NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
53 reportsMileage unknown · Dec 4, 2007
Exterior LightingPower TrainInjury
TL*THE CONTACT OWNS A 2003 DODGE RAM. THE CONTACT PARKED THE VEHICLE IN HER DRIVEWAY. SHE EXITED THE VEHICLE AND LEFT THE DRIVER SIDE DOOR OPEN. SHE THEN HEARD A LOUD POP AND NOTICED THAT THE VEHICLE WAS MOVING. SHE WAS UNABLE TO ENTER AND STOP THE VEHICLE. THE CONTACT WAS STRUCK SEVERAL TIMES BY THE DRIVER SIDE DOOR. SHE …
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TL*THE CONTACT OWNS A 2003 DODGE RAM. THE CONTACT PARKED THE VEHICLE IN HER DRIVEWAY. SHE EXITED THE VEHICLE AND LEFT THE DRIVER SIDE DOOR OPEN. SHE THEN HEARD A LOUD POP AND NOTICED THAT THE VEHICLE WAS MOVING. SHE WAS UNABLE TO ENTER AND STOP THE VEHICLE. THE CONTACT WAS STRUCK SEVERAL TIMES BY THE DRIVER SIDE DOOR. SHE WAS PINNED BETWEEN A METAL POST AND THE DOOR OF THE VEHICLE. THE CONTACT WAS ABLE TO FREE HERSELF AND SUSTAINED INJURIES TO HER MIDRIFF, BACK, AND HEAD. THE POWERTRAIN, SPEED, AND FAILURE MILEAGE WERE UNKNOWN. THE CURRENT MILEAGE WAS 46,900. UPDATED 01/17/08 *BF THE DEALER STATED THE RIGHT BRAKE LAMP IS INOPERABLE. THE CONSUMER HAS PROVIDED ALL MEDICAL DOCUMENTATION AND REPAIR INVOICES PERTAINING TO THE INCIDENT. UPDATED 01/17/08 *TR
NHTSA ODI #10210797
60,300 miles · Nov 27, 2007
Suspension
BOTH FRONT WHEEL BEARINGS ON MY 2003 DODGE RAM 1500 FAILED AT 60,300 MILES. I WAS INFORMED BY THE DEALER AND CHRYSLER THAT THE POWER TRAIN WARRANTY DOES NOT COVER WHEEL BEARINGS / HUB ASSEMBLIES. THE 2006 VERSION OF THIS VEHICLE HAS A NATIONAL RECALL ON THE SAME ASSEMBLY / PART DUE TO INSUFFICIENT LUBRICATION. THIS TRUCK IS NOT …
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BOTH FRONT WHEEL BEARINGS ON MY 2003 DODGE RAM 1500 FAILED AT 60,300 MILES. I WAS INFORMED BY THE DEALER AND CHRYSLER THAT THE POWER TRAIN WARRANTY DOES NOT COVER WHEEL BEARINGS / HUB ASSEMBLIES. THE 2006 VERSION OF THIS VEHICLE HAS A NATIONAL RECALL ON THE SAME ASSEMBLY / PART DUE TO INSUFFICIENT LUBRICATION. THIS TRUCK IS NOT USED FOR COMMERCIAL OR TOWING, IT IS PRIMARILY A PASSENGER VEHICLE. *TR
NHTSA ODI #10210043
49,500 miles · May 15, 2007
Suspension
TL*THE CONTACT OWNS A 2003 DODGE RAM. WHILE PERFORMING AN OIL CHANGE, THE DEALER STATED THAT ALL FOUR LOWER BALL JOINTS WERE LOOSE AND NEEDED TO BE REPLACED. WHILE DRIVING AT LOW SPEEDS, 10MPH THE STEERING WHEEL BEGAN SHAKING. THE FAILURE OCCURRED AT 49500 MILES. THE CURRENT MILEAGE IS 52000. THE ENGINE SIZE IS NOT AVAILABLE.…
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TL*THE CONTACT OWNS A 2003 DODGE RAM. WHILE PERFORMING AN OIL CHANGE, THE DEALER STATED THAT ALL FOUR LOWER BALL JOINTS WERE LOOSE AND NEEDED TO BE REPLACED. WHILE DRIVING AT LOW SPEEDS, 10MPH THE STEERING WHEEL BEGAN SHAKING. THE FAILURE OCCURRED AT 49500 MILES. THE CURRENT MILEAGE IS 52000. THE ENGINE SIZE IS NOT AVAILABLE.
NHTSA ODI #10190776
51,567 miles · Jan 19, 2007
Power Train
TL* - ON 09/05/05 WHILE DRIVING ON A MAJOR ROAD, THE CONTACT STATED THAT HIS 2003 DODGE RAM WAS UNABLE TO SHIFT OUT OF A LOW GEAR STAYING AT A SPEED OF 25 MPH. THE CONTACT TOOK HIS VEHICLE TO ALLEN SAMUELS IN HOUSTON, TX AND THEY STATED THAT THEY COULDN'T DETECT ANY FAILURE ON THE VEHICLE. ON 10/28/06 WHILE DRIVING DOWN A HIL…
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TL* - ON 09/05/05 WHILE DRIVING ON A MAJOR ROAD, THE CONTACT STATED THAT HIS 2003 DODGE RAM WAS UNABLE TO SHIFT OUT OF A LOW GEAR STAYING AT A SPEED OF 25 MPH. THE CONTACT TOOK HIS VEHICLE TO ALLEN SAMUELS IN HOUSTON, TX AND THEY STATED THAT THEY COULDN'T DETECT ANY FAILURE ON THE VEHICLE. ON 10/28/06 WHILE DRIVING DOWN A HILL PULLING A 30 FT TRAVEL TRAILER AT 50 MPH, THE CONTACT TRIED TO DOWN SHIFT, BUT THE VEHICLE WOULD NOT CHANGE GEARS. THE CONTACT STATED THAT HE COULDN'T USE THE EMERGENCY BRAKE TO ASSIST IN STOPPING THE VEHICLE. THE CONTACT TOOK VEHICLE TO HIS LOCAL DEALER( DUB HERRING IN PICAYUNE, MS) AND THEY COULDN'T DETECT ANY FAILURES WITH THE VEHICLE. THE CONTACT CAN PROVIDE COPIES OF THE INVOICE REPAIR IF NEEDED. *NM UPDATED 03/14/07. *JB
NHTSA ODI #10179168
Mileage unknown · Jul 10, 2006
Fuel System, OtherPower TrainCrashInjury
2003 DODGE RAM FUEL LINES ROTTED RESULTING IN A SEVERE LEAK. *KB ***NAR*** THE CONSUMER STATED THE MANUFACTURER CANNOT OR WILL NOT PRODUCE A REPLACEMENT FUEL LINE. THE CONSUMER STATED WHILE THE TRUCK WAS SITTING IN IDLE, THE VEHICLE BEGAN TO MOVE BACKWARDS. THE CONSUMER ATTEMPTED TO STOP THE VEHICLE WITH NO SUCCESS. THE VEHICL…
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2003 DODGE RAM FUEL LINES ROTTED RESULTING IN A SEVERE LEAK. *KB ***NAR*** THE CONSUMER STATED THE MANUFACTURER CANNOT OR WILL NOT PRODUCE A REPLACEMENT FUEL LINE. THE CONSUMER STATED WHILE THE TRUCK WAS SITTING IN IDLE, THE VEHICLE BEGAN TO MOVE BACKWARDS. THE CONSUMER ATTEMPTED TO STOP THE VEHICLE WITH NO SUCCESS. THE VEHICLE ROLLED DOWN A HILL AND INTO A TREE. THE CONSUMER RECEIVED A RECALL NOTICE AFTER HE EXPERIENCED THE FAILURE WITH THE TRANSMISSION. *JB
NHTSA ODI #10162631
Mileage unknown · Mar 28, 2006
Visibility
I TOOK MY '03 DODGE RAM TO MCPEEK DODGE DEALERSHIP IN ANAHEIM, CA FOR WARRANTY WINDSHIELD WIPER REPAIR WORK. THE TRUCK WAS IN PERFECT CONDITION EXCEPT FOR THE WIPERS. LATER IN THE DAY THE SERVICE PERSON CALLED ME TO LET ME KNOW THE WORK WAS COMPLETED, BUT "BY-THE-WAY, WE NOTICED YOUR CHECK ENGINE LIGHT WAS ON - DO YOU WANT US …
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I TOOK MY '03 DODGE RAM TO MCPEEK DODGE DEALERSHIP IN ANAHEIM, CA FOR WARRANTY WINDSHIELD WIPER REPAIR WORK. THE TRUCK WAS IN PERFECT CONDITION EXCEPT FOR THE WIPERS. LATER IN THE DAY THE SERVICE PERSON CALLED ME TO LET ME KNOW THE WORK WAS COMPLETED, BUT "BY-THE-WAY, WE NOTICED YOUR CHECK ENGINE LIGHT WAS ON - DO YOU WANT US TO CHECK THIS OUT?" I REPLIED FIRST OF ALL THE LIGHT WAS NOT ON WHEN I BROUGHT IT IN AND SECOND I WAS NOT GOING TO PAY ANY DIAGNOSTIC FEE AND I EXPECT IT TO BE CORRECTED WHEN I PICK IT UP. IT WAS NOT CORRECTED AND DELIVERED BACK TO ME. OBVIOUSLY, DEALERSHIPS (ESPECIALLY BIG 3 MANUFACTURERS) ARE TRYING TO RECOUP LOSSES THROUGH FRAUDULENT / UNNECESSARY SERVICE DUE TO THE MINIMAL MARGINS AND VOLUME OF SALES OF NEW VEHICLES. I AM A MECHANIC AND UNDERSTAND THE SALES PITCH - WHILE I WAS SITTING IN THE WAITING ROOM I FELT SORRY FOR A LITTLE OLD LADY THAT THE SERVICE GUY PREYED ON. SHE JUST WANTED A OIL CHANGE, BUT ENDED UP HAVING HER BRAKES INSPECTED AND PROBABLY REPLACED ONLY BECAUSE "HE NOTICED THEY WERE SQUEAKING". ANYWAY BACK TO MY STORY - IT TOOK ME ALL OF 5 MINUTES WHEN I GOT HOME TO POP THE HOOD AND FIND A WIRE TO THE AIR CLEANER SENSOR THAT THE MECHANIC HAD DISCONNECTED PROBABLY INTENTIONALLY SINCE THIS HAS NOTHING TO DO WITH THE WIPERS. THE CHECK ENGINE LIGHT WENT OFF. I FOUND OUT THAT THE MANAGEMENT AT THIS DEALERSHIP HAS INSTRUCTED THE STAFF TO MAKE SURE TO UP-SELL EVERY CUSTOMER AND MAKE SURE SOME OTHER WORK IS FOUND BESIDES ANYTHING THAT THE VEHICLE IS BROUGHT IN FOR. THAT'S FINE IF SOMETHING IS NEEDED, BUT TO INTENTIONALLY DAMAGE A VEHICLE OR REPLACE PARTS UNNECESSARY TO MAKE MORE MONEY IS JUST NOT RIGHT. I SAVED $150, BUT AM STEAMING MAD! MCPEEK DODGE IS A CROOK. I WILL NEVER BY ANOTHER VEHICLE THERE AGAIN AND NEVER SERVICE THERE. *JB
NHTSA ODI #10153900
78,000 miles · Dec 6, 2005
Visibility
DT: THE CONTACT STATED DEFOGGER SYSTEM STOPPED WORKING DUE TO THE DESIGN. THE INNER ROUTING FLAP BROKE, ALLOWING THE HEAT TO GO TO THE AIR CONDITIONING VENTS INSTEAD OF THE WINDSHIELD DEFROSTER/DEFOGGER BLOWER. THE CONTACT TOOK THE VEHICLE TO A DEALER HOWEVER, NO REPAIRS HAVE BEEN MADE DUE TO EXCESSIVE EXPENSE. *AK
NHTSA ODI #10144540
Mileage unknown · Jul 8, 2005
Steering
DT: THE PROBLEM WAS WITH THE POWER STEERING GEAR BOX AND PUMP. THE VEHICLE WAS TAKEN TO THE DEALERSHIP AND THEY REMEDIED THE PROBLEM(S). *AK *SC
NHTSA ODI #10126005
83,285 miles · Feb 17, 2005
Tires
COMPLAINT RECEIVED VIA E-MAIL.") I EXCHANGED THE 4TH TIRE OFF MY PICKUP. IT IS A GOODYEAR LT235/80R17 WITH MANY SIDE WALL OPEN WIDE, CRACKS. IT WAS DONE AT WEST TIRE, 4000 HWY 281 NORTH,, MARBLE FALLS ,TX78654 PHONE 830/693-0475,,FAX 830/693-0602. IT WOULD BE NICE IF YOU WOULD IMPOUND THAT CASING FOR YOUR EXAMINATION AND FACT FI…
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COMPLAINT RECEIVED VIA E-MAIL.") I EXCHANGED THE 4TH TIRE OFF MY PICKUP. IT IS A GOODYEAR LT235/80R17 WITH MANY SIDE WALL OPEN WIDE, CRACKS. IT WAS DONE AT WEST TIRE, 4000 HWY 281 NORTH,, MARBLE FALLS ,TX78654 PHONE 830/693-0475,,FAX 830/693-0602. IT WOULD BE NICE IF YOU WOULD IMPOUND THAT CASING FOR YOUR EXAMINATION AND FACT FINDING. THERE WAS NO ACCIDENT OR HARD HITTING A CURB INVOLVED , IT JUST APPEARED THE TIRE HAD 10./32NDS RUBBER LEFT OF 15/32NDS AND WAS DISCOVERED AT AN OIL CHANGE, SURELY THESE MANY FAILURES ARE WORTH EXAMINING." *NM *TC
NHTSA ODI #10108622
Mileage unknown · Feb 16, 2005
WheelsCrash
WHILE DRIVING, THE RIGHT FRONT PASSENGER WHEEL COMPLETELY DISENGAGED FROM THE VEHICLE CAUSING AN ACCIDENT. *JB *SC
NHTSA ODI #10108731
NHTSA investigations
1EA04025 · False Park
Opened Aug 26, 2004 · Closed Dec 22, 2005
Status: closed (inferred from source dates) · Power Train:automatic Transmission; Power Train:automatic Transmission:gear Position Indication (prndl); Power Train:automatic Transmission:lever And Linkage:column Shift
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.
Additional source detail variants (3)
Power Train:automatic Transmission
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.
Power Train:automatic Transmission:gear Position Indication (prndl)
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.
Power Train:automatic Transmission:lever And Linkage:column Shift
THE SUBJECT VEHICLES ARE HEAVY DUTY PICKUP TRUCKS WITH DIESEL ENGINES AND AUTOMATIC TRANSMISSIONS COMMONLY USED FOR COMMERCIAL AND WORK PURPOSES.A COLUMN MOUNTED SHIFT LEVER IS USED FOR GEAR SELECTION AND AN ELECTRONIC PRNDL ON THE INSTRUMENT PANEL PROVIDES GEAR POSITION INFORMATION TO THE DRIVER.THE SUBJECT VEHICLES ARE ALSO EQUIPPED WITH A BRAKE-TRANSMISSION SHIFT INTERLOCK THAT PREVENTS THE SHIFT LEVER FROM BEING MOVED FROM THE PARK POSITION (WHEN THE ENGINE IS ON) UNLESS THE BRAKE PEDAL IS DEPRESSED AND AN IGNITION-SHIFT INTERLOCK THAT PREVENTS KEY REMOVAL UNLESS THE TRANSMISSION IS IN THE PARK POSITION.COMPLAINANTS GENERALLY REPORT THAT THE VEHICLE WAS BEING OPERATED IN A FORWARD GEAR AND BROUGHT TO A STOP THROUGH BRAKE APPLICATION ON ALEVEL SURFACE, AT WHICH TIME THE OPERATOR MOVED THE SHIFT LEVER TO ENGAGE THE PARK POSITION.THE OPERATOR THEN OPENED THE DRIVER SIDE DOOR AND, WITHOUT VERIFYING PARK ENGAGEMENT (E.G., PRNDL GEAR INDICATION), SECURING THE PARK BRAKE, OR TURNING THE ENGINE OFF, EXITED THE VEHICLE.INITIALLY, NO VEHICLE MOVEMENT WAS APPARENT, HOWEVER, A SHORT TIME LATER, TYPICALLY REPORTED AS 10 TO 30 SECONDS, THE VEHICLE MOVED REARWARD UNDER ENGINE POWER.THE INCIDENT OFTEN ENDED IN A VEHICLE CRASH, AND SOMETIMES INVOLVED SERIOUS INJURY.TWO FATALITIES ARE ALLEGED.ODI?S ANALYSIS OF TEST VEHICLES AND SOME INCIDENT VEHICLES FOUND NO EVIDENCE TO INDICATE THAT A SHIFT LEVER PROPERLY PLACED IN PARK COULD UNINTENTIONALLY (I.E., WITHOUT DRIVER INPUT) DISENGAGE FROM THAT POSITION.HOWEVER, ODI DID FIND THAT THE SHIFT LEVER COULD BE INADVERTENTLY PLACED, AND REMAIN AT REST, WITHIN AN INTERMEDIATE POSITION BETWEEN THE PARK AND REVERSE GEAR POSITIONS.WHEN PLACED IN SUCH AN INTERMEDIATE POSITION, THE VEHICLE CAN EXPERIENCE A DELAYED PRESSURIZATION OF THE REVERSE HYDRAULIC CIRCUIT THAT IS SUFFICIENT TO CAUSE THE VEHICLE TO ROLL REARWARD UNDER POWER.THE DELAY PERIOD ALLOWS SUFFICIENT TIME FOR OPERATORS TO EXIT THE STATIONARY VEHICLE WITHOUT PERCEIVING THAT THE SHIFTER IS NOT IN PARK.THE SUMMARY REPORT DISCUSSES THE TECHNICAL ANALYSIS OF THIS ISSUE IN GREATER DETAIL AND COMPARES THE FREQUENCY OF THESE INCIDENTS IN THE SUBJECT VEHICLES TO OTHER PEER VEHICLES THAT ODI EXAMINED.AS DESCRIBED IN THEIR OCTOBER 4, 2005 LETTER TO NHTSA, DAIMLERCHRYSLER CORPORATION (DCC) WILL CONDUCT A SAFETY RECALL (NHTSA RECALL NO. 05V-462, DCC NO. E17) TO INSTALL AN OUT-OF-PARK ALARM SYSTEM IN THE SUBJECT VEHICLES.THE ALARM WILL PROVIDE AUDIBLE AND VISUAL FEEDBACK TO ALERT THE DRIVER, AND OTHERS, IF THE DRIVER ATTEMPTS TO EXIT THE VEHICLE WHILE THE ENGINE IS RUNNING AND THE SHIFT LEVER IS NOT IN THE PARK POSITION.THE TIMING OF DCC?S ACTION HAS YET TO BE DETERMINED.
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