NHTSA owner reports · September 18, 2026 snapshot.
Power Train complaints
78 reportsClear category filter21,000 miles · Apr 28, 2019
Electrical SystemPower TrainCrash
CAR WAS STOPPED, PLACED IN PARK AND LEFT RUNNING IN DRIVEWAY. DRIVER EXITED VEHICLE, MANUALLY LOCKED WITH WITH THE EXTERNAL BUTTON ON DRIVERS HANDLE. DRIVER WALKED AROUND VEHICLE AND UP TO RESIDENCE. CAR BEGAN TO MOVE FORWARD AND DRIVER RAN BACK TO VEHICLE, ATTEMPTED TO UNLOCK USING MANUAL BUTTON ON PASSENGER FRONT HANDLE, WOU…
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CAR WAS STOPPED, PLACED IN PARK AND LEFT RUNNING IN DRIVEWAY. DRIVER EXITED VEHICLE, MANUALLY LOCKED WITH WITH THE EXTERNAL BUTTON ON DRIVERS HANDLE. DRIVER WALKED AROUND VEHICLE AND UP TO RESIDENCE. CAR BEGAN TO MOVE FORWARD AND DRIVER RAN BACK TO VEHICLE, ATTEMPTED TO UNLOCK USING MANUAL BUTTON ON PASSENGER FRONT HANDLE, WOULD NOT UNLOCK. PULLED OUT KEYFOB TO UNLOCK AND WAS ABLE TO DISABLE VEHICLE, BUT NOT BEFORE IT RAN ITSELF IN TO A CLOSED GARAGE DOOR. DRIVER NOTICED IT SLIP OUT OF PARK ON TWO OTHER OCCASIONS WHILE IN VEHICLE. ONE DAY LATER, DRIVER WAS STANDING OUTSIDE VEHICLE, WHILE NOT RUNNING, AND NOT NEAR DOOR HANDLE AND CAR RANDOMLY LOCKED ON IT'S OWN.
NHTSA ODI #11204275
18,775 miles · Apr 14, 2019
Power TrainCrash
THIS ROLL AWAY INCIDENT OCCURRED ON MARCH 7, 2019. MY 2016 JEEP GRAND CHEROKEE WAS PARKED IN A DRIVEWAY THAT WAS NOT MY OWN AND I EXITED THE VEHICLE WHILE THE JEEP WAS IN PARK BUT IDLING. I EXITED THE JEEP WITHOUT AN INCIDENT (NOTICING ANY FORWARD MOVEMENT OF THE VEHICLE) AND WALKED TO THE PORCH TO DELIVER A LETTER TO THE HOMEOW…
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THIS ROLL AWAY INCIDENT OCCURRED ON MARCH 7, 2019. MY 2016 JEEP GRAND CHEROKEE WAS PARKED IN A DRIVEWAY THAT WAS NOT MY OWN AND I EXITED THE VEHICLE WHILE THE JEEP WAS IN PARK BUT IDLING. I EXITED THE JEEP WITHOUT AN INCIDENT (NOTICING ANY FORWARD MOVEMENT OF THE VEHICLE) AND WALKED TO THE PORCH TO DELIVER A LETTER TO THE HOMEOWNER. I WAS ON THE PORCH WHEN THE JEEP MOVED FORWARD INTO THIS HOMEOWNER'S GARAGE,CRASHING INTO THE TRASH CANS IN FRONT OF THE GARAGE FIRST AND PUSHING THEM INTO THE GARAGE DOOR. THIS CAUSED SUBSTANTIAL DAMAGE TO THE GARAGE DOOR AND IT'S TRACK. I WATCHED THIS INCIDENT FROM THE TOP STEP OF THE PORCH AND QUICKLY JUMPED INTO THE JEEP, PUT IT INTO REVERSE AND LOOKED AT THE DAMAGE FROM THE BOTTOM OF THE DRIVEWAY. TWO DAYS LATER A CLAIM WAS FILED WITH FCA. THREE DAYS FROM THE INCIDENT, A EAA REPRESENTATIVE CONTACTED ME TO OBTAIN INFORMATION. FOUR DAYS LATER I WAS ASKED TO PICK UP MY JEEP FROM THE DEALER AFTER THEIR INSPECTION. ON APRIL 5TH, ALMOST A MONTH LATER, I RECEIVED A LETTER FROM FCA STATING THAT THEY COULD NOT FIND FAULT WITH THE VEHICLE AND IT WAS HUMAN ERROR! I RECREATED THIS WHILE NOW IN THE DRIVER'S SEAT. I OPENED THE DOOR AND WAS WARNED VIA THE TONE THAT THE DOOR WAS OPEN AS IT MOVED ABOUT 1-2 MPH UP THE DRIVEWAY IN D WITHOUT TOUCHING THE GAS.THERE WAS NO WAY ON 3-7-19 IT WAS IN DRIVE AS I COULD NOT HAVE GOTTEN OUT WITHOUT NOTICING IT MOVE THIS QUICKLY. IT ROLLED UP IT THAT FAST WITH MY FOOT OFF THE BRAKE. FCA STATED THEY COULD NOT REPLICATE THIS ACTION BUT THEY DID NOT EVEN TRY! AFTER LEASING OR PURCHASING IN THE IMMEDIATE FAMILY: 4 JEEPS (IT NEVER HAPPENED TO ANY OTHER PRIOR MODEL), AND 6 OTHER VEHICLES, I WILL NEVER OWN OR LEASE ANOTHER FCA VEHICLE AGAIN. THE INABILITY FOR THIS BILLION $ COMPANY LIKE FCA TO REPLACE A GARAGE DOOR AND SAY IT WAS OWNER ERROR WILL KEEP ME FROM RECOMMENDING THIS COMPANY TO ANY FRIEND OR FAMILY MEMBER. *BF*JB
NHTSA ODI #11196140
37,000 miles · Feb 20, 2019
Power TrainInjury
TL* THE CONTACT OWNS A 2016 JEEP GRAND CHEROKEE. THE CONTACT STATED THAT THE VEHICLE WAS STOPPED AND PLACED IN PARK. ONCE THE CONTACT EXITED THE VEHICLE, IT BEGAN ROLLING BACKWARDS. WHILE ATTEMPTING TO RETRIEVE A PACKAGE FROM THE REAR SEAT, THE CONTACT FELL DUE TO THE VEHICLE ROLLING BACKWARDS. THE CONTACT SUSTAINED A FRACTURED …
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TL* THE CONTACT OWNS A 2016 JEEP GRAND CHEROKEE. THE CONTACT STATED THAT THE VEHICLE WAS STOPPED AND PLACED IN PARK. ONCE THE CONTACT EXITED THE VEHICLE, IT BEGAN ROLLING BACKWARDS. WHILE ATTEMPTING TO RETRIEVE A PACKAGE FROM THE REAR SEAT, THE CONTACT FELL DUE TO THE VEHICLE ROLLING BACKWARDS. THE CONTACT SUSTAINED A FRACTURED WRIST AND CONTUSIONS TO THE FACE. MEDICAL ATTENTION WAS RECEIVED, WHICH INCLUDED WRIST SURGERY. THE DEALER AND MANUFACTURER WERE NOT NOTIFIED. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE FAILURE RECURRED ONCE. THE APPROXIMATE FAILURE MILEAGE WAS 37,000.
NHTSA ODI #11181292
11,420 miles · Jan 28, 2019
Power Train
TL* THE CONTACT OWNS A 2016 JEEP GRAND CHEROKEE. WHILE DRIVING VARIOUS SPEEDS, THE TRANSMISSION WOULD VIOLENTLY SHIFT FROM FIRST TO SECOND GEAR. THERE WERE NO WARNING INDICATORS ILLUMINATED. THE VEHICLE WAS TAKEN TO KELLY JEEP CHRYSLER (353 BROADWAY, LYNNFIELD, MA 01940, (781) 581-6000) WHERE THE COMPUTER WAS REPROGRAMMED AND TH…
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TL* THE CONTACT OWNS A 2016 JEEP GRAND CHEROKEE. WHILE DRIVING VARIOUS SPEEDS, THE TRANSMISSION WOULD VIOLENTLY SHIFT FROM FIRST TO SECOND GEAR. THERE WERE NO WARNING INDICATORS ILLUMINATED. THE VEHICLE WAS TAKEN TO KELLY JEEP CHRYSLER (353 BROADWAY, LYNNFIELD, MA 01940, (781) 581-6000) WHERE THE COMPUTER WAS REPROGRAMMED AND THE SOLENOID WAS REPLACED. THE MANUFACTURER WAS NOTIFIED AND A COMPLAINT WAS FILED. THE FAILURE MILEAGE WAS 11,420.
NHTSA ODI #11172518
4,186 miles · Oct 27, 2018
Electronic Stability Control (esc)Exterior LightingPower TrainCrash
SINCE LEASING THIS JEEP IN JULY OF 2016 THERE HAVE BEEN MULTIPLE ISSUES. THE MAIN CODE FOUND SEVERAL TIME IS A LOSS OF COMMUNICATION FROM THE MAIN COMPUTER TO THE REST OF THE AUTO. CODE U220. ISSUES INCLUDE 1) INCORRECT SHIFTING, 2) INCORRECT "BRAKE" WARNINGS, 3) UNAVAILABILITY OF BRIGHT LIGHTS IN THE AUTO OR MANUAL MODES, 4)…
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SINCE LEASING THIS JEEP IN JULY OF 2016 THERE HAVE BEEN MULTIPLE ISSUES. THE MAIN CODE FOUND SEVERAL TIME IS A LOSS OF COMMUNICATION FROM THE MAIN COMPUTER TO THE REST OF THE AUTO. CODE U220. ISSUES INCLUDE 1) INCORRECT SHIFTING, 2) INCORRECT "BRAKE" WARNINGS, 3) UNAVAILABILITY OF BRIGHT LIGHTS IN THE AUTO OR MANUAL MODES, 4) LANE CHANGE/OBJECT SONAR WARNINGS NOT AVAILABLE (BACK INTO CEMENT WALL AT NIGHT) 5) NONFUNCTIONAL AUTOMATIC WINDSHIELD WIPERS 6) LACK OF COMMUNICATION BETWEEN THE JEEP AND IPHONE 7) INABILITY TO TURN JEEP OFF 8) WHEN IN CRUISE CONTROL IF + PUSHED IT DOESN'T GO UP JUST ONE OR TWO MPH'S, IT SPEEDS UP VERY QUICKLY AND DOESN'T STOP AND 9) ISSUE WITH ADJUSTING THE AIR RIDE AND . THE BRIGHT LIGHTS WERE NOT AVAILABLE 50% OF THE TIME. I WOULD TAKE THE JEEP IN AND THEY COULD NOT FIND A CODE, SO THEY WOULD TELL ME THERE WAS NOTHING TO FIX. FINALLY, A TECH LOOKED INTO THE ISSUE AND FOUND A STAR FIX AND IMPLEMENTED IT. NOW I HAVE THE AVAILABILITY OF BRIGHT LIGHTS 90% OF THE TIME. I DROVE FOR TWO YEARS WITH NO BRIGHT LIGHTS FOR MOST OF THE TIME AT NIGHT, ON COUNTRY ROADS, AND EVEN IN THE PA MOUNTAINS AT NIGHT WITH NO OTHER LIGHT DISTRACTIONS.. WITHIN THE LAST COUPLE OF MONTHS THE JEEP HAS STARTED TO SHIFT INCORRECTLY. I WILL BE DRIVING IN TOWN ON A FLAT ROAD AND THE JEEP WILL SHIFT INTO "OFF ROAD" AND THE RPM'S GO UP TO 8. I HAVE AN AVAILABLE VIDEO OF THIS. I ALSO HAVE A VIDEO OF THE JEEP'S DASH AFTER IT SHIFTED TO ANOTHER DRIVE WHERE THE RPMS WENT UP TO 4 ON A LEVEL CITY ROAD. WHEN TAKING THE JEEP FOR THE "BRAKE" ISSUE THE TECH COULD FIND NO CODES. I REFUSED TO DRIVE THE JEEP AND IT SAT FOR ALMOST THREE MONTHS. FINALLY, A STAR WAS IMPLEMENTED, HOWEVER NOW THE "BRAKE" ALARM GOES OFF MORE FREQUENTLY. IN SUMMARY, IT SEEMS THE MAIN COMPUTER IS NOT TALKING CORRECTLY TO THE REST OF THE AUTO AND THE ERRORS ARE BECOMING MORE SERIOUS AS TIME GOES BY.
NHTSA ODI #11143388
38,000 miles · Oct 13, 2018
Power Train
CAR WAS PURCHASED AS A CERTIFIED PRE-OWNED ON FEB. 2018 IN PREPARATION FOR OUR RETIREMENT VACATION. WE DROVE IT LOCALLY FOR A COUPLE OF MONTHS AND THEN SET OUT CROSS COUNTRY ON MAY 15TH. WE DROVE TO MASSACHUSETTS WITHOUT INCIDENT, THEN HEADED BACK WEST NEAR THE END OF JUNE. NO PROBLEMS UNTIL WE REACHED IDAHO, WHERE IT STARTED VI…
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CAR WAS PURCHASED AS A CERTIFIED PRE-OWNED ON FEB. 2018 IN PREPARATION FOR OUR RETIREMENT VACATION. WE DROVE IT LOCALLY FOR A COUPLE OF MONTHS AND THEN SET OUT CROSS COUNTRY ON MAY 15TH. WE DROVE TO MASSACHUSETTS WITHOUT INCIDENT, THEN HEADED BACK WEST NEAR THE END OF JUNE. NO PROBLEMS UNTIL WE REACHED IDAHO, WHERE IT STARTED VI RATING AND MAKING CLUNKING G NOISES FROM THE REAR. WE BROUGHT IT IN TO ROGERS DODGE IN LEWISTON. THEIR SERVICE ADVISOR TEST-DRIVE IT AND SAID, YOU CAN'T DRIVE THIS CAR, IT'S UNSAFE!" THEY REMOVED THE REAR DRIVESHAFT AND DROVE IT AGAIN, NOTING THAT THE VIBRATION AND CLUNKING WERE GONE. THE CONCLUSION BEING THAT THE REAR DRIVESHAFT WAS BAD. THEY ATTEMPTED TO ORDER ONE BUT FOUND OUT DRIVESHAFTS WERE ON NATIONAL BACK/ORDER. THIS MADE ME SUSPICIOUS. THEY FINALLY FOUND ONE AND HAD IT INSTALLED ABOUT 1&1/2 WEEKS LATER. WE DROVE HOME. A WEEK OR SO AFTER THAT WE DROVE TO CALIFORNIA TO VISIT FAMILY. WE HAD ACCUMULATED ABOUT 2000MI SINCE THE NEW DRIVESHAFT WAS INSTALLED, WHEN IT STARTED CLUNKING AGAIN. WE BROUGHT IT IN TO LAKE ELSINORE CDJR AND THEY DIAGNOSED ANOTHER BAD DRIVESHAFT. THEY SUBMITTED IT TO CHRYSLER FOR WARRANTY REPAIR BUT CHRYSLER DECIDED THAT THE REPAIR IN IDAHO MUST HAVE BEEN DONE INCORRECTLY, THEREFORE NO WARRANTY. I OBJECTED TO THIS. ONCE AGAIN, THERE WAS A NATIONAL BACK ORDER ON THE DRIVESHAFTS. THIS TIME IT TOOK TWO WEEKS TO OBTAIN ONE. WHEN THEY INSTALLED IT, IT BROKE WHILE THEIR MECHANIC WAS TEST-DRIVING THE CAR. FROM THERE, THE DEALERSHIP HAD NO IDEA WHAT HAPPENED, SO FINALLY THEY HAD THEIR BODY SHOP LOOK AT IT. THE BODY SHOP MANAGER SAID THAT IT APPEARED THAT SOME MINOR DAMAGE HAD HAPPENED TO THE FRONT OF THE CAR AND WAS REPAIRED BEFORE WE BOUGHT IT. HOWEVER, HE COULDN'T EXPLAIN WHY IT BROKE THE DRIVESHAFT. I SPENT THE LAST 2+ WEEKS PLEADING WITH CHRYSLER CARE. NOW THEY TELL ME THE CHASSIS IS OFF BY 1/4" SO THEY CAN'T WARRANTY IT
NHTSA ODI #11140178
67,000 miles · Sep 18, 2018
Power Train
WAS DRIVING UP AN ENTRANCE RAMP TO GET ON A BUSY HIGHWAY AND ALL OF A SUDDEN THE CAR MADE A REVVING SOUND AND A POP. WASN'T SURE WHAT HAPPENED SO TRIED TO GO AND CAR WOULD NOT GO OVER 15MPH. WE PUT THE HAZARD LIGHTS ON AND MOVE IT OFF TO THE SIDE. WHEN WE STEPPED OUT OF THE VEHICLE THERE WAS A WEIRD SMELL AND FLUID WAS LEAKING O…
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WAS DRIVING UP AN ENTRANCE RAMP TO GET ON A BUSY HIGHWAY AND ALL OF A SUDDEN THE CAR MADE A REVVING SOUND AND A POP. WASN'T SURE WHAT HAPPENED SO TRIED TO GO AND CAR WOULD NOT GO OVER 15MPH. WE PUT THE HAZARD LIGHTS ON AND MOVE IT OFF TO THE SIDE. WHEN WE STEPPED OUT OF THE VEHICLE THERE WAS A WEIRD SMELL AND FLUID WAS LEAKING OUT OF THE BOTTOM. WE HAD TO DRIVE 15MPH TO GET HOME BECAUSE IT WOULD NOT GO OUT OF FIRST GEAR. TOWED THE CAR TO THE DEALERSHIP TO BE CHECKED OUT. TOOK THE DEALERSHIP FOUR DAYS TO LOOK AT IT AND COMES BACK AND SAYS IT NEEDS A NEW TRANSMISSION WE WILL PAY $2 GRAND AND YOU WILL NEED TO PAY $4 GRAND. I HAVE ONLY HAD THIS VEHICLE FOR TWO YEARS AND IT IS ONLY 7,000 MILES OVER WARRANTY. THEY NEVER CONTACTED FIAT/CHRYSLER SO WE HAD TO CALL THEM. WE CURRENTLY HAVE A CASE WITH THEM BUT THEY ARE TRYING EVERYTHING TO GET OUT OF OWNING UP TO HAVING A TRANSMISSION PROBLEM. IT HAS BEEN AT THE DEALERSHIP FOR TWO WEEKS AND WE WERE NEVER GIVEN A LOANER CAR. IF THIS WOULD HAVE HAPPENED AFTER WE WERE ALREADY ON THE FREEWAY WE COULD HAVE BEEN SLAMMED INTO FROM BEHIND. IT COULD HAVE BEEN A MAJOR WRECK WITH INJURIES. ALL FIAT/CHRYSLER IS WORRIED ABOUT IS OUR OIL CHANGE RECORDS BECAUSE WE DO IT OURSELVES INSTEAD OF PAYING THEM TO DO IT. OIL CHANGES HAVE ABSOLUTELY NOTHING TO DO WITH THE TRANSMISSION GOING OUT. THERE WAS NO WARNING OR ANYTHING.
NHTSA ODI #11130253
40,966 miles · Aug 29, 2018
Power Train
TL* THE CONTACT OWNS A 2016 JEEP GRAND CHEROKEE. WHILE THE VEHICLE WAS IN THE MIDDLE OF A BUSY INTERSECTION, THE MESSAGE "SHIFT TO PARK" SUDDENLY DISPLAYED AND THE VEHICLE WOULD NOT DRIVE. AFTER SEVERAL MINUTES, THE DRIVER WAS ABLE TO SHUT THE VEHICLE OFF. ONCE RESTARTED, THE VEHICLE OPERATED NORMALLY. GANLEY JEEP (161 W. GARFIE…
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TL* THE CONTACT OWNS A 2016 JEEP GRAND CHEROKEE. WHILE THE VEHICLE WAS IN THE MIDDLE OF A BUSY INTERSECTION, THE MESSAGE "SHIFT TO PARK" SUDDENLY DISPLAYED AND THE VEHICLE WOULD NOT DRIVE. AFTER SEVERAL MINUTES, THE DRIVER WAS ABLE TO SHUT THE VEHICLE OFF. ONCE RESTARTED, THE VEHICLE OPERATED NORMALLY. GANLEY JEEP (161 W. GARFIELD RD., AURORA, OH) WAS NOTIFIED, BUT THE MANUFACTURER WAS NOT. THE FAILURE WAS NOT DIAGNOSED OR REPAIRED. THE VIN WAS NOT AVAILABLE. THE FAILURE MILEAGE WAS 40,966.
NHTSA ODI #11123190
13,000 miles · Jul 7, 2018
Power TrainCrashInjury
IT WAS PARKED IN THE NERO ELLIE, I WAS IN A HURRY AND COULD NOT GET THE VEHICLE IN PARK SO I PUT IT INTO NEUTRAL, WENT AROUND BACK OPEN THE REAR GATE DOOR, THEN CLOSED IT, THEN AS I WENT TO GET BACK INTO THE JEEP AND OPEN THE DOOR TOUCHED THE STEERING WHEEL THE VEHICLE STARTED TO MOVE AND I FELL TO THE GROUND PINNED BETWEEN A GA…
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IT WAS PARKED IN THE NERO ELLIE, I WAS IN A HURRY AND COULD NOT GET THE VEHICLE IN PARK SO I PUT IT INTO NEUTRAL, WENT AROUND BACK OPEN THE REAR GATE DOOR, THEN CLOSED IT, THEN AS I WENT TO GET BACK INTO THE JEEP AND OPEN THE DOOR TOUCHED THE STEERING WHEEL THE VEHICLE STARTED TO MOVE AND I FELL TO THE GROUND PINNED BETWEEN A GARAGE AND THE DOOR. AFTER THE VEHICLE HAD MOVED BY ME, RUNNING OVER MY RIGHT SHOE, IT HIT A BUILDING, AND THEN I WAS ABLE TO SWING MY RIGHT LEG INTO THE COMPARTMENT AND PUT ON THE EMERGENCY BRAKE. THE VEHICLE STOPPED AND TO MY AMAZEMENT THE SHIFTER LEVER WAS IN DRIVE. NORMALLY ON THIS VEHICLE IF YOU PUT IT IN NEUTRAL AND GET OUT, YOU MUST PRESS THE BREAK AND HIT START TO SHIFT IT INTO GEAR. I CAME WITHIN ABOUT ONE SECOND OF DYING BY BEING CRUSHED BETWEEN THE GARAGE IN THE WHEELS. AT 64 I AM SERIOUSLY HURTING TONIGHT. IN READING ON THE WEB I SEE I AM NOT ALONE IN THIS OCCURRENCE, PLEASE DO SOMETHING IN THE WAY OF A RECALL AS I WOULD HATE TO SEE ANYONE HURT LIKE I WAS. THANK YOU.
NHTSA ODI #11110064
30,000 miles · May 8, 2018
Power Train
THE TRANSMISSION HESITATES FROM STOP BEFORE CONNECTING. EVERY TIME I SLOW DOWN TO STOP, THE TRANSMISSION SEEMS TO DO A DOUBLE DOWNSHIFT AND IT FEELS LIKE I AM GETTING HIT FROM BEHIND. ALSO, AT TIMES, THERE IS A LOUD CLUNKING SOUND WHEN ON AN INCLINE AND PUTTING VEHICLE INTO REVERSE. IT HAS CONTINUALLY GOTTEN WORSE OVER THE CO…
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THE TRANSMISSION HESITATES FROM STOP BEFORE CONNECTING. EVERY TIME I SLOW DOWN TO STOP, THE TRANSMISSION SEEMS TO DO A DOUBLE DOWNSHIFT AND IT FEELS LIKE I AM GETTING HIT FROM BEHIND. ALSO, AT TIMES, THERE IS A LOUD CLUNKING SOUND WHEN ON AN INCLINE AND PUTTING VEHICLE INTO REVERSE. IT HAS CONTINUALLY GOTTEN WORSE OVER THE COURSE OF 1 YEAR. I TOOK IT FOR SERVICE AND WAS TOLD THERE WAS NOTHING WRONG, BUT THEY UPDATED THE COMPUTER. NOW, THE PROBLEM IS EVEN WORSE. I AM TAKING IT BACK TODAY TO HAVE IT REEVALUATED.
NHTSA ODI #11092398
Official recalls
8Jun 8, 2023
Chrysler (FCA US, LLC) is recalling certain 2014-2019 Ram 1500 and 2014-2020 Jeep Grand Cherokee vehicles equipped with 3.0L Diesel engines. The crankshaft position sensor tone wheel may delaminate, causing the engine to lose its ability to synchronize the fuel injector pulses and cam shaft timing, possibly resulting in an engine stall.
Consequence & remedy
Consequence: An engine stall can increase the risk of a crash.
Remedy: Dealers will update the powertrain control module software to maintain vehicle propulsion, free of charge. Interim notification letters, notifying owners of the safety risk, were mailed August 3, 2023. Some owner notification letters were mailed October 31, 2023. The remaining owner notification letters will be mailed at a future date, anticipated July 2024. Owners may contact FCA US, LLC customer service at 1-800-853-1403. FCA US, LLC's number for this recall is 66A. This recall is an expansion of recall 20V-475.
Jun 9, 2022
Chrysler (FCA US, LLC) is recalling certain 2014-2020 Jeep Grand Cherokee, and 2014-2019 Ram 1500 vehicles equipped with 3.0L diesel engines. A high pressure fuel pump (HPFP) failure may introduce internal debris into the fuel system, potentially resulting in fuel starvation.
Consequence & remedy
Consequence: Fuel starvation may result in an unexpected loss of drive power, increasing the risk of a crash.
Remedy: Dealers will replace the HPFP, and inspect and replace, if necessary, additional fuel system components, free of charge. Interim notification letters informing owners of the safety risk were mailed July 21, 2022. Owner notification letters for were mailed for Jeep Grand Cherokee owners starting January 11, 2024. Owner notification letters for Ram 1500 owners were mailed March 7, 2024. Owners may contact FCA US, LLC customer service at 1-800-853-1403. FCA US, LLS's number for this recall is Z46.
Nov 12, 2020
Chrysler (FCA US LLC) is recalling certain 2014-2019 Jeep Grand Cherokee vehicles equipped with the 3.0L EcoDiesel engines. The Exhaust Gas Recirculation (EGR) cooler may crack and allow pre-heated vaporized coolant to enter the EGR system. This mixture may combust inside the intake manifold.
Consequence & remedy
Consequence: Combustion in the intake manifold can increase the risk of a fire.
Remedy: FCA US LLC will notify owners, and dealers will replace the EGR cooler, free of charge. Dealers will also inspect and, as necessary, replace the intake manifold. Parts are not currently available. Owners were mailed an interim notification on December 21, 2021. A second notification will be mailed when parts are available, currently expected to be around March 11, 2021. The recall began March 11, 2021. Owners may contact FCA US LLC customer service at 1-800-853-1403. FCA US LLC's number for this recall is W79.
Aug 13, 2020
Chrysler (FCA US LLC) is recalling certain 2014-2018 Ram 1500 and 2014-2016 Jeep Grand Cherokee vehicles equipped with 3.0L diesel engines. The crankshaft position sensor tone wheel may delaminate causing the engine to lose its ability to synchronize the fuel injector pulses and cam shaft timing, possibly resulting in an engine stall.
Consequence & remedy
Consequence: An engine stall can increase the risk of a crash.
Remedy: FCA US will notify owners, and dealers will update the powertrain control module software to maintain vehicle propulsion by reading the camshaft position signal in the event that the crankshaft position signal is lost, free of charge. Owner notification letters were mailed on May 13, 2021. Owners may contact FCA US customer service at 1-800-853-2002. FCA US's number for this recall is W58.
May 17, 2018
Chrysler (FCA US LLC) is recalling certain 2014-2018 Dodge Journey, Charger and Durango, RAM 2500, 3500, 3500 Cab Chassis (more than 10,000lb), 4500 Cab Chassis and 5500 Cab Chassis, Jeep Cherokee and Grand Cherokee and Chrysler 300, 2014-2019 RAM 1500, 2015-2018 Dodge Challenger, 2015-2017 Chrysler 200, 2016-2018 RAM 3500 Cab Chassis (less than 10,000 lb), 2017-2018 Chrysler Pacifica and 2018 Jeep Wrangler vehicles. These vehicles are being recalled to address a defect that could prevent the cruise control system from disengaging. If, when using cruise control, there is a short circuit within the vehicle's wiring, the driver may not be able to shut off the cruise control either by depressing the brake pedal or manually turning the system off once it has been engaged, resulting in either the vehicle maintaining its current speed or possibly accelerating.
Consequence & remedy
Consequence: If the vehicle maintains its speed or accelerates despite attempts to deactivate the cruise control, there would be an increased risk of a crash.
Remedy: Chrysler will notify owners, and dealers will inspect the software, and perform a software flash on the engine or powertrain control module, free of charge. The recall began June 4, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Note: Owners are advised to stop using cruise control until the software update has been performed. In the event that cruise control cannot be disengaged while driving, owners should firmly and steadily apply the brakes and shift the transmission to neutral, placing the vehicle in park once it has stopped.
Additional source detail variants (3)
Electrical System:software
Chrysler (FCA US LLC) is recalling certain 2014-2018 Dodge Journey, Charger and Durango, RAM 2500, 3500, 3500 Cab Chassis (more than 10,000lb), 4500 Cab Chassis and 5500 Cab Chassis, Jeep Cherokee and Grand Cherokee and Chrysler 300, 2014-2019 RAM 1500, 2015-2018 Dodge Challenger, 2015-2017 Chrysler 200, 2016-2018 RAM 3500 Cab Chassis (less than 10,000 lb), 2017-2018 Chrysler Pacifica and 2018 Jeep Wrangler vehicles. These vehicles are being recalled to address a defect that could prevent the cruise control system from disengaging. If, when using cruise control, there is a short circuit within the vehicle's wiring, the driver may not be able to shut off the cruise control either by depressing the brake pedal or manually turning the system off once it has been engaged, resulting in either the vehicle maintaining its current speed or possibly accelerating.
Consequence: If the vehicle maintains its speed or accelerates despite attempts to deactivate the cruise control, there would be an increased risk of a crash.
Remedy: Chrysler will notify owners, and dealers will inspect the software, and perform a software flash on the engine or powertrain control module, free of charge. The recall began June 4, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Note: Owners are advised to stop using cruise control until the software update has been performed. In the event that cruise control cannot be disengaged while driving, owners should firmly and steadily apply the brakes and shift the transmission to neutral, placing the vehicle in park once it has stopped.
Vehicle Speed Control:cruise Control
Chrysler (FCA US LLC) is recalling certain 2014-2018 Dodge Journey, Charger and Durango, RAM 2500, 3500, 3500 Cab Chassis (more than 10,000lb), 4500 Cab Chassis and 5500 Cab Chassis, Jeep Cherokee and Grand Cherokee and Chrysler 300, 2014-2019 RAM 1500, 2015-2018 Dodge Challenger, 2015-2017 Chrysler 200, 2016-2018 RAM 3500 Cab Chassis (less than 10,000 lb), 2017-2018 Chrysler Pacifica and 2018 Jeep Wrangler vehicles. These vehicles are being recalled to address a defect that could prevent the cruise control system from disengaging. If, when using cruise control, there is a short circuit within the vehicle's wiring, the driver may not be able to shut off the cruise control either by depressing the brake pedal or manually turning the system off once it has been engaged, resulting in either the vehicle maintaining its current speed or possibly accelerating.
Consequence: If the vehicle maintains its speed or accelerates despite attempts to deactivate the cruise control, there would be an increased risk of a crash.
Remedy: Chrysler will notify owners, and dealers will inspect the software, and perform a software flash on the engine or powertrain control module, free of charge. The recall began June 4, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Note: Owners are advised to stop using cruise control until the software update has been performed. In the event that cruise control cannot be disengaged while driving, owners should firmly and steadily apply the brakes and shift the transmission to neutral, placing the vehicle in park once it has stopped.
Electrical System:wiring
Chrysler (FCA US LLC) is recalling certain 2014-2018 Dodge Journey, Charger and Durango, RAM 2500, 3500, 3500 Cab Chassis (more than 10,000lb), 4500 Cab Chassis and 5500 Cab Chassis, Jeep Cherokee and Grand Cherokee and Chrysler 300, 2014-2019 RAM 1500, 2015-2018 Dodge Challenger, 2015-2017 Chrysler 200, 2016-2018 RAM 3500 Cab Chassis (less than 10,000 lb), 2017-2018 Chrysler Pacifica and 2018 Jeep Wrangler vehicles. These vehicles are being recalled to address a defect that could prevent the cruise control system from disengaging. If, when using cruise control, there is a short circuit within the vehicle's wiring, the driver may not be able to shut off the cruise control either by depressing the brake pedal or manually turning the system off once it has been engaged, resulting in either the vehicle maintaining its current speed or possibly accelerating.
Consequence: If the vehicle maintains its speed or accelerates despite attempts to deactivate the cruise control, there would be an increased risk of a crash.
Remedy: Chrysler will notify owners, and dealers will inspect the software, and perform a software flash on the engine or powertrain control module, free of charge. The recall began June 4, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Note: Owners are advised to stop using cruise control until the software update has been performed. In the event that cruise control cannot be disengaged while driving, owners should firmly and steadily apply the brakes and shift the transmission to neutral, placing the vehicle in park once it has stopped.
Nov 10, 2016
Chrysler (FCA US LLC) is recalling certain model year 2016 Dodge Durango and Jeep Grand Cherokee vehicles manufactured February 10, 2016, to April 28, 2016 and equipped with a 3.6L engine built at the Saltillo engine plant. During the assembly of the engine, the fuel rail crossover tube may have been damaged, which, over time, may result in a fuel leak.
Consequence & remedy
Consequence: A fuel leak in the presence of an ignition source, can increase the risk of a fire.
Remedy: Chrysler will notify owners, and dealers will inspect the engine assembly for damage to the fuel rail crossover tube, replacing it as necessary, free of charge. The recall began on December 23, 2016. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S85.
Apr 27, 2016
Chrysler (FCA US LLC) is recalling certain model year 2016 Jeep Grand Cherokee vehicles manufactured May 15, 2015 to February 19, 2016. The brake transmission shift interlock solenoid may have a loose electrical connection which could result in a loss of solenoid function.
Consequence & remedy
Consequence: If the solenoid loses function, the transmission may lock in the Park or Neutral position when the vehicle comes to a stop, possibly rendering the vehicle disabled in traffic, increasing the risk of a crash.
Remedy: Chrysler will notify owners, and dealers will replace the shifter assembly, free of charge. The recall began on May 27, 2016. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S28.
Additional source detail variants (2)
Exterior Lighting:brake Lights:switch
Chrysler (FCA US LLC) is recalling certain model year 2016 Jeep Grand Cherokee vehicles manufactured May 15, 2015 to February 19, 2016. The brake transmission shift interlock solenoid may have a loose electrical connection which could result in a loss of solenoid function.
Consequence: If the solenoid loses function, the transmission may lock in the Park or Neutral position when the vehicle comes to a stop, possibly rendering the vehicle disabled in traffic, increasing the risk of a crash.
Remedy: Chrysler will notify owners, and dealers will replace the shifter assembly, free of charge. The recall began on May 27, 2016. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S28.
Power Train:automatic Transmission:park/neutral Start Interlock Switch
Chrysler (FCA US LLC) is recalling certain model year 2016 Jeep Grand Cherokee vehicles manufactured May 15, 2015 to February 19, 2016. The brake transmission shift interlock solenoid may have a loose electrical connection which could result in a loss of solenoid function.
Consequence: If the solenoid loses function, the transmission may lock in the Park or Neutral position when the vehicle comes to a stop, possibly rendering the vehicle disabled in traffic, increasing the risk of a crash.
Remedy: Chrysler will notify owners, and dealers will replace the shifter assembly, free of charge. The recall began on May 27, 2016. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S28.
Mar 23, 2016
Chrysler (FCA US LLC) is recalling certain model year 2015-2016 Jeep Grand Cherokee and Dodge Durango vehicles manufactured December 9, 2015, to January 14, 2016. In the affected vehicles, the left front brake caliper may crack due to being made from an incorrect material.
Consequence & remedy
Consequence: A cracked brake caliper may lengthen the distance needed to stop the vehicle and increase the risk of a crash.
Remedy: Chrysler will notify owners, and dealers will inspect the front left brake caliper and depending on its casting date, replace it, free of charge. The recall is expected to begin on May 12, 2016. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S16.
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
3EA23001 · High Pressure Fuel Pump Failure
Opened Mar 17, 2023 · No close date supplied
Status: open (inferred from source dates) · Fuel System, Diesel:delivery:fuel Pump
The Office of Defects Investigation (ODI) opened PE21-021 on October 14, 2021, to investigate incidents alleging a stall/loss of motive power as a result of high-pressure fuel pump failures in certain model year (MY) 2019-2020 Ram 2500, 3500, 4500, and 5500 heavy duty trucks equipped with 6.7L Cummins turbodiesel engines. During the investigation, ODI sought to determine if the related defect allegation was limited in scope to the recalled population. After review of information request response materials from both FCA and BMW, NHTSA determined that sufficient information to identify a comprehensive recall population could not be produced by FCA and BMW.During the investigation FCA filed recalls 22V406, 22E048, 22V767, and 22E087 which include vehicles not identified in the initial subject population by ODI. ODI also received recall 21V586, involving loss of motive power due to failed CP4 fuel pumps on certain BMW manufactured vehicles. An information request letter response received from BMW indicated that failed pumps on their vehicles were caused by an interaction between pump internal components and US market diesel fuel, leading to increased slip and eventual particle-generating wear surface. Additional work will be done to identify whether a similar root cause is associated with the FCA recalled population and if similar wear dynamics occur on pumps supplied to vehicle manufacturers other than those included in the recalled population.ODI has upgraded this investigation to an EA in order to 1) determine engineering specifications of internal pump components that are correlated with pump failure leading to loss of motive power or other safety related hazards, 2) identify vehicle populations equipped with alleged defective pump variants, 3) assess if vehicles equipped with alleged defective pump variants result in an unreasonable risk to motor vehicle safety and 4) gather and review any other relevant information related to high pressure fuel pump failure associated with the subject populations of recalls 21V586, 21V880, 21E094, 22V406, 22E048, 22V767, and 22E087.Review of the above information will allow NHTSA to confirm root cause and recall remedy viability, and identify and evaluate vehicle populations equipped with pump components that may pose an unreasonable risk to motor vehicle safety.The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID using the following complaint identification numbers: 11257550, 11351441, 11361603, 11361616, 11365300, 11365426, 11365858, 11366401, 11372337, 11373793, 11374797, 11376793, 11377871, 11378173, 11384377, 11386063, 11387018, 11399710, 11402550, 11415339, 11418868, 11418870, 11427075, 11434276, 11436807, 11437226, 11437249, 11437273, 11437292, 11437294, 11437394, 11437399, 11437403, 11437405, 11437423, 11437528, 11437565, 11437579, 11437580, 11437590, 11437679, 11437744, 11437781, 11437842, 11437993, 11438006, 11438008, 11438121, 11438138, 11438155, 11438392, 11438629, 11439359, 11439879, 11440397, 11443030, 11446542, 11448163, 11453556, 11458918, 11460558, 11469337
EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
PE19014 · Active Head Rest Inadvertent Deployment
Opened Sep 9, 2019 · Closed Feb 25, 2026
Status: closed (inferred from source dates) · Seats; Seats:front Assembly:head Restraint
The Office of Defects Investigation (ODI) opened PE19014 on September 9, 2019, to investigate 128 consumer complaints alleging that the Active Head Rest (AHR) inadvertently deployed without the occurrence of a crash or other rear impact event in model year (MY) 2014 Jeep Grand Cherokee and Dodge Durango vehicles.When ODI opened the investigation, ODI was aware of thirteen alleged injuries.A small number of Early Warning Reports identified driver and/or passenger front seat AHR inadvertent deployments without a rear impact event.Reported safety consequences resulting from the AHR deployments include concussions, headaches, soft tissue injuries, disorientation, nausea, vomiting and/or loss of vehicle control as a result of being surprised and distracted by being struck in the head by the inadvertent AHR deployment. On September 24, 2019, ODI sent an Information Request (IR) letter to Fiat Chrysler Automobiles (FCA).ODI requested certain detailed information from FCA related to the following subject vehicles: MY 2010-2014 Dodge Avenger 200, MY 2010-2014 Dodge Calber, MY 2010-2014 Chrysler Sebring, MY 2013-2015 Ram Tradesman, MY 2012 Ram Van, MY 2010-2019 Dodge Grand Caravan, MY 2010-2016 Chrysler Town and Country, MY 2010-2017 Jeep Compass, MY 2011-2020 Dodge Durango, MY 2011-2020 Jeep Grand Cherokee, MY 2010-2019 Dodge Journey, MY 2010-2012 Jeep Liberty, MY 2010-2011 Jeep Nitro, and MY 2010-2011 Jeep Patriot vehicles.On December 2, 2019, ODI received a response from FCA that included vehicle production data, consumer complaints, field reports, warranty claims, manufacturer actions, production changes, and other data related to the alleged defect from the start of production (2010) through September 24, 2019.On January 27, 2020, ODI received an update to the December 2, 2019, IR response from FCA.On September 22, 2020, ODI requested additional subject vehicle AHR information from FCA.ODI received FCA's response on October 21, 2020.ODI subsequently received an update to FCA's October 21, 2020, response on February 16, 2021.During the investigation, ODI requested updates to certain IR questions on two occasions.FCA provided updates to question #2 on March 5, 2021, and questions #2 and #5 on May 26, 2023. FCA’s IR response data identified approximately 7.5 million subject vehicles (with approximately 15 million AHR assemblies).Due to the large number of vehicles and failure reports, ODI focused its analysis on the FCA vehicle model with the highest failure rate to represent the worst-case scenario.For this purpose, ODI focused on MY 2012-2015 Jeep Grand Cherokee vehicles for its analysis.This population includes 710,890 vehicles that FCA manufactured between August 19, 2011, and August 8, 2015.ODI identified 2,839 alleged AHR failures within this limited population.ODI identified 263 alleged injuries that were caused by AHR failures in MY 2012-2015 Grand Cherokees vehicles.Of these alleged injuries, ODI categorized them as eighty-two (82) soft tissue (neck/whiplash, bruise) injuries, four (4) concussions, fifty-nine (59) headaches, and one hundred eighteen (118) without a specific injury description.Although complainants have alleged injuries, ODI has been unable to obtain evidence to substantiate or validate any injuries where medical treatment was required.Consumer outreach was conducted by ODI, where sixty-three (63) FCA complainants with alleged injuries were contacted.Twelve of the sixty-three FCA consumers responded and were interviewed by ODI.ODI requested medical records, however, only one response was provided. Attorneys representing the responding complainant provided a synopsis that indicated they had experienced prior neck-related injuries dating to the mid-1990s.ODI also contacted one hundred (100) consumers who submitted Vehicle Owner Questionnaires (VOQ) in an attempt to validate alleged injuries. Despite the efforts of ODI, the office has been unsuccessful at obtaining substantive documentation/evidence supporting complaints that allege serious injuries (where pre-existing medical conditions did not already exist). In addition to the low severity of alleged injuries caused by AHR deployments, there have been eleven alleged crashes and two alleged lane departures within the entire subject vehicle population that has been in the field up to sixteen years (with over 8,500 AHR inadvertent deployments).ODI was not able to validate that the alleged crashes were the result of inadvertent head rest deployments, and the crashes were minor in nature. ODI has conducted a thorough investigation of the alleged safety defect and with up to sixteen years of exposure for some vehicles and over 8,500 inadvertent AHR deployments, no serious crashes or injuries could be validated in the sub-population of focus.The lack of serious injuries validated by ODI with such large period of field exposure is consistent with thework done by NHTSA’s Human Injury Research Division and the Biodynamic Research Corporation, which support that an inadvertent AHR deployment is not likely to cause serious injury.In addition to the low risk of injury, FCA released an extended warranty program that covers inadvertent AHR deployment for ten years / unlimited mileage from the vehicle's in-service date. PE19014 is closed with the FCA extended warranty program.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist, and the Agency reserves the right to take additional action if warranted by new circumstances. To review a complete closing summary, please the attached closing report. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.
Additional source detail variants (2)
Seats
The Office of Defects Investigation (ODI) opened PE19014 on September 9, 2019, to investigate 128 consumer complaints alleging that the Active Head Rest (AHR) inadvertently deployed without the occurrence of a crash or other rear impact event in model year (MY) 2014 Jeep Grand Cherokee and Dodge Durango vehicles.When ODI opened the investigation, ODI was aware of thirteen alleged injuries.A small number of Early Warning Reports identified driver and/or passenger front seat AHR inadvertent deployments without a rear impact event.Reported safety consequences resulting from the AHR deployments include concussions, headaches, soft tissue injuries, disorientation, nausea, vomiting and/or loss of vehicle control as a result of being surprised and distracted by being struck in the head by the inadvertent AHR deployment. On September 24, 2019, ODI sent an Information Request (IR) letter to Fiat Chrysler Automobiles (FCA).ODI requested certain detailed information from FCA related to the following subject vehicles: MY 2010-2014 Dodge Avenger 200, MY 2010-2014 Dodge Calber, MY 2010-2014 Chrysler Sebring, MY 2013-2015 Ram Tradesman, MY 2012 Ram Van, MY 2010-2019 Dodge Grand Caravan, MY 2010-2016 Chrysler Town and Country, MY 2010-2017 Jeep Compass, MY 2011-2020 Dodge Durango, MY 2011-2020 Jeep Grand Cherokee, MY 2010-2019 Dodge Journey, MY 2010-2012 Jeep Liberty, MY 2010-2011 Jeep Nitro, and MY 2010-2011 Jeep Patriot vehicles.On December 2, 2019, ODI received a response from FCA that included vehicle production data, consumer complaints, field reports, warranty claims, manufacturer actions, production changes, and other data related to the alleged defect from the start of production (2010) through September 24, 2019.On January 27, 2020, ODI received an update to the December 2, 2019, IR response from FCA.On September 22, 2020, ODI requested additional subject vehicle AHR information from FCA.ODI received FCA's response on October 21, 2020.ODI subsequently received an update to FCA's October 21, 2020, response on February 16, 2021.During the investigation, ODI requested updates to certain IR questions on two occasions.FCA provided updates to question #2 on March 5, 2021, and questions #2 and #5 on May 26, 2023. FCA’s IR response data identified approximately 7.5 million subject vehicles (with approximately 15 million AHR assemblies).Due to the large number of vehicles and failure reports, ODI focused its analysis on the FCA vehicle model with the highest failure rate to represent the worst-case scenario.For this purpose, ODI focused on MY 2012-2015 Jeep Grand Cherokee vehicles for its analysis.This population includes 710,890 vehicles that FCA manufactured between August 19, 2011, and August 8, 2015.ODI identified 2,839 alleged AHR failures within this limited population.ODI identified 263 alleged injuries that were caused by AHR failures in MY 2012-2015 Grand Cherokees vehicles.Of these alleged injuries, ODI categorized them as eighty-two (82) soft tissue (neck/whiplash, bruise) injuries, four (4) concussions, fifty-nine (59) headaches, and one hundred eighteen (118) without a specific injury description.Although complainants have alleged injuries, ODI has been unable to obtain evidence to substantiate or validate any injuries where medical treatment was required.Consumer outreach was conducted by ODI, where sixty-three (63) FCA complainants with alleged injuries were contacted.Twelve of the sixty-three FCA consumers responded and were interviewed by ODI.ODI requested medical records, however, only one response was provided. Attorneys representing the responding complainant provided a synopsis that indicated they had experienced prior neck-related injuries dating to the mid-1990s.ODI also contacted one hundred (100) consumers who submitted Vehicle Owner Questionnaires (VOQ) in an attempt to validate alleged injuries. Despite the efforts of ODI, the office has been unsuccessful at obtaining substantive documentation/evidence supporting complaints that allege serious injuries (where pre-existing medical conditions did not already exist). In addition to the low severity of alleged injuries caused by AHR deployments, there have been eleven alleged crashes and two alleged lane departures within the entire subject vehicle population that has been in the field up to sixteen years (with over 8,500 AHR inadvertent deployments).ODI was not able to validate that the alleged crashes were the result of inadvertent head rest deployments, and the crashes were minor in nature. ODI has conducted a thorough investigation of the alleged safety defect and with up to sixteen years of exposure for some vehicles and over 8,500 inadvertent AHR deployments, no serious crashes or injuries could be validated in the sub-population of focus.The lack of serious injuries validated by ODI with such large period of field exposure is consistent with thework done by NHTSA’s Human Injury Research Division and the Biodynamic Research Corporation, which support that an inadvertent AHR deployment is not likely to cause serious injury.In addition to the low risk of injury, FCA released an extended warranty program that covers inadvertent AHR deployment for ten years / unlimited mileage from the vehicle's in-service date. PE19014 is closed with the FCA extended warranty program.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist, and the Agency reserves the right to take additional action if warranted by new circumstances. To review a complete closing summary, please the attached closing report. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.
Seats:front Assembly:head Restraint
The Office of Defects Investigation (ODI) opened PE19014 on September 9, 2019, to investigate 128 consumer complaints alleging that the Active Head Rest (AHR) inadvertently deployed without the occurrence of a crash or other rear impact event in model year (MY) 2014 Jeep Grand Cherokee and Dodge Durango vehicles.When ODI opened the investigation, ODI was aware of thirteen alleged injuries.A small number of Early Warning Reports identified driver and/or passenger front seat AHR inadvertent deployments without a rear impact event.Reported safety consequences resulting from the AHR deployments include concussions, headaches, soft tissue injuries, disorientation, nausea, vomiting and/or loss of vehicle control as a result of being surprised and distracted by being struck in the head by the inadvertent AHR deployment. On September 24, 2019, ODI sent an Information Request (IR) letter to Fiat Chrysler Automobiles (FCA).ODI requested certain detailed information from FCA related to the following subject vehicles: MY 2010-2014 Dodge Avenger 200, MY 2010-2014 Dodge Calber, MY 2010-2014 Chrysler Sebring, MY 2013-2015 Ram Tradesman, MY 2012 Ram Van, MY 2010-2019 Dodge Grand Caravan, MY 2010-2016 Chrysler Town and Country, MY 2010-2017 Jeep Compass, MY 2011-2020 Dodge Durango, MY 2011-2020 Jeep Grand Cherokee, MY 2010-2019 Dodge Journey, MY 2010-2012 Jeep Liberty, MY 2010-2011 Jeep Nitro, and MY 2010-2011 Jeep Patriot vehicles.On December 2, 2019, ODI received a response from FCA that included vehicle production data, consumer complaints, field reports, warranty claims, manufacturer actions, production changes, and other data related to the alleged defect from the start of production (2010) through September 24, 2019.On January 27, 2020, ODI received an update to the December 2, 2019, IR response from FCA.On September 22, 2020, ODI requested additional subject vehicle AHR information from FCA.ODI received FCA's response on October 21, 2020.ODI subsequently received an update to FCA's October 21, 2020, response on February 16, 2021.During the investigation, ODI requested updates to certain IR questions on two occasions.FCA provided updates to question #2 on March 5, 2021, and questions #2 and #5 on May 26, 2023. FCA’s IR response data identified approximately 7.5 million subject vehicles (with approximately 15 million AHR assemblies).Due to the large number of vehicles and failure reports, ODI focused its analysis on the FCA vehicle model with the highest failure rate to represent the worst-case scenario.For this purpose, ODI focused on MY 2012-2015 Jeep Grand Cherokee vehicles for its analysis.This population includes 710,890 vehicles that FCA manufactured between August 19, 2011, and August 8, 2015.ODI identified 2,839 alleged AHR failures within this limited population.ODI identified 263 alleged injuries that were caused by AHR failures in MY 2012-2015 Grand Cherokees vehicles.Of these alleged injuries, ODI categorized them as eighty-two (82) soft tissue (neck/whiplash, bruise) injuries, four (4) concussions, fifty-nine (59) headaches, and one hundred eighteen (118) without a specific injury description.Although complainants have alleged injuries, ODI has been unable to obtain evidence to substantiate or validate any injuries where medical treatment was required.Consumer outreach was conducted by ODI, where sixty-three (63) FCA complainants with alleged injuries were contacted.Twelve of the sixty-three FCA consumers responded and were interviewed by ODI.ODI requested medical records, however, only one response was provided. Attorneys representing the responding complainant provided a synopsis that indicated they had experienced prior neck-related injuries dating to the mid-1990s.ODI also contacted one hundred (100) consumers who submitted Vehicle Owner Questionnaires (VOQ) in an attempt to validate alleged injuries. Despite the efforts of ODI, the office has been unsuccessful at obtaining substantive documentation/evidence supporting complaints that allege serious injuries (where pre-existing medical conditions did not already exist). In addition to the low severity of alleged injuries caused by AHR deployments, there have been eleven alleged crashes and two alleged lane departures within the entire subject vehicle population that has been in the field up to sixteen years (with over 8,500 AHR inadvertent deployments).ODI was not able to validate that the alleged crashes were the result of inadvertent head rest deployments, and the crashes were minor in nature. ODI has conducted a thorough investigation of the alleged safety defect and with up to sixteen years of exposure for some vehicles and over 8,500 inadvertent AHR deployments, no serious crashes or injuries could be validated in the sub-population of focus.The lack of serious injuries validated by ODI with such large period of field exposure is consistent with thework done by NHTSA’s Human Injury Research Division and the Biodynamic Research Corporation, which support that an inadvertent AHR deployment is not likely to cause serious injury.In addition to the low risk of injury, FCA released an extended warranty program that covers inadvertent AHR deployment for ten years / unlimited mileage from the vehicle's in-service date. PE19014 is closed with the FCA extended warranty program.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist, and the Agency reserves the right to take additional action if warranted by new circumstances. To review a complete closing summary, please the attached closing report. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.
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