2008 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.

EXTENDED CAB DOORS WILL NOT OPEN WHICH MAKES IT IMPOSSIBLE TO ACCESS TIRE CHANGING TOOLS. LOOKING ON THE INTERNET, I'VE DISCOVERED THIS HAPPENS TO MANY DODGE DAKOTA EXTENDED CAB TRUCKS. VEHICLE WAS STATIONARY.

NHTSA ID

11404762

Incident

Jan 1, 2020

DRIVING IN OUR LANE ON A CITY STREET GOING 40 MPH AS A VEHICLE TRIED TO TURN INTO A GAS STATION, CROSSING OUR LANE RIGHT FRONT OF US AND THEY DID NOT HAVE ENOUGH TIME TO MAKE THE TURN. TO AVOID A FULL BLOWN HEAD ON COLLISION, I SWERVED AND WE HIT FRONT DRIVER SIDE VS FRONT DRIVER SIDE. GOING 40 MPH, AND THE SPEED OF THE OTHER VEHICLE AND MY AIR BAGS DID NOT DEPLOY, THAT BEING MY MAIN CONCERN WHY THEY DID NOT DEPLOY WITH THE SPEED BEING CONSIDERED AND HITTING FRONT ON.

NHTSA ID

11374709

Incident

Nov 14, 2020

Mileage

138,000 mi

RISK OF FIRE BY WRONG SIZED FUSED IN POWER OUTLET. I ALMOST BURN THE TRUCK CHARGING A DRONE (57W CHARGER) PARKING AND LEFT ALONE FOR ABOUT 20 MINUTES, WHEN I BACK THE CABIN WAS FILLED WITH SMOKE. FIRST I THINK IN THE LITHIUM BATTERIES CATCHING FIRE, BUT NO, THE SMOKE COMES FROM BEHIND THE DASH. QUICKLY I REMOVED THE 20A FUSE AND LEFT LIKE THIS. I ORDERED THE REPLACEMENT OUTLET AND TODAY WHEN I WAS TO CHANGE I FOUND THE WIRES COMPLETE MELTED. CHECK THE SERVICE MANUAL AND SHOWS A 18AWG WIRE PROTECTED WHIT 20A FUSE. PROBABLY A INHERITED FROM SOME OLD DODGE RAM WHICH ONE HAVE A 20A FUSE AND 14AWG WIRE. CHECKING SOME NEWS MODELS AND HAVE 18AWG TOO, SO IT COULD BE MORE VEHICLES IN POTENTIAL RISK OF FIRE. THE USER MANUAL, PRINTED, DIGITAL ONLINE, THE FUSE BOX COVER, SERVICE MANUAL, EVERYWHERE SAYS 20A FUSE FOR A THIN 18AWG WIRE.

NHTSA ID

11209358

Incident

May 22, 2019

Mileage

100,000 mi

MY ENGINE TURNS OFF WHILE DRIVING. I CANNOT RESTART THE ENGINE UNTIL I HAVE STOPPED, SHIFTED TO PARK, AND CYCLED THE IGNITION TO OFF. THE ENGINE STALLING STARTED AS A LOW/SLOW IDLE CONDITION, AND NOW HAS ESCALATED TO CUTTING OFF AT FULL ACCELERATION WHILE MERGING INTO EXPRESSWAY TRAFFIC. THIS HAS HAPPENED ON SEVERAL DATES. I AM SELECTING THE DATE OF MY LAST REMEMBERED OCCASION.

NHTSA ID

11197318

Incident

Feb 18, 2019

Mileage

57,000 mi

4.7L ENGINE BLEW HOLE THE SIZE OF A GOLF BALL IN BLOCK WHILE PASSING A SLOWER MOVING CAR ON A COUNTRY PAVED HIGHWAY MAXED AT ABOUT 60MPH. ENGINE HAS 72250 MILES, RUNNING 5W30 SYNTHETIC OIL. REGULAR HOME MAINTENANCE - OIL CHANGES EVERY 3000 MILES, OTHER MAINTENANCE AS IN USER MANUAL AT HOME. HAD NO CHECK ENGINE LIGHT, NO WARNING. TRUCK WELL MAINTAINED (LIKE NEW INSIDE AND OUT. I'M RETIRED AND TRUCK IS FOR PLEASURE USE.

NHTSA ID

11105422

Incident

Jun 30, 2018

Mileage

72,250 mi

TL* THE CONTACT OWNS A 2008 DODGE DAKOTA. WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE SHIFTED FROM TWO WHEEL DRIVE TO FOUR WHEEL DRIVE INDEPENDENTLY. THE VEHICLE WAS TAKEN TO BILL BRYAN CHRYSLER (3401 US-441, FRUITLAND PARK, FL 34731) WHERE IT WAS DIAGNOSED THAT THE TRANSFER CASE MOTOR NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE AND INFORMED THE CONTACT THAT THERE WAS NO RECALL. THE APPROXIMATE FAILURE MILEAGE WAS 150,000.

NHTSA ID

11072651

Incident

Aug 31, 2017

Mileage

150,000 mi

TAKATA RECALL

NHTSA ID

11039871

Incident

Oct 25, 2008

REF MFR RECALL 870- NHTSA RECALL 00V-193. BRAKE LINE LEAKING FROM RUBBING AGAINST POWER STEERING HOSE. CONTACTED LOCAL DEALER (M&L CHRYSLER DODGE JEEP RAM, LEXINGTON NC) WAS TOLD THEY HAD THE BRAKE LINE BUT NOT PART #CBED6701 AND COULD NOT REPAIR UNDER RECALL BUT COULD SELL ME A BRAKE LINE, REFERRED ME TO CUSTOMER SERVICE @ 800-992-1997. THEY TOOK INFORMATION AND SAID THEY HAD TO CHECK WITH DEALER. I HAVE HEARD NOTHING AFTER 10 DAYS FROM DEALER OR CUSTOMER SERVICE. MEANWHILE I HAVE TO ADD BRAKE FLUID TO KEEP FROM LOSING MY BRAKES WHEN THEY HAVE THE BRAKE LINE TO FIX THE PROBLEM BUT SAY I WILL HAVE TO PAY FOR IT.

NHTSA ID

11031543

Incident

Sep 12, 2017

Mileage

270,000 mi

Plate - Planetary

Connector kit Before ordering this connector repair kit 68018957A$, check it in the Mopar Connector Repair Kit Website to confirm part number and applicability. There is an error with the wiring diagrams in Service Library that is causing the incorrect repair kit part number to populate. Please use the Mopar Connector Repair Kit Website until this issue is resolved.

Connector kit Before ordering this connector repair kit 68018957A$, check it in the Mopar Connector Repair Kit Website to confirm part number and applicability. There is an error with the wiring diagrams in Service Library that is causing the incorrect repair kit part number to populate. Please use the Mopar Connector Repair Kit Website until this issue is resolved.

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.