DAIMLERCHRYSLER DODGE CHRYSLER VEHICLES - IMPORTANT CONSUMER INFORMATION BEFORE YOU BUY

Dodge, Chrysler formerly DaimlerChrysler has had a history of excessive vehicle quality issues, safety defects and poor service. This continued despite the 1998 Chrysler merger with Daimler Benz and constant claims by DaimlerChrysler that this was a significant benefit to consumers. If anything, given the dramatic quality decline, it seems Mercedes Benz may have embraced some of the cost cutting quality standards at Chrysler to increase overall profitability. The problems continue despite stylish new vehicles and claims of new stringent quality standards by Chrysler to regain consumer confidence. Chrysler continues to deceive consumers regarding known potentially life threatening vehicle defects such as unsafe Seatbelts and Steering which continue to put consumer lives at risk every day. Chrysler still refuses to recall several common  serious safety defects that cannot be absolved through mergers and buyouts. Chrysler continues to reduce its warranty expense through an aggressive refusal to honor many valid warranty claims while blaming the consumer whenever possible, such as defective engines where on schedule oil changes can be proven. Consumers often attribute this to being a dealer problem while failing to recognize that this is because Chrysler pressures dealers to keep warranty costs to a minimum, even for known problems and defects. Chrysler will do everything it can to avoid covering common problems under warranty whenever possible by blaming consumers or claiming issues cannot be duplicated. We believe Chrysler is the most negligent, deceptive, misleading and arrogant automobile manufacturer that does not deserve your business. Through not purchasing Dodge, Chrysler vehicles you can also send DaimlerChrysler, now Chrysler LLC a clear message that these business ethics are not acceptable to consumers.

Chrysler Buyout Update: After DaimlerChrysler had been trying to dump Chrysler for months, Chrysler had been purchased by Cerberus, a private investment firm for less than 25 percent of what was originally paid. We believe that this may actually only make things go from bad to even worse at Chrysler. It is our belief that an investment firm is going to be mainly concerned with getting financial results, not improving quality and service to where it really needs to be at Chrysler. In fact, even with quality already suffering, Chrysler has already announced that it will cut an additional 25 percent in parts and production costs. Chrysler LLC's three brands each scored below average in a J.D. Power Initial Quality benchmark annual survey of new vehicle quality while Ford and GM scored above average.

Chrysler Update - Cerberus Takes Over Majority Interest and Related Financial Services Business for $7.4 billion from DaimlerChrysler

Chrysler Deceives You With New Vehicle Styles And Skillful Marketing Tactics? Don't Be Deceived By Chrysler

Chrysler continues to avoid liability and coverage for known issues, massive cover-ups, blame the consumer and everything else, make the customer pay to profit from defects - All while Chrysler has said they've changed and things have never been better as part of DaimlerChrysler's skillful marketing tactics to regain your confidence. Chrysler has used evasive and sometimes fraudulent tactics to avoid liability for known defects while the consumer often pays, out of pocket to repair problems it created in the first place and in some cases, the consumer could even potentially pay with their life. After having excessive quality problems, automobile defects, vehicle recalls, problems with service and customer satisfaction, Chrysler first profits from replacement parts and service in result then skillfully "reinvents" itself with new, innovative, great looking automobiles and marketing to rebuild consumer confidence while the quality problems and defects seem to stay the same at the company. Find out more about the real Chrysler. While consumers may admire the appearance of the new Dodge Charger, Magnum, Durango, Ram, Caliber, Chrysler 300C, these vehicles and others already have their share of ridiculous problems.

Chrysler / DaimlerChrysler Steering Related Lawsuit For Chrysler LH Vehicles

Lawsuit filed against Chrysler / DCX says Steering "defectively designed", "puts dangerously high load forces on inner tie rod ends when steering is turned and that the design of the thereby causing or contributing to cause sudden, premature failure of its various assemblies and components. A defective design Chrysler has known about while actively concealing the defect from consumers and Governmental regulators. Many consumers were lied to by Chrysler when it would deny responsibility for the defect."

"The acts of DaimlerChrysler manifested a flagrant disregard of the safety of persons who might or could have been harmed by the defects in the “steering system" in the (Dodge Intrepid, Chrysler 300M, Concorde, LHS)." "The attitude of Chrysler regarding upon discovery of the defects in the Steering system of Chrysler LH vehicles, was reprehensible and was motivated, in whole or in part, by a desire to continue trying to maximize market share and avoid the immense costs associated with an admission and a recall."

Chrysler, Dodge Vehicle Steering Problems. Over 55,000 Chrysler Steering Related Warranty Claims And 1,450 Consumer Complaints Of Steering Control Problems In 1999-1996 Intrepid, LHS, Concorde Vehicles, Premature Problems and Failures Continue While DaimlerChrysler Ignores Ongoing Problems

Click To See NHTSA Investigation Article Regarding 55,000 Dodge / Chrysler LH DaimlerChrysler Steering Warranty Claims Reported In 1999 Alone

Chrysler (DaimlerChrysler) has clearly known about defective Steering in Dodge, Chrysler Intrepid, 300M, LHS, Concorde vehicles. Chrysler has been under investigation by the NHTSA for more than 55,000 warranty claims for Steering problems with these vehicles and 1,450 reports of steering control problems, some including complete loss of steering control with 1993-1996 models, reported as of 1999 alone. These statistics do not include 1997 and second generation models (1998-2004) and do not include LH vehicles that may have been brought in for warranty service where a Chrysler dealer "claimed" to be "unable to duplicate" a steering related problem. This report also does not include consumers who may have experienced failures under 36,000 miles past the 3 year factory warranty period (3 years/36,000 miles whichever comes first). We believe that Chrysler has actively concealed the defect from consumers while deliberately misleading the NHTSA about the defect. The fact is that premature steering rack and pinion failures continue even with newer Dodge Intrepids, Chrysler 300Ms, LHS' and Chrysler Concordes (1998-2004). Over the years Chrysler has even issued internal TSB's to dealers that "quietly" and "delicately" address certain common Steering related problems. We feel that this is not nearly enough for what experts call a "negligently designed and dangerously defective steering system" that puts dangerously high load forces on inner tie rod ends and connecting bolts when steering is turned thereby causing or contributing to cause sudden, premature and unnecessary failure of its various assemblies and components. There have accidents, even serious injuries and possible deaths while Daimler Chrysler continues to choose profits over putting lives at risk. We believe many consumers have been lied to by Chrysler and its dealers through claiming not to have any prior knowledge of this defect and denying responsibility, thereby forcing consumers to live with the dangerous condition, sell the vehicle at a loss or incur the expensive of repairing the defects, especially when under warranty to reduce warranty costs and prevent defect liability. We suspect Daimler Chrysler was trying to reduce warranty costs while avoiding another "red flag" by avoiding diagnosis of steering problems and related warranty claims whenever possible. This would seem evident due to some consumer complaints stating dealers were unable to find actual problems that independent mechanics were able to find and repair. Some of the most common symptoms are clunks, excessive play, excessive tire wear, difficulty aligning, wandering and binding. Chrysler did not to follow an industry standard which is far safer and much more reliable. For more Steering defect information and consumer complaints Visit Dodge Chrysler LH Steering Problems Website

Dodge RAM trucks also have common premature front end problems that can lead to loss of Steering control.

Symptoms usually include excessive wandering, play in the Steering, vibration and wheel shimmy. Chrysler repurchased 35 state owned trucks due to front end problems. Although the Dodge RAM is marketed as a heavy duty truck, a Daimler Chrysler spokesman blamed road conditions. The founder of a Dodge Truck Steering Problems website had an accident while towing a trailer due to a failed Suspension component that was found "not durable enough". The founder of another website had a 2001 Dodge RAM 1500, which was eventually lemoned back to Chrysler and a 2002 Dodge RAM 1500 that also had serious front end problems. This issue could lead to loss of control or an accident turning a Dodge RAM truck into a potential death trap. Both of these websites dodgetrucksteeringproblems.com and dodge-sucks.com have been since removed.

Article Regarding Repurchase of 35, 2001 Dodge RAM Trucks by Chrysler

Frequent Premature 2.7L Engine Problems And Catastrophic Failure Found In Many Dodge, Chrysler Vehicles. Consumers Left To Pay Thousands For Replacement Engines That Were Clearly Defective In The First Place. Chrysler, Dodge 2.7L Oil Sludge And Timing Chain Failure Top The List 

Chrysler's (DaimlerChrysler's) 2.7L DOHC V6 Engine is a popular Engine used in Intrepid, Concorde, Sebring and Stratus and also the new Dodge Charger, Magnum and 300. Unfortunately, these Engines typically have a short lifespan of only 30,000-70,000 miles on average without serious problems. Chrysler 2.7L Engines suffer from a Timing Chain defect that typically occurs around 60,000 miles (1998-2000 models). Chrysler quietly redesigns part with a new part number in an attempt to avoid a red flag. Consumers are left to pay thousands for new engines after this breaks causing Engine damage while Chrysler accepts no responsibility even in many warranty valid cases. The most common premature problem with these Engines is Oil Sludge due to what several Engine experts have stated is due to internal Oil passages that are too narrow for Engine Oil to properly circulate causing oil to "cook" inside the Engine. Some have also stated that additional there is a defect that in other cases allows coolant to slowly enter the crankcase over time creating sludge. We have received reports of engine failure occurring as early as 30,000 miles with the average failure at around 50,000 miles. Although Chrysler and their dealers place blame on the consumer, this common sludge problem should NOT be blamed on consumers not changing their oil since most of the complaints we have received are from consumers who have changed their oil religiously every 3,000 miles with receipts to prove it. Additionally, to add insult to injury, Chrysler's own Owners Manual until recently clearly specifies oil change intervals up to 7,500 miles are acceptable in "normal" driving conditions. Chrysler is clearly aware of and responsible for this problem however refuses to assist most consumers, even consumers who can prove they changed their oil every 3,000 miles with quality motor oil and leaves many already struggling consumers left to pay thousands out of their own pocket for replacement Engines that were defective in the first place. The problem is so common that 3rd party warranty companies are also aware of the problem and will also decline warranty assistance. Even a factory trained Chrysler mechanic with 10 years experience, admitted to us that, "yes these Engines have serious problems." Consumers have brought to our attention that there are often quite a few Dodge Intrepids being auctioned off cheap on Ebay solely because of defective Engines and that Chrysler 2.7L Engines are in such high demand that they have even been on backorder at times. Chrysler has a history of building defective Engines especially in this platform, some first generation 3.5L Chrysler LH vehicle Engines have also been known to literally "self destruct". These problems are common and nearly all consumers who experience these failures are forced to sell their vehicles at a major loss, allow their vehicle to be repossessed or pay $4,000-$8,000 for replacement engines and service, often while still paying monthly payments on their defective late model Chrysler vehicle.

For More Information Visit Dodge Chrysler 2.7L Engine Problems Website

Common Transmission Problems With Dodge, Chrysler LH Vehicles And Minivans. New Magnum, 300, Charger (LX Platform) and Crossfire Transmission Concerns Have Been Surfacing. Also Jeep Grand Cherokee Transmissions Shifting Into Reverse On Their Own.

Since the late 1980's Chrysler's front wheel drive A604 Transmission later renamed the 41TE commonly used in its minivans has proven to be one of the most unreliable transmissions ever made. However Daimler Chrysler continues to use this Transmission design and continued to use the almost identical 42LE in many of its newer vehicles. Chrysler transmissions require a special fluid that has been revised and modified at least 3 times in an attempt to keep Transmissions from destroying themselves. Between 1989 and 1991 Chrysler made 28 different changes in attempt to deal with common problems. Chrysler's A606/42LE used in Dodge, Chrysler vehicles such as Intrepid, LHS, Concorde, 300M and Eagle Vision is a nearly identical Transmission, which has also been plagued with the same problems. For years Chrysler has also used these knowingly flawed Transmissions to their advantage, capitalizing on replacement Transmissions, parts and rebuild kits. More than 15 years later these same Transmissions are still being used with ongoing common problems such as premature rough shifting in lower gears, bump shift, hesitation, whining noises, slippage and complete failure. Chrysler would rather consumers have to purchase replacement Transmissions at the cost of $1700-$2500 for Transmissions that were defective and trouble prone in the first place. Chrysler continues to manufacture vehicles with some of the worst Transmissions available today. Daimler Chrysler's replacement line of vehicles for the LH Platform, the "LX Platform" is now rear wheel drive with a Mercedes Benz based Transmission, however we have already been receiving consumer complaints about Transmission problems with the new LX series such as transmissions shifting rough and slamming into gear. The BBC's Top Gear also reported in a Chrysler Crossfire review that the Crossfire had "an awful gear box that leaps out of first gear and goes "gaaah, gaaaunk!" every time you set off. Later in the show the other host says to Jeremy Clarkson "you should thank your lucky stars you weren't driving that automatic one". Jeremy replies, "I heard it's really bad" while the other host makes a sour face while tilting his head downward to express just how bad it is. Chrysler vehicles have suffered from chronic Transmission problems since the mid '80s, nearly 20 years of excessive, premature Transmission problems and a history of some of the most trouble prone Transmissions problems continue even with the help of Mercedes Benz. Chrysler now goes rear wheel drive with the new Chrysler 300, Dodge Charger and Dodge Magnum 300, using a Mercedes E-Class based drivetrain and is still having Transmission problems. We have been receiving Transmission complaints with the new Chrysler LX Platform (Chrysler 300 and Dodge Magnum), practically brand new vehicles. However, in many warranty cases, such as in cases of rough shifting dealers often tell customers they "cannot duplicate" obvious Transmission problems to assist Chrysler in reducing warranty costs.

Dealership owner says Chrysler pressured his dealership to only do patchwork on warranty repairs and in some cases no repairs at all. Witnesses saw valid warranty claims turned down by Chrysler representative. 

Chrysler representative also states "assume the customer is guilty for causing a warrantable defect." Chrysler warranty representative also shows dealership technicians shortcuts and patchwork he states "may not be in the manuals"   

News 4 NBC, March 26, 1996  - When you buy a new car, you expect a few things could be wrong with it, and the warranty will take care of any trouble but what happens when a Chrysler dealer tells you he can't fix the problem under warranty because the manufacturer won't let him. Jack Fitzgerald, who owns Fitzgerald's Lakeforest Chrysler-Plymouth in Gaithersburg Maryland, claims Chrysler was instructing his people to make patchwork warranty repairs or, in some cases, no warranty repairs at all. This story is important because alot of new car owners are not getting the service they expect. In one case of a Chrysler Concorde having lifter noise Fitzgerald wanted to do the engine work. They were going to tear the engine apart, and whatever they had to do to correct the lifter problem but then a Chrysler service rep said no. In Chrysler's own words, its 3 year 36, thousand mile warranty "covers the cost of parts and labor needed to repair any item that's defective in material, workmanship, or factory preparation. We're told that's not always happening at Lakeforest Chrysler Plymouth, and the person telling who's is the dealership's owner." "I'm very concerned about the customers. we have cars out on the street that have been patched. We need to get them back and fix them correctly. Our reputation is built on taking care of our customers, and we're going to do that. and that's what this is all about."

Jack Fitzgerald says his problems began when Chrysler told him he was spending way too much money on warranty work. So Fitzgerald asked Chrysler to show him what he was doing wrong. That's when the company sent a field warranty service representative. David Jenkins, Service Manager "his basic principal is, is to try and reduce the amount of money we charge Chrysler, and he will take any path he can to reduce what we charge them." Jenkins gave us numerous examples where he says valid warranty work was denied. They included a Voyager with valve lifter noise at 9 thousand miles. Another Voyager had severely cupped tires at 6 thousand miles due to misalignment. And a 1995 Neon with 15 thousand miles had transmission fluid that looked and smelled burnt. Chrysler disagrees with these warranty claims and says in our examples, warranty coverage does not apply, either because the customer caused the trouble, or because there may be less expensive ways to fix the problem. Jack Fitzgerald says he became so upset with the Chrysler representative that he asked business associates to pose as technicians to witness the Chrysler representative's warranty instructions. The 2 witnesses we talked to say they saw several valid warranty claims turned down and were told "the dealer has no right to inform the customer about a warrantable item that was not mentioned by the customer." "Things I tell you may not be in the manuals." and "assume the customer is guilty of causing what would be a warrantable defect unless otherwise proven." Jack Fitzgerald claims Chrysler is putting warranty pressure on him and limiting his supply of the most popular Chrysler vehicles. Chrysler denies this stating that it allocates cars to dealers by a formula applied uniformly.

Chrysler Refused To Recall Fire-Prone Minivan Until Deaths

3 have died in blazes; engine fuel leaks persisted while it seems that Chrysler had to have known about the problem with its minivans since a recall was issued for the same or similar O-Ring defect in another line of Chrysler vehicles 2 years prior

A 76-year-old Claxton, Ga., woman burned to death nearly two years ago in a Chrysler Town & County minivan she bought three days earlier. The parked Chrysler vehicle inexplicably erupted in flames, trapping her inside.

Jan. 25, 1999, 76-year-old Elinor Ovens died in a horrific fire in a brand-new, $33,000 Chrysler Town & Country minivan in rural Georgia. Anne and Richard Caddock were killed when their Chrysler minivan erupted in flames after a traffic collision in Oregon. Even after these deaths and other reports, Daimler Chrysler defiant in issuing recall action even after NHTSA pressure for Daimler Chrysler to issue a recall. Finally, in September of 2000 Daimler Chrysler issues a recall for over 1 million of minivans. This issue is almost identical to the Fuel Rail and O-Ring defect, which affected many "Chrysler LH" vehicles since 1993, which Chrysler also refused to accept responsibility for even though it sparked fires and there were thousands of related reports. This was finally recalled in 1998 after further NHTSA investigations. Given this, Daimler Chrysler had to have known about the minivan defect sooner being that the defect was almost identical to the "Chrysler LH" vehicle defect, which was recalled earlier in 1998. Chrysler had to have known that similar components were used in their line of minivans, however kept quiet and tried to avoid recalling their minivans.

If this was acknowledged at the time Chrysler finally recalled their other line of vehicles for a nearly identical problem 2 yeas prior, then these deaths could have been prevented. DaimlerChrysler obviously does not value people's lives as it should. "I count my blessings every day," says Peter Kidd, whose Dodge Caravan caught fire as he drove in New York on Oct. 27, 1999. "I could hardly open the door because the flames were so high. I jumped out of the van to save my life."

Daimler Chrysler Also Ignored Fuel Rail And O-Ring Defect Earlier Since 1993 Chrysler LH vehicles (Intrepid, LHS, Concorde and Eagle Vision) had a Fuel Rail and O-Ring defect where premature failure causes Fuel leakage with 3.3L and 3.5L Engines. Although there were reports of Engine fires and thousands of reports of Fuel leakage and consumers smelling strong Fuel odors, Chrysler Corporation continued to manufacture these vehicles with this defect until 1997 even though Chrysler knew this was a fairly common and very serious safety defect. Finally, in 1998 after various defect investigations, Chrysler issues a recall however, knowingly allowed this issue to exist in its line of family targeted minivans that used the same or similar components where several people died. Then after defect investigations into the same issue with Chrysler minivans, Chrysler still refused to issue a recall until there were thousands of complaints regarding consumers smelling fuel odor, there were several fires and several people died. Finally, in September of 2000 Daimler Chrysler issues a recall for over 1 million of these minivans. This issue was basically identical to the Fuel Rail and O-Ring defect, which affected many "Chrysler LH" vehicles earlier. This proves Chrysler knew about the minivan issue yet did nothing until there were several deaths.

Chrysler Continued To Use Obviously Defective Seatbelt Design. At Least 28 Known Deaths Due To Defectively Designed Chrysler Generation 3 Seatbelts. Chrysler Blamed One Consumer Who Died Alleging Consumer Was Not Wearing Seatbelt, Later Proven To Be Untrue.

Chrysler Suspension Control Arm Bracket Defect 

1993-1995 (LH) Dodge Intrepid, Eagle Vision, Chrysler Concorde, New Yorker and LHS

Chrysler redesigned this part mid 1994 for later 1995 Chrysler LH Vehicles however waited until August 1999 to issue a recall for this potentially life threatening defect issuing a reinforcement bracket assembly.

Approximately 560,000 1993-1995 Chrysler (LH) Dodge Intrepid, Eagle Vision, Chrysler Concorde, New Yorker and LHS vehicles are affected by this defect. Chrysler negligently waited until August 1999 to issue a recall for this potentially life threatening defect issuing a reinforcement bracket assembly to keep vehicle subframes from cracking and causing potential loss of control. As usual, Chrysler downplayed the recall as "potential loss of power" being the result of the failure when actually it can cause a loss of vehicle control being that a Suspension control arm is connected to where the failure occurs. The pictures above are from a 1994 Dodge Intrepid. The grease on failed bracket came from the transaxle, which half-shafts pulled out throwing bearings everywhere. Luckily for this consumer, the failure occurred at slow speeds while in a parking lot. Note there was no bent metal other than from the failure. There is a small perpendicular crack in the middle where it started. The crack propagated over time (note the rust), and followed the massive weld around the outside. In the consumer's opinion the irregularity of that weld helped cause the problem. The consumer points out that additionally the material seems thin for its application. Consumers would like to know why Chrysler waited until August 1999 to determine this might be a safety problem where recall notification began in February 2000? It appears they redesigned this mid-year on 1994 built vehicles. A structural fatigue problem like this is a serious safety problem.

Chrysler Decided Against Brake Shift Interlock And Added Safety While Other Minivans Including Ford and GM Had It

Chrysler made a clear decision that saving $9.00 per minivan was more important than people's safety . . . .

For years, the rest of the industry including Ford and GM had brake shift interlock in place. Chrysler decided against installing Brake Shift Interlock in its family targeted minivans to save $9.00 per minivan. Chrysler decided against this important safety feature even though it was standard equipment in other minivans and most other vehicles at the time and even prior. Several Mothers were seriously injured, some killed from moving Chrysler vehicles when young children could grab and move the Steering Column mounted Gear Selector freely. One Mother was dragged downhill several hundred feet and smashed between her Chrysler minivan and her home. Consumers were not even aware that their Chrysler minivans did not have this important safety feature because they didn't understand why these vehicles would lack this expected feature. The head of Chrysler's Safety Minivan Team stated that he warmed company executives that this was a big mistake and that company executives were not concerned. Chrysler denies that this was ever in question and that they were ever warned. For more on this dangerous, problem in detail visit an archive of the Chrysler Brakeshift Interlock Website

Chrysler Seats That Collapse Backwards in Low Speed Impacts and Kill Small Children Behind Them and Former Chrysler Legal Counsel Works for NHTSA and Former NHTSA Associate Administrator works for DaimlerChrysler? Chrysler Made Deal With DOJ to Keep Information About Safety Problems From Public?

Chrysler made decision that saving $14.00 per minivan was more important than the safety of small children.

The case involved injuries to and the death of an 8 month old child, Joshua Flax who was killed when the front passenger’s seat back of a Chrysler minivan collapsed backward, and the passenger’s head hit Joshua’s forehead, fracturing his skull who died the next day. "Chrysler has known for over 20 years that these seats are deadly, dangerous. Instead, Chrysler continues to claim there’s nothing wrong and to try to mislead the press, public, and juries. The evidence showed that, in addition to the seats failing in crash tests for the last 24 years, customer complaints began to come in to Chrysler’s call center in the 1980s with complaints that seats were collapsing, and that children were being injured. Chrysler responded by claiming there was nothing wrong with the seats. For 20 years Chrysler, now DaimlerChrysler has been marketing minivans as "safe family" vehicles, despite the fact that before the first minivan was ever sold Chrysler’s crash tests proved that seatbacks were collapsing in relatively minor rear impacts. In fact, in one rear crash test conducted by Chrysler in 1984, the test engineers braced the driver’s front seat to keep it from collapsing on and damaging instruments which had been placed in the seat behind. Chrysler failed to produce a single such test in which the seatbacks did not collapse. For years Daimler Chrysler has warned parents to put children in the 2nd row of seats behind the front seats When Daimler Chrysler began selling an "integrated" child seat in its minivans, it put that seat behind the driver’s seat. Chrysler knew that those front seats were liable to collapse in rear and, on occasion, in other impacts, and that children had in fact been injured as a result. The evidence showed without dispute by DaimlerChrysler that Chrysler had considered putting stronger seats in the minivans back in 1980, but did not because of cost, and again showed that when the minivans were redesigned for the 1996 model year, considered putting in stronger seats but again, did not because of "cost". Dr. Saczalski said without dispute by DaimlerChrysler, that the stronger seats would have cost Chrysler $7 per seat. In 1992, Chrysler appointed a "Safety Leadership Team" and named Paul Sheridan, a Chrysler manager, to head that team. The Team concluded that the seatback problem needed to be fixed, and criticized Chrysler for defending allegations against the seats by claiming the seats satisfied the federal safety standards (FMVSS) #207). Sheridan testified at trial that Chrysler’s response was to destroy meeting minutes, disband the team, and fire him. Sheridan also testified that in the mid-90s, Chrysler, the NHTSA and the US Department of Justice (DOJ) reached a deal whereby they agreed to keep information about minivan safety problems from the public. In 1989, plaintiffs and expert witness, Dr. Ken Saczalski, had filed a petition with NHTSA asking it to increase the safety standard, which Chrysler opposed. At 9:00 A.M. on the morning of November 16, 2004, DaimlerChrysler’s lawyer introduced a posting by NHTSA that morning, announcing that it was suspending its study; timed for use by Daimler Chrysler at this trial. NHTSA notified no one of its decision except Daimler Chrysler, not even notify the scientist who had started the issue by filing the petition. The decision was no coincidence: NHTSA’s current Chief Counsel is Jacqueline Glassman, who came to NHTSA from the legal staff of Chrysler, and the past Associate Administrator of NHTSA Barry Felrice, now works for Daimler Chrysler. "the NHTSA has become a fraud," Butler said after the trial. It is not known exactly how many adult occupants of those seats and children sitting behind those seats have been killed and injured. Plaintiffs proved that 3 adults and 3 children had been killed as a result of the collapsing seats prior to the wreck which killed Joshua, and another 31 adults and children had been seriously injured, including paraplegia, skull fractures, and brain damage in result.

Chrysler Minivan Latch Defect "Gross Disregard For Safety." 6 Year Old Child Was Ejected Out Of The Rear Door Of His Family's Chrysler Minivan. The Door Opened Because The Chrysler Minivan's Door Latch Was Defectively Designed And Opened Upon Impact

Chrysler used and continued to use a latch design the rest of the industry had abandoned. During internal low speed bumper tests, minivan doors were flying open and Chrysler knowingly allowed this problem to continue. Chrysler engineers determined that it would take only 25-50 cents per vehicle to make the latches safe however the company took no action and instructed employees to write nothing down about the issue. Chrysler's own engineers joked that "Chrysler had to duct tape the doors shut to protect their test equipment but didn't even have a latch adequate enough to keep people from falling out of the back of their minivans."

The court, in Jimenez vs. Chrysler (Civil Action No. 2:96-1269-11) found that, in order to enhance its profits at the expense of its customers safety, Chrysler decided not to spend the 25 to 50 cents per vehicle its own engineers determined it would cost to make the latches safe. Instead Chrysler chose to conceal its wrongdoing and continue marketing the "safety" of its minivans. The trial judge found Chrysler "extraordinarily culpable in the deaths of Sergio Jimenez and perhaps as many as 36 other persons." On April 10, 1994, six year old Sergio Jimenez was ejected out of the rear door of his family's Chrysler minivan during a rollover accident. Because the Chrysler minivan door's latch was defectively designed, the Liftgate opened upon impact, and Sergio was killed. When his mother found him Sergio was lying in the road bleeding profusely from "a gaping hole in the side of his head." It was proven that Chrysler Corporation knew for years that its Latches were defective. In fact, Chrysler used a latch in its minivans that the rest of the industry had abandoned. Chrysler knew that latches appeared to be popping open even in low speed crashes and knew people were being killed, but covered up the problem even when it had a legal duty to disclose it so the company could keep its profits as high as possible. The judge condemned Chrysler for knowingly selling vans with deadly flaws, noting that during Chrysler Bumper tests, workers had to duct tape the minivans Cargo Doors shut so the test equipment would not fly out upon impact. While reviewing the tests, workers joked that they had to use duct tape to protect test equipment "but we didn't have a latch adequate enough to keep people from falling out of the back." Chrysler engineers determined that fixing the defective latch would cost approximately 25 to 50 cents per latch, but the company took no action to correct the problem and instructed employees not to write anything down about the issue. Chrysler used political influences to avoid having to issue a recall, burned all videotapes and written reports of crash tests involving impacts, purged all computer codes showing component failures in those tests and destroyed computer data. Evidence showed that Chrysler made a concerted effort to conceal the defect by selectively destroying crash test data and other potentially harmful evidence, ordering an internal research team not to write anything down about the latch, withholding information from government investigators, attempting in its words, to squash' a government recall of the latch, and misleading owners in its eventual communications with consumers. 

Entire Metro Nashville 2004 Dodge Intrepid Pursuit Vehicle Fleet Grounded (50 New Dodge Intrepids), w/Heavy Duty Braking Packages. Brakes Caught Fire Within 10 Minutes In Practice Pursuit, Brakes Completely In Flames. Chrysler Simply Dismisses Problem As New Pads And City May Want Its Money Back

NewsChannel 5 Investigates
Dodge Intrepid Police Vehicle Brake Fires
(Original Date: Apr. 16, 2003)

Metro Nashville has grounded a new fleet of police vehicles because of safety concerns.

It's a type of vehicle that, our investigation discovered, is used by police departments across the country. But it may have a safety defect that could lead to fire - especially during a dangerous high-speed pursuit. "Our pursuits may end in a crash, and that happens unfortunately all too often," says Calvin Hullett, local president of the Fraternal Order of Police. So when Metro Nashville purchased 50 new Dodge Intrepid police vehicles, police put them through a simulated chase last month. The result was a fire in the Chrysler vehicle's front brakes. "Our information from that test was that the brakes had caught fire on two separate cars that they had tested out there," Hullett adds. Two weeks ago, police returned to the test track to conduct simulated pursuits with two other Dodge Intrepids, this time with representatives from Daimler Chrysler looking on. The result was the same. "Ten minutes into the pursuit, the brakes were on fire - that is, open flames in the front wheel wheels of the Dodge Intrepids," Hullett tells NewsChannel 5's chief investigative reporter Phil Williams. "So you had four tests and the brakes caught fire all four times?" Williams asks. "That's correct - on all four vehicles."

In fact, the Dodge Intrepid police vehicle was supposed to include a heavy-duty braking system with safety in mind. Instead, officers they got was a prescription for disaster. "If you have a crash and you have the fluids from the vehicle - especially gasoline - spill out and you've got an open flame, we've got some real serious safety concerns with that." Those concerns were heightened last week when the brakes on another Dodge Intrepid police vehicle used by Metro Parks caught fire while on routine patrol. "When he pulled in, the brakes were actually on fire and flaming - and they had to use a fire extinguisher to put them out," the FOP president adds. "So it's a major problem." Metro legal director Karl Dean has now advised departments to immediately ground the new fleet. He says he expects the city will ask for its money back.

"Once you get the information that we received about these tests, the prudent - the safest - thing to do is to park the vehicles," Dean says. "We think we need to take whatever steps are necessary to protect our employees to protect the public." Officers who witnessed the second test say the representatives from Daimler Chrysler seemed to dismiss the fires as being due to the fact that the brake pads were brand new. However, one of the tests involved a Dodge Intrepid Police vehicle that had 130 miles on it and the brakes still caught fire. Now, Daimler Chrysler tells NewsChannel 5 simply that it will work with Nashville police to resolve the concerns.

Update 04/18/03 - NewsChannel 5 Reports - The Intrepid Police Car Controversy Is Heating Up - Daimler Chrysler Incredibly Now Blaming Metro Nashville Police Department For Brake Fires

Daimler Chrysler Statement - "The department conducted extreme performance testing with brand new Dodge vehicles instead of following owner's manual guidelines." Chrysler claims that with 5,000 police vehicles on the road it hasn't received any such complaints. However, NewsChannel 5 pointed out that a Michigan State Police report stated that the test team had to extinguish a fire in the left front brake assembly of a Dodge Intrepid during testing. Ironically, there is also a magazine article from a Daimler Chrysler official acknowledging problems with the Dodge Intrepid police vehicle brakes in past years but claims that the brakes on the 2004 Dodge Intrepid Police model are a "big improvement". Unbelievably, Daimler Chrysler has the arrogance to make this statement when Metro Nashville's bid clearly required "pursuit ready vehicles" and even after an Intrepid used by Metro Park Services had a Brake fire that had to be extinguished after routine slow patrol. Additionally, we do not believe that these are pursuit or public service worthy vehicles due to ongoing durability issues with these Chrysler vehicles and many other Chrysler vehicles, which may only put officers at further risk.

Dodge Durango and Dakota Premature Ball Joint Failure With 1998-2003 Models. Failure Can Occur At Low Mileage Causing Sudden Loss Of Steering Control

"Since CBS' first investigation aired last October, viewers have shared hundreds of stories about upper ball joint problems with their Dodge Durangos and Dodge Dakotas along with pictures of collapsed wheels or rusty misshapen Chrysler ball joints."

March 3, 2004 (CBS NEWS) - With its sleek and sporty design, the Dodge Durango is one of the most popular SUVs on the road. John Pealor bought one for his wife. It seemed to drive just fine, but, as Mika Brzezinski then the noise started. "It was a squeak," Pealor says. "Hit a little bump - WEEK, WEEK! Not one to take chances, Pealor had his mechanic check it out. Turns out the 1-year-old car had a worn out upper ball joint - a critical component of the wheel structure. Mechanic Mike Hudgins says, with only 31,000 miles on the vehicle, that's just too soon. "We very seldom see problems in a ball joint before 100,000 miles," say Hudgins. "It can be dangerous because if you lose control of your wheel, you would lose control of your car." And that's exactly what happened to Monique Conrad. "It really turned out to be a nightmare," she says. A news reporter for BET - Conrad's 2000 Durango had 31,000 miles on it when she bought it. A few months later the upper ball joints failed. She says she's lucky to be alive. "My tire along with a piece of metal about a foot long was bouncing across this four-lane road," says Conrad. With 900,000 Dodge Durangos on the road, Joan Claybrook, a former NHTSA administrator, says Daimler Chrysler should issue a recall immediately. NHTSA investigators say the upper ball joint complaints on Dodge Durango far outnumber any other SUV on the road: The Dodge Durango received 749 upper ball joint complaints, compared to the Ford Explorer, 14; the Chevy Blazer, 12. CBS News went undercover to a Dodge dealership where mechanics say they've actually seen more problems with the Dodge Dakota, which uses the same ball joints. In response to the NHTSA investigation, Daimler Chrysler states that "the overwhelming majority of customer complaints received regarding these ball joints do not communicate any safety concerns" The company declined CBS' repeated requests for an interview. Chrysler says it has opened up its own investigation and has "not found any indication of a safety defect". It happened to Tina Czech, a mother of two from Massachusetts. "I heard a very loud crash," says Czech. "It actually felt like my front fender had fallen off." Two days later, it happened to Kate McGeehan-Sawyer, a pregnant mother of three from Maine. "I was trying to steer, lost control of the car," she says. "I thought the car was going to roll over." "I thought that was the end." As CBS News Correspondent Mika Brzezinski reports, both women were driving their 2000 Dodge Durangos. "The wheel had completely fallen off," says Czech. "The wheel just flew out," says Sawyer. Since CBS' first investigation aired last October, viewers have shared with us hundreds of stories about upper ball joint problems on their Dodge Durangos and Dodge Dakotas along with pictures of collapsed wheels or rusty misshapen ball joints. CBS showed Czech's upper ball joint to mechanic Mike Thompson, who is fixing McGeehan-Sawyer's Dodge Durango. Asked if it looks like a defect, Thompson says, "I would say yes." Former NHTSA Administrator Joan Claybrook suspects Daimler Chrysler is more concerned about protecting the bottom line. "Their view is in a cost-benefit ratio," says Claybrook. "It's cheaper to let these circumstances happen. A few people get killed, and Chrysler don't have to pay for all the replacement parts. "I could have lost one of my kids that day," says Czech. "How can they let this happen?" Daimler Chrysler says it's actively working with NHTSA and says only a small number of customers have reported upper ball joint separation. The company says any drivers who experience unusual front end noise should contact their local dealership. "There were no warning signs whatsoever," said McGeehan-Sawyer. "There was no warning,'' says Czech. Since this story aired, Chrysler had finally issued a recall, recalling "some" Dodge Durangos for potential ball joint separation problem.

Problems Already With Chrysler LX Platform - Dodge Magnum and Chrysler 300 Models

Dodge, Chrysler, DaimlerChrysler = Uncertainty Comes Standard 

As soon as consumers began to take ownership of these new Dodge, Chrysler vehicles we began hearing complaints regarding a drift problem with the new LX Platform. We have been informed that Chrysler may have issued an Internal TSB (Technical Service Bulletin) regarding this problem and additionally an Engine Shim and Bolt Kit in an attempt to compensate for the drift problem. One would think this would be a little embarrassing since Chrysler's previous LH Platform (Intrepid, Concorde, LHS, Vision, New Yorker, 300M), that the LX Platform replaced has had a history of chronic steering problems including drift since the first model year in (1993). Chrysler had even issued TSB's which covered shimming the engine mounts or compensating for the drift through alignment to correct that problem in the previous LH platform. Ready for another one? We are also starting to see Transmission complaints in regard to rough shifting and these Transmissions slamming into gear, which one would think would also be an embarrassment due to the fact that Chrysler's previous LH Platform suffered from chronic Transmission problems including but not limited to "rough shifting and slamming into gear etc." Chrysler vehicles have suffered from chronic Transmission problems since the mid '80s, nearly 20 years and even with the help of a Mercedes Benz E-Class RWD drivetrain Chrysler still has yet to get it right. In regard to another "oops!", Chrysler also initially used the wrong mix of coolant from the factory in some of these vehicles, which can cause the coolant to freeze over in cold climates, which was recalled. We've also heard many consumers have also been experiencing electrical glitches, glitches in sensors, engine management, stalling etc. We have been contacted by consumers that state Chrysler also refuses to correct the drift problem experienced in some LX Vehicles, where some have even been directly told by Chrysler that they "will not do anything more to try and fix the problem".  And as a final shocker, we have already heard reports of 2.7L Engine failures in the new platform, even with the extra quart oil capacity a Chrysler engineer claimed would help with using the Chrysler 2.7L engine in the new platform. 

Dodge Neon, Stratus, Chrysler Sebring, Cirrus and Plymouth Breeze Problems, Countless Problems, Defects, Complaints, TSB's and Recalls With Additional Chrysler Vehicles

2002 Dodge Caravan w/13,500 miles on it begins smoking through interior vents while driving then suddenly and inexplicably goes up in flames. Daimler Chrysler refused to provide copy of report.

Daimler Chrysler Declines Responsibility For Fire While Withholding Investigation Report From Consumer

My family and I are also victims of Daimler Chrysler. Here's the story: My husband, two children, and I were driving in our 2002 Dodge Caravan on May 31. Our minivan began to smoke under to hood and then smoke proceeded to come through the vents into the van. My husband immediately pulled over to the side of the road and we all jumped out of the van. My husband then popped the hood and walked around the back of the van. He then noticed our children's jackets on the rear seat and reached in to get them - at that point the entire front of the van was engulfed in flames. Literally within 2-3 minutes the entire van was fully engulfed in flames. Our children were horrified and we are all scared beyond belief. Once we returned home, I immediately called my insurance company to report this. The next day I called Chrysler to report it and was told it would go to an investigative unit. Well it did, someone came out to look, etc. However, on Saturday I received a letter from Chrysler stating they investigated, inspected the van and must deny our claim. They also refused to give me a copy of the report which makes me wonder if they are hiding something. We purchased this van brand new in November of 2002 and only had it for 18 months. The van had 13,500 miles on it. The part that scares us the most is that it happened without warning and God forbid we had a baby strapped into a car seat or an elderly or disabled person - the outcome could have been horrific. I found your website while doing a search and wanted to add my 2 cents. I'm interested in your thoughts.

Chrysler Minivan Safety Team "Disbanded" By Management After Team Leader Expresses Concern Safety Is Not Priority With Management. Later Fired And Sued For $82 Million For Allegedly Leaking Documents Regarding Safety Defects - Chrysler More Focused On Profits Than Safety

Safety team noted Chrysler's minivan did not match Ford Motor Company's Windstar Minivan in safety (Antilock Brakes, no Brake Shift Interlock, defective Liftgate Latches, lack of Fuel Cut Off Switch)  

DETROIT - Paul Sheridan has seen dozens of autopsies in more than 100 product-liability lawsuits. But the Whitt case shocked him. Whitt, 41, died in the driveway of her Tennessee home, her chest and neck crushed under the left rear wheel of her Chrysler minivan. Police said her 5-year-old son had accidentally pulled the gearshift lever, putting the van into reverse with his mother behind it. Sheridan studied the photos, then he lost it. "It pisses me off," he snapped. "Why should I have to look at these? Maybe Mr. Eaton should have to look at these photographs and tell me I'm some disgruntled employee making a living on Chrysler safety." He worked for Chrysler Corp. for a decade, and chaired the safety team on an all-new minivan when Bob Eaton was the automaker's chief executive. Chrysler fired him for allegedly leaking documents, sued him for $82 million and unleashed teams of attorneys to keep him off the witness stand. Sheridan couldn't be muzzled. Instead, he became an around-the-clock resource for trial lawyers targeting the most popular product in Chrysler history. "It's sort of a new career," said the 51-year-old former product planner. "What I could not accomplish while I was inside the company, I'm accomplishing now." Chrysler - now part of Daimler Chrysler AG - brands Sheridan a discontented, ex-middle manager who earns $100 an hour peddling his services to attorneys for lawsuits against the company. But inside the automaker, Sheridan is regarded as a potent opponent. In an e-mail to Chrysler lawyers in February 2000, David Tyrrell, the company's top outside safety litigator, called Sheridan "organized, obsessive and detailed," and warned of the threat he posed. "He was at Chrysler for an extended period of time, had a good work history according to his late reviews and awards, and is willing to testify about Chrysler's knowledge on any number of different issues, this guy is not going away any time soon." He hasn't. Sheridan has been a witness or consultant in litigation over air bags, seat belts, liftgate latches, doors and fuel systems. He's currently focused on Chrysler minivans and light trucks lacking brake-shift interlock, a device that prevents shifting of the gear-shift lever without depressing the brake. In prior cases, Chrysler has attacked Sheridan's credentials and motives. At a May 16 court hearing in Florida, Tyrrell lashed out at an affidavit Sheridan filed in a brake-shift case. "He runs around the country as a disgruntled former employee giving testimony against Chrysler," Tyrrell said. Broward County Judge Victor Tobin offered a different view. "One man's disgruntled former employee," Tobin said, "is another man's expert." After eight years as a rank-and-file planner with Chrysler, Sheridan got his big break in the spring of 1993. As head of the safety leadership team for the company's new minivan, Sheridan had a unique opportunity to put his stamp on Chrysler's most important product. Chrysler dominated the minivan market, and planned to invest $2.6 billion on a total redesign. Sheridan's team was charged with assessing safety features on competing models and applying them to the new van. A 1991 performance review rated his leadership and problem-solving skills "superior." According to Chrysler documents, Sheridan's team highlighted several safety components in Ford Motor Co.'s Windstar van - anti-lock brakes, brake-shift interlock, a fuel shut-off switch, dual latches on the liftgate. In Sheridan's view, Chrysler had to match Ford on safety. His convictions were fueled by a number of grisly accidents involving the Chrysler minivan. Lawsuits charged that liftgate latches failed in collisions, ejecting children from rear of the van. Chrysler defended the latches. Sheridan pressed for stronger latches, but soon found that he had minimal influence with senior executives. In October 1994, he fired a testy memo to Theodor Cunningham, general manager of the minivan platform. "SLT (safety leadership team) is concerned that its approach is not fully endorsed, or a priority of upper management," Sheridan wrote. Two weeks later, the team was disbanded. Click Here To Read This Entire Chrysler Article

Chrysler releases ozone depleting refrigerants without recovering although forbidden by EPA

October 22, 1998 - Environmental Protection Agency (EPA) Cites Chrysler; Includes $16,000 Fine - EPA Cites Chrysler; Includes $16,000 Fine CHICAGO, Oct. 22 - U.S. Environmental Protection Agency (EPA) Region 5 has recently filed an administrative complaint against Chrysler Corp. for alleged clean-air violations at the company's Technology Center, 800 Chrysler Dr. East, Auburn Hills, MI. EPA has proposed a $16,000 penalty. EPA said Chrysler did not recover refrigerants from one of its chillers before performing routine maintenance. Chrysler has 30 days from receipt of the complaint to file an answer and request a hearing. It may request an informal conference to discuss the allegations anytime. "EPA'S goal is to get companies to voluntarily comply with the Clean Air Act," said Stephen Rothblatt, acting director of the regional Air and Radiation Division. "When this goal is achieved, we will no longer have to ensure compliance by taking these enforcement actions." Chlorofluorocarbon refrigerants deplete the stratospheric ("good") ozone layer, allowing dangerous amounts of cancer-causing ultraviolet rays from the sun to reach the earth. Production of some of these chemicals was stopped in 1995, and Federal law strictly controls their use and handling. Releasing them into the atmosphere is forbidden.

Dodge Viper Defect History - Alarming Defects and Faults! Make The Mistake of Paying $85,000 For Chrysler's High Performance "Flagship" Vehicle, You'll Need The Anti-Venom

Why trust a company "Daimler Chrysler" that admittedly misled American consumers, shareholders and deceives consumers in regard to product quality and vehicle defects?