IllustrationPUSHED PARKING BRAKE WENT TO FLOOR , R&I REAR PARKING BRAKE BACKING PLATE RUSTED OUT ON BOTH SIDES OF TRUCK 2008 F350 4X4 LARIAT. *TR
2008 Ford F-350 Sd
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2008 Ford F-350 Sd do not stand out strongly from the model-year median of 73.
About this comparison →How this year compares
Owner complaints by model year
Compare all F-350 Sd years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
310–25K
2725–50K
1150–75K
1175–100K
13100–150K
1150K+
94 reports with mileage · 7 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Steering. Review the 25 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine And Engine Cooling. Review the 21 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Suspension. Review the 13 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
7 crash reports4 fire reports2 injury reports
Service Brakes, Hydraulic complaints
9 reportsTL* THE CONTACT OWNS A 2008 FORD F-350 HD. THE CONTACT STATED THAT WHILE HAVING AN OIL CHANGE THE MECHANIC NOTICED THE REAR BRAKES ON THE PASSENGER SIDE WERE METAL ON METAL. THE DEALER STATED THAT THERE HAVE BEEN PROBLEMS WITH THE CALIBERS GOING BAD AND CAUSING THE BRAKE PADS AND ROUTERS TO FAIL AS WELL. THE DEALER REPLACED THE…
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TL* THE CONTACT OWNS A 2008 FORD F-350 HD. THE CONTACT STATED THAT WHILE HAVING AN OIL CHANGE THE MECHANIC NOTICED THE REAR BRAKES ON THE PASSENGER SIDE WERE METAL ON METAL. THE DEALER STATED THAT THERE HAVE BEEN PROBLEMS WITH THE CALIBERS GOING BAD AND CAUSING THE BRAKE PADS AND ROUTERS TO FAIL AS WELL. THE DEALER REPLACED THE CALIBERS UNDER WARRANTY, BUT WOULD NOT REPLACE OTHER PARTS OF THE BRAKE SYSTEM. THE CONTACT FEELS THERE IS A DEFECT WITH THE CALIBERS USED ON THE VEHICLE. THE VIN WAS NOT ACCEPTED AT THE TIME OF THE COMPLAINT. THE FAILURE MILEAGE AND CURRENT MILEAGES WAS 37000.
2008 FORD F-350 SD DIESEL 31000 MILES BRAKE CALIPER FAILURE THE VEHICLE HAD LAG BECAUSE THE BRAKES WERE STUCK ON ONCE VEHICLE WAS STOPPED THE SMELL OF THE BRAKE WAS VERY NOTICEABLE ALSO VERY HOT COULD NOT TOUCH THE WHEEL HUB ONCE THE CALIPER WAS REMOVED IT WAS A PIECE THAT HAD BROKEN INSIDE CAUSING THE BRAKES TO STICK WHILE I W…
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2008 FORD F-350 SD DIESEL 31000 MILES BRAKE CALIPER FAILURE THE VEHICLE HAD LAG BECAUSE THE BRAKES WERE STUCK ON ONCE VEHICLE WAS STOPPED THE SMELL OF THE BRAKE WAS VERY NOTICEABLE ALSO VERY HOT COULD NOT TOUCH THE WHEEL HUB ONCE THE CALIPER WAS REMOVED IT WAS A PIECE THAT HAD BROKEN INSIDE CAUSING THE BRAKES TO STICK WHILE I WAS BUYING THE CALIPER THERE WAS ANOTHER TRUCK SAME PROBLEM ONLY 18,000 MILES ALSO COMMENTS FROM PARTS THAT THIS HAPPENS ALL THE TIME . *TR
HI, MY NAME IS [XXX] , MY TRUCK IS 2008 FORD F350 SUPER DUTY DIESEL 6.4L LARIAT DUALLY.WHEN I BOUGHT MY TRUCK IT HAD 57,000 MILE AND I USE IT TO TWO BIG TRAILERS TO TRANSPORT FURNITURE'S OUT OF THE STATE TEXAS. LAST WEEK WHILE I WAS PULLING MY LOADED TRAILER ON THE HIGHWAY IN IRVING TEXAS GOING TO NEW ORLEANS LA DRIVING 60 MP…
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HI, MY NAME IS [XXX] , MY TRUCK IS 2008 FORD F350 SUPER DUTY DIESEL 6.4L LARIAT DUALLY.WHEN I BOUGHT MY TRUCK IT HAD 57,000 MILE AND I USE IT TO TWO BIG TRAILERS TO TRANSPORT FURNITURE'S OUT OF THE STATE TEXAS. LAST WEEK WHILE I WAS PULLING MY LOADED TRAILER ON THE HIGHWAY IN IRVING TEXAS GOING TO NEW ORLEANS LA DRIVING 60 MPH ON THE HIGHWAY, SOMETHING TOLD ME TO STOP AND GET SOME WATER FROM THE MY COOLER AT THE BACK SEAT BECAUSE I WILL NOT STOP FOR AT LEAST 200 MILE. AS I SLOWED DOWN AND PULLED OFF THE HIGHWAY, WHEN I REACH 15 MILES PER HOUR THE TRUCK WOULD NOT STOP SO I PUSH HARD ON THE BRAKE AND MY FOOT WENT ALL THE WAY DOWN TO THE FLOOR AND MY HEART WENT DOWN WITH IT, I HAD TO USE THE EMERGENCY BRAKE, LOW GEAR 1, AND GO ON THE GRASS TO STOP MY TRUCK. A MOBILE MECHANIC CAME AND SAID I NEVER SEEN THIS BEFORE, YOUR BREAK BOOSTER EARS ARE ONE BROKE OFF AND THE OTHER ONE IS VERY LOOSE.( WHERE THE MASTER CYLINDER CONNECT TO THE BRAKE BOOSTER. HE TIGHTENED ON BOLT AND TOLD ME TO FOLLOW HIM TO FORD DEALER 3 MILES DOWN THE ROAD, USING THE BRAKE VERY LIGHTLY, DRIVING SLOW AND RELY MOSTLY ON THE TRAILER BRAKES. WE WENT TO WEST WAY FORD AT FIRST DID NOT WANT TO DIAGNOSE MY TRUCK, AND TOLD ME I HAVE TO WAIT 3 DAYS BECAUSE THEY ARE BEHIND AND THEY COULD NOT HELP ME NOW. I TOLD HIM THAT I AM LUCKY TO BE A LIFE AND TALKING TO YOU NOW, HE REPLIED OTHER CUSTOMERS HAVE TO WAIT AND YOU DO TOO! SO I CALLED FORD MOTOR COMPANY AND I SPOKE WITH KELLY, SHE TOOK DOWN THE REPORT AND TOLD ME AFTER THE TECHNICIAN FINISH DIAGNOSING YOU TRUCK WE WILL SEE WHAT WE CAN DO. THEY ASK WEST WAY FORD (VINCE GRAZIOSO TO LOOK AND DIAGNOSE THE PROBLEM AND TOLD ME I NEED TO PAY TO REPLACE MY BRAKE BOOSTER,. THEY SAID YOUR TRUCK IS OUT OF WARRANTY AND IT COST YOU $1289.00 TO REPLACE THE BRAKE BOOSTER AND TO CHANGE THE AIR FILTER, AND THE DIESEL FILTER LIKE IF THAT'S. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6) 2008 F-350 SUPER DUTY TRUCK [XXX] FRONT CALIPER LOCKUP OVERHEAT, SMOKE AND FAILURE. VEHICLE HAS 29,000 MILES, ALL REQUIRED FACTORY MAINTENANCE REQUIREMENTS MET AT OR BEFORE REQUIRED INTERVALS. NORMAL DRIVE OF 14 MILES AVERAGING 50-60 MP…
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INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6) 2008 F-350 SUPER DUTY TRUCK [XXX] FRONT CALIPER LOCKUP OVERHEAT, SMOKE AND FAILURE. VEHICLE HAS 29,000 MILES, ALL REQUIRED FACTORY MAINTENANCE REQUIREMENTS MET AT OR BEFORE REQUIRED INTERVALS. NORMAL DRIVE OF 14 MILES AVERAGING 50-60 MPH, WITH FINAL 1/2 MIL PORTION AT AIRPORT AND AT 25-30 MPH. FRONT LEFT (DRIVER) SIDE CALIPER FAILS TO RELEASE, DRIVE OF 1/8 MILE TO PARKING LOT REVEALED SMOKING AND LOCKED CALIPER. NO PREVIOUS BRAKE ISSUES. 900 MILE FREEWAY ROUND TRIP (450 MI PER DAY)( COMPLETED WITHIN THE PREVIOUS 3 DAYS ALL WITH NO ISSUES. DEALER IS REPLACING CALIPER, DISC AND PADS UNDER WARRANTY. CAUSE OF FAILURE IS NOT RELEASED TO OWNER AS DEALER IS REQUIRED TO SEND DEFECTIVE CALIPER TO FORD FOR ANALYSIS.. ALL THREE REMAINING CALIPERS ARE OF THE SAME TYPE. *TR
ON FEBRUARY 21, 2009, I PURCHASED A 2008 FORD F-350 FROM EL CAJON FORD. SINCE THAT TIME, I HAVE EXPERIENCED AT LEAST SIX INCIDENTS OF ACCIDENTALLY PRESSING THE ACCELERATOR PEDAL WHILE MY FOOT IS OPERATING THE BRAKE PEDAL. THE LATEST INCIDENT WAS ON 9/21/2009, AND OCCURRED WHILE BACKING THE TRUCK INTO A PARKING SPACE. I CAME …
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ON FEBRUARY 21, 2009, I PURCHASED A 2008 FORD F-350 FROM EL CAJON FORD. SINCE THAT TIME, I HAVE EXPERIENCED AT LEAST SIX INCIDENTS OF ACCIDENTALLY PRESSING THE ACCELERATOR PEDAL WHILE MY FOOT IS OPERATING THE BRAKE PEDAL. THE LATEST INCIDENT WAS ON 9/21/2009, AND OCCURRED WHILE BACKING THE TRUCK INTO A PARKING SPACE. I CAME EXTREMELY CLOSE TO HITTING A CONCRETE BLOCK WALL. THESE INCIDENTS ARE QUITE FRIGHTENING, AND I AM CONCERNED THAT IT IS ONLY A MATTER OF TIME BEFORE SOMEONE IS SERIOUSLY INJURED. THIS LATEST INCIDENT HAS LEFT ME SO STARTLED, THAT I AM AFRAID TO CONTINUE TO DRIVE THE VEHICLE. I HAVE OWNED TWO OTHER FORD F-350 TRUCKS, A 1990 (9 YEARS), AND A 1999 (10 YEARS). IN THE 19 YEARS AND 350,000 MILES I DROVE THOSE TWO TRUCKS, I NEVER, EVER, HAD THIS OCCUR WITH EITHER VEHICLE. THERE IS OBVIOUSLY SOMETHING DIFFERENT ABOUT THE 2008. I BELIEVE THAT THE SEPARATION OF THE BRAKE AND GAS PEDALS IS INSUFFICIENT. I HAVE RESEARCHED THIS ISSUE ON TWO FORD TRUCK INTERNET FORUMS, AND HAVE DISCOVERED THAT I AM NOT THE ONLY PERSON EXPERIENCING THIS ISSUE. *TR
TL*THE CONTACT OWNS A 2008 FORD F-350 SUPERDUTY. THE CONTACT NOTICED AN INTERMITTENT ISSUE WITH THE BRAKES. WHEN THE BRAKE PEDAL WAS DEPRESSED, THE ENGINE WOULD REV AND THE VEHICLE WOULD ACCELERATE. HER SPOUSE SHOVED THE GEAR INTO PARK TO STOP THE VEHICLE. ON THE SECOND OCCASION, HE KEPT HIS FOOT ON THE BRAKE PEDAL UNTIL THE…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SUPERDUTY. THE CONTACT NOTICED AN INTERMITTENT ISSUE WITH THE BRAKES. WHEN THE BRAKE PEDAL WAS DEPRESSED, THE ENGINE WOULD REV AND THE VEHICLE WOULD ACCELERATE. HER SPOUSE SHOVED THE GEAR INTO PARK TO STOP THE VEHICLE. ON THE SECOND OCCASION, HE KEPT HIS FOOT ON THE BRAKE PEDAL UNTIL THE VEHICLE FINALLY STOPPED. THE DEALER BELIEVED THAT THE SPEED SENSORS CAUSED THE FAILURE. THE VEHICLE IS CURRENTLY BEING REPAIRED AND THE MANUFACTURER HAS NOT BEEN NOTIFIED. THE CURRENT MILEAGE WAS APPROXIMATELY 2,100 AND FAILURE MILEAGE WAS APPROXIMATELY 800. UPDATED 06/24/09. *LJ UPDATED 06/30/09.*JB
I HAVE A 2008 FORD F350 SUPER DUTY 4X4 CREW CAB DIESEL DULLY. SEVERAL MONTHS AGO WHILE DRIVING THE TRUCK THE REAR DRIVER SIDE BRAKE LOCKED. AFTER INVESTIGATING THE PROBLEM THE REAR BRAKE CALIPER HAD BROKEN. WAS ABLE TO CAREFULLY DRIVE TO FORD DEALERSHIP IN TERRELL TX. THEY ACCUSED ME OF RUNNING OVER SOMETHING. AFTER REPAIR…
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I HAVE A 2008 FORD F350 SUPER DUTY 4X4 CREW CAB DIESEL DULLY. SEVERAL MONTHS AGO WHILE DRIVING THE TRUCK THE REAR DRIVER SIDE BRAKE LOCKED. AFTER INVESTIGATING THE PROBLEM THE REAR BRAKE CALIPER HAD BROKEN. WAS ABLE TO CAREFULLY DRIVE TO FORD DEALERSHIP IN TERRELL TX. THEY ACCUSED ME OF RUNNING OVER SOMETHING. AFTER REPAIRING THE BRAKE CALIPER THEY APOLOGIZED FOR THE ACCUSATION. THE HAD TO REPLACE BRAKE CALIPER TIRE AND RIM. THIS SAME THING OCCURRED LAST WEDNESDAY. EXCEPT THIS WAS THE OPPOSITE SIDE ON THE REAR. THIS TIME THE VEHICLE WAS TRAVELING THROUGH AN INTERSECTION AND ALMOST CAUSED A HORRIBLE ACCIDENT. ONE THE BRAKE LOCKS UP IT PULLS THE VEHICLE TO THAT SIDE CAUSING ME TO LOSE CONTROL OF THE VEHICLE. THIS VEHICLE HAS BEEN IN AND OUT OF THE SHOP FOR NUMEROUS PROBLEMS. HAD THE DIESEL ENGINE REPLACED IN OCT JUST 4 MONTHS AFTER PURCHASING IT. *TR
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE IDLING AT A TRAFFIC LIGHT, THE BRAKE PEDAL EXTENDED TO THE FLOOR AND THE VEHICLE WOULD NOT MOVE. THE DEALER STATED THAT THE FAILURE WAS NORMAL. THE CURRENT AND FAILURE MILEAGES WERE 4,100. UPDATED 12-12-07. *KB UPDATED *JB
Official recalls
0No recalls in this snapshot.
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