Ram 1500 Investigations

9 ODI actions on file.

• RQRQ25003OPENOpened 7/3/2025
  Post Recall Remedy Brake Transmission Shift Interlock (BTSI) Failure
  POWER TRAIN:AUTOMATIC TRANSMISSION

  The Office of Defects Investigation (ODI) has received 14 Vehicle Owner Questionnaire (VOQ) reports and 6 EWR Death & Injury (D&I) reports describing post recall remedy failures of the brake transmission shift interlock (BTSI) system in certain Model Year (MY) 2013-2018 RAM pickup trucks.The subject vehicle models include 1500, 2500, 3500, 4500, and 5500 trucks equipped with a column mounted shift lever.The failures of the BTSI described in the VOQs occurred on vehicles that had all previously been repaired under recall 17V-821 or 18V-100.Both recalls address a potential condition which can cause the BTSI locking pin to become stuck allowing the transmission to be shifted out of Park without depressing the brake pedal and/or without having a key in the ignition.Shifting the transmission out of Park when not having the brake pedal depressed can result in a vehicle rollaway. ODI is opening this Recall Query (RQ) to review the effectiveness of the 17V-821 and 18V-100 recall remedies, understand the root cause of additional vehicle rollaway incidents, and identify any other possible root cause that may affect the performance of the BTSI system. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.

• PEPE24018OPENOpened 7/19/2024
  Engine Stall With Intermittent Restart
  ELECTRICAL SYSTEM:12V/24V/48V BATTERY

  The Office of Defects Investigation (ODI) has received 80 consumer complaints alleging an engine stall and loss of motive power on model year (MY) 2022 RAM 1500 pickup trucks and 2022 Jeep Wagoneer SUV vehicles. The particular engines in the subject vehicles are equipped with the Fiat Chrysler Automotive Group LLC (FCA) 5.7L Hemi eTorque system. The eTorque system is a mild hybrid system that lets the vehicle partially power itself. It accomplishes this by converting the captured energy from the braking system into electricity for the battery pack, which is then used to power a variety of electrical components. ETorque engines replace the alternator with a 48-volt battery-powered belt drive and a motor generator. The motor generator provides extra torque to the crankshaft during gear changes. Simultaneously, the motor generator uses the 48-volt battery pack to increase torque. Many of the complaints state that the vehicle's engine would shut off, often while travelling at slow speed, the vehicle would shift into park and apply the emergency brake. The vehicles were sometimes able to be restarted. In addition, complaints state that the malfunction warning light with the battery fault symbol appeared on the dash.  Many complaints state that a low voltage condition fault is present, sometimes not being able to restart the vehicle. On April 13, 2023, FCA announced recall 23V-265 describing a defect in certain 2021 Ram 1500 vehicles equipped with 5.7L eTorque engines.  The recall described a defect in the powertrain control module software can cause an incorrect fuel mixture condition in the engine, and result in an engine stall. In February of 2024, ODI provided the complaints on the 2022 Ram 1500 and Wagoneer vehicles to FCA. After reviewing the complaints, FCA stated that “the loss of motive power was likely not caused by an over rich fuel condition (as outlined in recall 23V-265), but rather some other cause (e.g., an electrical concern that causes the engine to shut down).” A Preliminary Evaluation has been opened to assess the scope, frequency, root cause(s) and consequences of these loss/stall of motive power incidents.  Additionally, ODI may expand the scope of the subject population during the investigation, if needed. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.

• RQRQ23003OPENOpened 8/4/2023
  Intermittent/Comp Loss of Power Steering
  STEERING

  The Office of Defects Investigation (ODI) has received 380 reports from consumers alleging an intermittent or complete loss of power steering assistance in certain 2013-2016 Ram 1500.The failure allegations occur at various speeds with limited detectability to the driver.On March 23, 2016 Fiat Chrysler Automotive (FCA) conducted recall campaign 16V-167 to address a possible contamination of the electrical power steering unit in certain model year 2015-2016 RAM 1500. The recall involved 440 vehicles and potentially resulted in loss of power steering assist.Consumer complaints indicate a similar failure may be occurring in vehicles that are out of scope of the recall.A Recall Query has been opened to determine if the scope of the recall mentioned above is correct or if another defect might exist that causes the alleged steering concerns.The reports cited above are listed in the attached document.

• EAEA23001RECALLOpened 3/17/2023
  High pressure fuel pump failure
  FUEL SYSTEM, DIESEL:DELIVERY:FUEL PUMP

  The Office of Defects Investigation (ODI) opened PE21-021 on October 14, 2021, to investigate incidents alleging a stall/loss of motive power as a result of high-pressure fuel pump failures in certain model year (MY) 2019-2020 Ram 2500, 3500, 4500, and 5500 heavy duty trucks equipped with 6.7L Cummins turbodiesel engines. During the investigation, ODI sought to determine if the related defect allegation was limited in scope to the recalled population. After review of information request response materials from both FCA and BMW, NHTSA determined that sufficient information to identify a comprehensive recall population could not be produced by FCA and BMW.During the investigation FCA filed recalls 22V406, 22E048, 22V767, and 22E087 which include vehicles not identified in the initial subject population by ODI. ODI also received recall 21V586, involving loss of motive power due to failed CP4 fuel pumps on certain BMW manufactured vehicles. An information request letter response received from BMW indicated that failed pumps on their vehicles were caused by an interaction between pump internal components and US market diesel fuel, leading to increased slip and eventual particle-generating wear surface. Additional work will be done to identify whether a similar root cause is associated with the FCA recalled population and if similar wear dynamics occur on pumps supplied to vehicle manufacturers other than those included in the recalled population.ODI has upgraded this investigation to an EA in order to 1) determine engineering specifications of internal pump components that are correlated with pump failure leading to loss of motive power or other safety related hazards, 2) identify vehicle populations equipped with alleged defective pump variants, 3) assess if vehicles equipped with alleged defective pump variants result in an unreasonable risk to motor vehicle safety and 4) gather and review any other relevant information related to high pressure fuel pump failure associated with the subject populations of recalls 21V586, 21V880, 21E094, 22V406, 22E048, 22V767, and 22E087.Review of the above information will allow NHTSA to confirm root cause and recall remedy viability, and identify and evaluate vehicle populations equipped with pump components that may pose an unreasonable risk to motor vehicle safety.The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID using the following complaint identification numbers: 11257550, 11351441, 11361603, 11361616, 11365300, 11365426, 11365858, 11366401, 11372337, 11373793, 11374797, 11376793, 11377871, 11378173, 11384377, 11386063, 11387018, 11399710, 11402550, 11415339, 11418868, 11418870, 11427075, 11434276, 11436807, 11437226, 11437249, 11437273, 11437292, 11437294, 11437394, 11437399, 11437403, 11437405, 11437423, 11437528, 11437565, 11437579, 11437580, 11437590, 11437679, 11437744, 11437781, 11437842, 11437993, 11438006, 11438008, 11438121, 11438138, 11438155, 11438392, 11438629, 11439359, 11439879, 11440397, 11443030, 11446542, 11448163, 11453556, 11458918, 11460558, 11469337

• EAEA19001RECALLOpened 4/19/2019
  Electrical overstress
  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.

• PEPE16014CLOSEDOpened 12/16/2016
  Vehicle Rollaway
  POWER TRAIN:AUTOMATIC TRANSMISSION

  Basis – On December 16, 2016, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE16-014 to investigate 43 vehicle rollaway incidents with operators alleging they had shifted to Park and then exited the vehicle prior to the rollway incidents.  These complaints involved multiple Fiat Chrysler Automobiles (FCA) model and model year vehicles that share a common electronic rotary shifter design.  Of the 43 consumer complaints, 25 complaints alleged crashes, and eight complaints alleged at least one injury. Subject Vehicles – When NHTSA opened the investigation, the subject vehicles were model year (MY) 2013-2016 Ram 1500 vehicles and MY 2014-2016 Dodge Durango vehicles equipped with a rotary electronic shifter. However, NHTSA expanded the scope of the investigation to include subsequent model years of the same model vehicles when the Agency learned that those new model year vehicles use the same rotary shifter.  Additionally, all subject vehicles manufactured by FCA are equipped with electronic rotary shifters supplied by Kostal Automotive. Reason for closing - During the course of this investigation, ODI did not find evidence that a vehicle-based design or manufacturing defect was the cause of vehicle rollaway incidents on the subject vehicles. Nevertheless, given the risk of a vehicle rollaway, FCA’s CSN actions provide automated vehicle securement when an operator attempts to exit the vehicle without successfully achieving a Park position with the rotary shifter mechanism. ODI closely monitored the subject vehicles on which the CSN actions implement a vehicle securement strategy and found that the CSN actions were effective in reducing the frequency of vehicle rollaway incidents in the subject vehicles. ODI analyzed the incidents when a CSN had been implemented and a rollaway still occurred, and ODI was unable to find an actionable defect that caused vehicle rollaway incidents. ODI found that the failure rates on subject vehicles that received a CSN remedy were similar to the failure rates on other vehicle populations and additionally had similar mechanisms as other vehicle populations such as slippery surfaces and various mechanical failures. Furthermore, as discussed above, after FCA’s release of the CSN actions, consumer complaints have decreased significantly. Given the absence of an identified safety defect based on available information and FCA’s customer satisfaction campaign which addresses the failure mode, further action is not warranted at this time. Accordingly, this Preliminary Evaluation is closed. However, the Agency reserves the right to take further action, if warranted.Please see the attached detailed closing summary for more information. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

• RQRQ15004RECALLOpened 7/24/2015
  Software security vulnerability
  ELECTRICAL SYSTEM:SOFTWARE

  On July 23, 2015, Fiat Chrysler Automobiles (FCA) launched Safety Recall 15V-461 to remedy security vulnerabilities in approximately 1.4 million model year (MY) 2013 through 2015 vehicles equipped with Uconnect head units (HU) 8.4A (RA3 radio) and 8.4AN (RA4 radio) manufactured by Harman International.On July 24, 2015, the Office of Defects Investigation (ODI) opened Recall Query, RQ 15-004, to investigate HU security vulnerabilities and remedy effectiveness in the recalled population and to determine whether similar units have been supplied for use in other FCA vehicles.In an August 11, 2015 letter, FCA submitted a second Part 573 safety recall report expanding the scope of the Uconnect RA4 model radio to include additional 7,810 MY 2015 Jeep Renegade vehicles manufactured from September 18, 2014 through June 25, 2015 (Recall 15V-508).Scope analysis indicated that Uconnect radios installed in FCA vehicles not included in recalls 15V-461 or 15V-508 (subject recalls) are not equipped with built-in cellular access or short range wireless communication features and, thus, do not contain the security vulnerabilities addressed by the subject recalls. SUBJECT VEHICLES: MY2014 through 2015 Dodge Durango, Jeep Grand Cherokee and Jeep Cherokee sport utility vehicles; MY2013 through 2015 Ram 1500, 2500, 3500 and 4500/5500 pickup trucks; MY2013 through 2015 Dodge Viper vehicles; and MY2015 Chrysler 200, 300, Jeep Renegade, Dodge Charger and Challenger vehicles.According to FCA, long and short range wireless vulnerabilities identified in the recalled vehicles could allow unauthorized third-party access to, and manipulation of, networked vehicle control systems.Successful exploitation of the vulnerabilities, coupled with reverse engineering of networked microprocessor control modules, could result in unauthorized manipulation of vehicle control systems. This unauthorized manipulation of vehicle controls and systems could expose the driver, vehicle occupants or other highway users to an increased risk of injury.FCA and its network provider, Sprint, conducted a nationwide campaign to block access to a radio communications port that was unintentionally left open.On July 27, 2015, short range wireless vulnerabilities were also blocked.Finally, third party security evaluation and regression testing identified vulnerabilities that were either remedied by Sprint or through updates to the FCA Uconnect software.ODI identified a total of 30 complaints or field reports on unique vehicles submitted by FCA (29) or received by NHTSA (1) alleging incidents of theft from a vehicle or anomalous performance that the owner alleged were caused by, or may have been caused by, remote hacking.Twenty-six (87%) of these reports were submitted after a magazine article was published on July 21, 2015, describing the remote hacking of an FCA vehicle by researchers who were able to affect the operation of various vehicle control systems, including the service brakes, steering, throttle and ignition.Most of the complaints involved vehicle systems that were not safety critical (e.g., complaints related to radio, navigation system, or air-conditioning control) and did not affect vehicle control.Three complaints reported engine stalls.One owner reported sudden unintended acceleration allegedly related to hacking.None of the complaints or field reports reviewed involved the steering and braking vehicle control effects demonstrated by the research hackers prior to the recall.There were no confirmed incidents of hacking in any of the records reviewed by ODI.The remedies completed by Sprint and FCA appear to have eliminated vulnerabilities that mi

• DPDP14004CLOSEDOpened 9/25/2014
  Totally Integrated Power Module Failure
  ELECTRICAL SYSTEM

  In a letter dated August 21, 2014, the Center for Auto Safety (CAS) petitioned the National Highway Traffic Safety Administration (NHTSA) to initiate a defect investigation of alleged failures associated with the Totally Integrated Power Module (TIPM) installed in Chrysler SUV?s, trucks, and vans beginning in the 2007 model year. The petitioner alleges that TIPM defects may result in engine stall, airbag non-deployment, failure of fuel pump shutoff resulting in unintended acceleration, fire, and other symptoms. On September 25, 2014, the Office of Defects Investigation (ODI) opened DP14-004 to evaluate the petition for a grant or deny decision. ODI analyzed complaint data provided by CAS as well as complaints submitted to ODI from consumers. In total, there were 296 complaints submitted by the petitioner in the original petition and five supplements, including 271 complaints related to the subject vehicles equipped with TIPM-7. Approximately 3 percent of CAS complaints are related to vehicles equipped with TIPM-6 and ODI?s review of these complaints did not identify any safety defect trends. ODI conducted a detailed review of complaints narratives submitted by CAS and consumers including careful analysis of vehicle repair histories, warranty claims obtained from the manufacturer and any available Customer Assistance Inquiry reports (CAIR). Analysis of the field data indicated that MY2011-2013 Jeep Grand Cherokee and Dodge Durango vehicles exhibited significantly higher complaint rates related to fuel pump relay (FPR) failures than other subject vehicles. In a September 3, 2014 letter to NHTSA, Chrysler submitted a Defect Information Report (DIR) identifying a defect in the FPR within the TIPM-7 which can result in a no start or stall condition in approximately 188,723 model year (MY) 2011 Jeep Grand Cherokee (WK) and Dodge Durango (WD) vehicles manufactured from January 5, 2010 through July 20, 2011 (14V-530).In a February 24, 2015 letter, Chrysler submitted a second DIR expanding the scope of the FPR defect condition to include an additional 338,216 MY 2012 through 2013 Jeep Grand Cherokee vehicles manufactured from September 17, 2010 through August 19, 2013 and MY 2012 through 2013 Dodge Durango vehicles manufactured from January 18, 2011 through August 19, 2013 (15V-115).ODI analysis of the CAS allegations of TIPM defects resulting in stall while driving, airbag non-deployment, unintended acceleration, fire and other faults identified a single defect condition related to 1 of over 60 different circuits in the TIPM assembly. The most common effect of this defect condition, related to the fuel pump relay, was a no-start concern, but it could also result in stall while driving (76 complaints). No valid evidence was presented in support of claims related to airbag non-deployment, unintended acceleration or fire resulting from TIPM faults and these claims were found to be wholly without merit based on review of the field data and design of the relevant systems and components.Except insofar as the petitioner's contentions relate to the defect condition addressed by the Chrysler recalls, the factual bases of the petitioner's contentions that any further investigation is necessary are unsupported. In our view, additional investigation is unlikely to result in a finding that a defect related to motor vehicle safety exists or a NHTSA order for the notification and remedy of a safety-related defect as alleged by the petitioner at the conclusion of the requested investigation. Therefore, in view of the need to allocate and prioritize NHTSA's limited resources to best accomplish the agency's safety mission, the petition is den

• PEPE12021RECALLOpened 7/19/2012
  Rear Differential Failure
  POWER TRAIN:AUTOMATIC TRANSMISSION

  In a letter dated October 2, 2012, Chrysler Group LLC (Chrysler) submitted a Defect Information Report (DIR) to NHTSA identifying a safety defect in approximately 48,058 vehicles built with an axle pinion nut that can loosen, which could result in lock-up of the rear axle and/or separation of the rear drive shaft from the rear axle (NHTSA Recall No. 12V-474).The vehicles involved in this recall are model year (MY) 2009 and MY 2010 Dodge Ram 1500 (46,677) and Dodge Dakota (1,381) vehicles manufactured between July 1, 2009 and November 30, 2009 built with 9.25? rear axles built at Chrysler?s Detroit Axle Assembly Plant.Chrysler stated it determined during this time frame there were instances of 9.25? axles built with rear axle pinion nuts that were missing the adhesive patch.The remedy for these vehicles is to install a pinion nut retainer.In a review of data in its complaint database and data submitted by Chrysler, the Office of Defects Investigation (ODI) identified 194 reports (including 3 crash reports) of rear axle lock up and/or drive shaft separation outside of the scope of recall 12V-474.In a letter dated February 5, 2013, Chrysler submitted a second DIR to NHTSA identifying another safety defect in approximately 278,150 vehicles built with 9.25? rear axles and outside of the scope of recall 12V-474 that could also result in lock-up of the rear axle and/or rear drive separation (NHTSARecall No. 13V-038).Chrysler stated that analysis of field return parts from this vehicle population, undersized pinion splines were found as the likely factor contributing to the loosening of the pinion nut.The vehicles involved in this recall are:266,091 MY 2009?2012 Dodge Ram 1500 vehicles manufactured from 2/28/09 through 6/30/09 and 12/1/09 through 10/20/11 (including 183,421 MY 2009-2010 subject vehicles); 8,475 MY 2009?2010 Dodge Dakota vehicles manufactured from 2/18/07 through 6/30/09 and 12/1/09 through 7/9/10; 2,346 MY 2009 Chrysler Aspen vehicles manufactured from 1/19/07 through 12/18/08; and 1,238 MY 2009 Dodge Durango vehicles manufactured from 1/17/07 through 12/18/08.The remedy for these vehicles is the same as for 12V-474.The failure counts in this resume are for the subject MY 2009-2010 Dodge Ram 1500 vehicles only.The recalled vehicle counts are based on current estimates from Chrysler and may differ from estimates in the original DIR's.This Preliminary Evaluation is closed.The ODI report cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10489593,10489091,10488952,10485174,10485096,10484596,10484490,10483394,10483370,10482853,10482816,10482438,10479806,10479352,10478724,10477460,10477354,10476923,10476691,10475939,10475241,10475158,10473147,10472488,10470655,10470516,10470231,10470152,10469969,10469548,10469435,10468759,10468024,10467819,10467805,10467683,10467196,10466630,10464240,10448778,10445208,10443542,10439902,10375394,10362531,10353440