2013 Fiat 500

The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect.  During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW.  The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications.  The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU.  In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment.  FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle.  Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW.  These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes.  An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time.   In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU.  This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners.  Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW.  The risk associated with the ASIC is equally shared among all OEMS involved in the investigation.  The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage.  There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation.  The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU.  If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC.  Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC.  All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled.  In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024.  With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.

Systemic Hydraulic Defect & Safety Recall Circumvention I am reporting a critical safety defect in the clutch hydraulic system of my 2013 Fiat 500 Abarth, which directly mirrors the failures described in NHTSA Recalls 16V-302 and 20V-124. Diagnostic measurements confirm a 1.23mm hydraulic over-travel in the clutch release bearing/slave cylinder assembly. This over-travel causes the diaphragm spring to be over-extended, leading to the catastrophic failure of the pressure plate and subsequent inability to disengage the clutch. This poses an immediate safety risk of vehicle surge or inability to shift gears while in motion. Despite this objective engineering data, Stellantis (FCA US, LLC) Executive offices (specifically Mike Macdonald) have formally refused to perform the safety recall repair, citing my status as the "5th owner" as a justification for exclusion. This represents a willful circumvention of a federal safety recall, as the hydraulic over-travel is a latent design defect present since manufacture and is entirely unrelated to ownership history or vehicle maintenance. The vehicle is currently available for inspection to verify these measurements.

NHTSA ID

11734738

Incident

Aug 20, 2021

While driving 40mph, pressed clutch and the transmission would not shift into gear. Car began to slow in traffic ans I was unable to accelerate as the clutch would not engage a gear. Mamaged to sagely get iff road. No fluid leaks found. Would shift into gear with car off. Gear selection works, not a shift cable issue.

NHTSA ID

11697531

Incident

Oct 18, 2025

In June 2025, while driving my 2013 Fiat Abarth at highway speed, the vehicle suddenly stalled without warning. This happened on one of the hottest days of the year with another person in the car, creating a serious risk of a high-speed collision. The cause was later confirmed by a different Fiat dealership: a port in the intake/PCV system had been left completely uncapped after service at a Fiat dealership in 2024. The mechanic who worked on my car apparently believed this was only a “vent” and not part of the vacuum system — a dangerous misunderstanding that allowed unmetered air into the engine. This disrupted the air/fuel mixture and led directly to the stall. I have written proof from the dealership admitting to the “vent” claim. A competent technician should know the difference between a vent and a vacuum port. Returning a vehicle in this condition is negligence and puts lives at risk. The component is still available for inspection, and I have documentation supporting my claims.

NHTSA ID

11680788

Incident

Jun 23, 2025

Dear NHTSA Office of Defects Investigation, I am filing this formal complaint to report the sale and interstate delivery of a dangerously defective and noncompliant vehicle sold to me by Arlington Auto Group, located at 3621 Columbia Pike, Arlington, Virginia. On [XXX], I purchased a 2013 Fiat 500 (VIN: [XXX] ). The vehicle was delivered to my home in Englewood, Colorado on [XXX]. Within 24 hours of taking possession of the car—and having driven fewer than 100 miles—I had the vehicle inspected by a certified mechanic at The Auto Repair Place in Boulder, Colorado. Their findings revealed multiple severe safety hazards, including: Rear brake pads completely worn to metal-on-metal contact Two bolts missing from the rear passenger wheel A destroyed and leaking turbocharger, which increases the risk of engine failure Inoperable tire pressure monitoring system (TPMS) No Virginia safety inspection documentation provided Additionally, the car had been illegally tampered with to bypass emissions systems, including removal of the catalytic converter and installation of sensor bypass wiring, which also violates federal law and emissions standards. This vehicle was represented as safe and legally operable at the time of sale. However, these issues clearly indicate the vehicle poses a substantial risk to public safety and should not have been sold or shipped across state lines. Request for Investigation I respectfully request that NHTSA investigate this matter for violations of federal motor vehicle safety standards (FMVSS) and to determine whether this dealership has a pattern or practice of selling unsafe or defective vehicles. I am prepared to provide: Full mechanic inspection report Purchase contract and shipping records Photos of the damage and mechanical issues Communications with the dealership and lender Thank you for your time and attention to this serious safety matter. Sincerely, [XXX] [XXX] (303) INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11651198

Incident

Mar 13, 2025

2013 FIAT 500 - Manual Transmission. The clutch cover diaphragm spring on the vehicle has fatigue and/or fracture. A failed clutch cover diaphragm spring has resulted in the inability to disengage the clutch, or shift gears. There is an inability to disengage the clutch, shift gears. It is potentially available for inspection if needed. This occurred while driving at low speed (thank goodness). The car became stuck in place when the failure occurred (obviously a safety concern). The issue has been confirmed by a professional. The component has been inspected by service technician. There were no warnings (lamps, messages, etc.). I believe this failure is described in Recall S34 (NHTSA), and this vehicle should be included in that recall. FIAT disagrees and has denied responsibility. Can you help?

NHTSA ID

11634558

Incident

Dec 27, 2024

The contact owns a 2013 Fiat 500. The contact received notification of NHTSA Campaign Number: 16V302000 (POWER TRAIN); however, the part to do the recall repair was not yet available. The local dealer was contacted. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The contact stated while driving approximately 30 MPH, the clutch pedal was depressed; however, the pedal was sticking and failed to respond as designed. The contact was almost involved in a crash due to the failure. The contact stated that the vehicle then started operating as needed after the failure. The vehicle was not repaired. The manufacturer was not made aware of the failure. The approximate failure mileage 195,000. VIN tool showed no open recall.

NHTSA ID

11627352

Incident

Nov 25, 2024

Mileage

195,000 mi

The contact owns a 2013 Fiat 500. The contact stated that while driving at an undisclosed speed, the clutch was depressed; however, the vehicle failed to stop as intended. The contact stated that there was a jingling sound coming from the engine compartment. In addition, the contact stated that while the clutch was depressed, the vehicle jerked and then rolled forward. The contact stated that several unknown warning lights were illuminated. The contact stated that the hard braking warning light was illuminated. The vehicle was taken to the dealer and the dealer was made aware of the failure. The contact was informed that parts were not available to repair the vehicle. The contact was fearful of driving the vehicle due to the failure. The vehicle was not diagnosed or repaired by an independent mechanic or the dealer. The contact received notification of NHTSA Campaign Number: 16V302000 (Power Train); however, the part to do the recall repair was unavailable. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The manufacturer was made aware of the failure and a case was filed. The failure mileage was 90,000. Parts distribution disconnect.

NHTSA ID

11626590

Incident

Aug 21, 2024

Mileage

90,000 mi

The contact owns a 2013 Fiat 500. The contact stated that while reversing, the vehicle failed to shift into park after stopping. While shifting into gear, the vehicle failed to move after the gear selector was placed in the desired gear. There were no warning lights illuminated. The contact stated that the failure was related to NHTSA Campaign Number: 19V817000 (Power Train). The contact called a towing company. The tow truck driver was able to re-attach the gear shifter cable, but the failure recurred. While reversing slowly to parallel park, the gear shifter cable detached again. The contact reattached the shifter cable. The local dealer was not contacted. The vehicle was not diagnosed or repaired. The manufacturer was contacted, but no assistance was provided. The failure mileage was approximately 128,300.

NHTSA ID

11621507

Incident

Oct 22, 2024

Mileage

128,300 mi

Broken Exterior Driver And/Or Passenger Door Handles XB2 Warranty Extension Customers may comment the following: ● One or both exterior door handles are broken. This bulletin involves replacing one or both exterior door handles.

Aluminum Body Panel Corrosion Repair Aluminum corrosion or bubbling along the leading edge of hood, hinges or other exterior surface areas of the hinges, doors, fenders, swing gates or liftgates.

Aluminum Body Panel Corrosion Repair Aluminum corrosion or bubbling along the leading edge of hood, hinges or other exterior surface areas of the hinges, doors, fenders, swing gates or liftgates.

Aluminum Body Panel Corrosion Repair Aluminum corrosion or bubbling along the leading edge of hood, hinges or other exterior surface areas of the hinges, doors, fenders, swing gates or liftgates

Verify Reman part number availability. Order the "R" part number for all orders:

"Aluminum Body Panel Corrosion Repair Aluminum corrosion or bubbling along the leading edge of hood, hinges or other exterior surface areas of the hinges, doors, fenders, swing gates or liftgates. NOTE: Verify current warranty policy to determine if digital imaging pre-authorization is required or pre-approval is required from the Regional Office; depending on market. This bulletin involves inspecting and if necessary removing corrosion and refinishing the suspect aluminum panels on the vehicle, hood, door, fenders, hinges, swing gates or liftgate panels."