2nd generation · CUSW (Compact U.S. Wide, Fiat Compact-derived) · 4,077 complaints, 2,935 with mileage
Owners filed 4,077 complaints with NHTSA about the 2015–2017 Chrysler 200, and 2,935 of them record the mileage at which the failure happened. That is enough to show not just what fails, but when.
Failures are spread across the mileage range, with the middle half between 15,000 and 70,100 miles. The median is 45,000 miles.
The most-reported areas are the electrical system (21.4% of complaints, typically around 48,000 miles), the transmission and driveline (18.9% of complaints, typically around 39,000 miles), the engine (18.6% of complaints, typically around 47,000 miles).
9 recall campaigns cover this generation.
| System | Complaints | Share | Typical mileage | Middle half |
|---|---|---|---|---|
| Electrical System | 874 | 21.4% | 48,000 | 18,000–74,140 |
| Power Train | 769 | 18.9% | 39,000 | 11,100–66,000 |
| Engine | 757 | 18.6% | 47,000 | 18,495–74,000 |
| Air Bags | 419 | 10.3% | 54,846 | 36,000–74,000 |
| Unknown Or Other | 336 | 8.2% | 51,000 | 17,948–71,000 |
| Vehicle Speed Control | 183 | 4.5% | 37,000 | 7,205–57,500 |
| Service Brakes | 147 | 3.6% | 29,764 | 7,000–60,000 |
| Electronic Stability Control (Esc) | 129 | 3.2% | 54,909 | 30,421–78,191 |
| Steering | 111 | 2.7% | 37,500 | 7,000–60,000 |
| Fuel/Propulsion System | 70 | 1.7% | 60,200 | 24,140–78,700 |
| Year | Complaints | With mileage |
|---|---|---|
| 2015 | 3,411 | 2,467 |
| 2016 | 589 | 416 |
| 2017 | 77 | 52 |
Complaints about this generation are not spread evenly across the vehicle, and the systems that generate the most of them do not all fail at the same point in a car's life. The median failure across all systems here is 45,000 miles; the figures below show which parts of the car run ahead of that and which run behind.
The electrical system accounts for 21.4% of complaints (874 reports, 585 of them with a mileage figure), with a median of 48,000 miles, close to the vehicle's overall pattern. The middle half of these reports falls between 18,000 and 74,140 miles.
The transmission and driveline accounts for 18.9% of complaints (769 reports, 592 of them with a mileage figure), with a median of 39,000 miles, close to the vehicle's overall pattern. The middle half of these reports falls between 11,100 and 66,000 miles.
The engine accounts for 18.6% of complaints (757 reports, 581 of them with a mileage figure), with a median of 47,000 miles, close to the vehicle's overall pattern. The middle half of these reports falls between 18,495 and 74,000 miles.
The airbag system accounts for 10.3% of complaints (419 reports, 262 of them with a mileage figure), with a median of 54,846 miles, close to the vehicle's overall pattern. The middle half of these reports falls between 36,000 and 74,000 miles.
Problems owners could not categorise accounts for 8.2% of complaints (336 reports, 242 of them with a mileage figure), with a median of 51,000 miles, close to the vehicle's overall pattern. The middle half of these reports falls between 17,948 and 71,000 miles.
Throttle and speed control accounts for 4.5% of complaints (183 reports, 140 of them with a mileage figure), with a median of 37,000 miles, close to the vehicle's overall pattern. The middle half of these reports falls between 7,205 and 57,500 miles.
Within this generation, complaint volume is not constant across model years. The 2015 model year drew the most — 3,411 complaints — while 2017 drew the fewest at 77. The median year sits at 589.
That makes 2015 an outlier: roughly 5.8 times the median year of this generation. A single year standing that far apart usually reflects either a first-year issue that was later corrected, or a component change introduced for that year. Anyone shopping this generation has a straightforward reason to prefer a different year, all else being equal.
NHTSA records 9 recall campaigns covering vehicles in this generation. A recall means the manufacturer or the regulator concluded there was a safety defect or a standard was not met, and that a free remedy is owed to owners — including second and later owners.
The campaigns cluster around the electrical system (3), the transmission and driveline (2), body structure (1). Repeated recalls against the same area of the car generally mean the first remedy did not fully resolve the underlying problem.
Recall status is specific to the individual vehicle, not the model. Checking a VIN against NHTSA's lookup is free and takes under a minute, and it is the only way to know whether a particular car has had the work done.
Of the 4,077 complaints filed against this generation, 231 reported a crash; 52 reported a fire; 135 reported an injury. Crash-involved reports represent 5.7% of the total.
These are owner-reported outcomes, not verified investigations, and they are not adjusted for how many of these vehicles are on the road. They are included because the distinction between a fault that strands a car and a fault that causes a collision is the one that matters most, and it is not visible in a complaint count alone.
For a buyer, failures on this generation are spread rather than concentrated: the middle half falls between 15,000 and 70,100 miles, with a median of 45,000. There is no single mileage threshold to watch, which means condition and maintenance records are more informative than the odometer.
On inspection, the electrical system and the transmission and driveline are where this generation's reports concentrate, so those are the areas worth a specific look. The transmission and driveline in particular shows a median failure mileage of 39,000, which gives a concrete number to compare against the odometer of any car you are considering.
None of this is a substitute for a pre-purchase inspection on the individual car. Aggregate patterns describe a population; the example in front of you has its own history.
2.4L Tigershark excessive oil consumption — piston ring / cylinder bore incompatibility allows oil past the rings to be burned; owners report roughly a quart per 1,000 miles, and the low-oil-pressure warning does not illuminate early enough to prevent running low, leading to unexpected shutdown. Subject of the Wood v. FCA US class action and FCA Customer Satisfaction Notifications; FCA also attributed part of the consumption to Interactive Deceleration Fuel ShutOff (IDFSO) calibration drawing oil into the cylinders on overrun.
ZF 948TE 9-speed harsh, erratic, and delayed shifting, hunting between gears, and unexpected shifts to neutral. FCA addressed it through repeated TSB software reflashes, which owners widely described as only marginally effective; the same transmission drew recalls in sister vehicles (Cherokee KL, Renegade).
Rotary electronic gear selector draws misapplied-gear and shift-confirmation complaints; unlike a conventional PRNDL it gives no mechanical detent feedback.
| Campaign | Date | Component |
|---|---|---|
| 18V332000 | 2018-06-04 | Electrical System:Software |
| 16V529000 | 2016-11-02 | Power Train:Automatic Transmission |
| 16V589000 | 2016-09-02 | Structure |
| 16V114000 | 2016-05-27 | Air Bags:Sensor:Occupant Classification |
| 15V470000 | 2015-10-21 | Electrical System |
| 15V461000 | 2015-08-25 | Equipment:Electrical:Radio/Tape Deck/Cd Etc. |
| 15V090000 | 2015-04-09 | Power Train:Automatic Transmission |
| 14V480000 | 2014-10-03 | Electrical System:Wiring |
| 14V392000 | 2014-09-15 | Suspension:Rear:Shock Absorber |