2006 Dodge Charger

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

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

During PE13-016, Chrysler identified a condition in model year (MY) 2005 through 2006 Chrysler 300, Dodge Charger and Magnum vehicles equipped with 5.7L and 6.1L 8-cylinder HEMI engines that may result in engine stall after refueling when the vehicle is stopped or travelling at low speeds. According to Chrysler, the multifunction control valve (MFCV) fuel shutoff float integrated into 19-gallon fuel tanks can swell in a stuck open position allowing an overfill condition.This condition causes fuel to enter into the purge line which may result in engine stall after refueling.Chrysler's investigation determined that the problem was related to dimensional changes/swelling of the float when exposed to fuels with high ethanol content.Chrysler and its supplier, Stant, developed new fuel soak test requirements to address the condition and extended the warranty period on 19-gallon fuel tanks to lifetime coverage.The owner letter mailing began in January 2014.See the investigative file for copies of Chrysler's owner letter.The Office of Defects Investigation (ODI) analyzed 1262 complaints related to engine stall that were provided by Chrysler or submitted to ODI from consumers.In total, there were 299 unique reports indicating that the fuel system allowed an overfill condition after refueling, and the predominant failure mode identified involved stalling when stopped or travelling at low speeds.The complaint counts shown in this resume include incidents in which enough detail was available to verify the symptoms were related to the defect condition identified by Chrysler.The condition that is causing the majority of stalling incidents in the subject vehicles occurs at a stop or low speed and allows the vehicle to be restarted immediately.The condition represents a low risk to motor vehicle safety and is adequately addressed by Chrysler's extended warranty. This preliminary evaluation is closed. The ODI reports cited above can be viewed at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID?targetCategory=C under the following identification numbers (ODI Nos.): 10507307, 10507200, 10505652, 10505171, 10504826, 10504737, 10504085, 10503965, 10502091, 10501842, 10499752, 10496037, 10495284, 10494434, 10494394, 10493452, 10493120, 10490388, 10489004, 10487504, 10483660, 10480828, 10480763, 10477973, 10477450, 10474702, 10474358, 10473974, 10466062, 10458709, 10457762, 10455763, 10453489, 10453283, 10451227, 10450065, 10449138, 10446316, 10442787, 10442594, 10440885, 10439373, 10415682, 10399601, 10384811, 10365159, 10340153, 10336288, 10275134, 10510152, 10509942, 10509026, 10506031, 10505862, 10534319, 10534148, 10531912, 10520561, 10525368, 10524698, 10520820, 10520097, 10520012, 10515715, 10519379, 10516140, 10515325, 10515134, 10520305, 10514678.

Severe rust under the car on frame and rear wheel wells. Looks likely unsafe to drive

NHTSA ID

11731019

Incident

Apr 14, 2026

I filled up my gas tank on way home from work in [XXX] . Once i got on on ramp to get on freeway my 2006 dodge charger stalled. I lost all power and barely was able to get to side of on ramp. I waited a couple minutes after shutting car off. Then it started up again for me to get home. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11727650

Incident

Mar 27, 2026

After filling the gas tank with gas.Car starts missing and engine will stall . If you stop at red light after filling up car will stall and the engine stops running. If you dot fill the car up to full it has no problem running it does as it should

NHTSA ID

11689604

Incident

Dec 31, 1969

The contact owns a 2006 Dodge Charger. The contact stated while idling at the traffic light, the vehicle stalled. The contact stated that the failure also occurred while driving at various speeds. The check engine warning light was illuminated. The contact was able to pull over to the side of the road. The contact stated that the vehicle failed to restart on several occasions and was towed to the residence. The vehicle was taken to the dealer, where DTC: U0100 and P0700 were retrieved. The dealer flashed the computer; however, the failure persisted. The vehicle was taken to an independent mechanic, were the same DTC were retrieved and the failure was related to a loss of communication with the PCM and the Transmission Control Module. The vehicle was not repaired. The manufacturer was not notified of the failure. The failure mileage was approximately 111,415.

NHTSA ID

11655418

Incident

Dec 31, 2020

Mileage

111,415 mi

I HAVE A DODGE CHARGER RT 2006 HEMI. I WAS COMMING OFF THER HIGHWAY . AFTER TAKING THE EXIT RAMP I WAS HEADING TO A RED LIGHT MY BREAKS FAILED! I HAD NO BREAKS AT ALL SUDDENLY CAUSING MY CAR TO CRASH INTO THE CAR AT THE LIGHT. MY CAR THEN TRAVELED BACKWARDS WITHOUT BREAKS. THE POLICE DID ARRIVE ON SCENE. THE GUY IN OTHER CAR THOUGHT I FELL ASLEEP AS MY CAR DIDNT EVEN SKID. I HAD TO GO IN TH EAMBULANCE AND HOSPITAL SAID I HAD A CONCUSSION. I HAD INSURANCE SINCE BUYING THE DODGE SECOND HAND BUT, DUE TO WRONG INFO MY INCURANCE WAS CANCELLED. IN nh you dont have to have insurance but now im left with my car in need of serios repair!! im devastated. i had no issue to say i was at risk for break issues.

NHTSA ID

11653963

Incident

Mar 10, 2025

My 2006 Dodge Charger stalls after refueling, and now stutters when driving as if not getting fuel. I have noticed when attempting to break and stopping at stops this is happening more often. The car shuts down and could cause a accident. After researching this issue I found that this has been addressed already under investigation number PE13-016 by the NHTSA.

NHTSA ID

11648462

Incident

Dec 5, 2024

I was almost rear-ended by a semi when the vehicle stalled at a light while picking my son up from work. It seems to stall at stop signs or waiting at lights completely. It stalls while idling here and there sometimes. Sometimes when driving on the e-way it jerks as it wants to stall but not completely. The main codes that pop up is u0100. Sometimes p0700 pops up and then sometimes the u0100 pops up along with a bunch of other codes. This has just started happening with my previous 2006 Dodge Charger 5.7 which has happened once or twice and a u0100 code pops up when scanned. I've scoured the internet for solutions and notice. There's a lot of people going through this similar situation and it so happens to be the 2006 year that's plagued with this problem. Even getting a new PCM doesn't solve the problem. Whomever is in charge of the Dodge company needs to figure out the exact cause of this problem before a driver/passengers gets injured or killed in an accident because of it. Please put some fire under their butt

NHTSA ID

11645715

Incident

Feb 11, 2025

The issue is that after fueling up my car I will drive a little ways down the road and the car will shut off and I will need to steer out of the way of traffic and restart the car. This will happen several times after refueling. This appears to be a common problem with 2006 Dodge Chargers, Magnums, and Chrysler 300s. It appears that the issue is that fuel was observed entering the purge line prior to initial shut off of the fill nozzle. This causes fuel to escape from the fuel tank assembly into the evaporative system. The multi-function control valve’s refueling float stays stuck in an open position and is the cause of this issue. “Rich fuel” gets into the engine and the engine will shut down. The NHTSA has investigated the issue under investigation number PE13-016. I was directed to report the issue to the NHTSA website if I have the issue, which I do.

NHTSA ID

11591988

Incident

Jun 12, 2019

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.