NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
58 reportsMileage unknown · Mar 12, 2024
Air Bags
The contact owns a 2004 Dodge Ram Quad Cab. The contact received notification of NHTSA Campaign Number: 16V352000 (Air Bags) however, the part to do the recall repair was not yet available. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The dealer was contacted and confir…
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The contact owns a 2004 Dodge Ram Quad Cab. The contact received notification of NHTSA Campaign Number: 16V352000 (Air Bags) however, the part to do the recall repair was not yet available. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The dealer was contacted and confirmed that the parts were not yet available. The contact stated that the recall was not completed. The manufacturer was not contacted. Parts distribution disconnect.
NHTSA ODI #11576880
70,000 miles · Feb 9, 2024
Air BagsCrashInjury
The contact owned a 2004 Dodge Ram. The contact stated that while her husband was driving at 30 MPH, another driver in an unknown truck ran a red light and crashed into the vehicle. The air bags did not deploy. The driver sustained injuries to his thigh; medical attention was provided, but he later succumbed to his injuries. A p…
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The contact owned a 2004 Dodge Ram. The contact stated that while her husband was driving at 30 MPH, another driver in an unknown truck ran a red light and crashed into the vehicle. The air bags did not deploy. The driver sustained injuries to his thigh; medical attention was provided, but he later succumbed to his injuries. A police report was filed. There was no reported fire. The vehicle was towed to a tow lot. The local dealer was not contacted. The vehicle was not diagnosed or repaired. The manufacturer was not notified of the failure. The vehicle was deemed a total loss by the insurance company. The contact stated that the failure was related to NHTSA Campaign Number: 15V313000 (Air Bags). The failure mileage was approximately 70,000.
NHTSA ODI #11570959
Mileage unknown · Aug 11, 2023
Electrical SystemEngine And Engine CoolingStructure
The contact owns a 2004 Dodge Ram 1500 used to haul a 2018 Keystone Passport Ultra Lite Grand Touring. The contact stated that the thermostat in the RV failed to operate as needed. The RV was taken to the dealer, where the thermostat was replaced; however, the failure recurred. The RV was taken back to the dealer, where the ther…
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The contact owns a 2004 Dodge Ram 1500 used to haul a 2018 Keystone Passport Ultra Lite Grand Touring. The contact stated that the thermostat in the RV failed to operate as needed. The RV was taken to the dealer, where the thermostat was replaced; however, the failure recurred. The RV was taken back to the dealer, where the thermostat was replaced a second time. Additionally, the contact stated that the RV interior structure had detached in several areas, and the RV was leaking an unknown substance. The contact stated that a nearby camper repair facility inspected the RV and opened the release valve, where water had accumulated underneath the RV. The RV was not repaired. The manufacturer was made aware of the failure. The failure mileage was unknown
NHTSA ODI #11537871
137,000 miles · Oct 17, 2022
Power Train
The contact owns a 2004 Dodge Ram 1500. The contact stated while driving approximately 60 MPH, the vehicle was vibrating abnormally. The contact stated that the rear wheels locked up and the vehicle skidded sideways. The contact stated that the rear driveshaft had detached. The contact stated that oil was leaking from the vehicl…
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The contact owns a 2004 Dodge Ram 1500. The contact stated while driving approximately 60 MPH, the vehicle was vibrating abnormally. The contact stated that the rear wheels locked up and the vehicle skidded sideways. The contact stated that the rear driveshaft had detached. The contact stated that oil was leaking from the vehicle. There were no warning lights illuminated. The vehicle was towed to the local dealer but was not diagnosed or repaired. The contact related the failure to NHTSA Campaign Number: 14V796000 (Power Train). The manufacturer was contacted but provided no additional assistance. The failure mileage was approximately 137,000.
NHTSA ODI #11489521
57,000 miles · Jul 6, 2012
Engine
TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT WHILE DRIVING 35 MPH, THE VEHICLE STALLED. THE CONTACT WAS ABLE TO SAFELY MANEUVER TO THE SHOULDER. THE VEHICLE WAS THEN TAKEN TO THE DEALER FOR A DIAGNOSIS. THE DEALER STATED THAT THE VALVE SPRINGS NEEDED TO BE REPAIRED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURE…
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TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT WHILE DRIVING 35 MPH, THE VEHICLE STALLED. THE CONTACT WAS ABLE TO SAFELY MANEUVER TO THE SHOULDER. THE VEHICLE WAS THEN TAKEN TO THE DEALER FOR A DIAGNOSIS. THE DEALER STATED THAT THE VALVE SPRINGS NEEDED TO BE REPAIRED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS CONTACTED AND OFFERED NO ASSISTANCE. THE FAILURE AND CURRENT MILEAGES WERE 57,000. THE VIN WAS UNAVAILABLE.
NHTSA ODI #10464496
106,000 miles · Oct 11, 2011
Latches/locks/linkages
TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT THE DRIVER SIDE DOOR WOULD NOT UNLOCK WITH THE KEY FOB REMOTE OR MANUALLY. THE CONTACT HAD TO ENTER THE VEHICLE THROUGH THE PASSENGER SIDE DOOR OR THE REAR DRIVER SIDE DOOR. THE CONTACT TOOK THE VEHICLE TO THE DEALER AND THE DEALER STATED THAT THE DOOR ACTUATOR NE…
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TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT THE DRIVER SIDE DOOR WOULD NOT UNLOCK WITH THE KEY FOB REMOTE OR MANUALLY. THE CONTACT HAD TO ENTER THE VEHICLE THROUGH THE PASSENGER SIDE DOOR OR THE REAR DRIVER SIDE DOOR. THE CONTACT TOOK THE VEHICLE TO THE DEALER AND THE DEALER STATED THAT THE DOOR ACTUATOR NEEDED TO BE REPLACED. THE DEALER VEHICLE WAS REPAIRED. THE FAILURE MILEAGE WAS 106,000.
NHTSA ODI #10429472
Mileage unknown · Sep 6, 2011
TiresWheels
WHILE TRAVELING ON THE HIGHWAY I-90 ONE OF MY PRO COMP ALL TERRAIN TIRES 33/12.5/R17 LOST ALL THE TREAD, OIT PEELED OFF LIKE A RETREAD (THEY ARE NOT RE TREADS) THEY HAD ABOUT 50% TREAD LIFE LEFT ON THE TIRES AND I HAD JUST CHECKED THE TIRE PRESSURE AS I WAS HAULING A HORSE TRAILER. AS THE TREAD CAME OFF THE TIRE IT MADE A COUP…
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WHILE TRAVELING ON THE HIGHWAY I-90 ONE OF MY PRO COMP ALL TERRAIN TIRES 33/12.5/R17 LOST ALL THE TREAD, OIT PEELED OFF LIKE A RETREAD (THEY ARE NOT RE TREADS) THEY HAD ABOUT 50% TREAD LIFE LEFT ON THE TIRES AND I HAD JUST CHECKED THE TIRE PRESSURE AS I WAS HAULING A HORSE TRAILER. AS THE TREAD CAME OFF THE TIRE IT MADE A COUPLE ROTATIONS AND COMPLETELY DESTROYED THE SIDE OF MY TRUCK BED. I WAS ABLE TO MAINTAIN CONTROL OF THE VEHICLE AND PULL TO THE SIDE OF THE ROAD. THE TIRE STILL HAD AIR IN IT JUST NO TREAD. THE TREAD COMPLETELY SEPARATED FROM THE TIRE. I HAVE READ A NUMBER OF POSTS ON THE INTERNET WITH OTHERS HAVING THE SAME ISSUE. *TR
NHTSA ODI #10423884
104,857 miles · Jun 27, 2011
Vehicle Speed Control
TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT WHILE DRIVING 35 MPH THE ELECTRONIC THROTTLE CONTROL WENT INTO LIMP MODE AND THE WARNING LIGHT ILLUMINATED ON THE INSTRUMENT PANEL. THE VEHICLE WAS STOPPED AND SHUT OFF. UPON RESTART, THE VEHICLE OPERATED AS NORMAL. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER ON SE…
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TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT WHILE DRIVING 35 MPH THE ELECTRONIC THROTTLE CONTROL WENT INTO LIMP MODE AND THE WARNING LIGHT ILLUMINATED ON THE INSTRUMENT PANEL. THE VEHICLE WAS STOPPED AND SHUT OFF. UPON RESTART, THE VEHICLE OPERATED AS NORMAL. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER ON SEVERAL OCCASIONS WHERE IT WAS REPAIRED. THE FAILURE CONTINUED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 104,857 AND THE CURRENT MILEAGE WAS 105,909.
NHTSA ODI #10409092
68,762 miles · Mar 9, 2011
Electrical System
TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT THE VEHICLE INSTRUMENT PANEL, BRAKE LIGHTS AND HEADLIGHTS WERE FAILING. THE VEHICLE WAS TAKEN TO A LOCAL REPAIR SHOP WHERE THE FAILURE WAS DIAGNOSED AS A DEFECTIVE FUSE BOX WHICH WOULD NEED REPLACING. THE MANUFACTURER WAS NOT CONTACTED AND THE VEHICLE WAS NOT REPAIRE…
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TL* THE CONTACT OWNS A 2004 DODGE RAM. THE CONTACT STATED THAT THE VEHICLE INSTRUMENT PANEL, BRAKE LIGHTS AND HEADLIGHTS WERE FAILING. THE VEHICLE WAS TAKEN TO A LOCAL REPAIR SHOP WHERE THE FAILURE WAS DIAGNOSED AS A DEFECTIVE FUSE BOX WHICH WOULD NEED REPLACING. THE MANUFACTURER WAS NOT CONTACTED AND THE VEHICLE WAS NOT REPAIRED. THE FAILURE AND CURRENT MILEAGE WAS 68,762.
NHTSA ODI #10386975
Mileage unknown · Feb 10, 2011
SteeringSuspension
2004 DODGE RAM. CONSUMER STATES PROBLEM WITH FRONT END OF TRUCK. CONSUMER DESCRIBES A SHIMMY AND SHAKY MOTION *TGW THE CONSUMER STATED WHEN SHE DROVE OVER A ROUGH SPOT IN THE ROAD OR A BUMP GOING OFF A BRIDGE IN CRUISE CONTROL MODE, THE ENTIRE TRUCK WOULD SHIMMY AND SHAKE. ONCE THE CONSUMER TAPPED THE BRAKE TO DISENGAGE THE CRU…
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2004 DODGE RAM. CONSUMER STATES PROBLEM WITH FRONT END OF TRUCK. CONSUMER DESCRIBES A SHIMMY AND SHAKY MOTION *TGW THE CONSUMER STATED WHEN SHE DROVE OVER A ROUGH SPOT IN THE ROAD OR A BUMP GOING OFF A BRIDGE IN CRUISE CONTROL MODE, THE ENTIRE TRUCK WOULD SHIMMY AND SHAKE. ONCE THE CONSUMER TAPPED THE BRAKE TO DISENGAGE THE CRUISE TO SLOW THE VEHICLE DOWN, THE SHAKE AND SHIMMY WOULD CEASE. THE CONSUMER TOOK THE VEHICLE TO THE DEALER WHERE THEY PERFORMED MAINTENANCE TO THE FRONT END, BUT THE FIX ONLY LASTED FOR A FEW MONTHS. THE CONSUMER WAS INFORMED THE VEHICLE NEEDED U-JOINTS, A DAMPER AND THE FITTINGS NEEDED TO BE LUBRICATED. ALSO, THE DRAG LINKAGE WHICH WAS RECALLED NEEDED TO BE REPLACED AS WELL. *JB
NHTSA ODI #10382010
NHTSA investigations
2EA05018 · Engine Stall
Opened Nov 2, 2005 · Closed Aug 29, 2007
Status: closed (inferred from source dates) · Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
ANALYSIS OF THE COMPLAINT, FIELD REPORT AND WARRANTY DATA SHOWS THAT THE MAJORITY OF STALLING INCIDENTS IN THE SUBJECT VEHICLES APPEAR TO BE RELATED TO THE ENGINE CALIBRATION CONCERNS THAT DAIMLERCHRYSLER ADDRESSED WITH SERVICE BULLETINS RELEASING REVISED PCM SOFTWARE.ANALYSIS OF THE COMPLAINTS AND ODI'S SURVEY OF OWNERS OF VEHICLES THAT RECEIVED ENGINE MANAGEMENT SOFTWARE UPDATES UNDER TSB #18-013-05 SHOW THAT THESE STALLING INCIDENTS HAVE THE FOLLOWING CHARACTERISTICS: - THEY OCCUR AT LOW SPEEDS, OFTEN DURING PARKING LOT ORDRIVEWAY MANEUVERS; - THEY OCCUR DURING DECELERATIONS, SUCH AS BRAKING FOR A STOP SIGN OR TRAFFIC SIGNAL; AND - THE OPERATOR IS ALMOST ALWAYS ABLE TO IMMEDIATELY RESTART THE VEHICLE.WHEN COMPARED WITH OTHER SAFETY DEFECT INVESTIGATIONS AND RECALLS OF CONDITIONS THAT RESULT IN STALLING DURING LOW-SPEED DECELERATION WITH IMMEDIATE ENGINE RESTART POSSIBLE, THE FAILURE RATE IN THE SUBJECT VEHICLES IS LOW.ANALYSES OF COMPLAINT AND WARRANTY DATA ALSO SHOW A DECLINING TREND.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED.SEE DOCUMENT FILE FOR ADDITIONAL INFORMATION REGARDING THIS RESUME.
EA04025 · 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.
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