2005 Dodge
DURANGOProblems & recalls

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.

The Office of Defects Investigation (ODI) opened PE14-016 in June 2014 based on six inflator rupture incidents involving consumer owned vehicles produced by five vehicle manufacturers.All six vehicles were operated in Florida or Puerto Rico at the time of the rupture and for the majority of their service life, and were equipped with inflators produced by Takata, a tier-one supplier of automotive air bag systems.During the course of PE14-016, ODI determined that five additional vehicle manufacturers used inflators of a similar design and vintage also supplied by Takata. No evidence of field failures was found in vehicles produced by these five additional manufacturers.Nonetheless, at ODI's insistence, all 10 vehicle manufacturers initiated a regional recall within approximately two weeks of the opening of the investigation.The regions recalled initially included Florida, Puerto Rico, Hawaii, and the U.S. Virgin Islands, areas with high absolute humidity and climatic conditions believed to be a significant factor in the inflator ruptures.As part of the recall actions, inflators removed from remedied vehicles are to be returned to Takata for testing.Takata's initial test results on passenger inflators from remedied vehicles indicated a much higher than anticipated rupture frequency for inflators returned from Florida.Accordingly ODI requested all 10 manufacturers expand the regional recalls for passenger inflators to include other geographic areas where high absolute humidity conditions exist, including the Gulf States and other coastal areas.Takata's testing of the passenger inflators to date continues to indicate this geographic area as having the highest risk, with no ruptures occurring from inflators returned from outside the expanded recall regions.During PE14-016 four additional passenger inflator field events occurred, all in vehicles from the same expanded geographic region.Also during PE14-016 four additional driver inflator field events occurred including two in vehicles from regions not known for high absolute humidity, specifically California and North Carolina.Accordingly, ODI requested all five of the affected vehicle manufacturers currently using the subject Takata driver inflators expand to nationwide recalls.Significantly, neither of the affected vehicle manufacturers or Takata provided any explanation to account for these two driver air bag inflator ruptures outside the area of high absolute humidity.Takata testing of returned driver inflators indicates a lower rupture frequency as compared to passenger inflator testing.All test ruptures reported by Takata to date have occurred on inflators returned from high absolute humidity areas.The investigation now includes all manufacturers and vehicles known to be affected at this time.ODI's investigation will focus on, among other things, root cause analysis, other potential defect consequences, identification of affected vehicles scope, and adequacy of the remedy.The five ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10537899, 10568848, 10585224, 10605877, 10651492

Campaign reference in the source: 22V945

The Office of Defects Investigation (ODI) opened PE14-016 in June 2014 based on six inflator rupture incidents involving consumer owned vehicles produced by five vehicle manufacturers.All six vehicles were operated in Florida or Puerto Rico at the time of the rupture and for the majority of their service life, and were equipped with inflators produced by Takata, a tier-one supplier of automotive air bag systems.During the course of PE14-016, ODI determined that five additional vehicle manufacturers used inflators of a similar design and vintage also supplied by Takata. No evidence of field failures was found in vehicles produced by these five additional manufacturers.Nonetheless, at ODI's insistence, all 10 vehicle manufacturers initiated a regional recall within approximately two weeks of the opening of the investigation.The regions recalled initially included Florida, Puerto Rico, Hawaii, and the U.S. Virgin Islands, areas with consistently high absolute humidity and climatic conditions believed to be a significant factor in the inflator ruptures.As part of the recall actions, inflators removed from remedied vehicles are to be returned to Takata for testing.Takata's initial test results on passenger inflators from remedied vehicles indicated a much higher than anticipated rupture frequency for inflators returned from Florida.Accordingly, ODI requested all 10 manufacturers expand the regional recalls for passenger inflators to include other geographic areas where high absolute humidity conditions exist, including the Gulf States and other coastal areas.Takata's testing of the passenger inflators to date continues to indicate this geographic area as having the highest risk, with no ruptures occurring from inflators returned from outside the expanded recall regions.During PE14-016, four additional passenger inflator field events occurred, all in vehicles from the same expanded geographic region.Also during PE14-016, four additional driver inflator field events occurred including two in vehicles from regions not known for high absolute humidity, specifically California and North Carolina.Accordingly, ODI requested all five of the affected vehicle manufacturers currently using the subject Takata driver inflators expand to nationwide recalls.Significantly, neither of the affected vehicle manufacturers or Takata provided any explanation to account for these two driver air bag inflator ruptures outside the area of high absolute humidity.Takata testing of returned driver inflators indicates a lower rupture frequency as compared to passenger inflator testing.All test ruptures reported by Takata to date have occurred on inflators returned from high absolute humidity areas.The PE is now closed/upgraded to an Engineering Evaluation (EA15-001) to include all manufacturersand vehicles known to be affected at this time.ODI's EA investigation will focus on, among other things, root cause analysis, other potential defect consequences, identification of affected vehicles scope, and adequacy of the remedy.The recalls related to this PE are: 14V343, 14V344, 14V348, 14V351, 14V353, 14V655, 14V700, 14V701, 14V752, 14V763, 14V770, 14V773, 14V787, 14V802 and 14V817.The number of vehicles affected are an estimate since some vehicles may have both the driver and passenger side inflators recalled. The five ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10537899, 10568848, 10585224, 10605877, 10651492

Recorded closure: Mar 2, 2015

Campaign reference in the source: 15V226000

On November 18, 2010, NHTSA's Recall Management Division (RMD) opened an audit query (AQ10-001) to investigate recall remedy completion by rental car companies on safety recall campaigns.It was expected to provide the agency an indication of how completely and how quickly rental car fleets perform necessary recall-related remedies on the vehicles owned and then rented/leased for use on the roadways.RMD queried three (3) major motor vehicle manufacturers (Ford, Chrysler, and General Motors) and requested data regarding completion figures for fifteen (15) discreet safety recalls.Analysis of this data demonstrated that rental car recalls completion was neither complete nor consistent.The rental car companies representing the largest market share in the industry were then queried as to their respective policies for the rental, lease, and sale of vehicles with open recalls.The data and responses from the manufacturers and the rental car companies can be found in the document repository by accessing the ?Associated Documents link above.In December 2015, Congress enacted the Fixing America's Surface Transportation (FAST) Act.One section of the Act prohibits rental car companies from renting, leasing, or selling motor vehicles subject to open safety recalls.With the passage of the FAST Act and its prohibition, there is no continuing need for the agency to investigate rental car recall completions.Accordingly, this investigation is closed.The agency reserves the right to open any future investigations, including audits of individual recalls, or groups of recalls, or rental car companies, to examine more closely safety recalls performance and completion issues in this area.

Recorded closure: Dec 28, 2015

IN ITS LETTER DATED JANUARY 6, 2009, CHRYSLER INFORMED THE AGENCY THAT IT WILL EXPAND THE SCOPE OF RECALL 05V-034 TO INCLUDE APPROXIMATELY 19,000 ADDITIONAL MY 2005 DODGE DURANGO VEHICLES BUILT FROM 10/13/04 THROUGH 11/30/04 (REFER TO RECALL 09V-003).DEALERS WILL INSPECT THE INLET CHECK VALVES AND REPLACE THE FUEL TANK ASSEMBLY IF NECESSARY.IN MARCH 2005, CHRYSLER INITIATED A SAFETY RECALL OF APPROXIMATELY 24,000 MY 2005 DODGE DURANGO VEHICLES BUILT FROM 3/1/04 TO 10/12/04 (REFER TO RECALL 05V-034).THE RECALL WAS CONDUCTED TO REMEDY FUEL-SPIT BACK PROBLEMS CAUSED BY STUCK INLET CHECK VALVES IN THE FUEL TANK FILLER TUBES.AT THAT TIME, CHRYSLER STATED THAT THE SUPPLIER OF THE FUEL TANKS HAD IDENTIFIED AN EARLY OCTOBER 2004 MANUFACTURING CHANGE THAT SHOULD HAVE ELIMINATED THE ROOT CAUSE OF THE PROBLEM.HOWEVER, HIGHER RATES OF COMPLAINTS AND WARRANTY CLAIMS FOR THE MY 2005 DURANGO VEHICLES BUILT FROM 10/13/04 TO 11/30/04 COMPARED WITH THE REMAINING MY 2005 DURANGO VEHICLES BUILT AFTER NOVEMBER 2004 INDICATE THE SPIT BACK PROBLEM CONTINUED IN THE FIELD FOR VEHICLES BUILT FROM MID-OCTOBER THROUGH THE END OF NOVEMBER.CHRYSLER REPORTED PROCESS MODIFICATIONS WERE IMPLEMENTED ON 11/24/04 TO ADDRESS SPIT BACK PROBLEMS AND BELIEVES THESE PROCESS CHANGES WOULD HAVE BEEN INCORPORATED IN ALL VEHICLES BUILT AT THE ASSEMBLY PLANT AS OF 11/30/04. BASED ON CHRYSLER'S EXPANDED RECALL, THIS INVESTIGATION IS CLOSED.

Recorded closure: Jan 9, 2009

Campaign reference in the source: 09V003000

THIS INVESTIGATION ORIGINATED FROM COMPLAINTS RECEIVED BY THE AGENCY REPORTING INSTRUMENT PANEL (IP) FIRES ON VEHICLES THAT WERE COVERED UNDER A PRIOR RECALL (RECALL 03V528) BY DAIMLER CHRYSLER (DCC) TO CORRECT A CRACKED CAPACITOR IN THE IP.DCC HAS NOW IDENTIFIED ANOTHER CONDITION THAT CAN CAUSE OVERHEATING OF AN INTEGRATED CIRCUIT THAT CONTROLS INTERIOR LIGHTING.THIS CONDITION AFFECTS CERTAIN MODEL YEAR 2004-2006 DODGE DURANGO VEHICLES.DCC'S MARCH 6, 2007 LETTER TO THE AGENCY STATES, UNDER CERTAIN OPERATING CONDITIONS, AN INTEGRATED CIRCUIT LOCATED IN THE INSTRUMENT CLUSTER MAY OVERHEAT AND RESULT IN AN INSTRUMENT PANEL FIRE.DCC WILL CONDUCT A SAFETY RECALL TO INSPECT THE CLUSTER FOR DAMAGE AND REPLACE IT IF NECESSARY.IF THE CLUSTER SHOWS NO EVIDENCE OF DAMAGE, IT WILL BE RE-FLASHED [RE-PROGRAM THE CLUSTER] TO PREVENT THE POTENTIAL FOR THIS CONDITION.IN ADDITION, ALL VEHICLES WILL RECEIVE A WIRING MODIFICATION THAT DIRECTS THE INTERIOR LIGHTING TO A PORTION OF THE INTEGRATED CIRCUIT WITH ADDITIONAL CURRENT CARRYING CAPACITY.THIS RECALL COVERS 328,424 VEHICLES MANUFACTURED FROM 4/03/03 THROUGH 6/30/06.SEE NHTSA RECALL NUMBER 07V092 FOR DETAILS.

Recorded closure: Mar 15, 2007

Campaign reference in the source: 07V092000

ON MARCH 9, 2006 ODI UPGRADED PRELIMINATRY EVALUATION PE05-056 TO ENGINEERNING ANALYSIS EA06-004 TO INVESTIGATE ALLEGATIONS OF LOOSE OR MISSING STEERING SHAFT COUPLING BOLTS AND STEERING COLUMN RETAINING BOLTS IN MODEL YEAR (MY) 2004 THROUGH 2006 DODGE DURANGO SPORT UTILITY VEHICLES AND MY 2005 THROUGH 2006 DODGE DAKOTA PICKUP TRUCKS.EITHER CONDITION COULD RESULT IN A LOSS OF STEERING CONTROL.ALTHOUGH ODI IDENTIFIED SOME QUALITY ISSUES IN THE MANUFACTURING PROCESSES FOR THE DAKOTA AND DURANGO VEHICLES, THE DATA DO NOT INDICATE THAT A SAFETY DEFECT TREND IS PRESENT IN EITHER POPULATION.THE FAILURE RATES ARE LOW FOR EACH CONDITION AND TREND ANALYSES INDICATE THAT PROBLEMS WITH THE SUBJECT BOLTS WERE ISOLATED TO A FEW UNITS AFFECTED BY ASSEMBLY ERROR THAT WERE DETECTED EITHER PRE-SALE OR OCCURRED EARLY IN VEHICLE SERVICE.FURTHER USE OF AGENCY RESOURCES IN THIS MATTER DOES NOT APPEAR TO BE WARRANTED.THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUGJECT VEHICLES AND WILL TAKE FURHTER ACTION INTHE THE FUTURE IF WARRANTED.FOR MORE INFORMATION SEE THE ATTACHED CLOSING REPORT.

ANALYSIS OF THE COMPLAINT, FIELD REPORT AND WARRANTY DATA SHOWS THAT THE MAJORITY OF STALLING INCIDENTS IN THE SUBJECT VEHICLES APPEAR TO BE RELATED TO THE ENGINE CALIBRATION CONCERNS THAT DAIMLERCHRYSLER ADDRESSED WITH SERVICE BULLETINS RELEASING REVISED PCM SOFTWARE.ANALYSIS OF THE COMPLAINTS AND ODI'S SURVEY OF OWNERS OF VEHICLES THAT RECEIVED ENGINE MANAGEMENT SOFTWARE UPDATES UNDER TSB #18-013-05 SHOW THAT THESE STALLING INCIDENTS HAVE THE FOLLOWING CHARACTERISTICS: - THEY OCCUR AT LOW SPEEDS, OFTEN DURING PARKING LOT ORDRIVEWAY MANEUVERS; - THEY OCCUR DURING DECELERATIONS, SUCH AS BRAKING FOR A STOP SIGN OR TRAFFIC SIGNAL; AND - THE OPERATOR IS ALMOST ALWAYS ABLE TO IMMEDIATELY RESTART THE VEHICLE.WHEN COMPARED WITH OTHER SAFETY DEFECT INVESTIGATIONS AND RECALLS OF CONDITIONS THAT RESULT IN STALLING DURING LOW-SPEED DECELERATION WITH IMMEDIATE ENGINE RESTART POSSIBLE, THE FAILURE RATE IN THE SUBJECT VEHICLES IS LOW.ANALYSES OF COMPLAINT AND WARRANTY DATA ALSO SHOW A DECLINING TREND.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED.SEE DOCUMENT FILE FOR ADDITIONAL INFORMATION REGARDING THIS RESUME.

Recorded closure: Aug 29, 2007

ON OCTOBER 26, 2005 ODI OPENED PE05-056 TO INVESTIGATE ALLEGATIONS OF LOOSE OR MISSING STEERING WHEEL OR STEERING SHAFT COUPLING BOLTS IN MODEL YEAR (MY) 2004 AND 2005 DODGE DURANGO SPORT UTILITY VEHICLES AND MY 2005 DODGE DAKOTA PICKUP TRUCKS MANUFACTURED BY DAIMLERCHRYSLER CORPORATION (DCC).DURING PE05-056 ODI IDENTIFIED 3 OWNER COMPLAINTS TO ODI OR DCC, 21 FIELD REPORTS TO DCC AND 142 WARRANTY CLAIMS RELATED TO THE ALLEGED DEFECT CONDITIONS.THE REPORTS AND CLAIMS INCLUDED 8 INCIDENTS OF EITHER STEERING WHEEL SEPARATION OR STEERING SHAFT DECOUPLING WHILE DRIVING DUE TO LOOSE OR MISSING BOLTS.ONE OF THE FAILURES RESULTED IN A CRASH. PE05-056 HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA06-004) TO CONTINUE TO INVESTIGATE THE SCOPE, FREQUENCY AND SAFETY CONSEQUENCES OF THE ALLEGED DEFECT.

Recorded closure: Mar 9, 2006

ON MAY 16, 2005,ODI OPENED PRELIMINARY EVALUATION PE05-027 TO INVESTIGATE COMPLAINTS OF ENGINE STALLING IN MODEL YEAR 2004-05 DODGE DURANGO SUVS AND RAM 1500 SERIES PICKUPS EQUIPPED WITH THE 5.7L V8 ENGINE.INFORMATION PROVIDED BY DAIMLERCHRYSLER DURING PE05-027 INDICATED THAT A LARGE PERCENTAGE OF THE COMPLAINTS ARE RELATED TO AN IDLE UNDERSHOOT CONDITION THAT MAY CAUSE THE ENGINE TO STALL DURING TURNING MANEUVERS.IN FEBRUARY 2005, DAIMLERCHRYSLER REVISED THE POWERTRAIN CONTROL MODULE SOFTWARE IN PRODUCTION VEHICLES AND ISSUED A TECHNICAL SERVICE BULLETIN (TSB 18-013-05) RELEASING THE NEW SOFTWARE AS A SERVICE REMEDY FOR THE IDLE UNDERSHOOT CONDITION.THE BULLETIN WAS SUPERCEDED BY TSB 18-013-05A IN APRIL 2005.DAIMLERCHRYSLER BELIEVES THAT THE FAILURE RATE FOR STALLING WHILE DRIVING DUE TO THE IDLE UNDERSHOOT CONDITION IS LOW AND THAT THE BULLETIN HAS ADEQUATELY ADDRESSED THE PROBLEM. SINCE PE05-027 WAS OPENED, ODI HAS CONTINUED TO RECEIVE COMPLAINTS FROM OWNERS OF THE SUBJECT VEHICLES WHO ALLEGE EXPERIENCING ENGINE STALL INCIDENTS UNDER ALL TYPES OF DRIVING CONDITIONS.IN SOME INSTANCES THE STALLING HAS CONTINUED AFTER THE VEHICLE RECEIVED THE SERVICE BULLETIN REPAIRS.THIS INVESTIGATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA05-018) TO FURTHER ASSESS THE SCOPE, FREQUENCY, AND SAFETY CONSEQUENCES OF THE ALLEGED DEFECT IN DODGE DURANGO AND RAM 1500/2500/3500 SERIES PICKUP TRUCKS.

Recorded closure: Nov 3, 2005