2018 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.

See attached document for complaint.

NHTSA ID

11655149

Incident

Dec 27, 2024

We bought this truck with 401, 000 miles on it. So far we have had to replace the rear ends twice. the whole DPF system, the check engine light still on since the day we bought the truck. We have had 5 NOS sensors put into the truck, 6 input and output sensors put into the truck. This truck has been defective since the day of purchase. We keep having the same error code of p3770 come up evetime we take to shop. The error code has been looked at so many times that even the master techs don't know what is wrong with the truck other then we keep replacing the same stuff over and over again.

NHTSA ID

11518882

Incident

Apr 18, 2023

The air dryer bracket part number G11-6218 was craked and because of that it wasn't secured to the frame. The air dryer was hanging on the airline with the piece of the broken bracket. It is not secured. That is extremely unsafe because it could brake airlines and trucks would lose its brakes.

NHTSA ID

11475046

Incident

Jul 20, 2022

Seat belt frame cover was cracked and seat belt would not retract. The other side was broken as well with casing coming off. I was in the middle of backing for a delivery and the driver seat retract would not stay in place and the seat kept folding forward causing me to not be able to back the truck. I was told this is due to obese drivers causing the seat to break. Also during the time of my brake issue where are the brakes locked up and on several other occasions the air brake lost pressure for no reason.

NHTSA ID

11420956

Incident

Jun 12, 2021

I started the truck after not driving for 1 day and a heavy rain storm the day prior. I attempted to drive bobtail when the brakes locked up. The traction control light came on then went back off. Then the adaptive cruise control notification came on. The regon came on then went back off. A speedometer sign with an exclamation mark came up and would not go away. After attempting to go down the road the brakes continued to lock up, would not release and caused the rear passenger tires to go bald and lose my job.

NHTSA ID

11420954

Incident

Jun 14, 2021

AUTOMATIC EMERGENCY BRAKING IS AN ABSOLUTE DANGER TO THE MOTORING PUBLIC AND NEEDS TO BE ELIMINATED IMMEDIATELY. I AM SICK AND TIRED OF ENGINEER'S WHO DON'T KNOW THEIR ASS FROM A HOLE IN THE GROUND DESIGNING BULLSHIT THAT DOESN'T WORK. FAR TOO MANY FALSE RADAR RETURNS AND UNWANTED HARD STOPS TO BE OF ANY USE. I DO NOT OWN THIS VEHICLE BUT IF I DID THE FIRST THING I WOULD DO RIGHT AFTER I PULL THE FUSE FOR THE LANE DEPARTURE WARNING WOULD BE TO ISOLATE AND BYPASS AEB. THIS WILL BE DONE ON ANY VEHICLES I PURCHASE IN THE FUTURE AND I DO NOT CARE WHAT THE LAW STATES ABOUT DOING SO

NHTSA ID

11415137

Incident

May 4, 2021

Mileage

393,000 mi

UNIT HAD CLUTCH FAILURE FAILED TO DISENGAGE UNDER 18E-102, PER FEDERAL GUIDLINES IT FALLS UNDER THE CLUTCH RANGE OF AU1704192065 AND FALLS UNDER EATONS ORIGINAL CAMPAIGN RELEASE BUT THEY REVISED IT TO WHERE IT DOES NOT COVER THIS ONE BECUASE NOW THEY CHANGED THE RANGE TO AU1711 THRU AU1804 BUT WE ARE SEEING A LOT OF FAILURE BELOW AU1711, WHY DOES EATONS DOCUMENT NOT MATCH THE FEDERAL DOCUMENTS? AND WHY ARE WE SEEING THESE CLUTCH FAILURES ON TRUCKS THAT WERE REVISED AND SAID TO NOW BE GOOD, BUT THEY ARE FAILING IN THE SAME MANNER

NHTSA ID

11372492

Incident

Sep 23, 2020

Mileage

431,137 mi

TL* THE CONTACT OWNS A 2018 KENWORTH CONSTRUCT T680. WHILE DRIVING THROUGH SNOW OR ICE, THE VEHICLE'S ADAPTIVE CRUISE CONTROL WOULD FLASH AS IF THE VEHICLE WERE APPROACHING SOMETHING AND ACTIVATED BY STOPPING THE VEHICLE IN ORDER TO PREVENT A CRASH. THE CONTACT STATED THAT THE FAILURE ONLY OCCURRED DURING THIS TYPE OF WEATHER EVEN WHEN THERE WERE NO OTHER VEHICLES OR OBJECTS NEARBY. THE CONTACT SPOKE WITH THE KENWORTH HOTLINE FOR VEHICLE BREAKDOWNS WHO STATED THAT THEY DID NOT CONSIDER THIS A FAILURE. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE APPROXIMATE FAILURE MILEAGE WAS 292,000.

NHTSA ID

11265428

Incident

Sep 28, 2019

Mileage

292,000 mi

The Condition, Chassis Affected, Service Action, Warranty, and Procedure sections have been updated to include the latest prognostics bulletin verbiage.

Updated Eaton's TAIB0885EN Bulletin link.

The PACCAR Powertrain Prognostics Webcast video link has been removed. It will be included with updated information at a later date.

Kenworth - The Warranty section has been updated to include Peterbilt-specific SRT codes for cross-division repair filing.

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

The attached procedures document has been updated with more detail and explanations. This is not a stand-alone procedure. Cummins Quickserve troubleshooting will specify the use of these procedures while troubleshooting specific fault codes.