2006 Chrysler SRT8

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

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

THE VEHICLE STALLS AND CUTS OFF SEVERAL TIMES AFTER REFUELING. THIS ONLY OCCURS WHEN THE GAS TANK IS COMPLETELY FULL WITH FUEL AND LAST FOR 10 TO 15 MINUTES IMMEDIATELY AFTER FILLING THE TANK. THE VEHICLE WILL CUT OFF WHILE DRIVING IN TRAFFIC AT LOW SPEEDS OR WHEN AT A COMPLETE STOP AT A TRAFFIC LIGHT, DRIVE THRU, ETC., DURING THE SAME PERIOD OF TIME.

NHTSA ID

11024111

Incident

Jul 31, 2017

THE CAR RANDOMLY DIES AT AN IDLE, LOW SPEEDS SHIFTING GEARS, [INCLUDING REVERSE] AS WELL AS DURING SPEED ACCELERATION. IF YOU PUNCH THE GAS PEDAL WHILE MOVING IT WILL START BACK UP AND CONTINUE ON. IF YOU ARE AT A STOP YOU HAVE TO PUT THE CAR IN NEUTRAL OR PARK TO USE THE KEY TO RESTART. IT DIES AT THE MOST IN CONVENIENT TIMES, AT STOP SIGNS, TRAFFIC LIGHTS, TURNING RIGHT OR LEFT. THERE IS NO PATTERN. ONE DAY IT WILL STALL OUT 2 TIMES THROUGHOUT DRIVING AND OTHER DAYS IT WILL STALL 50+ TIMES. I WAS REARENDED AT A STOP LIGHT BECAUSE MY CAR STALLED AND THE DRIVER SAW THE GREEN LIGHT AND WENT, NEGLECTING THAT I WAS AT A STOP IN FRONT OF THEM. LOCAL CHRYSLER DEALERSHIPTELLS ME THERE IS NO SURE FIX BUT WANTS TO REPLACE EVERY COMPUTER AND MODULE ON MY CAR. ALSO STATING IT MIGHT NOT EVEN BE ANY OF THOSE COMPONENTS. I CANNOT AFFORD THAT OUTRAGEOUS BILL! AND THEY WON'T TAKE IT AS A TRADE IN. I'M STUCK PAYING ALOT OF MONEY FOR A USELESS SAFETY HAZARD.

NHTSA ID

10892704

Incident

May 22, 2015

THE CAR IS RANDOMLY BUCKING, JERKING AND STALLING. I'M GETTING RIDICULOUS ERROR MESSAGES ALL AT THE SAME TIME INCLUDING U0100 (LOST COMMUNICATION WITH THE ECM/PCM), C121C (TORQUE REQUEST DENIED), U140E (IMPLAUSIBLE VEHICLE CONFIGURATION), C2202 (ORIGINAL VIN MISSING/MISMATCH), P0700 (TCM MALFUNCTION), U0164 (LOST COMMUNICATION WITH HEATING, VENTING AND COOLING), AND U110B (LOST ENGINE COOLANT MESSAGE). ALL OF THESE ERROR MESSAGES CAME UP AT THE SAME TIME AFTER THE CAR JERKED, BUCKED AND THEN STALLED. THIS HAPPENS ALMOST EVERY WEEK. THIS IS NOT RELATED TO THE STALLING DUE TO THE FAULTY GAS TANK. I HAD MY FUEL TANK REPLACED ALREADY UNDER THAT EXTENDED LIFETIME WARRANTY. THIS SEEMS TO BE A SHORT CIRCUIT SOMEWHERE. MY BEST GUESS IS A BAD GROUND OR SPLICE POINT WHERE WATER MIGHT BE SHORTING THINGS OUT. MANY PEOPLE ARE HAVING THESE SAME PROBLEMS AND GETTING RIPPED OFF BY DEALERS WHO DON'T KNOW WHAT THE PROBLEM IS. THE DEALER WILL CLAIM TO HAVE FIXED IT (AFTER CHANGING A PART OR TWO) BECAUSE THE CAR WILL WORK AT THAT EXACT MOMENT. A DAY OR TWO LATER, THE SAME NONSENSE ENSUES. THIS NEEDS TO STOP. THE CAR IS USELESS. I CAN'T DRIVE SAFELY MORE THAN A COUPLE OF MILES FROM MY HOUSE. CAN YOU IMAGINE THAT? A CAR WITH A LIMITED RANGE OF JUST A FEW MILES?! PLEASE HELP!!!!

NHTSA ID

10778035

Incident

May 1, 2013

Mileage

90,000 mi

TRANSMISSION SHIFTER GOES IN PARK AND DOES NOT WANT TO MOVE. THE VEHICLE WILL NOT START WHILE IN PARK. *TR

NHTSA ID

10705651

Incident

Apr 6, 2015

Mileage

35,000 mi

IN THE MORNING WHEN YOU GO TO START THE CAR TO WARM UP IT DOESN'T EVEN STAY RUNNING FOR A MINUTE AND THE CAR IDOLS FOR LESS THEN A MINUTE AND THE RPMS START DROPING AND JUST DIES OTHER TIMES I COULD BE DRIVING AND THE CAR JUST DIES AFTER LIKE 5 SECONDS OF STANDING BY IT JUST DIES A TITLE AND SOMETIMES WHEN I REVERSE R GOING 4 MILES PER HOUR IT'LL DIE IN REVERSE EVEN ON THE ELECTRONIC SHIFTER....AT THIS POINT CAR CAN'T BE DRIVEN BECAUSE SHUTS OFF AT LIGHT AND INTERSECTIONS

NHTSA ID

10683576

Incident

Jan 1, 2015

Mileage

74,000 mi

Transmission Kit with Torque Converter 1. All Promaster (VF) 3.6L/62TE equipped vehicles. If the transmission bracket to the transmission case fasteners are removed during servicing, the fasteners (Part Number 06511385A$) are one-time usage. Vehicles built prior to 10/23/2015 requires Service Kit PN 68461214AA; includes Transmission Isolator PN 68264483AA, and Adaptation Bracket 68264479AA and Fastener Service Kit PN 68329056AA Vehicles built after on or after 10/23/2015 will require only the Fastener Service Kit PN 68329056AA. 2. All 3.6L/62TE equipped vehicles. If the vehicle you are repairing has a crack in the flex plate or failed pump bushing inspect and confirm that both (2) dowel pins are present in the engine block, which align the transmission center line to the crank shaft centerline and visually inspect the dowel alignment holes in the transmission case. If the holes are damaged or elongated the transmission should be replaced to prevent further damage to the transmission/flexplate or pump bushing due to the inability to properly align the engine to the transmission during the repair. 3. All 62TE equipped vehicles. If pump bushing is scored or damaged and the dowel pin alignment holes are ok, replace the pump assembly as opposed to complete transmission. 4. All 62TE equipped vehicles. If vehicle is jerking/slipping with MIL code(s) P0740 or P2764, check TCC Solenoid operation. If TCC Solenoid is ok, the codes are indicative of a torque converter failure. Replace the torque converter.

KEY, Master If replacing the key/FOBIK on a WJ, KJ, TJ, or PT Cruiser, use the "AC" NIC level part number. The "AB" NIC level will not program to these platforms. For all other platforms, if the "AB" NIC level will not program to the vehicle, use the "AC" NIC level part and submit a part warranty.

KEY, Master If replacing the key/FOBIK on a WJ, KJ, TJ, or PT Cruiser, use the "AC" NIC level part number. The "AB" NIC level will not program to these platforms. For all other platforms, if the "AB" NIC level will not program to the vehicle, use the "AC" NIC level part and submit a part warranty.

Disinfectant Solution Recommended for COVID-19

Charging System, Battery Diagnostic Tools and Warranty This information only bulletin discusses using the correct test equipment for testing batteries and charging systems, and also warranty reimbursement when battery replacements are necessary.

Repair Parts Used For Structural Repairs This bulletin involves discussing FCA US LLC position with regard to structural repair parts usage.