July 27, 2026
641 vehicles is the entire scope of the recall, and Chrysler told the owners of all of them to stop driving. The do-not-drive advisory covers 606 2026 Jeep Wranglers and 35 Gladiators equipped with steel wheels built between November 10 and 16, 2025, carrying FCA reference number 05D. Supplier Maxion Wheels produced the parts with a thin-wall condition that can let a wheel crack and separate, risking loss of control.
FCA’s Vehicle Regulations Committee made the determination on July 9, after a review that found no warranty claims, customer assistance reports, field reports, crashes, or injuries in any market. Dealer notifications began July 23 and owner letters go out September 4; the remedy is a free inspection and replacement of the wheels and valve stems. Owners can check a VIN against recall 05D on NHTSA.gov to confirm whether a truck falls inside the six-day build window.
Six days of production and 641 trucks make this a supplier problem rather than a design problem. Wheels built across a single week point to a run of out-of-spec parts from one supplier line, not a flaw in how the Wrangler and Gladiator are engineered, which is why the fix is a straight replacement rather than a redesign. Jeep builds more Wranglers in an average day than this recall covers in total.
A do-not-drive advisory is the severity tier normally reserved for fire risk, and the small population is what makes Chrysler’s use of it notable rather than routine. An automaker willing to absorb the alarm of a stop-driving order across 641 trucks, on a defect with no field failures behind it, is pricing a cracked wheel at highway speed correctly. That is the responsible pattern GCBC has credited all year, and it stands in contrast to the remedy-delay failures that draw criticism.
July 2026 has logged roughly 25 recall campaigns covering about 1.41 million units, an above-average month in which this one is a rounding error by volume and an outlier by severity. It fits the pattern visible across the recent NHTSA recall cluster: defects caught in audits rather than after crashes. The open question is supplier accountability, and whether Maxion rather than Jeep owners or dealers ends up carrying the cost of the fix.
