Jeep Grand Cherokee Recall Is the Third for Loose Springs

FCA US LLC is recalling 328,381 Jeep Grand Cherokee SUVs because rear coil springs can still come off the vehicle while it is moving. The September 1, 2026 filing is the third safety campaign on the same defect, and it covers trucks that dealers already inspected or repaired under two earlier recalls.

Dealers will replace both rear coil spring lower isolators on every affected SUV, free of charge. FCA US estimates only 0.1% of the campaign actually has the mis-seated spring, reports no crashes or injuries as of August 6, 2026, and has not issued a stop-drive order. The hazard the filing names is the spring itself, which can leave the truck with no warning and sit in the path of the car behind it.

Two Earlier Fixes Left the Springs Loose

The first campaign, NHTSA 23V413 (FCA US 64A), was decided on June 1, 2023. It covered 331,401 Grand Cherokee and Grand Cherokee L models whose rear coils may have been set wrong on the line. Dealers were told to inspect the springs and repair only the ones that failed the check. The 2023 dealer bulletin put that inspection at 20 minutes, and a full repair at up to 4 hours.

Springs kept coming off trucks that had already been through that bay. On September 30, 2025, NHTSA sent FCA US a pre-investigation request citing 20 complaints of coil spring separation after the 64A repair. On October 14, 2025, the company handed over 70 similar claims from its own files. That path produced the second campaign, NHTSA 26V051 (FCA US 20D), decided on January 22, 2026, for 80,620 SUVs that had a 64A repair, or still had that recall open. The January remedy was another inspect-and-repair. FCA US then estimated 0.5% of that smaller group had the defect.

THE THREE SPRING CAMPAIGNS

1. June 1, 2023: FCA US decides a safety defect exists and files 23V413 / 64A on 331,401 Grand Cherokee and Grand Cherokee L models, with an inspect-and-repair remedy.
2. January 22, 2026: After NHTSA’s 20 post-repair complaints, FCA US files 26V051 / 20D on 80,620 SUVs tied to a bad or incomplete 64A repair, still inspect-and-repair.
3. August 26, 2026: The Vehicle Regulations Committee decides a defect still exists. The September 1 Part 573 safety recall report opens 26V562 / 89D on 328,381 vehicles and tells dealers to replace both lower isolators on every one of them.

NHTSA’s September 4, 2026 acknowledgment states the new campaign replaces 26V051 and 23V413, and that vehicles already repaired under those recalls still need the new work. The January population was a slice of trucks with a prior repair record. The September population is the full coil-spring build window, and it adds the plug-in hybrid.

Campaign 89D Covers 328,381 Coil-Spring SUVs

FCA US used production records to set the window, then closed it on May 31, 2023, the day it says it stopped shipping trucks with a potentially out-of-position rear coil. Similar vehicles built after that date, or built with air suspension, are out.

U.S. VEHICLES IN 26V562

Those three lines add to 328,381. The 4xe group was absent from the January filing, which split 29,139 two-row trucks and 51,481 Grand Cherokee L trucks. The new campaign is more than four times that 80,620-vehicle net. Trim badges will not settle the question, because air-suspension trucks in the same years are excluded and coil-spring trucks are in. Owners have to match a VIN, not a window sticker.

Why Dealers Will Replace Every Lower Isolator

FCA US says this is not a bad spring. The Part 573 safety recall report calls it “an assembly or repair issue where the vehicle may have been manufactured or repaired with an out of position rear coil spring assembly.” If that coil is sitting wrong on the lower pad, it can work out of place in service and, in the company’s words, “possibly, detach from the vehicle while driving.”

The pad at the bottom of the coil is the lower isolator, a rubber seat that keeps steel off steel and holds the spring where the axle expects it. The first two campaigns told technicians to look at that seat and fix only the side that failed the eye test. Campaign 89D drops the inspect-and-decide step. Dealers will replace both rear lower isolators on every truck in the population, part number 68668244AA, supplied by Airboss of Auburn Hills, Michigan. The January filing had named an older isolator, 68375896AC.

NHTSA lists the consequence in one line: a spring that comes off while the SUV is moving “increase[s] the risk of a crash.” The company’s own risk language is aimed at other road users. A coil that leaves the truck becomes a road hazard for the operators and occupants of other vehicles, and can cause a crash without prior warning, or injure other people on the road. The filing’s warning field is “None.”

Twenty Complaints After the First Repair Forced a Query

NHTSA’s Office of Defects Investigation opened Recall Query RQ25005 after reviewing owner questionnaires. The opening resume, dated December 11, 2025, puts the first campaign’s population at 331,401 and logs 20 unique consumer complaints of rear coil spring detachments after that remedy, with zero crashes and zero injuries in the query’s tally.

These reports raise concerns regarding the effectiveness of the recall remedy and suggest the possibility of additional factors not addressed by the original recall campaign.

NHTSA Office of Defects Investigation, Recall Query RQ25005

ODI said it would weigh complaint data, field reports, and FCA US technical analysis to decide whether the 23V413 procedure was adequate. The January campaign was the company’s answer to that pressure, still built as an inspection of trucks tied to the old repair. It did not hold. Between July 7 and July 29, 2026, NHTSA sent more vehicle owner questionnaires and met with FCA US. On July 24, 2026, the company’s Technical Safety and Regulatory Compliance group opened a fresh investigation into springs that detached after both the 64A and 20D repairs. The August 26 defect decision, and the September 1 filing that followed, are that investigation’s product: a parts campaign on the whole coil-spring fleet instead of another look-and-see.

The Claim File Stops at 406, With No Crashes

The September filing’s field snapshot is dated August 6, 2026, and it is still an empty crash file. That is why this campaign is travelling as another dealer appointment, not a park-outside order. A stop-drive would have been in the letters. It is not.

FIELD SNAPSHOT ON AUGUST 6, 2026

• Warranty claims: 406, with dates of receipt from July 15, 2023, to July 28, 2026, across all markets.
• Customer assistance: 29 records in the same window, counted separately from the warranty file.
• Field reports: none that FCA US ties to this condition.
• Crashes and injuries: FCA US is not aware of any accidents or injuries potentially related to the issue for all markets.

The January filing, cut off at January 9, 2026, had 284 warranty claims and 20 customer assistance records. The warranty count rose by 122 by August 6, which is the stretch in which NHTSA sent the July questionnaires and FCA US opened the third investigation. Zero on the crash line is not a finding that a loose rear spring is harmless. It is the record the company had when it chose a full isolator swap over another inspection.

Previously Repaired Jeeps Are Back in the Bay

Anyone who already sat through 64A or 20D is in this campaign if the VIN is on the list. NHTSA’s acknowledgment is explicit: vehicles already repaired under the previous recalls will need the new remedy completed. The January campaign was, in FCA US’s own defect description, a repair problem. Some trucks left the 2023 job with a coil still out of position. Some never finished 64A. The September campaign stops trying to sort those files and puts new lower pads on both sides of every coil-spring truck in the build window.

WHAT TO MATCH AGAINST A VIN

• Campaign IDs: NHTSA 26V562 (also written 26V562000) and FCA US 89D, which replace 23V413 / 64A and 26V051 / 20D.
• Who is in: 2022-2023 Grand Cherokee, 2021-2023 Grand Cherokee L, and 2022-2023 Grand Cherokee 4xe, coil-spring rear suspension only, inside the build dates above.
• Who is out: factory air suspension, and any truck built after May 31, 2023, when FCA US says it stopped shipping the suspect condition.
• The job: replace both rear coil spring lower isolators at no charge, with no inspect-and-skip step.

VINs in 26V562 became searchable on September 9, 2026, the same day FCA US planned to notify dealers. Owners can run a 17-character VIN through NHTSA’s federal VIN recall lookup or the Mopar recall VIN search. FCA US customer care is 1-800-853-1403. NHTSA’s Vehicle Safety Hotline is 1-888-327-4236.

Interim Letters Start September 29 While Parts Catch Up

The remedy type on the September filing is “Replace,” but the parts are not ready for a final owner letter. FCA US will mail interim notices of the safety risk from September 29 through October 7, 2026. NHTSA says additional letters will go out once the final remedy is available, and it told the company to file an amended Part 573 with those later dates. Dealers were due to hear on September 9. Owners hear later, and they hear twice.

There is no do-not-drive line in the owner-facing notice plan, and no park-outside instruction. That matches the August 6 crash file, and it is also why a third spring campaign can land as a running joke about Jeep build quality instead of a panic. The filing still treats a loose coil as a projectile with no warning, which is why 328,381 trucks are in the net for a condition FCA US puts at 0.1%.

Until the isolators are on the shelf, the useful move is the VIN check. A Grand Cherokee that already had the 2023 or January repair is not done. The new pads are the job, and the letters that describe that job start September 29.