DRIVING VEHICLE AND HEARD A CLANKING NOISE FROM REAR END, IT GOT LOUDER OVER THE NEXT 2-3 MILES THEN DRIVE SHAFT DROPPED FROM REAR DIFFERENTIAL. CALLED CHRYSLER TO ASK IF THERE WERE ANY KNOWN PROBLEMS AND WAS INFORMED THERE WAS NONE. HAD VEHICLE TOWED OVER 50 MILES TO A GARAGE TO HAVE DRIVE SHAFT REINSTALLED, NOTICED A GRINDING …
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DRIVING VEHICLE AND HEARD A CLANKING NOISE FROM REAR END, IT GOT LOUDER OVER THE NEXT 2-3 MILES THEN DRIVE SHAFT DROPPED FROM REAR DIFFERENTIAL. CALLED CHRYSLER TO ASK IF THERE WERE ANY KNOWN PROBLEMS AND WAS INFORMED THERE WAS NONE. HAD VEHICLE TOWED OVER 50 MILES TO A GARAGE TO HAVE DRIVE SHAFT REINSTALLED, NOTICED A GRINDING SOUND WHILE DRIVING BOTH ON ACCELERATE AND DECELERATE. RECEIVED A RECALL NOTICE LATER IN 2012 ABOUT THE REAR AXLE PINION NUT BEING FAULTY. CALLED DEALER AND SET APPOINTMENT TO HAVE RECALL FIXED ALONG WITH A SECOND RECALL FOR A/C BLOWER MOTOR DOOR, TOOK 2 DAYS DOWN TIME AND WHEN I WENT TO PICK UP TRUCK, THE M34 RECALL AS ITS KNOWN WAS NOT ADDRESSED BUT A/C WAS FIXED. I WAS TOLD THAT THEY WOULD HAVE TO FIX ANY DAMAGE CAUSED TO THE REAR END FROM THE RECALL WHICH IS THE NOISE IM HEARING BUT UNFORTUNATELY CHRYSLER DOES NOT EVEN HAVE THE PART NOR AN EXPECTED RELEASE DATE FOR THE PART TO BE AVAILABLE AND THAT THEY WOULD REPAIR EVERYTHING AT THE SAME TIME. AFTER OVER A MONTH OF CHECKING BACK ON PROGRESS OF PART I INFORMED THE SERVICE WRITER THAT THE NOISE IS GETTING WORSE, AT THAT TIME HE STATED TO MAKE AN APPOINTMENT TO BRING VEHICLE IN AND THEY WOULD EXPEDITE THE PART AND GET IT FIXED AND THEY WOULD GET ME INTO A LOANER OR RENTAL SINCE I USE MY TRUCK DAILY FOR WORK. WHEN I WENT TO SET THE APPOINTMENT A WEEK OR SO LATER I WAS TOLD THEY CANT GIVE ME A LOANER OR RENTAL......ANOTHER COST OUT OF MY POCKET BESIDES THE REPAIR AN TOW I ALREADY PAID AND THE TWO DAYS DOWN I HAD TO TAKE FOR THE FIRST RECALL VISIT.... I THEN PROCEEDED TO CALL THE NUMBER ON THE RECALL NOTICE TO SPEAK WITH SOMEONE AT CHRYSLER AND THEY SAID THEY WOULD SEE WHAT THEY CAN DO....THAT WAS 3/5/2013.... ONLY TO FIND OUT THAT BECAUSE MY TRUCK IS NOW OVER THE 60 MONTH 100K MILEAGE IM NOT ELIGIBLE FOR WARRANTY RENTAL COVERAGE.....THE PROBLEM OCCURRED ALMOST A YEAR AGO. *TR
NHTSA ODI #10503979
54,000 miles · Mar 15, 2013
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT STATED THAT WHILE DRIVING 60 MPH, THE REAR SUSPENSION FAILED AND DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER WHO STATED THERE WAS A RECALL BUT THE VIN WAS NOT INCLUDED IN NHTSA CAMPAIGN NUMBER: 12V474000 (POWER TRAIN). THE WAS BEING REPAIRED. THE MANUFACT…
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT STATED THAT WHILE DRIVING 60 MPH, THE REAR SUSPENSION FAILED AND DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER WHO STATED THERE WAS A RECALL BUT THE VIN WAS NOT INCLUDED IN NHTSA CAMPAIGN NUMBER: 12V474000 (POWER TRAIN). THE WAS BEING REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 54,000.
NHTSA ODI #10503127
33,400 miles · Mar 13, 2013
Power Train
DRIVE SHAFT AND REAR DIFFERENTIAL FAILED. VEHICLE STOPPED IN LEFT TURN LANE OF INTERSECTION. WITH GREEN LIGHT, PRESSED ACCELERATOR AND LOUD BANG WAS HEARD. VEHICLE WOULD NOT MOVE AND UPON INSPECTION FOUND BROKEN DRIVE SHAFT AND BROKEN DIFFERENTIAL. *TR
NHTSA ODI #10502633
78,000 miles · Feb 19, 2013
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT WAS DRIVING APPROXIMATELY 50 MPH WHEN THE STEERING WHEEL BEGAN TO SHIFT TO THE SIDE AND THE VEHICLE WOULD NOT RESPOND TO ACCELERATION ATTEMPTS. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSTIC TESTING WHERE THE TECHNICIAN ADVISED THAT THE REAR DRIVE SHAFT AND THE TRANSFER…
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT WAS DRIVING APPROXIMATELY 50 MPH WHEN THE STEERING WHEEL BEGAN TO SHIFT TO THE SIDE AND THE VEHICLE WOULD NOT RESPOND TO ACCELERATION ATTEMPTS. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSTIC TESTING WHERE THE TECHNICIAN ADVISED THAT THE REAR DRIVE SHAFT AND THE TRANSFER CASE WOULD HAVE TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE VIN WAS NOT AVAILABLE. THE APPROXIMATE FAILURE MILEAGE WAS 78,000.
NHTSA ODI #10499214
22,000 miles · Jan 11, 2013
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. WHILE DRIVING APPROXIMATELY 35 MPH THE REAR END OF THE VEHICLE LOCKED. THE CONTACT STOPPED THE VEHICLE ON THE SHOULDER OF THE ROAD TO INSPECT IT AND NOTICED THE DRIVE SHAFT DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSTIC TESTING. THE VEHICLE WAS NOT REPAI…
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. WHILE DRIVING APPROXIMATELY 35 MPH THE REAR END OF THE VEHICLE LOCKED. THE CONTACT STOPPED THE VEHICLE ON THE SHOULDER OF THE ROAD TO INSPECT IT AND NOTICED THE DRIVE SHAFT DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSTIC TESTING. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 22,000.
NHTSA ODI #10492230
43,000 miles · Dec 17, 2012
Power Train
VEHICLE WAS TRAVELING AT 70 MPH. VIBRATION AND HOWLING/WHINING NOISE STARTED COMING FROM THE REAREND,OWNER SLOWED DOWN TO EXIT THE HIGHWAY,AS THE VEHICLE WAS BRAKING TO A STOP LOUD CLUNKING AND GRINDING NOISE COMING FROM THE REAR END.THE DRIVE SHAFT SEPARATED FROM THE REAR END OF THE VEHICLE,RIGHT REAR WHEEL LOCKED AND SLID A…
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VEHICLE WAS TRAVELING AT 70 MPH. VIBRATION AND HOWLING/WHINING NOISE STARTED COMING FROM THE REAREND,OWNER SLOWED DOWN TO EXIT THE HIGHWAY,AS THE VEHICLE WAS BRAKING TO A STOP LOUD CLUNKING AND GRINDING NOISE COMING FROM THE REAR END.THE DRIVE SHAFT SEPARATED FROM THE REAR END OF THE VEHICLE,RIGHT REAR WHEEL LOCKED AND SLID ABOUT 8 FEET.. DRIVER EXITED THE VEHICLE,TOOK PICTURE OF DRIVE SHAFT ON THE GROUND UNDERNEATH THE TRUCK. NO PREVIOUS INDICATIONS OF ANY PROBLEMS. CHRYSLER HOT LINE WAS CALLED. VIN WAS IDENTIFIED AS BE INVOLVED IN A RECALL M-34. RECALL NOTICE HAD NOT BEEN RECEIVED BY OWNER,DODGE REP SAID RECALL NOTICES WERE BEING SENT OUT STARTING 5 DEC 2012. VEHICLE WAS TOWED TO NEAREST DODGE DEALER. *TR
NHTSA ODI #10488952
42,000 miles · Nov 19, 2012
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT STATED THAT THE REAR DIFFERENTIAL FROZE ON THE VEHICLE AND KNOCKED OUT THE REAR AXLE, DRIVE SHAFT AND THE TRANSFER CASE. THE CONTACT WAS TRAVELING 35 MPH AT THE TIME OF THE FAILURE. THE CONTACT HAD THE VEHICLE TOWED TO THE DEALER AND WAS TOLD THAT THE PINION NUT ON THE REAR…
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT STATED THAT THE REAR DIFFERENTIAL FROZE ON THE VEHICLE AND KNOCKED OUT THE REAR AXLE, DRIVE SHAFT AND THE TRANSFER CASE. THE CONTACT WAS TRAVELING 35 MPH AT THE TIME OF THE FAILURE. THE CONTACT HAD THE VEHICLE TOWED TO THE DEALER AND WAS TOLD THAT THE PINION NUT ON THE REAR DIFFERENTIAL WAS LOOSE, CAUSING THE REAR WHEELS TO SEIZE. THE VIN WAS NOT AVAILABLE. THE FAILURE AND CURRENT MILEAGES WERE 42,000.
NHTSA ODI #10485174
42,000 miles · Nov 14, 2012
Power Train
THE DRIVESHAFT COMPLETELY FELL OFF MY TRUCK LOCKING UP THE REAR END. THE TRUCK BOUNCED VIOLENTLY DOWN THE ROAD LEAVING SKID MARKS AND HOLES IN THE PAVEMENT WHERE THE DRIVESHAFT HIT IT UNTIL THE WHOLE THING FINALLY CAME OFF. SMOKE ROLLED FROM UNDER THE VEHICLE WHEN IT FINALLY STOPPED. LUCKILY I WAS ON A SIDE ROAD AND NOT IN TRAFF…
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THE DRIVESHAFT COMPLETELY FELL OFF MY TRUCK LOCKING UP THE REAR END. THE TRUCK BOUNCED VIOLENTLY DOWN THE ROAD LEAVING SKID MARKS AND HOLES IN THE PAVEMENT WHERE THE DRIVESHAFT HIT IT UNTIL THE WHOLE THING FINALLY CAME OFF. SMOKE ROLLED FROM UNDER THE VEHICLE WHEN IT FINALLY STOPPED. LUCKILY I WAS ON A SIDE ROAD AND NOT IN TRAFFIC WHEN THE FAILURE OCCURRED. UNDER DIFFERENT ROAD CONDITIONS & SPEED THIS FAILURE COULD DEFINITELY HAVE LED TO A ROLL-OVER AND POTENTIALLY FATAL ACCIDENT. I WAS NOT NOTIFIED BY CHRYSLER OF ANY POTENTIAL FAILURE. *TR
NHTSA ODI #10484596
27,000 miles · Oct 31, 2012
Power Train
DRIVE SHAFT DROPPED OUT FROM THE REAR AXLE ON THE MAIN ROAD, REAR AXLE LOCKED UP. BOTH REAR TIRES WOULD NOT SPIN FREELY. ALL DIFFERENTIAL FLUID LEAKED OUT FROM WHERE THE DRIVE SHAFT ONCE ENTERED. TRUCK IS NOW IN A DODGE CERTIFIED DEALERSHIP. *TR
NHTSA ODI #10482779
65,000 miles · Oct 11, 2012
Power Train
DRIVING ON HIGHWAY IN TRAFFIC, HEARD A LOUD CLUNKING, SCRAPING NOISE. PULLED OVER AND ASSESSED THAT THE DRIVE SHAFT WAS HANGING AND HAD BROKEN AWAY FROM THE REAR DIFFERENTIAL. REAR WHEELS WERE LOCKED. *TR
Chrysler (FCA US LLC) is recalling certain 2009-2012 Dodge Ram 1500 trucks currently, or ever registered, in Connecticut, Delaware, Illinois, Indiana, Iowa, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, West Virginia, Wisconsin and the District of Columbia. Exposure to environmental conditions such as water mixed with road salt may cause the front fuel tank strap frame "T-Slot" bracket to corrode, possibly causing the fuel tank to drop and make contact with the ground.
Consequence & remedy
Consequence: If the fuel tank were to drop and contact the ground, a fuel leak may result. Additionally, in the event of a crash, the fuel tank may not remain secured to the vehicle, possibly causing a fuel leak. A fuel leak in the presence in an ignition source, can increase the risk of a fire.
Remedy: Chrysler will notify owners and dealers will bolt a bracket reinforcement to the frame, free of charge. The recall began May 2, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is U04.
Chrysler (FCA US LLC) is recalling certain 2016-2017 Ram 3500 Cab Chassis with a Gross Vehicle Weight Rating (GVWR) of less than 10,000 lbs, 2011-2017 Ram 3500, 4500 and 5500 Cab Chassis vehicles, 2009-2017 Ram 1500 and 2010-2017 Ram 2500 and 3500 pickup trucks, all equipped with a column shifter. Pushing the brake pedal for prolonged periods when the vehicle is running and in PARK may cause the Brake Transmission Shift Interlock (BTSI) pin to stick in the open position. With the pin in the open position, the transmission can be shifted out of PARK into any gear without pushing the brake pedal or having the key in the ignition.
Consequence & remedy
Consequence: Being able to shift the transmission without pushing the brake pedal and/or without a key in the ignition can increase the risk of an unintended vehicle rollaway that may result in personal injury or a crash.
Remedy: Chrysler will notify owners, and dealers will update the vehicle software, inspect the BTSI, and, as necessary, replace it, free of charge. The recall began February 26, 2018. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is T79.
Chrysler is recalling certain model year 2009-2012 Ram 1500 trucks manufactured from February 27, 2008, through June 30, 2009, and from December 1, 2009, through October 20, 2011; model year 2009-2011 Dodge Dakota trucks manufactured from February 27, 2007, through June 30, 2009, and from December 1, 2009, through September 30, 2011; model year 2009 Chrysler Aspen trucks manufactured from January 3, 2008, through December 18, 2008; and model year 2009 Dodge Durango trucks manufactured from January 3, 2008, through December 18, 2008. The rear axle pinion nut may loosen due to an undersized pinion spline that can allow relative motion between the nut and companion flange.
Consequence & remedy
Consequence: If the rear axle pinion nut loosens, the axle can lock up and cause a loss of vehicle control and/or a vehicle crash with little warning.
Remedy: On November 7, 2013 Chrysler notified owners that dealers would install a pinion nut retainer, free of charge. In July 2015, and under a consent order with NHTSA, the company agreed to offer owners three options for remedying their vehicles: perform the original remedy, offer to repurchase the vehicle at the fair market value plus 10%, or offer an additional incentive offer towards the purchase of a new Dodge, Jeep, Chrysler, or Fiat vehicle. Chrysler will notify owners of the new recall options in a letter expected to be mailed on August 31, 2015. Owners may contact Chrysler at 1-800-247-9753. Chrysler's recall campaign number is N08.
Chrysler is recalling certain model year 2009-2010, Ram 1500 and Dodge Dakota trucks, manufactured from July 1, 2009, through November 30, 2009, because the rear axle pinion nut may loosen due to a lack of adhesive.
Consequence & remedy
Consequence: If the rear axle pinion nut loosens, the axle can lock up and cause a loss of vehicle control and/or a vehicle crash with little warning.
Remedy: Chrysler will notify owners, and dealers will install a pinion nut retainer, free of charge. The recall began on June 17, 2013. Owners may contact Chrysler at 1-800-247-9753.
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
1
EA19001 · Electrical Overstress
Opened Apr 19, 2019 · Closed Sep 19, 2024
Status: closed (inferred from source dates) · Air Bags: Air Bag/restraint Control Module
The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect. During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW. The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications. The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU. In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment. FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle. Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW. These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes. An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time. In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU. This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners. Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW. The risk associated with the ASIC is equally shared among all OEMS involved in the investigation. The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage. There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation. The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU. If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC. Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC. All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled. In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024. With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.
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