Other driver assistance problem on the 2008 Chrysler 300
Only 3 reports for this mode came with an odometer reading, which is too few for percentiles to mean anything. The page is here because someone linked to it; treat the figures as anecdotes, and see the full report for this year instead.
When other driver assistance problem gets reported
There are 3 reports of other driver assistance problem on the 2008 Chrysler 300, 3 with a mileage attached. That is too few to place the failure on the odometer with any confidence.
A part like this is normally expected to survive 45,000 miles. It is the 31st most-reported problem on this model year.
The whole distribution
| 10th | 25th | Median | 75th | 90th |
|---|---|---|---|---|
| — | — | 40,000 miles | — | — |
Read the 10th percentile as “one report in ten arrived this early”. Exact figures are shown in this table because it is the table of record; everywhere else on the site they are rounded to the precision the sample can carry.
What a percentile can and cannot tell you here
These five numbers describe the readings owners gave, in order. The median is the middle one: half the reports arrived below it. The 10th and 90th are the edges of the bulk of the distribution, and the distance between them is the part worth reading. A tight spread — say 70,000 to 95,000 miles — points at something that wears out on a schedule, and the schedule is knowable. A wide one, 20,000 to 190,000, points at a fault that hits some cars and never troubles others, which means the mileage on the listing in front of you tells you very little about your odds.
What these figures are not is a survival curve. Every reading here comes from a car whose owner filed a complaint, so the sample contains only failures: it cannot say what share of the fleet made it past 150,000 miles untouched, because those owners had nothing to report. Nor is the mileage the moment of failure — it is the odometer reading as recalled at the time of filing, which may be weeks later and is sometimes rounded to the nearest ten thousand by the person typing it.
Percentiles are shown at all only once 8 readings exist for the vehicle and mode. Below that the middle of a handful of numbers is noise wearing a decimal point, so the figures are withheld rather than dressed up.
What happens, and what it costs
Putting it right typically runs $250–$1,800 at an independent US shop. That range is an editorial estimate held in this site's failure-mode catalogue, not a figure from NHTSA, and it is a repair cost rather than a diagnosis cost.
The same failure on other years
The same failure is reported on 11 model years of this car. It shows up earliest on the 2013, at a median of 40,000 miles, and latest on the 2005 at 150,000 miles.
By volume the 2012 carries the most reports, with 11; the 2008 has 3. A mode that appears across most years of a model is usually a design choice rather than a bad batch.
If one year stands out to the left, that is the year to avoid; if the whole line sits at a similar mileage, this is wear rather than a defect in one production run.
Tick median reported mileage Solid middle half of reports Faint 10th to 90th percentile Colour how bad the failure is when it happens
What owners wrote
Verbatim from NHTSA complaint narratives, trimmed for length. The mileage is the one the owner gave.
I rented a chrysler 300 over this past weekend. I want you to know that it was the scariest ride I've had in a while. Have you ever tested the electronic stability program on ice. It not only does not work, it is extremely dangerous. I had to drive about six hundred miles on icy and windy wyoming roads which proved to be quite scary in the 300 with esp. Since I don't have another vehicle of my own with this feature, it took a while to figure out why the car didn't want to drive straight down the road, even at fairly slow speeds. These cars should have a hugh red warning sticker on the dash to warn prospective drivers that this feature is not safe to use in the wind and on ice. This program, if not turned off in these conditions will be the cause of many vehicle crashes, injury, and probably deaths! *tr
I have had a problem with my chrysler 300, 2008 model with my engine shutting off completely while driving. Since 2012, it has happened twice on the freeway, once at a stop light, and at least 8 or 9 times where it refuses to start the car. I took it in to my chrysler dealership where I bought the car brand new (80 miles, coming in from orlando, I was told) in 2008. They informed me that the problem was the tipm (totally integrated power module), and I had to pay $597 for the repair. When my car shut off all by itself int he middle of the freeway, I had oncoming traffic, and had to make a quick swerve onto the side of the freeway (shoulder) as quickly as I could while the tires were still moving in order to stay safe. That was simply dangerous and would hate to see others who perhaps may have children in their car go through the same experience. The chrysler dealership stated:"tipm internal failure causing intem no start and delay when start 2.00" this is definitely a safety issue that has not been addressed, and evidently, there are forums on the web, as well as many articles and user comments on the same issue. Kindly address…
Tl* the contact owns a 2008 chrysler 300. When the vehicle was started, the wireless ignition node module was stuck between the run and start position. The key did not remain in the run position. The contact also stated that the failure occurred three other times. The vehicle was not taken to the dealer for diagnostic testing. The vehicle was taken to an independent mechanic who determined that the wireless ignition module failed and needed a spring replaced. The manufacturer was not notified of the failure. The approximate failure mileage was 37,783.
Also reported on the 2008 Chrysler 300
Other electrical problem
No-start or intermittent start failure
Ignition switch, key fob or immobilizer failure
Airbag inflator rupture
Other engine problem
Stalling while driving
How far this goes
This page is kept out of search results because 3 reports is not enough to publish percentiles from. It stays reachable because somebody looking at this exact car would rather see the reports than be told there are none.
Complaints are voluntary, so 3 is a floor and not a count of affected cars. Mileages are typed in by owners and cluster on round numbers. And the mode itself is assigned by software reading the complaint text, which is reliable in bulk and fallible one report at a time.
Questions this page answers
At what mileage does other driver assistance problem happen on the 2008 Chrysler 300?
Across 3 owner reports that included an odometer reading, half were filed by 40,000 miles. A quarter were filed before — and a quarter after —. These are the mileages owners reported when they complained, not a prediction for any individual car.
How common is other driver assistance problem on the 2008 Chrysler 300?
3 reports have been filed with NHTSA, about 0.0 per 1,000 vehicles. Complaints are voluntary, so this is a floor rather than a count of affected cars.
What this is and is not. These are the mileages at which owners chose to complain to a federal agency, which is not the same as the mileage at which the part fails on every car. It skews toward failures that happened outside warranty, cost real money, or frightened someone. It is still the only public dataset that carries failure mileage at all, and the shape of a few hundred readings is informative even when a single one is not. Methodology · JSON · this failure on other cars
Source Owner complaints and recall records published by the US National Highway Traffic Safety Administration, model years 1996–2027 Figures rebuilt Published by AtWhatMileage How every figure is computed