Jeep Patriot 2016

• Recall 124891 [USA]: If the engine stalls, there is an increased the risk of a crash.
  Chrysler (fca us llc) is recalling certain model year 2016 dodge journey, jeep compass, and jeep patriot vehicles manufactured may 9, 2016, to july 15, 2016. The crankshaft or camshaft sensor may only work intermittently, causing the engine to stall.
  chrysler will notify owners, and dealers will replace the crankshaft or camshaft sensor connector, free of charge. The recall began february 8, 2017. Owners may contact chrysler customer service at 1-800-853-1403. Chrysler's number for this recall is s89.
  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.

  Show Content

• Recall 2016624 [Canada]: Powertrain
  Certain vehicles may experience intermittent operation of the crankshaft or camshaft sensor. Intermittent operation of the crankshaft or camshaft sensor may result in illumination of a malfunction indicator lamp (“mil”), the vehicle not starting or the engine stalling while driving, causing a loss of motive power which could increase the risk of a crash causing injury and/or property damage. Correction: dealers will replace the crankshaft and camshaft connector.

  Show Content

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.

The following is a list of any known keyfobs for the Jeep Patriot 2016 as well as their FCC IDs if available

• RHK-ULK006J: 2004-2017 Jeep Patriot Compass / 3-Button Remote Head Key / PN: 68000603AA / OHT692427AA OHT692713AA (OEM Refurb)
  FCC ID: OHT692427AA OHT692713AA KOBDT04A
• ILCO-AX00010670: 2004-2018 Jeep Patriot / 3-Button Remote Head Key / PN: 68001705AB / OHT692427AA (AFTERMARKET)
  FCC ID: OHT692427AA OHT692713AA
• 4xRHK-ULK006J: 4 x 2007-2016 Jeep Patriot Compass / 3-Button Remote Head Key / PN: 68000603AA / OHT692427AA (OEM Refurb) (BUNDLE OF 4)
  FCC ID: OHT692427AA OHT692713AA KOBDT04A

• Stall from crankshaft\camshaft failure investigation # RQ22002

  On december 13, 2016, the national highway traffic safety administration (nhtsa) received recall 16v-907 that identified crankshaft or camshaft sensor failures on certain model year 2016 dodge journey, jeep compass, and jeep patriot vehicles manufactured may 9, 2016, to july 15, 2016.The crankshaft or camshaft sensor may work intermittently, possibly causing the engine to stall while driving.Following the receipt of recall 16v-907, the office of defects investigation (odi) has received 127 consumer complaints, where consumers allege experiencing crankshaft or camshaft failures on similar vehicles not included in the recall.This recall query (rq) has been opened to further assess the scope, frequency, and safety consequences of the alleged defect described in recall 16v-907.The following voq numbers are associated with the issue discussed in this opening resume: 10939987, 11001318, 11003934, 11024601, 11035381, 11082228, 11094106, 11104191, 11109695, 11111252, 11120073, 11124560, 11130947, 11131719, 11133614, 11138991, 11142208, 11144233, 11152179, 11153211, 11153641, 11156127, 11156663, 11160762, 11165212, 11165812, 11166089, 11166743, 11170128, 11171792, 11172842, 11173434, 11174941, 11182469, 11185612, 11186046, 11187184, 11193988, 11195673, 11203199, 11203770, 11209781, 11217482, 11218031, 11218871, 11219051, 11220592, 11221648, 11231916, 11241379, 11244592, 11245772, 11255328, 11255877, 11265708, 11267604, 11271066, 11278072, 11281292, 11286452, 11286477, 11287579, 11289107, 11290838, 11291496, 11300419, 11302096, 11302190, 11302544, 11306748, 11306988, 11310506, 11310670, 11319071, 11324085, 11326217, 11326488, 11327220, 11328155, 11329412, 11329600, 11331375, 11339510, 11340390, 11344094, 11348902, 11350216, 11353510, 11355115, 11361025, 11361156, 11361582, 11363173, 11365474, 11372817, 11384031, 11389217, 11390205, 11396812, 11405526, 11407935, 11420823, 11421105, 11422070, 11423277, 11423864, 11424694, 11430265, 11430268, 11434564, 11439549, 11440468, 11447173, 11448594, 11454512, 11454727, 11455819, 11457840, 11458112, 11460349, 11464606, 11464675, 11467259, 11468245, 11470090, 11473448, 11473919
  

  Show Content

• 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.
  

  Show Content

• 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.
  

  Show Content

I was driving when my car suddenly died. I was able to restart.I went to the dealer and it's pulling codes for the crankshaft camshaft sensor or intermittent system. They are not able to check my vehicle for 5 days even though my car shutting off while driving is an emergency issue where i could be hit or i could cause a crash. This sensory and system is a documented issue on the 2016 patriot. My model does not fall in the dates of the recall but i think the recall needs to be expanded because chrysler jeep knows this is a problem and is not covering my vin. Again this is a safety concern for my life and they would not even work me in on an emergency basis and i am forced to continue on the road.

My jeep sputters like it's going to shut off. It does occasionally and i loose steering and speed control and the brakes dont work. Not sure if it's a fuel issue a transmission issue or what the deal is but it has done it forever. It jerks around like it is in the wrong gear and often is trying to operate in 6th gear when going 30 mph. It's not changing gears...It isn't accelerating correctly when pulling out in traffic. It is a disaster waiting to happen and has been. The local dealer just says wait for recall info. It's a jeep. It will be coming eventually....Hello i drive my kids around daily

While driving down the highway the head rest deployed on the driver side. There was no rear ended accident or anything like a warning, it just went off. I’ve seen that this has happened to a lot of jeep vehicles and this is extremely dangerous. Someone else was driving my car and hit them in the beck of the head very hard. Thankfully nothing serious came from this such as, us crashing since the highway we were driving on speed limit was 75mph. It’s not fixable at home and should be recalled asap as it’s extremely expensive to get this fixed as well as extremely dangerous to randomly go off while driving!!

It acts like it’s going to stall. It bucks and sputter anytime i accelerate from a stopped position.

The car is engaging the traction control for no reason at a speed of 20 mph attempting to slow down vehicle the car is applying breaks no snow no rain on a dry asphalt road

The car is engaging the traction control for no reason at a speed of 20 mph attempting to slow down vehicle the car is applying breaks no snow no rain on a dry asphalt road

When my car first started having problems it shut off when at a drive through. Then it started happening on the highway when i slow down to make a turn or stop at a traffic light with no warning light just shut off. Then it began shutting off just during normal short driving. I would be going 40-60 on the freeway and the steering wheel would lock up & my car would start shutting off. I was still able to engage the brake, safely move my car to the shoulder, put it on park, then restart it, then proceeded on my mission. This past week it started dying when i was in bumper to bumper traffic but this time only the tire yellow warning light came on & the steering wheel locked up & i tried to step on the brake pedal but the jeep continued to roll until it decided to stop on its own. Fortunately, i was able to move it to the shoulder of the freeway while the jeep was still moving. Once my jeep was safely on the shoulder i put it on park then turned the ignition off and then turned it back on & would keep going like normal. On monday, april 5, 2021, i was parked at work & when i tried to leave for home i turned my jeep on and it stalled immediately, so i turn the ignition off & back on but it started to shake and very choppy but it never actually started so i had it towed home because i strongly felt my personal "life safety" compromised and felt very insecure driving it on the freeway. These incidents happened several times throughout the last 1&1/2 years.

When my car first started having problems it shut off when at a drive through. Then it started happening on the highway when i slow down to make a turn or stop at a traffic light with no warning light just shut off. Then it began shutting off just during normal short driving. I would be going 40-60 on the freeway and the steering wheel would lock up & my car would start shutting off. I was still able to engage the brake, safely move my car to the shoulder, put it on park, then restart it, then proceeded on my mission. This past week it started dying when i was in bumper to bumper traffic but this time only the tire yellow warning light came on & the steering wheel locked up & i tried to step on the brake pedal but the jeep continued to roll until it decided to stop on its own. Fortunately, i was able to move it to the shoulder of the freeway while the jeep was still moving. Once my jeep was safely on the shoulder i put it on park then turned the ignition off and then turned it back on & would keep going like normal. On monday, april 5, 2021, i was parked at work & when i tried to leave for home i turned my jeep on and it stalled immediately, so i turn the ignition off & back on but it started to shake and very choppy but it never actually started so i had it towed home because i strongly felt my personal "life safety" compromised and felt very insecure driving it on the freeway. These incidents happened several times throughout the last 1&1/2 years.

I was driving on a 4-lane highway in the passing lane. These indicator warning lights came on: electronic throttle control, engine, traction control. The car started bucking and slowed down. I was able to move into the non-passing lane and pull into a strip mall parking lot. I shut the car off. I left it off for a couple of minutes. When i turned it back on, all indicator lights were off except for the engine light. I turned the car on and off two more times. The second time, th engine light came back on again. The third time, no lights came on. I drove the car to a repair shop. On the way there, the engine throttle control light came on again and the car started bucking. After approximately one minute, the indicator light went off and the car stopped bucking. I made it to the repair shop without further problems. At the repair shop, they ran diagnostics on the vehicle. They found no current codes but found old codes relating to the electronic throttle control. They stated that without a current code, they could not help me and asked me to pick up the car. They said the next time it happens, i should take the vehicle to a dealership because the problem could be caused by a multitude of items and finding the cause would be a trial and error project.

Common OBD-II Error Codes

• P0456 [3] Evaporative Emissions System Small Leak Detected
• 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
• P0730 [2] Incorrect Gear Ratio
• P0741 [2] Torque Converter Clutch Circuit Performance or Stuck Off
• P0777 [2] Pressure Control Solenoid B Stuck On