ID

11675206

Incident

Jul 16, 2025

The headlights on both sides, specifically the low beams, will almost randomly turn off for up to 30 seconds. I used to drive about 90 miles at night, and on the highway this is dangerous since the speed limit is 65mph. It’s a danger to other people on the road since it’s incredibly difficult to see with the headlights turn off like that. It’s happened multiple times on my ~90 mile trips but have not taken it to a dealer for it to be checked. After the headlights come back on, it’s rare that it happens again but has happened multiple times within a quick span of each other. I’m quick to turn the high beams on, since they are still functional during this time. I don’t want to blind the vehicle in front of me by potentially shining the high beams through their rear view mirror. There were no warning lamps or messages prior to the problem occurring nor after. The vehicle is available to be inspected.

NHTSA ID

11613134

Incident

Oct 26, 2022

The contact owns a 2004 Honda CR-V. The contact stated that while rolling down the driver's side window, smoke briefly emanated from the window switch, prompting the contact to roll up the window, after which the window switch lost functionality. No warning lights were illuminated. The vehicle was not taken to the dealer or an independent mechanic. The vehicle was not repaired. After investigating the failure, the contact related the failure to NHTSA Campaign Number: 20V768000 (Visibility, Electrical System) but the VIN was not included. The manufacturer was notified of the failure and referred the contact to the NHTSA Hotline for assistance. The failure mileage was 195,000.

NHTSA ID

11597285

Incident

Jun 26, 2024

Mileage

195,000 mi

While cruising down a standard roadway around 40 mph, the passenger side/seat airbag randomly deployed for no apparent reason. The sound and shock of the airbag deployment nearly caused me to lose control the vehicle because it was so loud and unexpected.

NHTSA ID

11592363

Incident

Jun 3, 2024

While driving down the freeway at 6:00 AM in the morning, the headlights flashed on and then off intermittently. I thought nothing of it and then they went out completely and would not come back on right away. I was driving in complete darkness and thankfully the bright headlights still worked. After this incident, my left headlight completely stopped working and the right-side low beam will come on intermittently. The bulb in the left side appears to be working and I replaced it and it still doesn't come on.

NHTSA ID

11545456

Incident

Aug 6, 2023

Service Bulletin - REVISION SUMMARY - Under WARRANTY CLAIM INFORMATION, a note was added. BACKGROUND Under severe conditions, water or other liquid may enter the driver’s window and reach the power window master switch on the door panel. Liquid in the switch can damage the switch’s printed circuit board (PCB), causing the switch to fail. In rare cases, the damaged PCB creates a short circuit that overheats the switch connectors and melts them, leading to a possible fire. All affected vehicles, even those previously repaired under S/B 12-067, must have the driver's power window switch replaced under the current recall.

Service Bulletin - This bulletin is a notification of a class action settlement relating to airbag inflators. American Honda is offering a Customer Support Program (Warranty Extension) to cover any manufacturing defects in the replacement front passenger's airbag inflator only.

Service Bulletin - This bulletin is a notification of a class action settlement relating to airbag inflators. American Honda is offering a Customer Support Program (Warranty Extension) to cover any manufacturing defects in the replacement driver's airbag inflator only.

Service bulletin - This bulletin is a notification of a class action settlement relating to airbag inflators. American Honda is offering a Customer Support Program (Warranty Extension) to cover any manufacturing defects to the replacement front passengers airbag inflator only.

Service bulletin - This bulletin is a notification of a class action settlement relating to airbag inflators. American Honda is offering a Customer Support Program (Warranty Extension) to cover any manufacturing defects to the replacement driver's airbag inflator only.

"SERVICE BULLETIN - AS THE RESULT OF TAKATA DEFECT DETERMINATIONS AND NHTSA DIRECTIVES, AMERICAN HONDA HAS MOVED THE 2003-05 ACCORD, 2003–05 CIVIC, 2003–04 CIVIC GX, AND 2003–05 CIVIC HYBRID FROM THIS AIRBAG INFLATOR CAMPAIGN INTO SB 15-041, SAFETY RECALL: FRONT PASSENGER’S AIRBAG INFLATOR CAN BE OVER-PRESSURIZED. IF AN RO WAS OPENED ON JUNE 14, 2015 OR EARLIER FOR THESE VEHICLES, USE THE INCLUDED WARRANTY INFORMATION TO FILE A CLAIM. ANY APPLICABLE VEHICLES WITH AN RO DATE ON JUNE 15, 2015 OR LATER, REFER TO SB 15-041."