NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
486 reports160,000 miles · Mar 3, 2017
Electrical SystemSteering
THIS VEHICLE HAS A BINDING WIRELESS IGNITION MODULE (WIN) RESULTING IN A CONDITION WHERE THE KEY MAY BE REMOVED FROM THE IGNITION SWITCH PRIOR TO PLACING THE SHIFTER IN PARK. EXACTLY THE SAME AS NHTSA RECALL REFERENCE #10V200000. THIS VEHICLE SIMPLY DOES NOT HAVE THE MATCHING PART NUMBERS OF THE RECALL. BUT EXACTLY THE SAME THIN…
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THIS VEHICLE HAS A BINDING WIRELESS IGNITION MODULE (WIN) RESULTING IN A CONDITION WHERE THE KEY MAY BE REMOVED FROM THE IGNITION SWITCH PRIOR TO PLACING THE SHIFTER IN PARK. EXACTLY THE SAME AS NHTSA RECALL REFERENCE #10V200000. THIS VEHICLE SIMPLY DOES NOT HAVE THE MATCHING PART NUMBERS OF THE RECALL. BUT EXACTLY THE SAME THING HAPPENED AND WIRELESS IGNITION NODE (WIN) NEEDS TO BE REPLACED.
NHTSA ODI #10958454
46,703 miles · Jan 26, 2017
Power Train
WHILE DRIVING ON A STRAIGHT HIGHWAY AT ABOUT 60 MPH THE DRIVELINE CAME APART AT REAR DIFFERENTIAL CONNECTION. WHILE TRYING TO PULL OFF TOWARDS SHOULDER THE VEHICLE BEGIN TO SLIDE INSTEAD OF TURN. IT HAS SEEMED AS IF THE DIFFERENTIAL LOCKED UP AND JUST SNAPPED AT THE U JOINT. THE VEHICLE APPARENTLY HAD A RECALL FOR THAT PROBLEM A…
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WHILE DRIVING ON A STRAIGHT HIGHWAY AT ABOUT 60 MPH THE DRIVELINE CAME APART AT REAR DIFFERENTIAL CONNECTION. WHILE TRYING TO PULL OFF TOWARDS SHOULDER THE VEHICLE BEGIN TO SLIDE INSTEAD OF TURN. IT HAS SEEMED AS IF THE DIFFERENTIAL LOCKED UP AND JUST SNAPPED AT THE U JOINT. THE VEHICLE APPARENTLY HAD A RECALL FOR THAT PROBLEM AND WAS REPORTED THAT IT WAS TAKEN CARE OF IN NOVEMBER OF 2014. IT SUMMED UP TO A $2700 DAMAGE. WE PURCHASED THE VEHICLE USED AND ONLY PUT 1003 MILES ON IT WHEN THIS PROBLEM OCCURRED. THIS VEHICLE WAS CONVERTED INTO A EMERGENCY RESPONSE VEHICLE FOR OUR COMPANY AND WE WERE FORTUNATE ENOUGH THIS DID NOT HAPPEN IN A 911 RESPONSE SETTINGS. THE DEALERSHIP HAS INVESTIGATED THE RECALL WORK AND HAS NOTIFIED US THAT IT HAS NEVER BEEN FIXED. *TR
NHTSA ODI #10947756
132,000 miles · Jan 23, 2017
Fuel/propulsion System
DURING FUEL FILL GAS WILL OVERFLOW OUT THE FUEL TANK AFTER THE GAS NOZZLE CLICKS OFF. THIS LEAVES A LARGE PUDDLE OF GAS ON THE GROUND AND ALL OVER THE SIDE OF THE TRUCK AND IF I WAS STANDING NEAR THE NOZZLE I WOULD BE FULL OF GAS ON MY CLOTHING. THIS HAPPENS AT EVERY FILL UP NO MATTER THE GAS STATION. SEEN DOZENS OF ON-LINE I…
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DURING FUEL FILL GAS WILL OVERFLOW OUT THE FUEL TANK AFTER THE GAS NOZZLE CLICKS OFF. THIS LEAVES A LARGE PUDDLE OF GAS ON THE GROUND AND ALL OVER THE SIDE OF THE TRUCK AND IF I WAS STANDING NEAR THE NOZZLE I WOULD BE FULL OF GAS ON MY CLOTHING. THIS HAPPENS AT EVERY FILL UP NO MATTER THE GAS STATION. SEEN DOZENS OF ON-LINE INFORMATION INCLUDING YOU TUBE VIDEOS OF EXACT SAME ISSUE WITH OTHER SAME YEAR MODEL TRUCKS.
NHTSA ODI #10947064
100,000 miles · Jan 17, 2017
Power TrainCrash
TL* THE CONTACT OWNS A 2010 RAM 1500. AFTER PLACING THE VEHICLE IN PARK AND WALKING AWAY, THE CONTACT WAS INFORMED THAT THE VEHICLE ROLLED AWAY AND CRASHED INTO A SIGN AND A PARKED VEHICLE. A POLICE REPORT WAS FILED. THE VEHICLE WAS TAKEN TO A BODY SHOP WHERE IT WAS DIAGNOSED THAT THE FRONT END AND DRIVER SIDE WERE DAMAGED. THE …
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TL* THE CONTACT OWNS A 2010 RAM 1500. AFTER PLACING THE VEHICLE IN PARK AND WALKING AWAY, THE CONTACT WAS INFORMED THAT THE VEHICLE ROLLED AWAY AND CRASHED INTO A SIGN AND A PARKED VEHICLE. A POLICE REPORT WAS FILED. THE VEHICLE WAS TAKEN TO A BODY SHOP WHERE IT WAS DIAGNOSED THAT THE FRONT END AND DRIVER SIDE WERE DAMAGED. THE VEHICLE WAS PARTIALLY REPAIRED. THE VEHICLE WAS NOT DIAGNOSED. THE APPROXIMATE FAILURE MILEAGE WAS 100,000.
NHTSA ODI #10945828
77,800 miles · Nov 30, 2016
Engine
2010 DODGE RAM 1500 5.7. CHECK ENGINE LIGHT. CYLINDER 2 MISFIRE ERROR CODE. BROKEN VALVE SPRING AND LIFTER. FOUND EXACT PROBLEM ALL OVER THE INTERNET DODGE RAM FORUMS. PLEASE ISSUE RECALL.
NHTSA ODI #10928902
85,000 miles · Nov 9, 2016
Power Train
I HAVE HAD THE RACK AND PINION NUT REPLACED ON A RECALL AND NOW IT'S ALL DOING IT AGAIN AND TRYING TO FIND OUT IF IT WOULD STILL BE COVERED AND CAUSING OTHER ISSUES IS IT STILL A RECALL ITEM THAT CAN BE TAKEN CARE OF IT'S ALL HAPPENING WHILE IN MOTION I HAVE HAD IT CHECKED OUT THREE TIMES AND THEY TELL ME IT'S THE BEARINGS AN…
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I HAVE HAD THE RACK AND PINION NUT REPLACED ON A RECALL AND NOW IT'S ALL DOING IT AGAIN AND TRYING TO FIND OUT IF IT WOULD STILL BE COVERED AND CAUSING OTHER ISSUES IS IT STILL A RECALL ITEM THAT CAN BE TAKEN CARE OF IT'S ALL HAPPENING WHILE IN MOTION I HAVE HAD IT CHECKED OUT THREE TIMES AND THEY TELL ME IT'S THE BEARINGS AND THAT I SHOULD TAKE IT BACK TO THE CHRYSLER FOR THE RACK AND PINION NUT ISSUE THAT MAY HAVE CAUSED ALL THE PROBLEMS
NHTSA ODI #10925170
80,000 miles · Nov 1, 2016
Electrical System
TL* THE CONTACT OWNS A 2010 RAM 1500. WHILE DRIVING AT ANY SPEED, THE VEHICLE EXPERIENCED A COMPLETE LOSS OF POWER. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE IGNITION SWITCH WAS DEFECTIVE AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED, BUT THE FAILURE RECURRED. THE TECHNICIAN STATED THAT THE FAILUR…
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TL* THE CONTACT OWNS A 2010 RAM 1500. WHILE DRIVING AT ANY SPEED, THE VEHICLE EXPERIENCED A COMPLETE LOSS OF POWER. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE IGNITION SWITCH WAS DEFECTIVE AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED, BUT THE FAILURE RECURRED. THE TECHNICIAN STATED THAT THE FAILURE WAS INHERENT TO THE VEHICLE. THE CONTACT STATED THAT THE FAILURE OCCURRED APPROXIMATELY THREE TIMES. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 80,000. THE VIN WAS NOT PROVIDED.
NHTSA ODI #10920599
80,000 miles · Oct 27, 2016
Electrical System
TL* THE CONTACT OWNS A 2010 RAM 1500. WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE STALLED AND WAS ABLE TO BE RESTARTED. IN ADDITION, THE KEY INDEPENDENTLY SHIFTED FROM THE ON POSITION TO THE ACCESSORY POSITION. THE FAILURE RECURRED ON NUMEROUS OCCASIONS. THE VEHICLE WAS TAKEN TO A DEALER MULTIPLE TIMES, BUT THE FAILURE COULD NOT B…
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TL* THE CONTACT OWNS A 2010 RAM 1500. WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE STALLED AND WAS ABLE TO BE RESTARTED. IN ADDITION, THE KEY INDEPENDENTLY SHIFTED FROM THE ON POSITION TO THE ACCESSORY POSITION. THE FAILURE RECURRED ON NUMEROUS OCCASIONS. THE VEHICLE WAS TAKEN TO A DEALER MULTIPLE TIMES, BUT THE FAILURE COULD NOT BE DIAGNOSED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 80,000. UPDATED 12/21/16*LJ THE CONSUMER STATED AS OF 12-7-16 THE VEHICLE CONTINUES TO STALL OUT WITH NO WARNING. UPDATED 12/28/16.*JB
NHTSA ODI #10919358
65,000 miles · Oct 21, 2016
Engine
AT ABOUT 65000 MILES I STARTED HEARING A "TICKING" SOUND FROM THE ENGINE, WHEN IT WAS COLD. I TOOK THE VEHICLE BACK TO THE DEALER AND I WAS TOLD THAT THE EXHAUST MANIFOLD BOLTS HAD BROKEN, THIS CAUSES EXHAUST FUMES TO ENTER THE PASSENGER COMPARTMENT DURING THE WINTER WHEN USING THE HEATER, AND THE SUMMER USING THE AIR CONDITIONE…
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AT ABOUT 65000 MILES I STARTED HEARING A "TICKING" SOUND FROM THE ENGINE, WHEN IT WAS COLD. I TOOK THE VEHICLE BACK TO THE DEALER AND I WAS TOLD THAT THE EXHAUST MANIFOLD BOLTS HAD BROKEN, THIS CAUSES EXHAUST FUMES TO ENTER THE PASSENGER COMPARTMENT DURING THE WINTER WHEN USING THE HEATER, AND THE SUMMER USING THE AIR CONDITIONER. . I BELIEVE THAT THE PROBLEM WAS CAUSED BY CHRYSLER USING SUBSTANDARD MATERIALS FOR THESE BOLTS. THIS SEEMS TO BE A CHRONIC PROBLEM WITH THE "HEMI" ENGINE, SO MUCH SO THAT THERE ARE YOU TUBE VIDEOS SHOWING HOW TO REPAIR THE PROBLEM. THE DEALER ESTIMATED THE REPAIR COST TO BE $ 1800.00. AS TIME GOES BY I FELT THAT THIS SHOULD BE A RECALL, DUE TO THE FACT THAT THIS WAS NEVER A PROBLEM WITH OLDER VEHICLES, AND IT HAPPENED AROUND 65,000 MILES THOUGH I TOOK IT IN AROUND 70000 MILES FOR THE ESTIMATE. THESE BOLTS SHOULD OUTLAST THE USEFUL LIFE OF THE VEHICLE IF THEY WERE MADE OF THE PROPER MATERIALS OR WERE PROPERLY HEAT TREATED. IT SEEMS TO BE A REGULAR OCCURRING PROBLEM WITH DODGE RAMS WITH THE HEMI ENGINE. THE DATE OF THE ESTIMATE IS APPROXIMATE.
NHTSA ODI #10917712
Mileage unknown · Sep 3, 2016
Unknown Or Other
THE HEATING, VENTILATION, AND AIR CONDITIONING (HVAC) ACTUATOR GEARS ON MY VEHICLE HAVE BROKEN, RESULTING IN THE INABILITY TO FULLY CONTROL THE HVAC FUNCTIONS. THERE WAS A K17 RECALL FOR MODELS: 2009-2010 (DS) RAM TRUCK (1500 SERIES) 2010 (DJ) RAM TRUCK (2500 SERIES), 2010 (D2) RAM TRUCK (3500 SERIES) NOTE: THIS …
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THE HEATING, VENTILATION, AND AIR CONDITIONING (HVAC) ACTUATOR GEARS ON MY VEHICLE HAVE BROKEN, RESULTING IN THE INABILITY TO FULLY CONTROL THE HVAC FUNCTIONS. THERE WAS A K17 RECALL FOR MODELS: 2009-2010 (DS) RAM TRUCK (1500 SERIES) 2010 (DJ) RAM TRUCK (2500 SERIES), 2010 (D2) RAM TRUCK (3500 SERIES) NOTE: THIS RECALL ONLY APPLIED TO THE ABOVE VEHICLES BUILT THROUGH MAY 22, 2010 (MDH 05222010). MY VEHICLE IS 2010 AND WAS MADE AFTER MAY 22 (I BELIEVE IN JULY) I THINK THIS RECALL SHOULD APPLY TO ALL 2010 RAM 1500 VEHICLES AS MINE IS AFFECTED BUT CURRENTLY NOT INCLUDED IN THE RECALL. TO CORRECT THIS CONDITION, ALL INVOLVED VEHICLES MUST HAVE UPDATED HVAC CONTROL HEAD SOFTWARE INSTALLED AND THE MODE DOOR ACTUATORS MUST BE TESTED AND REPLACED AS REQUIRED. HOW CAN I HAVE MY 2010 VEHICLE INCLUDED IN THE RECALL TO REPAIR THIS KNOWN PROBLEM.
NHTSA ODI #10903418
Official recalls
4Mar 8, 2018
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.
Dec 20, 2017
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.
Feb 6, 2013
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.
Oct 2, 2012
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
1EA19001 · 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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