A recent class action, Thompson v. FCA US LLC, arose after owners of 2015–2017 Chrysler 200 PZEV models in 11 states reported repeated failures of the MultiAir actuator and fuel injectors—critical engine components that control valve timing and fuel delivery—and paid hundreds to thousands of dollars for repairs that Chrysler treated as ordinary powertrain work rather than emissions-related defects. Plaintiffs alleged those parts should have been covered under California’s stricter Emissions Warranty rules for Partial Zero Emission Vehicles (PZEVs), which require longer coverage for emissions-related components. The settlement automatically extends coverage for those parts to 15 years or 150,000 miles and allows owners who already paid for repairs to seek reimbursement (claim deadline March 30, 2026); FCA denies wrongdoing and the court made no liability finding, while class counsel may receive up to $980,000 in fees paid separately by FCA. The case matters beyond the Chrysler 200 because it underscores how component classification can shift warranty exposure and out-of-pocket costs for consumers in states that follow California’s emissions standards, potentially prompting manufacturers to re-evaluate labeling and warranty practices to avoid similar suits. It also fits a broader pattern of litigation pushing automakers toward greater compliance with emissions-related warranty obligations and consumer protection laws; regulators and automakers keep a close eye on PZEV certification rules and state adoptions of California standards that trigger longer emissions warranties. For affected owners the takeaway is practical and immediate: future repairs within the covered window should be covered at dealerships, but anyone seeking reimbursement for past work must file a claim by the March 30, 2026 deadline (opt-out/objection deadlines are April 2, 2026).