2011 Freightliner Cascadia

On August 31, 2020, the Office of Defects Investigation (ODI) opened a recall query, RQ20001, to investigate the allegations of water intrusion into the truck cab signal-detect and activation module (SAM cab).The investigation further evaluated the effectiveness of the original recall remedy, and the installation of an updated drip shield as it relates to continual water intrusion resulting in the loss of electrical functions and potential fire.The potential hazard was the increased risk of a crash and injury in certain model year (MY) 2007-2021 Freightliner Cascadia P3 vehicles manufactured by Daimler Trucks North America (DTNA). ODI sent DTNA an information request (IR) letter on September 29, 2020.DTNA's November 20, 2020, IR response detailed how the company had implemented various improvements through recall 09V024 and multiple technical service bulletins (TSBs) to mitigate water intrusion.The effectiveness of new windshield seals and revisions to the drip shield is evident by the downward trend in claims rate from an average high of 7.64% in the beginning product life of Cascadia P3 (MYs 2007-2009), to 1.79% average for MYs 2011-2018, and down to 0.49% towards the end of the Cascadia P3 production.Moreover, the data shows that most failures occurred within the first three years of service with a significant downward trend thereafter. In view of the current overall low failure rate, the nature of early-life failure, and failure rate trending downward since model year 2017, this Recall Query (RQ) is closed.  The Agency reserves the right to take additional action if warranted by future circumstances. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

On April 23, 2018, the National Highway Traffic Safety Administration (“NHTSA”) opened Audit Query (AQ18002) to assess the timeliness and scope of four recalls filed by Daimler Trucks North America, LLC (“DTNA”). NHTSA subsequently expanded AQ18002 to examine the timeliness and scope of three additional DTNA recalls and compliance with early warning reporting and manufacturer communications reporting requirements. NHTSA and DTNA entered into a Consent Order on December 29, 2020, to resolve NHTSA’s assertions that certain recalls within the scope of AQ18002 were untimely, DTNA failed to timely submit certain manufacturer communications to NHTSA, and DTNA failed to submit field reports to NHTSA as required. As part of the Consent Order, DTNA agreed to a total civil penalty of thirty million dollars ($30,000,000), of which ten million dollars ($10,000,000) was paid on January 12, 2021. Also, of that total civil penalty, DTNA agreed to spend five million dollars ($5,000,000) on the specific performance obligations to develop advanced data analytics capabilities to enhance its ability to detect and study emerging safety-related defect trends on its vehicles (“Safety Data Analytics infrastructure”) and an advanced data analytics and reporting platform that integrates data on emerging safety-related defect trends on its vehicles and recall lessons learned (“Safety Communications Platform”). The Consent Order also held fifteen million dollars ($15,000,000) of the civil penalty in abeyance pending DTNA’s satisfactory completion of the requirements of the Consent Order, and its compliance with the Safety Act, and regulations thereunder. NHTSA and DTNA agreed to a two-year term for the Consent Order—with an option for NHTSA to extend the Consent Order for an additional year, if warranted. In the Consent Order, DTNA agreed to numerous performance obligations, including monthly meetings with NHTSA to discuss potential safety issues, recent manufacturer communications, and recall decision-making, among other things; quarterly meetings with NHTSA to discuss DTNA’s progress on the performance obligations under the Consent Order, including the Safety Data Analytics infrastructure and Safety Communications Platform, and any issues related to compliance with the Consent Order, Safety Act, or regulations; development of written procedures and employee training materials to help DTNA comply with its legal obligations to timely identify and report safety defects and noncompliances, submit complete and accurate recall filings, and timely submit manufacturer communications and field reports to NHTSA; and identifying and reporting previously unreported manufacturer communications and field reports. Also, via the Consent Order, DTNA acknowledged that the failure or inability to identify a specific root cause, develop an adequate remedy or repair, or confirm the affected population of vehicles are not bases for delaying filing a recall with NHTSA. On December 22, 2022, NHTSA extended the Consent Order for a term of one year due to concerns about DTNA’s compliance with its recall-related obligations. Specifically, NHTSA expressed concerns about the completeness of DTNA’s recall reports and issues identified with owner notification letters during the term of the Consent Order, as well as the length of time that DTNA took to consider a straightforward noncompliance issue before filing a recall and DTNA’s interactions with NHTSA during the term of the Consent Order. NHTSA addressed these concerns with DTNA during the third year of the Consent Order. The extended term of the Consent Order expired on December 28, 2023. Based on the Consent Order, this investigation, AQ18002, is closed. Closure of this AQ has no bearing on the terms of the Consent Order or DTNA’s ongoing legal obligations, and it does not represent a determination by NHTSA as to DTNA’s performance under the Consent Order.

On April 23, 2018, the Office of Defects Investigation (ODI) opened this Preliminary Evaluation (PE18-004) to investigate certain alleged defects affecting the Powernet Distribution Box (PNDB) and associated wiring on certain model year (MY) 2011-2016 Freightliner Cascadia (P3 platform) truck tractors that may result in disruption or loss of electrical power to the PNDB itself and other electrical circuits, thermal events, and/or vehicle fires.On May 7, 2018, ODI sent an Information Request (IR) letter to Daimler Trucks North America LLC (DTNA). On June 19, 2018, ODI received an IR response from DTNA that included vehicle production, consumer complaint, field report, warranty, manufacturer actions, changes and other data related to the alleged defects. On April 8, 2019, ODI received a supplemental IR response from DTNA that included their assessment of the alleged defects. Furthermore, ODI engaged in discussions with the manufacturer about the alleged defects on multiple occasions during the course of this investigation. ODI analysis of all available data indicates there is not an apparent defect trend. The most recent field report data reviewed was from 2017Q1 and the most recent complaint data was received by ODI in 2019Q1. The complaint rate is low. Most warranty claims occurred early in the vehicles' service life, and with the newest of the subject vehicles being over four years old, they are all now beyond that point. The warranty claim rates for loose input or output terminals (0.16%), loose fuses (0.25%), PNDB power (B+) supply cable corrosion or improper PNDB power (B+) supply cable routing and/ or securement (0.00%) are all low.The most serious consequence in the warranty claim data alleged engine shutoff with a vehicle in motion. While some vehicles did experience a loss of electrical power resulting in loss of motive power with no immediate restart capability, the bulk of the warranty claims were for vehicles equipped with an optional cab power disconnect switch solenoid with an automatic reset feature that may exhibit a brief, intermittent loss of power. If the input and output voltages differ by an unacceptable amount, potentially due to foreign object debris or corrosion on the solenoid's contacts, the PNDB senses the difference and enters an auto-reset mode in an attempt to correct the condition. The internal contacts open for one second, stopping the flow of electricity, and then close, restoring the flow for two seconds. This cycle is repeated for up to five times; after a maximum of thirteen seconds, the PNDB defaults to the on position and electrical power is restored. This condition exhibits a transient loss of power but it does not cause any permanent engine disablement. As a precaution, the solenoid-equipped PNDB part was modified in August 2017 to eliminate the auto-reset feature. Since 2010, there has been only 1 report of vehicle fire and zero reports of crash, injury or death. Accordingly, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that no safety-related defect exists. The agency reserves the right to take further action if warranted by the circumstances.

The Office of Defects Investigation (ODI) received Early Warning Reporting (EWR) data from the manufacturer that indicated some number of subject vehicles had allegedly experienced a fracture of one or more support brackets resulting in an unsecured air brake reservoir.This could result in a loss of air pressure necessary for proper service brake application and a potential road hazard if the reservoir separates from the vehicle in operation.By letter dated August 15, 2012, Daimler Trucks North America LLC (DTNA) has notified ODI that it has initiated a safety recall (identified by NTHSA Recall No. 12V-405 and DTNA Recall No. FL-631) to address a safety defect in approximately 1,663 model year (MY) 2009 through 2012 Freightliner 114SD, Business Class M2, Cascadia, Coronado, Sterling 9500 and Western Star 4700 trucks manufactured from July 7, 2008 through December 15, 2011, originally equipped with a specific perpendicular oriented air brake reservoir support bracket (P/N 12-22981-000).To date ODI is unaware of any bracket failures that resulted in a complete separation of the reservoir from the vehicle.Affected owners will be notified by DTNA beginning October 15, 2012 and affected vehicles will have the subject air brake reservoir support brackets replaced with a more robust bracket.Repairs will be performed by DTNA authorized service facilities.Copies of DTNA's reimbursement plan for pre-notification remedies will be submitted to ODI as a supplemental report when available.Accordingly, this investigation is closed.

ON 5-24-19, I WAS TRAVELING WEST ON HWY 56, 4 MILES EAST OF HERINGTON KS. SUDDENLY WITHOUT NOTICE, MY ENGINE SHUT OFF, I WAS LEFT WITH A DEAD TRUCK, TRAVELING AT 62 MPH, AND MY TANKER WAS FULLY LOADED, I COULD NOT HOLD THE TRUCK ON THE ROAD, THE RIGHT FRONT TIRE CAUGHT THE SOFT EDGE OF THE ROAD, AND I WAS PULLED INTO THE DITCH, MY SEMI ROLLED AND I WAS PINNED INSIDE THE CAB, EMS PERSONAL WORKED FOR OVER 90 MINUTES TO FREE ME FROM THE WRECKAGE. IM VERY LUCKY TO BE ALIVE, RECOVERY WILL TAKE MONTHS. I WANT TO SEE AN INVESTIGATION INTO THIS PROBLEM, THIS MODEL HAS MANY ELECTRICAL PROBLEMS, BUT WHEN YOU LOOSE EVERYTHING, YOU CRASH. IF YOU ARE DRIVING A FREIGHTLINER CASCADIA I'M PRAYING FOR YOU, I HOPE THIS PROBLEM CAN BE FOUND, AND FIXED, GOING THROUGH WHAT I WENT THROUGH IS HORRIBLE. WHEN THE TOTAL LOSS OF POWER OCCURRED, MY DIGITAL VOLTAGE GAUGE WENT FROM 14.1 VOLTS TO 4.7 VOLTS

NHTSA ID

11218765

Incident

May 24, 2019

Mileage

172,600 mi

TRAILER LIGHT NOT WORKING DAMAGED SAM CHASSIS

NHTSA ID

11189852

Incident

Feb 28, 2019

THIS VEHICLE IT'S HAVING POWER TRAIN PROBLEMS CAUSING THE VEHICLE BEEN HARD TO CONTROL ON THE ROAD PLUS ITS BRAKING WRONG AT TIMES. SOME TIMES IT BRAKE WELL, MOST OF THE TIMES IT DON'T BRAKE. ONGUARD SYSTEM TOO INTRUSIVE MAKING VERY HARD BRAKING IN FALSE ( BRIDGE DETECTED AS STOPED OBJET, ONGUARD IT FULL ALIGNED. TRANSMISSION IT'S NOT SMOOTH AT BACKING OR PULLING SLOWLY. MORE THAN 70,000 DOLLARS INVESTED IN REPAIRS IN A TIME OF 2.5 YEARS AND THE PROBLEMS PERSIST. FREIGHTLINER DEALERS SEEMS CARELESS ABOUT IT AND STATED IT'S NOT FAULT ON IT. AND LAST TIME THEY SAID IT'S A TIRE RELATED PROBLEM BUT THEY DON'T KNOW WHAT AND THEY NOT ABLE TO FIX.

NHTSA ID

11123999

Incident

Dec 27, 2017

Mileage

500,000 mi

TL* THE CONTACT DROVE A 2011 FREIGHTLINER CASCADIA. THE CONTACT DROVE THE VEHICLE FOR WORK. THE CONTACT STATED THAT THE DIESEL ENHANCEMENT FLUID LEVEL COMPONENT FAILED TO WORK PROPERLY, INCLUDING THE SENSOR/WARNING INDICATOR. IN ADDITION, THE SPEEDOMETER FAILED TO FUNCTION AND THE EQUIPMENT WAS NOT FUNCTIONING PROPERLY. THE CONTACT WAS NOT ABLE TO DRIVE THE VEHICLE DUE TO THE FAILURES. THE VEHICLE WAS LEFT AT A TRUCK STOP. THE MANUFACTURER WAS NOTIFIED OF THE FAILURES. THE VIN AND FAILURE MILEAGE WERE NOT AVAILABLE.

NHTSA ID

10950072

Incident

Feb 3, 2017

WHEN OUR VEHICLE IS OPERATING AT HIGHWAY SPEEDS THE VEHICLE LOSES ALL POWER AS IF YOU HAD TURNED OFF THE IGNITION SWITCH AND THEN TURNED IT BACK ON. THIS LASTS FOR A FEW SECONDS WHERE TOTAL CONTROL TO THE VEHICLE IS LOST BEFORE IT RESUMES NORMAL WORKING CONDITIONS. WE HAVE SPOKEN TO THE LOCAL FREIGHTLINER DEALER WHO HAS ADVISED US THAT THIS IS A COMMON ISSUE WITH THESE UNITS, HOWEVER, THEY ARE UNAWARE OF WHAT CAUSES THIS ISSUE AND ARE UNABLE TO FIX IT. WE DO NOT CURRENTLY HAVE ANY REPAIR ITEMS TO INCLUDE WITH THIS AS THE DEALER HAS NOT CHARGED US FOR ANY WORK DUE TO THEIR INABILITY TO REPAIR IT. THIS PUTS ANY DRIVER IN A COMPROMISED POSITION AS THEY ARE UNABLE TO CONTROL THEIR TRUCK DURING THESE PERIODS OF COMPLETE POWER OUTAGE. THE POWER OUTAGE ON THE UNIT HAS HAPPENED ON MULTIPLE OCCASIONS WITH THIS UNIT WITH NO REMEDY PROVIDED FROM THE DEALER.

NHTSA ID

10860522

Incident

Apr 14, 2016

Mileage

520,000 mi

TL* THE CONTACT OWNS A 2011 FREIGHTLINER CASCADIA. THE CONTACT STATED THAT WHILE DRIVING AT 60 MPH, THE ENGINE STALLED AND RESTARTED WHILE ALL THE WARNING LIGHTS WHERE ILLUMINATED. THE FAILURE WAS PERSISTENT. THE CONTACT ALSO STATED THAT HE RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 15V616000 (TRAILER HITCHES) BUT THE RECALL REMEDY WAS NOT AVAILABLE. THE VEHICLE WAS TAKEN TO A DEALER WHERE IT COULD NOT BE DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 483,000.

NHTSA ID

10809749

Incident

Jun 11, 2014

Mileage

483,000 mi

1. AT FIRST, I FELT THE VEHICLE HESITATE WHEN I UP-SHIFT. I GOT INTO THE HIGHWAY AND THE ENGINE STARTED TO MISS GRADUALLY AND GETTING WORSE. I PULLED INTO A FREIGHT-LINER AND THE SAY THAT FUEL LINE IS CONTAMINATED BECAUSE THE FUEL PUMP BROKE INSIDE. THEY SAID THEY HAVE TO FLUSH OUT THE LINES AND REPLACE THE FILTER, INJECTORS, FUEL PUMP AND HIGH PRESSURE FUEL LINES. I JUST BOUGHT A FULL TANK OF DIESEL BEFORE THE INCIDENT. ALL THE FUEL WILL BE DUMPED AND FUEL TANKS WILL BE CLEANED. I HAVE THE ESTIMATED REPAIR TO COST OVER $10,000 DOLLARS. I CALLED DAIMLER CORPORATE OFFICE TO SEE IF THEY COULD HELP ME TO COVER SOME OF THE BILLS THEY DECLINED WITH THE EXCUSE THAT THE TRUCK IS 38,000 MILES OVER THE WARRANTY AN ESTIMATE OF ABOUT 2 MONTHS.THIS PROBLEM IS NOT MY FAULT, IT IS A DEFECTIVE PRODUCT. 2. THE BOTTOM SCREW HOLDING THE FUEL RAIL LEAKS OIL. THEY SEALED THE OIL IN WITH SILICON AND I JUST CHANGED AIR COMPRESSOR FOR OIL LEAK. I HAVE JUST BOUGHT THE TRUCK 6 MONTHS AGO. THE TRUCK MAY HAVE HAD AN ACCIDENT BEFORE. WHEN I STEP HARD ON THE BRAKE PEDAL, I HEAR A LOUD METAL KNOCKING NOISE FROM THE FRONT DRIVER SIDE BRAKE CHAMBER. AND THAT AFFECT THE STEERING. *TR

NHTSA ID

10691274

Incident

Feb 17, 2015

Mileage

538,000 mi

1. AT FIRST, I FELT THE VEHICLE HESITATE WHEN I UP-SHIFT. I GOT INTO THE HIGHWAY AND THE ENGINE STARTED TO MISS GRADUALLY AND GETTING WORSE. I PULLED INTO A FREIGHT-LINER AND THE SAY THAT FUEL LINE IS CONTAMINATED BECAUSE THE FUEL PUMP BROKE INSIDE. THEY SAID THEY HAVE TO FLUSH OUT THE LINES AND REPLACE THE FILTER, INJECTORS, FUEL PUMP AND HIGH PRESSURE FUEL LINES. I JUST BOUGHT A FULL TANK OF DIESEL BEFORE THE INCIDENT. ALL THE FUEL WILL BE DUMPED AND FUEL TANKS WILL BE CLEANED. I HAVE THE ESTIMATED REPAIR TO COST OVER $10,000 DOLLARS. I CALLED DAIMLER CORPORATE OFFICE TO SEE IF THEY COULD HELP ME TO COVER SOME OF THE BILLS THEY DECLINED WITH THE EXCUSE THAT THE TRUCK IS 38,000 MILES OVER THE WARRANTY AN ESTIMATE OF ABOUT 2 MONTHS.THIS PROBLEM IS NOT MY FAULT, IT IS A DEFECTIVE PRODUCT. 2. THE BOTTOM SCREW HOLDING THE FUEL RAIL LEAKS OIL. THEY SEALED THE OIL IN WITH SILICON AND I JUST CHANGED AIR COMPRESSOR FOR OIL LEAK. I HAVE JUST BOUGHT THE TRUCK 6 MONTHS AGO. *TR

NHTSA ID

10691273

Incident

Feb 17, 2015

Mileage

538,000 mi

Revised Freightliner Service Bulletin for ParkSmart Eberspaecher Auxiliary Heater Service. This bulletin replaces the version dated May 2015. The note in General Information has been revised to include New Cascadia. Espar information has been changed to reflect a company name change to Eberspaecher.

Revised Freightliner Service Bulletin for Hood-Mounted Splash Shield Rivet Replacement. Minor note: added an update of document previously submitted. The related VMRS codes are added

End of Production for the Freightliner P3 Cascadia Sales Cabs. Due to low production volumes, DTNA will be discontinuing the production of the Freightliner Cascadia P3 Sales Cabs.

Tech Talk discussion on DD13 rail pressure woes.

Warranty Information letter announcing that DTNA is increasing the Standard Diagnostic Times (SDTs) shown. The updated after treatment system (ATS) diesel exhaust fluid (DEF) pump times will be applied to repair orders opened on or after April 12, 2021.

Warranty Information Letter announcing DTNA is adjusting the Standard Repair Times (SRTs) shown. The updated times will be applied to repair orders opened on or after April 5, 2021.