IllustrationWITHIN THE FIRST YEAR OF OWNING THIS TRUCK I HAD TO HAVE THE ROTORS RESURFACED TWICE AND WITHIN THE FIRST 18 MONTHS HAD TO HAVE THE ROTORS AND CALIPERS REPLACED. DEALER DENIED WARRANTY COMPLETELY (NOT COVERED) CALLED CHRYSLER SOMEONE NAMED MIKE SAID THEY DIDN'T HAVE ANYTHING TO DO WITH IT. IT WAS PROBABLY THE WAY I DRIVE. *TR
2003 Dodge RAM Quad Cab
Owner reports · Recalls · Investigations
Limited comparison data
There is not enough comparable history to draw a useful model-year comparison.
About this comparison →How this year compares
Owner complaints by model year
Compare all RAM Quad Cab years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
290–25K
1725–50K
2050–75K
1175–100K
14100–150K
5150K+
96 reports with mileage · 26 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Structure. Review the 45 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Service Brakes, Hydraulic. Review the 18 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Suspension. Review the 13 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
8 crash reports2 fire reports14 injury reports
Service Brakes, Hydraulic complaints
18 reportsI WAS REQUIRED TO PAY $198.03 TO THE DEALERSHIP TO RESURFACE THE FRONT ROTORS OF MY 2003 DODGE 1500 LONESTAR PICKUP. THE SERVICE TECH VERIFIED THAT I STILL HAVE 8MM OF ORIGINAL BRAKE ON THE FRONT AND 10MM OF ORIGINAL BRAKE ON THE BACK. SINCE I AM PAST THE 12000 MILES REQUIRED BY CHRYSLER THEY FEEL THAT THIS IS A NORMAL WEAR PROB…
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I WAS REQUIRED TO PAY $198.03 TO THE DEALERSHIP TO RESURFACE THE FRONT ROTORS OF MY 2003 DODGE 1500 LONESTAR PICKUP. THE SERVICE TECH VERIFIED THAT I STILL HAVE 8MM OF ORIGINAL BRAKE ON THE FRONT AND 10MM OF ORIGINAL BRAKE ON THE BACK. SINCE I AM PAST THE 12000 MILES REQUIRED BY CHRYSLER THEY FEEL THAT THIS IS A NORMAL WEAR PROBLEM. BECAUSE OF THE BRAKES PULSATING EACH TIME I APPLIED THEM I HAD NO CHOICE BUT TO HAVE THE PROBLEM CORRECTED AS IT WAS BECOMING WORSE. I FAIL TO SEE THIS AS NORMAL WEAR IF MY BRAKES ARE IN SUCH GOOD CONDITION. I FEEL THAT IT IS A POOR DESIGN OR MATERIAL PROBLEM THAT NEEDS TO BE CORRECTED BY CHRYSLER AND NOT THE OWNER OF THE VEHICLE. I HAVE VIEWED WEB SITES THAT SHOW MANY OWNERS OF 2003/2004 DODGE 1500 WITH THIS SAME PROBLEM AND THE SERVICE TECH STATED THE SAME THING. *NM
TRUCK DEVELOPED WARPED ROTORS @ 13K MILES. ROTORS WERE TURNED AND FRON T CALIPERS REPLACED DUE TO TSB. LATER SHUDDER REAPPEARD @ ABOUT 22K MILES. DEALER TURNED REAR ROTORS. SHUDDER REAPPEARED ~6K MILES LATER. REPLACED REAR DISCS SINCE OLDER ONES WERE BEYOND TURNING. SHUDDER REAPPEARED @ 34K. AFTER MUCH DISCUSSION WITH DEA…
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TRUCK DEVELOPED WARPED ROTORS @ 13K MILES. ROTORS WERE TURNED AND FRON T CALIPERS REPLACED DUE TO TSB. LATER SHUDDER REAPPEARD @ ABOUT 22K MILES. DEALER TURNED REAR ROTORS. SHUDDER REAPPEARED ~6K MILES LATER. REPLACED REAR DISCS SINCE OLDER ONES WERE BEYOND TURNING. SHUDDER REAPPEARED @ 34K. AFTER MUCH DISCUSSION WITH DEALER AND DODGE CUST NO-SERVICE, FRONT HUBS WERE REPLACED AND FRONT ROTORS TURNED DUE TO TSB. NOW AT 38K MILES SHUDDER IS BACK.
FRONT OEM ROTORS ARE TOO WEAK FOR THE FACTORY INSTALLED 20" WHEELS. I HAD TO HAVE MY ROTORS TURNED AT 13K MILES BECAUSE OF UNEVEN WEAR.
VEHICLE VIBRATED/SHOOK WHEN APPLYING THE BRAKES. VEHICLE WAS TAKEN TO THE DEALER ON SEVERAL OCCASIONS, AND DEALER REPLACED FRONT ROTORS AND THE CALIPERS. WITHIN 9,000 MILES OF WEAR THE PROBLEM RECURRED. DEALER WAS NOTIFIED AGAIN, BUT REFUSED TO CORRECT THE PROBLEM BECAUSE WARRANTY EXPIRED. *AK
I DRIVE A DODGE RAM 1500 QUAD CAB SLT 4X4. AN ELECTRICAL FIRE WAS OBSERVED IN THE WIRING HARNESS LEADING FROM ABS CONTROL UNIT. IN THE PAST, I HAVE HAD TWO PROBLEMS WITH THE ABS SENSOR AND WIRING HARNESS. ON ONE OCCASION, THE HARNESS WAS REPLACED ALONG WITH THE SENSOR. ON THE FIRST OCCASION, ONLY THE SENSOR WAS REPLACED. IN…
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I DRIVE A DODGE RAM 1500 QUAD CAB SLT 4X4. AN ELECTRICAL FIRE WAS OBSERVED IN THE WIRING HARNESS LEADING FROM ABS CONTROL UNIT. IN THE PAST, I HAVE HAD TWO PROBLEMS WITH THE ABS SENSOR AND WIRING HARNESS. ON ONE OCCASION, THE HARNESS WAS REPLACED ALONG WITH THE SENSOR. ON THE FIRST OCCASION, ONLY THE SENSOR WAS REPLACED. IN A DOCUMENTED DIAGNOSIS, THE DEALER'S MECHANIC STATED THAT THERE WAS MOISTURE PRESENT IN THE WIRING HARNESS NECESSITATING REPLACEMENT. THE VEHICLE IS CURRENTLY AT THE DEALER AWAITING AUTHORIZATION FOR REPAIR. I HAD FOUND A RECALL NOTICE ON AUTORECALLS.ORG (NHTSA NUMBER 04V18500), BUT APPARENTLY MY VEHICLE'S VIN IS NOT COVERED UNDER THIS RECALL.*AK
I OWN A 2003 DODGE RAM 1500 4X4 QUAD CAB SLT VIN 1D7-HU18N53S-188168 ASSEMBLY POINT, WARREN, MICHIGAN. THE TRUCK STALLED WHILE IN TRAFFIC MAKING A 10-15 MPH RIGHT TURN. THE SECOND OCCURENCE WAS JULY15, 2004. VERY CLOSE CALL HERE. I WAS IN THE SMOKEY MOUNTAINS CAMPING. THE SIX HOUR DRIVE HOME TOWING MY POPUP WAS NERVE RACKING…
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I OWN A 2003 DODGE RAM 1500 4X4 QUAD CAB SLT VIN 1D7-HU18N53S-188168 ASSEMBLY POINT, WARREN, MICHIGAN. THE TRUCK STALLED WHILE IN TRAFFIC MAKING A 10-15 MPH RIGHT TURN. THE SECOND OCCURENCE WAS JULY15, 2004. VERY CLOSE CALL HERE. I WAS IN THE SMOKEY MOUNTAINS CAMPING. THE SIX HOUR DRIVE HOME TOWING MY POPUP WAS NERVE RACKING TO SAY THE LEAST. ESPECIALLY, SINCE MY 13, 6 AND 3 YEAR OLD WERE IN THE TRUCK. I MENTIONED THAT THE TRUCK RUNS EXTREMELY ROUGH INTERMITTENTLY TO THE DEALER MORGAN DODGE DURHAM NORTH CAROLINA ON AT LEAST TWO OCCASIONS. I AM ALSO EXPERIENCING AN INTERMITTENT SHUDDER THAT SEEMS TO BE COMING FROM THE TRANSMISSION, ALSO MENTIONED TO THE DEALER ON AT LEAST TWO OCCASIONS. THE DEALER SIMPLY SAID THAT THEY COULD NOT REPRODUCE THE SHUDDER OR STALL. I ALSO HAD A SEVERE BRAKE PULSATION. THEY DID REPLACE FRONT PADS AND CALIPERS AND CUT ROTORS. THEY WERE SUPPOSED TO FOLLOW UP WITH ME REGARDING THE SHUDDER AND STALL BUT AS OF THIS DATE, 7/18/2004 I HAVE NOT YET RECEIVE A CALL BACK.
I HAVE HAD PROBLEMS WITH THE BRAKE ON MY 2003 RAM 1500, AT 14000 MILES HAD FRONT CALIPERS REPLACED, NEW FRONT ROTORS AND THEY TURNED THE REAR ROTORS. THIS WAS ALL BECAUSE OF WARPED ROTORS I NOW HAVE 23000 MILES ON TEH TRUCK AND WILL AGAIN BE TAKING IT IN TO HAVE THE ROTOR REPLACED. I CAN'T BELIEVE THAT THERE ARE SO MANY COMPLAIN…
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I HAVE HAD PROBLEMS WITH THE BRAKE ON MY 2003 RAM 1500, AT 14000 MILES HAD FRONT CALIPERS REPLACED, NEW FRONT ROTORS AND THEY TURNED THE REAR ROTORS. THIS WAS ALL BECAUSE OF WARPED ROTORS I NOW HAVE 23000 MILES ON TEH TRUCK AND WILL AGAIN BE TAKING IT IN TO HAVE THE ROTOR REPLACED. I CAN'T BELIEVE THAT THERE ARE SO MANY COMPLAINTS FILED AND NOTHING HAS BEEN DONE. MAYBE WE NEED TO CONTACT THE MEDIA. I KNOW THAT WHEN MORE PEOPLE START DIE FROM THIS PROBLEM THE MEDIA WILL BE ALL OVER IT. JUST LIKE THE TIRES PROBLEMS ON FORD SUV'S. PLEASE DO SOME THING BEFORE IT IS TO LATE.*AK
FRONT BRAKE PULSATION. ROTORS MACHINED AT 13000, 18000 AND PROBLEM KEEPS RECURRING. DODGE WILL NOT ADMIT ANY PROBLEMS AND WILL NOT REPAIR UNDER WARRANTY AS IT IS A WEAR ITEM. THIS TRUCK IS LESS THAN A YEAR OLD AND ONLY SEES HIGHWAY MILES, NOT STOP AND GO DRIVING. THE BRAKES ARE PULSATING AGAIN AT 22000 MILES. WHAT IS THE SO…
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FRONT BRAKE PULSATION. ROTORS MACHINED AT 13000, 18000 AND PROBLEM KEEPS RECURRING. DODGE WILL NOT ADMIT ANY PROBLEMS AND WILL NOT REPAIR UNDER WARRANTY AS IT IS A WEAR ITEM. THIS TRUCK IS LESS THAN A YEAR OLD AND ONLY SEES HIGHWAY MILES, NOT STOP AND GO DRIVING. THE BRAKES ARE PULSATING AGAIN AT 22000 MILES. WHAT IS THE SOLUTION TO THIS PROBLEM DODGE? I'VE WORKED ON CARS FOR 15 YEARS AT GM. LET ME KNOW WHAT THE PROBLEM IS AND I'LL FIX IT MYSELF IF NEED BE. *JB
FRONT BRAKES ON 2003 DODGE RAM 1500 QUAD CAB DEVELOPED MAJOR PULSATION AND DECREASED STOPPING ABILITY AT 6500 MILES. RETURNED VEHICLE TO DEALER AND WAS INFORMED THAT THE FRONT ROTORS WERE INDEED WARPED AND REPLACED UNDER WARRANTY. SEEMS TO BE AN ALL TO COMMON PROBLEM WITH THE COMPLAINTS SEEN ON THIS SITE AND BELEIVE THAT THE NHT…
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FRONT BRAKES ON 2003 DODGE RAM 1500 QUAD CAB DEVELOPED MAJOR PULSATION AND DECREASED STOPPING ABILITY AT 6500 MILES. RETURNED VEHICLE TO DEALER AND WAS INFORMED THAT THE FRONT ROTORS WERE INDEED WARPED AND REPLACED UNDER WARRANTY. SEEMS TO BE AN ALL TO COMMON PROBLEM WITH THE COMPLAINTS SEEN ON THIS SITE AND BELEIVE THAT THE NHTSA SHOULD LOOK VERY HARD INTO THESE PROBLEMS BEFORE SOMEONE GETS SERIOUSLY INJURED OR KILLED. HOW MANY COMPLAINTS DOES IT TAKE TO GET INVOLVED? AFTER THE NEW CAR WARRANTY IS UP AT 12K MILES IT WILL BECOME THE OWNERS EXPENSE FOR THESE "WEAR ITEMS" AND STRONGLEY URGE NHTSA TO INVESTIGATE THESE SUB-STANDARD COMPONENTS AND DEMAND DODGE TO CORRECT THE PROBLEM AND EXTEND WARRANTY PERIOD TO AT LEAST 36,000 MILES AND PRORATE THE DIFFERENCE FOR ALL SUBSEQUENT BRAKE JOBS FOR EXISTING NEW CAR PURCHASERS BASED ON WHAT THEY PUBLISH FOR BRAKE SERVICE MILEAGE. *AK
Official recalls
0No recalls in this snapshot.
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
1EA04025 · False Park
Opened Aug 26, 2004 · Closed Dec 22, 2005
Status: closed (inferred from source dates) · Power Train:automatic Transmission; Power Train:automatic Transmission:gear Position Indication (prndl); Power Train:automatic Transmission:lever And Linkage:column Shift
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.
Additional source detail variants (3)
Power Train:automatic Transmission
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.
Power Train:automatic Transmission:gear Position Indication (prndl)
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.
Power Train:automatic Transmission:lever And Linkage:column Shift
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.