TL* THE CONTACT OWNS A 2010 RAM 1500. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 65 MPH, THERE WAS SPARKS COMING FROM UNDER THE HOOD AND THE STEERING WHEEL BECAME EXTREMELY DIFFICULT TO MANEUVER. THE DRIVE SHAFT HAD DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER BUT WAS NOT DIAGNOSED OR REPAIRED. THE MAN…
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TL* THE CONTACT OWNS A 2010 RAM 1500. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 65 MPH, THERE WAS SPARKS COMING FROM UNDER THE HOOD AND THE STEERING WHEEL BECAME EXTREMELY DIFFICULT TO MANEUVER. THE DRIVE SHAFT HAD DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO THE DEALER BUT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 25,000. ..UPDATED 09/03/15 *BF *CN
NHTSA ODI #10746734
64,000 miles · Aug 5, 2015
Power Train
DRIVING HOME TODAY IN MY 2010 DODGE RAM 1500, HEARD A HUM WHEN I LET OFF ON THE GAS. AS I MADE A RIGHT TURN TO GET OFF THE ROAD, I HEARD A BUNCH OF RATTLING AND THE TRUCK STOPPED. WHEN I GOT OUT OF THE TRUCK MY DRIVE SHAFT WAS LAYING IN THE LANE NEXT TO ME. I LOOKED UNDER THE TRUCK AND FOUND THE TRANSFER CASE SNAPPED AND LAYING …
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DRIVING HOME TODAY IN MY 2010 DODGE RAM 1500, HEARD A HUM WHEN I LET OFF ON THE GAS. AS I MADE A RIGHT TURN TO GET OFF THE ROAD, I HEARD A BUNCH OF RATTLING AND THE TRUCK STOPPED. WHEN I GOT OUT OF THE TRUCK MY DRIVE SHAFT WAS LAYING IN THE LANE NEXT TO ME. I LOOKED UNDER THE TRUCK AND FOUND THE TRANSFER CASE SNAPPED AND LAYING ON THE GROUND UNDER THE TRUCK. A COUPLE OF BYSTANDARD OFFERED TO HELP PUSH THE TRUCK OFF THE ROAD BUT WHEN IT WAS IN NUTRAL IT WOULDN'T MOVE. WHEN THE TOW TRUCK PUT IT UP ON THE FLAT BED THE REAR AXCEL WAS LOCKED UP AND THE TIRES WOULD NOT ROTATE.
NHTSA ODI #10746622
77,800 miles · Aug 5, 2015
Power TrainSteeringUnknown Or Other
I PARKED MY VEHICLE, TURNED IT OFF WENT INSIDE FOR A FEW MINUTES. CAME OUT STARTED IT UP. WITH MY FOOT ON THE BRAKE, I TRIED TO PUT IT IN GEAR (AUTOMATIC TRANSMISSION) WOULD NOT GO IN GEAR THE SHIFTER WOULDN'T MOVE. I TRIED A FEW MORE TIMES AND IT FINALLY WENT INTO GEAR. THIS HAS HAPPENED 2 TIMES ON THE SAME DAY ON 3 DIFFERENT D…
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I PARKED MY VEHICLE, TURNED IT OFF WENT INSIDE FOR A FEW MINUTES. CAME OUT STARTED IT UP. WITH MY FOOT ON THE BRAKE, I TRIED TO PUT IT IN GEAR (AUTOMATIC TRANSMISSION) WOULD NOT GO IN GEAR THE SHIFTER WOULDN'T MOVE. I TRIED A FEW MORE TIMES AND IT FINALLY WENT INTO GEAR. THIS HAS HAPPENED 2 TIMES ON THE SAME DAY ON 3 DIFFERENT DAYS.
NHTSA ODI #10746405
Mileage unknown · Jul 30, 2015
EnginePower Train
WE HAVE HAD THIS TRUCK BACK JUST AFTER WE PURCHASED IT NEW AND THEY PUT A NEW TORQUE CONVERTER IN AND THAT DIDN'T FIX THE VIBRATION. WE HAVE HAD IT BACK SEVERAL TIMES AFTER THAT . WE WERE THEN TOLD THAT WHEN THEY CAME UP WITH A FIX WE WERE BE CONTACTED. ITS STILL VIBRATING AND HAVEN'T HEARD OF ANY FIXES.
NHTSA ODI #10745098
Mileage unknown · Jul 30, 2015
Power Train
MY TRUCK STARTED MAKING SOUND FROM THE REAR AXLE WHILE I WAS DRIVING ON AND OFF THE HIGHWAY. I SLOWED DOWN TO SEE IF IT HAD ANYTHING TO DO WITH THE TRANSMISSION THEN I COULD SENSE THAT THE DRIVE TRAIN WAS SOMEHOW LAGGING WHILE ACCELERATING AND DECELERATING. I DROVE AT ABOUT 40-60 MPH ALL DAY AND DECIDED TO DROP IT OFF AT A DODGE…
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MY TRUCK STARTED MAKING SOUND FROM THE REAR AXLE WHILE I WAS DRIVING ON AND OFF THE HIGHWAY. I SLOWED DOWN TO SEE IF IT HAD ANYTHING TO DO WITH THE TRANSMISSION THEN I COULD SENSE THAT THE DRIVE TRAIN WAS SOMEHOW LAGGING WHILE ACCELERATING AND DECELERATING. I DROVE AT ABOUT 40-60 MPH ALL DAY AND DECIDED TO DROP IT OFF AT A DODGE DEALERSHIP FOR SERVICE. NEXT DAY, I RECEIVED A CALL FROM THE SERVICE PERSON EXPLAINING THAT MY TRUCK'S DRIVE SHAFT FELL DOWN AS SOON AS HE TOOK IT OUT TO A TEST DRIVE ON INTERSTATE 10. HE TOLD ME THAT THE TRUCK HAD TO BE TOWED BACK TO THE GARAGE WITH THE DRIVE SHAFT GETTING DRAGGED ON THE GROUND. THE DEALERSHIP MANAGER AND I BOTH HAD TO MAKE A NUMEROUS PHONE CALL TO CHRYSLER ABOUT THIS INCIDENT AND THE CHRYSLER REPRESENTATIVE AGREED THAT IT WAS DUE TO A RECALL THAT I HAD NOT HAVE. CHRYSLER REP., AFTER 3 HOURS OF TALKING ON THE PHONE AND WAITING, AGREED TO COMPENSATE FOR THE REPAIR AND THE DEALERSHIP PUT THE DRIVE SHAFT, WHICH HAD BEEN DRAGGED ON THE GROUND FOR 1/4 MILE, BACK TO MY TRUCK WITHOUT REPLACING IT. EVER SINCE THEN, IT HAS BEEN MAKING A VERY ANNOYING "WHINING" SOUND FROM THE REAR AXLE AT LOW SPEED(10-40MPH) UNTIL TODAY. I THOUGHT IT WAS MY MISTAKE TO BUY A CHRYSLER PRODUCT THAT HAD SO MANY RECALLS AND PROBLEMS UNTIL I SAW A NEWSPAPER ARTICLE TALKING ABOUT CHRYSLER'S RECALL INCIDENT. TODAY, I REALIZED THAT THIS INCIDENT I HAD WAS NOT EVEN THE PART OF DODGE RAM'S RECALL. I COULD HAVE GOTTEN INTO A SEVERE ACCIDENT IN THE MIDDLE OF BUSY I10 IN HOUSTON IF I HAD TO DRIVE ANOTHER MILE ON THE DAY BEFORE I DROPPED IT OFF AT THE DEALERSHIP.
NHTSA ODI #10745069
76,000 miles · Jul 27, 2015
Power TrainUnknown Or Other
REAR AXLE WAS MAKING LOUD NOISES, TURNED OUT I HAD TO REPLACE THE BEARINGS IN THE REAR AXLE. COST ME OVER 1100.00, WAS TOLD ITS VERY STRANGE FOR A TRUCK WITH ONLY 76K MILES TO NEED THIS DONE. I ALSO HAD THE REAR DIFF SERVICED BY A DEALER 6 MONTHS PRIOR WITH NO INDICATION FROM THEM OF ANY ISSUES.
NHTSA ODI #10743849
80,100 miles · Jul 6, 2015
Power Train
DRIVING AT HIGHWAY SPEED, TRUCK PUT ITSELF INTO 4TH GEAR. PULLED OVER TO TURN OFF ENGINE AND RE-START. TRUCK WOULD NOT SHIFT IN TO "DRIVE". ISSUE PERSISTED UNTIL FOLLOWING DAY. NOW CHECK ENGINE LIGHT IS ON AND IT MUST BE TAKEN TO A SERVICE CENTER.
NHTSA ODI #10732145
55,000 miles · Jun 18, 2015
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. WHILE DRIVING AT 10 MPH AND COMING TO A STOP, THE DRIVESHAFT FAILED. THE CONTACT REPAIRED THE VEHICLE AND REPLACED THE DRIVESHAFT. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 13V038000 (POWER TRAIN). THE VEHICLE WAS SERVICED UNDER THE RECALL BUT THE REMEDY FAILED TO REP…
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TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. WHILE DRIVING AT 10 MPH AND COMING TO A STOP, THE DRIVESHAFT FAILED. THE CONTACT REPAIRED THE VEHICLE AND REPLACED THE DRIVESHAFT. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 13V038000 (POWER TRAIN). THE VEHICLE WAS SERVICED UNDER THE RECALL BUT THE REMEDY FAILED TO REPAIR THE VEHICLE. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 55,000.
NHTSA ODI #10725958
68,000 miles · May 28, 2015
Power TrainCrash
REAR DRIVE SHAFT CAME OUT CAUSING REAR AXLES TO LOCK PUTTING THE VEHICLE INTO A SLIDE CROSSING ON COMING TRAFFIC.
NHTSA ODI #10721843
111,812 miles · May 4, 2015
Power Train
TL* THE CONTACT OWNS A 2010 DODGE RAM 1500. THE CONTACT STATED THAT THE TRANSMISSION BECAME STUCK IN FOURTH GEAR WHILE THE ENGINE WAS ON AND CAUSED THE VEHICLE TO LOSE ACCELERATION. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 111,812.
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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