FREIGHTLINER Complaints

On Off ramp I-40 W Segliman, AZ there was a cattle guard 10 feet before Stop sign. I was braking for Stop Sign. AEB(aka CAS Collision Aviodance System) detected the cattle guard grate as obstruction, not something flat of the pavement, and apply maximum braking(Note: I was already braking). It had been snowing that night thou at this location the road was dry. Unnecessary panic braking by automated system can cause lose of control of vehicles on wet and icy surfaces. How is it safe for the AEB/CAS system to over ride the operator's action? Doesn't the CDL driver who is a trained and licensed professional have the ability to identify and take appropriate action, in this case a cattle guard grate wasn't a safety concern, whether to brake or avoid the obstacle? I have had numerous instances that I have and haven't reported to NHTSA of the deficiencies of the AEB/CAS falsely reading the conditions and taking the incorrect action. Sincerely, [XXX] AX Transportation INFORMATION Redacted PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6).

In this truck, and in other CMVs with down-facing exhaust, and with complete aerodynamic panels, exhaust gases are trapped under the body, and are circulated into the cab. Much worse when parked, but noticeable when driving. I can smell regen soot in the cab when moving at highway speed, meaning that exhaust is getting from the exhaust pipe to the cab interior. This vehicle VIN has this problem, but i have found it to be present in most other newer models of CMV, to varying degrees. The style of exhaust that ends above the roofline (vertical stacks) do not present this problem. This particular vehicle has no auxiliary power unit, so when idling is necessary, enough exhaust makes it in the cab to cause coughing. The down facing exhaust design, coupled with aerodynamic panels that trap and funnel exhaust gases to the interior of the cab, are a critical design flaw. CMV drivers are constantly breathing varying levels of exhaust gases, even when driving. I have thermal videos of exhaust, from a parked truck, moving from the tailpipe forward to under the hood. Every gas under the hood and sleeper body ends up in the cab and sleeper. As a test, fluorescent leak detecting liquid could be aerosolized into the exhaust stream near the end of the tailpipe, or outside the tailpipe near the exhaust pipe opening. After idlng for a while, and after driving with the leak detection liquid being sprayed, a black light could be used to show everywhere the gases go. Drivers cannot idle the trucks nor drive down the road without being firced to breathe exhaust for up to 20+ hours a day. These gases, including the burnt regen gases/soot, are bad for the worker's health, and can impair cognitive function. Also, this is a clear violation of DOT and EPA safety rules for CMVs. Since the DOT rules state that exhaust cannot be expelled under the hood or cab/sleeper, the exhaust is designed to come out a few inches behind the sleeper. The exhaust still comes into the cab.

Meritor Transfer case has failed due to the internal coating coming off and clogging the oil pump pick up tube screen which starves the oil pump and eventually leads to bearing failure. This is a safety concern because the T-Case is the central connecting point for the drive line. When the bearings fail or seize the torque from the input shaft can cause the connecting components (u-joints, drive shafts) to shake violently and potentially fail, leaving debris in the roadway for other motorists to deal with and also having the potential to damage the trucks brake air system. This could result in an unexpected loss of control by the operator and result in a vehicle crash.

We have had close to 30 failures of the Meritor Transfer Case in both International and Freightliner chassis. This case specifically and of which I will add photos, is a 2021 Freightliner. The internal coating is flaking off and clogging the oil pump pick up screen which in turn starves the pump and eventually leads to bearing failure. This is a safety concern because the T-Case is the central connecting point for the drive line. When bearings fail or seize the torque from the input shaft can cause the connecting components (u-joints, Drive Shafts) to shake violently and potentially fail, leaving debris in the roadway for other motorists to deal with and also having the potential to damage the trucks brake air system. This could result in an unexpected loss of control by the operator and could result in a crash.

Multiple safety issues with truck #1 When driving & using cruise control (CC) at 60 mph & truck is at that speed (60 mph) truck is moving from top speed to E coast mode. Immediately RPM is down (from 1250 to 600) & steering wheel is much harder b/c reduced power from engine . Response time for driver to avoid potential hazardous situations on the road (i.e. animals, rocks, trees, etc.) is longer & not safe #2 This problem is related to when truck is in regen. In driving, and when truck is doing regen (visible on the dash: high temp light/ icon). CC set to (60 mph) when truck is at that speed (60 mph) truck goes to E coast mode. RPM is going down to 600 RPM which is not adequate engine speed to finish regen. With regen interrupted there is a lot of white smoke under the truck and red light for engine shut down is on the dash. There is 30 seconds time to override shut down but at the same time the driver needs to safely park the truck on the shoulder, on a busy highway, with reduced power and steering wheel (600 RPM or no power at all because engine shut down). With high DPF temperature,there is potential for fire (truck,grass,trees ). I am told engine shut down was caused by interrupted regen process. #3 Collision warning is coming with no reason, and can activate active brake, at high speed. Radar malfunction (snow, ice in the front)can cause malfunction to adaptive cruise control, active brake assist, & malfunction other safety features. Combination of malfunction (radar, active break assist, collision warning, IPM [intelligent powertrain management], engine break not engaging) can cause dangerous acceleration for heavy loaded truck. I contacted DTNA (Daimler Truck North America) in regard to these issues & am told in order to solve these issues the truck should be inspected where mechanics and programmers are involved. At the same time I spoke with the company I work for about safety issues with those trucks. You can contact me for further information.

The contact owns a 2018 Freightliner Cascadia. The contact stated that while the vehicle was turned off, the brake lights remained illuminated. The vehicle was not diagnosed nor repaired by an independent mechanic or dealer. The manufacturer was not made aware of the failure. The failure mileage was unknown.

This Truck that I'm buying from USCryo Carriers that is a Freightliner has been in the shop numerous times for electrical issues and lighting issues and body and tires problems and they have yet to fix them and get them properly repaired and the Truck is shocking me while driving and whenever laying in the bunkso much it hurts and causes headaches I pay insurance and for the truck, but my company is steady making me pay all repairs even though I have insurance

Engine destroyed by oil and water accumulation in intercooler that was pulled through the turbo and entered cylinder 6. Bent connecting rod on Cylinder 6, Bent and torn turbo vanes. Sudden loss of power while operating. Mercedes is replacing the entire motor. No Symptoms before the event, check engine light after first restart.

Front end collision with camery hybrid at 35 to 40 mph. Vehicle was rented from Miller Leasing in Hartford CT. Miller ordered truck without Detroit assurance 5.0 or front desk brakes. On collision the screw in air fryer broke off causing loss of brakes. Air dryer was mounted on the frame passenger side exposed to possible damage. After traveling a couple hundred feet the truck smashed the camery in the guardrail and there was a fatality.

The contact owns a 2016 Thor Motor Coach Tuscany constructed on a 2017 Freightliner XC-R chassis. The contact stated while driving 50 MPH, the door to the motorhome detached from the body. The contact pulled over on the side of the road and re-attached the door. The vehicle was taken to the dealer and the door was replaced; however, the failure recurred. The manufacturer was not contacted. The failure mileage was 27,000.