2013 Jeep Grand Cherokee

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 PE19014 on September 9, 2019, to investigate 128 consumer complaints alleging that the Active Head Rest (AHR) inadvertently deployed without the occurrence of a crash or other rear impact event in model year (MY) 2014 Jeep Grand Cherokee and Dodge Durango vehicles.When ODI opened the investigation, ODI was aware of thirteen alleged injuries.A small number of Early Warning Reports identified driver and/or passenger front seat AHR inadvertent deployments without a rear impact event.Reported safety consequences resulting from the AHR deployments include concussions, headaches, soft tissue injuries, disorientation, nausea, vomiting and/or loss of vehicle control as a result of being surprised and distracted by being struck in the head by the inadvertent AHR deployment. On September 24, 2019, ODI sent an Information Request (IR) letter to Fiat Chrysler Automobiles (FCA).ODI requested certain detailed information from FCA related to the following subject vehicles: MY 2010-2014 Dodge Avenger 200, MY 2010-2014 Dodge Calber, MY 2010-2014 Chrysler Sebring, MY 2013-2015 Ram Tradesman, MY 2012 Ram Van, MY 2010-2019 Dodge Grand Caravan, MY 2010-2016 Chrysler Town and Country, MY 2010-2017 Jeep Compass, MY 2011-2020 Dodge Durango, MY 2011-2020 Jeep Grand Cherokee, MY 2010-2019 Dodge Journey, MY 2010-2012 Jeep Liberty, MY 2010-2011 Jeep Nitro, and MY 2010-2011 Jeep Patriot vehicles.On December 2, 2019, ODI received a response from FCA that included vehicle production data, consumer complaints, field reports, warranty claims, manufacturer actions, production changes, and other data related to the alleged defect from the start of production (2010) through September 24, 2019.On January 27, 2020, ODI received an update to the December 2, 2019, IR response from FCA.On September 22, 2020, ODI requested additional subject vehicle AHR information from FCA.ODI received FCA's response on October 21, 2020.ODI subsequently received an update to FCA's October 21, 2020, response on February 16, 2021.During the investigation, ODI requested updates to certain IR questions on two occasions.FCA provided updates to question #2 on March 5, 2021, and questions #2 and #5 on May 26, 2023. FCA’s IR response data identified approximately 7.5 million subject vehicles (with approximately 15 million AHR assemblies).Due to the large number of vehicles and failure reports, ODI focused its analysis on the FCA vehicle model with the highest failure rate to represent the worst-case scenario.For this purpose, ODI focused on MY 2012-2015 Jeep Grand Cherokee vehicles for its analysis.This population includes 710,890 vehicles that FCA manufactured between August 19, 2011, and August 8, 2015.ODI identified 2,839 alleged AHR failures within this limited population.ODI identified 263 alleged injuries that were caused by AHR failures in MY 2012-2015 Grand Cherokees vehicles.Of these alleged injuries, ODI categorized them as eighty-two (82) soft tissue (neck/whiplash, bruise) injuries, four (4) concussions, fifty-nine (59) headaches, and one hundred eighteen (118) without a specific injury description.Although complainants have alleged injuries, ODI has been unable to obtain evidence to substantiate or validate any injuries where medical treatment was required.Consumer outreach was conducted by ODI, where sixty-three (63) FCA complainants with alleged injuries were contacted.Twelve of the sixty-three FCA consumers responded and were interviewed by ODI.ODI requested medical records, however, only one response was provided. Attorneys representing the responding complainant provided a synopsis that indicated they had experienced prior neck-related injuries dating to the mid-1990s.ODI also contacted one hundred (100) consumers who submitted Vehicle Owner Questionnaires (VOQ) in an attempt to validate alleged injuries. Despite the efforts of ODI, the office has been unsuccessful at obtaining substantive documentation/evidence supporting complaints that allege serious injuries (where pre-existing medical conditions did not already exist). In addition to the low severity of alleged injuries caused by AHR deployments, there have been eleven alleged crashes and two alleged lane departures within the entire subject vehicle population that has been in the field up to sixteen years (with over 8,500 AHR inadvertent deployments).ODI was not able to validate that the alleged crashes were the result of inadvertent head rest deployments, and the crashes were minor in nature. ODI has conducted a thorough investigation of the alleged safety defect and with up to sixteen years of exposure for some vehicles and over 8,500 inadvertent AHR deployments, no serious crashes or injuries could be validated in the sub-population of focus.The lack of serious injuries validated by ODI with such large period of field exposure is consistent with thework done by NHTSA’s Human Injury Research Division and the Biodynamic Research Corporation, which support that an inadvertent AHR deployment is not likely to cause serious injury.In addition to the low risk of injury, FCA released an extended warranty program that covers inadvertent AHR deployment for ten years / unlimited mileage from the vehicle's in-service date. PE19014 is closed with the FCA extended warranty program.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist, and the Agency reserves the right to take additional action if warranted by new circumstances. To review a complete closing summary, please the attached closing report. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

In response to this investigation, Fiat Chrysler Automobiles (FCA) is conducting a recall to address headliner fires that occur post 14V-391.On December 22, 2015 FCA notified the Office of Defects Investigation (ODI) of safety recall 15V-879 to remedy potential headliner fires occurring in 389,252 model year (MY) 2011-2013 Dodge Durango and Jeep Grand Cherokee vehicles manufactured from December 3, 2009 to September 1, 2012.Note this recall, which was scoped based on vehicle design level and field events, does not include all MY 2013 or any MY 2014 Durango and Grand Cherokee vehicles; ODI and FCA will continue to monitor the field experience for this population.ODI opened this investigation based on allegations of fires occurring in the headliner area after the remedy for recall 14V-391 had been conducted.Recall 14V-391 involved MY 2011-2014 Jeep Grand Cherokee and Dodge Durango vehicles manufactured by FCA from January 5, 2010 to December 11, 2013.The recall was influenced by ODI investigation EA14-001.During EA14-001, data provided by FCA indicated fires were caused by an electrical short in the vanity lamp wiring for either visor.Visors are mounted to the (metal) roof of the vehicle through the headliner with three screws. EA14-001 determined it was possible for the wiring to be pierced or abraded by one of the screws, or otherwise become electrically shorted either during initial vehicle assembly or subsequent headliner area repairs presenting a fire risk.Most of the fires occurred while the vehicle was being driven.The 14V-391 remedy consisted of installing a plastic guide way on each visor to route wiring away from the attachment screws and prevent electrical shorting.Additionally abrasion resistant tape was installed in key areas to protect the wiring integrity.In order to install the guide, the headliner had to be lowered and the existing visor and headliner wiring rerouted, a somewhat complex procedure that required sufficient service technician care and expertise.FCA modified the 14V-391 remedy multiple times to improve it.ODI has identified a total of 43 NHTSA complaints across affected vehicles indicating a fire occurring after the vehicle had been remedied under 14V-391.FCA reported 159 additional unique complaints of post-remedy fires. The fire events primarily occurred while driving however a few reported fires starting after the vehicle was parked. Ten customers incurred injuries including minor burns and smoke inhalation, no crashes were reported.According to FCA, the vehicles recalled under 15V-879 were manufactured with longer wiring connecting the visors to the main harness in the headliner.Field experience clearly shows these vehicles are experiencing more post 14V-391 fires, 189 out of 202 known incidents to date.Recall 15V-879 addresses any remaining risk of fire after the 14V-391 recall remedy is performed.The 15V-879 remedy installs new design level visor assemblies containing added wire sheathing, shortened wiring, revised wiring retainer and wiring loop relief.In addition, part of the metal structure (body in white) where the wiring is routed will be modified (removed) using a template to allow more clearance.The recall action initiated by the vehicle manufacturer address the safety risks identified by the investigation.Accordingly, the investigation is closed.The ODI reports cited above can be reviewed at SaferCar.gov under the following identification (ODI) numbers:10640524, 10653417, 10684130, 10691520, 10692710, 10703058, 10705802, 10711836, 10715282, 10717265, 10717266, 10723677, 10726438, 10733003, 10733598, 10735042, 10743410, 10744097, 10745129, 1

In a letter dated August 21, 2014, the Center for Auto Safety (CAS) petitioned the National Highway Traffic Safety Administration (NHTSA) to initiate a defect investigation of alleged failures associated with the Totally Integrated Power Module (TIPM) installed in Chrysler SUV?s, trucks, and vans beginning in the 2007 model year. The petitioner alleges that TIPM defects may result in engine stall, airbag non-deployment, failure of fuel pump shutoff resulting in unintended acceleration, fire, and other symptoms. On September 25, 2014, the Office of Defects Investigation (ODI) opened DP14-004 to evaluate the petition for a grant or deny decision. ODI analyzed complaint data provided by CAS as well as complaints submitted to ODI from consumers. In total, there were 296 complaints submitted by the petitioner in the original petition and five supplements, including 271 complaints related to the subject vehicles equipped with TIPM-7. Approximately 3 percent of CAS complaints are related to vehicles equipped with TIPM-6 and ODI?s review of these complaints did not identify any safety defect trends. ODI conducted a detailed review of complaints narratives submitted by CAS and consumers including careful analysis of vehicle repair histories, warranty claims obtained from the manufacturer and any available Customer Assistance Inquiry reports (CAIR). Analysis of the field data indicated that MY2011-2013 Jeep Grand Cherokee and Dodge Durango vehicles exhibited significantly higher complaint rates related to fuel pump relay (FPR) failures than other subject vehicles. In a September 3, 2014 letter to NHTSA, Chrysler submitted a Defect Information Report (DIR) identifying a defect in the FPR within the TIPM-7 which can result in a no start or stall condition in approximately 188,723 model year (MY) 2011 Jeep Grand Cherokee (WK) and Dodge Durango (WD) vehicles manufactured from January 5, 2010 through July 20, 2011 (14V-530).In a February 24, 2015 letter, Chrysler submitted a second DIR expanding the scope of the FPR defect condition to include an additional 338,216 MY 2012 through 2013 Jeep Grand Cherokee vehicles manufactured from September 17, 2010 through August 19, 2013 and MY 2012 through 2013 Dodge Durango vehicles manufactured from January 18, 2011 through August 19, 2013 (15V-115).ODI analysis of the CAS allegations of TIPM defects resulting in stall while driving, airbag non-deployment, unintended acceleration, fire and other faults identified a single defect condition related to 1 of over 60 different circuits in the TIPM assembly. The most common effect of this defect condition, related to the fuel pump relay, was a no-start concern, but it could also result in stall while driving (76 complaints). No valid evidence was presented in support of claims related to airbag non-deployment, unintended acceleration or fire resulting from TIPM faults and these claims were found to be wholly without merit based on review of the field data and design of the relevant systems and components.Except insofar as the petitioner's contentions relate to the defect condition addressed by the Chrysler recalls, the factual bases of the petitioner's contentions that any further investigation is necessary are unsupported. In our view, additional investigation is unlikely to result in a finding that a defect related to motor vehicle safety exists or a NHTSA order for the notification and remedy of a safety-related defect as alleged by the petitioner at the conclusion of the requested investigation. Therefore, in view of the need to allocate and prioritize NHTSA's limited resources to best accomplish the agency's safety mission, the petition is den

I was on the highway and the truck escalated in speed then it would decreased In speed . (61 mph to 45-41mph. Then it decreased speed all the way to a complete stop. Then burst into flames in front of truck. Truck made crackling sounds and proceeded to burn all the way back to the back seats of truck.

NHTSA ID

11752785

Incident

Jul 23, 2026

On 5/18/26 at 6:45 am Eastern Time While driving, both left and right sides of the rear lower control arms completely detached from the vehicle due to severe internal rust perforation of the rear subframe/cradle assembly. The structural mounting bracket on the subframe snapped off entirely, causing a catastrophic suspension failure and a sudden, total loss of vehicle control. This is a severe structural safety hazard that occurred without warning due to the subframe rotting from the inside out.the entire cross member detached from the back of the frame dis lodging the drive shaft as well.the picture I am attaching below is one side both sides of the rear look the same .

NHTSA ID

11738723

Incident

May 18, 2026

Car parked in driveway, passenger Active Head Restraint deployed overnight while parked. Plastic mold holding the latch pin in place is destroyed. Broke into pieces. The latch pin in pic1.jpg is still secured in the lock position. The computer is not throwing codes of deployed headrest, the computer thinks everything is fine. Pic3.jpg has a picture of the driver headrest, NOT deployed. The headrest are designed to deploy only with impact. The plastic molding broke away from the latch pin, and allowed the headrest to deploy prematurely. This should have been a safety recall on the first report. Thousands of complaints have been noted thus far.

NHTSA ID

11738558

Incident

May 10, 2026

I brought my vehicle to the dealership (Axis Chrysler Dodge Jeep Ram in Jersey City, NJ) for open safety recalls. The vehicle has been at the dealership for approximately 3 weeks. I was repeatedly told parts were coming (alternator and brake booster), but the repairs were never completed. I was later told I could pick up the vehicle, but no documentation was provided and I have reason to believe the recall repairs were not performed. This has caused delays, inconvenience, and safety concerns.

NHTSA ID

11728205

Incident

Mar 6, 2026

Took my vehicle to dealership for fuel pump recall. Was told it wasn’t the actual pump but the wiring and they fixed it. Vehicle continued to have the same issues plus a new issue where the car completely stalled out while driving. I took it back, they said the parts they put on were defective but I’d still have to pay 300$. I paid the money and within 10 hours of getting my car back I stalled on the highway in the fast lane. Luckily it was traffic so no one was hurt and I didn’t cause an accident but this is dangerous and I let the dealership know and all they said was bring it back for a day. I did and they couldn’t tell me anything.

NHTSA ID

11728069

Incident

Jan 13, 2026

Mileage

196,015 mi

The contact owns a 2013 Jeep Grand Cherokee. The contact stated that while driving at an undisclosed speed, the check engine warning light illuminated. The vehicle was taken to the dealer; however, no cause for the failure was found. The dealer informed the contact that the battery charge was extremely low. The vehicle was not repaired. The contact stated that the failure persisted. The vehicle was taken back to the dealer, and was informed that the alternator had failed. The alternator was replaced. The contact stated that on a separate occasion, while stopped at a traffic light, the vehicle sputtered and stalled. The vehicle was pulled over to the side of the road. A tow truck arrived on the scene, and while the tow truck driver was attempting to jump-start the vehicle, sparks were coming from the battery. The tow truck driver became aware that the alternator was red hot, and the wires surrounding the alternator were burned, with a burning odor coming from the vehicle. The tow truck driver did not jumpstart the vehicle due to safety concerns. The vehicle was pushed onto the flatbed truck. The vehicle was towed to the residence and had not been driven since. The contact related the failure to NHTSA Campaign Number: 17V435000 (ELECTRICAL SYSTEM); however, the VIN was not included. The manufacturer was not notified of the failure. The failure mileage was unknown.

NHTSA ID

11728023

Incident

Mar 23, 2026

Mileage

105,537 mi

Recall V62/NHTSA 19V-813 that was done on my vehicle in Jan 2023 at 44607 miles failed 0n March 4 2026 the vehicle died and would not start and the repair shop had to replace the fuel pump relay again only 4,811 mile later even though it had been 3 years not many miles and of course Jeep will not reimburse me because it was over 3 years ago

NHTSA ID

11723658

Incident

Mar 4, 2026

Active head restraint deployed on drivers side while auto was moving in parking lot. This unexpected event made the driver come to a sudden stop. There was no impacts of this vehicle into any object. No injury to the driver in the parking lot but is pssible injury to driver and other in the parking lot could have happened. After inspection it looks like a plastic bracket broke inside the active head rest.

NHTSA ID

11709447

Incident

Jan 7, 2026

Outside Power Fold Rearview Mirror Noise Or Loose At Pivot. Mirror Contacts Door Window Glass In The Folded Position.

Outside Power Fold Rearview Mirror Noise Or Loose At Pivot. Mirror Contacts Door Window Glass In The Folded Position.

Outside Power Fold Rearview Mirror Noise Or Loose At Pivot. Mirror Contacts Door Window Glass In The Folded Position.

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: Warranty, Mopar, customer pay and service contract. Order "68" part number for New unsold units only.

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.