Other electrical problem on the 2010 Dodge Charger
1 fire 1 of the 44 reports for this failure mention a crash, a fire, an injury or a death. Those are the owner's words on the complaint form, not a verified finding, and one report can mention more than one.
When other electrical problem gets reported
Owners of the 2010 Dodge Charger report other electrical problem at a median of 97,500 miles. A quarter of the reports come in before 60,000 miles and a quarter after 130,000 miles, from 33 reports that carried an odometer reading.
A part like this is normally expected to survive 85,000 miles. It is the 1st most-reported problem on this model year.
The mileage distribution
The reported range runs from 40,000 miles at the tenth percentile to 147,500 miles at the ninetieth, a spread of 106,940 miles across the middle 80% of reports.
When the reports scatter this far, the mileage is telling you about how these cars were driven more than about the part itself.
3% of the dated reports were filed under 36,000 miles.
The whole distribution
| 10th | 25th | Median | 75th | 90th |
|---|---|---|---|---|
| 39,660 miles | 59,000 miles | 97,500 miles | 130,000 miles | 146,600 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
Of these reports, 1 a fire is mentioned. Owners write their own complaints and the agency does not verify them, so read this as what the reports say happened rather than as a confirmed count.
Putting it right typically runs $250–$2,000 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 15 model years of this car. It shows up earliest on the 2020, at a median of 5,000 miles, and latest on the 2008 at 99,000 miles.
By volume the 2008 carries the most reports, with 214; the 2010 has 44. 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.
Had my first problem with my 2010 dodge charger r/t ~ 6k miles on the clock. Driving down the road in ~ 5 degree f temps - the car was fully warmed up and it was around 9am in the morning, the car suddenly died, with all the error indicators coming on. Luckily I was able to get off to the side of the road as power steering and braking went out. I stopped the car, checked under the hood for some sort of visible damage. Seeing none & checking the oil level - I went to restart and found that the car wouldn't turn over. Double checked I was in park, everything was squared away - took the key out - put it back in, turned - and heard a single ignition - like one coil went off - then stopped. Tried it again, wouldn't turn over. So I call dodge roadside for a tow and sit there for 10 minutes. While waiting I decided to then try it again, then magically the starter actually goes and it turns over. I was maybe 5 miles away from the dealership - so I took it straight there where they took a look at it. For whatever reason, they were unable to duplicate the problem nor tell me why it occurred or how I can prevent this from happening in the…
Car sitting parked on 70f day for 4 hours. It had been driven for about 25 minutes before that at 60-65mph. I went to open the car door and noticed that the trunk was unlocking repeatedly. Opened the car door and watched smoke pour out. Entire left-hand side of the front passenger seat had burned and the right-hand side of the center armrest had melted. The headliner had been burned on the right-hand side of the car as well. The doors and trunk continued to lock and unlock until we had gotten the fire out and finally gotten the battery disconnected. Burnt debris scattered throughout car where lit material floated around and finally fell back to the seats/floorboard. Windows were nearly blacked out by the smoke. *tr
I encountered a rough bridge expansion joint on the highway, the key fell out of the ignition killing the engine in heavy fast moving traffic. I was able to coast to the shoulder, it took four or five tries to re-start the car. This problem has continued for over two months. Dodge diagnosed the problem as a bad win module. This same part was a recall on 37,355 other cars of this make and year, but not on mine based on the VIN? Dodge will do nothing to cover the fix, they say the repair part is unavailable, I'm forced to drive it as is and take my chances. *tr
Also reported on the 2010 Dodge Charger
Other engine problem
Airbag inflator rupture
Alternator or charging system failure
Other powertrain problem
Other fuel system problem
Timing chain, belt or tensioner failure
How far this goes
Complaints are voluntary, so 44 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 electrical problem happen on the 2010 Dodge Charger?
Across 33 owner reports that included an odometer reading, half were filed by 97,500 miles. A quarter were filed before 60,000 miles and a quarter after 130,000 miles. These are the mileages owners reported when they complained, not a prediction for any individual car.
How common is other electrical problem on the 2010 Dodge Charger?
44 reports have been filed with NHTSA, about 0.7 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