NHTSA owner reports · September 18, 2026 snapshot.
Engine complaints
164 reportsClear category filter50,000 miles · Oct 24, 2013
Engine
TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 35 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE CONTACT MERGED TO THE SHOULDER AND WAS ABLE TO RESTART THE VEHICLE. THE CONTACT MENTIONED THAT THE FAILURE WAS RECURRING. THE VEHICLE WAS TAKEN TO A DEALER WHERE THE FAILURE WAS UNABLE …
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TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 35 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE CONTACT MERGED TO THE SHOULDER AND WAS ABLE TO RESTART THE VEHICLE. THE CONTACT MENTIONED THAT THE FAILURE WAS RECURRING. THE VEHICLE WAS TAKEN TO A DEALER WHERE THE FAILURE WAS UNABLE TO BE DUPLICATED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 50,000 AND THE CURRENT MILEAGE WAS 53,495.
NHTSA ODI #10549357
30,000 miles · Aug 25, 2013
EngineService BrakesSteering
SINCE WE PURCHASED OUR DODGE JOURNEY IT'S BEEN NOTHING BUT PROBLEMS WE OWN A 2010 JOURNEY. WE'VE HAD TO REPLACE BRAKES AND ROTORS, STEERING MAKES A VERY LOUD NOISE WHEN TURNING ALMOST SOUNDS LIKE ELECTRICITY AND MY VEHICLE IS NOT THE ONLY ONE I WITNESS THE SAME PROBLEM WITH ANOTHER PERSONS CAR SAME DODGE JOURNEY WE ALWAYS GET OU…
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SINCE WE PURCHASED OUR DODGE JOURNEY IT'S BEEN NOTHING BUT PROBLEMS WE OWN A 2010 JOURNEY. WE'VE HAD TO REPLACE BRAKES AND ROTORS, STEERING MAKES A VERY LOUD NOISE WHEN TURNING ALMOST SOUNDS LIKE ELECTRICITY AND MY VEHICLE IS NOT THE ONLY ONE I WITNESS THE SAME PROBLEM WITH ANOTHER PERSONS CAR SAME DODGE JOURNEY WE ALWAYS GET OUR CAR THE NECESSARY OIL CHANGES AND MY ENGINE MAKES A VERY FUNNY NOISE EVEN OUR MECHANIC WAS WORRIED HE TOLD US THAT OUR CAR IS STILL NEW THAT MY ENGINE HAS TO BE LEAKING BECAUSE EVERYTIME WE GET OUR ROUTINE OIL CHANGES IT SEEMS LIKE THE CAR IS LOW ON OIL. ALSO WHEN I START DRIVING AWAY IT LOSES SPEED AND MAKE A VERY UGLY SOUND. THIS IS BY FAR THE WORST INVESTMENT EVER DO NOT THROW YOUR MONEY AWAY ON ANYTHING DODGE OR CHRYSLER GARBAGE EXPENSIVE GARBAGE THEN WHEN YOU CALL THEM UP THEY SAY THEY CAN'T DO ANYTHING ABOUT IT. I THINK THE GOVERNMENT SHOULD BE MORE STRICT ON THESE KIND OF THINGS THIS IS OUR MONEY HERE WE PAY TAXES ON THESE CAR MORE SHOULD BE DONE TO PROTECT THE CONSUMER. *TR
NHTSA ODI #10537179
34,000 miles · Apr 26, 2013
EnginePower TrainVehicle Speed Control
THE DODGE JOURNEY HAS A HISTORY OF TRANSMISSION FAULTS, LOUD AND NOISY AND ROUGH TRANSMISSION SHIFTS. WHILE SHIFTING INTO A GREAT IT WILL MAKE A LOUD THUD AND THE CAR WILL JERK. WE STARTED TO GET USED TO THIS AS IT HAS HAPPENED SINCE DAY 1. WE LET CHRYSLER KNOW ABOUT THIS AND APPARENTLY THIS IS "NORMAL." I HAVE NEVER HAD A SIMI…
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THE DODGE JOURNEY HAS A HISTORY OF TRANSMISSION FAULTS, LOUD AND NOISY AND ROUGH TRANSMISSION SHIFTS. WHILE SHIFTING INTO A GREAT IT WILL MAKE A LOUD THUD AND THE CAR WILL JERK. WE STARTED TO GET USED TO THIS AS IT HAS HAPPENED SINCE DAY 1. WE LET CHRYSLER KNOW ABOUT THIS AND APPARENTLY THIS IS "NORMAL." I HAVE NEVER HAD A SIMILAR ISSUE WITH ANY OTHER CAR SO TO ME IT IS NOT NORMAL. SO FAST FORWARD TO THIS PAST WEEKEND. WE WERE GOING TO TOW A FEW ITEMS AND DROP THEM OFF. SO EVERYTHING IS LOADED AND READY TO TOW, WE ARE ON A FLAT SURFACE WITH NO INCLINE AT ALL, START THE CAR UP AND PUT IT INTO DRIVE AND BAM! A LOUD NOISE WHILE WE TRIED TO PUT IT INTO GEAR. THE CAR WAS STILL RUNNING WHILE THIS HAPPENED AND WE STARTED TO ROLL BACKWARDS, WHILE IN DRIVE. I TRIED TO HIT THE GAS BUT IT JUST REVVED A FEW THOUSAND RPMS. I HIT THE BRAKES AND PUT IT INTO PARK AND THEN DRIVE AGAIN, BUT THE TRANSMISSION WAS STILL NOT ENGAGING. SOMETHING HAPPENED CAUSING THE LOUD BANG AND NO THROTTLE RESPONSE TO THE DRIVETRAIN. AFTER I PUT IT IN PARK, WALKED AROUND AND THEN GOT BACK IN STARTING THE CAR UP AGAIN; THE CAR ENGAGED GEAR THIS TIME. EVERYTHING RAN PERFECT AND THEN I TOOK IT TO THE CHRYSLER DEALERSHIP, THEY SAID THEY COULD FIND NO EVIDENCE WHAT HAPPENED OR WHAT WAS WRONG, BUT REASSURED ME AGAIN THAT THE LOUD TRANSMISSION SHIFTS ARE NORMAL. SO THIS COULD BE POTENTIALLY DANGEROUS IF THIS WAS TO HAPPEN WHILE ON THE ROAD OR AT A STOP SOMEWHERE. *TR
NHTSA ODI #10509665
90,000 miles · Apr 22, 2013
Engine
VEHICLE WILL STALL JUST AFTER IT HAS BEEN STARTED. IT WILL SOMETIMES ONLY DO THIS ONCE AND OTHER TIMES IT WILL TAKE MULTIPLE RE-STARTS BEFORE IT STAYS RUNNING. THIS IS A WEEKLY OCCURRENCE. OTHER TIMES IT WILL STALL WHILE DRIVING AT HIGHWAY SPEEDS. SO FAR, IT HAS ALWAYS RESTARTED. I HAVE TRIED BOTH KEY FOBS AND REPLACED BOTH…
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VEHICLE WILL STALL JUST AFTER IT HAS BEEN STARTED. IT WILL SOMETIMES ONLY DO THIS ONCE AND OTHER TIMES IT WILL TAKE MULTIPLE RE-STARTS BEFORE IT STAYS RUNNING. THIS IS A WEEKLY OCCURRENCE. OTHER TIMES IT WILL STALL WHILE DRIVING AT HIGHWAY SPEEDS. SO FAR, IT HAS ALWAYS RESTARTED. I HAVE TRIED BOTH KEY FOBS AND REPLACED BOTH BATTERY'S I HAVE FOUND MULTIPLE WEB SIGHTS (INCLUDING THIS ONE AT AN EARLIER DATE) STATING DODGE IS AWARE OF THIS PROBLEM AND AT ONE POINT HAD A RECALL SCHEDULED. RECALL # L02 BUT NOW IT SEEMS NOT IT IS NOT A VALID RECALL. *TR
NHTSA ODI #10509060
65,000 miles · Mar 27, 2013
Engine
TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, SHE WOULD HEAR A HARD KNOCKING NOISE FROM THE DRIVER'S SIDE OF THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THEY ADVISED THAT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS N…
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TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, SHE WOULD HEAR A HARD KNOCKING NOISE FROM THE DRIVER'S SIDE OF THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THEY ADVISED THAT THEY WERE UNABLE TO DIAGNOSE THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT CONTACTED. THE FAILURE MILEAGE WAS APPROXIMATELY 65,000. THE CURRENT MILEAGE WAS APPROXIMATELY 71,000. THE VIN WAS UNAVAILABLE. *TR
NHTSA ODI #10504697
50,000 miles · Mar 1, 2013
Engine
I HAVE HAD 2010 DODGE JOURNEY SINCE MAY 2012 AND NEEDED TO TAKE CAR TO DEALERLSHIP FOR ATLEAST 4 DIFFERENT ISSUES. HOWEVER, THE PROBLEM THAT OCCURED ON FEBRUARY 28, 2013 HAS ME BEWILDERED AND VERY UNEASY ABOUT DRIVING WITH MY FAMILY AND EVER EVER PURCHASING A DODGE OR CHRYSLER VEHICLE AGAIN-AND THE U.S.A. WANTS US TO BUY AND SUP…
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I HAVE HAD 2010 DODGE JOURNEY SINCE MAY 2012 AND NEEDED TO TAKE CAR TO DEALERLSHIP FOR ATLEAST 4 DIFFERENT ISSUES. HOWEVER, THE PROBLEM THAT OCCURED ON FEBRUARY 28, 2013 HAS ME BEWILDERED AND VERY UNEASY ABOUT DRIVING WITH MY FAMILY AND EVER EVER PURCHASING A DODGE OR CHRYSLER VEHICLE AGAIN-AND THE U.S.A. WANTS US TO BUY AND SUPPORT AMERICAN MADE PRODUCTS. ON 02/28/12, I WAS RUSHING TO GET MY SON TO A MEETING AND WHEN WE GOT OUT OF CAR, LOCKED THE DOOR AND WENT IN BUILDING. WHEN WE RETURNED, PUT THE KEY IN IGNITION AND JUST CLICKING NOISE WITH EVERYTHING WORKING EXCEPT FOR THE CAR CRANKING. I WAITED ABOUT 30 MINUTES AND THEN TRIED TO CRANK BUT NO SUCH LUCK. IT WAS LATE IN THE EVENING, AND HERE I AM WITH MY BABIES IN THE CAR, ON A SCHOOL NIGHT, AND TRYING TO CALL A TOW. MY COUSIN DID COME OUT, WE ATTEMPTED JUMPER CABLES AND THEN WENT TO GET GAS AND IT STARTED. I WENT TO THE GAS STATION TO FILL UP JUST IN CASE, IGNITION STILL ON AND THE CAR CUTS OFF AND DOESNT RESTART. I CONTACTED A TOW AGAIN AND AN HOUR AND HALF LATER WHEN TOW ARRIVED; IT CRANKED FOR THE TOW DRIVER. ONCE I GOT HOME AND PARKED, THE CAR WOULD NOT START AGAIN. WHEN MY HUSBAND GOT HOME ABOUT 4HOURS LATER, IT STILL WOULD NOT CRANK. ON 3/1/13 ATTEMPTED TO TAKE KIDS TO SCHOOL AND CAR WOULD NOT START. IT DID FINALLY CRANK AFTER IT WAS TOO LATE AND WE TOOK TO A LICENSED MECHANIC TO COMPLETE A DIAGNOSTIC. HE KEPT ALL DAY TESTING AND TO NO AVAIL, NO CODES OR PROBLEMS APPEARED. IT DID CRANK BUT I'M VERY FEARFUL OF DRIVING THE CAR NOW WITH MY FAMILY. I CONTACTED SEVERAL DODGE DEALERSHIPS, DODGE CUSTOMER SERVICE, AND DODGE TECHAUTHORITY AND NO ONE SEEMED TO KNOW OR HAVE HEARD OF THE PROBLEM IM HAVING. *TR
NHTSA ODI #10500887
74,000 miles · Feb 21, 2013
Engine
TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING 30 MPH, THE ENGINE STALLED WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER FOR INSPECTION AND THE CONTACT WAS ADVISED THAT THE EGR VALVE NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS…
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TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING 30 MPH, THE ENGINE STALLED WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER FOR INSPECTION AND THE CONTACT WAS ADVISED THAT THE EGR VALVE NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 74,000.
NHTSA ODI #10499582
32,204 miles · Aug 30, 2012
Engine
THIS 2010 DODGE JOURNEY SXT WHICH WAS DELIVERED TO ME ON 18 MARCH 2010. ON 19 JULY 2010 I HAD TO TAKE THIS VEHICLE TO TUCSON DODGE WHEN THE CHECK ENGINE CAME ON AND THE VEHICLE COMMENCED TO SHUDDER. EXAMINATION BY THE SERVICE DEPARTMENT FOUND THAT THE # 1 CYLINDER WAS MISFIRING AND THE INTAKE AND EXHAUST VALVES WERE NOT SEAL…
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THIS 2010 DODGE JOURNEY SXT WHICH WAS DELIVERED TO ME ON 18 MARCH 2010. ON 19 JULY 2010 I HAD TO TAKE THIS VEHICLE TO TUCSON DODGE WHEN THE CHECK ENGINE CAME ON AND THE VEHICLE COMMENCED TO SHUDDER. EXAMINATION BY THE SERVICE DEPARTMENT FOUND THAT THE # 1 CYLINDER WAS MISFIRING AND THE INTAKE AND EXHAUST VALVES WERE NOT SEALING PROPERLY.ALSO, THE LOWER INTAKE MANIFOLD PLUG WAS SEEPING COOLANT. THE EXPANSION COOLANT TANK WAS LEAKING AT THE SEAM. THESE PROBLEMS NECESSITATED THE REPLACEMENT OF THE ENTIRE RIGHT CYLINDER HEAD ASSEMBLY AND LOWER INTAKE MANIFOLD,AND EXPANSION COOLANT TANK. AFTER REPAIR AND RETURN OF THE VEHICLE TO ME, 26 JULY 2012 , UPON STARTING THE VEHICLE A DISTINCT CLICKING NOISE WAS HEARD . WHICH I REPORTED TO THE SERVICE DEPARTMENT WHO WERE QUITE DISMISSIVE ABOUT IT . ON OR ABOUT 27 AUGUST I RETURNED TO THE DEALERSHIP THE CLICKING WAS GETTING LOUDER AND THE VEHICLE WAS SHUDDERING AGAIN. THIS NECESSITATED A SECOND ENGINE REPAIR. "THE ROCKER ARMS ARE WALKING DUE TO WORN BLOCKS AND ROCKERS". ERGO THE LEFT AND RIGHT BANK ROCKER ARMS/SHAFTS/TAPPETS HAD TO BE REPLACED. CHRYSLER HAS FAILED.NEGLECTED AND REFUSED TO REPLACE THE ENGINE IN ITS ENTIRETY DESPITE MY DEMAND THAT THEY DO BECAUSE OF REPEATED DOCUMENTED DEFECTS THEREWITH. THIS ENGINE SHOULD NOT HAVE BEEN BROKEN DOWN AND REPAIRED. EVIDENCE THE SECOND ENGINE PARTS FAILURE. ALSO, WHY SHOULD THE BLOCKS BE WORN AT 32K MILES? I AM THINKING THAT THEY WERE WORN WHEN THEY WERE PUT IN AT THE FACTORY AND AN INSPECTOR MISSED THIS IF IN FACT THEY WERE EVEN INSPECTED AT ASSEMBLY.I HAVE ABSOLUTELY NO CONFIDENCE IN THE ROADWORTHINESS OF THIS VEHICLE. THIS ENGINE PRESENTS A SERIOUS THREAT TO THE SAFETY AND WELLBEING OF ME AND/OR MY WIFE AND GRANDCHILDREN WHILE WE ARE OUT IN THE VEHICLE. I AM CONCERNED THAT THE ENGINE NEXT WILL SEIZE OR SHUT DOWN PUTTING ME OR THEM IN HARMS WAY WITHOUT WARNING. *TR *JS
NHTSA ODI #10473073
Mileage unknown · Aug 23, 2012
Electrical SystemEngineService Brakes
I HAVE HAD TO REPLACE FRONT AND REAR BRAKES ON THIS VEHICLE AT A HUGE EXPENSE AND THE POOR STOPPING ABILITY CAUSED PREMATURE WEAR OF MY TIRES WHICH ALSO HAD TO BE REPLACED AT A LARGE EXPENSE. ALSO, ON MULTIPLE OCCASIONS MY VEHICLE WILL NOT CRANK WHEN THE KEY IS TURNED. THE LIGHTS, RADIO, AND WINDOWS CONTINUE TO WORK, RULING OUT …
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I HAVE HAD TO REPLACE FRONT AND REAR BRAKES ON THIS VEHICLE AT A HUGE EXPENSE AND THE POOR STOPPING ABILITY CAUSED PREMATURE WEAR OF MY TIRES WHICH ALSO HAD TO BE REPLACED AT A LARGE EXPENSE. ALSO, ON MULTIPLE OCCASIONS MY VEHICLE WILL NOT CRANK WHEN THE KEY IS TURNED. THE LIGHTS, RADIO, AND WINDOWS CONTINUE TO WORK, RULING OUT THE BATTERY AS THE CAUSE. YOU CAN HEAR A "CLICK" WHEN THE KEY IS TURNED BUT THE CAR REMAINS DEAD. I HAVE BEEN STRANDED IN DANGEROUS SITUATIONS WHEN THIS HAS HAPPENED. EACH TIME THE VEHICLE HAS BEEN TAKEN TO SERVICE, NO REMEDY IS MADE AS I AM TOLD THAT THE PROBLEM CAN NOT BE DUPLICATED. THE VEHICLE IS CURRENTLY IN FOR REPAIR WITH THE SAME ISSUE. I HAVE ASKED TO HAVE THE ELECTRICAL SYSTEM CHECKED BECAUSE I HAVE HAD ISSUES WITH MULTIPLE BULBS BLOWING OUT, (ALL AT THE SAME TIME), ONE WINDOW NOT RAISING OR LOWERING FROM THE PASSENGER BUTTON ONLY AND A MULTITUDE OF OTHER QUIRKY, ELECTRICAL ITEMS. I FEEL THAT THIS VEHICLE IS UNSAFE . *TR
NHTSA ODI #10472077
56,000 miles · Aug 17, 2012
Engine
TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING 70 MPH THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHO WAS UNABLE TO DIAGNOSE THE FAILURE. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE AND CURRENT MILEAGE WA…
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TL* THE CONTACT OWNS A 2010 DODGE JOURNEY. THE CONTACT STATED THAT WHILE DRIVING 70 MPH THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHO WAS UNABLE TO DIAGNOSE THE FAILURE. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE AND CURRENT MILEAGE WAS 56,000.
NHTSA ODI #10471326
NHTSA investigations
4EA24003 · Vehicle Entrapment
Opened Aug 1, 2024 · No close date supplied
Status: open (inferred from source dates) · Latches/locks/linkages
The Office of Defects Investigation (ODI) opened PE23-008 on May 1, 2023 to investigate an incident involving a 2009 Dodge Journey alleging occupant entrapment during a vehicle fire that resulted in a fatality. During the investigation, ODI collected information from the manufacturer and involved parties to confirm or refute the defect allegation. ODI has determined that additional reports of vehicle entrapment exist for other model year Dodge Journey vehicles. ODI continues to explore the cause of the thermal event and its potential effect on the actuation of the door locks. ODI also continues to explore other potential causes for door lock malfunction. ODI has determined that an upgrade to an Engineering Analysis (EA) is necessary to continue the review of the investigative material and to assess the risk to motor vehicle safety . To review the ODI report cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
PE19014 · Active Head Rest Inadvertent Deployment
Opened Sep 9, 2019 · Closed Feb 25, 2026
Status: closed (inferred from source dates) · Seats; Seats:front Assembly:head Restraint
The Office of Defects Investigation (ODI) opened PE19014 on September 9, 2019, to investigate 128 consumer complaints alleging that the Active Head Rest (AHR) inadvertently deployed without the occurrence of a crash or other rear impact event in model year (MY) 2014 Jeep Grand Cherokee and Dodge Durango vehicles.When ODI opened the investigation, ODI was aware of thirteen alleged injuries.A small number of Early Warning Reports identified driver and/or passenger front seat AHR inadvertent deployments without a rear impact event.Reported safety consequences resulting from the AHR deployments include concussions, headaches, soft tissue injuries, disorientation, nausea, vomiting and/or loss of vehicle control as a result of being surprised and distracted by being struck in the head by the inadvertent AHR deployment. On September 24, 2019, ODI sent an Information Request (IR) letter to Fiat Chrysler Automobiles (FCA).ODI requested certain detailed information from FCA related to the following subject vehicles: MY 2010-2014 Dodge Avenger 200, MY 2010-2014 Dodge Calber, MY 2010-2014 Chrysler Sebring, MY 2013-2015 Ram Tradesman, MY 2012 Ram Van, MY 2010-2019 Dodge Grand Caravan, MY 2010-2016 Chrysler Town and Country, MY 2010-2017 Jeep Compass, MY 2011-2020 Dodge Durango, MY 2011-2020 Jeep Grand Cherokee, MY 2010-2019 Dodge Journey, MY 2010-2012 Jeep Liberty, MY 2010-2011 Jeep Nitro, and MY 2010-2011 Jeep Patriot vehicles.On December 2, 2019, ODI received a response from FCA that included vehicle production data, consumer complaints, field reports, warranty claims, manufacturer actions, production changes, and other data related to the alleged defect from the start of production (2010) through September 24, 2019.On January 27, 2020, ODI received an update to the December 2, 2019, IR response from FCA.On September 22, 2020, ODI requested additional subject vehicle AHR information from FCA.ODI received FCA's response on October 21, 2020.ODI subsequently received an update to FCA's October 21, 2020, response on February 16, 2021.During the investigation, ODI requested updates to certain IR questions on two occasions.FCA provided updates to question #2 on March 5, 2021, and questions #2 and #5 on May 26, 2023. FCA’s IR response data identified approximately 7.5 million subject vehicles (with approximately 15 million AHR assemblies).Due to the large number of vehicles and failure reports, ODI focused its analysis on the FCA vehicle model with the highest failure rate to represent the worst-case scenario.For this purpose, ODI focused on MY 2012-2015 Jeep Grand Cherokee vehicles for its analysis.This population includes 710,890 vehicles that FCA manufactured between August 19, 2011, and August 8, 2015.ODI identified 2,839 alleged AHR failures within this limited population.ODI identified 263 alleged injuries that were caused by AHR failures in MY 2012-2015 Grand Cherokees vehicles.Of these alleged injuries, ODI categorized them as eighty-two (82) soft tissue (neck/whiplash, bruise) injuries, four (4) concussions, fifty-nine (59) headaches, and one hundred eighteen (118) without a specific injury description.Although complainants have alleged injuries, ODI has been unable to obtain evidence to substantiate or validate any injuries where medical treatment was required.Consumer outreach was conducted by ODI, where sixty-three (63) FCA complainants with alleged injuries were contacted.Twelve of the sixty-three FCA consumers responded and were interviewed by ODI.ODI requested medical records, however, only one response was provided. Attorneys representing the responding complainant provided a synopsis that indicated they had experienced prior neck-related injuries dating to the mid-1990s.ODI also contacted one hundred (100) consumers who submitted Vehicle Owner Questionnaires (VOQ) in an attempt to validate alleged injuries. Despite the efforts of ODI, the office has been unsuccessful at obtaining substantive documentation/evidence supporting complaints that allege serious injuries (where pre-existing medical conditions did not already exist). In addition to the low severity of alleged injuries caused by AHR deployments, there have been eleven alleged crashes and two alleged lane departures within the entire subject vehicle population that has been in the field up to sixteen years (with over 8,500 AHR inadvertent deployments).ODI was not able to validate that the alleged crashes were the result of inadvertent head rest deployments, and the crashes were minor in nature. ODI has conducted a thorough investigation of the alleged safety defect and with up to sixteen years of exposure for some vehicles and over 8,500 inadvertent AHR deployments, no serious crashes or injuries could be validated in the sub-population of focus.The lack of serious injuries validated by ODI with such large period of field exposure is consistent with thework done by NHTSA’s Human Injury Research Division and the Biodynamic Research Corporation, which support that an inadvertent AHR deployment is not likely to cause serious injury.In addition to the low risk of injury, FCA released an extended warranty program that covers inadvertent AHR deployment for ten years / unlimited mileage from the vehicle's in-service date. PE19014 is closed with the FCA extended warranty program.The closing of this investigation 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 new circumstances. To review a complete closing summary, please the attached closing report. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.
Additional source detail variants (2)
Seats
The Office of Defects Investigation (ODI) opened PE19014 on September 9, 2019, to investigate 128 consumer complaints alleging that the Active Head Rest (AHR) inadvertently deployed without the occurrence of a crash or other rear impact event in model year (MY) 2014 Jeep Grand Cherokee and Dodge Durango vehicles.When ODI opened the investigation, ODI was aware of thirteen alleged injuries.A small number of Early Warning Reports identified driver and/or passenger front seat AHR inadvertent deployments without a rear impact event.Reported safety consequences resulting from the AHR deployments include concussions, headaches, soft tissue injuries, disorientation, nausea, vomiting and/or loss of vehicle control as a result of being surprised and distracted by being struck in the head by the inadvertent AHR deployment. On September 24, 2019, ODI sent an Information Request (IR) letter to Fiat Chrysler Automobiles (FCA).ODI requested certain detailed information from FCA related to the following subject vehicles: MY 2010-2014 Dodge Avenger 200, MY 2010-2014 Dodge Calber, MY 2010-2014 Chrysler Sebring, MY 2013-2015 Ram Tradesman, MY 2012 Ram Van, MY 2010-2019 Dodge Grand Caravan, MY 2010-2016 Chrysler Town and Country, MY 2010-2017 Jeep Compass, MY 2011-2020 Dodge Durango, MY 2011-2020 Jeep Grand Cherokee, MY 2010-2019 Dodge Journey, MY 2010-2012 Jeep Liberty, MY 2010-2011 Jeep Nitro, and MY 2010-2011 Jeep Patriot vehicles.On December 2, 2019, ODI received a response from FCA that included vehicle production data, consumer complaints, field reports, warranty claims, manufacturer actions, production changes, and other data related to the alleged defect from the start of production (2010) through September 24, 2019.On January 27, 2020, ODI received an update to the December 2, 2019, IR response from FCA.On September 22, 2020, ODI requested additional subject vehicle AHR information from FCA.ODI received FCA's response on October 21, 2020.ODI subsequently received an update to FCA's October 21, 2020, response on February 16, 2021.During the investigation, ODI requested updates to certain IR questions on two occasions.FCA provided updates to question #2 on March 5, 2021, and questions #2 and #5 on May 26, 2023. FCA’s IR response data identified approximately 7.5 million subject vehicles (with approximately 15 million AHR assemblies).Due to the large number of vehicles and failure reports, ODI focused its analysis on the FCA vehicle model with the highest failure rate to represent the worst-case scenario.For this purpose, ODI focused on MY 2012-2015 Jeep Grand Cherokee vehicles for its analysis.This population includes 710,890 vehicles that FCA manufactured between August 19, 2011, and August 8, 2015.ODI identified 2,839 alleged AHR failures within this limited population.ODI identified 263 alleged injuries that were caused by AHR failures in MY 2012-2015 Grand Cherokees vehicles.Of these alleged injuries, ODI categorized them as eighty-two (82) soft tissue (neck/whiplash, bruise) injuries, four (4) concussions, fifty-nine (59) headaches, and one hundred eighteen (118) without a specific injury description.Although complainants have alleged injuries, ODI has been unable to obtain evidence to substantiate or validate any injuries where medical treatment was required.Consumer outreach was conducted by ODI, where sixty-three (63) FCA complainants with alleged injuries were contacted.Twelve of the sixty-three FCA consumers responded and were interviewed by ODI.ODI requested medical records, however, only one response was provided. Attorneys representing the responding complainant provided a synopsis that indicated they had experienced prior neck-related injuries dating to the mid-1990s.ODI also contacted one hundred (100) consumers who submitted Vehicle Owner Questionnaires (VOQ) in an attempt to validate alleged injuries. Despite the efforts of ODI, the office has been unsuccessful at obtaining substantive documentation/evidence supporting complaints that allege serious injuries (where pre-existing medical conditions did not already exist). In addition to the low severity of alleged injuries caused by AHR deployments, there have been eleven alleged crashes and two alleged lane departures within the entire subject vehicle population that has been in the field up to sixteen years (with over 8,500 AHR inadvertent deployments).ODI was not able to validate that the alleged crashes were the result of inadvertent head rest deployments, and the crashes were minor in nature. ODI has conducted a thorough investigation of the alleged safety defect and with up to sixteen years of exposure for some vehicles and over 8,500 inadvertent AHR deployments, no serious crashes or injuries could be validated in the sub-population of focus.The lack of serious injuries validated by ODI with such large period of field exposure is consistent with thework done by NHTSA’s Human Injury Research Division and the Biodynamic Research Corporation, which support that an inadvertent AHR deployment is not likely to cause serious injury.In addition to the low risk of injury, FCA released an extended warranty program that covers inadvertent AHR deployment for ten years / unlimited mileage from the vehicle's in-service date. PE19014 is closed with the FCA extended warranty program.The closing of this investigation 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 new circumstances. To review a complete closing summary, please the attached closing report. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.
Seats:front Assembly:head Restraint
The Office of Defects Investigation (ODI) opened PE19014 on September 9, 2019, to investigate 128 consumer complaints alleging that the Active Head Rest (AHR) inadvertently deployed without the occurrence of a crash or other rear impact event in model year (MY) 2014 Jeep Grand Cherokee and Dodge Durango vehicles.When ODI opened the investigation, ODI was aware of thirteen alleged injuries.A small number of Early Warning Reports identified driver and/or passenger front seat AHR inadvertent deployments without a rear impact event.Reported safety consequences resulting from the AHR deployments include concussions, headaches, soft tissue injuries, disorientation, nausea, vomiting and/or loss of vehicle control as a result of being surprised and distracted by being struck in the head by the inadvertent AHR deployment. On September 24, 2019, ODI sent an Information Request (IR) letter to Fiat Chrysler Automobiles (FCA).ODI requested certain detailed information from FCA related to the following subject vehicles: MY 2010-2014 Dodge Avenger 200, MY 2010-2014 Dodge Calber, MY 2010-2014 Chrysler Sebring, MY 2013-2015 Ram Tradesman, MY 2012 Ram Van, MY 2010-2019 Dodge Grand Caravan, MY 2010-2016 Chrysler Town and Country, MY 2010-2017 Jeep Compass, MY 2011-2020 Dodge Durango, MY 2011-2020 Jeep Grand Cherokee, MY 2010-2019 Dodge Journey, MY 2010-2012 Jeep Liberty, MY 2010-2011 Jeep Nitro, and MY 2010-2011 Jeep Patriot vehicles.On December 2, 2019, ODI received a response from FCA that included vehicle production data, consumer complaints, field reports, warranty claims, manufacturer actions, production changes, and other data related to the alleged defect from the start of production (2010) through September 24, 2019.On January 27, 2020, ODI received an update to the December 2, 2019, IR response from FCA.On September 22, 2020, ODI requested additional subject vehicle AHR information from FCA.ODI received FCA's response on October 21, 2020.ODI subsequently received an update to FCA's October 21, 2020, response on February 16, 2021.During the investigation, ODI requested updates to certain IR questions on two occasions.FCA provided updates to question #2 on March 5, 2021, and questions #2 and #5 on May 26, 2023. FCA’s IR response data identified approximately 7.5 million subject vehicles (with approximately 15 million AHR assemblies).Due to the large number of vehicles and failure reports, ODI focused its analysis on the FCA vehicle model with the highest failure rate to represent the worst-case scenario.For this purpose, ODI focused on MY 2012-2015 Jeep Grand Cherokee vehicles for its analysis.This population includes 710,890 vehicles that FCA manufactured between August 19, 2011, and August 8, 2015.ODI identified 2,839 alleged AHR failures within this limited population.ODI identified 263 alleged injuries that were caused by AHR failures in MY 2012-2015 Grand Cherokees vehicles.Of these alleged injuries, ODI categorized them as eighty-two (82) soft tissue (neck/whiplash, bruise) injuries, four (4) concussions, fifty-nine (59) headaches, and one hundred eighteen (118) without a specific injury description.Although complainants have alleged injuries, ODI has been unable to obtain evidence to substantiate or validate any injuries where medical treatment was required.Consumer outreach was conducted by ODI, where sixty-three (63) FCA complainants with alleged injuries were contacted.Twelve of the sixty-three FCA consumers responded and were interviewed by ODI.ODI requested medical records, however, only one response was provided. Attorneys representing the responding complainant provided a synopsis that indicated they had experienced prior neck-related injuries dating to the mid-1990s.ODI also contacted one hundred (100) consumers who submitted Vehicle Owner Questionnaires (VOQ) in an attempt to validate alleged injuries. Despite the efforts of ODI, the office has been unsuccessful at obtaining substantive documentation/evidence supporting complaints that allege serious injuries (where pre-existing medical conditions did not already exist). In addition to the low severity of alleged injuries caused by AHR deployments, there have been eleven alleged crashes and two alleged lane departures within the entire subject vehicle population that has been in the field up to sixteen years (with over 8,500 AHR inadvertent deployments).ODI was not able to validate that the alleged crashes were the result of inadvertent head rest deployments, and the crashes were minor in nature. ODI has conducted a thorough investigation of the alleged safety defect and with up to sixteen years of exposure for some vehicles and over 8,500 inadvertent AHR deployments, no serious crashes or injuries could be validated in the sub-population of focus.The lack of serious injuries validated by ODI with such large period of field exposure is consistent with thework done by NHTSA’s Human Injury Research Division and the Biodynamic Research Corporation, which support that an inadvertent AHR deployment is not likely to cause serious injury.In addition to the low risk of injury, FCA released an extended warranty program that covers inadvertent AHR deployment for ten years / unlimited mileage from the vehicle's in-service date. PE19014 is closed with the FCA extended warranty program.The closing of this investigation 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 new circumstances. To review a complete closing summary, please the attached closing report. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.
DP14004 · Totally Integrated Power Module Failure
Opened Sep 25, 2014 · Closed Jul 24, 2015
Status: closed (inferred from source dates) · Electrical System
In a letter dated August 21, 2014, the Center for Auto Safety (CAS) petitioned the National Highway Traffic Safety Administration (NHTSA) to initiate a defect investigation of alleged failures associated with the Totally Integrated Power Module (TIPM) installed in Chrysler SUV?s, trucks, and vans beginning in the 2007 model year. The petitioner alleges that TIPM defects may result in engine stall, airbag non-deployment, failure of fuel pump shutoff resulting in unintended acceleration, fire, and other symptoms. On September 25, 2014, the Office of Defects Investigation (ODI) opened DP14-004 to evaluate the petition for a grant or deny decision. ODI analyzed complaint data provided by CAS as well as complaints submitted to ODI from consumers. In total, there were 296 complaints submitted by the petitioner in the original petition and five supplements, including 271 complaints related to the subject vehicles equipped with TIPM-7. Approximately 3 percent of CAS complaints are related to vehicles equipped with TIPM-6 and ODI?s review of these complaints did not identify any safety defect trends. ODI conducted a detailed review of complaints narratives submitted by CAS and consumers including careful analysis of vehicle repair histories, warranty claims obtained from the manufacturer and any available Customer Assistance Inquiry reports (CAIR). Analysis of the field data indicated that MY2011-2013 Jeep Grand Cherokee and Dodge Durango vehicles exhibited significantly higher complaint rates related to fuel pump relay (FPR) failures than other subject vehicles. In a September 3, 2014 letter to NHTSA, Chrysler submitted a Defect Information Report (DIR) identifying a defect in the FPR within the TIPM-7 which can result in a no start or stall condition in approximately 188,723 model year (MY) 2011 Jeep Grand Cherokee (WK) and Dodge Durango (WD) vehicles manufactured from January 5, 2010 through July 20, 2011 (14V-530).In a February 24, 2015 letter, Chrysler submitted a second DIR expanding the scope of the FPR defect condition to include an additional 338,216 MY 2012 through 2013 Jeep Grand Cherokee vehicles manufactured from September 17, 2010 through August 19, 2013 and MY 2012 through 2013 Dodge Durango vehicles manufactured from January 18, 2011 through August 19, 2013 (15V-115).ODI analysis of the CAS allegations of TIPM defects resulting in stall while driving, airbag non-deployment, unintended acceleration, fire and other faults identified a single defect condition related to 1 of over 60 different circuits in the TIPM assembly. The most common effect of this defect condition, related to the fuel pump relay, was a no-start concern, but it could also result in stall while driving (76 complaints). No valid evidence was presented in support of claims related to airbag non-deployment, unintended acceleration or fire resulting from TIPM faults and these claims were found to be wholly without merit based on review of the field data and design of the relevant systems and components.Except insofar as the petitioner's contentions relate to the defect condition addressed by the Chrysler recalls, the factual bases of the petitioner's contentions that any further investigation is necessary are unsupported. In our view, additional investigation is unlikely to result in a finding that a defect related to motor vehicle safety exists or a NHTSA order for the notification and remedy of a safety-related defect as alleged by the petitioner at the conclusion of the requested investigation. Therefore, in view of the need to allocate and prioritize NHTSA's limited resources to best accomplish the agency's safety mission, the petition is den
RQ14002 · Air Bag Non-Deployment/Engine Stall
Opened Jun 16, 2014 · Closed Mar 2, 2015
Status: closed (inferred from source dates) · Air Bags; Electrical System:ignition:module
In March 2011 Chrysler submitted a defect information report for NHTSA Recall No. 11V139 declaring a defect condition that could cause the ignition key to inadvertently move from the RUN to the ACC position on model year (MY) 2010 Dodge Journey, Grand Caravan, and Chrysler Town and Country.The report identified engine stalling as the defect consequence and cited customer complaints and warranty claims, as well as two rear-end collisions, as leading to the recall action.Chrysler determined that a defective WIN module, which is effectively the equivalent of the ignition switch, was the cause of the inadvertent key rotation, and that a new design WIN module would be installed as a remedy.In Spring 2014 ODI conducted outreach to major light vehicle manufacturers regarding ignition key position and its effect on air bag system availability.The outreach was conducted in connection with NHTSA Recall No. 14V047, a recent recall involving inadvertent ignition key rotation and subsequent air bag disablement in certain GM products.During discussions held in April 2014, Chrysler advised ODI that Chrysler air bag systems of this vintage, including the subject vehicles, revert to energy reserve when the ignition key moves to the ACC or OFF position, and that under energy reserve the air bags would only be available for a short period, approximately two tenths of a second (ODI notes this consequence was not identified in the 11V139 recall report).A review of the ODI consumer database conducted after the April 2014 discussions identified complaints alleging that MY 2008-2009 vehicles may have a similar defect as the MY 2010 vehicles, and that some MY 2010 consumers reported experiencing ignition key position concerns after the 11V139 recall remedy was applied.Accordingly this investigation was opened.In response to ODI?s information request letter, Chrysler reported that MY 2008-2009 subject vehicles used the same design WIN module as the recalled vehicles, and also identified 66 consumer reports and one non-injury crash incident potentially related to inadvertent ignition key rotation.Chrysler?s review of the MY 2010 remedy used in 11V139, which involved installation of a Trim Ring as opposed to replacement of the WIN module, showed the remedy did not adequately address ignition key position concerns, and in some use-cases could cause other systems to operate improperly (radio, instrument panel lighting, HVAC fan motor, etc.).Chrysler subsequently filed multiple defect information reports to 1) add the MY 2008-2009 Dodge Grand Caravan and Chrysler Town and Country, and the MY 2009 Dodge Journey to the original recall scope, and 2) stating that the complete WIN module would be replaced with a new design component in all recalled vehicles (including those that had the Trim Ring installed during 11V139).Chrysler?s report also advises of constrained remedy parts availability, see NHTSA Recall No. 14V373 for further details.Accordingly, the investigation is closed based on the recall action Chrysler is undertaking.The ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10584873, 10583399, 10573295, 10566365, 10546805, 10513060, 10509284, 10503121, 10496599, 10475027, 10456099, 10450629, 10443680, 10422766, 10410447, 10409269, 10402947, 10402751, 10402660, 10396943, 10394957, 10356632, 10315972
Additional source detail variants (2)
Air Bags
In March 2011 Chrysler submitted a defect information report for NHTSA Recall No. 11V139 declaring a defect condition that could cause the ignition key to inadvertently move from the RUN to the ACC position on model year (MY) 2010 Dodge Journey, Grand Caravan, and Chrysler Town and Country.The report identified engine stalling as the defect consequence and cited customer complaints and warranty claims, as well as two rear-end collisions, as leading to the recall action.Chrysler determined that a defective WIN module, which is effectively the equivalent of the ignition switch, was the cause of the inadvertent key rotation, and that a new design WIN module would be installed as a remedy.In Spring 2014 ODI conducted outreach to major light vehicle manufacturers regarding ignition key position and its effect on air bag system availability.The outreach was conducted in connection with NHTSA Recall No. 14V047, a recent recall involving inadvertent ignition key rotation and subsequent air bag disablement in certain GM products.During discussions held in April 2014, Chrysler advised ODI that Chrysler air bag systems of this vintage, including the subject vehicles, revert to energy reserve when the ignition key moves to the ACC or OFF position, and that under energy reserve the air bags would only be available for a short period, approximately two tenths of a second (ODI notes this consequence was not identified in the 11V139 recall report).A review of the ODI consumer database conducted after the April 2014 discussions identified complaints alleging that MY 2008-2009 vehicles may have a similar defect as the MY 2010 vehicles, and that some MY 2010 consumers reported experiencing ignition key position concerns after the 11V139 recall remedy was applied.Accordingly this investigation was opened.In response to ODI?s information request letter, Chrysler reported that MY 2008-2009 subject vehicles used the same design WIN module as the recalled vehicles, and also identified 66 consumer reports and one non-injury crash incident potentially related to inadvertent ignition key rotation.Chrysler?s review of the MY 2010 remedy used in 11V139, which involved installation of a Trim Ring as opposed to replacement of the WIN module, showed the remedy did not adequately address ignition key position concerns, and in some use-cases could cause other systems to operate improperly (radio, instrument panel lighting, HVAC fan motor, etc.).Chrysler subsequently filed multiple defect information reports to 1) add the MY 2008-2009 Dodge Grand Caravan and Chrysler Town and Country, and the MY 2009 Dodge Journey to the original recall scope, and 2) stating that the complete WIN module would be replaced with a new design component in all recalled vehicles (including those that had the Trim Ring installed during 11V139).Chrysler?s report also advises of constrained remedy parts availability, see NHTSA Recall No. 14V373 for further details.Accordingly, the investigation is closed based on the recall action Chrysler is undertaking.The ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10584873, 10583399, 10573295, 10566365, 10546805, 10513060, 10509284, 10503121, 10496599, 10475027, 10456099, 10450629, 10443680, 10422766, 10410447, 10409269, 10402947, 10402751, 10402660, 10396943, 10394957, 10356632, 10315972
Electrical System:ignition:module
In March 2011 Chrysler submitted a defect information report for NHTSA Recall No. 11V139 declaring a defect condition that could cause the ignition key to inadvertently move from the RUN to the ACC position on model year (MY) 2010 Dodge Journey, Grand Caravan, and Chrysler Town and Country.The report identified engine stalling as the defect consequence and cited customer complaints and warranty claims, as well as two rear-end collisions, as leading to the recall action.Chrysler determined that a defective WIN module, which is effectively the equivalent of the ignition switch, was the cause of the inadvertent key rotation, and that a new design WIN module would be installed as a remedy.In Spring 2014 ODI conducted outreach to major light vehicle manufacturers regarding ignition key position and its effect on air bag system availability.The outreach was conducted in connection with NHTSA Recall No. 14V047, a recent recall involving inadvertent ignition key rotation and subsequent air bag disablement in certain GM products.During discussions held in April 2014, Chrysler advised ODI that Chrysler air bag systems of this vintage, including the subject vehicles, revert to energy reserve when the ignition key moves to the ACC or OFF position, and that under energy reserve the air bags would only be available for a short period, approximately two tenths of a second (ODI notes this consequence was not identified in the 11V139 recall report).A review of the ODI consumer database conducted after the April 2014 discussions identified complaints alleging that MY 2008-2009 vehicles may have a similar defect as the MY 2010 vehicles, and that some MY 2010 consumers reported experiencing ignition key position concerns after the 11V139 recall remedy was applied.Accordingly this investigation was opened.In response to ODI?s information request letter, Chrysler reported that MY 2008-2009 subject vehicles used the same design WIN module as the recalled vehicles, and also identified 66 consumer reports and one non-injury crash incident potentially related to inadvertent ignition key rotation.Chrysler?s review of the MY 2010 remedy used in 11V139, which involved installation of a Trim Ring as opposed to replacement of the WIN module, showed the remedy did not adequately address ignition key position concerns, and in some use-cases could cause other systems to operate improperly (radio, instrument panel lighting, HVAC fan motor, etc.).Chrysler subsequently filed multiple defect information reports to 1) add the MY 2008-2009 Dodge Grand Caravan and Chrysler Town and Country, and the MY 2009 Dodge Journey to the original recall scope, and 2) stating that the complete WIN module would be replaced with a new design component in all recalled vehicles (including those that had the Trim Ring installed during 11V139).Chrysler?s report also advises of constrained remedy parts availability, see NHTSA Recall No. 14V373 for further details.Accordingly, the investigation is closed based on the recall action Chrysler is undertaking.The ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10584873, 10583399, 10573295, 10566365, 10546805, 10513060, 10509284, 10503121, 10496599, 10475027, 10456099, 10450629, 10443680, 10422766, 10410447, 10409269, 10402947, 10402751, 10402660, 10396943, 10394957, 10356632, 10315972
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