Fuel-pump replacement on a 2018 Honda Pilot EX FWD with the 3.5L J35Y6 V6 gasoline engine begins with diagnosing hard starting, hesitation, stalling or an inaccurate fuel gauge. Relevant codes include P0087 (Fuel Rail Pressure Too Low) and P0463 (Fuel Level Sensor/Fuel Gauge Sending Unit Circuit High Voltage). Neither code proves that the in-tank module has failed. The low-pressure tank pump, engine-mounted high-pressure pump, rail sensor, fuel-level sender and their wiring require different checks. This guide covers the complete in-tank module accessed beneath the left second-row bench seat.

Check for an open recall before buying parts. Honda bulletin 24-010 concerns certain 2016–2021 Pilot fuel-pump motors; eligibility depends on the VIN. Use the NHTSA recall lookup and ask a Honda dealer about an eligible repair before paying for an aftermarket module. The procedure here describes replacing the complete module; it does not establish completion of a manufacturer recall.

Featured fuel-pump module

A-Premium APFP1053 in-tank fuel-pump module is the selected ASIN B09Z6K9GNC: one electric low-pressure module with a fuel-level sender, float and strainer. The selected assembly has a four-terminal connection. Its flange and pipe arrangement must match the original. A pressure sensor and external conversion harness are not included. Manufacturer specifications.

A loose float arm, black tank seal and large plastic locknut appear in the offer photographs. However, the corresponding catalog marks “Gasket Included” as “No.” Inspect the delivered package and have the correct new tank O-ring and new locknut available. For the worked Pilot application, the OE nut-and-gasket set is 17046-T0A-000. The old seal and locknut must not be reused. Exact Pilot tank-parts catalog.

Check APFP1053 fitment and current offer

Vehicle compatibility and repair scope

The complete procedure below is for a 2018 Honda Pilot EX FWD/2WD, 3.5L V6 gasoline, six-speed automatic, with the second-row bench seat. Its exact parts catalog identifies pump 17045-TZ5-A10, superseded by 17045-TZ5-A11. APFP1053 lists the A10 reference. Confirm the VIN and original part before ordering. 2018 EX 2WD application.

This table uses the selected offer’s written year and engine ranges. Other catalog and gallery ranges extend further; obtain exact confirmation before using this module for those applications. Passport, later Honda model years and the MDX 3.0L Sport Hybrid are outside this guide. The Pilot seat and access instructions do not establish the procedure for an MDX or Ridgeline. Selected module application details; manufacturer catalog.

Advertised reference numbers are 17045TZ5A00, 17045TZ5A10, FG1680 and P77052M. These identify the product family; they do not establish recall eligibility or replace the vehicle, electrical-connector and pipe-position checks.

Diagnosis before replacement

Separate the low- and high-pressure systems before buying parts. With P0087, check fuel level and external leaks, then follow the accompanying sensor, injector or ignition codes before concluding that the tank pump is faulty. Honda’s diagnostic path also considers the relay, regulator, filter, feed lines, rail sensor and engine-mounted high-pressure pump. For P0463, inspect the sender connections and test its two wires before deciding between a sender and gauge-control-module fault. P0087 diagnostic branches; P0463 sender-circuit checks.

The factory low-pressure test uses gauge 07406-004000B and Honda quick-connect attachment set 07AAJ-S6MA150 at the engine’s fuel-feed inlet. Relieve pressure and isolate power as in Steps 1–3, fit the specified tester securely and restore the relay/battery only after every connection is closed. Prime and check for leaks, then start and idle the engine: the specification is 410–460 kPa (59.5–66.7 psi). A low result also calls for regulator, filter and line evaluation. If the pump does not run, follow stored-code diagnosis or Honda’s pump-circuit checks rather than treating silence as proof of a failed motor. Factory gauge and adapter; test and result branches; pump electrical diagnosis.

When the test is finished, disable the pump, switch OFF, isolate the battery and use the towel-covered low-pressure connection release before removing the tester. Reconnect and pull-check the original feed joint, restore its covers and check again for leakage after priming. This tester and procedure do not open or measure the high-pressure rail. P0192 (Fuel Rail Pressure Sensor Circuit Low Voltage) requires the rail-sensor electrical diagnosis; it does not identify the APFP1053 tank module as defective. Pressure release; rail-sensor circuit diagnosis.

Tools, parts and supplies

Match every tool to the actual fastener, connector and working space. Have the correct new tank seal, locknut and required connector retainer ready before opening the system. The specialized sender wrench must fully engage the plastic locknut and work with a torque wrench capable of the specified final torque.

DIY versus professional cost

All amounts below are USD planning estimates, not live offers or guaranteed quotes. Allow roughly 3–5 hours for an experienced DIY repair with a helper, after diagnosis and with the tools ready. Access, cleanup, stubborn trim and final checks can extend that time.

If suitable equipment is already available: plan for $137–228 in parts and whole-package consumables when the module supplies the correct new nut and seal, or $267–408 when the separate Honda kit is needed. These scenarios include one new module retainer. They do not assume that the old nut, seal or removed module retainer can be reused.

Buying the priced reusable equipment as well: the subtotal becomes $590–898, or $720–1,078 with the separate nut-and-seal kit. This is a priced subtotal, not the cost of every required item. Obtain separate prices for a gasoline-compatible module receiver and its transfer arrangement, a correctly matched straight sender-wrench drive connection, and the vehicle emergency funnel if missing. Existing equipment or a properly matched rental can reduce purchases.

Budget conditional purchases separately: $3–8 for the blue-green engine-side retainer if damaged or removed from its line, and $9–22 for a whole quart of new engine oil if the documented difficult-connector method needs a small amount. The tank-base O-ring remains dry. Optional relay-pulling or diagnostic equipment, including Honda pressure-test or enhanced scan equipment, is additional as identified in the table.

Professional repair comparison: the stated labor assumptions plus $98–155 for the module and required clip give $278–695 in parts and labor, or $408–875 if the separate new nut-and-seal kit is needed. Ask the shop to quote its actual part, labor, diagnosis and supplies; it may use a different module and pricing. An eligible open Honda fuel-pump recall can change the buying decision, so check the VIN first.

Fuel, tax, shipping, disposal, additional diagnosis, shop supplies and repairs to damaged lines, connectors, trim or seat hardware are excluded. Quantities reflect whole retail packages even when only a small amount is used.

2018 Pilot EX FWD replacement procedure

1. Prepare the vehicle and stop the pump

Work on level ground with the parking brake applied, a cool engine and good ventilation. Keep fuel away from sparks, flames and hot equipment. Open the fuel door and insert the vehicle’s emergency funnel into the capless filler neck to vent the tank; the funnel is stored behind the left rear trim lid. With the vehicle OFF, remove PGM-FI main relay 2 from the auxiliary under-hood fuse/relay box. If the engine runs, idle it until it stalls, then switch OFF. Honda pressure-relief sequence.

2. Isolate electrical power

Release the front bulkhead cover’s ten clips and the intake tube’s two clips to reach the battery. Disconnect and isolate the negative terminal first, then the positive. Leave the battery sensor attached to the negative cable, and never pull or hold its small connector. Keep the pump relay out while opening the fuel system. If the engine already will not start, proceed with this isolation and the controlled residual-pressure release below; a no-start or stall does not establish that the line is depressurized. Cover and intake access; battery isolation.

3. Release residual pressure at the low-pressure inlet

At the engine-compartment low-pressure fuel-feed quick connector, remove the fuel-hose cover and connector cover. Clean around the joint, shield it with a fuel-compatible absorbent towel and contain any released fuel. Hold the connector, squeeze both retainer tabs by hand and ease the connector straight off. If tight, maintain tab pressure while gently pushing and pulling; use no pry tool. This is the low-pressure supply inlet, not a high-pressure rail pipe or threaded union. Factory residual-pressure release; connector release.

Keep the engine-side retainer on the original line. If undamaged, it can remain for reconnection; if removed or damaged, replace it with the matching Tokai blue-green 8.0 mm retainer. Reconnect until both tabs click, inspect and pull-check the joint, then refit its cover. Tighten the fuel-hose cover’s two nuts to 9.3 N·m (6.9 lb-ft). Connection check; retainer identification.

4. Remove the left second-row bench section

Unclip the outer front-foot cover, slide the seat forward and release the rear-door sill upper, middle and lower trim as required for access, working at the clip positions. Remove the front and rear foot covers and the two front and two rear floor bolts securing the left seat section. With assistance, lift it enough to release the harness clip and any fitted connector, then carry it out without pulling the harness. Sill trim sequence; bench-seat fasteners and connector.

Move the carpet clear of the existing access opening and remove the floor access panel. Disconnect the tank module’s electrical plug. Keep the passenger compartment protected from residual fuel. Factory access-panel and module removal.

5. Disconnect and withdraw the old module

Clean the top of the module. Cover its fuel fitting with a towel, squeeze the retainer tabs and disconnect the line by hand. Protect the disconnected line from dirt. Seat the 070AA-T0AA100 sender wrench fully on the locknut; the earlier 07AAA-T0AA100 is also specified. Keep the wrench engaged and loosen the nut counterclockwise. Stop if fuel would spill from the tank opening; arrange controlled gasoline recovery or service before proceeding. Lift the module carefully, guiding the float through the opening without bending its arm, and contain its remaining fuel in a gasoline-compatible receiver. Remove the old seal and clean the tank’s sealing surface. Module removal; approved sender wrench.

6. Prepare the complete replacement

Compare the new assembly’s flange, connector, outlet, reservoir and sender position with the removed unit. Have a new, correct tank O-ring and locknut available; use included pieces only after confirming their fit and condition. This complete-module job does not require opening the reservoir or transferring the old pump motor.

Attach the float arm before installing the new module. The APFP1053 product photographs show the float arm packed separately. Match the supplied module instructions, bent wire end, sender pivot and retaining carrier before assembly. For the matching wire-in-hole, snap-in design, insert the correct short wire end into the sender pivot hole, support the carrier and press the wire into its retainer until it is fully seated. Check that the wire is positively retained, then gently move the float through its full travel: the carrier should follow smoothly and the float must clear the reservoir, hoses and wires. Preserve every factory bend. If the retainer differs, the wire will not stay seated, or assembly would require reshaping the arm, stop and obtain the correct module instructions or replacement part. Delphi explains the supported snap-in attachment method.

7. Install the seal, module and new locknut

Partially lower the module with a new dry tank O-ring; apply no oil to this base seal. Guide the float into the tank, align the module and tank marks, then seat the module vertically. Confirm that the O-ring is evenly seated and unpinched. Align the new nut’s mark with the start of the tank thread and start it clockwise by hand while holding the module down. Use the sender wrench and torque wrench to tighten to 100 N·m (74 lb-ft). Recheck both seal position and alignment marks. Seal, alignment and locknut torque.

If the module rotated during tightening, loosen the nut enough to reposition the module, compensate for the observed rotation and repeat the tightening/check until the marks align at the specified torque. Do not leave it misaligned or stop short of the required torque. Honda alignment correction.

8. Reconnect and check for leaks

Install a new Sanoh white 9.5 mm module-outlet retainer in the line connector; remove the old retainer from the old module. Push the connector squarely onto the new outlet until both tabs click, then inspect and pull-check it. Reconnect the module’s electrical plug. Correct module retainer; connection and pull check.

With all fuel connections closed, reinstall relay 2. Reconnect the battery positive first, negative last, tightening each terminal to 4–6 N·m (3.0–4.4 lb-ft); protect the sensor and apply multipurpose grease to the terminals as Honda specifies. Restore the positive cover and intake tube. Turn the vehicle ON without starting, let the pump’s roughly two-second prime finish, switch OFF and repeat two or three times. Inspect the module seal, outlet and engine-side joint for leakage before covering them. Any wetness or fuel odor requires shutdown, isolation and correction. Battery connection; Prime and leak check.

9. Close the access and finish the repair

After a dry leak check, switch OFF and isolate the battery again before handling the seat harness. Refit the access panel and carpet. Remove and store the emergency funnel, refit its trim lid and close the fuel door. Reconnect and clip the seat harness in its original route, position the seat, start all four bolts and tighten the front and rear floor bolts to 50 N·m (37 lb-ft). Reinstall the foot covers and sill trim, checking that the seat slides and locks securely and the harness is clear of the rails. Restore the battery connections and under-hood covers. Seat installation torque; battery reconnection.

Start the engine, verify smooth running and a plausible gauge reading, then recheck for leaks before a short road check. Scan again and clear procedure-induced codes after confirming the original fault is repaired. Honda’s pump bulletin specifies code clearing without pump programming. Clearing DTCs alone does not require idle learning; if a broader diagnostic repair includes a PCM reset, complete Honda’s linked reset and idle-learn procedures before release. Repair completion; PCM reset; when idle learning is required.

Common mistakes to avoid

• Replacing the wrong pump. This is the low-pressure in-tank unit; diagnose the low- and high-pressure systems separately.
• Assuming a stalled or non-running engine means no residual pressure. Complete the documented covered low-pressure release before further disconnection.
• Reusing the old tank seal or locknut. Install correct new parts with a dry base seal and accurate alignment.
• Forcing the float arm or cross-threading the locknut. Preserve the float’s shape, seat its retainer and start the nut by hand.
• Closing the access panel before checking for leaks. Inspect the tank unit and every opened line after priming.
• Leaving seat hardware or connectors unsecured. Restore the specified bolt torque, wiring and trim before carrying passengers.

Frequently asked questions

Does the fuel tank have to be lowered?

The worked 2018 Pilot EX FWD procedure reaches the module through the floor access panel after removing the left second-row bench-seat section. It does not require tank lowering or cutting a new access hole.

Is this the engine-mounted high-pressure pump?

No. APFP1053 is an electric in-tank supply module. A direct-injection pressure fault can involve the low-pressure supply, high-pressure pump, sensor, wiring or another cause; diagnosis must identify the failed component.

Can I reuse the old locknut and seal?

The Pilot installation calls for a new locknut and new tank O-ring. Confirm whether the delivered new pieces are correct, or obtain the VIN-matched replacement set. Check the seal for pinching and the alignment marks after tightening.

Does the float need assembly?

The selected package pictures show a loose float arm. Attach it to the matching sender pivot and retainer using the supported method in the procedure, then check retention and free travel without bending the wire. Resolve a different or incompatible retainer before installation.

Should I buy this module if my VIN has an open fuel-pump recall?

Contact a Honda dealer about the eligible recall remedy first. An aftermarket module purchase does not establish that a manufacturer campaign has been completed. Use the linked VIN recall lookup before committing to a paid repair.

Can these steps be used on the Acura MDX or Ridgeline?

The selected module lists those vehicle ranges, but their access, trim, fastener and service details need their own vehicle-specific procedure. This guide’s complete sequence is limited to the stated Pilot configuration.

Review APFP1053 compatibility and current offer

Sources and related repair guides

The procedure links identify Honda-authored service information for the selected 2018 Pilot EX FWD, reproduced by a service-manual archive. Honda’s campaign bulletin corroborates the tank-unit interface and safety details. Product fitment comes from the selected offer, manufacturer catalog and exact vehicle parts catalog.

• APFP1053 manufacturer catalog
• 2018 Pilot EX 2WD fuel-tank parts
• Honda bulletin 24-010, version 4
• NHTSA VIN recall lookup
• 1997 CR-V fuel-pump replacement with its own application scope
• 2011 Silverado 4.8L fuel-pump replacement