Those end joints (often called “tie rod ends,” since they were part of the “tie rod” before rack and pinion steering became popular) operate just lilke the ball joints do, except their job is turning the drive wheels via the steering wheel. Remember how I said that the lower ball joints were a good design, because they came in from the top? These end joints come in from the bottom. That’s not necessarily a “bad” design, but it does mean that if the nuts that hold them on are loose, they can drop out of the steering knuckle and cause the kind of failure we’re talking about. I also do not see a cotter pin in this image, which would contain the nut and prevent it from loosening all the way off the end joint.

However, as I have mentioned more than once, an assembly failure which undertorqued that nut would not happen “all of a sudden.” There would be - yes, again - ample warning to the driver that “oh shit, something is really wrong here” before the wheel became completely separated from the steering rack.

That’s really about it. I’ll mention again that none of this is “new technology.” These are the same kinds of suspension components which have existed in cars for decades. No failure which would result in
“suspension collapse” or “wheel fell off” could possibly occur without plenty of warning symptoms before either of those happened.

Based on what I’ve seen through these diagrams, it seems that the most likely failure would be that last one, where the steering end joint becomes disconnected from the steering knuckle. It would still come with those warning signs, but by comparison to other possible failures, those signs would be the “least noticeable” (still very noticeable, just less than for the control arms).