Jeep Patriot Fwd 2015

• Recall 117426 [USA]: If the power steering fluid return hose detaches, it would leak fluid and increase the risk of a fire.
  Chrysler (fca us llc) is recalling certain model year 2015 jeep compass and patriot vehicles manufactured january 1, 2015, to may 11, 2015. During assembly, the power steering hose retention clamp may have been installed at an incorrect location, resulting in the detachment of the low pressure return hose.
  chrysler will notify owners, and dealers will inspect the return power steering hose clamp, repositioning the clamp as necessary, free of charge. The recall began on february 5, 2016. Owners may contact chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is r68.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Safercar.Gov.

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• Recall 2015614 [Canada]: Steering
  On certain vehicles, the power steering hose retention clamp may have been incorrectly positioned during assembly. This could result in a detachment of the low pressure return hose, resulting in a large volume leak of power steering fluid, which would require greater driver effort to steer the vehicle. In some circumstances, the leaking fluid in the presence of an ignition source, could result in a fire causing injury and/or damage to property. Correction: dealers will inspect the return power steering hose for proper placement of the hose clamp, and reposition the hose clamp as needed.

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To ensure accuracy and for your safety, it is recommended to do a free VIN recall check here or here [USA] - UK - Canada.

Bulletins are notices put out by manufacturers in conjunction with the NHTSA to notify the public of manufacturing issues or changes.

• Desiccated air bag inflator rupture investigation # EA21002

  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.
  

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• Air bag acu electrical overstress investigation # EA19001

  The office of defects investigation (odi) is expanding the investigation to include the equipment supplier and vehicle manufacturers (oems) using this unit.The investigation focuses on acus manufactured by trw, now zf-trw (zf) , the tier-one supplier to hyundai and kia and the other affected oems.The acu senses a vehicle crash to determine whether air bag deployment is required, and if so, deploys the appropriate air bags and other supplemental restraints.Zf supplied subject acus to six oems: fca, honda, hyundai, kia, mitsubishi and toyota.Internal to the acu is an electronic component (an application specific integrated circuit, or asic) that monitors signals from crash sensors.A failure of the asic may prevent deployment of the required air bags and devices, or may otherwise affect the proper operation of the acu.The acu is located in the passenger compartment, and electrical wiring connects the asic to sensors located at the front of the vehicle.Odi’s current understanding is that a crash event may, in and of itself, produce harmful signals on the sensor wiring capable of damaging the asic, although the probability of this occurring appears to be low.While the acu incorporates electrical circuitry intended to protect the asic from harmful signals, the level and effectiveness of the protective circuitry varies by oem customer.During pe18-003, hyundai and kia filed recalls (18v-137 and 18v-363 respectively) to address a defect that could result in acu disablement and non-deployments.According to the filings, the disablement occurs in certain types of frontal crash events.Both filings discussed a condition known as electrical overstress (eos) that affected the subject asic and was likely caused by electrical signals that entered the acu via sensor wiring.The recalled vehicles used acus that had the lowest levels of asic protection while non-recalled hyundai and kia products using subject acus had higher levels of protection.Odi has not identified any eos failures in the non-recalled kia and hyundai populations.In september 2016, fca filed recall 16v-668 for certain model year (my) 2010 to 2014 chrysler, dodge and jeep products also manufactured with the subject acu.In that filing, fca also discussed an eos condition that resulted in a failure of the subject 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 not the cross-car harnessing, had not experienced eos failures, despite similar time in service. The recalled fca vehicles used a mid-level form of asic protection.Other fca vehicles that did not use cross car wiring, or used higher levels of asic protection, have not been recalled.Odi has not identified any eos failures in the non-recalled fca population.Recently, odi has identified two substantial frontal crash events (one fatal) involving toyota products where eos is suspected as the likely cause of the non-deployments.The crashes involved a my 2018 and a my 2019 corolla equipped with the subject acu that incorporated higher levels of asic protection.Additionally, both acus were found to be non-communicative (meaning the acu could not be read with an event data recorder) after the crash, a condition found in other cases where eos occurred with other oems.No other eos events have been identified for other toyota products (including corolla models that used the subject acu since my 2011), or for the honda and mitsubishi vehicles that use the subject acu.Odi plans to evaluate the susceptibility of the subject acu designs to electrical signals, as well as other vehicle factors that can either lead to, or reduce the likelihood of, an eos event.Additionally, odi will evaluate whether an unreasonable risk exists that requires further field action.
  

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My driver side headrest exploded while the car was stationary. It appears the active head restraint system failed. Jeep dealers refuse to tell me if this is covered by warranty. I have not yet had it inspected, but as the car was stationary, not moving and not colliding it is clearly a manufacturer defect. This is an extremely dangerous defect. There are reports of drivers being concussed while driving, and i mostly only drive to take children to and from school.

The ahr deployed on my passenger side seat while driving down the road hitting my teenaged daughter in the back of the head.

I see there is a recall on other jeep patriots for a catalytic convertors. Mine was not included but i have had numerous emission issues. My catalytic convertor and both o2 sensors went and it is not covered. I am wondering why my jeep wasn't included in the recall.

I was sitting stationary leaving out of a parking lot waiting to turn right onto a main road from a business. As traffic cleared and i began to pull into traffic numerous malfunction lights showed on the dash, some solid and one flashing, and the vehicle would not accelerate. I lost all throttle control and the vehicle would only idle or very slightly accelerate to 1-2 mph. This caused other cars on the road to brake aggressively or change lanes to avoid hitting me. I was able to idle to the next entrance and pull the car over and park it. Was necessary to recover the vehicle to a repair facility and was diagnosed as an internally failed throttle motor causing the vehicle to go into "limp mode". The local jeep dealer had the new throttle motor in stock indicating to me this is a known and common parts failure. This situation was very dangerous and could have ended up much worse.

My 2015 jeep patriot started making whining noises and jerking when in motion, i had the transmission and converter replaced at 75,000 miles, now i am at 95,000, and it is happening all over again, loud whining noises and jerks randomly when in motion, does not matter the speed or if i am on a city street going 40 miles an hour or highway going 70 miles an hour or even in a neighborhood going 10 miles an hour, i also have noticed the car does not accelerate properly, i currently have my car in the shop to diagnosis the problems again.

My jeep patriot will stall out on me unexpectedly while driving. I have had thousands of work done on it just for it to continue to happen. No shop has been able to figure out what is wrong due to no code showing up. It has been overheating on me and has been causing me to throw away a lot of money. I am very upset about this and the fact that there is nothing happening and all of these complaints is ridiculous!!

My jeep patriot will stall out on me unexpectedly while driving. I have had thousands of work done on it just for it to continue to happen. No shop has been able to figure out what is wrong due to no code showing up. It has been overheating on me and has been causing me to throw away a lot of money. I am very upset about this and the fact that there is nothing happening and all of these complaints is ridiculous!!

Electronic throttle control keeps acting up. The light flashes on as it loses power then it will run fine for a little bit and do it again. There is no code. I keep getting hesitations in the jeep. It will hiccup along the highway or as i try to accelerate. There is no specific time when it happens. I have already had the wire harness replaced in my jeep a year ago.

Electronic throttle control keeps acting up. The light flashes on as it loses power then it will run fine for a little bit and do it again. There is no code. I keep getting hesitations in the jeep. It will hiccup along the highway or as i try to accelerate. There is no specific time when it happens. I have already had the wire harness replaced in my jeep a year ago.

Common OBD-II Error Codes

• P0456 [3] Evaporative Emissions System Small Leak Detected
• P219A [2] Bank 1 Air/Fuel Ratio Imbalance
• P050B [2] Cold Start Ignition Timing Performance
• P2122 [2] Throttle/Pedal Position Sensor/Switch "D" Circuit Low
• P2127 [2] Throttle/Pedal Position Sensor/Switch "E" Circuit Low
• P06DD [2] Engine oil pressure control – circuit performance problem
• U0197 [1] Lost Communication With Telephone Control Module
• C1266 [1] ABS Valve Power Relay Circuit Failure