NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
471 reportsMileage unknown · Feb 12, 2026
Service BrakesVehicle Speed Control
Jeep Wrangler JK ABS Module Issue: History, Stellantis Response, and Safety Concerns Background: The Discontinued ABS Module Problem Jeep Wrangler owners (particularly Wrangler JK models from 2011–2018) have been plagued by failures of the Anti-lock Brake System (ABS) control module – a critical component that controls the vehi…
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Jeep Wrangler JK ABS Module Issue: History, Stellantis Response, and Safety Concerns Background: The Discontinued ABS Module Problem Jeep Wrangler owners (particularly Wrangler JK models from 2011–2018) have been plagued by failures of the Anti-lock Brake System (ABS) control module – a critical component that controls the vehicle’s anti-lock brakes and stability control. The problematic part is commonly referenced by Mopar part number 68259556 (with revisions AA, AB, AC, AD, AE for 2014–2018 Wranglers). In recent years, this ABS module was discontinued by the manufacturer and put on indefinite backorder, leaving owners unable to obtain a replacement when the unit fails. The issue isn’t isolated to just one part number or model – similar ABS module shortages and failures have been reported in other Stellantis vehicles (including later Wrangler JLs and even Ram trucks) as well. Stellantis (the parent company of Jeep, formerly FCA) has not provided new stock of the module for an extended period, creating a nationwide shortage that has frustrated many customers and raised serious safety concerns. Timeline of the Issue and Part History Owners and mechanics first began noticing ABS module availability problems around 2021–2022, coinciding with supply-chain disruptions and corporate changes. Mopar initially listed the Wrangler JK ABS module as on backorder, with projected availability dates that kept slipping (one OEM parts source in early 2022 noted the part was backordered with no firm ETA). By 2023, the situation worsened: dealerships reported that no new units were being produced at all, effectively discontinuing the part without warning. Supplier Fallout: According to insider reports on Jeep forums, the shortage stemmed from a supplier issue – the original ABS module supplier for Jeep/FCA stopped production (allegedly after Stellantis attempted to cut costs), and it took the company over half a year to find a new supplier. Some reports claim Stellantis “tried to
NHTSA ODI #11717461
Mileage unknown · Feb 11, 2026
Air BagsUnknown Or Other
Horn no longer works and the seatbelt light is on. My mechanic said there’s a recall… The clock spring apparently is contaminated… Also, I see there’s a recall on the airbag.
NHTSA ODI #11717288
Mileage unknown · Feb 7, 2026
Service Brakes
I am one of thousands of Jeep Wrangler owners whose ABS modules have failed, not due to normal wear and tear, but because it is a defective part. The result for my car is that the ABS system indiscriminately applies braking to a wheel that is not necessary. This results in steering problems, overheated brake pads, and vibrations…
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I am one of thousands of Jeep Wrangler owners whose ABS modules have failed, not due to normal wear and tear, but because it is a defective part. The result for my car is that the ABS system indiscriminately applies braking to a wheel that is not necessary. This results in steering problems, overheated brake pads, and vibrations in all four wheels. The ABS module needs to be replaced, but there are none in the U.S. to buy. The part has been on back order for years! Stellantis, the parent company of Jeep, has not done anything to resolve the supply chain issues with this part. I am aware of some Jeep owners who have left their Jeeps at a Jeep dealership for over a year, waiting for a replacement part! In some states, such as Hawaii, where my Jeep is located, an annual safety inspection must be passed to drive the car on Hawaii's roads. With ABS and traction control warning lights, my Jeep won't pass. At this point, I cannot drive my Jeep legally or safely. The NSHTA has been made aware of the safety issues of Jeep Wranglers driving with faulty ABS modules or, in some cases, disconnected ABS systems. A national recall should have been implemented years ago.
NHTSA ODI #11716454
Mileage unknown · Feb 5, 2026
Service Brakes
ABS module needs replacing which can lead to accidents and care unexpectedly going into lump mode. Part is impossible to get as Jeep as not produced in years and on permanent backorder. This is a safety hazard for myself and my family. Jeep refuses to issue a recall or offer a fix.
NHTSA ODI #11716069
Mileage unknown · Feb 1, 2026
Service Brakes
The ABS module on my Jeep is failing with a C2200 code andthe ABS, Brake, and traction control lights illuminated on the dash. This is a very common problem with Jeep Wranglers as has been noted in several online communities. Some have been waiting literally years for a replacement part from their dealerships with none either be…
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The ABS module on my Jeep is failing with a C2200 code andthe ABS, Brake, and traction control lights illuminated on the dash. This is a very common problem with Jeep Wranglers as has been noted in several online communities. Some have been waiting literally years for a replacement part from their dealerships with none either being made or delivered and no solution for repair for thousands of people. This is clearly a major safety issue for thousands of people with Wrangler from the years 2008 - 2019. This needs to be a recall.
NHTSA ODI #11714767
Mileage unknown · Jan 15, 2026
Service BrakesVehicle Speed Control
To Whom It May Concern, I am submitting this letter as a formal complaint regarding the unresolved unavailability of a safety-critical ABS module for my vehicle and the improper closure of my case by Stellantis without escalation. Vehicle Information: 2015 Jeep Wrangler Unlimited Sahara ABS Control Module Dealer Documentati…
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To Whom It May Concern, I am submitting this letter as a formal complaint regarding the unresolved unavailability of a safety-critical ABS module for my vehicle and the improper closure of my case by Stellantis without escalation. Vehicle Information: 2015 Jeep Wrangler Unlimited Sahara ABS Control Module Dealer Documentation: On January 15, 2026, I received written confirmation from Texan Dodge in Humble, Texas, stating that: • ABS Module #68259556AD is currently on backorder • That dealership alone has 15 pending orders • There are 300+ customers nationwide currently in the supply queue • No ETA or ship date has been provided by the supplier This documentation demonstrates that the issue is systemic, not isolated, and not resolvable simply by prepaying a dealership order. Case Handling Concerns: Despite providing this information and formally requesting escalation, the assigned Stellantis case manager stated that she intended to close the case and refused to forward it to the next supervisory or corporate review level. The case was closed over my objection while the issue remains unresolved. Core Issues: • The ABS module is a federally required safety component • There is a documented, nationwide shortage with no ETA
NHTSA ODI #11711171
Mileage unknown · Jan 13, 2026
Service BrakesSteeringWheels
Abs control module defective per dealer diagnostics (110 bucks) , abs light on, brake light on, traction control light on , little car on downhill slope, safety issues are driving without brake control and steering, parts on back order alot of people flooding internet with same issue, as well as oil cooler, who puts plastic i…
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Abs control module defective per dealer diagnostics (110 bucks) , abs light on, brake light on, traction control light on , little car on downhill slope, safety issues are driving without brake control and steering, parts on back order alot of people flooding internet with same issue, as well as oil cooler, who puts plastic in the middle of a hot motor and thinks that wont break, that should have been a recall that was 1000 replacement now 1400 part replacement because it has to be done at dealer
NHTSA ODI #11710756
Mileage unknown · Jan 12, 2026
Forward Collision AvoidanceService Brakes
ABS module has stopped working. OEM parts are not available. Only used or repaired parts are available and they are 3 to 5 times what they should normally cost. This affects antilock brakes and traction control.
NHTSA ODI #11710360
Mileage unknown · Jan 3, 2026
Electrical SystemEngineUnknown Or OtherFire
Our 2015 Jeep Wrangler JK Unlimited just caught on fire. I happened to be in my daughter’s bedroom, 20 feet away from where the Jeep was parked. I thought I was seeing flames reflecting from the TV, but I realized that they were real. My next thought was that my husband was building a firepit fire. I thought that was we…
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Our 2015 Jeep Wrangler JK Unlimited just caught on fire. I happened to be in my daughter’s bedroom, 20 feet away from where the Jeep was parked. I thought I was seeing flames reflecting from the TV, but I realized that they were real. My next thought was that my husband was building a firepit fire. I thought that was weird because he was doing it in the front yard, but I didn’t think any more about it because I was so focused on my work. I went back to work for a second, but something told me to look again. I did, and then realized that it was the Jeep that was on fire. I screamed for my husband, but couldn’t find him; I was scared that he was in the Jeep. Actually, he had been in the back yard and heard me screaming, so he ran up front to see what was happening. I called 911 while my husband tried to put the fire out with the water hose, which didn’t help- the flames kept getting higher. It took firefighters a while to extinguish the flames and to get it cooled off. The engine appears to be melted. It is in our yard and available for inspection. The fire fighters made a report that my husband has requested. We’re waiting on the insurance company to contact us. The fire smelled electrical. We smelled no gasoline. I was absolutely horrified thinking about what might have happened if it had ignited at night when no one was looking. My daughter, my pets, my husband, and I could have all been casualties of this spontaneous fire. The fact that it was day time, the unusual coincidence that I was where I was so that I saw the fire, and the fact that my husband parked on a different side of the yard than usual, all probably are the reasons we are alive today. Had any one of those events not been in play, it could have been a very different outcome. My husband had no indication that there was a problem with the Jeep. He’d just driven it. He reported no odors and no problems at all. He takes excellent care of it, so it was in great condition.
NHTSA ODI #11708596
138,934 miles · Dec 30, 2025
EngineFire
The contact owns a 2015 Jeep Wrangler. The contact stated that while driving at 40-50 MPH on the highway far right lane, several unknown warning lights illuminated as smoke was coming from under the hood. The contact stated that the accelerator pedal felt as if the friction was lost against her foot, and the accelerator pedal tr…
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The contact owns a 2015 Jeep Wrangler. The contact stated that while driving at 40-50 MPH on the highway far right lane, several unknown warning lights illuminated as smoke was coming from under the hood. The contact stated that the accelerator pedal felt as if the friction was lost against her foot, and the accelerator pedal traveled all the way to the floorboard as the vehicle failed to accelerate. The contact immediately pulled over to the side of the highway, turned off the vehicle, opened the front driver's side door, and noticed smoke and flames coming from beneath the vehicle. The fire department was notified and extinguished the fire. A fire department report was filed. No physical injuries were sustained; however, the contact stated she sustained emotional distress. The vehicle was towed to an independent mechanic; however, the failure was not diagnosed. The vehicle was not repaired. The contact stated that the vehicle was being stored at the independent mechanic. The manufacturer was not notified of the failure. The failure mileage was 138,934.
NHTSA ODI #11707742
Official recalls
3Sep 26, 2019
Chrysler (FCA US LLC) is recalling certain 2011-2018 Jeep Wrangler right hand drive vehicles. The driver's seat belt buckle mounting strap may fracture and separate from the seat frame.
Consequence & remedy
Consequence: A separated or severed seat belt buckle strap will result in an inoperable seat belt, increasing the risk of injury in the event of a crash.
Remedy: FCA US will notify owners, and dealers will replace the driver's seat belt buckle, free of charge. Interim notices informing owners of the safety risk were mailed November 19, 2019. Owners will received a second letter and the recall began March 26, 2020. Owners may contact FCA customer service at 1-800-853-1403. FCA's number for this recall is VA6.
Jan 15, 2019
Chrysler (FCA US LLC) is recalling certain 2010 Dodge Ram 3500, Ram 4500/5500, 2010-2011 Dodge Dakota, 2010-2014 Dodge Challenger, 2010-2015 Dodge Challenger, Chrysler 300, and 2010-2016 Jeep Wrangler vehicles. Upon deployment of the driver's frontal air bag, excessive internal pressure may cause the inflator to explode.
Consequence & remedy
Consequence: In the event of a crash necessitating deployment of the passenger's frontal air bag, the inflator could explode with metal fragments striking the vehicle occupants potentially resulting in serious injury or death.
Remedy: Owners are advised not to drive their vehicle until the recall repair is complete. Chrysler will notify owners, and dealers will replace the passenger frontal air bag inflator, free of charge. The recall began February 4, 2019. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is V01.
May 11, 2016
Chrysler (FCA US LLC) is recalling certain model year 2011-2016 Right Hand Drive Jeep Wrangler vehicles manufactured February 16, 2010, to May 2, 2016. The clockspring assembly may become contaminated with dust and cause the air bag circuit to fail.
Consequence & remedy
Consequence: Failure of the air bag circuit may prevent the driver's frontal air bag from deploying in the event of a crash, increasing the risk of injury.
Remedy: Chrysler will notify owners, and dealers will replace the clockspring, wheel back cover, and column shroud, free of charge. The recall began on August 11, 2016. Owners may contact Chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is S40.
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.
PE19008 · Seat Belt Buckle Bracket Failure
Opened Jul 29, 2019 · Closed Dec 12, 2019
Status: closed (inferred from source dates) · Seat Belts:front:buckle Assembly
On July 17, 2019, NHTSA's Office of Defects Investigation (ODI) opened Preliminary Evaluation (PE) 19-008 after receiving three Vehicle Owner Questionnaire (VOQ) reports alleging the driver's side seat belt buckle separated from the seat frame, rendering the seat belt non-functional. The VOQs involved model year (MY) 2015 and 2016 Jeep Wrangler (JK platform) that were configured for right-hand drive (RHD) use. On August 8, 2019, ODI issued an information request (IR) letter to FCA.The scope of the IR included all JK Wrangler produced for sale in the U.S. (both left- and right-hand drive), and amongst other things, requested any reports or allegations of driver's seat belt bracket failures on these vehicles. In its review of FCA's response, ODI determined that approximately 1.7 million JK Wrangler were produced from MY 2007 to 2018, about 16,000 of which were configured for RHD. ODI notes that the RHD Wrangler are typically used for rural postal delivery which often experience a more severe duty cycle. Also RHD JK was was not produced in MY 2007.As explained in the IR response, FCA identified three distinct populations of JK Wrangler concerning the driver's seat belt bucket bracket; specifically the MY 2007-2018 LHD (~1.7M units), the MY 2008-2010 RHD (4,563 units), and the MY 2011-2018 RHD (11,463 units) populations.FCA provided details on the designs used in each of these populations, identifying specific differences deemed pertinent to the strength and durability of each unique bracket design. FCA further reviewed its analysis of the complaint and warranty data identified under the IR, and noting that it had not identified any allegations of bracket failures on the LHD population, and only one allegation on the MY 2008-2010 RHD vehicles. By comparison, FCA identified 24 allegations of bracket failure for the MY 2011-2018 RHD JK, including two reports duplicative of the VOQs. Neither the FCA nor the VOQ reports allege an injury or fatality due to bracket failure. Based on this analysis, FCA decided to conduct a safety recall for the MY 2011-2018 RHD JK population. On September 30, 2019, FCA submitted a Defect Information Report initiating NHTSA Safety Recall 19V-680 (FCA No. VA6). Under the recall action, FCA will replace the driver's seat belt bracket on MY 2011-2018 RHD Jeep JK Wrangler. The repair will be conducted free of charge.In view of FCA's recall action, and its explanations of the scope of that action, ODI is closing PE19-008. ODI will continue to monitor the non-recalled RHD, and the LHD JK Wrangler for evidence of seat belt bracket failure and will take further action if warranted.The three VOQ reports cited above can be reviewed at NHTSA.gov under the following reference numbers:11190251, 11218472, 11231639.
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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