IllustrationI PULL OUT FROM A FAST FOOD PLACE I STOP FOR THE OTHER CARS AND MY CAR JUST CUT OFF THANK THE LORD I DID NOT PULL OUT INTO THE STREET OR I MIGHT HAVE BEEN OR KILL. NOW MY CAR HAD TO BE TOWED THE SAME HAPPEN TO MY CAR IN MY YARD SUNDAY I DON'T KNOW WHAT'S UP WITH THIS IGNITION SWITCH. *TR
2008 Dodge Charger
Owner reports · Recalls · Investigations
Limited comparison data
There is not enough comparable history to draw a useful model-year comparison.
About this comparison →How this year compares
Owner complaints by model year
Compare all Charger years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
330–25K
4125–50K
6050–75K
8675–100K
117100–150K
56150K+
393 reports with mileage · 216 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Electrical System. Review the 391 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Air Bags. Review the 124 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 89 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
24 crash reports22 fire reports17 injury reports
What owners actually said
609 reportsTL* THE CONTACT OWNS A 2008 DODGE CHARGER. WHILE DRIVING APPROXIMATELY 3 MPH, THE TRACTION CONTROL AND THE ELECTRONIC THROTTLE CONTROL WARNING LIGHTS ILLUMINATED. THE VEHICLE SHOOK VIOLENTLY AND THE ENGINE STALLED. THE FAILURE OCCURRED ON FOUR OCCASIONS. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIE…
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TL* THE CONTACT OWNS A 2008 DODGE CHARGER. WHILE DRIVING APPROXIMATELY 3 MPH, THE TRACTION CONTROL AND THE ELECTRONIC THROTTLE CONTROL WARNING LIGHTS ILLUMINATED. THE VEHICLE SHOOK VIOLENTLY AND THE ENGINE STALLED. THE FAILURE OCCURRED ON FOUR OCCASIONS. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE VIN WAS UNAVAILABLE. THE APPROXIMATE FAILURE MILEAGE WAS 120,000.
TL* THE CONTACT OWNS A 2008 DODGE CHARGER. WHILE ATTEMPTING TO DRIVE, THE VEHICLE FAILED TO START. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO STATED THAT THE WIN IGNITION MODULE NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE APPROXIMATE FAILURE MILEAGE WAS 51,000.
TL* THE CONTACT OWNS A 2008 DODGE CHARGER. WHILE DRIVING APPROXIMATELY 10 MPH, THE ENGINE STALLED AND THE VEHICLE FAILED TO RESTART. THE DEALER STATED THAT THE WIN MODULE NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED AND THE MANUFACTURER WAS NOTIFIED. THE APPROXIMATE FAILURE MILEAGE WAS 91,000. UPDATED 11/20/14*LJ UPDA…
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TL* THE CONTACT OWNS A 2008 DODGE CHARGER. WHILE DRIVING APPROXIMATELY 10 MPH, THE ENGINE STALLED AND THE VEHICLE FAILED TO RESTART. THE DEALER STATED THAT THE WIN MODULE NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED AND THE MANUFACTURER WAS NOTIFIED. THE APPROXIMATE FAILURE MILEAGE WAS 91,000. UPDATED 11/20/14*LJ UPDATED 5/4/2015 *JS
TL* THE CONTACT OWNS A 2008 DODGE CHARGER. AFTER STARTING THE VEHICLE, IT SUDDENLY ACCELERATED WITHOUT THE ACCELERATOR PEDAL BEING DEPRESSED. THE CONTACT HAD TO USE EXCESSIVE FORCE ON THE BRAKE PEDAL IN ORDER TO STOP THE VEHICLE. THE FAILURE RECURRED. THE DEALER WAS UNABLE TO DUPLICATE THE FAILURE. THE MANUFACTURER WAS NOTIFIED.…
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TL* THE CONTACT OWNS A 2008 DODGE CHARGER. AFTER STARTING THE VEHICLE, IT SUDDENLY ACCELERATED WITHOUT THE ACCELERATOR PEDAL BEING DEPRESSED. THE CONTACT HAD TO USE EXCESSIVE FORCE ON THE BRAKE PEDAL IN ORDER TO STOP THE VEHICLE. THE FAILURE RECURRED. THE DEALER WAS UNABLE TO DUPLICATE THE FAILURE. THE MANUFACTURER WAS NOTIFIED. THE VIN WAS NOT AVAILABLE. THE APPROXIMATE FAILURE MILEAGE WAS 120,000.
THIS VEHICLE OCCASIONALLY STALLS OUT, IT CAN HAPPEN ONCE AND NOT AGAIN FOR 4 OR 5 MONTHS OR IT CAN HAPPEN NUMEROUS TIMES IN A SHORT PERIOD OF TIME. THIS USUALLY HAPPENS AT LOW SPEED AND THERE IS NO WARNING WHEN IT WILL HAPPEN, THE RADIO, LIGHTS AND WINDOWS ALL WORK, HOWEVER THE FUEL GAUGE GOES TO ZERO. I HAVE HAD THE VEHICLE C…
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THIS VEHICLE OCCASIONALLY STALLS OUT, IT CAN HAPPEN ONCE AND NOT AGAIN FOR 4 OR 5 MONTHS OR IT CAN HAPPEN NUMEROUS TIMES IN A SHORT PERIOD OF TIME. THIS USUALLY HAPPENS AT LOW SPEED AND THERE IS NO WARNING WHEN IT WILL HAPPEN, THE RADIO, LIGHTS AND WINDOWS ALL WORK, HOWEVER THE FUEL GAUGE GOES TO ZERO. I HAVE HAD THE VEHICLE CHECKED BY FIRESTONE AND ALSO AN INDEPENDENT MECHANIC AND THE TESTS SHOWS NOTHING IS WRONG . . UNTIL THE VEHICLE RECREATES THE SITUATION WHEN IT IS IN THE SHOP, THE PROBLEM CANNOT BE IDENTIFIED. ALTHOUGH IT USUALLY HAPPENS AT LOW SPEEDS, IT IS AN EXTREMELY DANGEROUS SITUATION. I HAVE HAD THE CAR STALL OUT NUMEROUS TIMES WHEN I AM PULLING OUT OF A PARKING LOT INTO TRAFFIC, OR WHEN I AM ACCELERATING AFTER A RED LIGHT. IT IS ONLY A MATTER OF TIME BEFORE THIS CAUSES AN ACCIDENT WITH INJURIES. *TR
TL* THE CONTACT OWNS A 2008 DODGE CHARGER. THE CONTACT STATED THAT WHILE TRAVELING 30 MPH, THE VEHICLE STALLED ON NUMEROUS OCCASIONS. THE CONTACT HAD TO TURN THE KEY ON AND OFF SEVERAL TIMES IN ORDER TO GET THE VEHICLE TO RESTART. THE VEHICLE WAS TAKEN TO AN INDEPENDENT. THE TECHNICIAN INDICATED THAT THE VEHICLE NEEDED TO BE DIA…
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TL* THE CONTACT OWNS A 2008 DODGE CHARGER. THE CONTACT STATED THAT WHILE TRAVELING 30 MPH, THE VEHICLE STALLED ON NUMEROUS OCCASIONS. THE CONTACT HAD TO TURN THE KEY ON AND OFF SEVERAL TIMES IN ORDER TO GET THE VEHICLE TO RESTART. THE VEHICLE WAS TAKEN TO AN INDEPENDENT. THE TECHNICIAN INDICATED THAT THE VEHICLE NEEDED TO BE DIAGNOSED BY AN AUTHORIZED DEALER DUE TO NOT HAVING THE TOOLS TO REPAIR THE VEHICLE. THE VEHICLE WAS TO BE TOWED TO AN AUTHORIZED DEALER FOR FURTHER INSPECTION, DIAGNOSIS AND REPAIR. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 60,000.
CAR RANDOMLY BEGAN TO SHUT OFF RIGHT AFTER STARTING OR SOMETIMES WHILE DRIVING. IT GOT TO THE POINT WHERE IT SHUT OFF AND IT WOULDN'T START AGAIN. I TOWED IT TO THE DEALERSHIP AND THEY ADVISED ME THAT I NEED TO REPLACE IGNITION MODULE AND KEY FOB ALSO NEED TO REPROGRAM. THE TOTAL CAME UP TO $ 696.18. TWO YEARS WENT BY AND IT WAS…
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CAR RANDOMLY BEGAN TO SHUT OFF RIGHT AFTER STARTING OR SOMETIMES WHILE DRIVING. IT GOT TO THE POINT WHERE IT SHUT OFF AND IT WOULDN'T START AGAIN. I TOWED IT TO THE DEALERSHIP AND THEY ADVISED ME THAT I NEED TO REPLACE IGNITION MODULE AND KEY FOB ALSO NEED TO REPROGRAM. THE TOTAL CAME UP TO $ 696.18. TWO YEARS WENT BY AND IT WAS WORKING OK UNTIL ONE DAY AGAIN, RANDOMLY BEGAN TO SHUT OFF RIGHT AFTER STARTING OR SOMETIMES WHILE DRIVING. IS THIS ISSUE RELATED TO THE CHRYSLER IGNITION RECALL? I WOULD LIKE TO KNOW BECAUSE I AM NOT SPENDING ANOTHER PRICE NOW $ 800+ ON A NEW MODULE AND FOB. *TR
I WAS DRIVING DOWN A STREET WHEN ALL OF A SUDDEN MY VEHICLE STARTED TO SHAKE. I PULLED OVER AND FOUND OUT THE MY COOLING FAN HAD BROKEN OFF SENDING THE BLADES INTO MY RADIATOR CAUSING THE SYSTEM TO LOSE COOLANT. I SPENT OVER 400 DOLLARS FOR REPAIRS. THIS IS A COMMON PROBLEM FROM WHAT I READ AND I FEEL THAT I SHOULD BE REIMBUR…
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I WAS DRIVING DOWN A STREET WHEN ALL OF A SUDDEN MY VEHICLE STARTED TO SHAKE. I PULLED OVER AND FOUND OUT THE MY COOLING FAN HAD BROKEN OFF SENDING THE BLADES INTO MY RADIATOR CAUSING THE SYSTEM TO LOSE COOLANT. I SPENT OVER 400 DOLLARS FOR REPAIRS. THIS IS A COMMON PROBLEM FROM WHAT I READ AND I FEEL THAT I SHOULD BE REIMBURSE FOR THE COAT OF THE REPAIRS AND HAVE CHRYSLER PERFORM A CHECK FOR ANY OTHER DAMAGES IT MIGHT OF CAUSED. *JS
I WAS DRIVING AND STOP TO GET FEW THINGS FROM STORE, LEFT CAR RUNNING AND NOTICE WIRED NOISE LIKE SOMETHING HIT THE CAR, I WALK OUT AND CHECK FOR VISUAL DAMAGE AND NOTICE ANTIFREEZE LEAK OUT. GOT HOME AND FIND OUT THAT DRIVER SIDE RADIATOR FAN BLADE ARE SEPARATED AND MAKE A HOLES ON RADIATOR. I DON'T UNDERSTAND HOW THIS CAN HAPP…
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I WAS DRIVING AND STOP TO GET FEW THINGS FROM STORE, LEFT CAR RUNNING AND NOTICE WIRED NOISE LIKE SOMETHING HIT THE CAR, I WALK OUT AND CHECK FOR VISUAL DAMAGE AND NOTICE ANTIFREEZE LEAK OUT. GOT HOME AND FIND OUT THAT DRIVER SIDE RADIATOR FAN BLADE ARE SEPARATED AND MAKE A HOLES ON RADIATOR. I DON'T UNDERSTAND HOW THIS CAN HAPPEN. *TR
Official recalls
516V352000 · Air Bags:frontal:passenger Side:inflator Module
May 24, 2016
Chrysler (FCA US LLC) expanded the affected population to include 73,712 2005-2009 RAM 2500 trucks produced at the St. Louis North Assembly Plant. With this change, Chrysler is recalling certain model year 2004-2008 RAM 1500, 2005-2009 RAM 2500, 2006-2009 RAM 3500, 2007-2010 RAM 3500 Cab Chassis, 2008-2010 RAM 4500 and 5500 Cab Chassis, 2004-2009 Dodge Durango, 2007-2009 Chrysler Aspen, 2007-2012 Jeep Wrangler, 2008-2012 Dodge Challenger, 2005-2008 Dodge Magnum, 2005-2012 Chrysler 300, 2006-2012 Dodge Charger, 2005-2011 Dodge Dakota, and 2006-2009 Mitsubishi Raider vehicles originally sold, or ever registered, in AL, CA, FL, GA, HI, LA, MS, SC, TX, Puerto Rico, American Samoa, Guam, the Northern Mariana Islands (Saipan), and the U.S. Virgin Islands, or "Zone A." Additionally, unless included in "Zone A" above, Chrysler is also recalling 2004-2008 RAM 1500, 2005-2009 RAM 2500, 2006-2009 RAM 3500, 2007-2009 RAM 3500 Cab Chassis, 2008-2009 RAM 4500 and 5500 Cab Chassis, 2004-2009 Dodge Durango, 2007-2009 Chrysler Aspen, 2007-2009 Jeep Wrangler, 2008-2009 Dodge Challenger, 2005-2008 Dodge Magnum, 2005-2009 Chrysler 300, 2006-2009 Dodge Charger, 2005-2009 Dodge Dakota and 2006-2009 Mitsubishi Raider vehicles originally sold, or ever registered, in AZ, AR, DE, Washington D.C., IL, IN, KS, KY, MD, MO, NE, NV, NJ, NM, NC, OH, OK, PA, TN, VA, and WV, or "Zone B." Lastly, unless included in "Zone A" or "Zone B" above, Chrysler is recalling certain 2005-2008 RAM 2500, 2006-2008 RAM 3500, 2007-2008 RAM 3500 Cab Chassis, 2008 RAM 4500 and 5500 Cab Chassis, 2004-2008 Dodge Durango, 2007-2008 Chrysler Aspen, 2007-2008 Jeep Wrangler, 2008 Dodge Challenger, 2005-2008 Dodge Magnum, 2005-2008 Chrysler 300, 2006-2008 Dodge Charger, 2005-2008 Dodge Dakota, and 2006-2008 Mitsubishi Raider vehicles originally sold, or registered, in AK, CO, CT, ID, IA, ME, MA, MI, MN, MT, NH, NY, ND, OR, RI, SD, UT, VT, WA, WI, and WY.
Consequence & remedy
Consequence: These vehicles are equipped with certain air bag inflators assembled as part of the passenger frontal air bag modules, and used as original equipment or replacement equipment. These inflators may rupture due to propellant degradation occurring after long-term exposure to absolute humidity and temperature cycling. An inflator rupture may result in metal fragments striking the vehicle occupants resulting in serious injury or death.
Remedy: Owners are advised not to drive their vehicle until the recall repair is complete. Chrysler will notify the Chrysler, Dodge, Jeep and RAM owners. Mitsubishi owners will be notified by their company. Dealers will replace the passenger frontal air bag inflator, free of charge. The recall began on March 27, 2017. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S43. Note: This recall supersedes recall 14V-7700.
15V313000 · Air Bags:frontal:driver Side:inflator Module
May 26, 2015
Chrysler (FCA US LLC) is recalling certain model year 2005-2009 Dodge Ram 2500, 2004-2008 Dodge Ram 1500 and Durango, 2006-2009 Dodge Ram 3500, 2008-2010 Dodge Ram 4500 and 5500, 2007-2008 Chrysler Aspen, 2005-2010 Chrysler 300, 300C, 300S, and SRT8, 2006-2010 Dodge Charger, 2005-2008 Magnum, 2005-2011 Dodge Dakota, and 2006-2009 Mitsubishi Raider vehicles. The affected vehicles are equipped with a dual-stage driver frontal air bag that may be susceptible to moisture intrusion which, over time, could cause the inflator to rupture.
Consequence & remedy
Consequence: In the event of a crash necessitating deployment of the driver's frontal air bag, the inflator could rupture with metal fragments striking the driver or other occupants resulting in serious injury or death.
Remedy: Owners are advised not to drive their vehicle until the recall repair is complete. Chrysler will notify the affected Chrysler and Dodge owners and Mitsubishi will notify the affected Raider owners. Dealers will replace the driver's frontal air bag inflator, free of charge. The recall began for Chrylser on June 8, 2015. The recall for Mitsubishi started on June 24, 2015. Chrysler and Dodge owners may contact Chrysler customer service at 1-800-853-1403. Mitsubishi owners may call 1-888-648-7820. Chrysler's number for this recall is R25. Note: This recall supersedes recall 14V817 in its entirety. Vehicles that have had their driver side frontal air bag replaced previously need to have their air bag replaced under this recall as well.
14V567000 · Electrical System:ignition
Sep 17, 2014
Chrysler Group LLC (Chrysler) is recalling certain model year 2008 Chrysler 300 vehicles manufactured May 31, 2007, to May 12, 2008, Dodge Magnum vehicles manufactured May 23, 2007, to May 12, 2008, Dodge Charger vehicles manufactured May 24, 2007, to May 12, 2008, Jeep Commander vehicles manufactured April 3, 2007, to May 12, 2008, and Jeep Grand Cherokee vehicles manufactured March 21, 2007, to May 12, 2008. In the affected vehicles, the ignition key (FOBIK) may not return to the "ON" position after being rotated to the "START" position, instead sticking between the two positions. Potentially, while the vehicle is being driven, the ignition may inadvertently move through the "RUN" position to the "ACCESSORY" or "OFF" ignition position, turning off the engine.
Consequence & remedy
Consequence: If the ignition stays between "START" and "ON" positions it could cause loss of certain electrical functions. If the ignition key inadvertently moves into the "OFF" or "ACCESSORY" position, the engine will turn off, which will then depower various key safety systems including but not limited to air bags, power steering, and power braking. Loss of functionality of these systems may increase the risk of crash and/or increase the risk of injury in the event of a crash.
Remedy: Chrysler will notify owners, and dealers will replace the ignition switch and key FOBs, free of charge. The recall began August 19, 2015. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is P57.
08V583000 · Power Train:automatic Transmission:lever And Linkage:column Shift
Nov 6, 2008
CHRYSLER IS RECALLING 20,283 MY 2006-2009 CHARGER AND MAGNUM VEHICLES BUILT WITH THE POLICE PACKAGE AND EQUIPPED WITH A COLUMN SHIFTER. THE GEARSHIFT CABLE MAY BECOME DISENGAGED FROM THE STEERING COLUMN MOUNTING BRACKET AND CAUSE AN INCORRECT TRANSMISSION GEARSHIFT POSITION DISPLAY.
Consequence & remedy
Consequence: THIS COULD ALLOW THE VEHICLE TO MOVE IN AN UNEXPECTED DIRECTION STARTLING THE DRIVER, AND CAUSE A CRASH WITHOUT WARNING.
Remedy: DEALERS WILL ADD A REDUNDANT LOCKING MECHANISM TO THE GEARSHIFT CABLE AT THE MOUNTING BRACKET TO ENSURE PROPER RETENTION AND SHIFT LINKAGE FUNCTION. THE RECALL BEGAN ON NOVEMBER 10, 2008. OWNERS MAY CONTACT CHRYSLER AT 1-800-853-1403.
08V295000 · Power Train:axle Hubs
Jul 2, 2008
CHRYSLER IS RECALLING 5,509 MY 2008 300, DODGE MAGNUM, AND CHARGER VEHICLES. THE TORQUE RETENTION CRIMP FEATURE WAS MISSED DURING THE MANUFACTURE OF ONE LOT OF REAR AXLE HUB NUTS. THIS COULD CAUSE THE NUTS TO LOOSEN AND ALLOW THE HALFSHAFT TO DISENGAGE FROM THE WHEEL HUB.
Consequence & remedy
Consequence: THIS COULD CAUSE THE VEHICLE TO LOSE POWER AND RESULT IN A CRASH WITHOUT WARNING.
Remedy: DEALERS WILL REPLACE THE REAR AXLE HUB NUTS. THE RECALL BEGAN ON JULY 21, 2008. 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
2EA21002 · 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.
PE08052 · Prndl Misalignment
Opened Sep 2, 2008 · Closed Nov 10, 2008
Status: closed (inferred from source dates) · Power Train:automatic Transmission:lever And Linkage:column Shift
IN A NOVEMBER 5, 2008 LETTER, CHRYSLER SUBMITTED A DEFECT INFORMATION REPORT DESCRIBING A DEFECT CONDITION THAT COULD RESULT IN PRNDL MISALIGNMENT (I.E., INCORRECT GEAR INDICATION) IN APPROXIMATELY 20,300 MODEL YEAR (MY) 2006 THROUGH 2009 DODGE CHARGER AND MAGNUM POLICE VEHICLES BUILT FROM MAY 17, 2005 THROUGH OCTOBER 21, 2008 (NHTSA RECALL NO. 08V-583, CHRYSLER RECALL H37).ACCORDING TO CHRYSLER, THE GEARSHIFT CABLE MAY BECOME DISENGAGED FROM THE STEERING COLUMN MOUNTING BRACKET AND CAUSE AN INCORRECT TRANSMISSION GEARSHIFT POSITION DISPLAY.THIS COULD ALLOW THE VEHICLE TO MOVE INADVERTENTLY AND CAUSE A CRASH WITHOUT WARNING.CHRYSLER DEALERS WILL REMEDY THE DEFECT CONDITION BY INSTALLING A REDUNDANT LOCKING MECHANISM TO THE GEARSHIFT CABLE AND THE MOUNTING BRACKET TO ENSURE PROPER RETENTION AND SHIFT LINKAGE FUNCTION. CHRYSLER USES A UNIQUE COLUMN SHIFTER IN THESE POLICE VEHICLES.AFTER PE08-052 WAS OPENED, CHRYSLER INSPECTED A MY 2009 POLICE VEHICLE AND NOTED THAT THOUGH THE GEARSHIFT CABLE APPEARED FULLY SEATED INTO THE STEERING COLUMN MOUNTING BRACKET, THE CABLE RETENTION FEATURE (LOCKING PIN) WAS NOT FULLY SEATED.CHRYSLER SUBSEQUENTLY DETERMINED THAT IF THE RETENTION FEATURE IS NOT FULLY SEATED, THE CABLE MAY DISENGAGE FROM THE MOUNTING BRACKET, RESULTING IN THE SHIFT LINKAGE SYSTEM NOT FUNCTIONING TO DESIGN INTENT WITH THE POTENTIAL FOR INCORRECT GEAR POSITION INDICATION VIA THE PRNDL DISPLAY.CHYSLER'S INSPECTION OF 59 MY 2009 DODGE CHARGER AND MAGNUM POLICE VEHICLES IN SEPTEMBER AND OCTOBER FOUND 30 WHERE THE GEARSHIFT CABLE WAS NOT FULLY ENGAGED TO THE MOUNTING BRACKET.THERE ARE NO REPORTED CRASHES OR INJURIES RELATED TO THE DEFECT CONDITION TO DATE. THIS INVESTIGATION IS CLOSED.