---
title: "Freightliner VIN Decoder: Half the Codes Are Not Finished Vehicles"
description: "Four of Freightliner’s eight manufacturer codes are filed as Incomplete Vehicle — a chassis with the body built by somebody else. What that means when you decode a truck or a motorhome."
url: "https://baronauto1.com/vehicle-history/freightliner-vin-decoder/"
type: "article"
published: "2026-09-05"
modified: "2026-09-05"
site: "Baron Auto"
disclaimer: "This site is under new ownership and is not affiliated with Baron Auto Emporium dealership."
---

# Freightliner VIN Decoder: Half the Codes Are Not Finished Vehicles

> Four of Freightliner’s eight manufacturer codes are filed as Incomplete Vehicle — a chassis with the body built by somebody else. What that means when you decode a truck or a motorhome.

*VIN & Vehicle History · 23 min read · 5,258 words*

## The short version

- There is no Freightliner-only decoder and there does not need to be one. Every vehicle certified for this market carries the same seventeen-character number, and one federal register reads all of them.
- The register holds 8 world manufacturer identifiers for the make, spread across 6 countries and filed between 2 registered entities.
- Exactly half of those codes — 4 of the 8 — are filed as Incomplete Vehicle. That is a chassis and a cab that leaves the factory unfinished, for another company to build a body onto.
- So a motorhome or a box truck on one of these chassis decodes as a Freightliner and tells you nothing about the coachwork, which on that kind of vehicle is usually the expensive half.
- Four of the 8 codes are recorded against markets a buyer here will never shop: South Africa, Israel and two for Saudi Arabia. A decode returning one of those is not an error.
- All 8 codes were opened in 2015. That is a fact about when the register was populated, not about when anything was built.
- vPIC holds 130 models for the make, and querying the register for the name returns 0 false matches — a clean entry, which is so the codes above are the whole set.

Search for a Freightliner VIN decoder and you get input boxes, most of them implying that heavy trucks need a reader of their own. They do not. The number stamped on a tractor unit is built to the same federal standard as the number on a hatchback, and the register that turns the first three characters into a manufacturer is the same register for both.

What is worth reading is what that register actually records for this make, because the entry has a shape most passenger-car entries do not. This page works from the entry as it stood when we read NHTSA’s vPIC data on 5 September 2026: 8 codes, 2 registered entities, 6 countries, and a split by vehicle type that is the most useful single fact on the page. Nothing here comes from a manufacturer briefing. It is the public filing, read carefully, with the gaps named where they fall.

The gaps matter more than usual here. A truck buyer’s real questions — what specification this one left the line in, what axle arrangement it carries, which engine is under the cab, whether the body bolted to the back of it was ever inspected by anyone — are questions the seventeen characters were never built to answer. Saying that early is more useful than another input box.

**Figure: Freightliner codes: finished trucks against bare chassis**

A bar per vehicle type showing how Freightliner's 8 world manufacturer identifiers divide between finished vehicles and incomplete ones.

Half of these codes belong to vehicles that leave the factory unfinished: a chassis and a cab, with the body built by somebody else afterwards. That is why a motorhome on a Freightliner chassis decodes as a Freightliner and lists none of the coachwork you are actually buying. Read from NHTSA's vPIC register and archived in data/vin-makes.json.

## One decoder reads every make, including this one

The vehicle identification number is a federal standard, and its structure does not change with the size of the vehicle. Positions one to three are the world manufacturer identifier, assigned to the legal entity that builds and certifies the vehicle. Positions four to eight describe the vehicle in a scheme the manufacturer designs for itself. Position nine is a check digit computed from the other sixteen characters. Position ten is the model year. Position eleven is the assembling plant. The last six are the serial.

That layout is the same on a sleeper tractor as it is on a saloon, which is why a general decoder handles this make as readily as anything else, and why the phrase “Freightliner VIN decoder” describes a search habit rather than a separate tool. Our guide to [reading a VIN position by position](https://baronauto1.com/vehicle-history/how-to-read-a-vin/) sets out the whole layout, and the [by-make index](https://baronauto1.com/vehicle-history/vin-decoder-by-make/) collects what the register holds for every manufacturer we have read.

Where a brand-specific decoder would genuinely earn its keep is the middle block. Positions four to eight are the manufacturer’s own descriptor scheme, and the federal register does not publish the key to it. The register records who owns each prefix, what class of vehicle the prefix covers, which country the entity is recorded against and when the code was opened. It does not record that a particular character in position six means one cab configuration on one product line and something else on another.

So this page will not print a position-by-position table for Freightliner, and you should be wary of the ones that circulate. Tables of that kind are usually reverse-engineered from small samples of listings, frequently copied between sites without checking, and none of them is the register. Decoding a real number returns the descriptor fields as vPIC resolves them for that specific vehicle, which is a different and far more dependable thing than a printed key someone assembled from a forum thread.

On commercial vehicles that decode is worth more than it is on a car, because manufacturers submit more against these vehicles. Our page on [looking up a commercial truck by VIN](https://baronauto1.com/vehicle-history/international-truck-vin-lookup/) sets out which fields tend to come back on medium and heavy vehicles and why the engine manufacturer field is the one to read first.

## Eight codes, two names, six countries

The register lists 8 world manufacturer identifiers for the make. They are 2FU and 2FV, both recorded against Canada; 4UZ, recorded against the United States; 3FF, recorded against Mexico; AFV against South Africa; KFB against Israel; and RSA and RSB, both against Saudi Arabia.

Two company names hold that set. One is FREIGHTLINER CORPORATION. The other is FREIGHTLINER CUSTOM CHASSIS CORP., and the words in the middle of that name are not decoration — a separate legal entity registered for the business of issuing numbers on chassis, filed under its own name in the same register as the finished trucks. When a decode comes back naming a company a buyer was not expecting, that is usually what has happened. It is not an error in the lookup. It is the lookup telling you which entity certified the vehicle, which is the legally meaningful answer.

Six countries across 8 codes is a wide spread for a make of this size, and it is worth being precise about what that column means. The register records the country against a filing. It is not a promise about where any individual vehicle was assembled, and the site says the same thing on every make page for the same reason: a code filed by an entity in one country can carry numbers for vehicles built somewhere else. Read the country line in a decode result as a fact about paperwork and it stops being confusing.

What the first three characters do reliably tell you is which entity issued the number. That is the anchor for every record you retrieve afterwards, and it is the whole of what a world manufacturer identifier promises.

## Half of these codes leave the factory unfinished

This is the finding on this page, and it changes what a decode is worth on a large share of the vehicles wearing the badge.

Of the 8 codes, 4 are filed as Truck and 4 are filed as Incomplete Vehicle. There is no third type in the code set. An incomplete vehicle, in the federal scheme, is exactly what the name says: a vehicle that leaves the manufacturer without its final body, sold on to another company to be finished. On a heavy truck that usually means a chassis and a cab — frame rails, running gear, driveline, the cab and its controls — with nothing behind the cab at all.

The company that finishes it is a manufacturer in its own right in the eyes of the regulations. It builds the box, the tank, the mixer drum, the lift, the wrecker body, the motorhome shell or whatever the vehicle exists to do, and it certifies its own work. That is why an enormous variety of vehicles that share almost nothing visually can all sit under the same chassis maker’s name.

For a buyer the consequence is blunt. Decode the number on a motorhome built on one of these chassis and the answer is a Freightliner. Decode the number on a refrigerated box body, a bucket truck or a car carrier built on one, and the answer is still a Freightliner. In each case the decode is answering for the part the chassis maker built and certified. It is silent about the part that determines what the vehicle is for, how much it is worth, and how well it was made — and on most of these vehicles the coachwork is the expensive half.

That is not a flaw in the decode. It is the decode doing exactly what it was designed to do, applied to a vehicle two companies built. The mistake is only made by the reader who takes the chassis maker’s name as a description of the whole vehicle.

## The finishing company puts its own plate on, and that is a second number to find

The practical answer follows directly. On a vehicle finished by somebody else, there are two records to look for, and the decode only gives you one of them.

The chassis maker’s certification label is the one buyers know about. On a completed vehicle you should also expect a label from the company that finished it, added when it certified its own stage of the build. Find it, photograph it and write down every identifier printed on it, along with the company name. That name is the one to search for service documentation, parts availability, weight ratings for the finished vehicle and any campaigns filed against the body rather than against the chassis.

The labels are usually near each other — the driver’s door aperture and the surrounding structure are the conventional places — but on converted and bodied vehicles they turn up in the cab, in a cabinet, or on the frame, because the finishing company put its plate where its own build allowed. Look longer than you would on a car, and treat a completed vehicle carrying no second label at all as a question rather than a detail. Our page on [where the VIN is on a vehicle](https://baronauto1.com/vehicle-history/where-is-the-vin-number-on-a-car/) covers the standard locations, and on a bodied truck the standard locations are the start of the search rather than the end.

Recalls follow the same two-company logic. The federal recall lookup answers for the number you type into it, so a campaign filed by the chassis maker against that chassis comes back. A campaign filed by the finishing company against its own work may sit under its own record instead, and you will not find it by decoding the chassis number and stopping. Run the free check described in our guide to [checking open recalls](https://baronauto1.com/vehicle-history/how-to-check-a-car-for-open-recalls/), then go and ask the body builder separately. On a motorhome that second enquiry is not optional, and our [RV VIN lookup guide](https://baronauto1.com/vehicle-history/rv-vin-lookup/) and [camper lookup page](https://baronauto1.com/vehicle-history/camper-vin-lookup/) both cover the two-manufacturer problem from the buyer’s side.

The weight rating deserves the same care. What a finished vehicle is rated to carry is a property of the finished vehicle, and the plate that governs it is not necessarily the chassis maker’s. Our page on [GVWR by VIN](https://baronauto1.com/vehicle-history/gvwr-by-vin/) explains where the rating is published and why it sometimes arrives as a range rather than a figure.

## Four codes for markets nobody here is shopping

The country column holds the second surprise in this entry. Of the 8 codes, 4 are recorded against countries a buyer in the United States will never browse listings in: AFV against South Africa, KFB against Israel, and RSA and RSB against Saudi Arabia. Sorted by country of registration, the entry comes to a single United States code, with the rest filed against Canada, Mexico, South Africa, Israel and Saudi Arabia.

**Figure: Where Freightliner’s manufacturer codes were registered**

A bar per country showing how many of Freightliner's 8 world manufacturer identifiers are recorded against it.

Only one of these codes is registered in the United States. The rest sit against Canada, Mexico and three export markets, so a decode on an imported truck can legitimately return a country you were not expecting. The field records the filing rather than the assembly line. Read from NHTSA’s vPIC register and archived in data/vin-makes.json.

Half the entry, in other words, describes filings made for markets outside this one. That is ordinary for a manufacturer selling commercial vehicles internationally, and it is invisible until you read the register rather than a decoder’s summary line.

It matters in one specific situation. If you decode a number on an imported, ex-military, grey-market or otherwise unusual truck and the result names a country you were not expecting, the sensible first assumption is that the register is right and your expectation was wrong. A code that appears in the public register is a code that was properly assigned. An unfamiliar prefix is not by itself evidence of anything wrong with the vehicle.

What it is evidence of is a different set of practical problems, and they are worth naming. A vehicle built for another market may not have been certified to the standards that apply here, its parts and service support may be organised differently, and the paperwork required to title and register it is a separate exercise entirely. None of that is visible in a decode. All of it is visible in the documents, and a seller who cannot produce them has told you something.

The two Canadian codes and the single Mexican one sit in a different category, because vehicles filed under them circulate here as a matter of routine. There is nothing to explain about a North American prefix on a North American truck.

## Every code opened in 2015, and what that does not mean

All 8 codes carry an opening date in 2015. Not one of them, not most of them — all of them.

It is tempting to read that as a fact about the company, and it is not. Dates spread across several years would at least invite the question of what changed in each of them. A single year for the whole set invites no such question, because the only thing every code in it demonstrably shares is the filing. A cluster like that is the signature of a record-keeping exercise rather than of a manufacturing one — it tells you when this register was populated, not anything about the trucks.

The honest reading is narrow. A createdOn date tells you when a code was registered in this system. It does not tell you when a factory opened, when a product line started, when the first vehicle carrying that prefix was built, or when any individual truck left the line. Codes are opened ahead of production and can sit unused, and existing codes get carried into a register when the register itself is populated or migrated. Nothing about a shared date proves anything about the vehicles.

This is the same caution the site gives on every make page, and it is worth repeating in the specific form it takes here: if a decoder shows you a date beside a manufacturer prefix, that date belongs to the paperwork. The date that belongs to the vehicle is the model year, which lives at position ten of the individual number and is read against our [model-year chart](https://baronauto1.com/vehicle-history/vin-year-chart/). On a truck that has been re-cabbed, re-bodied or rebuilt, the model year in the number is still the model year of the chassis identity, and it will not move because the body is newer.

## A hundred and thirty models, and no way to read them off the code

vPIC holds 130 models for the make. That is a large vocabulary, and it is worth being careful about what it is.

It is the list of names the federal decoder can return for a vehicle whose number resolves to this manufacturer. It is not a used-truck catalogue, it is not a current line-up, and it is not evidence about how many of anything exists. A model name appears in the register because a manufacturer filed it, and filings run well ahead of, and long behind, what is actually being traded.

It also cannot be read backwards. You cannot look at one of the 8 prefixes and work out which of the 130 models it covers, because the register does not publish that relationship. The prefix tells you the entity and the vehicle class it was filed under. The model comes back from decoding a complete number, resolved against what the manufacturer submitted for that specific vehicle.

There is one more wrinkle in the type fields, and it is the sort of thing that makes a buyer think their lookup has gone wrong. The 8 codes are filed under two vehicle types, Truck and Incomplete Vehicle. But the types vPIC recognises across the make’s model data are four: Truck, Bus, Multipurpose Passenger Vehicle and Incomplete Vehicle. So a decode can legitimately return a type that does not appear in the code set at all, because the type on a decoded vehicle comes from what the manufacturer submitted for that vehicle rather than from the class its prefix was registered under. A result reading Bus is not a contradiction of anything on this page.

What the model name will not settle is the specification, and on a commercial vehicle that is where all the money is. Two trucks of the same model and the same year can differ in engine, transmission, axle ratio, wheelbase, suspension, brakes and cab configuration to the point where they are barely comparable as purchases. Our pages on [specifications by VIN](https://baronauto1.com/vehicle-history/vehicle-specs-by-vin/) and [build sheets](https://baronauto1.com/vehicle-history/build-sheet-by-vin/) set out how far that detail can be pushed and where it stops.

## A register entry with no false matches

Most make pages on this site carry a warning about the same trap. The register’s name endpoint matches company names as text, so asking it for a common word drags in every small builder, trailer shop and specialist converter whose registered name happens to contain that word. Readers looking at a raw result can easily conclude a marque holds dozens of codes it has nothing to do with, and it is the main reason different sites publish different code counts for the same manufacturer.

Freightliner is one of the clean ones. Querying the register for the name returns 0 false matches. Nothing else on the register is filed under a name that catches the same string, so the entry a reader gets is the entry the company actually holds — 8 codes, with nothing unrelated attached to them.

That has a practical benefit. A reader who runs the same query themselves sees the same 8 rows rather than a padded list that needs filtering, and a code count published anywhere else that is much larger than 8 is either counting something different or counting badly. On several other makes we have had to say plainly that a headline number is inflated. Here there is nothing to subtract.

## What the decode will not tell a truck buyer

This is the section that matters most, because the gap between what buyers expect from a VIN and what a VIN carries is wider on commercial vehicles than on cars, not narrower.

**The specification as it stands today.** A decode describes a vehicle as it was certified. Trucks are modified constantly and legitimately — different fifth wheels, added tanks, changed wheelbases, replaced cabs, fitted or removed equipment — and none of that alters the number. The vehicle in front of you and the vehicle in the record can differ substantially without anybody having done anything wrong.

**The axle configuration and driveline as built.** Where the manufacturer submitted these fields, a decode of a real number can return them, and that is worth having. What no decode can tell you is whether the axles, ratios or driveline components currently fitted are the ones the vehicle was built with. On a truck with a working life behind it, major driveline components are replaced as maintenance rather than as repair.

**The engine in the vehicle now.** The engine manufacturer field is the most valuable thing a commercial decode returns, because the engine on a heavy truck is frequently not made by the truck’s maker and the choice governs parts, service, emissions equipment and cost of ownership for the rest of the vehicle’s life. But the field describes the certified build. An engine that has since been rebuilt, replaced or swapped leaves no trace in the number. Read the field, then verify the metal.

**Maintenance history.** Nothing about servicing reaches the register. On a vehicle whose value depends heavily on how it was looked after, and where much of the work is done in the operator’s own yard, the evidence lives in a box of invoices or nowhere at all.

**Whether the body was ever inspected.** On an incomplete-vehicle chassis this is the largest silence of all. The coachwork was built by a company the decode does not name, to a standard the decode does not record, and whether anybody has ever assessed its structure, its mounting to the frame or its condition is not a question the federal data touches. It is a question for an inspector.

**Mileage and hours.** Odometer readings enter the record at titling and inspection events rather than continuously, and on commercial vehicles engine hours often matter more than distance. Our page on [mileage checks by VIN](https://baronauto1.com/vehicle-history/mileage-check-by-vin/) explains why a clean mileage history is a weaker statement than most buyers assume.

## Reading the number off the vehicle

Whatever the advert says, the number to work from is the one on the vehicle, read with your own eyes and from more than one place.

Expect the certification label in or around the driver’s door aperture, and expect the number to appear again on the frame. On bodied and converted vehicles, expect the second manufacturer’s label somewhere less predictable, as described above. Photograph everything you find, including the labels you think are irrelevant.

Before travelling anywhere, run the check digit. Position nine is computed from the other sixteen characters, so a mistyped number usually fails arithmetically before it costs anybody a journey — and truck numbers are transcribed badly more often than car numbers, because they are read off dirty frames and labels rather than through a windscreen. Our [validator page](https://baronauto1.com/vehicle-history/vin-validator/) covers running that check by hand.

Two readings that disagree is a finding, not a transcription problem to shrug off. So is a label that looks newer than the structure around it, or fixings that have been disturbed. Our page on [VINs that do not match](https://baronauto1.com/vehicle-history/vin-does-not-match/) covers what a mismatch means and what to do about it, and on a vehicle assembled from a chassis and a body it is worth being especially careful about which number you are comparing with which.

## The records that sit around the number

The decode is the cheap part and the fast part. The record is where used-vehicle money is won and lost, and the record is retrieved rather than decoded — it lives in title files, insurer reports and recall databases, keyed to the number rather than encoded in it.

Start with the free checks, because either can end a purchase from the kitchen table. The federal recall lookup is free and per-vehicle. The insurance-bureau theft check is also free, and a clear result is a weak signal rather than a clean bill, because it covers participating members only — our page on [what a free VIN check actually returns](https://baronauto1.com/vehicle-history/free-vin-check/) sets out the boundaries of each free tool, and [how to check if a vehicle is stolen](https://baronauto1.com/vehicle-history/how-to-check-if-a-car-is-stolen/) covers the theft query itself.

Then buy the title history, which is the one that carries the brands and the state-by-state chain. Our page on [checking a title by VIN](https://baronauto1.com/vehicle-history/title-check-by-vin/) explains what comes back and, more usefully, what the record structurally cannot contain. Where a vehicle carries a brand on its title, the brand is the purchase rather than a footnote to it, and [what a branded title means](https://baronauto1.com/vehicle-history/what-is-a-branded-title/) orders the brands by how much each should worry a buyer.

Commercial vehicles have one genuine advantage over cars here, and it is worth using: vehicles operated commercially are inspected under regimes that cars are not, and those inspections generate records. Where a truck has been run under a carrier’s authority, ask what inspection history exists and who holds it. It is not part of the decode and it is not part of the title file, but it is a body of evidence about how the vehicle was actually used, which is precisely what the other records cannot supply.

Finally, the inspection. On a truck this is the largest share of the evidence rather than the last resort, and on a bodied vehicle it needs to cover two builds: the chassis, and whatever is mounted to it. Our guide to [the pre-purchase inspection](https://baronauto1.com/buying-guides/used-car-pre-purchase-inspection/) makes the general case. On a commercial vehicle, find somebody who works on that class of vehicle daily.

## A sequence for a used Freightliner

Put together, the order runs like this, and the first four steps cost nothing.

Get the full seventeen characters from the seller and validate the check digit. A number that fails is a transcription error until proved otherwise, and it is better to establish that before making arrangements.

Decode it. Confirm the model, the model year and whatever specification fields come back against what the advert claims. Note which of the 8 prefixes issued the number, and read the country field as a record of a filing rather than a claim about a factory.

Establish whether you are looking at a completed vehicle or a chassis somebody else finished. If there is a body on it that the chassis maker did not build, find the second label and write down the finishing company’s name before you go any further, because half the remaining enquiries are addressed to that company rather than to this one.

Run the free recall and theft checks against the chassis number, then ask the body builder separately about campaigns against its own work.

Buy the title history and read the chain rather than the headline. Which states, in what order, with what readings, and with what brands. A short chain with long ownerships reads well. A vehicle that has crossed several states quickly is asking a question the seller should be able to answer without hesitating.

Then go and look at it, and take somebody who knows the class. The frame, the driveline, the brakes, the emissions equipment and the mounting of the body are all outside every record on the internet, and they are the difference between a truck that works and a truck that is for sale.

## Selling one

The same facts, used in the other direction, are worth money to a seller.

Publish the number. A seller who prints the VIN in the listing is telling every serious buyer that the record will survive being checked, and the buyers who check are the ones who pay properly. Photograph the certification label clearly, and photograph the second label too if the vehicle carries one.

State the decoded model and model year rather than the name on the grille, and name the finishing company explicitly if the body was built by somebody else. Buyers who understand this market will ask; supplying it unprompted marks you as someone who has read their own paperwork.

Get ahead of the specification question. Engine, transmission, axle arrangement, ratio, wheelbase and what has been replaced and when — these decide the price and none of them can be established from the number. Whatever documentation exists is the single most persuasive item in the file, precisely because no decode and no history report can produce it.

## Common questions

### Is there an official Freightliner VIN decoder?

Not a separate one, and none is needed. These vehicles carry the same seventeen-character number as everything else certified for this market, and NHTSA’s vPIC register resolves the manufacturer prefix for every make on the same terms. A general decoder handles the make.

### What are Freightliner’s WMI codes?

The register lists 8: 2FU and 2FV for Canada, 4UZ for the United States, 3FF for Mexico, AFV for South Africa, KFB for Israel, and RSA and RSB for Saudi Arabia. They are filed between 2 entity names, FREIGHTLINER CORPORATION and FREIGHTLINER CUSTOM CHASSIS CORP.

### Why does my motorhome decode as a Freightliner?

Because the chassis was built and certified by the chassis maker, and the body was built by a different company afterwards. Four of the 8 codes are filed as Incomplete Vehicle, which is the register’s term for a vehicle that leaves the factory unfinished. The decode answers for the chassis. The coachwork has its own manufacturer and its own plate on the vehicle.

### Where do I find the body builder’s information?

On the vehicle, not in the decode. The company that finished the build adds its own certification label when it certifies its stage of the work. Look in and around the driver’s door aperture first, then in the cab, in cabinets and on the frame, because a finishing company puts its plate where its own build allows.

### My decode returned a country I was not expecting. Is it wrong?

Probably not. Of the 8 codes, 4 are recorded against South Africa, Israel and Saudi Arabia, which are markets a buyer here will never shop in. A code that appears in the public register was properly assigned. What an unfamiliar prefix does signal is that the vehicle may have been built for another market, which raises certification and paperwork questions worth answering before money changes hands.

### Do all the codes really date from the same year?

Yes. All 8 were opened in 2015. That is a fact about when the register was populated rather than about the vehicles — a createdOn date records a filing, not a build. The date that belongs to a vehicle is the model year at position ten of its own number.

### How many models does the register hold for the make?

130. That is the vocabulary the federal decoder can return for a vehicle whose number resolves to this manufacturer, not a used-truck catalogue and not a current line-up. You cannot work backwards from a prefix to a model, because the register does not publish that relationship.

### Will a decode tell me the engine and axle configuration?

Where the manufacturer submitted those fields, a decode of a real number can return them, and on a commercial vehicle the engine manufacturer field is the most valuable thing you will get. But it describes the certified build. An engine or driveline that has since been rebuilt or replaced leaves no trace in the number, so read the field and then verify the metal.

### Does a Freightliner VIN check show accident or repair history?

A decode does not, because a decode reads the build. Damage reaches the record only where an insurer or a state filed something, such as a total-loss report or a title brand. Our page on [accident checks by VIN](https://baronauto1.com/vehicle-history/vin-accident-check/) explains which events reach the file and which never do.

### Are there false matches when I search the register for the name?

No. Querying the register for this name returns 0 unrelated results, so the codes listed above are the whole set. The 8 codes are the whole set, so a much larger count published elsewhere is counting something other than this make’s own registrations.

## Sources and further reading

- [NHTSA VIN decoder](https://vpic.nhtsa.dot.gov/decoder/)
- [NHTSA recall lookup](https://www.nhtsa.gov/recalls)
- [NMVTIS (US Department of Justice)](https://vehiclehistory.bja.ojp.gov/)
- [NICB VINCheck](https://www.nicb.org/vincheck)
- [49 CFR Part 567 — Certification](https://www.ecfr.gov/current/title-49/subtitle-B/chapter-V/part-567)

Recall, complaint and safety-rating figures on this page were retrieved from the federal databases above on August 19, 2026. Federal data changes — re-check any VIN before you rely on it.

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