CarComplaints.com Notes: When the 3rd-generation Durango was introduced in 2011 owners almost immediately started having a wide range of issues -- from water pump failure to stalling engines. Turns out the TIPM is to blame and those problems carried into the 2012 model year.
TIPM (Totally Integrated Power Modules) is responsible for controlling and distributing power to all the vehicle’s electrical functions. So when the TIPM starts acting up, so do all sorts of problems in the vehicle.
The problems have been so bad -- and replacement parts became so hard to find -- that a class-action lawsuit was filed against Chrysler focusing on the 2011-2012 Durango. The lawsuit accuses the automaker of ignorning the problem until it spiraled out of control.
10.0
really awful
Crashes / Fires:
1 / 0
Injuries / Deaths:
1 / 0
Average Mileage:
41,320 miles
About These NHTSA Complaints:
This data is from the NHTSA — the US gov't agency tasked with vehicle safety. Complaints are spread across multiple & redundant categories, & are not organized by problem.
So how do you find out what problems are occurring? For this NHTSA complaint data, the only way is to read through the comments below. Any duplicates or errors? It's not us.
The contact owned a 2012 Dodge Durango. While driving approximately 30 mph during inclement weather, the vehicle slid on ice, into an embankment, went airborne, and crashed into a tree. The brakes were applied with force, but failed to stop the vehicle. None of the air bags deployed. The driver sustained a fractured back in two places and a ruptured left breast implant, which required medical treatment. A police report was filed. The vehicle was towed by the insurance company to a facility and a yard, but was not investigated by the insurance company or a dealer. The vehicle was included in NHTSA campaign numbers: 15V115000 (electrical system), 17V435000 (electrical system), and 17V572000 (service brakes, service brakes, hydraulic). The repairs had not been completed. The manufacturer was contacted after the crash to inquire about the air bags not deploying. The vehicle was destroyed. The manufacturer had not yet issued any tsbs or recalls for the air bags. The approximate failure mileage was 186,000.
2012 Dodge Durango. Consumer writes in regards to brake booster recall. * ld the consumer received a recall letter in the mail. However, he was informed the parts were not available. Recall # 14V154000. The consumer has still been unable to get the recall rectified, due to lack of parts. Updated 11/19/14.
The contact owns a 2012 Dodge Durango. The contact received a recall notice for NHTSA campaign number: 14V154000 (service brakes, hydraulic); however, the part needed for the repair was unavailable. The vehicle was taken to the dealer, but was not diagnosed or repaired. The manufacturer was not notified. The contact had not experienced a failure.
The contact owns a 2012 Dodge Durango. The contact stated that the brakes failed to stop the vehicle and abnormal force was needed for the vehicle to come to a complete stop. In addition, the brake lights illuminated when the brakes were not applied. The failure was intermittent. The vehicle was taken to an authorized dealer, where it was repaired twice but the failure recurred. The repairs were unknown. The manufacturer was notified of the failure and stated that the vehicle was included in NHTSA campaign id number: 14V154000 (service brakes, hydraulic) however the parts were not available. The approximate failure mileage was 20,000.
What happens: Inconsistent and intermittent temporary brake/power failure. Brake pedal temporarily becomes extremely hard and high with almost no pedal movement or no/minimal perceived braking. Sustained maximum pedal pressure (up to 5 seconds) and the brakes magically return. Pedal depressed to the stops, immediately engaging the ABS and maximum panic stop. Brake pedal can modulated if experiencing the unexpected panic stop. When it occurs or causes it to occur: Morning commuting (highway and freeway driving): Immediately apply the brake pedal after 75%-100% acceleration from 0-65 mph on the entrance ramp or from freeway stop light. Transmission must shift at around 60 mph. Freeway driving (immediately applying the brake after any of these conditions) merging and accelerating into traffic, maintaining steady speed up long grades requiring increasing pedal pressure, slowly accelerating from 45-65 mph such that the transmission does not shift down, trailer towing: Any long steady pull maintaining 40-60 mph highway speed while in high gear. Cold morning 5-10 degree F. took 8-10 blocks for the brake pedal to be normal. Started out high/hard/ almost no brakes and slowly got better then worked normally. Dealer results: Dealer replaced master cylinder. Dealer can reproduce results. States all test diagnostics show the braking system is working as expected and designed. Symptoms still occurring...updated 02/06/14
A D V E R T I S E M E N T S
- Lake City, MI, USA