2009 Dodge Ram 5500

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.

7/21/15 TOOK TRUCK TO RAM DEALER FOR RECALL R-16 DEALER STATED IT ALSO HAS R-25 RECALL, TRUCK STILL HAS VIBRATION AT 55 MPH AND NOW IT WILL DRIFT LEFT AND RIGHT CALLED DEALER THE SERVICE MANAGER ADVISED ME TO HAVE MY TIRES CHECKED, 7/30/15 CALLED CHRYSLER HOTLINE WAS TOLD NO OPEN RECALLS I TOLD HER I HAD IT IN FOR REPAIR BUT IT STILL WASN'T RIGHT SHE SAID THEY NEED TO CORRECT PROBLEM ON THEIR DIME. 7/30/15 CALLED DEALER, SERVICE MANAGER HAD QUIT NEED TO CALL ON 8/3/15 TO TALK TO NEW SERVICE MANAGER. 8/3/15 TALKED TO NEW SERVICE MANAGER TOLD HIM WHAT CHRYSLER SAID, HE SCHEDULED TO INSPECT TRUCK FOR 8/11/15 DROPPED TRUCK OFF ON 8/10/15 PUT KEY AND NOTE IN DROP BOX STATING SINCE AIRBAG WAS REPAIRED HORN AND CRUSE NO LONGER WORKED 8/16/15 HAVE NOT HEARD BACK 8/17/15 CALLED DEALER LEFT A MESSAGE TO CALL ME, 8/18/15 CALLED DEALER TALKED TO SERVICE MANAGER HE THOUGHT TRUCK HAD BEEN PICKED UP, SAID HE WOULD CHECK AND CALL ME BACK. DEALER CALLED BACK SAID TECH HAD QUIT AND THEY CANT FIND THE KEY BUT WILL MAKE A NEW ONE AND DRIVE IT AND CALL ME. LATER THAT DAY HE CALLED BACK SAID THE BOARD WAS BROKE BEHIND THE AIRBAG AND THEY WOULD HAVE TO ORDER ONE IF A SALVAGE YARD DIDN'T HAVE ONE, AND ASKED ME TO DESCRIBE PROBLEM WITH THE STEERING. 8/19/15 LEFT A MESSAGE TO CALL ME. 8/20/15 I CALLED TALKED TO SERVICE MANAGER HE SAID TRUCK DROVE ALL OVER THE ROAD JUST AS DESCRIBED AND THAT IT COULD BE SEVERAL THINGS CAUSING THE PROBLEM. HE SAID HE HAS A NEW GUY COMING IN NEXT WEEK AND COULD LOOK AT IT BUT HE DIDN'T KNOW HOW DEEP I WANTED TO GO WITH IT BECAUSE IT HAS 160,000 MILES ON IT AND WHEN ONE THING STARTS WEARING IT WILL CAUSE OTHER THINGS TO WEAR OUT. I TOLD HIM THAT'S WHY THEY HAVE A RECALL HE TOLD ME THEY ARE ONLY REPLACING THE TIE RODS BECAUSE THEY MAY BREAK WEAR HAS NOTHING TO DO WITH IT AND ANY OTHER REPAIRS WOULD HAVE TO BE PAID FOR BY ME. I AM PICKING IT UP ON 8/24/15

NHTSA ID

10750424

Incident

Jul 21, 2015

Mileage

155,741 mi

TL* THE CONTACT OWNS A 2012 (NA) DODGE RAM 5500. WHILE DRIVING APPROXIMATELY 35 MPH, THE VEHICLE SUDDENLY MADE A SHARP RIGHT TURN CAUSING THE DRIVER TO LOSE CONTROL AND CRASH INTO A PARKED VEHICLE. DURING THE CRASH, THE VEHICLE SUSTAINED SIGNIFICANT DAMAGE TO THE FRONT END, BUT THE AIR BAGS DID NOT DEPLOY. NO INJURIES WERE REPORTED AND A POLICE REPORT WAS FILED. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC FOR REPAIRS. THE CAUSE OF THE FAILURE WAS NOT AVAILABLE. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 20,000.

NHTSA ID

10746039

Incident

Apr 1, 2013

Mileage

20,000 mi

TL* THE CONTACT OWNS A 2009 DODGE RAM 5500. WHILE DRIVING AT 20 MPH, THE STEERING WHEEL SEIZED. UPON FURTHER INSPECTION, THE CONTACT NOTICED THAT THE TIE ROD DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC, WHO DIAGNOSED THAT THE TIE ROD NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE VIN WAS INCLUDED IN NHTSA CAMPAIGN NUMBER: 13V527000 (STEERING); HOWEVER, THE PART NEEDED TO REPAIR THE VEHICLE WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 21,000.

NHTSA ID

10731201

Incident

Mar 26, 2015

Mileage

21,000 mi

TL*THE CONTACT OWNS A 2009 DODGE RAM 5500. THE CONTACT RECEIVED NHTSA CAMPAIGN NUMBER: 13V527000 (STEERING) HOWEVER, THE PARTS FOR REPAIR WERE NOT AVAILABLE. THE MANUFACTURER WAS NOTIFIED OF THE ISSUE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REMEDY. THE CONTACT HAD NOT EXPERIENCED A FAILURE.

NHTSA ID

10691879

Incident

Dec 1, 2013

TL* THE CONTACT OWNS A 2009 DODGE RAM 5500. THE CONTACT STATED THAT WHILE TRAVELING APPROXIMATELY 20 MPH, THE FRONT DRIVER SIDE TIE ROD SUDDENLY FRACTURED. THE VEHICLE WAS TOWED TO THE DEALER WHERE THE FAILURE WAS CONFIRMED. THE VEHICLE WAS NOT REPAIRED. THE CONTACT INDICATED THAT THE VEHICLE PREVIOUSLY EXPERIENCED THE SAME DEFECT AND WAS REPAIRED BY THE DEALER. THE MANUFACTURER WAS NOTIFIED. THE FAILURE MILEAGE WAS 50,000. ..UPDATED 03-12-14 *BF

NHTSA ID

10562940

Incident

Jan 11, 2012

Mileage

50,000 mi

TL* THE CONTACT OWNS A 2009 DODGE RAM 5500. THE CONTACT STATED THAT WHILE PARKED, THE VEHICLE UNEXPECTEDLY IGNITED INTO MASSIVE FLAMES. THE FIRE DEPARTMENT WAS CALLED AND EXTINGUISHED THE FIRE. THE CAUSE OF FAILURE WAS NOT DETERMINED. THE VEHICLE WAS COMPLETELY DESTROYED AND TOWED TO A SERVICE CENTER FACILITY. THE MANUFACTURER WAS NOTIFIED OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAGE WAS 62,000.

NHTSA ID

10502112

Incident

Mar 6, 2013

Mileage

62,000 mi

TL* THE CONTACT OWNS A 2009 DODGE RAM 5500. THE CONTACT STATED THAT THE VEHICLE WAS SERVICED UNDER NHTSA CAMPAIGN ID NUMBER: 10V657000 (STEERING: LINKAGES: TIE ROD ASSEMBLY) MAY 2011. THE CONTACT STATED THAT ELEVEN MONTHS LATER, THE FRONT DRIVER SIDE TIE ROD FAILED. THE VEHICLE WAS NOT REPAIRED. THE FAILURE AND THE CURRENT MILEAGE WAS 58,847.

NHTSA ID

10459256

Incident

May 17, 2012

Mileage

58,847 mi

Trac-Rite Operation Diagnosis, Chatter, Shudder, Moving From A Stop And Turning

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.

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.