2012 Jeep Wrangler

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.

On July 17, 2019, NHTSA's Office of Defects Investigation (ODI) opened Preliminary Evaluation (PE) 19-008 after receiving three Vehicle Owner Questionnaire (VOQ) reports alleging the driver's side seat belt buckle separated from the seat frame, rendering the seat belt non-functional. The VOQs involved model year (MY) 2015 and 2016 Jeep Wrangler (JK platform) that were configured for right-hand drive (RHD) use. On August 8, 2019, ODI issued an information request (IR) letter to FCA.The scope of the IR included all JK Wrangler produced for sale in the U.S. (both left- and right-hand drive), and amongst other things, requested any reports or allegations of driver's seat belt bracket failures on these vehicles. In its review of FCA's response, ODI determined that approximately 1.7 million JK Wrangler were produced from MY 2007 to 2018, about 16,000 of which were configured for RHD. ODI notes that the RHD Wrangler are typically used for rural postal delivery which often experience a more severe duty cycle. Also RHD JK was was not produced in MY 2007.As explained in the IR response, FCA identified three distinct populations of JK Wrangler concerning the driver's seat belt bucket bracket; specifically the MY 2007-2018 LHD (~1.7M units), the MY 2008-2010 RHD (4,563 units), and the MY 2011-2018 RHD (11,463 units) populations.FCA provided details on the designs used in each of these populations, identifying specific differences deemed pertinent to the strength and durability of each unique bracket design. FCA further reviewed its analysis of the complaint and warranty data identified under the IR, and noting that it had not identified any allegations of bracket failures on the LHD population, and only one allegation on the MY 2008-2010 RHD vehicles. By comparison, FCA identified 24 allegations of bracket failure for the MY 2011-2018 RHD JK, including two reports duplicative of the VOQs. Neither the FCA nor the VOQ reports allege an injury or fatality due to bracket failure. Based on this analysis, FCA decided to conduct a safety recall for the MY 2011-2018 RHD JK population. On September 30, 2019, FCA submitted a Defect Information Report initiating NHTSA Safety Recall 19V-680 (FCA No. VA6). Under the recall action, FCA will replace the driver's seat belt bracket on MY 2011-2018 RHD Jeep JK Wrangler. The repair will be conducted free of charge.In view of FCA's recall action, and its explanations of the scope of that action, ODI is closing PE19-008. ODI will continue to monitor the non-recalled RHD, and the LHD JK Wrangler for evidence of seat belt bracket failure and will take further action if warranted.The three VOQ reports cited above can be reviewed at NHTSA.gov under the following reference numbers:11190251, 11218472, 11231639.

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.

On May 10, 2016, Fiat Chrysler America (FCA) submitted a Part 573 Defect Information Report announcing NHTSA recall 16V290 involving 394,258 model year (MY) 2007-2010 Jeep Wrangler vehicles.Under the recall FCA will replace the clockspring and install a steering wheel back cover and steering wheel column shroud.This recall also includes approx. 4,524 MY2007-2010 right hand drive (RHD) Jeep Wrangler vehicles commonly used for rural postal delivery services.In addition 7,180 MY 2011-2016 right hand drive Jeep Wrangler vehicles were also recalled under 16V288, the same remedy repair will be used.Upon review of the 1,942 MY 2007-2010 Jeep Wrangler consumer complaints, 17,195 warranty reports and field returned parts assessment, FCA concluded that a defect exists in the driver side clockspring assembly, a device that both connects (electrically) the driver air bag to the control module and allows rotational movement between the steering wheel and fixed steering column.Clockspring failure may compromise the air bag circuit causing illumination of the air bag warning lamp, and may result in non-deployment of the driver air bag in a frontal crash.FCA identified a contributing factor in that the recalled vehicles may be subjected to off-road dusty environments and/or usage with the vehicle roof top/doors removed thus allowing dust and moisture to enter the clockspring assembly.FCA advised that the MY 2011 and later Wrangler vehicles had an improved steering column cover/shroud that may reduce the amount of dirt/moisture that can enter the clockspring assembly.During the investigation FCA and the Office of Defects Investigation (ODI) also reviewed 193 MY 2011-2012 Jeep Wrangler consumer complaints, 3,918 warranty reports and field returned parts along with reports from other FCA vehicles that use the same clockspring assembly.Based on this review, the rate of repair and the failure mode does not indicate a defect trend at this time in the later MY Wrangler or other FCA vehicles.During the field return parts review, FCA found a significant number of MY 2011-2012 Wrangler returned parts that operated normally, the so called ?no trouble found? or NTF parts where no fault could be identified through bench testing.On June 10, 2016, FCA informed ODI of its intention to conduct a 15-yr, 150k mile extended warranty program due to the NTF issue and the MY 2011 and later vehicles having a somewhat elevated level of warranty replacement.Consumers will be notified of the program in writing.FCA will collect clocksprings replaced under the warranty extension program to further examine and study the root cause failure.ODI will monitor FCA?s analysis to determine if any further field action is warranted.Based on the actions taken by FCA to recall the MY 2007-2010 Jeep Wrangler vehicles and the MY 2008-2016 right hand drive Wrangler vehicles, this investigation is closed.FCA has also agreed to conduct a warranty extension and further evaluation of the MY 2011-2016 Wrangler.At the time of FCA's field data submission in PE 15-025 (September 2015), ODI was aware of a total of 416 MY 2007-2010 and 23 MY 2011-2012 VOQs relevant to this issue.In addition, there have been an additional 90 and 16 VOQs (respectively) received since the recall announcement (i.e., thru May 2016).The reports noted above can be viewed at SaferCar.gov under the reference (ODI) numbers cited on the attached listing.

The contact owns a 2012 Jeep Wrangler. The contact stated that while driving at an undisclosed speed, the ABS and traction control warning lights illuminated. The ABS, cruise control, and traction control features were disabled. The vehicle was taken to the dealer, where it was diagnosed with an ABS module failure. The contact was informed that the ABS module needed to be replaced. The vehicle was not repaired. The contact was informed that the parts were no longer being manufactured. The contact stated that the failure was a known failure with the vehicle. The manufacturer was made aware of the failure. The failure mileage was approximately 120,000.

NHTSA ID

11753267

Incident

Feb 17, 2026

Mileage

120,000 mi

For the past two years I have experience intermittent problems with my Jeep ABS system, I ordered the replacement module part # 68145835AE from an authorized dealership on April 2025, and paid $697.39 after more than a year on back order the sales representative told me to cancel the order because they did not have any information form Stellantis North America on when the part will be available. This is the second complaint I filed with NHTSA in a year and I plan to go up to the President if I have to since this is safety concern.

NHTSA ID

11752033

Incident

Mar 19, 2025

The engine's cylinder head/valve train has failed internally, allowing combustion gases to enter the cooling system — confirmed via a chemical block test performed by a master automotive technician on November 29, 2024, which verified combustion gases present in the coolant. This is a widely documented defect on this engine and model year, related to valve seat erosion in the cylinder head. Symptoms first appeared in June 2018 as an unusual higher-pitched, stressed sound from the engine. Over time this progressed to recurring, confirmed misfires on cylinders 1, 2, 3, and 5 (diagnostic codes P0300, P0301, P0302, P0303, P0305) and a mixture control fault (P219B). The check engine light has intermittently stayed illuminated for months at a time, then gone off for extended periods while the same fault codes remain stored and confirmed by a diagnostic scanner — currently the light is off but the codes persist. The vehicle frequently runs rough enough that the engine must be turned off and restarted to temporarily return to closer-to-normal operation. Noticeable vibration is felt during much of this pattern. Spark plugs, ignition coils, oxygen sensors, and the PCV valve have all been inspected/replaced and ruled out as the cause on multiple occasions over more than a year, isolating the cause to the cylinder head itself. This creates a driveability and potential stalling/hesitation risk, though no crash, injury, or fire has occurred to date. The vehicle has not been formally inspected by the manufacturer, police, or an insurance representative. The affected component remains in the vehicle and is available for inspection upon request.

NHTSA ID

11748922

Incident

Nov 29, 2024

ABS ETC Traction control Torque management in power train and ABS I have tried to fix everything with no resolve I just drove to and from Oklahoma and the jeep is unsafe to drive

NHTSA ID

11736063

Incident

Dec 1, 2025

What happened? The vehicle was delivered to an authorized dealership for a federally mandated "Stop-Drive" Safety Recall (V01 - Passenger Airbag Inflator). During this service visit, the dealership attempted to charge an illegal $275.00 diagnostic fee for the airbag warning light, which is directly related to the recall system.  The manufacturer’s corporate office confirmed via email that as of April 23, 2026, the recall remains "OPEN" and incomplete in federal records. However, the manufacturer also issued a contradictory statement claiming the repair was "concluded" based on dealer reports.  Most critically, while in the dealer's custody for this safety repair, the vehicle was lost or released to an unauthorized party. A manufacturer-arranged "Reunite" transport service arrived on-site to return the vehicle, but the dealership could not produce it, claiming it was no longer on the lot. The dealer has failed to provide any signature, identification, or surveillance footage to prove a legal release of this "Stop-Drive" recall vehicle. The Supplemental Restraint System (SRS/Airbag). The system is not available for inspection because the dealership lost the vehicle while the recall was still marked as "OPEN" and incomplete.  How was safety put at risk? The vehicle is under a "Stop-Drive" advisory because the airbag inflator may explode, resulting in serious injury or death. By failing to perform the repair, attempting to charge for diagnosis, and losing the vehicle, the dealer and manufacturer have left a high-risk safety defect unaddressed and the vehicle's location unknown.  Has the problem been confirmed by a dealer or independent service center? Yes. The manufacturer’s own database and the NHTSA/Mopar websites confirm the recall is "Incomplete/Open". Furthermore, a third-party towing company confirmed the dealership could not locate the VIN on their lot during a scheduled pickup.

NHTSA ID

11733432

Incident

Apr 11, 2026

Multiple warning light activations (ABS, TCS, hill descent) diagnosed by mechanic as failed ABS module (combines electronic and hydraulic components) (PN: 68145835AE). I have been on a waiting list for a replacement part from Stellantis for almost a year. Numerous owners report online that this part is unavailable or no longer being manufactured. Stellantis has not publicly acknowledged the problem or provided a proposed solution or timeline. ABS is widely acknowledged as a key component of modern automobile safety systems. Stellantis's failure to provide replacement components for these modern vehicles places the driving public at unnecessary risk. A recommended resolution is that Stellantis provide NHTSA with a credible plan of action to begin providing replacements for this critical component (and other related part numbers).

NHTSA ID

11732840

Incident

May 1, 2025

THIS IS 2012 Jeep Wrangler its 14 years old and for 14 years the previous owner renewed the registration put insurance on it and it passed the emission tests despite the fact that it was recalled. Now the parts were in back order and they replaced my airbags but when the tow company went to the dealership to pick up my car the dealership wouldn’t release it This is absurd how does a 14 year old car go unnoticed that long. I had to stop driving the car for months because of this recall and the battery died you know a car can’t stay parked too long I took this recall seriously unlike Stellanis who murdered 29 people by refusing to flag these vin numbers to the DMV like the jeep I had and it’s sick how your agency has enabled this behavior truly sick

NHTSA ID

11729478

Incident

Apr 6, 2026

Mileage

260,992 mi

The contact owns a 2012 Jeep Wrangler. The contact stated that while driving at 20 MPH, the check engine warning light illuminated. The local dealer was contacted, but the vehicle was not diagnosed or repaired. The vehicle was taken to an independent mechanic, where a scan was completed, and diagnostic trouble codes for the Emissions, engine misfire, timing chain, and crank position sensor failures were displayed. The manufacturer was not contacted. The failure mileage was approximately 71,756.

NHTSA ID

11728445

Incident

Mar 26, 2026

Mileage

71,756 mi

SWITCH - CLUTCH STARTER INTERLOCK & MASTER CYLINDER ASSEMBLY - CLUTCH

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.

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.

ACTUATOR - A/C AND HEATER

ACTUATOR - A/C AND HEATER

Plate - Planetary