NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
195 reports130,000 miles · Mar 16, 2020
Engine
I PURCHASED MY 2008 FORD F250 IN 2015 FROM A DEALERSHIP IN BURKBURNETT, TX. THE TRUCK STARTED LOOSING COOLANT FROM WHAT SEEM TO BE THE LOWER RADIATOR HOSE. THAT LEAK STOPPED BUT CONTINUED LEAK COOLANT FROM BUT WAS NOT VISIBLE. THEN THE COOLANT FILLER BOTTLE STARTED COLLECTING A BLACK FLUID AND I WAS TOLD THAT IT WAS ENGINE OIL.…
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I PURCHASED MY 2008 FORD F250 IN 2015 FROM A DEALERSHIP IN BURKBURNETT, TX. THE TRUCK STARTED LOOSING COOLANT FROM WHAT SEEM TO BE THE LOWER RADIATOR HOSE. THAT LEAK STOPPED BUT CONTINUED LEAK COOLANT FROM BUT WAS NOT VISIBLE. THEN THE COOLANT FILLER BOTTLE STARTED COLLECTING A BLACK FLUID AND I WAS TOLD THAT IT WAS ENGINE OIL. SO, I WAS GETTING OIL IN MY ANTIFREEZE. THE RADIATOR WAS DRAINED AND REFILLED WITH COOLANT BUT I STILL FOUND OIL IN THE COOLANT FILLER BOTTLE. RIGHT AROUND THANKSGIVING 2019, I DECIDED TO TRADE IN THE VEHICLE AND DROVE IT TO A DEALERSHIP 50 MILES AWAY. THEY TEST DROVE THE VEHICLE AND THE ENGINE LOCKED UP AFTER THE TEST DRIVE AND HAS NOT STARTED SINCE. WE WERE GIVEN AN ESTIMATE OF $11,000 TO CLEAN OUT THE OILS IN THE ENGINE. THE PICKUP IS NOT WORTH THAT MUCH ACCORDING TO THE LIENHOLDER. THE VEHICLE IS NOW SITTING IN FRONT OF MY HOUSE AND HAS BEEN SINCE THE NEW YEAR AFTER WE HAD IT TOWED FROM THE DEALERSHIP 50 MILES AWAY TO OUR HOME.
NHTSA ODI #11318307
150,000 miles · Mar 7, 2020
SteeringSuspension
AT 65MPH+- ON THE HIGHWAY, THE TRUCK CAN BECOME DIFFICULT TO CONTROL / STEER STRAIGHT.AND MAINTAIN POSITION IN LANE. HAVE SPENT $6,000.00 +- WITH FORD DEALERSHIP AND ALSO AN INDEPENDENT MECHANIC BUT THEY ARE NOT ABLE TO CORRECT THE PROBLEM. FORD REPLACED THE STEERING BOX TWICE, NEW SHOCKS, NEW TIRES, NEW TIE ROD ENDS, ALIGNMENT,…
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AT 65MPH+- ON THE HIGHWAY, THE TRUCK CAN BECOME DIFFICULT TO CONTROL / STEER STRAIGHT.AND MAINTAIN POSITION IN LANE. HAVE SPENT $6,000.00 +- WITH FORD DEALERSHIP AND ALSO AN INDEPENDENT MECHANIC BUT THEY ARE NOT ABLE TO CORRECT THE PROBLEM. FORD REPLACED THE STEERING BOX TWICE, NEW SHOCKS, NEW TIRES, NEW TIE ROD ENDS, ALIGNMENT, TIRE BALANCING AND OTHER NEW PARTS ASSOCIATED WITH THE SUSPENSION AND STEERING...AND THE PROBLEM STILL PERSISTS. I HAVE BEEN THE SOLE OWNER OF THIS TRUCK AND BOUGHT NEW IN 2009.
NHTSA ODI #11316778
143,876 miles · Mar 4, 2020
SteeringSuspensionVehicle Speed Control
HAVE A VERY BAD DEATH WOBBLE. SPEND HUNDREDS OF DOLLARS TO FIX AND STILL HERE.
NHTSA ODI #11316076
15,000 miles · Jan 8, 2020
Power Train
TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT AFTER THE VEHICLE WAS PARKED FOR AN UNSTATED AMOUNT OF TIME, THE VEHICLE WAS RESTARTED AND THE GEAR SHIFT LEVER CEASED IN THE PARK POSITION. THERE WAS NO WARNING LIGHT ILLUMINATED. THE VEHICLE WAS TOWED TO REPUBLIC FORD LINCOLN LOCATED AT 1740 US-60, REPUBLIC, MO 6…
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TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT AFTER THE VEHICLE WAS PARKED FOR AN UNSTATED AMOUNT OF TIME, THE VEHICLE WAS RESTARTED AND THE GEAR SHIFT LEVER CEASED IN THE PARK POSITION. THERE WAS NO WARNING LIGHT ILLUMINATED. THE VEHICLE WAS TOWED TO REPUBLIC FORD LINCOLN LOCATED AT 1740 US-60, REPUBLIC, MO 65738, (417)732-2626, BUT WAS NOT DIAGNOSED NOR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 15,000.
NHTSA ODI #11297897
130,000 miles · Jan 3, 2020
SteeringSuspension
WHEN TRAVELING MORE THAN 40MPH AND A WHEEL HITS A GROOVE OR BUMP IN THE ROAD, THE ENTIRE TRUCK SHAKES VIOLENTLY AND IS HARD TO CONTROL, FORCING THE DRIVER TO QUICKLY DECELERATE TO REGAIN CONTROL OF THE TRUCK. IT FEELS AS IF THE TIRES ARE BOUNCING UNCONTROLLABLY. THIS HAS BEEN HAPPENING SINCE WE PURCHASED THE VEHICLE NEW IN 200…
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WHEN TRAVELING MORE THAN 40MPH AND A WHEEL HITS A GROOVE OR BUMP IN THE ROAD, THE ENTIRE TRUCK SHAKES VIOLENTLY AND IS HARD TO CONTROL, FORCING THE DRIVER TO QUICKLY DECELERATE TO REGAIN CONTROL OF THE TRUCK. IT FEELS AS IF THE TIRES ARE BOUNCING UNCONTROLLABLY. THIS HAS BEEN HAPPENING SINCE WE PURCHASED THE VEHICLE NEW IN 2009. ALSO WHEN DRIVING OVER RAILROAD TRACKS OR VERY BUMPY ROADS, THE BRAKE PEDAL, WHEN DEPRESSED, GOES ALL THE WAY TO THE FLOOR. AFTER PUMPING THE BRAKES, NORMAL BRAKING RETURNS, BUT THE INITIAL BRAKE FAILURE IS VERY FRIGHTENING AS IS THE UNCONTROLLABLE SHAKING WHEN HITTING A BUMP AT HIGHWAY SPEEDS.
NHTSA ODI #11296881
135,000 miles · Nov 15, 2019
Engine
THE RADIATOR IS SEPARATING AT THE SEAL AT THE EDGE. WE ARE LOSING APPROX 1 GALLON OF ANTIFREEZE A DAY. I HAVE HEARD THIS COMPLAINT FROM SEVERAL DEALERSHIPS WE HAVE TALKED TO AND OTHER CUSTOMERS.
NHTSA ODI #11280385
131,000 miles · Nov 6, 2019
Steering
MY TRUCK HAS THE 6.4 DIESEL ENGINE. WHILE TURNING ON A ONE LANE STREET THE VEHICLE FAILED TO RESPOND TO MY EFFORTS. AFTER A COUPLE OF SECONDS IT RESPONDED AND I MAINTAINED CONTROL. MY VEHICLE IS CURRENTLY AT MIKE WHITE FORD IN COEUR ALENE IDAHO GETTING A NEW MOTOR INSTALLED. MYSELF AND THE SERVICE ADVISOR WALKED INTO THE SHOP T…
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MY TRUCK HAS THE 6.4 DIESEL ENGINE. WHILE TURNING ON A ONE LANE STREET THE VEHICLE FAILED TO RESPOND TO MY EFFORTS. AFTER A COUPLE OF SECONDS IT RESPONDED AND I MAINTAINED CONTROL. MY VEHICLE IS CURRENTLY AT MIKE WHITE FORD IN COEUR ALENE IDAHO GETTING A NEW MOTOR INSTALLED. MYSELF AND THE SERVICE ADVISOR WALKED INTO THE SHOP TO HECK PROGRESS ON THE MOTOR INSTALL. I ASKED HIM TO ADDRESS THE STEERING BOX RECALL WHERE FROM THE FACTORY A STEERING BOX WAS INSTALLED THAT DOESNT SIT FLUSH WITH THE FRAME. THIS PROBLEM COULD RESULT IN THE BOLTS ATTACHING THE STEERING BOX TO THE FRAME BREAKING DUE TO THE POOR FITMENT. I SHOWED HIM A HOLE WHERE A BOLT ATTACHING THE STEERING BOX TO THE FRAME WAS BROKEN OFF. HE STATED TO ME THAT HE DIDNT THOM THAT THERE WAS A RECALL ON THE STEERING BOX. I STATED THAT YES THERE WAS AND ASKED HOM TO PLEASE FIX IT. THIS LEMON OF A VEHICLE IS ALL THAT MY FAMILY HAS TO DRIVE! I WANT IT FIXED PROPERLY. NOT JUST SHIMMED AND THROW NEW BOLTS ON IT. I MEAN A NEW STEERING BOX THAT SITS FLUSH AGAINST THE FRAME. THIS VEHICLE CARRIE'S MY CHILDREN AND GRANDCHILDREN ON A DAILY BASIS AND NEEDS TO BE SAFE. THANK YOU FOR YOUR TIME IN THIS MATTER.
NHTSA ODI #11278575
135,000 miles · Oct 21, 2019
Fuel/propulsion System
FUEL TANK STRAPS FAILED WHILE DRIVING LETTING THE TANK DRAG ON A DIVIDED HIGHWAY ROAD SURFACE AND DUMP FUEL ON THE ROAD. TRUCK SHUT DOWN WITH NO WARNING WHEN ALL THE FUEL DUMPED OUT, LEAVING NO POWER STEERING OR BRAKES.
NHTSA ODI #11269862
44,649 miles · Sep 16, 2019
Engine
THE CHECK ENGINE LIGHT TURNS ON AD THERE IS A LACK OF POWER AT FREEWAY SPEEDS. THERE IS ALSO A COOLANT LEAK AT THE CENTER OF THE ENGINE. THE VEHICLE HAS A SURGE HESITATION FEELING AND ALACK OF POWER ON ACCELERATION. THERE IS A NOISE COMING FROM THE TRANSMISSION THAT HAS AN ODD SHIFT.
NHTSA ODI #11256033
251,314 miles · Sep 1, 2019
Power Train
WHEN I WAS DRIVING I LOST POWER I PUT ON THE SCANNER GOT A CODE P0701 WHICH IS THE TORQUE CONVERTER SOLENOID I LOST ALL GEARS I RESET THE LIGHT GOT 3 AND 4 WAS ABLE TO MAKE IT HOME BUT NOW HAVE NO GEARS WHAT SO EVER
NHTSA ODI #11252687
Official recalls
5Apr 25, 2008
FORD IS RECALLING 64,754 MY 2008 F-250 AND F-350 SINGLE REAR WHEEL, 4X4, 156 INCH WHEEL BASE PICK UP TRUCKS EQUIPPED WITH A TWO PIECE DRIVE SHAFT FOR FAILING TO CONFORM TO THE FUEL SPILLAGE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 301, "FUEL SYSTEM INTEGRITY." DURING A 30 MPH FRONTAL IMPACT INTO A RIGID BARRIER, THE FUEL TANK CAN MOVE FORWARD AND CONTACT A FRAME CROSS MEMBER, POTENTIALLY CAUSING DAMAGE TO THE FUEL DELIVERY MODULE WHICH CAN RESULT IN FUEL SPILLAGE.
Consequence & remedy
Consequence: FUEL SPILLAGE, IN THE PRESENCE OF AN IGNITION SOURCE, COULD RESULT IN A FIRE.
Remedy: DEALERS WILL INSTALL A BRACKET ON THE AFFECTED VEHICLES FREE OF CHARGE. THE RECALL BEGAN ON MAY 23, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Feb 28, 2008
FORD IS RECALLING 87,515 MY 2008 F250, F-350, F-450, AND F-550 VEHICLES FOR FAILING TO COMPLY WITH ALL THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 207, "SEATING SYSTEMS." SOME 40% SPLIT AND CAPTAIN'S CHAIR DRIVER'S SEATS, EQUIPPED WITH LUMBAR SUPPORTS, MAY HAVE IMPROPER WELDS AT THE JOINT OF THE SEAT BACK PIVOT BRACKET AND THE SEAT BACK FRAME.
Consequence & remedy
Consequence: IN THE EVENT OF A CRASH, THE SEAT SIDE PIVOT BRACKET MAY CRACK OR BREAK, INCREASING THE RISK OF INJURY TO THE SEAT OCCUPANT.
Remedy: DEALERS WILL ADD A REINFORCEMENT TO THE DRIVER'S SEAT BACK FRAME ON THE 40% SPLIT OR CAPTAIN'S CHAIR SEAT EQUIPPED WITH LUMBAR SUPPORT OR, IF NECESSARY, THE SEAT BACK FRAME WILL BE REPLACED. THE RECALL BEGAN ON MARCH 28, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Nov 21, 2007
CERTAIN VEHICLES FAIL TO CONFORM TO THE REQUIREMENTS SPECIFIED IN FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 208, 'OCCUPANT CRASH PROTECTION.' THE DRIVER AIR BAG MODULE MAY NOT HAVE BEEN PROPERLY ASSEMBLED.
Consequence & remedy
Consequence: THIS CONDITION MAY PREVENT THE DRIVER AIR BAG FROM PROPERLY DEPLOYING AND REDUCE OCCUPANT PROTECTION IN THE EVENT OF A CRASH.
Remedy: DEALERS WILL REPLACE YOUR DRIVER AIR BAG MODULE FREE OF CHARGE. THE RECALL BEGAN ON NOVEMBER 20, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, EXCESSIVE TEMPERATURES IN THE DIESEL PARTICULATE FILTER IN THE EXHAUST SYSTEM MAY RESULT FROM EXCESS HYDROCARBONS IN THE EXHAUST.
Consequence & remedy
Consequence: LACK OF POWER OR ROUGH OPERATION, UNUSUAL NOISES FROM THE ENGINE OR EXHAUST, WHITE SMOKE FROM THE EXHAUST, AND POTENTIALLY A VISIBLE FLAME OUT THE TAILPIPE CAN OCCUR.
Remedy: DEALERS WILL REPROGRAM THE POWER TRAIN CONTROL MODULE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, INSUFFICIENT CLEARANCE OF THE BATTERY POSITIVE (B+) WIRE TO THE RIGHT HAND SPLASH SHIELD BOLT MAY RESULT IN THE BATTERY B+ WIRE CONTACTING THE SPLASH SHIELD BOLT.
Consequence & remedy
Consequence: LONG TERM CONTACT COULD CAUSE WIRE CHAFE, RESULTING IN COPPER WIRE BEING EXPOSED. IF THIS CONDITION OCCURS, THE BATTERY B+ WIRE COULD SHORT TO GROUND INCREASING THE RISK OF A FIRE.
Remedy: DEALERS WILL INSPECT THE BATTERY B+ WIRE LOCATION AND, IF NECESSARY, REPOSITION THE WIRE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1PE13014 · Alleged Loss Of Steering
Opened May 7, 2013 · Closed Jan 31, 2014
Status: closed (inferred from source dates) · Steering; Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Additional source detail variants (2)
Steering
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
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