2016 Kenworth T680

The Office of Defects Investigation (ODI) opened this Preliminary Evaluation (PE21018) based on eleven Vehicle Owner Questionnaires (VOQ). These VOQs included seven wheel-end fires on various Kenworth and Peterbilt trucks.Several of the VOQs were submitted by a maintenance facility stating that the fires were due to power spring fractures within brake chambers manufactured by Haldex Commercial Vehicle Systems (Haldex). According to the reports, the fractured spring punctured the brake chamber diaphragm, resulting in a partial loss of compressed air to the park brakes, causing the brakes to drag and overheat. ODI sent an information request letter to Haldex on August 3, 2021. On October 17, 2021, Haldex submitted a complete response. In this investigation, ODI analyzed thousands of warranty claims as well as fleet reports of brake chamber replacements. ODI gathered information from multiple vehicle manufacturers and reviewed legal testimony alleging defects and laboratory reports that raised concerns about spring failures initiated by corrosion. ODI found that spring failures were often detectable as soon as they occurred. In the subject incidents, after detecting the failures, some operators continued driving to a maintenance facility rather than stopping and waiting for a mobile technician to address the issue, increasing the risk of fire. While over twenty entities purchased the subject component from Haldex, the VOQs that ODI received involved only PACCAR vehicles. Haldex completed replacement campaigns for several fleets operating PACCAR vehicles, reducing the risk of further failures. Brake chambers have a limited service life. Industry guidance generally recommends replacement every two to four years depending on operating conditions, with some manufacturers and fleets recommending even shorter intervals. Vehicles operating in salt-belt states—where the majority of VOQs originated—require more frequent replacement than vehicles in less corrosive environments. Haldex’s standard warranty is four years and unlimited mileage. ODI determined that the average time in service for warranty claims was 4.9 years and 260,000 miles. Currently, all of the chambers subject to this investigation are between five and ten years old. Given the absence of recent failures and because the subject components are now older than their expected service life, ODI is closing this investigation. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist. 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.

SEAT BELT CABLE BECOMES FRAYED AND BREAKS. WILL BREAK COMPLETELY IF IN AN ACCIDENT. WITH NOTHING HOLDING DRIVER IN DRIVER WILL BECOME INJURED AND POSSIBLY DEATH. REPLACE WITH A BETTER CONSTRUCTED DEVICE

NHTSA ID

11373152

Incident

Nov 5, 2020

DRIVER DRIVING DOWN ROAD I-35 TRUCK DEVELOPED MASSIVE AIR LEAK AND BRAKES APPLIED COULD NOT RELASE BRAKES ALONG SIDE OF INTERSTATE SERVICE CALL FOUND HALDEX BRAKE CHAMBER FAILED REPLACED BRAKE CHAMBER

NHTSA ID

11120509

Incident

Aug 1, 2018

Mileage

250,000 mi

HAVE SOMEONE REMOTELY HACKING INTO ECM BOARD TURNING OFF THINGS ON TRUCKS HAD FREIGHTLINER YEARS BACK THEY KEPT REMOTELY SHUTTING OFF OPT IDLE AN JAKE BRAKE HAD INTERNATIONAL IN 2014 THEY THREW ON TRAILER BRAKES TRYING TO WRECK TRUCK STRAIGHTENED OUT THEN THEY DID AGAIN IN SNOW STORM? ON I-80 IN IOWA *BF *TR

NHTSA ID

11062559

Incident

Jan 11, 2018

Mileage

319,220 mi

THERE ARE NUMEROUS SERVICE BULLETINS ON QUANTUM'S WEBSITE, WWW.QTWW.COM , UNDER PRODUCTS AND SERVICE BULLETINS THAT SAY MANY DIFFERENT PARTS OF THEIR FUEL SYSTEMS WILL FAIL. IT ALSO STATES THAT THEIR BRACKET SYSTEM HOLDING THE TANKS IN PLACE WILL ALLOW THE HIGH PRESSURE TANKS TO MOVE LATERALLY THAT COULD CAUSE A RUPTURE IN THE FUEL LINES OR THE TANK ITSELF. I HAVE CONTACTED THEM TO HAVE THE PARTS REPLACED AND THEY ARE REFUSING TO CHANGE THEM OR TELL ME HOW I CAN MAKE MY SYSTEMS SAFE FOR MY EMPLOYEES TO OPERATE. I HAVE A HUGE CONCERN FOR THE SAFETY OF MY EMPLOYEES WHILE OPERATING THESE SYSTEMS UNTIL THE PARTS THAT WILL POSSIBLY FAIL HAVE BEEN REPLACED. IN ADDITION THEY ARE NOT FOLLOWING THE NFPA 52 GUIDELINES FOR THE LOCATION OF THE PRD VENTS WHICH IN THE EVENT OF A FIRE AND THE CURRENT LOCATION OF THE VENTS WOULD DISCHARGE FUEL DIRECTLY INTO THE FLAMES. THEY CURRENTLY ARE STILL NOT FOLLOWING THE GUIDELINES AS OF TODAY. AS I'M SURE YOU CAN UNDERSTAND MY CONCERNS AND WOULD LIKE TO HAVE THESE ISSUES RESOLVED FOR MYSELF AND ANYONE ELSE THAT HAS PURCHASED THESE FUEL SYSTEMS FROM THIS MANUFACTURER. I HAVE ATTACHED A FEW OF THE BULLETINS FROM THEIR WEBSITE THAT ARE ISSUES WITH MY SYSTEMS TO SHOW THAT THEY ARE AWARE OF THE ISSUES AND IF YOU LIKE I CAN SEND YOU THE EMAIL CONVERSATIONS BETWEEN MYSELF AND QUANTUM TO SHOW THAT THEY ARE NOT DOING ANYTHING TO RECTIFY OR FIX THE ISSUES. THANK YOU IN ADVANCE FOR ANYTHING YOU CAN DO TO ASSIST US IN RESOLVING THESE ISSUES AND MAKE OUR SYSTEMS SAFE FOR OUR EMPLOYEES TO OPERATE.

NHTSA ID

10970507

Incident

Dec 1, 2015

THE DEFROST DOORS IN THE T680 IS WEAK AND BREAKS OFTEN LEAVING THE DRIVER WITHOUT ANY DEFROST CAUSING HIS VISIBILITY TO DECREASE IN AN UNSAFE MANNER. KENWORTH HAS BEEN UNWILLING TO ADDRESS THIS ISSUE AND REPAIR IT. WHEN I CONTACTED OUR DISTRICT SERVICE MANAGER HE KNEW THE PART NUMBER OF THE REPLACEMENT DOOR ASSEMBLY FROM MEMORY AND STATED IN AN EMAIL BACK TO ME THAT KENWORTH HAS IDENTIFIED THE ISSUE AND IS WORKING TO FIX IT ON FUTURE MODELS. LABOR TO REPAIR THIS IS OVER $3000 AND THE PART IS ANOTHER $886. WE HAVE 12 OF THESE VEHICLES, SO FAR 5 OF THE 12 HAVE BROKEN LEAVING MORE THAN ONE DRIVER STRUGGLING TO GET OFF THE HIGHWAY BEFORE HIS WINDOW FOGGED UP SO BAD HE BECAME UNSAFE TO DRIVE. THE VEHICLES ARE IN MOTION WHEN THESE DEFROST DOORS BREAK AND IT CREATES A VERY UNSAFE SITUATION AS TRUCKS CAN NOT JUST PULL OVER ANY SPOT THEY CHOOSE ON THE HIGHWAYS AND WAIT FOR A WINDOW TO THAW OUT. THERE ARE 2 ISSUES THAT HAPPEN ON THESE DOORS. 1 THE DOOR IS OVERFLEXED BY THE ELECTRIC ACTUATOR MOTOR AND SNAPS THE DRIVE COGS OFF OF THE DOOR. 2 THE DOORS EITHER SHRINK OR ARE TOO SMALL TO BEGIN WITH AND THE DRIVE COG DOES NOT MAKE FULL CONTACT WITH THE ACTUATOR MOTOR CAUSING THE TEETH TO STRIP OUT AS IN THE PHOTOS ATTACHED. THE DRIVE COG SHOULD BE EXTRUDED FROM THE HOUSING BUT AS YOU CAN SEE ARE SHRUNK INSIDE THE HOUSING. *TR

NHTSA ID

10948697

Incident

Dec 26, 2016

Mileage

165,462 mi

TL* THE CONTACT OWNS A 2016 KENWORTH T680. WHILE DRIVING 65 MPH, THE STEEL DRUM FROM THE TIRE FRACTURED IN PIECES WHEN THE BRAKE PEDAL WAS DEPRESSED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DIAGNOSED THAT THE STEEL PLATE DRUM WAS NOT WELDED CORRECTLY. THE STEEL PLATE DRUM WAS REPLACED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 20,000.

NHTSA ID

10884200

Incident

Mar 15, 2016

Mileage

20,000 mi

The campaign expiration date has been changed to 03/01/2027.

Troubleshooting procedures for 2.1m cab power windows are now available.

CARB Chassis Update - Chassis list updated with 5 KW and 31 PB additional chassis.

Certain C500/T440/T470/T660/T680/T800/T880/W900 chassis may have air tank reservoirs that do not meet air volume requirements per FMVSS/CMVSS 121 “Air Brake Systems”. This bulletin will be updated when repair parts and procedures are available.

E304: PACCAR MX-11 and MX-13 EMY2016 NOx and N2O Exceedance Emissions Recall Certain vehicles with PACCAR MX-11 and MX-13 EMY2016 engines with less than 300,000 miles (482,803 km) have been shown, in testing, to exceed regulatory limits for NOx and N2O emissions. This bulletin now applies to both Canadian and U.S.-registered vehicles. Software is now available to remedy this emissions non-compliance. NOTE California-registered vehicles that received a letter must have the software updated AND California documentation completed regardless of vehicle mileage.

Certain chassis with Engine Model Year 2016-2021 PACCAR MX-11/MX-13, or EPA13 and EPA21 Cummins ISX12/ISX15/X15 engines that had a previously failed DEF sensor and with DEF sensor software disabled due to industry DEF sensor shortages will now be able to receive a replacement DEF sensor, DEF tank heater coolant control valve, and re-enabled DEF diagnostic software. Please note that chassis equipped with PACCAR PX engines will be eligible for this repair at a future date when software is available.