NHTSA owner reports · September 18, 2026 snapshot.
Engine And Engine Cooling complaints
21 reportsClear category filter44,000 miles · Oct 2, 2014
Engine And Engine Cooling
ON SEPTEMBER 30, 2014, MY WIFE WAS ON HER WAY TO COLUMBUS, OHIO IN HER 2008 FORD F350 SUPER DUTY TURBO DIESEL TRUCK WITH 44,000 MILES. SHE'S PULLING HER 2014 26 LAKOTA TWO HORSE TRAILER WITH LIVING QUARTERS WITH HER SHOW HORSE ($30,000) IN THE BACK. THE UNEXPECTED HAPPEN WHILE SHE WAS ON MD-51N NEAR CUMBERLAND, MARYLAND HEADING…
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ON SEPTEMBER 30, 2014, MY WIFE WAS ON HER WAY TO COLUMBUS, OHIO IN HER 2008 FORD F350 SUPER DUTY TURBO DIESEL TRUCK WITH 44,000 MILES. SHE'S PULLING HER 2014 26 LAKOTA TWO HORSE TRAILER WITH LIVING QUARTERS WITH HER SHOW HORSE ($30,000) IN THE BACK. THE UNEXPECTED HAPPEN WHILE SHE WAS ON MD-51N NEAR CUMBERLAND, MARYLAND HEADING ACROSS A BRIDGE WITH HEAVY TRAFFIC AT 1230PM. THE CHECK ENGINE LIGHT CAME ON FOLLOWED BY A PULL OVER SAFELY' MESSAGE. TWENTY SECONDS (20 SECONDS) LATER, THE TRUCK COMPLETELY SHUT DOWN. WIFE WAS TRAVELING AT 70 MILES AN HOUR WHEN THE TRUCK SHUT DOWN, WHICH TURNED THE POWER STEERING OFF. THIS IS WHAT I CALL UNSAFE FOR ANYONE, ESPECIALLY WHEN PULLING A 26 HORSE TRAILER WITH AN EXTRA 1000LBS IN THE BACK WITH A HORSE. SHE WAS NOT ABLE TO GET COMPLETELY OFF THE ROAD BECAUSE IS SHUTDOWN ON THE BRIDGE BLOCKING THE RIGHT LANE WHICH ALMOST CAUSED A MAJOR ACCIDENT DUE TO THE VEHICLE SHUTTING DOWN ON HER. WHILE WAITING ON THE BRIDGE, HER TRAINER HAD TO TURN AROUND HIS EIGHTEEN WHEELER SO MY WIFE COULD UNLOAD HER HORSE AND LOAD IT IN HIS TRAILER. THIS COMPLETELY SHUTDOWN THE TRAFFIC ON MD-51N WHICH IS NOT SAFE UNLOADING AND LOADING A HORSE.AFTER SITTING ON THE SIDE OF THE ROAD WAITING FOR AAA TO COME TOW THE VEHICLE FOR OVER 1 HOURS, THE VEHICLE STARTED BACK UP AND SHE DROVE IT TO FORD CUMBERLAND, 10335 MT SAVAGE ROAD NW, CUMBERLAND, MD WITH THE CHECK ENGINE LIGHT STILL ON WITH A POLICE ESCORT SINCE THE SHERIFF OF CUMBERLAND SAT WITH MY WIFE ON MD-51N WAITING ON AAA. THIS IS AFTER SHE WAS ALMOST HIT BY A FEDEX EIGHTEEN WHEELER DUE TO NOT BEING ABLE TO GET TO A SAFE LOCATION FOR A TRUCK AND HORSE TRAILER DUE TO THE VEHICLE SHUTTING DOWN ON HER. THE DEALERSHIP FOUND THE PROBLEM: EXHAUST SENSOR. THEY WERE ABLE TO REPAIR IT AND SHE WAS ABLE TO CONTINUE ON WITH HER TRIP. HOW CAN THIS SENSOR GO OUT ON A TRUCK WITH ONLY 44,000 MILES ON IT? *TR
NHTSA ODI #10640700
120,000 miles · Apr 29, 2014
Electrical SystemEngine And Engine Cooling
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT EXHAUST FUMES EMITTED INSIDE OF THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER WHO INDICATED THAT THE EXHAUST FILTER WAS POORLY DESIGNED. THE VEHICLE HAS NOT BEEN REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE DEFECT. THE APPROXIMATE FAILURE MILEAGE WAS 120,000…
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TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT EXHAUST FUMES EMITTED INSIDE OF THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER WHO INDICATED THAT THE EXHAUST FILTER WAS POORLY DESIGNED. THE VEHICLE HAS NOT BEEN REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE DEFECT. THE APPROXIMATE FAILURE MILEAGE WAS 120,000. UPDATED 07/03/14 MA THE CONSUMER STATED THE FUMES IN THE VEHICLE CAN CAUSE ONE TO FEEL ILL. UPDATED 07/11/2014 *JS
NHTSA ODI #10585546
Mileage unknown · Apr 9, 2014
Engine And Engine Cooling
TWO 2008 FORD F-350. CONSUMER WRITES IN REGARDS TO A DESIGN FLAW IN BOTH VEHICLES CURRENT RADIATORS. *SMD FORD'S RECOMMENDATION WAS TO REPEATEDLY REPLACE THE PART AT A COST OF $ 1300. *JB
NHTSA ODI #10577686
Mileage unknown · Jun 19, 2013
Engine And Engine CoolingFuel System, Diesel
2008 FORD F350 SUPER DUTY. ATTORNEY REPRESENTING CONSUMER WRITES IN REGARDS TO ENGINE PROBLEMS, EGR VALVES AND HIGH PRESSURE FUEL PUMPS FAILURE THAT MANUFACTURER HAS FAILED AND REFUSED TO REPAIR. *SMD
NHTSA ODI #10520309
Mileage unknown · Nov 17, 2011
Engine And Engine CoolingFire
2008 FORD F350 SD. CONSUMER STATES VEHICLE BEGAN SPEWING SMOKE AND CAUGHT FIRE WHILE DRIVING *TGW THE CONSUMER ALSO STATED THE CHECK ENGINE LIGHT ILLUMINATE AND APPARENTLY A SENSOR FAILED TO OPERATE. HOWEVER, THE SERVICE CENTER INSISTED THE PROBLEM WAS NOT DUE TO A SENSOR. *JB
NHTSA ODI #10435912
23,000 miles · Jun 23, 2011
Electrical SystemEngine And Engine CoolingFuel System, Diesel
WHILE DRIVING MY 2008 F350 SUPERDUTY DIESEL POWERED TRUCK AT 45MPH FOR APPROX 4 MILES, RECEIVED MESSAGE "EXHAUST DRIVE COMPLETE" IMMEDIATELY FOLLOWED BY "STOP SAFELY NOW" AND COMPLETE POWERDOWN OF ENGINE. THE TRUCK DECELERATED SO FAST THAT DESPITE MY FLOORING THE THROTTLE, THE CAR BEHIND ME ALMOST COLLIDED. THE TRUCK LOST SO M…
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WHILE DRIVING MY 2008 F350 SUPERDUTY DIESEL POWERED TRUCK AT 45MPH FOR APPROX 4 MILES, RECEIVED MESSAGE "EXHAUST DRIVE COMPLETE" IMMEDIATELY FOLLOWED BY "STOP SAFELY NOW" AND COMPLETE POWERDOWN OF ENGINE. THE TRUCK DECELERATED SO FAST THAT DESPITE MY FLOORING THE THROTTLE, THE CAR BEHIND ME ALMOST COLLIDED. THE TRUCK LOST SO MUCH POWER THAT I COULD NOT SAFELY PULL OFF ROAD AND WAS IN A RURAL AREA BETWEEN TWO BLIND CURVES. THE WHOLE INCIDENT HAPPENED IN LESS THAN 30 SECONDS AND LEFT TRUCK COMPLETELY VULNERABLE TO WHATEVER TRAFFIC CONDITIONS WERE AT THE TIME OF INCIDENT. AFTER GETTING OVER TO SIDE OF ROAD, TRUCK STALLED ON SLIGHT RISE AND DID NOT HAVE THE POWER TO MOVE, HOWEVER WHEN I SHUT TRUCK DOWN, MY 5FT8IN 200LB BODY WAS ABLE TO PUSH THE 8000 LB VEHICLE OVER THE HUMP. ENGINE WOULD NOT CRANK OVER AFTER INCIDENT AND WAS NOT ALLOWED TO RESTART UNTIL AFTER THE UNIT EITHER COOLED DOWN OR TIMED OUT (DIDN'T TRY FOR 30-45 MIN LATER). BY TIME TOW TRUCK ARRIVED, UNIT WOULD RUN BUT LESS THAN FULL POWER AND CHECK ENGINE LIGHT WAS ON. TRUCK WAS IN SHOP SERVICED FOR FAULTY EGR VALVE AND HAD LATEST FORD RECALL FOR REPROGRAMMING COMPLETED LESS THAN 100 MILES PRIOR TO INCIDENT. *TR
NHTSA ODI #10408617
16,050 miles · Apr 6, 2011
Engine And Engine Cooling
I BROUGHT THIS 2008 FORD F-350SD TO THE DEALER TODAY BECAUSE OF ANTI-FREEZE LEAKING FROM BOTTOM OF RADIATOR ON THE DRIVERS SIDE. THE TRUCK HAS ABOUT 16000 MILES ON IT. DEALER SAYS THE RADIATOR MUST BE REPLACED AND NO WARRANTY SO I AM RESPONSIBLE FOR REPAIRS. I CALLED FORD AND ASKED FOR HELP AND WAS TURNED DOWN. THE FORD DEAL…
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I BROUGHT THIS 2008 FORD F-350SD TO THE DEALER TODAY BECAUSE OF ANTI-FREEZE LEAKING FROM BOTTOM OF RADIATOR ON THE DRIVERS SIDE. THE TRUCK HAS ABOUT 16000 MILES ON IT. DEALER SAYS THE RADIATOR MUST BE REPLACED AND NO WARRANTY SO I AM RESPONSIBLE FOR REPAIRS. I CALLED FORD AND ASKED FOR HELP AND WAS TURNED DOWN. THE FORD DEALER CONTACTED FORD AND ASKED FOR HELP AND WAS TURNED DOWN. I HAVE READ OF NUMEROUS RADIATOR FAILURES ON THIS YEARS F350 SO EVIDENTLY THERE IS A PROBLEM WITH THE DESIGN OF THEIR COOLING SYSTEM AND FORD SHOULD REIMBURSE FOR THESE FAILURES. NO RADIATOR SHOULD FAIL IN 16000 MILES.
NHTSA ODI #10396152
64,000 miles · Mar 11, 2011
Engine And Engine Cooling
I BOUGHT A 2008 SUPER DUTY WITH THE 6.4 L DIESEL ENGINE IN IT. I NOTICED THAT THE RADIATOR WAS LEAKING ON THE BOTTOM DRIVER SIDE. I DECIDED TO DO SOME RESEARCH ON THE INTERNET TO SEE IF IT WERE A COMMON PROBLEM , TO MY SURPRISE IT WAS. EVERYONE THAT HAS A SUPER DUTY TRUCK WITH THE 6.4 L COMPLAINT ABOUT THE SAME PROBLEM , RADIATO…
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I BOUGHT A 2008 SUPER DUTY WITH THE 6.4 L DIESEL ENGINE IN IT. I NOTICED THAT THE RADIATOR WAS LEAKING ON THE BOTTOM DRIVER SIDE. I DECIDED TO DO SOME RESEARCH ON THE INTERNET TO SEE IF IT WERE A COMMON PROBLEM , TO MY SURPRISE IT WAS. EVERYONE THAT HAS A SUPER DUTY TRUCK WITH THE 6.4 L COMPLAINT ABOUT THE SAME PROBLEM , RADIATOR LEAKING ON THE BOTTOM DRIVER SIDE. SOME OF THE OWNERS RECORDED THAT IT WAS THEIR 3 RD RADIATOR IN THEIR TRUCK. I DID SOME RESEARCH ON CARFAX AND NOTICED THAT ATLEAST 7 TRUCKS OUT OF 20 THAT WERE FOR SALE IN THE MEMPHIS AREA HAD THEIR RADIATORS REPLACED AND SOME TRUCKS MORE THAN 3 TIMES. I WENT TO THE DEALER AND THEY LOOK AT MY RADIATOR AND TOLD ME THAT THEY WOULD REPLACE IT UNDER WARRANTY. THEY ALSO LOOKED AND MADE SURE THAT MY TRUCK HAD THE VENTURI KIT INSTALLED ON IT, THAT FORD HAD A RECALL ON THE COOLING SYSTEM BACK IN 08 , IT WAS INSTALLED. AFTER THEY REMOVED MY RADIATOR THE SERVICE MAN TOLD ME THAT IF MY THERMOSTATS WERE NOT AT FAULT THAT I HAD TO PAY FOR THE RADIATOR. MY THERMOSTATS HE SAID WERE FINE SO I WAS RESPONSIBLE TO PAY FOR A NEW RADIATOR. I STRONGLY BELIEVE FORD SHOULD BE HOLD ACCOUNTABLE FOR THESE COOLING SYSTEMS THAT IS FAILING . TO ME THEY ARE ONLY PATCHING A PROBLEM AND HOPE IT WILL LAST TILL THE WARRANTY IS OVER AND THEN IT IS THE OWNERS PROBLEM . TO MANY OWNERS OUT THERE HAS THE SAME PROBLEM FOR ME TO EXCEPT RESPONSIBILITY FOR WHAT IS CLEARLY A BAD DEFECT ON THE COOLING SYSTEM. MY TRUCK HAS ONLY 64 000 MILES ON IT, AND I DON'T EVEN TOW ANYTHING. *TR
NHTSA ODI #10389875
111 miles · Feb 17, 2011
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, HE WOULD HEAR A LOUD NOISE COMING FROM THE HOOD. THE VEHICLE WAS INSPECTED BY A DEALER WHO ADVISED THE CONTACT THAT HE NEEDED TO REPLACE THE ROCKER ARMS IN THE ENGINE. THE DEALER ALSO ADVISED HIM THAT IF NOT REPLACED, THEY WOULD …
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, HE WOULD HEAR A LOUD NOISE COMING FROM THE HOOD. THE VEHICLE WAS INSPECTED BY A DEALER WHO ADVISED THE CONTACT THAT HE NEEDED TO REPLACE THE ROCKER ARMS IN THE ENGINE. THE DEALER ALSO ADVISED HIM THAT IF NOT REPLACED, THEY WOULD PUNCTURE THE MOTOR CAUSING THAT TO FAIL AS WELL. THE VEHICLE WAS REPAIRED. THE FAILURE AND CURRENT MILEAGES WERE 111.
NHTSA ODI #10383108
94,442 miles · Jan 31, 2011
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING APPROXIMATELY 60 MPH, THE ENGINE POWER DECREASED SIGNIFICANTLY. THE CONTACT WAS ABLE TO CONTINUE IN OPERATION WITH THE POOR TURBO PERFORMANCE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR DIAGNOSIS. THE TECHNICIAN STATED THAT THE TURBOCHARGER COMPRESSOR SHAFT COMPLETEL…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING APPROXIMATELY 60 MPH, THE ENGINE POWER DECREASED SIGNIFICANTLY. THE CONTACT WAS ABLE TO CONTINUE IN OPERATION WITH THE POOR TURBO PERFORMANCE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR DIAGNOSIS. THE TECHNICIAN STATED THAT THE TURBOCHARGER COMPRESSOR SHAFT COMPLETELY FRACTURED AND BOTH THERMOSTATS HAD BROKEN. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 94,442.
NHTSA ODI #10379656
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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