We found the following complaints for ZOBER ZOBER (Unknown)
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My son died in dec 12,2002 in a 1996 dodge stealth two days after he died i received the recall notice.car lost control on freeway and went off road and rolled. He just put a transmission and replaced clutch, and put in new engine through tracy dodge in tracy, ca.
Rear wipers are not standard equipment on vehicles that have a near vertical rear window, like an suv,which gets soiled during inclement weather. That practically blocks rear visibility and contributes to rear rollover accidents, as well as collisions with other objects. Most if not all suv's can have a rear wiper installed as an accessory, so making it standard will be very easy for the manufacturers. In february the president signed into law legislation addressing rear rollover accidents, and this requirement should be added to that bill.
When it has snow or slush on roadway, i loose my braking ability and have gone through anintersection because i was unaware of this fault.i also asked theford dealership where i purchased this vehicle about this and they didn't have an answer.i also asked my local ford dealership and they also didn't have an answer.neither researched this as to my knowledge.this could have disastrous results if traffic was heavy.this is primarily in the winter when snow/slush is on roadways and temperature would be around freezing.it happens with low mileage 10-12 miles at the most.
My son died in dec 12,2002 in a 1996 dodge stealth two days after he died i received the recall notice.car lost control on freeway and went off road and rolled. He just put a transmission and replaced clutch, and put in new engine through tracy dodge in tracy, ca.
U s postal service tractor trailer drivers (in alabama) are driving, on a daily basis--on many routes--up to 16 hrs per day.periodically they will have days when they make extra trips that they drive 20+ hrs per day. These hours are not reflected on their "official" schedules.they are simply paid for the extra hours "off the books" so any schedules shown to dot will be within the guidelines or it will appear that a different driver may have driven the same truck if you look at the contractors records and then when it was time for the "regular" schedule to start an hour or two or three later, they magically switched seats in the cab of the truck.at the end of the week they move their drivers from one hcr route to another so the drivers names do not appear to have too many hours driving in a week but if the hours were added together for all trucks--and all trips--they would be well over hours.days after holidays are set in stone to have extra trips.these are always done by the same drivers that have already worked 12,14,16 hrs and they do another trip and then turn around immediately and make another 16 hr trip, essentially having a rest period of just a few hours in three days.it is an accident waiting to happen.---this is happening throughout alabama but contracts 350l1 and 35045 should be looked at while they are on the road.if it is looked at internally, the violations will be covered up.also, on fridays, the relief driver for 350l1 needs to be tested for dui.
While driving my 2001 jeep cherokee i had small objects fall off my center arm rest and hit my gen 3 seat belt latch causing it to open.this has happened twice.i have noticed that jeep has upgraded to the gen 4 latch.why hasn't there been a recall on this issue?every day seems to bring a new story of another fatal accident involving a daimler chrysler product with a faulty seat belt latch.
My company purchased 3 2005 side-dump trailers, manufactured by sidump'r trailer co., hwy 13 and 20, plainview, ne, 68769.these trailers came equipped with automatic slack adjusters and air chambers manufactured by crewson industries, 1800 broadway, bldg 3, buffalo, ny 14212. The problem is that the automatic slack adjusters, which are supposed to maintain shoe to drum clearance at a fixed amount, overtighten the brakes on two wheel positions on each of the three trailers. The second problem is that the brake chambers, also supplied by crewson, disintegrate around the attaching bolts and fall off the trailer. The end result, if undetected, is, in the case of the slack adjuster, wheel lockup or brake shoe fire. In the case of the brake chamber, total loss of braking.upon inquiring as to the frequency of these problems, i have discovered that it is quite widespread among other purchasers of these trailers.i have contacted crewson industries and they have sent representatives to inspect my trailers. They have offered to send me replacement parts, however, i feel that the replacement parts will be no better than the ones installed on my trailers now. I have also talked to an engineer at crewsons, identified as tony v, and he stated thebrake chambers were not intended to be used on axles installed on side dump trailers as they felt the twisting of the axles was the cause of the disintegration. At this point, he has also stated, that crewson will not replace any parts without first inspecting them. Secondly, he has stated that they will not replace my parts as they cannot supply me with parts that are better than what i have. At this point, i believe there are hundreds of these slack adjusters and brake chambers that could fail at any time and crewson industries is shirking their responsibilities under the guise of their warranty procedures, leaving dangerously defective brake equipment in use on the public highways.
I question the structural integrity of these expensive motor homes built by four winds international(elkhart, in) and attached to a ford truck chassis. Iquestion the safety of passengers riding inside the coach of this poorly constructed vehicle rapidly deterioratingwithin a 2 year period and with only 5000 miles on the odometer.as one example, the integrity of the lock latches on doors and cabinets are questionable with stored items flyingthrough the cabin at high speeds while navigating highways.the integrity of this product is highly questionable as evident by the following list of problems as a resulting from poor construction and materials selection on a vehicle marketed for outdoor recreation and operating on our highways.below are just some of the problems that we can see. There are likely deeper more invisible problems: mechanical failure:pop out room mechanism is failing. The failure of this mechanism would interfere with balance and compromise safety at high speeds.materials failure:particle board construction of interior fixtures have little resistance to temperature and humidity and utilized in this vehiclemarketed for outdoors recreation. Cabinets and other structures attached to the interior walls show extraordinary deterioration over this short period and may pose a safety issue when separation occurs.structural failure:water impingement due to leaks from either failure of roof or outside structuresattached to the body (awning, etc.). Water intrusion would certainly accelerate internal failure that may lead to separation of coach fixtures and injury to passengers andoperators in this vehicle.neither the manufacturer not the dealership willacknowledge responsibility for these design and construction flaws thatcould possibly lead to injury due to structural failure. Some industry standards should exist for these vehicles regarding construction to maximize their safety.
A year ago my 1999 ford f-250 with the triton v-10 blew a spark plug out of the head. I thought that the spark plug had not been tightened properly and had worked its way loose. I replaced all the spark plugs at that time as well as the coil for that cylinder.a week ago i was driving down the road and a different spark plug blew out of the cylinder although this time all the thread had been stripped and i have to remove the head and heli-coil the head to ensure a proper fitting spark plug.after a little bit of researching on-line it didn't take me long to realize that i am not the only one to have experienced this. I believe that it is a true safety issue and needs to be looked into.please feel free to give me a call for more information in this matter.
A year ago my 1999 ford f-250 with the triton v-10 blew a spark plug out of the head. I thought that the spark plug had not been tightened properly and had worked its way loose. I replaced all the spark plugs at that time as well as the coil for that cylinder.a week ago i was driving down the road and a different spark plug blew out of the cylinder although this time all the thread had been stripped and i have to remove the head and heli-coil the head to ensure a proper fitting spark plug.after a little bit of researching on-line it didn't take me long to realize that i am not the only one to have experienced this. I believe that it is a true safety issue and needs to be looked into.please feel free to give me a call for more information in this matter.
My son died in dec 12,2002 in a 1996 dodge stealth two days after he died i received the recall notice.car lost control on freeway and went off road and rolled. He just put a transmission and replaced clutch, and put in new engine through tracy dodge in tracy, ca.
While driving my 2001 jeep cherokee i had small objects fall off my center arm rest and hit my gen 3 seat belt latch causing it to open.this has happened twice.i have noticed that jeep has upgraded to the gen 4 latch.why hasn't there been a recall on this issue?every day seems to bring a new story of another fatal accident involving a daimler chrysler product with a faulty seat belt latch.
My company purchased 3 2005 side-dump trailers, manufactured by sidump'r trailer co., hwy 13 and 20, plainview, ne, 68769.these trailers came equipped with automatic slack adjusters and air chambers manufactured by crewson industries, 1800 broadway, bldg 3, buffalo, ny 14212. The problem is that the automatic slack adjusters, which are supposed to maintain shoe to drum clearance at a fixed amount, overtighten the brakes on two wheel positions on each of the three trailers. The second problem is that the brake chambers, also supplied by crewson, disintegrate around the attaching bolts and fall off the trailer. The end result, if undetected, is, in the case of the slack adjuster, wheel lockup or brake shoe fire. In the case of the brake chamber, total loss of braking.upon inquiring as to the frequency of these problems, i have discovered that it is quite widespread among other purchasers of these trailers.i have contacted crewson industries and they have sent representatives to inspect my trailers. They have offered to send me replacement parts, however, i feel that the replacement parts will be no better than the ones installed on my trailers now. I have also talked to an engineer at crewsons, identified as tony v, and he stated thebrake chambers were not intended to be used on axles installed on side dump trailers as they felt the twisting of the axles was the cause of the disintegration. At this point, he has also stated, that crewson will not replace any parts without first inspecting them. Secondly, he has stated that they will not replace my parts as they cannot supply me with parts that are better than what i have. At this point, i believe there are hundreds of these slack adjusters and brake chambers that could fail at any time and crewson industries is shirking their responsibilities under the guise of their warranty procedures, leaving dangerously defective brake equipment in use on the public highways.
When it has snow or slush on roadway, i loose my braking ability and have gone through anintersection because i was unaware of this fault.i also asked theford dealership where i purchased this vehicle about this and they didn't have an answer.i also asked my local ford dealership and they also didn't have an answer.neither researched this as to my knowledge.this could have disastrous results if traffic was heavy.this is primarily in the winter when snow/slush is on roadways and temperature would be around freezing.it happens with low mileage 10-12 miles at the most.
I question the structural integrity of these expensive motor homes built by four winds international(elkhart, in) and attached to a ford truck chassis. Iquestion the safety of passengers riding inside the coach of this poorly constructed vehicle rapidly deterioratingwithin a 2 year period and with only 5000 miles on the odometer.as one example, the integrity of the lock latches on doors and cabinets are questionable with stored items flyingthrough the cabin at high speeds while navigating highways.the integrity of this product is highly questionable as evident by the following list of problems as a resulting from poor construction and materials selection on a vehicle marketed for outdoor recreation and operating on our highways.below are just some of the problems that we can see. There are likely deeper more invisible problems: mechanical failure:pop out room mechanism is failing. The failure of this mechanism would interfere with balance and compromise safety at high speeds.materials failure:particle board construction of interior fixtures have little resistance to temperature and humidity and utilized in this vehiclemarketed for outdoors recreation. Cabinets and other structures attached to the interior walls show extraordinary deterioration over this short period and may pose a safety issue when separation occurs.structural failure:water impingement due to leaks from either failure of roof or outside structuresattached to the body (awning, etc.). Water intrusion would certainly accelerate internal failure that may lead to separation of coach fixtures and injury to passengers andoperators in this vehicle.neither the manufacturer not the dealership willacknowledge responsibility for these design and construction flaws thatcould possibly lead to injury due to structural failure. Some industry standards should exist for these vehicles regarding construction to maximize their safety.
U s postal service tractor trailer drivers (in alabama) are driving, on a daily basis--on many routes--up to 16 hrs per day.periodically they will have days when they make extra trips that they drive 20+ hrs per day. These hours are not reflected on their "official" schedules.they are simply paid for the extra hours "off the books" so any schedules shown to dot will be within the guidelines or it will appear that a different driver may have driven the same truck if you look at the contractors records and then when it was time for the "regular" schedule to start an hour or two or three later, they magically switched seats in the cab of the truck.at the end of the week they move their drivers from one hcr route to another so the drivers names do not appear to have too many hours driving in a week but if the hours were added together for all trucks--and all trips--they would be well over hours.days after holidays are set in stone to have extra trips.these are always done by the same drivers that have already worked 12,14,16 hrs and they do another trip and then turn around immediately and make another 16 hr trip, essentially having a rest period of just a few hours in three days.it is an accident waiting to happen.---this is happening throughout alabama but contracts 350l1 and 35045 should be looked at while they are on the road.if it is looked at internally, the violations will be covered up.also, on fridays, the relief driver for 350l1 needs to be tested for dui.
Rear wipers are not standard equipment on vehicles that have a near vertical rear window, like an suv,which gets soiled during inclement weather. That practically blocks rear visibility and contributes to rear rollover accidents, as well as collisions with other objects. Most if not all suv's can have a rear wiper installed as an accessory, so making it standard will be very easy for the manufacturers. In february the president signed into law legislation addressing rear rollover accidents, and this requirement should be added to that bill.
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