2006 Dodge Dakota

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

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.

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 contact owns a 2006 Dodge Dakota. The contact stated that the subframe was rusted and the rear spring holder had fractured. The vehicle was not diagnosed or repaired by an independent mechanic or dealer. The manufacturer was not made aware of the failure. The failure mileage was approximately 55,500.

NHTSA ID

11749982

Incident

Jul 11, 2026

Mileage

55,500 mi

See attached document for complaint.

NHTSA ID

11718869

Incident

Dec 10, 2025

The contact owns a 2006 Dodge Dakota. The contact stated that while her son was at a complete stop at the red traffic light, the driver's side air bag deployed unexpectedly, and the driver noticed that there was white smoke and dark smoke coming from the air bag. There was no warning light illuminated. The contact stated that the air bag caught on fire. The contact stated that the driver attempted to exit the vehicle, but the doors remained locked and the vehicle failed to shift to park(P) for two minutes. The driver was able to shift to neutral(N). The driver broke the front passenger's side window glass and exited the vehicle. A sheriff deputy parked his vehicle behind the driver's vehicle to prevent the vehicle from moving. The contact stated that the air bag fire burned the entire steering wheel and the steering column, the windshield and the front driver's side seat. The fire was extinguished with four extinguishers and with the assistance of the fire department. A fire department report was filed. A police report was filed but the contact did not have the police report information available. The contact's son sustained intrusion of metal shards in his right leg and bruises on the stomach, arm, and chest. The contact's son also sustained migraine, insomnia, panic attacks, and PTSD. The contact's son did not receive medical assistance. The vehicle was towed to the residence. The dealer then towed the vehicle to their location and took pictures of the failure. The dealer then towed the vehicle back to the contact's residence. The vehicle was not diagnosed or repaired. The manufacturer was notified of the failure and denied assistance. The failure mileage was approximately 221,000.

NHTSA ID

11657825

Incident

Apr 16, 2025

Mileage

221,000 mi

I was going to work and the transmission started slipping when I had cruise control on, and then when I got to a stop light my truck started revving and wouldn't move. When i put it in neutral it wouldn't roll either. It just kept on revving and screeching. So i out back into drive and it jerks. Also my trucks rear end locked up and wouldn't roll in neutral while the truck is on. You have to keep the truck off and then put it into neutral to roll it.

NHTSA ID

11642655

Incident

Nov 24, 2024

The contact owned a 2006 Dodge Dakota. The contact stated while driving at 45 MPH, the vehicle was involved in a no-fault head-on collision. The vehicle was damaged to the front of the vehicle and the driver's side of the vehicle. The air bags did not deploy. The vehicle was towed to a tow yard. The vehicle was deemed a total loss by the insurance company. The local police and paramedics were at the scene. No police reports were filed, however, the report number was unavailable. The contact was transported to the local hospital. The contact sustained injuries included a facial fracture, traumatic brain injury, broken right eye socket, crushed bladder, injury to both feet (toes), and impaired speech. The contact stated that this was the two-year anniversary of the crash. In addition, the contact was continuing to receive physical and speech therapy. In addition, the contact referenced an unknown recall in which the air bags were replaced in the vehicle four months prior to the crash. The contact was concerned that the air bag repair was not performed correctly, since the air bags did not deploy. The manufacturer was made aware of the failure. The failure mileage was approximately 117,858.

NHTSA ID

11624219

Incident

Oct 31, 2022

Mileage

117,858 mi

After driving on the interstate highway for a couple hours from Phoenix, Arizona I noticed that the left turn signal started malfunctioning, and the right signal flashed instead. After several hours of driving, noticed that sometimes the right signal only flashed 3 or 4 times when turning on the right indicator. I also noticed that the emergency flashers would usually blink once or twice left, then switch to right only. While stopped, I verified that the right front and rear turn signals were actually blinking as indicated on the dash. The next day however the problem was gone. I drove the car on the interstate again for several hours, without any issues.

NHTSA ID

11577090

Incident

Mar 3, 2024

The contact owned a 2006 Dodge Dakota. The contact stated while driving at 50 MPH, the brakes failed causing the contact to strike a curb and flatten the front passenger side tire, and damage the rim. No air bags deploy. The contact suffered injuries to the back, neck and suffered a concussion. The contact was transferred to the hospital where she received medical attention. A police report was filed. The vehicle was towed to an impound lot. The contact stated the vehicle was under NHTSA Campaign Numbers: 16V352000 (Air Bags) and 15V313000 (Air Bags). The manufacturer was not notified of the failure. The failure mileage was 108,000.

NHTSA ID

11530976

Incident

May 29, 2023

Mileage

108,000 mi

The contact owns a 2006 Dodge Dakota. The contact received notification of NHTSA Campaign Number: 16V352000 (Air Bags) and the vehicle was taken to the dealer for the recall repair; however, two weeks after the repair, the passenger’s side air bag warning light intermittently illuminated. The vehicle was taken to the dealer, where the contact was informed that the VIN was not included in the recall. The vehicle was not diagnosed nor repaired. The manufacturer was not notified of the failure. The failure mileage was approximately 177,000.

NHTSA ID

11515824

Incident

Dec 6, 2022

Mileage

177,000 mi

Plate - Planetary

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.

GEAR MOTOR, Transfer Case The gear motor assembly is shipped in AWD/2WD position. The transfer case needs to be positioned in AWD/2WD position to properly assemble gear motor to T-Case. Please reference Star Online publication S2121000003 for further details. Do not have the transfer case in in another position other than AWD/2WD and rotate the motor to align the bolt holes as this could result in damage to the gear motor.

GEAR MOTOR, Transfer Case The gear motor assembly is shipped in AWD/2WD position. The transfer case needs to be positioned in AWD/2WD position to properly assemble gear motor to T-Case. Please reference Star Online publication S2121000003 for further details. Do not have the transfer case in in another position other than AWD/2WD and rotate the motor to align the bolt holes as this could result in damage to the gear motor.

Transfer Case Gear Motor/Actuator Installation Guidelines.

Transfer Case Gear Motor/Actuator Installation Guidelines.