315 of the
1,252 complaints filed about the Ford Mustang Mach E
are about the electrical system —
100% of everything owners reported.
The worst model year for it is 2021.
Multiple intermittent electrical/software malfunctions in my Ford Mustang Mach-E, one of which poses an acute safety risk. STEERING WHEEL BUTTON / UNCOMMANDED ACCELERATION: A button on the steering wheel, when pressed, causes the vehicle to suddenly accelerate to a high speed with no corresponding throttle input from me, and speed cannot be immediately brought back under control. This creates a serious risk of collision to myself, passengers, and other road users. DOOR LATCH: A door does not open fully ("bounce open") as designed. This matches Ford recall 25V404, covering doors that may fail to open, potentially trapping an occupant during an emergency exit. ALARM SYSTEM: Alarm is either overly sensitive (false triggers) or fails to trigger when it should — an inconsistent fault suggesting an underlying electrical issue. DISPLAY SCREEN: Center/instrument screen intermittently goes black while driving, temporarily removing visibility of speed, warnings, and camera views. REAR SOUND BAR: Rear-seat speaker intermittently stops working. Not itself a safety risk, but suggests a broader wiring/electrical fault affecting several systems at once. Component available for inspection: Yes, upon request. Reproduced/confirmed by dealer or independent shop: UNKNOWN. I have called the dealer twice and been unable to reach anyone to schedule diagnostic service. Inspected by manufacturer, police, or insurance: UNKNOWN. No inspection has occurred yet. Warning lamps/messages before failures: UNKNOWN. No consistent warning appeared beforehand; symptoms occur intermittently without advance alert.
NHTSA complaint #11763821 — an unverified report by a vehicle owner.
Impacts: Electric system software & fools/locks/linegae. The EV vehicle has suffered a catastrophic, complete failure of its central software architecture, specifically impacting the APIM module and RDS system. Ford's internal In-Vehicle Technology (IVT) records confirm this failure originated in December 2025 while vehicle was fully under its 3-year bumper-to-bumper warranty. Because vehicle's underlying diagnostic and software infrastructure is completely frozen in an unresolved "updating" loop, the vehicle's onboard diagnostic tools are entirely incapable of reading or reporting critical hardware and structural component failures. Initial service was May 26. This software failure has caused severe, active safety hazards. In July 2026, the driver-side door latch completely failed to secure. Because software is bricked, no diagnostic code or dashboard warning was generated. As a 100% disabled driver, I was forced to drive 35 minutes home from an oncology medical appointment physically holding the driver’s door shut at speed on public roads to prevent it from swinging open. Furthermore, vehicle's network connectivity has completely shut down while driving on 3 separate occasions. During door latch failure, I was trapped in a rural area with zero cellular service. Because onboard telematics and modem systems are frozen and failing to receive critical safety patches, vehicle's SOS Post-Crash Alert System and tracking telemetry are severely compromised. If an accident or ejection had occurred due to the door latch failure, emergency services would have had no automated tracking link. Ford has failed to repair this after multiple extended dealer stays and has admitted through their IVT department that vehicle is unfixable due to massive never before seen software failure via standard service and requires manufacturer buyback. Dealer files att show no vehicle updates since Feb 2026 tho IVT confirmed May 28 not updates since Dec 2025 from Ford known software glitch.
NHTSA complaint #11762679 — an unverified report by a vehicle owner.
My 2021 Ford Mustang Mach-E (142,009 miles) intermittently fails to accept a charge at public DC fast-charging stations. My husband relies on these stations because our home electrical panel cannot support a home EV charger, and he uses this vehicle daily for his work in commercial real estate, often needing to charge it twice a day while traveling throughout Southern California. We first brought the vehicle to Tuttle-Click’s Capistrano Ford (San Juan Capistrano, CA) for this issue, and were charged $250 for a diagnosis and software-related repair (Invoice XXX, dated XXX). The technician’s notes state the vehicle would stop charging after about a minute at DC fast chargers, that the code P0EEE:27 was stored in the SOBDM module, and that the battery was manually charged to 99% and the code cleared. Ford refunded the $250 after the same problem recurred shortly after this repair. When we brought the vehicle back in a second time for the identical issue, the dealership informed us that Ford currently has no fix for this defect, and that only a Level 1 or Level 2 AC home charger can reliably charge the vehicle — which is not an option for us since we have no home charger installed. The dealership subsequently provided us with a copy of Ford’s own internal Special Service Message, SSM 55080, titled ‘Stop Charging When Using DC Fast Charger Level 3 With DTC P0EEE:27 And/Or P2E53:27 Stored In the SOBDM Module.’ This bulletin confirms Ford is aware this defect affects 2021–2023 Mustang Mach-E, 2022–2025 E-Transit, and 2022–2023 F-150 Lightning vehicles, that replacing the charge port hardware will not resolve it, and that a software fix was targeted for Q3 2026 — a deadline that has passed without a working fix reaching our vehicle. This defect leaves us with no reliable way to charge the vehicle away from home, directly impacting my husband’s ability to conduct his work.
NHTSA complaint #11761335 — an unverified report by a vehicle owner.
I just had the High voltage battery junction box replaced after being in shop 16 days. Upon arrival to my house yesterday my car would not charge. upon further investigation once the Hvbj connector is replaced a charge of the car to put a full load on this connector is not performed. Instead ford goes the easy route and uses a test drive and other diagnostic test such as there computer to see if the connector is bad. This software does not detect even close to 100 percent of the time a faulty high voltage battery connector there diagnosis software it is flawed. The only true way to ensure proper replacement of this connector has been done is to charge the car with the charging cable that has come with the car and do thermal imaging on the connector. Because this is not being done you are putting peoples lives at risk by not knowing if the work has been done correctly without this thermal imaging test. Eventually if the high voltage battery junction box is replaced and even the slightest mis crimp of the connector is not done properly without putting a charging load on the connector and testing it with thermal imaging testing they are doing the quick and easy thing which does not detect the problem 100 recent of the time by using the on board diagnosis system as well as driving it. Two recalls and NHSTA investigation on the high speed battery voltage box and it still fails. Because of this test not being done I am positive this is why my car has failed again because it is the only way to be 100 percent sure of a bad high voltage box connector. This will unfortunately due to not being tested by putting a real world load on the vehicle and testing it with thermal imaging thermal runaway of an improper crimping or loose connection on someones car. Recommendation if you are going to replace a connector that has to deal with the battery charging and the only way to be 100 percent sure is to put a load and do thermal imaging to ensure its done properly do it no shortcuts.
NHTSA complaint #11759936 — an unverified report by a vehicle owner.
This is the information from the Ford dealership that was looking at my vehicle, but did not complete the repair: "Verified customer concern. During diagnosis, the following on-demand DCs were retrieved from the BECM: POAA1:00, POAA4:00, and P0563:00. Following TSB 25- 2247, a High Current Fuse Box is required for replacement to start. During the FDRS High Voltage System De-energizing procedure, FDRS detected a stuck contactor. After opening the LVSD as instructed, FDRS displayed Voltage Still Present. Multiple repair attempts failed. Customer was contacted and notified to bring to selling dealer, Further technical support required with engineering. No repairs made at this time." While Ford has reported that my vehicle is not subject to any related recall at this time, the safety concerns raised during this diagnosis are very similar to those safety concerns raised in NHTSA Recall No:23V-687 (Manufacturer Recall No: 23S56). My vehicle is also part of the described class of vehicle in that Safety Recall Report. I am of the belief that my vehicle should have been included in that safety recall or a related safety recall. To date, every Ford dealership I have reached out to refuses to make repairs to my vehicle related to this issue.
NHTSA complaint #11758351 — an unverified report by a vehicle owner.
The high voltage battery junction box connector has failed. There have been two recalls one software and one to replace this part the high voltage battery junction box with a more robust part to handle thermal loads. As of now there are zero recalls on my car open so they are all done. The first time this component failed was around 24k miles ish it's now 56k miles ish and it has failed again even after two recalls and an investigation around the same exact time. This means one of two things has happened either somehow the recalls by Tim Moran ford where not done properly and somehow the older failed part number was installed in my car or the more likely senario is that fords supposed robust part was just a simple part number change without a robust enough design to handle the thermal load. I would like to think that Tim Moran ford who is independent from for has done there due diligence the first time it was replaced and but the correct part number which leads me to conclude the investigation by the NHSTA that resulted in a part change did not fix the issue at hand and the car is now unsafe to drive as this is the second time it has happened to me on this vehicle. Thank god this time I was not going through a curve and headed off road. Same issue almost exact same failure part gone wrong and same issue to date. I demand not only for myself but the safety of others as a former Quality Assurance Representative of electronics on Hueys and Cobras that this be re investigated immediately. It is to late in the game to have zero recalls on my car open two that have been done and the same part fails a second time this should never happen to anyone if it has already been investigated and supposedly fixed. I do not believe it is fixed and the car is not safe to drive I'm hesitant to even go get it when it's ready next week with this serious safety flaw in the design of this vehicle with it still incurring.
NHTSA complaint #11758349 — an unverified report by a vehicle owner.
I am unsure, but I think it's the High Voltage Battery Junction Box. A week after buying the car used from Aaron Ford of Poway, I received a Safely Stop now warning, then the car broke down on the middle of the turning lane into my job a medical clinic putting myself, patients, other drivers, and my coworkers all on danger as it is a busy street. The hazard lights would not work, and the car would not go into neutral. The next day, all the dealership did was replace the 12v battery, then I only got 1 mile from the dealership before it broke down again in an even more busier and dangerous highway in the slow lane and crosswalk. The hazard lights would not work, and the car would not go into neutral.
NHTSA complaint #11757487 — an unverified report by a vehicle owner.
While merging onto the freeway and accelerating, the center touchscreen detached from its mount. The screen has two components: a rear housing fixed to the dash and a glass front panel that sits on top of it — the glass panel came loose on its own; I have never attempted to remove or pry it. The panel remained connected only by internal wiring and hung loose from the dash while the vehicle was in motion. This created three distinct safety hazards: (1) the screen was dangling and at risk of fully detaching, (2) the failure occurred during a high-attention driving maneuver (accelerating while merging), and (3) I was forced to catch the glass panel with one hand to prevent it from falling or shattering, then reattach it while still navigating traffic — as the sole occupant of the vehicle. Heavier-than-usual traffic that day gave me a lower-speed window to manage this; at highway speed under normal conditions, this could have been considerably more dangerous. No warning lights or dashboard messages preceded the failure — this is a hardware/mechanical defect, likely related to the internal mounting clips. Since the initial failure, the screen has detached repeatedly during acceleration, occurring frequently over the following days. In subsequent incidents, my boyfriend was a passenger and able to assist in stabilizing the screen. The screen has since stopped functioning entirely, which independently constitutes a safety issue, as it disables the backup camera display and other driver-assist systems that rely on it. The dealer has not yet been able to reproduce the issue. A service appointment has been scheduled and is pending.
NHTSA complaint #11755696 — an unverified report by a vehicle owner.
The HVBJB ($3500 + Tax) went on my car. It is out of battery system warranty by 25,000 miles (ended at 100,000 miles, I have 125,000 miles). I called Ford Corporate and they said they "have no current programs" to give me any good will discount on the repair. This is a big, known issue with Mustang Mach-e's There was a recall for this HVBJB part / system on many of the 2021 models, but somehow mine wasn't included in the recall. I cannot afford this repair, and I was hoping the NHTSA can get involved to get me some financial relief from Ford. There was also a safety issue as this morning when this all happened, the car forced me to stop at an intersection and would not move or restart. The police had to push me through the intersection. It's currently at Chapman Ford in Egg Harbour Townshop, NJ.
NHTSA complaint #11755300 — an unverified report by a vehicle owner.
The contact owns a 2022 Ford Mustang Mach-E. The contact stated that while driving at an undisclosed speed, the vehicle became inoperable and the vehicle stalled, and the gear shifter was inoperable. The contact exited the vehicle and was unable to re-enter the vehicle because the doors were locked and failed to unlock. The messages "Service Now" and "Battery Management" were displayed on the instrument panel. The pre-collision sensor warning light and several other unknown warning lights were illuminated. The failure had occurred on several occasions. The vehicle was towed to the residence, and the batteries were replaced. The contact researched the issue and became aware of an unknown recall; however, the VIN was not included. The vehicle was taken to a dealer, where it was determined that the battery management system needed to be reset. The vehicle was repaired, and the dealer advised the contact to drive the vehicle for 30-40 miles. However, after approximately 3 miles, the message "Stop Now" was displayed on the instrument panel, and the failure persisted. The manufacturer was not notified of the failure. The failure mileage was approximately 40,000.
NHTSA complaint #11750812 — an unverified report by a vehicle owner.
Vehicle in question had problems since day. One computer was affected was never fixed. Many problems ended up in agency for repairs a total of 9 1/2 months and I’ve only have a three year lease on the vehicle and have not been able to use it fully because of electrical and further issues. Litigation found with my attorneys and Ford attorneys, that the vehicle had multiple problems and was issued by a judge, repayment and penalties.
NHTSA complaint #11746355 — an unverified report by a vehicle owner.
Description On your vehicle, the integrated park module ipm may not properly engage the park pawl, preventing the vehicle from locking into park when park p is selected. If this condition occurs, a wrench light and shift system fault message will be displayed in the instrument panel cluster. Additionally, the vehicles electronic parking brake epb will automatically apply. Safety Risk If the park pawl is not properly engaged and the electronic parking brake - epb - is not applied, your vehicle may experience a roll-in-park, increasing the risk of a crash. Remedy A remedy is not yet available. Ford Motor Company is working to provide software for this repair. When the remedy becomes available, Ford Motor Company will notify you via mail to schedule a service appointment with your dealer for repairs to be completed free of charge. The remedy is anticipated to be available July 10, 2026. Recall service not available right now. We have a remedy but parts are not available right now. We will inform you when the service is available. Or, you can contact your dealer.
NHTSA complaint #11744350 — an unverified report by a vehicle owner.
I was driving normally at about 45 mph with no strong acceleration, after about 20 minutes of driving... Then Cross Traffic Alert, Crash Alert, ABS Failure Alert, Parking Brake Fault Alert, and probably more alerts suddenly went off while driving. Warning Lights for all these features stayed on, and I completely lost regenerative braking and power braking. I'm not sure if I lost anything else because I immediately pulled over, having to stand on the brakes to slowly stop. Once at a stop, I put it in park and warnings about parking brake faults continued to go off. I turned off the car, and warning about a parking brake fault continued to go off. I waited a few seconds and then opened the door to force the normal system shutdown. I pressed the brake and hit the start button again, but it didn't seem to recognize that I had pressed the brake and started in accessory (ACC) mode. After a few more second, I pressed the brake again and hit the start button (while still in ACC Mode), and the vehicle moved to full running mode without all of the warnings. This situation could have easily resulted in a full crash if I were driving at a faster speed and/or if I required immediate stopping.
NHTSA complaint #11742703 — an unverified report by a vehicle owner.
On 6/4, I completed a long road trip of over 650 miles. When I got back into my vehicle to move it to where it would be parked for the night, it displayed messages for a Powertrain Malfunction/Reduced Power and a High Voltage Battery Warning. I powered the car off and back on within about 5 minutes, and the messages were still being displayed. I connected a code scanner to the car and the car had stored codes P0D0F and P0AA4. Both of these codes indicated a fault with the High Voltage Battery Junction Box, a known issue with the Mustang Mach E. I was able to drive the car to a dealer the next day without incident but am wary of trusting the vehicle to make the same trip back home.
NHTSA complaint #11742422 — an unverified report by a vehicle owner.
On Thursday, May28 I was driving my 2025 Ford Mach-2 on Schrock Rd. in Columbus, Ohio at approximately 3:30 PM when the hood (the "frunk") of the car unexpectedly unlatched and opened, flying up to a vertical position and obscuring my view of traffic. I was driving in the left lane of this road at 40-45 mph. My view of the road was immediately obstructed, but I was able to crouch sufficiently to see enough of the road ahead and the mirrors on each side to navigate to the right lane and then to the side of the road, pull off safely, turn the car off, exit, and close the frunk firmly. I was away from home when this occurred. When I got in the care to drive home, there was a warning that came on, for the first time, that read as follows: FRUNK FAULT DETECTED; SERVICE REQUIRED. There was no advice to avoid driving the car. I checked the hood/frunk to be sure that it was firmly closed, then started for home, avoiding my usual freeway drive at 65mph for a slower trip on local roads. It is a good thing I did, because the risk of a major accident with injury and serious property damage would have been far greater at higher speed. I arrived home without the frunk opening again, called for Ford Roadside Assistance, and arranged to have the car towed to Germain Ford of Columbus, where it still is, awaiting the delivery of a new frunk latch system. The dealer has determined that there is likely a defective sensor in the frunk latch. This is a known issue with the Ford Mach-e, affecting not only the frunk but also sometimes the hatch lid in the rear.This is a serious safety hazard, and a review of reports over several models years from Mach-e owners indicates that I am not alone in having experienced it. At highway speeds a suddenly unlatched frunk/hood would not only open to the vertical, but conceivable also be smashed against the windshield or ripped off the vehicle and become airborne. Ford is aware of the issue, for there is are technical service bulletins covering it.
NHTSA complaint #11741785 — an unverified report by a vehicle owner.
Vehicle stated "PARKING BRAKE FAULT". Driver (myself) discovered electric parking brake was stuck in the ON position and would not disengage. Vehicle could not be moved on its wheels. Vehicle was in parking garage, and driver became stranded for over 24 hours waiting for a low-clearance tow truck with a dolly that could move the vehicle. Ford dealer (Bill Brown Ford) inspected vehicle and discovered wiring immediately behind BOTH rear electric parking brake connectors were corroded and broken. Ford dealer stated there was an active recall for this issue (CSP 22P31 or TSB 22-2143), but that my vehicle's build date was not included. CSP 22P31 only includes build dates before 15 March 2022; Driver's vehicle has a build date of 24 June 2022. Ford dealer stated they repaired the vehicle by completing the procedures defined in recall CSP 22P31, but Ford did not cover the costs or acknoledge it as a recall repair due to the build date. tl;dr: The critical safety defect defined in Ford recall CSP 22P31 affects vehicles built in July 2022, but Ford has not expanded the recall to cover these vehicles. In this case, the corrosion led to DUAL failure of both rear electrical parking brake connectors, causing two exposed electrical circuits and lock-up of the parking brake.
NHTSA complaint #11741491 — an unverified report by a vehicle owner.
This is a safety issue. The front collision assist is not working. I have returned the car to the Ford Dealer (Biener Ford) several times but the dangerous issue persists. I'm not the only one. There are many complaints listed on the web and the Ford Mach E forum. Ford needs to recall their EV Ford Mach-E vehicles and fix this dangerous safety issue once and for all.
NHTSA complaint #11740320 — an unverified report by a vehicle owner.
The exact failed component is unknown to me at this time, but the issue appears related to the vehicle’s electrical system. Prior to the incident, I received a charging error notification while the vehicle was plugged in. I unplugged the charger from the wall outlet, waited briefly, and plugged it back in. Later that same day, the vehicle entered a no-start condition and would not start despite repeated attempts over approximately two hours. The vehicle is available for inspection upon request. The vehicle left me stranded at night for approximately two hours without warning. Because the vehicle would not start, I was unable to reliably move or operate the vehicle. Depending on location, weather conditions, surrounding traffic, and other circumstances or emergency situations, this type of failure could place occupants and other drivers at risk. Additionally, I previously reported a separate safety-related incident involving this same vehicle in February 2026 in which the vehicle suddenly and unexpectedly accelerated in my daughter’s daycare parking lot. This has not been reproduced. The vehicle unexpectedly started and operated again at approximately the same time the tow truck arrived, after remaining inoperable for roughly two hours. Because the issue resolved itself without repair, it’s not clear what the root cause is. The vehicle has not yet been inspected. The vehicle has remained garaged following the incident pending further evaluation and communication with Ford. There were some warnings. Prior to operating the vehicle that evening, I received a charging error notification while the vehicle was plugged in. After unplugging and reconnecting the charger, the vehicle later experienced the no-start condition. During the incident, the vehicle provided no clear indication through the vehicle interface or mobile app explaining why it would not start, only “Stop safely now.”
NHTSA complaint #11739976 — an unverified report by a vehicle owner.
The car gives two messages, "Front Camera Fault Service Required" and "Pre-Collision assist not available." The cruise control does not work, however, the front camera does work. I had the vehicle scan done at the Ford dealer and was told it needs a 7 hour software update, after which it may need cables replaced. I do not understand how software goes bad. I do understand something may have happened to cables but that would not be checked until they had charged me $ 1,400 for a software update. This is a safety issue and, from what I read on the Mach E forum, is not where near unique to my vehicle.
NHTSA complaint #11736423 — an unverified report by a vehicle owner.