NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
688 reports23,000 miles · Sep 10, 2015
Power Train
TL* THE CONTACT OWNS A 2011 DODGE RAM 1500. THE CONTACT STATED THAT WHILE ATTEMPTING TO PARK THE VEHICLE, THE GEAR SHIFTER FAILED TO SHIFT INTO THE PARK POSITION. AS A RESULT, THE VEHICLE CONTINUED TO MOVE FORWARD. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE FAILURE RECURRED ON NUMEROUS OCCASIONS. THE MANUFACTURER WAS NOTIFI…
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TL* THE CONTACT OWNS A 2011 DODGE RAM 1500. THE CONTACT STATED THAT WHILE ATTEMPTING TO PARK THE VEHICLE, THE GEAR SHIFTER FAILED TO SHIFT INTO THE PARK POSITION. AS A RESULT, THE VEHICLE CONTINUED TO MOVE FORWARD. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE FAILURE RECURRED ON NUMEROUS OCCASIONS. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 23,000.
NHTSA ODI #10762948
69,000 miles · Sep 9, 2015
Electrical System
TIPM FAILED !!!!! WHILE I WAS DRIVING THE VEHICLE JUST SHUT DOWN. WONT START.
NHTSA ODI #10762424
55,000 miles · Sep 2, 2015
Electrical System
THE TRUCK WOULD NOT START AFTER MULTIPLE ATTEMPTS IT WAS TOWED TO A REPAIR FACILITY WHERE IT WAS TROUBLESHOT FOR 8 HOURS. IT WAS DETERMINED THAT THERE WAS A FAULT IN THE TIPM MODULE CAUSING INTERMITTANT POWER TO THE FUEL PUMP, HOWEVER, BEFORE A NEW TIPM COULD BE INSTALLED, THE FAULT SEEMED TO SELF-RESOLVE AND THE TRUCK ONCE AG…
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THE TRUCK WOULD NOT START AFTER MULTIPLE ATTEMPTS IT WAS TOWED TO A REPAIR FACILITY WHERE IT WAS TROUBLESHOT FOR 8 HOURS. IT WAS DETERMINED THAT THERE WAS A FAULT IN THE TIPM MODULE CAUSING INTERMITTANT POWER TO THE FUEL PUMP, HOWEVER, BEFORE A NEW TIPM COULD BE INSTALLED, THE FAULT SEEMED TO SELF-RESOLVE AND THE TRUCK ONCE AGAIN BEGAN TO WORK. NOW UNSURE IF/WHEN THE TIPM WILL ONCE AGAIN MISFIRE.
NHTSA ODI #10761135
40,000 miles · Aug 31, 2015
Air BagsCrashInjury
TL* THE CONTACT OWNED A 2011 DODGE RAM 1500. WHILE DRIVING 50 MPH, THE CONTACT HIT ANOTHER VEHICLE THAT TURNED IN FRONT OF HIM. THE IMPACT SENT THE CONSUMER OFF THE ROAD, DOWN AN EMBANKMENT AND HE ULTIMATELY HIT A TREE. THE AIR BAGS DID NOT DEPLOY. THE VEHICLE WAS TOTALED AND A POLICE REPORT WAS FILED. ONE PASSENGER SUSTAINED CR…
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TL* THE CONTACT OWNED A 2011 DODGE RAM 1500. WHILE DRIVING 50 MPH, THE CONTACT HIT ANOTHER VEHICLE THAT TURNED IN FRONT OF HIM. THE IMPACT SENT THE CONSUMER OFF THE ROAD, DOWN AN EMBANKMENT AND HE ULTIMATELY HIT A TREE. THE AIR BAGS DID NOT DEPLOY. THE VEHICLE WAS TOTALED AND A POLICE REPORT WAS FILED. ONE PASSENGER SUSTAINED CRACKED RIBS AND A CONCUSSION. THE OTHER PASSENGER SUSTAINED BRUISED RIBS. BOTH PASSENGERS REQUIRED MEDICAL ATTENTION. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 40,000. MA 10/16/ CHRYSLER INSPECTED THE VEHICLE AND DETERMINED THE RATE OF DECELERATION NECESSARY TO ACTIVATE THE AIR BAGS WAS NOT MET. UPDATED 01/25/16.*JB
NHTSA ODI #10760405
Mileage unknown · Aug 29, 2015
Electrical SystemExterior Lighting
DIVING THROUGH THE MOUNTAINS ON A VERY DARK NIGHT AND BOTH HEADLIGHTS WENT OUT AT THE SAME TIME. I COULD NOT SEE ANYTHING. THANK GOD MY TAIL LIGHTS AND HAZARD LIGHTS STILL WORKED OR I MAY HAVE HAD SOMEONE RUN INTO THE BACK OF MY CAR. I WAS ALSO FORTUNATE TO HAVE A CAR STOP AND HELP. I FOLLOWED THIS GENTLEMAN THROUGH THE MOUNTAIN…
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DIVING THROUGH THE MOUNTAINS ON A VERY DARK NIGHT AND BOTH HEADLIGHTS WENT OUT AT THE SAME TIME. I COULD NOT SEE ANYTHING. THANK GOD MY TAIL LIGHTS AND HAZARD LIGHTS STILL WORKED OR I MAY HAVE HAD SOMEONE RUN INTO THE BACK OF MY CAR. I WAS ALSO FORTUNATE TO HAVE A CAR STOP AND HELP. I FOLLOWED THIS GENTLEMAN THROUGH THE MOUNTAINS USING HIS HEAD LIGHTS AND SIMPLY FOCUSED ON HIS TAIL LIGHT. THE NEXT MORNING, I STARTED MY CAR AND BOTH LIGHTS WERE WORKING AGAIN WITHOUT ANYTHING BEING DONE. NOW I HAVE THE LEFT LIGHT THAT IS NOT WORKING AND SUSPECT THAT IT WILL ALSO COME BACK ON WHENEVER IT WANTS TO. THIS IS AN EXTREME SAFETY ISSUE THAT MAY CAUSE SOME TO RUN OFF OF THE ROAD DUE TO NOT BEING ABLE TO SEE. PLEASE ASSIST.
NHTSA ODI #10760136
89,000 miles · Aug 24, 2015
Power Train
TL* THE CONTACT OWNS A 2011 DODGE RAM 1500. THE CONTACT STATED THAT WHILE AT A TRAFFIC LIGHT, THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC, WHO STATED THAT THE VEHICLE WAS OUT OF FUEL. THE FUEL TANK WAS REPLENISHED AND THE VEHICLE RESTARTED; HOWEVER, THE FAILURE RECURRED. THE VEHICLE WAS …
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TL* THE CONTACT OWNS A 2011 DODGE RAM 1500. THE CONTACT STATED THAT WHILE AT A TRAFFIC LIGHT, THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC, WHO STATED THAT THE VEHICLE WAS OUT OF FUEL. THE FUEL TANK WAS REPLENISHED AND THE VEHICLE RESTARTED; HOWEVER, THE FAILURE RECURRED. THE VEHICLE WAS THEN TOWED TO THE DEALER. THE TECHNICIAN DIAGNOSED THAT THE TIPM MODULE WAS FAULTY AND NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 89,000.
NHTSA ODI #10758966
40,000 miles · Aug 23, 2015
Electrical System
THE TRUCK RANDOMLY WOULD NOT START SOMETIME REQUIRING A JUMP START. REPLACED BATTERY AND ALTERNATOR WHICH DID NOT FIX THE PROBLEM. ONLY AFTER DOING ONLINE RESEARCH FIGURED OUT IT WAS THE TIPM.
NHTSA ODI #10758657
40,000 miles · Aug 21, 2015
Power Train
TL* THE CONTACT OWNS A 2011 DODGE RAM 1500. WHILE DRIVING 50 MPH, THE VEHICLE VIBRATED WITHOUT WARNING. THE FAILURE RECURRED ON ONE OTHER OCCASION. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC, WHERE IT WAS DIAGNOSED THAT THE PINION NUT NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECURRED. THE MANUFACTURE…
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TL* THE CONTACT OWNS A 2011 DODGE RAM 1500. WHILE DRIVING 50 MPH, THE VEHICLE VIBRATED WITHOUT WARNING. THE FAILURE RECURRED ON ONE OTHER OCCASION. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC, WHERE IT WAS DIAGNOSED THAT THE PINION NUT NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECURRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 40,000.
NHTSA ODI #10750393
52,885 miles · Aug 21, 2015
Engine
TL* THE CONTACT OWNS A 2011 RAM 1500. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 30 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE FUEL PUMP RELAY NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED HOWEVER, THE FAILURE RECURRED AS THE CHECK ENGINE WARNING LIGHT…
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TL* THE CONTACT OWNS A 2011 RAM 1500. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 30 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE FUEL PUMP RELAY NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED HOWEVER, THE FAILURE RECURRED AS THE CHECK ENGINE WARNING LIGHT ILLUMINATED. THE VEHICLE WAS TAKEN BACK TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE CONTROL MODULE NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE AND THE VIN WAS NOT INCLUDED IN NHTSA CAMPAIGN NUMBER: 14V530000 (ELECTRICAL SYSTEM). THE FAILURE MILEAGE WAS 52,885. THE VIN WAS NOT AVAILABLE.
NHTSA ODI #10750224
30,100 miles · Aug 20, 2015
Fuel/propulsion System
WHEN PULLING OUT OF BUSINESS DRIVEWAY ONTO BUSY RD., TRUCK JUST DIED IN MIDDLE OF ROAD. HAD TO GET TOW TO SHOP AND HAD FUEL PUMP REPLACED. FUEL PUMPS DON'T JUST GO OUT AT 30,000 MILES ALL AT ONCE BUT, THIS ONE DID AND I WAS TOLD THIS WAS A COMMON PROBLEM ON THESE TRUCKS. SITTING CROSSWAYS IN THE MIDDLE OF A BUSY ROAD IS DEFINITE…
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WHEN PULLING OUT OF BUSINESS DRIVEWAY ONTO BUSY RD., TRUCK JUST DIED IN MIDDLE OF ROAD. HAD TO GET TOW TO SHOP AND HAD FUEL PUMP REPLACED. FUEL PUMPS DON'T JUST GO OUT AT 30,000 MILES ALL AT ONCE BUT, THIS ONE DID AND I WAS TOLD THIS WAS A COMMON PROBLEM ON THESE TRUCKS. SITTING CROSSWAYS IN THE MIDDLE OF A BUSY ROAD IS DEFINITELY UNSAFE! THANK THE GOOD LORD FOR THE GOOD SAMARITANS WHO HELPED ME PUSH IT OUT OF THE ROAD, I AM 68 YRS OLD AND NOT IN THE BEST OF HEALTH.
NHTSA ODI #10749939
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.
Dec 24, 2010
CHRYSLER IS RECALLING CERTAIN MODEL YEAR 2011 RAM 1500 TRUCKS MANUFACTURED FROM SEPTEMBER 2009 THROUGH DECEMBER 2010. SOME VEHICLES MAY HAVE EXPERIENCE A NOISE (GROWL, GRIND) COMING FROM THE REAR AXLE BEARING WHICH COULD EVENTUALLY SEIZE.
Consequence & remedy
Consequence: A FAILURE OF THE BEARING COULD CAUSE THE VEHICLE TO STALL INCREASING THE RISK OF A CRASH.
Remedy: CHRYSLER WILL NOTIFY OWNERS AND WILL INSTALL AN OIL PORT INSERT INTO THE REAR AXLE FREE OF CHARGE. THE SAFETY RECALL BEGAN ON APRIL 4, 2011. OWNERS MAY CONTACT CHRYSLER AT 1-800-853-1403.
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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