NHTSA owner reports · September 18, 2026 snapshot.
Fuel/propulsion System complaints
86 reportsClear category filterMileage unknown · Jan 11, 2023
EngineFuel/propulsion System
I cannot put gas in my car, continuously shuts off and spits fuel back out like its full. It takes about 20 minutes to get enough gas in it to feel like I can drive a little distance without worrying I will run out since It always acts as if its full. It also seems as if it wants to stall out at times and I just give it more ga…
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I cannot put gas in my car, continuously shuts off and spits fuel back out like its full. It takes about 20 minutes to get enough gas in it to feel like I can drive a little distance without worrying I will run out since It always acts as if its full. It also seems as if it wants to stall out at times and I just give it more gas. I have had this car for a few months now and Im scared its going to stall and cause an accident. Having a difficult time with getting someone to work on it, codes will not diagnose. After reading I saw this had recalls in the past. Should this car have been recalled?
NHTSA ODI #11501299
Mileage unknown · May 29, 2022
EngineFuel/propulsion SystemUnknown Or Other
Ah- yes, The absolute most weirdest thing about this jeep. When putting the recommended 87 gas in the tank, it loses acceleration power. The manual that came with it (which i cant seem to find) stated 85. Did I think THAT was weird? Yes! It's a truck, kinda heavy, but it is a 4 cylinder- so ok jeep. That manual, however, was no…
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Ah- yes, The absolute most weirdest thing about this jeep. When putting the recommended 87 gas in the tank, it loses acceleration power. The manual that came with it (which i cant seem to find) stated 85. Did I think THAT was weird? Yes! It's a truck, kinda heavy, but it is a 4 cylinder- so ok jeep. That manual, however, was not very thorough, so I purchased one. That one stated 87. Put 87 in it. Nope. Boomerang only takes 85. When 87 is put in, it loses acceleration power and won't go above 35 mph. The issue always seemed to resolve on its own. Not sure why, and I didn't put much thought into it. Every now and then I would try 87, same thing happened. This happened about 4 or 5 times under my ownership. I mentioned this several times at regular maintenance and oil changes. No one had much to say about it other than that was weird. Agreed. Aside from the issues mentioned in complaints 11466577 11466544 11466583 It ran fine. I never considered it as disrupting my driving needs. I'm pretty much a city driver. Jobs close by. Groceries. Some trips out of town and to the mountains. Never towed anything on it. So now, thinking back to when I fixed the engine throttle and was told that would be a recurring theme because it's a patriot- ok, something's bound to happen, it's almost a ten year old car (at the time). The jeep gave me something to tinker on- no biggie. But not a whole blown engine at 104k, that's for sure. And the combined issues started nagging at me. But it was after covid happened, I was driving considerably less, and that concern quickly subsided. 3-4 months later, fixed oil pan gasket. 2-3 months after that, engine blew. Lastly, unless I remember something else- over the years I've seen numerous jeep patriots on the side of the highway (looked like about the same year, make model)- and I always wondered what kind of issues they had. My engine never literally stalled out until last year. Weird? Yes.
NHTSA ODI #11466603
Mileage unknown · May 29, 2022
EngineFuel/propulsion SystemUnknown Or Other
Ah... yes. And the most absolute weirdest thing of all about this jeep- The manual that came with the jeep (which i cant seem to find) stated 85 gas is recommended. Did I think THAT was weird? YES! It's a truck. Kinda heavy... didn't expect 85 gas. But it's a 4cylinder, so ok. That manual was also not very thorough, for lack o…
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Ah... yes. And the most absolute weirdest thing of all about this jeep- The manual that came with the jeep (which i cant seem to find) stated 85 gas is recommended. Did I think THAT was weird? YES! It's a truck. Kinda heavy... didn't expect 85 gas. But it's a 4cylinder, so ok. That manual was also not very thorough, for lack of a better term, so I purchased one. That manual stated 87. Put 87 in it. The jeep lost acceleration power. Couldn't get above 35mph. Boomerang only takes 85. Weird. Didn't put too much thought into it. If I remember correctly, this issue always resolved on its own somehow. Not sure why. Anyhow. That has happened about 4 or 5 times under my ownership. Every now and again, after regular maintenance, I would kind of check it, to see. On several occasions, when i took it in for regular oil changes, i'd mention that issue, no one had anything to say about it. Other than it was weird. Agreed. Aside from the issues mentioned in complaints 11466583 11466544 11466577 It ran fine. I never considered those issues as disrupting my driving needs. I'm pretty much a city driver. Jobs were close by. Groceries. Occasional mountain and hiking trips- drives out of town, never towed anything. Thinking back to when I fixed my engine throttle and was told that would probably be a recurring theme, bc it's a patriot, that whole gas thing really started nagging at me. Ok, jeep gave me something to tinker on. No biggie. It's almost a 10 year old car. Something's bound to happen. Uh- but not a whole blown engine, that's for sure. This was, however, within the first year of covid, and i was driving considerably less, so that concern subsided. 3-4 months later, fixed oil pan gasket. 2-3 months after that, engine blew. Lastly, unless I remember something else- Over the years I've seen numerous patriots on the side of the highway and wondered what kinds of issues they had. Weird? Yes. My engine literally never stalled out until last year. I must've been something right.
NHTSA ODI #11466599
Mileage unknown · May 29, 2022
EngineFuel/propulsion SystemUnknown Or Other
Along with complaints 11466544 11466577 I want to add that I bought this car in November 2015. The engine blew in May 2021 with 104k miles. Not at all what would expect from a 2010+ model vehicle. And another thing .... I'm used to needing more regular tune ups. So, once a year -ish... I'd take the jeep in for spark plug repla…
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Along with complaints 11466544 11466577 I want to add that I bought this car in November 2015. The engine blew in May 2021 with 104k miles. Not at all what would expect from a 2010+ model vehicle. And another thing .... I'm used to needing more regular tune ups. So, once a year -ish... I'd take the jeep in for spark plug replacement, etc. Well, when I switched to the other brkes plus closer to my home, the tech told me that's not required for this jeep. We actually kind of got into it. But, we're able to amicably come to agreement. Anyways, the other brakes plus did so without argument, at least twice. After me and dude from brakes plus had our Lil tiff... I reevaluated my owners manual, and confirmed the spark plug thing. He was right. But one thing I always found odd... was that transmission fluid replacement was not recommended untilb130,000. Did I find that odd?? YES! Because I've was an oil tech at one point in my life. BUT! If that's what the manual says... who am i to argue with that? I mention this because that was one of the things I saw when perusing over recalls, etc. A reviewer recommended to not wait until the manual's recommendation. Who was this person? IDK. Is this accurate? The 130k thing? Because when I got into my "argument" at brakes plus, my exact verbiage was I'm here for a tune up, I'm here to get done whatever needs to get done on this car. If manufacturer information is incorrect, that's a problem. I've had 2 cars repossessed. It was extremely important to me to maintain this vehicle and pay it off. I do have a little bit of a fondness for working on engines. No, I have not done anything to this engine myself. I know this isn't some top of a model line car, but it seemed like the perfect kind of engine to tinker on someday. But not at 104,000 miles. Not on a well maintained vehicle. I would also think that if the manual recommends 120000k trannie fluid replacement for the first time that the engine would last at least until then? Lol.
NHTSA ODI #11466583
Mileage unknown · May 29, 2022
EngineFuel/propulsion SystemUnknown Or Other
I submitted a form yesterday and forgot to mention that there have been a few other odd things about the jeep which I'm not sure how to explain. 1. There has, since day 1 of my purchase, test drive, etc, always been some weird whistling sound when driving. Very light, like the kind of whistle made with just your tongue at the …
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I submitted a form yesterday and forgot to mention that there have been a few other odd things about the jeep which I'm not sure how to explain. 1. There has, since day 1 of my purchase, test drive, etc, always been some weird whistling sound when driving. Very light, like the kind of whistle made with just your tongue at the roof of the mouth. Not a "full" whistle sound. 2. When going uphill, the engine squeals. And honestly has poor acceleration uphill in general. Very poor. But I thought it was how this make and model is. 4 cylinders aren't known for their awesome power and speed, after all. 3. Occasionally, the jeep "tugs"? Seemingly like how manuals switch between gears, but mine is an automatic. It does so unprovoked, not by my using the cvt option, randomly, at any speed. 4. Occasionally there would be a "dropping" kind of sound. Can't remember any particular details about that, but I think it may have happened more in the summer months. Again. All of these things, other than the last, had always been happening. I attributed it to make and model idiosyncrasies. I have noticed other recall issues listed with this jeep that I glanced over, did not read them. Just so you know. But, after my engine went out, it made me reconsider all of these "odd" things that are probably connected. Oh yeah... Also... 5. I had to replace my engine throttle, supposedly brakes plus says it's also "normal" for this model. 6. My engine blew very shortly after an oil pan gasket fix, which I put off for a while. Makes me think there's a pressure problem with the engine in general, when combined with the other "symptoms", on hindsight. Like I said, I was an oil tech for Jiffy Lube, i am not a mechanic. But this experience may have taught me a thing or two about suspicious auto mechanisms.
NHTSA ODI #11466577
Mileage unknown · May 28, 2022
EngineFuel/propulsion SystemUnknown Or Other
Something is wrong with the engine. I was told the engine is blown. I've maintained my vehicle and completed recommended repairs by Brakes Plus. I'd like to mention that as a former lube tech for Jiffy Lube, I am familiar with oil top offs. Naturally, I periodically checked my dip stick to confirm oil levels. It ALWAYS read at…
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Something is wrong with the engine. I was told the engine is blown. I've maintained my vehicle and completed recommended repairs by Brakes Plus. I'd like to mention that as a former lube tech for Jiffy Lube, I am familiar with oil top offs. Naturally, I periodically checked my dip stick to confirm oil levels. It ALWAYS read at an acceptable level. Did I think it was weird? No, because I'm not a mechanic. I just thought that's how Jeeps are. Go Jeep! I'm a fan... well, my engine blew. Took it to Brakes Plus,l (towed), after a few check ups (towed each time)asked the techs how much oil was in the tank. Was told 2 quarts. I'm thinking that should have been reflected somehow on the dipstick. It wudnt. Since my car's been dead, thought I'd "experiment" with the oil readings. I have NOT driven the jeep. Anyhow, put a quart in- low and behold... it reads WAY above the max fill marker. As far as I know, there's only about 3 quarts in there. Also, my engine always had this 'tick' . Again, did not find it weird, thought that's how Jeeps are. Noticed it on day one, asked the salesman, he stated that's normal for the patriot. After this issue happened, I've found several YouTube videos with explanations of valve cover adjustments being needed, cheap fix, supposedly. I've been quoted 4000-9000 for engine replacement. The valve adjustment thing.. I don't know, maybe they have selective hearing, or 4-9k sounds better, cuz no one has even acknowledged that I mentioned that, or cared to confirm. Regardless, the dipstick is wrong. Seems pretty important. Especially if my engine is, in fact, blown.
NHTSA ODI #11466544
Mileage unknown · Jan 9, 2022
Fuel/propulsion System
Fueling vehicle takes upwards of 15-20 minutes. I am worried it may have something to do with recall 12V142000 along with recall 13V120000. Which are both hazardous to the driver and passenger being that one may cause an accident and the other may result in death of the occupants.
NHTSA ODI #11446784
Mileage unknown · Dec 13, 2021
Fuel/propulsion System
Can't pump gas without it shutting off within seconds of trying to auto click handle. It is taking average 15-25 minutes to pump a tank of gas. It is BY PASSING the auto shut off so gas could spew out of tank when full. This is happening every week when I go get gas, estimate 4 months now. Doesn't matter if cold or hot outs…
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Can't pump gas without it shutting off within seconds of trying to auto click handle. It is taking average 15-25 minutes to pump a tank of gas. It is BY PASSING the auto shut off so gas could spew out of tank when full. This is happening every week when I go get gas, estimate 4 months now. Doesn't matter if cold or hot outside but I am already tired of holding handle trying to get gas in the tank. I read that Chrysler is looking at 2011-2012 models due to the gas tank is split and has valve line that is defective. I have to turn ignition key on so I can see when I put enough gas in vehicle multiple times to get a full tank. I am the original owner. No warning messages that alert for condition. This is unsafe.
NHTSA ODI #11443711
Mileage unknown · Dec 6, 2021
Fuel/propulsion SystemUnknown Or Other
ON DEC 2 2021 WILE DRIVING THE VEHICLE SHUT OFF MY SAFTEY AND THE SAFTEY OF OTHERS WERE PUT AT RISK AS I WAS ALMOST REAR ENDED BY A TRUCK SERVICED AT A REPAIR SHOP THEY REPLACED THE EVAP SYSTEM AND THE CHARCOL FILTER BUT WERE UNSURE OF THE REASON WHY IT SHUT OFF AND WOULD NOT RESTART VEHICLE HAD A QUATER TANK OF GAS AT THE TIME…
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ON DEC 2 2021 WILE DRIVING THE VEHICLE SHUT OFF MY SAFTEY AND THE SAFTEY OF OTHERS WERE PUT AT RISK AS I WAS ALMOST REAR ENDED BY A TRUCK SERVICED AT A REPAIR SHOP THEY REPLACED THE EVAP SYSTEM AND THE CHARCOL FILTER BUT WERE UNSURE OF THE REASON WHY IT SHUT OFF AND WOULD NOT RESTART VEHICLE HAD A QUATER TANK OF GAS AT THE TIME AND WOULD NOT RESTART THE NEXT DAY I ADDED MORE FUEL AND IT STARTED BUT IT HAD TWO WARNING LIGHTS PRESENT
NHTSA ODI #11442807
42,000 miles · Jan 27, 2021
Fuel/propulsion System
WHEN TRYING TO FILL THE TANK WITH GAS THE PUMP KEEPS SHUTTING OFF EVERY 5-10 SECONDS AND SOMETIMES GAS COMES BACK OOUT THE FILL TUBE. MY MECHANIC SAYS WE HAVE A BAD ROLLOVER VALVE AND THE WHOLE GAS TANK NEEDS TO BE REPLACED TO FIX IT.
NHTSA ODI #11390249
Official recalls
4Sep 15, 2016
Chrysler (FCA US LLC) is recalling certain model year 2011-2014 Chrysler 200, 2010 Chrysler Sebring, 2010-2012 Dodge Caliber and 2010-2014 Jeep Patriot, Compass and Dodge Avenger vehicles. The Occupant Restraint Control (OCR) module may short circuit, preventing the frontal air bags, seat belt pretensioners, and side air bags from deploying in the event of a crash.
Consequence & remedy
Consequence: If the frontal air bags, seat belt pretensioners, and side air bags are disabled, there is an increased risk of injury to the vehicle occupants in the event of a vehicle crash that necessitates deployment of these safety systems.
Remedy: Chrysler will notify owners, and dealers will replace the OCR, free of charge. Interim letters informing owners that parts are not available yet were mailed on October 26, 2016. The recall began on August 15, 2017. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S61.
Additional source detail variants (3)
Seat Belts:pretensioner
Chrysler (FCA US LLC) is recalling certain model year 2011-2014 Chrysler 200, 2010 Chrysler Sebring, 2010-2012 Dodge Caliber and 2010-2014 Jeep Patriot, Compass and Dodge Avenger vehicles. The Occupant Restraint Control (OCR) module may short circuit, preventing the frontal air bags, seat belt pretensioners, and side air bags from deploying in the event of a crash.
Consequence: If the frontal air bags, seat belt pretensioners, and side air bags are disabled, there is an increased risk of injury to the vehicle occupants in the event of a vehicle crash that necessitates deployment of these safety systems.
Remedy: Chrysler will notify owners, and dealers will replace the OCR, free of charge. Interim letters informing owners that parts are not available yet were mailed on October 26, 2016. The recall began on August 15, 2017. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S61.
Air Bags:frontal:sensor/control MODULE-INACTIVE
Chrysler (FCA US LLC) is recalling certain model year 2011-2014 Chrysler 200, 2010 Chrysler Sebring, 2010-2012 Dodge Caliber and 2010-2014 Jeep Patriot, Compass and Dodge Avenger vehicles. The Occupant Restraint Control (OCR) module may short circuit, preventing the frontal air bags, seat belt pretensioners, and side air bags from deploying in the event of a crash.
Consequence: If the frontal air bags, seat belt pretensioners, and side air bags are disabled, there is an increased risk of injury to the vehicle occupants in the event of a vehicle crash that necessitates deployment of these safety systems.
Remedy: Chrysler will notify owners, and dealers will replace the OCR, free of charge. Interim letters informing owners that parts are not available yet were mailed on October 26, 2016. The recall began on August 15, 2017. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S61.
Air Bags
Chrysler (FCA US LLC) is recalling certain model year 2011-2014 Chrysler 200, 2010 Chrysler Sebring, 2010-2012 Dodge Caliber and 2010-2014 Jeep Patriot, Compass and Dodge Avenger vehicles. The Occupant Restraint Control (OCR) module may short circuit, preventing the frontal air bags, seat belt pretensioners, and side air bags from deploying in the event of a crash.
Consequence: If the frontal air bags, seat belt pretensioners, and side air bags are disabled, there is an increased risk of injury to the vehicle occupants in the event of a vehicle crash that necessitates deployment of these safety systems.
Remedy: Chrysler will notify owners, and dealers will replace the OCR, free of charge. Interim letters informing owners that parts are not available yet were mailed on October 26, 2016. The recall began on August 15, 2017. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S61.
Jun 4, 2013
Chrysler Group LLC (Chrysler) is recalling certain model year 2010-2012 Jeep Compass and Patriot vehicles manufactured May 6, 2008, through July 20, 2012. The affected vehicles have a software error which may result in a delayed deployment or non-deployment of the seatbelt pre-tensioners and/or side airbags.
Consequence & remedy
Consequence: In the event of a rollover necessitating airbag deployment, the software error can lead to a delayed deployment or non-deployment of the side curtain airbag and/or seatbelt pre-tensioners. As a result, vehicle occupants have an increased risk of injury in a crash.
Remedy: Chrysler will notify owners, and dealers will correct the software free of charge. The recall began June 21, 2013. Owners may contact Chrysler at 1-800-247-9753. Chrysler's recall number is N01.
Additional source detail variants (3)
Electrical System:software
Chrysler Group LLC (Chrysler) is recalling certain model year 2010-2012 Jeep Compass and Patriot vehicles manufactured May 6, 2008, through July 20, 2012. The affected vehicles have a software error which may result in a delayed deployment or non-deployment of the seatbelt pre-tensioners and/or side airbags.
Consequence: In the event of a rollover necessitating airbag deployment, the software error can lead to a delayed deployment or non-deployment of the side curtain airbag and/or seatbelt pre-tensioners. As a result, vehicle occupants have an increased risk of injury in a crash.
Remedy: Chrysler will notify owners, and dealers will correct the software free of charge. The recall began June 21, 2013. Owners may contact Chrysler at 1-800-247-9753. Chrysler's recall number is N01.
Seat Belts
Chrysler Group LLC (Chrysler) is recalling certain model year 2010-2012 Jeep Compass and Patriot vehicles manufactured May 6, 2008, through July 20, 2012. The affected vehicles have a software error which may result in a delayed deployment or non-deployment of the seatbelt pre-tensioners and/or side airbags.
Consequence: In the event of a rollover necessitating airbag deployment, the software error can lead to a delayed deployment or non-deployment of the side curtain airbag and/or seatbelt pre-tensioners. As a result, vehicle occupants have an increased risk of injury in a crash.
Remedy: Chrysler will notify owners, and dealers will correct the software free of charge. The recall began June 21, 2013. Owners may contact Chrysler at 1-800-247-9753. Chrysler's recall number is N01.
Air Bags:side/window
Chrysler Group LLC (Chrysler) is recalling certain model year 2010-2012 Jeep Compass and Patriot vehicles manufactured May 6, 2008, through July 20, 2012. The affected vehicles have a software error which may result in a delayed deployment or non-deployment of the seatbelt pre-tensioners and/or side airbags.
Consequence: In the event of a rollover necessitating airbag deployment, the software error can lead to a delayed deployment or non-deployment of the side curtain airbag and/or seatbelt pre-tensioners. As a result, vehicle occupants have an increased risk of injury in a crash.
Remedy: Chrysler will notify owners, and dealers will correct the software free of charge. The recall began June 21, 2013. Owners may contact Chrysler at 1-800-247-9753. Chrysler's recall number is N01.
Apr 3, 2013
Chrysler Group LLC (Chrysler) is recalling certain model year 2012 Jeep Patriot and Compass vehicles manufactured October 18, 2011, through May 7, 2012. Due to an incorrectly manufactured transfer tube, the transfer of fuel from the secondary side to the primary side of the fuel tank may be interrupted, causing the engine to stall.
Consequence & remedy
Consequence: If the engine stalls while driving it may increase the risk of a crash.
Remedy: Chrysler will notify owners, and dealers will replace the fuel tank transfer tube free of charge. An interim letter was mailed to owners on May 30, 2013. Owners were notified by Chrysler on July 19, 2013, that parts are now available. Owners may contact Chrysler at 1-800-853-1403. Chrysler's recall campaign number is N17.
Apr 3, 2012
CHRYSLER IS RECALLING CERTAIN MODEL YEAR 2012 JEEP PATRIOT AND COMPASS VEHICLES MANUFACTURED FROM DECEMBER 17, 2011, THROUGH JANUARY 2, 2012. SOME VEHICLES MAY HAVE BEEN BUILT WITH A FUEL TANK ASSEMBLY CONTAINING A DAMAGED ROLL-OVER VALVE.
Consequence & remedy
Consequence: IN THE EVENT OF AN IMPACT OR ROLL-OVER, FUEL LEAKAGE COULD OCCUR, INCREASING THE RISK OF A FIRE.
Remedy: CHRYSLER WILL NOTIFY OWNERS, AND DEALERS WILL REPLACE THE FUEL TANK, FREE OF CHARGE. THE SAFETY RECALL IS EXPECTED TO BEGIN ON OR ABOUT MAY 25, 2012. OWNERS MAY CONTACT CHRYSLER AT 1-800-853-1403.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
3EA21002 · 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.
PE12032 · Engine Stall, Fuel Delivery Failure
Opened Oct 15, 2012 · Closed May 3, 2013
Status: closed (inferred from source dates) · Fuel System, Gasoline:delivery
In a letter dated April 3, 2013, Chrysler Group LLC submitted a Defect Information Report (DIR) to NHTSA identifying a safety defect in the fuel delivery system in approximately 20,532 model year (MY) 2012 Jeep Patriot (11,624) and Compass (8,908) vehicles manufactured from October 18, 2011 through May 7, 2012 and equipped with certain fuel tanks produced between October 18, 2011 and January 26, 2012 (Recall 13V-120).According to Chrysler, Jeep Patriot and Compass vehicles equipped with saddle type fuel tanks built during the affected period may experience low siphoning rate through the transfer tube from the secondary to the primary side of the fuel tank.Chrysler's investigation determined that a material change by the transfer tube supplier (TI Automotive) led to malformed tubes being shipped to the final tank assembly supplier (Kautex).The malformed transfer tubes may make the siphoning process more difficult to start and maintain under certain operating conditions.Sustained driving during this condition may deplete fuel in the primary side of the fuel tank and lead to engine stall without warning.Kautex established a 100% sort on January 26, 2012 as a countermeasure for the malformed tubes being used in production.Chrysler is able to trace fuel tank build dates by vehicle identification number and Recall 13V-120 only includes vehicles equipped withsaddle tanks made during the affected period.Approximately 97 percent of the recalled Patriot vehicles (11,277 out of 11,624) were from October 18, 2011 through January 26, 2012.Chrysler determined that a few suspect tanks were used on vehicles produced as late as May 7, 2012 and is including any such vehicles in the recall.The Office of Defects Investigation (ODI) analyzed complaint data provided by Chrysler as well as complaints submitted to ODI from consumers to identify stalling incidents related to fuel delivery.ODI's analysis identified a total of 64 engine stall incidents related to fuel delivery, all of which involved Patriot 4x4 vehicles equipped with saddle type fuel tanks.The Patriot 4x4 vehicles account for a little over half of the subject vehicle population (59,783 vehicles).Forty-nine (49) of the incidents involved the approximately 11,277 Patriot 4x4 vehicles that were built from October 18, 2011 and January 26, 2012 and equipped with tanks from the period associated with the transfer tube material change.This equates to a complaint rate of 434.5 incidents per 100,000 vehicles sold.Fifteen (15) fuel delivery related engine stalls were identified in the remaining 48,506 Patriot 4x4 vehicles, resulting in a complaint rate of 30.9 incidents per 100,000 vehicles.The rate in the non-recalled Patriot 4x4 vehicles increases to 68.0 incidents per 100,000 vehicles if stalls with no-restart and unknown cause are added to the analysis.The Patriot front-wheel drive vehicles are equipped with single reservoir fuel tanks and are not affected by the saddle-tank fuel delivery issue.Owners of the recalled vehicles will be notified to take their vehicle to a Jeep dealer, who will replace the fuel tank transfer tube to prevent any incidents related to this issue. Chrysler will begin notifying dealers and owners in May 2013. This preliminary evaluation is closed.The ODI reports cited above can be viewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers (ODI Nos.): 10481572, 10481452, 10481279, 10481254, 10481222, 10481141, 10481126, 10481110, 10501057, 10478934, 10472705, 10470121, 10468517, 10467488, 10466357, 10464745, 10464449, 10464135, 10462338, 10459383, 10421019, 10410937, 10481392.
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