I HAD JUST GOT OFF THE RAP GETTING ON US1 IN RALEIGH NC A CAR GOT IN FRONT OF ME TO CLOSE. I WAS GOING 55 DUE TO TRAFFIC. I TOOK MY FOOT OFF THE GAS TO GET SOME DISTANCE BETWEEN MY TRUCK AND THAT CAR. I HEAR A LOUD ROAR AND VIBRATION NEXT THING I KNOW IM SPINNING OUT OF CONTROL. I HIT THE GUARDRAIL WITH THE RIGHT, FRONT BUMPER/F…
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I HAD JUST GOT OFF THE RAP GETTING ON US1 IN RALEIGH NC A CAR GOT IN FRONT OF ME TO CLOSE. I WAS GOING 55 DUE TO TRAFFIC. I TOOK MY FOOT OFF THE GAS TO GET SOME DISTANCE BETWEEN MY TRUCK AND THAT CAR. I HEAR A LOUD ROAR AND VIBRATION NEXT THING I KNOW IM SPINNING OUT OF CONTROL. I HIT THE GUARDRAIL WITH THE RIGHT, FRONT BUMPER/FENDER...... SPINNING ME AROUND HITTING THE LEFT REAR BUMPER WHICH BOUNCED ME BACK OUT INTO ONCOMING TRAFFIC GETTING HIT HEAD ON. *TR
NHTSA ODI #10714277
111,000 miles · May 2, 2015
Power Train
WHILE TRAVELING 40 MPH OR SO, THE REAR AXLE PINION NUT SEPARATED FROM THE REAR DIFFERENTIAL CAUSING THE DRIVE SHAFT TO DROP AND THE REAR WHEELS TO SEIZE. I LOST CONTROL OF THE VEHICLE SKIDDING TO A STOP IN THE SIDE OF THE ROAD. THE VEHICLE HAD BEEN AT BILLY BENDER DODGE IN JANUARY TO PERFORM A KNOWN SAFETY RECALL FOR THIS IS…
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WHILE TRAVELING 40 MPH OR SO, THE REAR AXLE PINION NUT SEPARATED FROM THE REAR DIFFERENTIAL CAUSING THE DRIVE SHAFT TO DROP AND THE REAR WHEELS TO SEIZE. I LOST CONTROL OF THE VEHICLE SKIDDING TO A STOP IN THE SIDE OF THE ROAD. THE VEHICLE HAD BEEN AT BILLY BENDER DODGE IN JANUARY TO PERFORM A KNOWN SAFETY RECALL FOR THIS ISSUE, THEY HAD THE TRUCK FOR A WEEK, AND FORGOT TO MAKE THE FIX EVEN THOUGH THE PARTS WERE ORDERED. I HAVE VIDEO OF THE VEHICLE BEING DRAGGED BY THE TOW TRUCK ONTO THE FLAT BED AS THE REAR WHEELS WOULD NOT SPIN. THIS WAS A FRIGHTENING INCIDENT AND THE BLATANT NEGLECT BY THE DEALER HAS ME OUTRAGED. I FEAR THE REAR DIFF AND THE DRIVE SHAFT ARE DESTROYED. THIS IS A MAJOR SAFETY ISSUE THAT NEEDS TO BE ADDRESSED PROMPTLY AND SERIOUS BY THE DEALERSHIPS, AND FORGETTING TO PERFORM THE RECALL AFTER ORDERING PARTS AND SCHEDULING THE VEHICLE TO BE IN THE GARAGE IS AN OUTRAGE. *TR
NHTSA ODI #10714189
Mileage unknown · Mar 27, 2015
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 13V038000 (POWER TRAIN); HOWEVER, THE PART NEEDED TO REPAIR THE VEHICLE WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOT NOTIFIED OF…
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 13V038000 (POWER TRAIN); HOWEVER, THE PART NEEDED TO REPAIR THE VEHICLE WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOT NOTIFIED OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE.
NHTSA ODI #10702260
35,520 miles · Dec 15, 2014
Power Train
THE REAR DIFFERENTIAL WENT OUT AT APPROXIMATELY 65 MPH. I HAD IT INSPECTED AND SUPPOSEDLY FIXED IN APRIL OF 2013 BUT IT DID NOT FIX IT. THE COMPLETE REAR PINION AND WHEEL BEARING GEARS WENT OUT. THE SERVICE PEOPLE AT LITHIA DODGE IN SANTA FE SAID THAT BECAUSE IT HAD BEEN INSPECTED IN APRIL IT WAS OK. NOT THE CASE. ALL OF THESE M…
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THE REAR DIFFERENTIAL WENT OUT AT APPROXIMATELY 65 MPH. I HAD IT INSPECTED AND SUPPOSEDLY FIXED IN APRIL OF 2013 BUT IT DID NOT FIX IT. THE COMPLETE REAR PINION AND WHEEL BEARING GEARS WENT OUT. THE SERVICE PEOPLE AT LITHIA DODGE IN SANTA FE SAID THAT BECAUSE IT HAD BEEN INSPECTED IN APRIL IT WAS OK. NOT THE CASE. ALL OF THESE MODELS NEED TO BE RECALLED FOR A COMPLETE NEW REAR END. LIVES WILL BE LOST IF THIS ISN'T DONE. ALSO, CHRYSLER MUST TAKE FINANCIAL RESPONSIBILITY FOR ALL REPAIRS ASSOCIATED WITH THIS REAR END EVEN IF IT WAS INSPECTED AND APPROVED TO BE OK. IT ISN'T . [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
NHTSA ODI #10664326
47,000 miles · Dec 8, 2014
Power Train
OUR 2010 DODGE RAM 1500 RECENTLY DEVELOPED AN EXHAUST MANIFOLD LEAK ON THE PASSENGER SIDE. IT MAKES A LOUD RATTLING NOISE WHEN THE VEHICLE IS COLD. THE NOISE GOES AWAY ONCE THE VEHICLE HAS WARMED UP. FROM MY ONLINE RESEARCH THIS IS APPARENTLY A PROBLEM WITH DODGE RAMS AND I HAVE FOUND MANY COMPLAINTS FROM OTHER OWNERS. I HAVE CO…
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OUR 2010 DODGE RAM 1500 RECENTLY DEVELOPED AN EXHAUST MANIFOLD LEAK ON THE PASSENGER SIDE. IT MAKES A LOUD RATTLING NOISE WHEN THE VEHICLE IS COLD. THE NOISE GOES AWAY ONCE THE VEHICLE HAS WARMED UP. FROM MY ONLINE RESEARCH THIS IS APPARENTLY A PROBLEM WITH DODGE RAMS AND I HAVE FOUND MANY COMPLAINTS FROM OTHER OWNERS. I HAVE CONTACTED DODGE BUT SINCE WE ARE OUT OF WARRANTY WE HAVE TO PAY FOR REPAIRS. SINCE THIS IS CLEARLY A PROBLEMS WITH THEIR PARTS AND THEY HAVE HAD REPEATED COMPLAINTS, I'M WONDERING WHY DODGE HAS NOT ISSUED A RECALL. *TR
NHTSA ODI #10662990
94,000 miles · Dec 8, 2014
Power TrainSuspension
ON 11-8-14, I TOOK A 2010 DODGE RAM 1500 TRUCK IN FOR ENGINE REPAIRS. THE MECHANIC NOTED BOTH FRONT LOWER BALL JOINTS NEEDED REPLACED. A SEARCH FOR THE NEEDED PARTS REVEALED NO REPLACEMENT PARTS AVAILABLE FOR AT LEAST 30 TO 60 DAYS. FOUR WEEKS LATER ON 12-5-14, A FLUID LEAK WAS NOTED FROM THE FRONT END. IT WAS FOUND THAT THE RIG…
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ON 11-8-14, I TOOK A 2010 DODGE RAM 1500 TRUCK IN FOR ENGINE REPAIRS. THE MECHANIC NOTED BOTH FRONT LOWER BALL JOINTS NEEDED REPLACED. A SEARCH FOR THE NEEDED PARTS REVEALED NO REPLACEMENT PARTS AVAILABLE FOR AT LEAST 30 TO 60 DAYS. FOUR WEEKS LATER ON 12-5-14, A FLUID LEAK WAS NOTED FROM THE FRONT END. IT WAS FOUND THAT THE RIGHT FRONT AXLE SEAL NEEDED REPLACED IMMEDIATELY, DUE TO A HEAVY LEAK.THE NORMAL REPAIR WOULD INVOLVE REPLACING THE LOWER FRONT BALL JOINT TO ENTER THE AXLE TO GET TO THE SEAL. THIS COULD NOT BE DONE SINCE NO LOWER FRONT BALL JOINTS COULD BE FOUND TO COMPLETE THE REPAIR. THE MECHANIC ACCESSED THE AXLE SEAL BY GOING THRU THE TOP OF THE AXLE. THE SEAL WILL AGAIN HAVE TO BE REPLACED WHEN LOWER BALL JOINTS BECOME AVAILABLE, AT A COST OF AN ADDITIONAL $150. THIS SITUATION PRESENTS A RISK TO THE DRIVER AND MOTORING PUBLIC, SINCE THE NECESSARY PARTS CAN NOT BE SOURCED. IT CREATES A RISK THAT THE LUBRICATING FLUID INSIDE THE AXLE WILL LEAK OUT, WHICH COULD RESULT IN THE AXLE "TYING UP," CAUSING THE DRIVER TO LOOSE CONTROL AND CRASH. CHRYSLER WILL NOT, OR CAN NOT MAKE THE NECESSARY PARTS AVAILABLE TO ITS DEALERS OR INDEPENDENT MECHANICS. THERE ARE ALSO NO "AFTER-MARKET" PARTS ON THE MARKET THAT COULD BE USED TO SAFELY COMPLETE REPAIRS. *TR
NHTSA ODI #10662872
65,000 miles · Nov 19, 2014
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT RECEIVED A NOTIFICATION OF NHTSA CAMPAIGN NUMBER:13V038000 (POWER TRAIN). WHILE DRIVING 75 MPH, THE DRIVE LINE DETACHED FROM THE VEHICLE AND A LOUD ABNORMAL NOISE CAME FROM UNDER THE VEHICLE. THE VEHICLE WAS PULLED SAFELY TO THE SIDE OF THE HIGHWAY. THE REAR WHEELS SEIZED. …
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT RECEIVED A NOTIFICATION OF NHTSA CAMPAIGN NUMBER:13V038000 (POWER TRAIN). WHILE DRIVING 75 MPH, THE DRIVE LINE DETACHED FROM THE VEHICLE AND A LOUD ABNORMAL NOISE CAME FROM UNDER THE VEHICLE. THE VEHICLE WAS PULLED SAFELY TO THE SIDE OF THE HIGHWAY. THE REAR WHEELS SEIZED. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE DRIVE LINE AND TRANSFER CASE NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED, BUT THE FAILURE PERSISTED. THE MANUFACTURER WAS NOT NOTIFIED OF THE ISSUE. THE APPROXIMATE FAILURE MILEAGE WAS 65,000.
NHTSA ODI #10659381
Mileage unknown · Jul 1, 2014
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT RECEIVED A NOTIFICATION FOR NHTSA CAMPAIGN NUMBER: 13V038000 (POWER TRAIN) HAD EXCEEDED THE REASONABLE AMOUNT OF TIME FOR REPAIR. THE DEALER STATED THAT THE PART WAS NOT AVAILABLE FOR REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE DELAY. THE VEHICLE WAS NOT REPAIRED. THE CO…
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT RECEIVED A NOTIFICATION FOR NHTSA CAMPAIGN NUMBER: 13V038000 (POWER TRAIN) HAD EXCEEDED THE REASONABLE AMOUNT OF TIME FOR REPAIR. THE DEALER STATED THAT THE PART WAS NOT AVAILABLE FOR REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE DELAY. THE VEHICLE WAS NOT REPAIRED. THE CONTACT HAD NOT EXPERIENCED A FAILURE. UPDATED 9/12/14*CN
NHTSA ODI #10607451
100,000 miles · Jun 28, 2014
Engine And Engine CoolingPower Train
EXHAUST MANIFOLD BOLTS BREAK OFF AND THE TRUCK DEVELOPS EXHAUST LEAK...THE TRUCK THEN HAS NO CONTROL OF REGULATING EXHAUST GASES AND NEXT YOU WILL GET A DAMAGED CATALYTIC CONVERTER. THIS WILL ALSO CAUSE OXYGEN SENSOR TO CHANGE MIXTURE. THESE BOLTS ARE BREAKING ON THE ENGINE, ON THEIR OWN. THE BOLTS ARE TOO SMALL FOR A EXHAUST AR…
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EXHAUST MANIFOLD BOLTS BREAK OFF AND THE TRUCK DEVELOPS EXHAUST LEAK...THE TRUCK THEN HAS NO CONTROL OF REGULATING EXHAUST GASES AND NEXT YOU WILL GET A DAMAGED CATALYTIC CONVERTER. THIS WILL ALSO CAUSE OXYGEN SENSOR TO CHANGE MIXTURE. THESE BOLTS ARE BREAKING ON THE ENGINE, ON THEIR OWN. THE BOLTS ARE TOO SMALL FOR A EXHAUST AREA BOLT. THE INTERNET IS FULL OF FORUMS ABOUT THIS ISSUE AND DODGE HAS DONE NOTHING TO ADDRESS. MODEL 5.7 HEMI HAS HAD ISSUES FROM 2005 -2012. THESE BOLTS CAN NOT STAND UP TO THE HEAT AND STRESS FOR THE INTENDED APPLICATION. *TR
NHTSA ODI #10606623
Mileage unknown · Jun 13, 2014
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT STATED NHTSA CAMPAIGN NUMBER: 13V038000 (POWER TRAIN) HAD EXCEEDED A REASONABLE AMOUNT OF TIME FOR REPAIR. THE DEALER STATED THE PART WAS AVAILABLE FOR REPAIR. THE MANUFACTURER WAS NOT MADE AWARE OF THE DELAY. THE CONTACT HAD NOT EXPERIENCED THE FAILURE.
Chrysler (FCA US LLC) is recalling certain 2009-2012 Dodge Ram 1500 trucks currently, or ever registered, in Connecticut, Delaware, Illinois, Indiana, Iowa, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, West Virginia, Wisconsin and the District of Columbia. Exposure to environmental conditions such as water mixed with road salt may cause the front fuel tank strap frame "T-Slot" bracket to corrode, possibly causing the fuel tank to drop and make contact with the ground.
Consequence & remedy
Consequence: If the fuel tank were to drop and contact the ground, a fuel leak may result. Additionally, in the event of a crash, the fuel tank may not remain secured to the vehicle, possibly causing a fuel leak. A fuel leak in the presence in an ignition source, can increase the risk of a fire.
Remedy: Chrysler will notify owners and dealers will bolt a bracket reinforcement to the frame, free of charge. The recall began May 2, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is U04.
Chrysler (FCA US LLC) is recalling certain 2016-2017 Ram 3500 Cab Chassis with a Gross Vehicle Weight Rating (GVWR) of less than 10,000 lbs, 2011-2017 Ram 3500, 4500 and 5500 Cab Chassis vehicles, 2009-2017 Ram 1500 and 2010-2017 Ram 2500 and 3500 pickup trucks, all equipped with a column shifter. Pushing the brake pedal for prolonged periods when the vehicle is running and in PARK may cause the Brake Transmission Shift Interlock (BTSI) pin to stick in the open position. With the pin in the open position, the transmission can be shifted out of PARK into any gear without pushing the brake pedal or having the key in the ignition.
Consequence & remedy
Consequence: Being able to shift the transmission without pushing the brake pedal and/or without a key in the ignition can increase the risk of an unintended vehicle rollaway that may result in personal injury or a crash.
Remedy: Chrysler will notify owners, and dealers will update the vehicle software, inspect the BTSI, and, as necessary, replace it, free of charge. The recall began February 26, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is T79.
Chrysler is recalling certain model year 2009-2012 Ram 1500 trucks manufactured from February 27, 2008, through June 30, 2009, and from December 1, 2009, through October 20, 2011; model year 2009-2011 Dodge Dakota trucks manufactured from February 27, 2007, through June 30, 2009, and from December 1, 2009, through September 30, 2011; model year 2009 Chrysler Aspen trucks manufactured from January 3, 2008, through December 18, 2008; and model year 2009 Dodge Durango trucks manufactured from January 3, 2008, through December 18, 2008. The rear axle pinion nut may loosen due to an undersized pinion spline that can allow relative motion between the nut and companion flange.
Consequence & remedy
Consequence: If the rear axle pinion nut loosens, the axle can lock up and cause a loss of vehicle control and/or a vehicle crash with little warning.
Remedy: On November 7, 2013 Chrysler notified owners that dealers would install a pinion nut retainer, free of charge. In July 2015, and under a consent order with NHTSA, the company agreed to offer owners three options for remedying their vehicles: perform the original remedy, offer to repurchase the vehicle at the fair market value plus 10%, or offer an additional incentive offer towards the purchase of a new Dodge, Jeep, Chrysler, or Fiat vehicle. Chrysler will notify owners of the new recall options in a letter expected to be mailed on August 31, 2015. Owners may contact Chrysler at 1-800-247-9753. Chrysler's recall campaign number is N08.
Chrysler is recalling certain model year 2009-2010, Ram 1500 and Dodge Dakota trucks, manufactured from July 1, 2009, through November 30, 2009, because the rear axle pinion nut may loosen due to a lack of adhesive.
Consequence & remedy
Consequence: If the rear axle pinion nut loosens, the axle can lock up and cause a loss of vehicle control and/or a vehicle crash with little warning.
Remedy: Chrysler will notify owners, and dealers will install a pinion nut retainer, free of charge. The recall began on June 17, 2013. Owners may contact Chrysler at 1-800-247-9753.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1
EA19001 · Electrical Overstress
Opened Apr 19, 2019 · Closed Sep 19, 2024
Status: closed (inferred from source dates) · Air Bags: Air Bag/restraint Control Module
The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect. During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW. The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications. The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU. In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment. FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle. Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW. These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes. An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time. In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU. This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners. Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW. The risk associated with the ASIC is equally shared among all OEMS involved in the investigation. The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage. There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation. The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU. If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC. Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC. All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled. In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024. With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.
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