2015 Dodge Dart: what breaks, and at what mileage

What breaks on the 2015 Dodge Dart

Owners have reported 68 named failure modes on the 2015 Dodge Dart, and the three most-reported carry 26% of everything filed, which is an unusually even spread for one model year.

Other powertrain problem leads with 83 reports, about 1.1 per 1,000 vehicles and with the middle half of reports between 42k to 92,500 miles.

Other engine problem follows with 74 reports, usually reported between 26k to 62,500 miles. 2 of those reports mention a fire.

Excessive oil consumption follows with 54 reports, usually reported between 28k to 52,500 miles.

By system, the reports fall mostly into engine (177), transmission (130) and electrical (112).

Severity, and what it costs

Across the named modes, 42 mention a crash, 11 a fire and 11 an injury. Those are the words owners used in their own complaints, and NHTSA does not verify them, but they are the closest thing in this data to a measure of what a failure actually did.

The average severity weight across every report on this year is 4.42, where a stalled engine or a failed airbag weighs many times more than a rattling trim panel, and a figure this high means the reports are dominated by failures with safety consequences rather than annoyances. The weighting is set out in full on the methodology page.

What the top failures cost to put right, as editorial estimates for an independent US shop rather than figures from NHTSA: other powertrain problem at $400–$4,500, other engine problem at $300–$4,000, excessive oil consumption at $900–$6,500 and other electrical problem at $250–$2,000. Dealer labour, a seized bolt or a part that is no longer made can push any of these past the top of its range.

40% of the reports on this year sit in the engine, transmission, drivetrain or cooling systems — the four where a repair bill is usually four figures.

How often, against how many were built

Scaled by an estimate of how many of these cars exist, the 2015 Dodge Dart draws about 11 per 1,000 vehicles, which puts it in the 90th percentile of complaint rates among 2015 vehicles we can rate.

That denominator is the weakest number on the page and it is fair to say so plainly. Rate per 1,000 uses a fleet-size estimate derived from recall paperwork for this exact model year. It is a lower bound.

The working figure is 74,609 vehicles. If the true number is twice that, every rate on this page is half what it says; the ranking against other 2015 vehicles, which is what the risk score uses, is far more robust than the rate itself.

Recalls on the 2015 model year

NHTSA has issued 6 recall campaigns covering the 2015 Dodge Dart, affecting an estimated 159,700 vehicles. A recall is a different kind of evidence from a complaint: it is the regulator and the manufacturer agreeing that something has to be fixed, and the fix is free for as long as the car exists.

The campaigns cover power train:automatic transmission:lever and linkage:floor s, power train:automatic transmission, equipment and electrical system:software. Whether the work was actually done on the car in front of you is a question only the VIN can answer, and the manufacturer or NHTSA will answer it free.

One caution about reading these together: a recall usually raises the complaint count for the same part, because owners who read about it go and file. The mileages stay informative; the counts get noisy.

Better and worse years of the same car

Severe risk for a 2015 — 71st riskiest of the 273 2015 vehicles we can rate. Every score on this site is a rank inside its own model year, which is what makes a 2004 and a 2019 comparable at all.

Across the 5 model years of this car that carry enough reports to score, 2013 comes out best at 65 and 2012 worst at 78, with 2015 itself at 75.

If the model year is negotiable, 2013 and 2016 score lower than 2015 by a margin worth acting on. Same body, same engines, different luck — usually a supplier change or a mid-cycle fix, which the complaint data can show but never explain.

Within the 2012–2016 generation specifically, 2013 is the strongest year at 65 and 2012 the weakest at 78.

Where to spend the inspection money

The mileages below are where the first quarter of reports for each mode had already been filed, which makes them the point at which a fault is worth looking for rather than the point at which it happens: cruise control failure from about 4k, other wheel or tire problem from about 7k, airbag failed to deploy in a crash from about 9k and other steering problem from about 9k.

On a 2015 Dodge Dart with more miles than that on it, the useful question to put to a seller or a mechanic is whether cruise control failure has been dealt with, and if so with what parts and at whose expense. A car that has already had the repair is in a different position from one that has not.

Treat it as where to point the inspection, not as a prediction. A well-maintained example can sail past every mileage on this page, and a neglected one can fail well before the first of them.

What this page cannot tell you

813 owner reports; fleet size estimated from this year's own recall paperwork. Every count on this page is therefore a floor: it is the number of owners who went to the trouble of filing with a federal agency, which is a small and self-selected fraction of the owners who had the fault.

Of those 813 reports, 560 carried an odometer reading, so the mileages here describe 69% of the sample rather than all of it. Owners also round: readings pile up on multiples of ten thousand, which is why this site publishes "about 90,000 miles" and not "91,438".

The failure modes are assigned by software reading the owner's own words, which is accurate in bulk and wrong in individual cases. A mode with a handful of reports may contain a misfiled one.

And nothing here predicts what one car will do. These are other people's complaints, filed years apart, on cars maintained by strangers. Read the page as a map of where this model year has previously gone wrong, then have the specific car in front of you inspected.