2016 Fiat 500 problems

What is wrong

Chrysler (FCA US, LLC) is recalling certain 2014-2019 Fiat 500 vehicles. The tire pressure monitoring system (TPMS) warning light may not illuminate as intended. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 138, "Tire Pressure Monitoring Systems."

Risk

A TPMS warning light that fails to illuminate can result in the vehicle being driven with improperly inflated tires, increasing the risk of a crash.

Remedy

Dealers will reprogram the TPMS electronic control unit module, free of charge. Owners were mailed July 11, 2024. Owners may contact FCA US, LLC customer service at 1‑800‑853‑1403. FCA US, LLC's number for this recall is 80B.

Recall number 24V474000 · Recall details

What is wrong

Chrysler (FCA US LLC) is recalling certain model year 2016 Fiat 500 vehicles manufactured June 11, 2015, to July 27, 2016. The tire placard on the affected vehicles lists a tire inflation pressure for the spare tire that exceeds the maximum pressure listed on the sidewall. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 110, "Tire Selection and Rims."

Risk

If the spare tire is used while overinflated, the tire may suddenly fail, increasing the risk of a crash.

Remedy

Fiat will notify owners, and dealers will add an overlay on the tire placard to the correct tire inflation information, free of charge. The recall began October 25, 2016. Owners may contact Chrysler customer service at 1‑888‑242‑6342. Chrysler's number for this recall is S69.

Recall number 16V667000 · Recall details

What is wrong

Chrysler (FCA US LLC) is recalling certain model year 2012-2016 Fiat 500 vehicles manufactured June 21, 2010, through January 12, 2016, equipped with a manual transmission. The clutch diaphragm spring may fracture and fail, causing an inability to switch gears.

Risk

If the clutch diaphragm spring fails, the driver may not be able to shift gears or the vehicle may lose motive power, increasing the risk of a crash.

Remedy

The remedy for this recall will include the installation of a clutch pedal limiter and a clutch pedal switch. The recall began on November 10, 2016. Owners may contact Chrysler customer service at 1‑800‑853‑1403. Chrysler's number for this recall is S34.

Recall number 16V302000 · Recall details

The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect. During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW.  The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications.  The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V‑668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU.  In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment. FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle.  Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW. These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes. An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time.  In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU. This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners.  Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW. The risk associated with the ASIC is equally shared among all OEMS involved in the investigation. The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage. There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation. The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU. If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC. Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC. All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled. In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V‑668, 18E-043, 18V‑137, 18V‑363, and 20V‑024. With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by the federal safety agency that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.

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