2010 Ford F-350 Sd Problems

Purchased truck July 1st 2023..after 2 days of owning I’ve experienced death wobble at 48-55mph. It caught me way off guard as I was hauling 40ft travel trailer and family in truck. Truck is currently back at dealership receiving the recalled parts for the newer trucks and have to pay over $3500 in repairs…within the 1200 miles I driven the truck had the death wobble 7 times. Please advise

While on highway, experienced an uncontrolled suspension vibration commonly know as the death wobble. It required me to slow down to 25mph on the highway to stop the uncontrollable vibration. This led to a chaotic situation with cars and trucks around me at the time.

Purchased truck July 1st 2023..after 2 days of owning I’ve experienced death wobble at 48-55mph. It caught me way off guard as I was hauling 40ft travel trailer and family in truck. Truck is currently back at dealership receiving the recalled parts for the newer trucks and have to pay over $3500 in repairs…within the 1200 miles I driven the truck had the death wobble 7 times. Please advise

While on highway, experienced an uncontrolled suspension vibration commonly know as the death wobble. It required me to slow down to 25mph on the highway to stop the uncontrollable vibration. This led to a chaotic situation with cars and trucks around me at the time.

Two incidents of front-end wobble at hwy speeds (65 & 70 mph) that caused violent vibration-shaking of steering wheel, on April 7, 2021 and June 11, 2021. June occurrence happened following pothole strike, lasting +10 seconds with vibration settling after achieving speeds <40 mph. Dealership appointment made for 17 June 2021, suspension check.

TWO TO THREE WEEKS AGO WHILE DRIVING ON THE HIGHWAY IN MY FORD F350 SRW, $WD, CREW CAB TRUCK I WENT OVER A BRIDGE. WENT I CAME OFF THE BRIDGE AND WENT OVER A LITTLE BUMP MY VEHICLE STARTED SHAKING UNCONTROLLABLY. FIRST I WAS YANKED TO THE LEFT AND THEN I WAS ABLE TO STEER IT TO THE RIGHT. I COULD NOT CONTROL THE VEHICLE UNTIL I WAS IN THE BREAKDOWN LANE. I WAS ALMOST STRUCK BY TWO TRACTOR TRAILERS WHO, BY THE GRACE OF GOD WHERE PAYING ATTENTION AND BRAKED BEFORE COLLIDING WITH ME! THE SHAKING WAS SO VIOLENT THAT MY ARMS HURT FOR TWO DAYS AFTER. IT HAS NOW HAPPENED THREE TIMES TO ME, I HAVE AN APPOINTMENT AT THE FORD DEALER WHO REALLY DOESN'T KNOW WHAT TO DO BUT "TRY" DIFFERENT THINGS.

EXHAUST MANIFOLDS CRACKED ON BOTH SIDES OF MOTOR. DEATH WOBBLE IN FRONT SUSPENSION,FOUR WHEEL DRIVE. DRIVING ON INTERSTATE DOING 70 MPH

THROWING A CODE FOR HIGH RAIL PRESSURE. VEHICLE IS STOCK WITH LESS THAN 90,000 MILES ON IT.

TL* THE CONTACT OWNS A 2010 FORD F-350 EQUIPPED WITH BF GOODRICH RUGGED TERRAIN T/A TIRES, SIZE: LT275/65R20 126/123R (NA). WHILE DRIVING 70 MPH, THE REAR PASSENGER TIRE BLEW OUT AND THE TREAD SEPARATED. A FEW MILES AFTER THE FIRST TIRE FAILED, THE REAR DRIVER'S SIDE TIRE ALSO EXPERIENCED TREAD SEPARATION. THE TREAD HAD EXTENSIVELY DISINTEGRATED AND SHREDDED FROM THE REAR TIRES IN AN UNSAFE MANNER. THE CONTACT WAS ABLE TO COAST THE VEHICLE ONTO THE SIDE OF THE ROAD. BOTH TIRES WERE REPLACED BY A TIRE REPAIR FACILITY. THE MANUFACTURER WAS NOTIFIED OF THE TIRE FAILURES AND INDICATED THAT THEY WOULD OFFER A DISCOUNT FOR THE NEW TIRES. THE MANUFACTURER HAD NOT VERIFIED IF THE TIRES HAD BEEN RECALLED. THE CONTACT WAS WAITING TO DETERMINE IF THEY MAY BE ABLE TO INVESTIGATE THE TREAD SEPARATION AND PROVIDE A REMEDY FOR BOTH TIRES. THE TIRE AND VEHICLE FAILURE MILEAGE WAS UNKNOWN. THE VIN AND DOT NUMBER WERE ALSO UNKNOWN.

TL* THE CONTACT OWNS A 2010 FORD F-350 SD EQUIPPED WITH CONTINENTAL CONTI TRAC AS TIRES, SIZE: LT275/70/18 (NA). WHILE DRIVING APPROXIMATELY 70 MPH, A LOUD NOISE EMITTED OUTSIDE OF THE VEHICLE AND THE REAR PASSENGER SIDE TIRE EXPLODED. THE VEHICLE WAS MANEUVERED TO THE SIDE OF THE ROAD WHERE THE SPARE TIRE WAS INSTALLED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO REPLACED BOTH REAR TIRES. AFTER DRIVING 25,000 MILES, THE FAILURE RECURRED WITH THE SAME TIRE AND BOTH REAR TIRES WERE REPLACED WITH NEW ONES. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE VEHICLE FAILURE MILEAGE WAS 23,900 AND THE TIRE FAILURE MILEAGE WAS UNKNOWN.

STEERING GEAR BOX ,OR MAIN GEAR BOX. DEATH WOBBLE ,ON SOME FORD TRUCK, NOT MY VIN# I CALL BEFORE ODI # 10908140. *TR

SUBMISSION FROM CONSTITUENT RE ISSUES WITH FORD F-350 TRUCK (FULL DOCUMENT NOT IMAGED). *SMD THE DEALER HAD THE CONSUMERS VEHICLE FOR 12 DAYS. THE VEHICLE WAS RETURNED TO HIM DAMAGED. WHEN HE ATTEMPTED TO START THE TRUCK, THERE WAS METALLIC ENGINE RATTLE. HE SHUT THE TRUCK OFF AND INSPECTED THE ENGINE, BUT FOUND NO PROBLEM. AS THE CONSUMER DROVE HOME, THE TRUCK STALLED SEVERAL TIMES, THE TRANSMISSION WOULD NOT SHIFT PROPERLY AND THE STEERING WHEEL STARTED TO SHAKE VIOLENTLY AT 30 MPH. THE CONSUMER ALSO STATED THE HEAD LIGHTS DID NOT PROVIDE ADEQUATE LIGHTING OF THE ROAD, THE SEAT BELTS DID NOT RETRACT PROPERLY; THEY WOULD TIGHTENED AS HE WAS DRIVING, WHICH PREVENTED HIM FROM MOVING, THERE CRUISE CONTROL DID NOT ENGAGE PROPERLY, IT WAS DIFFICULT TO MANEUVER THE STEERING WHEEL, THE FUEL GAUGE WAS NOT READING ACCURATELY, THERE WERE NOISES COMING FROM THE DRIVE TRAIN, THE EMERGENCY BRAKE WAS INOPERATIVE, THE VEHICLE SEVERELY PULLED TO THE RIGHT, THE ENGINE LACKED TORQUE AND POWER, THE SUSPENSION WAS NOT ADEQUATE FOR THE VEHICLE, EVERY TIME HE HIT A POT HOLE OR BUMP IN THE ROAD, HE WOULD LOOSE STEERING ABILITY AND THE TIRES WOULD START BOUNCING. IT WOULD TAKE TOO LONG FOR THE VEHICLE TO TAKE OFF, WHEN THE ACCELERATOR WAS APPLIED, THERE WAS AN INSTANT SHUDDER FROM THE VEHICLE, WHEN HE APPLIED THE ACCELERATOR PEDAL. *JB

WENT OUT CAMPING. WENT DRIVING DOWN ROAD AND TRUCK SHUT DOWN. HAD TO HAVE SOMEONE BRING US AN ALTERNATOR BECAUSE THE CLOSET PLACE TO GET ONE WAS IN MINNESOTA. WE LIVE IN UTAH.

TL* THE CONTACT OWNS A 2010 FORD F-350 SD. THE VEHICLE WOULD NOT START. THE VEHICLE WAS TOWED TO THE DEALER FOR A DIAGNOSTIC TEST. THE TECHNICIAN PERFORMED REPAIRS TO THE VEHICLE, BUT THE CONTACT WAS NOT AWARE OF THE REPAIRS. THE CONTACT STATED THAT THE VEHICLE ALSO RAN OUT OF FUEL BECAUSE THE FUEL GAUGE PROVIDED AN INACCURATE READING. THE VEHICLE WAS TOWED FIVE DIFFERENT TIMES TO THE DEALER. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 1,050.

TL* THE CONTACT OWNS A 2010 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING 20 MPH, THE VEHICLE STALLED WITH THE ILLUMINATION OF THE CHECK ENGINE AND RANGE WARNING LAMPS. THE VEHICLE WAS TAKEN TO THE DEALER WHO DIAGNOSED THAT THE FUEL SYSTEM AND INJECTORS NEEDED TO BE REPLACED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE BUT PROVIDED NO ASSISTANCE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE AND CURRENT MILEAGE WAS 15,900.

TL* THE CONTACT OWNS A 2010 FORD F-350 SD. THE VEHICLE WOULD NOT START. THE VEHICLE WAS TOWED TO THE DEALER FOR A DIAGNOSTIC TEST. THE TECHNICIAN PERFORMED REPAIRS TO THE VEHICLE, BUT THE CONTACT WAS NOT AWARE OF THE REPAIRS. THE CONTACT STATED THAT THE VEHICLE ALSO RAN OUT OF FUEL BECAUSE THE FUEL GAUGE PROVIDED AN INACCURATE READING. THE VEHICLE WAS TOWED FIVE DIFFERENT TIMES TO THE DEALER. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 1,050.

SUBMISSION FROM CONSTITUENT RE ISSUES WITH FORD F-350 TRUCK (FULL DOCUMENT NOT IMAGED). *SMD THE DEALER HAD THE CONSUMERS VEHICLE FOR 12 DAYS. THE VEHICLE WAS RETURNED TO HIM DAMAGED. WHEN HE ATTEMPTED TO START THE TRUCK, THERE WAS METALLIC ENGINE RATTLE. HE SHUT THE TRUCK OFF AND INSPECTED THE ENGINE, BUT FOUND NO PROBLEM. AS THE CONSUMER DROVE HOME, THE TRUCK STALLED SEVERAL TIMES, THE TRANSMISSION WOULD NOT SHIFT PROPERLY AND THE STEERING WHEEL STARTED TO SHAKE VIOLENTLY AT 30 MPH. THE CONSUMER ALSO STATED THE HEAD LIGHTS DID NOT PROVIDE ADEQUATE LIGHTING OF THE ROAD, THE SEAT BELTS DID NOT RETRACT PROPERLY; THEY WOULD TIGHTENED AS HE WAS DRIVING, WHICH PREVENTED HIM FROM MOVING, THERE CRUISE CONTROL DID NOT ENGAGE PROPERLY, IT WAS DIFFICULT TO MANEUVER THE STEERING WHEEL, THE FUEL GAUGE WAS NOT READING ACCURATELY, THERE WERE NOISES COMING FROM THE DRIVE TRAIN, THE EMERGENCY BRAKE WAS INOPERATIVE, THE VEHICLE SEVERELY PULLED TO THE RIGHT, THE ENGINE LACKED TORQUE AND POWER, THE SUSPENSION WAS NOT ADEQUATE FOR THE VEHICLE, EVERY TIME HE HIT A POT HOLE OR BUMP IN THE ROAD, HE WOULD LOOSE STEERING ABILITY AND THE TIRES WOULD START BOUNCING. IT WOULD TAKE TOO LONG FOR THE VEHICLE TO TAKE OFF, WHEN THE ACCELERATOR WAS APPLIED, THERE WAS AN INSTANT SHUDDER FROM THE VEHICLE, WHEN HE APPLIED THE ACCELERATOR PEDAL. *JB

SINCE 2012 THE LOW BEAM HEADLIGHTS (BOTH SIDES) INTERMITTENTLY TURN OFF. IT HAPPENS WITH THE LIGHT SWITCH TURNED BOTH TO "ON" AND "AUTO". UP UNTIL THIS WEEK, I COULD ALWAYS SWITCH THEM OFF AND BACK ON, OR FROM THE PULLED-OUT POSITION (FOR THE FOG LAMPS TO TURN ON) TO THE PUSHED IN POSITION, AND THE LIGHTS WOULD TURN RIGHT BACK ON. THERE APPEARS TO BE NOT PATTERN OF SPEED. I HAVE USED AUTO LAMPS WITH THE LIGHT SENSOR ON THE DASH COVERED UP AND COMPLETELY CLEAR OF ANY BLOCKAGE OF LIGHT. ALL OF A SUDDEN THIS WEEKEND, THE LOW BEAM HEADLIGHTS HAVE COMPLETELY STOPPED WORKING. I CHANGED THE BULBS AND THEY TOO DON'T WORK. THIS ISSUE HAS BEEN BROUGHT TO THE ATTENTION OF THE LOCAL DEALER IN THE PAST WITH NO RESOLUTION. *TR

TL* THE CONTACT OWNS A 2010 FORD F-350 SD. THE CONTACT STATED THAT THERE WERE SPRINGS PROTRUDING FROM THE DRIVER'S SEAT. THE VEHICLE WAS NOT TAKEN TO THE DEALER. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE BUT DID NOT OFFER ANY ASSISTANCE SINCE THE VEHICLE WAS NOT INCLUDED IN ANY RECALLS. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 130,000 AND THE CURRENT MILEAGE WAS 161,000. *TR

DURING ITS WARRANTY PERIOD, THE VEHICLE EXHIBITED RUST AT LOAD-BEARING AREAS OF SEVERAL CROSSMEMBERS WHICH SUPPORT THE PICKUP BED. THE RUST OCCURS EXCLUSIVELY BETWEEN THE STAMPED STEEL CROSSMEMBER ITSELF AND A STAMPED STEEL REINFORCING PLATE WHICH IS SPOT-WELDED TO EACH CROSSMEMBER WHERE IT INTERSECTS AND MAKES LOAD-BEARING CONTACT WITH THE VEHICLE'S FRAME. BECAUSE THE RUST AND ANY MOISTURE, SALT, ETC. ARE CAPTIVE BENEATH THE REINFORCING PLATE, RUST IS CONCEALED FROM VIEW UNTIL IT PROCEEDS BEYOND THE PERIPHERY OF EACH PLATE. THIS MAKES IT DIFFICULT TO KNOW THE DEPTH TO WHICH RUST HAS PENETRATED EACH CROSSMEMBER. AS THE LOAD-BEARING PORTIONS OF THE PICKUP BED CROSSMEMBERS ARE WEAKENED BY RUST, THE VEHICLE'S RATED PAYLOAD CAPACITY IS COMPROMISED ACCORDINGLY AND THE POTENTIAL FOR CROSSMEMBERS TO COLLAPSE AT OR BELOW THE VEHICLE'S RATED PAYLOAD CAPACITY BECOMES A CONCERN. COLLAPSE OF THE CROSSMEMBERS WHICH SUPPORT THE PICKUP BED AND ITS PAYLOAD COULD RESULT IN SUDDEN DESTABILIZATION OF THE PAYLOAD AND THE VEHICLE, LEADING TO LOSS OF CONTROL OF THE VEHICLE AND POSSIBLY A CRASH. FURTHER CONCERN IS THAT THE UPPERMOST PORTION OF THE FUEL TANK IN THIS VEHICLE (WITH GASOLINE ENGINE) IS PROTECTED BY A CLEARANCE BETWEEN IT AND THE UNDERSIDE OF THE PICKUP BED, AS MAINTAINED BY THE HEIGHT OF THE CROSSMEMBERS. EXPOSED ATOP THE FUEL TANK IS THE EXTERIOR PORTION OF THE FUEL TANK SENDER ASSEMBLY AND ITS FITTINGS, COMPRISED OF A PRESSURIZED FUEL LINE AND CORRESPONDING FUEL RETURN LINE, FUEL VAPOR LINES, AND ELECTRICAL POWER TO THE FUEL PUMP. THERE IS CONCERN THAT THE UNDERSIDE OF THE PICKUP BED MAY MAKE DAMAGING CONTACT WITH THESE FITTINGS SHOULD A COLLAPSE OF ITS CROSSMEMBERS OCCUR. THE VEHICLE HAS BEEN SURRENDERED TWICE FOR WARRANTY REVIEW, EACH DENIED. A THIRD ATTEMPT AT REPAIR IS PRESENTLY IN NEGOTIATION WITH FORD MOTOR COMPANY IN AN OPEN CASE, CUSTOMER TO ASSUME HALF OF ALL COSTS. *TR

SUBMISSION FROM CONSTITUENT RE ISSUES WITH FORD F-350 TRUCK (FULL DOCUMENT NOT IMAGED). *SMD THE DEALER HAD THE CONSUMERS VEHICLE FOR 12 DAYS. THE VEHICLE WAS RETURNED TO HIM DAMAGED. WHEN HE ATTEMPTED TO START THE TRUCK, THERE WAS METALLIC ENGINE RATTLE. HE SHUT THE TRUCK OFF AND INSPECTED THE ENGINE, BUT FOUND NO PROBLEM. AS THE CONSUMER DROVE HOME, THE TRUCK STALLED SEVERAL TIMES, THE TRANSMISSION WOULD NOT SHIFT PROPERLY AND THE STEERING WHEEL STARTED TO SHAKE VIOLENTLY AT 30 MPH. THE CONSUMER ALSO STATED THE HEAD LIGHTS DID NOT PROVIDE ADEQUATE LIGHTING OF THE ROAD, THE SEAT BELTS DID NOT RETRACT PROPERLY; THEY WOULD TIGHTENED AS HE WAS DRIVING, WHICH PREVENTED HIM FROM MOVING, THERE CRUISE CONTROL DID NOT ENGAGE PROPERLY, IT WAS DIFFICULT TO MANEUVER THE STEERING WHEEL, THE FUEL GAUGE WAS NOT READING ACCURATELY, THERE WERE NOISES COMING FROM THE DRIVE TRAIN, THE EMERGENCY BRAKE WAS INOPERATIVE, THE VEHICLE SEVERELY PULLED TO THE RIGHT, THE ENGINE LACKED TORQUE AND POWER, THE SUSPENSION WAS NOT ADEQUATE FOR THE VEHICLE, EVERY TIME HE HIT A POT HOLE OR BUMP IN THE ROAD, HE WOULD LOOSE STEERING ABILITY AND THE TIRES WOULD START BOUNCING. IT WOULD TAKE TOO LONG FOR THE VEHICLE TO TAKE OFF, WHEN THE ACCELERATOR WAS APPLIED, THERE WAS AN INSTANT SHUDDER FROM THE VEHICLE, WHEN HE APPLIED THE ACCELERATOR PEDAL. *JB

RAILROAD HYRAIL VEHICLE EQUIPPED, AFTER MARKET, WITH HYRAIL WHEEL ASSEMBLIES WHICH ALLOW THE VEHICLE TO OPERATE ON RAILROAD TRACKS. ONCE HYRAIL (FLANGED) WHEELS ARE RETRACTED, THE VEHICLE IS OPERATED OVER THE HIGHWAYS AND PUBLIC ROADS LIKE ANY OTHER VEHICLE. ON OR ABOUT 5/15/12 NEAR NEWCASTLE, WY, RAILROAD EMPLOYEE WAS OPERATING HYRAIL-EQUIPPED VEHICLE ON PUBLIC ROADWAY WHEN IT STRUCK A COW AT APPROX. 18-20 MPH. VEHICLE STRUCK COW WITH RIGHT FRONT END, SPINNING THE COW AROUND TO STRIKE THE SIDE OF THE PICKUP ALSO. STEERING WHEEL (FRONTAL) AIRBAGS DID NOT DEPLOY, BUT OTHER (SIDE) AIRBAG(S) DID DEPLOY. CONCERN IS THAT THE INSTALLATION OF HYRAIL WHEEL ASSEMBLIES MIGHT BE IMPACTING THE AIRBAG SENSOR. THE HYRAIL WHEEL ASSEMBLIES EXTEND APPROX. ONE FOOT OF STEEL FRAMEWORK AHEAD OF THE FRONT AND REAR BUMPERS. THE PLACEMENT OF THESE ASSEMBLIES MIGHT INADVERTENTLY BE AFFECTING AIRBAG DEPLOYMENT IN CRASHES ON THE RAILROAD TRACK AND ON PUBLIC ROADS. *TR

SUBMISSION FROM CONSTITUENT RE ISSUES WITH FORD F-350 TRUCK (FULL DOCUMENT NOT IMAGED). *SMD THE DEALER HAD THE CONSUMERS VEHICLE FOR 12 DAYS. THE VEHICLE WAS RETURNED TO HIM DAMAGED. WHEN HE ATTEMPTED TO START THE TRUCK, THERE WAS METALLIC ENGINE RATTLE. HE SHUT THE TRUCK OFF AND INSPECTED THE ENGINE, BUT FOUND NO PROBLEM. AS THE CONSUMER DROVE HOME, THE TRUCK STALLED SEVERAL TIMES, THE TRANSMISSION WOULD NOT SHIFT PROPERLY AND THE STEERING WHEEL STARTED TO SHAKE VIOLENTLY AT 30 MPH. THE CONSUMER ALSO STATED THE HEAD LIGHTS DID NOT PROVIDE ADEQUATE LIGHTING OF THE ROAD, THE SEAT BELTS DID NOT RETRACT PROPERLY; THEY WOULD TIGHTENED AS HE WAS DRIVING, WHICH PREVENTED HIM FROM MOVING, THERE CRUISE CONTROL DID NOT ENGAGE PROPERLY, IT WAS DIFFICULT TO MANEUVER THE STEERING WHEEL, THE FUEL GAUGE WAS NOT READING ACCURATELY, THERE WERE NOISES COMING FROM THE DRIVE TRAIN, THE EMERGENCY BRAKE WAS INOPERATIVE, THE VEHICLE SEVERELY PULLED TO THE RIGHT, THE ENGINE LACKED TORQUE AND POWER, THE SUSPENSION WAS NOT ADEQUATE FOR THE VEHICLE, EVERY TIME HE HIT A POT HOLE OR BUMP IN THE ROAD, HE WOULD LOOSE STEERING ABILITY AND THE TIRES WOULD START BOUNCING. IT WOULD TAKE TOO LONG FOR THE VEHICLE TO TAKE OFF, WHEN THE ACCELERATOR WAS APPLIED, THERE WAS AN INSTANT SHUDDER FROM THE VEHICLE, WHEN HE APPLIED THE ACCELERATOR PEDAL. *JB

SUBMISSION FROM CONSTITUENT RE ISSUES WITH FORD F-350 TRUCK (FULL DOCUMENT NOT IMAGED). *SMD THE DEALER HAD THE CONSUMERS VEHICLE FOR 12 DAYS. THE VEHICLE WAS RETURNED TO HIM DAMAGED. WHEN HE ATTEMPTED TO START THE TRUCK, THERE WAS METALLIC ENGINE RATTLE. HE SHUT THE TRUCK OFF AND INSPECTED THE ENGINE, BUT FOUND NO PROBLEM. AS THE CONSUMER DROVE HOME, THE TRUCK STALLED SEVERAL TIMES, THE TRANSMISSION WOULD NOT SHIFT PROPERLY AND THE STEERING WHEEL STARTED TO SHAKE VIOLENTLY AT 30 MPH. THE CONSUMER ALSO STATED THE HEAD LIGHTS DID NOT PROVIDE ADEQUATE LIGHTING OF THE ROAD, THE SEAT BELTS DID NOT RETRACT PROPERLY; THEY WOULD TIGHTENED AS HE WAS DRIVING, WHICH PREVENTED HIM FROM MOVING, THERE CRUISE CONTROL DID NOT ENGAGE PROPERLY, IT WAS DIFFICULT TO MANEUVER THE STEERING WHEEL, THE FUEL GAUGE WAS NOT READING ACCURATELY, THERE WERE NOISES COMING FROM THE DRIVE TRAIN, THE EMERGENCY BRAKE WAS INOPERATIVE, THE VEHICLE SEVERELY PULLED TO THE RIGHT, THE ENGINE LACKED TORQUE AND POWER, THE SUSPENSION WAS NOT ADEQUATE FOR THE VEHICLE, EVERY TIME HE HIT A POT HOLE OR BUMP IN THE ROAD, HE WOULD LOOSE STEERING ABILITY AND THE TIRES WOULD START BOUNCING. IT WOULD TAKE TOO LONG FOR THE VEHICLE TO TAKE OFF, WHEN THE ACCELERATOR WAS APPLIED, THERE WAS AN INSTANT SHUDDER FROM THE VEHICLE, WHEN HE APPLIED THE ACCELERATOR PEDAL. *JB