Replacing a discontinued fuel pump control module — 2010 Toyota Sequoia SR5, 4.6 L

What this covers: a 2010 Toyota Sequoia SR5 with the 4.6 L V8 (engine code 1UR-FE, chassis code UPK60/UPK65) whose fuel pump control module is suspected failed and heavily corroded. Toyota part 89570-34040, Denso part 104993-0491. Toyota has discontinued the part. This report answers: is it really the module, is there a free fix, and what are the realistic ways to get one in Canada.

Researched 8 August 2026. Prices in Canadian dollars unless marked USD; USD figures converted at about 1 USD = 1.40 CAD, the rate on the day of writing.

The short answer

Do not buy a part yet. The single most valuable thing you can do first is spend an hour proving the module is actually dead. It is a scarce, discontinued part, and there are two well-documented ways to waste it: buying one when the real fault was a poorly seated connector, and installing one while a failing in-tank fuel pump quietly cooks the new module the same way it cooked the old one.

Once it is genuinely confirmed dead, the best option is to keep the module you already own and have it rebuilt. The reasoning is simple: the part number is out of production worldwide, so every used unit you can buy is the same age, in the same corrosive environment, on the same clock as yours. A rebuild is the only route with zero part-number risk, and it can be done inside Canada with no border crossing. XeMODeX in Mississauga, Ontario is the obvious first call.

But there is a cheaper, faster option that is actually in stock, so weigh it honestly. Ten used exact-number units were listed on eBay's Canadian site on 8 August 2026, from C$168 including a 30-day return window — roughly C$200–250 landed. That is likely less than a rebuild, and it is available today rather than after a round of phone calls. The catch is that a used module is the same age and has lived in the same road-salt environment as yours, so it is a working part of unknown remaining life; a rebuild is a known-good board. If the truck is needed now, buy the used one and keep your original as a spare to rebuild later.

No supplier physically inside Canada was found holding this part. A Canada-wide recycler search returned nothing, and the Canadian rebuild option is an unanswered phone call. The eBay.ca route is Canada-facing — Canadian-dollar pricing and Canadian buyer protection — but the sellers are in the United States.

Work these routes in parallel rather than in sequence, because each one can fail for reasons the others do not share:

1. A used exact-number original through eBay.ca — the only route with confirmed stock: about C$168 plus C$23 shipping, landing around $200–250 once tax and any import fee are counted, with a 30-day return window to test it in.
2. A rebuild quote on your own module — one phone call, and the answer decides whether the zero-fitment-risk route is even open.
3. Canadian auto recyclers — a used original off a donor truck. Catalogue search does not surface this part (see below), so this means a self-serve yard where you can read the label with your own eyes, or a post-a-request service.
4. A Toyota dealer's nationwide obsolete-stock search — free to ask, low odds, but if it lands you get a new factory part.

And one thing to be very clear about: there is no recall or warranty that pays for this. Details in the recall section below.

What the part actually is (and what it is not)

This vehicle does not just switch its fuel pump on and off. The engine computer decides how fast the pump should run, converts that into a duty-cycle signal, and sends it to a separate fuel pump ECU — the control module — which does the actual work of driving the pump at variable speed. Toyota's own service manual describes the circuit in exactly those terms: "the fuel pump circuit consists of the ECM, fuel pump and fuel pump ECU (which operates the fuel pump)" (Toyota factory service manual, 1UR-FE SFI system).

So there are three separate things that people all call "the fuel pump," and confusing them is the most common and most expensive mistake here:

The failed part is the middle one. It is mounted in the left (driver's side) rear frame rail, behind the rear wheel — outside, unprotected, directly in the road-spray and road-salt path. That location is why these corrode, and it is why the failure is common on northern vehicles.

The corrosion mechanism is worth understanding because it tells you how to stop it happening again. An aluminium module housing bolted against a steel frame member sets up galvanic corrosion between dissimilar metals, and road salt accelerates it hard. Owners of the equivalent Ford module — same design idea, same exposed mounting, same failure — documented this in detail and found that replacement parts ship with spacers that hold the module off the steel, plus dielectric grease in the connector, precisely to slow it down (Ford F150 Forum teardown thread). Do the same thing on reassembly whatever part you end up fitting.

Step 1 — prove it is the module (this is where the money is saved)

The complete factory service manual for this exact vehicle and engine is free online, no subscription: 2010 Toyota Sequoia 4WD V8-4.6L (1UR-FE), Operation CHARM. That link is worth handing to whoever does the work. The diagnostic tree for this exact circuit is at Fuel Pump Control Circuit — 2010 Sequoia 4.6 L. Note that the factory tree assumes the engine will still start; if it will not start at all, the manual routes you to its problem-symptoms table first.

Toyota's order of testing puts "replace the fuel pump ECU" near the end, not the beginning. In sequence, the manual checks:

1. Power at the module — 11 to 14 V at the +B terminal with the ignition on.
2. Ground at the module — below 1 ohm to body ground.
3. Harness between module and pump — below 1 ohm on both pump wires, and 10 kΩ or higher to ground (i.e. not shorted).
4. The in-tank pump itself.
5. Harness between module and engine computer — the control signal wire.
6. Only then: replace the fuel pump ECU.
7. If that does not fix it, replace the engine computer.

Two things people find at steps 1–3 far more often than they expect:

• The connector was not seated. One owner chasing this exact symptom bought a junkyard module, fitted it, and discovered afterwards that both his new and his original module worked fine — "the harness wasn't seating properly" (Toyota Tundra forum). A corroded, salt-packed connector on a frame rail is the single most likely thing here.
• Blown fuse, bad fuel pump relay, or a bad ground. All are upstream of the module and all are cheap.

The quick field test. The module works by switching the pump's ground (the large red wire) — that is how it varies pump speed. So: back-probe that wire with a multimeter. With the pump not running it should show voltage; when the key is turned and the pump is commanded on, that voltage should drop as the module completes the circuit. If the wire sits at constant voltage and nothing changes when you turn the key, the module is not doing its job. Owners describe this test, and the temporary "ground the red wire to the frame" check that confirms it, in this Tundra thread.

The critical warning that comes with this. A technician's note on the same platform is blunt about why these modules die: "they normally fail from being overworked… You could replace just the module and it may run forever or may fail in a week or two if the pump is overworking it" (JustAnswer, 5.7 L Sequoia module testing). If the in-tank pump is original and high-mileage, measure its current draw. Fitting a scarce, irreplaceable module in front of a dying pump is how you lose it twice.

Do not leave a permanent bypass in place. Grounding the pump wire directly will make the truck run, and it is a legitimate diagnostic step and a get-home measure. As a permanent fix it removes variable pump-speed control, runs the pump flat out continuously (shortening its life), and defeats the system's ability to shut the pump down automatically after a stall or a collision. That last point is a safety function, not a convenience feature.

Step 2 — the recall question, answered

No recall covers this part on this vehicle, in Canada or anywhere else. There is no free fix. It is worth being precise about why, because there is a very large Toyota fuel pump recall and it is easy to assume it applies.

The big recall is a different part. The well-publicised campaign covers Denso low-pressure fuel pumps whose low-density impellers could swell, deform and strike the pump housing, causing rough running, no-start, or loss of power while driving. That is the pump inside the tank — not the control module on the frame rail.

And in Canada it covers two Sequoia model years, neither of them 2010. The governing Canadian notice is Transport Canada recall 2020-514, Toyota's SRC RB3 / SRC RB4, issued 28 October 2020 and covering 126,597 vehicles in Canada. It is itself an expansion of two earlier campaigns (Transport Canada 2020-005 and 2020-088). Its official schedule of affected vehicles lists the Sequoia for the 2018 and 2019 model years only — see the government's own record, which prints the make/model/year table in full: Transport Canada Motor Vehicle Safety Recalls Database, recall 2020-514, and the public notice at recalls-rappels.canada.ca, recall 2020514. Later expansions of the same defect family have added other vehicles — the January 2025 expansion added a single Lexus NX 300 (Transport Canada 2025024), and the April 2026 one covers only Lexus RC F, GS F and IS 500 models (Transport Canada 2026175) — but none has ever reached back to a 2010 Sequoia, which was built long before the affected pumps entered production.

Keep the class action separate from the recall — they are not the same thing. A Quebec class action against Denso, Toyota Canada and others, authorised on appeal in April 2023, alleges a wider affected population than the recall admits, listing the Sequoia at 2017–2020 (Denso fuel pump class action, notice to class members). Those are pleadings, not a remedy: an allegation in a lawsuit does not entitle anyone to a free repair, and the defendants are contesting it. Either way — recalled years or alleged years — a 2010 is outside both.

No manufacturer campaign covers the control module either. There is no recall, technical service bulletin or warranty extension anywhere for part 89570-34040. Nobody is going to pay for this but the owner.

Confirm it yourself in one step, for free. Whatever this report says, run the vehicle's own VIN — it takes a minute and it is the only answer that is specific to the truck in front of you:

• Toyota Canada recall lookup — enter the VIN; this returns both safety recalls and service campaigns, which the government database does not always show.
• Transport Canada Road Safety Recalls Database — the official government record; search by make, model and year.

Two unrelated older campaigns do touch this generation and are worth checking while you are there: a 2021 recall on certain dealer-installed engine block heater cords, and a 2021 steering gear recall that reached a small number of 2007–2020 vehicles that had a replacement steering gear fitted. Both are free if the VIN is affected.

Step 3 — the part-number trap (read this before ordering anything)

This is the part of the job most likely to cost money for nothing. Most online parts catalogues will confidently sell you the wrong module.

Toyota's own electronic parts catalogue keys these modules to a production-date window and chassis code, not to a model year. You can see the real structure in the catalogue data for the closely related Tundra, which shares this system:

Consumer retail sites flatten all of that into a single line like "fits 2008–2011 Sequoia" or "fits 2010–2022 Sequoia." That is how one part number appears to cover fourteen model years, and it is why marketplace listings will tell you the wrong module fits.

The physical evidence that they do not interchange. Two independent owners hit the same wall. One bought an 89571-34070 because "every website" listed it for his truck, then found his vehicle actually had an 89570-34060 — and that "the one I bought on Ebay only has 1 large hook up point, whereas the one that is currently installed on my truck has 2" (Tundra Solutions). Another attempted the same substitution deliberately and ended up buying a replacement connector from Toyota plus individual pins at roughly $20 each, and it still did not come with the rubber retainer (Tundras.com, "Swapping Fuel Pump ECU").

The most telling data point: the aftermarket manufacturer of the 89571-34070-style module does not claim it fits this truck. Dorman 601-384 (sold under Standard Motor Products as FPM127) lists its fitment as Toyota Sequoia 2012–2022, Tundra 2012–2021, 4Runner 2013–2023, FJ Cruiser 2012–2014, and several Lexus models (Dorman 601-384 fitment and cross-reference). 2010 is not on Dorman's own list. When the part maker is more conservative than the retailers selling it, believe the part maker.

So: do not order any of these on the strength of a "fits your vehicle" badge.

• 89571-34070 / Dorman 601-384 / Standard FPM127 — different design, different connector count, and per Dorman it starts at 2012.
• 89570-34060 / FPM137 — Tundra application.
• 89570-34030, 89570-34050 — catalogue-adjacent, not this application.

The one rule that makes all of this safe: buy by label, not by listing. Require a clear photograph showing 89570-34040 on the sticker before money changes hands. Donor-vehicle year, and any marketplace fitment claim, is not sufficient evidence.

There is one more subtlety worth knowing. Some of these later modules were built for flex-fuel vehicles, which run a different fuel-pump strategy. A 2010 Sequoia 4.6 L is not flex-fuel. Even a module that physically plugs in may not behave correctly if it came from a flex-fuel application.

The options, with realistic Canadian pricing

Read the availability column carefully — it distinguishes what was actually checked from what is an estimate. Every row was tested on 8 August 2026. Prices marked "est." are estimates from comparable work, not quotes. Assume 1 USD ≈ 1.40 CAD.

The headline number changed once the marketplace was checked properly: the cheapest verified exact-number unit is C$168.16 plus C$22.69 shipping, listed on eBay's Canadian site with a 30-day return window. That is well under earlier estimates and it makes the buy-a-used-one route considerably more attractive than it first appeared.

One honest caveat on row 1. Those eBay.ca prices are shown in Canadian dollars and the site collects payment in Canadian dollars, but the sellers found were in the United States — eBay.ca converts and lists them for Canadian buyers. It is a Canada-facing purchase route with a Canadian-dollar price and stated return terms, not a domestic supplier. Import fees may still be applied on delivery. No seller physically located in Canada was found holding this part.

For scale, comparable new Toyota modules in this family price around US$372–437 (list US$548–667) — for example 89570-34060 at US$371.77 and 89570-34030 at US$412.65. That is the price band a new one would occupy if it existed, and it is why the rebuild and recycler routes are attractive.

Why the part is genuinely scarce — verified twice

• Toyota's own catalogue note against 89570-34040 reads: "This part is discontinued" (ToyotaPartsDeal, 89570-34040).
• The global new-old-stock channel, which ships Japanese and Middle Eastern warehouse inventory worldwide, returns "Sorry, this part is currently out of stock" for the same number (MegaZip, 89570-34040). By contrast the later 89571-34070 is freely in stock at US$146.52 (MegaZip) — which is exactly the temptation this report warns against.

Denso will not help directly. Denso does not sell to consumers or repair shops, only through authorised distributors, and this module does not appear in Denso's North American aftermarket catalogue — it appears to have been built for Toyota's factory channel only (Denso sales policy). An authorised Denso distributor is still worth one call with the numbers 89570-34040 and 104993-0491, but expect it to come back empty.

Working the Canadian routes

Route 1 — rebuild the module you have

This is the recommendation, and it is the option the vehicle's own scarcity argues for. A corroded case does not necessarily mean a dead board; these commonly fail at cracked solder joints, corroded pins, or a failed driver transistor, all of which are repairable.

• XeMODeX — 2-6150 Kennedy Rd, Mississauga, Ontario L5T 2J4; 1-888-712-2525, Mon–Fri 8:30–5:00 Eastern. In business since 2006. Mail-in process with a prepaid shipping label, and the repaired unit comes back plug-and-play with no reflash needed (about page). A customer reports roughly 8 days door to door on a comparable module rebuild. Set expectations honestly before calling: Toyota is in their supported-makes list and they publish a Toyota ABS module repair, but every fuel pump control module product page they publish is for GM-family vehicles. There is no published Toyota fuel-pump-module service. So this is a "call and ask," not a "place an order" — send photographs of both sides of the unit and the label first, and get a written quote, turnaround and warranty before shipping anything.
• US shops that take mail-in work and will accept Canadian shipments include UpFix, Circuit Board Medics and ModuleMaster. Same rule: photographs and a written quote first, and factor the return leg through customs both ways.

Ask every shop the same three questions: do you bench-test it under load before returning it, what is the warranty, and what happens if it is unrepairable.

Route 2 — Canadian recyclers

The exact search path, verified. The naming collision here is severe: in recycler inventory systems the in-tank pump is filed as "Fuel Pump", while this module lives under a computer category. On Car-Part.com the working route is: year 2010 → model Toyota Sequoia → part "Computer Box Not Engine" → then, on the interchange screen that appears, choose "Fuel Pump, (LH inner quarter panel)". That last option is the module — and note the location description matches where it actually sits on the truck. Searching "Fuel Pump" from the top will return the in-tank pump all day.

And the honest result of running it. That search was run Canada-wide on 8 August 2026. It returned 49 listings from 8 Canadian yards — in Langley, Abbotsford, Burnaby, Prince George, Calgary, Paris and Windsor Ontario, Estevan and Weyburn Saskatchewan — but none of them was the fuel pump control module; they were all other computer boxes, mostly airbag occupant-detection modules. Running the identical search against US yards returned the same pattern. So the recycler catalogue channel does not currently list this part on either side of the border.

Two caveats before treating that as "none exist in Canada": the result list appears capped at about 50 rows and sorted by price, and plenty of small yards never upload electronic modules to the network at all. It means the catalogue route is unlikely to find it, not that no Canadian yard has one. Which points at the two routes that do not depend on catalogue data:

• Car-Part.com — the largest recycler inventory search, and it has explicit Canada / Eastern Canada / Western Canada region filters. Start here.
• Automotive Recyclers of Canada parts locator — connects hundreds of Canadian yards; search by VIN or by year/make/model.
• PartCheck — Canadian aggregator that queries multiple suppliers in one search and shows warranty terms up front.
• Provincial association locators are worth a second pass because not every yard uploads to every network: Ontario and Atlantic Canada both run their own.
• PartRequest — different model, and the right one for a rare module: you post what you need and yards across Canada and the US come back to you. It does not require the part to already be catalogued, which matters when the item is an uncommon electronic box rather than a bumper.
• Row52 indexes Pick-n-Pull-branded yards including Calgary, Edmonton and Richmond.
• Larger full-service Canadian yards that ship domestically include Pro Auto Recyclers (Abbotsford, Surrey and Calgary) and Carcone's (Greater Toronto Area, 60-day warranty).
• Self-serve yards are underrated for this specific job. Kenny U-Pull (about 20 yards across Ontario, Quebec, New Brunswick and Nova Scotia; $5 day entry), iPull-uPull (Alberta) and Pick-n-Pull publish searchable vehicle inventories. If a donor Sequoia or Tundra of the right chassis and build date is on the lot, you can walk out, read the label with your own eyes, and pull it for a fraction of a dealer price. Bring a 12 mm socket and a Phillips screwdriver. Kenny also offers a vehicle-arrival alert — set one for the Sequoia and Tundra, because a donor of the right build date is uncommon and you want to hear about it the week it lands rather than checking by hand.

Donor guidance: a 2008–2011 Sequoia is the right family, but the label is the only authority. A 4.7 L Sequoia of the right build window may carry the same module — or may not. Never accept "it came off a 2010 Sequoia" as proof.

Route 3 — the Toyota dealer obsolete-stock search

Ask a Toyota parts manager to run a nationwide dealer-to-dealer search for 89570-34040. Discontinued does not always mean zero units — it means Toyota has stopped producing it, and odd units sometimes sit on a shelf somewhere in the network. This costs you a phone call. The tool most dealers use for this is PartsVoice, which covers both Canadian and US dealer inventory — over 8 million parts listed daily by 1,800-plus dealers — so one request reaches far more shelves than any single storefront. Canadian dealer parts departments that sell online and will do this include Brantford Toyota, Scarborough Toyota and Gateway Toyota in Edmonton. Give them the VIN so they search the correct chassis-code application rather than the model year.

Route 4 — the cross-border option, costed honestly

This is the only route confirmed to have actual purchasable units, and it is cheaper than it first appears. Searching eBay's Canadian site for the exact part number on 8 August 2026 returned 10 live listings, priced C$168.16 to C$253.31 (eBay.ca search for 89570-34040).

The cheapest, item 377401533607, is listed at US$120.00 — shown as C$168.16 — plus US$16.19 (C$22.69) shipping via eBay International Shipping, from a seller in Jacksonville, Florida with 100% positive feedback, dispatching within one day and offering 30-day returns with the buyer paying return shipping. eBay notes import fees may be applied on delivery.

A second unit worth knowing about, item 327117172293 at about US$180, is the one whose listing photograph legibly shows both Denso 104993-0491 and Toyota 89570-34040 — which is exactly the label-not-listing standard this report asks for. Note that the same seller's second listing appears to show Denso 104993-0492, not -0491, despite carrying the same Toyota number, so buy the specific one whose photo matches.

Whichever you choose, here is what it actually costs to land in Canada:

Three things determine whether this lands near the bottom or the top of that range:

• The de minimis bands. Under the Courier Imports Remission Order, a courier shipment sent from the US or Mexico is free of both duty and tax up to CAD $40; from $40.01 to $150 it is duty-free but sales tax still applies; above $150 normal duty and tax rules apply (CBSA Memorandum D8-2-16, CBSA D17-4-0). A ~$252 part is above the top band, so both are in play. Note that these bands key off where the parcel is shipped from, not where the part was made — Japanese manufacture does not push it out of the courier relief scheme.
• Origin does decide the duty rate, though. Above $150, the preferential free-trade rate is reserved for goods made in the US or Mexico, so a Japan-built Denso module does not qualify even shipped from a US seller (carrier guidance on the distinction). It falls to the general tariff rate instead. For automotive parts that runs from 0% to about 6% depending on classification, and an electronic control unit often lands duty-free — but this is the one number in this report worth resolving properly rather than estimating. Run the classification through the free Canada Tariff Finder or ask a customs broker before budgeting the top of the range.
• Brokerage is the hidden cost, and it is itemised. Ground service from the big couriers is where doorstep charges appear: the entry-preparation fee runs about 2.7% with a $5.85 minimum, plus a disbursement fee, plus roughly $4.25 if duties were not prepaid (carrier fee breakdown). Express air service often bundles brokerage into the quoted rate. Buying through eBay's international shipping programme, which collects import charges at checkout, avoids the doorstep surprise entirely.
• Do not assume the post office is the cheap route. Postal shipments are governed by a separate remission order with a far lower threshold — around CAD $20 — so a parcel that would clear duty-free by courier can be assessed when it arrives by mail. The offsetting point is that the postal handling charge is a small flat fee rather than percentage brokerage. Which is cheaper depends on the value; at ~$252 the courier bands are generally the better deal.

Insist on: a photograph of the actual unit's label, confirmation it was pulled from a running vehicle, close-ups of both connectors, and a return window — then test it during that window.

Fitting it: labour, and what to do at the same time

This is a genuinely DIY-friendly job, which is unusual for a control module. The unit is in the left rear frame rail behind the driver's side rear wheel. One owner's description of the removal: a 12 mm bolt in the wheel well releases the bracket, a grey plastic clip levers up to release the connector, and two Phillips screws hold the module to its bracket — "a very easy replacement with easy access that a novice can do with the bare minimum of tools" (Tundra forum).

No programming or relearn procedure is required after fitting an exact-number module — it is genuinely plug and play (JustAnswer, Sequoia module location). That removes the usual reason a module job has to go to a dealer.

If you pay someone: the job itself is well under an hour, but budget diagnostic time separately — that is the part that has value here. Canadian shop rates in 2026 run roughly $100–150/hour at independent shops and $150–200/hour at dealerships, with regional variation (provincial rate survey). Expect $150–350 in labour and diagnosis for a proper job at an independent shop, on top of the part.

While the module is out, do all five of these — they cost almost nothing and they protect a part you cannot easily buy again:

1. Clean both harness connectors and inspect every terminal for green or white corrosion, spread pins, or heat damage. A corroded connector is repairable, and it has real part numbers — owners on this platform have rebuilt the plug using Toyota connector body 90980-12785 with repair pigtails 82998-24420 and 82998-12790, some upgrading to higher-current terminals as a durability fix (connector repair thread). Given that a bad connector can imitate a dead module outright, this is worth doing properly rather than cleaning and hoping.
2. Pack the connector with dielectric grease and make sure the seal seats.
3. Fit the module on spacers or rubber isolators so the aluminium case is not pressed against bare steel, and treat the bracket and hardware for corrosion.
4. Measure the in-tank pump's current draw. A pump pulling high current is what kills these modules. If it is out of spec, replace the pump at the same time.
5. Check the fuel pump fuse and relay while you are in there.

What to avoid

• Buying by listing rather than by label. Every failure mode in this report traces back to a catalogue that flattened chassis codes into model years.
• 89571-34070 / Dorman 601-384 / Standard FPM127 for this truck. Different connector count, and Dorman's own fitment starts at 2012. Two separate owners on two separate forum threads hit the same one-connector-versus-two wall, so this is a repeatable outcome rather than one person's mistake, and nobody has publicly reported successfully adapting one to a two-connector vehicle.
• Aftermarket driver modules generally, if an original is obtainable. This is a soft caution rather than a finding: there are no Toyota-specific reliability reports either way, but owners of the equivalent Ford and GM modules report repeat failures and odd running faults with aftermarket units that went away on returning to a factory part. Given that this module drives the pump on a truck you may be a long way from a shop in, an original — repaired or used — is the safer bet where one can be had.
• Leaving a pump bypass in permanently. It works, and it defeats a safety shutoff.
• Fitting a scarce module in front of an untested, high-mileage in-tank pump.
• Buying a used module with no return window. These are 15-year-old electronics; a dud is a real possibility and the seller's return policy is your only protection.

Sources

Vehicle and part data - Toyota factory service manual — 2010 Sequoia 4.6 L (1UR-FE), free - Fuel pump control circuit, diagnostic tree — 2010 Sequoia 4.6 L - Same circuit description, mirrored - Toyota 89570-34040 — "This part is discontinued" - MegaZip 89570-34040 — out of stock - MegaZip 89571-34070 — in stock, the wrong part - Dorman 601-384 / Standard FPM127 fitment — 2012+ only - Comparable new module pricing, 89570-34060 - Denso sales policy — no direct consumer sales

Recall position - Toyota Canada recall and campaign lookup by VIN - Transport Canada Road Safety Recalls Database — official search - Transport Canada 2020-514 (SRC RB3 / RB4) — the governing Canadian low-pressure fuel pump recall; Sequoia listed for 2018 and 2019 only. Official government records: Transport Canada recalls database record, full model/year table · public recall notice - Transport Canada 2025024 — later expansion, Lexus NX 300 - Transport Canada 2026175 — later expansion, Lexus RC F / GS F / IS 500 - Denso fuel pump class action, Canada — alleged model years, not a recall

Live availability, checked 8 August 2026 - eBay.ca search for 89570-34040 — 10 listings, C$168–253 - Cheapest verified unit — C$168.16 + C$22.69 shipping, 30-day returns - The unit whose photo shows both the Toyota and Denso numbers

Canadian sourcing - XeMODeX, Mississauga ON — mail-in module rebuild · about - Car-Part.com — recycler search with Canadian region filters - Automotive Recyclers of Canada parts locator - PartCheck — Canadian multi-supplier used-parts search · PartRequest — post-a-request, Canada and US · Row52 — Pick-n-Pull yard index - Ontario recycler parts locator · Atlantic Canada recycler parts locator - PartsVoice — dealer obsolete-stock locator, Canada and US - Pro Auto Recyclers · Carcone's Auto Recycling - Kenny U-Pull inventory search · iPull-uPull - Brantford Toyota parts · Scarborough Toyota parts · Gateway Toyota parts - UpFix — US mail-in module repair

Import cost - CBSA Memorandum D8-2-16 — courier de minimis, CAD $40 / $150 · CBSA D17-4-0, Courier Imports Remission Order - Canada Tariff Finder — resolve the actual duty rate - Courier brokerage and entry-preparation fee breakdown - CBSA — overview of CUSMA changes affecting imports - Origin vs shipping point, and carrier brokerage - Canadian shop labour rates by province, 2026

Owner and technician reports - Connector-seating case — module was never the fault - Wrong-module purchase — one connector vs two - Attempted substitution — connector and pins had to be bought separately - Ground-side test method and removal walkthrough - Module testing, and the overworked-pump warning - Module location; no programming required - Galvanic corrosion mechanism and the spacer fix

What is verified here, and what is not

Being explicit, so nobody acts on this report thinking more is nailed down than is:

Verified against a source, and dated: the part number and Toyota's own "discontinued" note against it; that the global new-old-stock channel shows no stock for it; the Canadian recall position, read off the government's own recall record, and the Sequoia's absence from it; the factory diagnostic sequence; the module's location and removal method; that no programming is required; the connector-count incompatibility of the substitute part; Dorman's published fitment starting at 2012; the customs de minimis bands; ten live eBay.ca listings at C$168 to C$253 with the cheapest carrying a 30-day return window (8 August 2026); and a Canada-wide recycler search that returned 49 listings from 8 named yards, none of them this module (8 August 2026).

Not verified — treat as leads, not facts: that any Canadian rebuilder will accept this module, at what price, or with what warranty; whether any Toyota dealer holds obsolete stock; and the exact tariff rate that applies above the CAD $150 threshold. Every cost marked "est." is an estimate from comparable work, not a quote. Marketplace listings move daily — re-check before relying on any of them.

Prices and stock checked 7–8 August 2026 and will move. Part numbers, the recall position and the diagnostic sequence are stable. Verify current availability before ordering, and always confirm the label reads 89570-34040 before paying.