While driving my EV Mach e, one warning light popped up for “battery charging” service soon. When I turned off of I95 onto the exit, the vehicle suddenly shut down while simultaneously popping up a warning to “pull over to safety” except, the car would not do anything, to allow me to pull to safety. It was a brick in the left turning lane of a highway, while tractor trailers and vehicles were flying up behind me. I tried three times to restart the thing or get it into neutral with no ability to do anything. At that point I realized to keep myself safe from getting killed, I got out of the car in the grass on the middle of the busy highway. Reported the issue to ford, my husband came to get me out of the highway and we waited for the tow truck in a Taco Bell parking lot. The hazard lights were turned on when I got out of the car, however, while waiting for the tow truck the hazard lights died as well, putting other drivers on the highway in a huge risk of safety as well. I’m assuming this is part of the known High voltage junction box recall that Ford put out on the 21-22 Mach E’s, however, Ford Motor company only recalled the extended range and the GT models, mine is a select. I will update this as I get information from the service garage. I’ve attached a screenshot of my vehicle report that shows “no open recalls” as well.
2022 Ford Mustang Mach E electrical problems
79 complaints (56% of all complaints for this car). Typical mileage when it fails: 25,000. 6 crashes reported.
- owner complaints
- 79
- of this car's complaints
- 56%
- typical mileage
- 25,000
- crashes
- 6
- recalls
- 4
Which part fails
- Instrument panel: speedometer/odometer2
- 12v/24v/48v battery2
- Propulsion system: charging: cable/cord: onboard1
At what mileage
Complaints by mileage at the time of the problem.
Ford Mustang Mach E electrical problems in other years
Related recalls
Electrical system: propulsion system: traction battery: management system/energy control module (bms/becm)
- What is wrong
- Ford Motor Company (Ford) is recalling certain 2022 Mustang Mach E vehicles equipped with an extended range battery. The high voltage battery main contactors may overheat.
- Risk
- An overheated high voltage battery contactor can result in a loss of drive power, increasing the risk of a crash.
- Remedy
- Dealers will replace the high voltage battery junction box, free of charge. Owner notification letters were mailed July 10, 2025. Owners may contact Ford Customer Service at 1‑866‑436‑7332. Ford's number for this recall is 23S56. This recall is an expansion of previous the federal safety agency recall number 23V687.
Recall number 25V441000 · Recall details
Electrical system: propulsion system: traction battery: management system/energy control module (bms/becm): software
- What is wrong
- Ford Motor Company (Ford) is recalling certain 2021-2022 Mustang Mach-E vehicles previously repaired incorrectly under recall number 22V‑412. The high voltage battery main contactors may overheat.
- Risk
- An overheated high voltage battery contactor may cause the vehicle to lose drive power, increasing the risk of a crash.
- Remedy
- Dealers will update the on-board software, free of charge. Owner notification letters were mailed April 11, 2025. Owners may contact Ford customer service at 1‑866‑436‑7332. Ford's number for this recall is 25S14.
Recall number 25V130000 · Recall details
Electrical system: propulsion system: traction battery: management system/energy control module (bms/becm)
- What is wrong
- Ford Motor Company (Ford) is recalling certain 2021-2022 Mustang Mach-E vehicles equipped with an extended range battery. The high voltage battery main contactors may overheat.
- Risk
- An overheated high voltage battery contactor can result in a loss of drive power, increasing the risk of a crash.
- Remedy
- Dealers will replace the high voltage battery junction box, free of charge. Owner notification letters were mailed December 29, 2023. Owners may contact Ford customer service at 1‑866‑436‑7332. Ford's number for this recall is 23S56. Vehicles included in this recall that were previously repaired under recall 22V‑412 will need to have the new remedy completed.
Recall number 23V687000 · Recall details
Electrical system: propulsion system: traction battery: management system/energy control module (bms/becm): software
- What is wrong
- Ford Motor Company (Ford) is recalling certain 2021-2022 Mustang Mach-E vehicles. The high voltage battery main contactors may overheat.
- Risk
- An overheated high voltage battery contactor may cause the vehicle to lose drive power, increasing the risk of a crash.
- Remedy
- Dealers will update the on-board software, free of charge. Owner notification letters were mailed on July 8, 2022. Owners may contact Ford customer service at 1‑866‑436‑7332. Ford's number for this recall is 22S41.
Recall number 22V412000 · Recall details
Related investigations
Collisions Involving Ford BlueCruise
On April 25, 2024, the federal safety agency’s Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE24012) to assess BlueCruise, a partial driving automation system available on certain vehicles manufactured by Ford Motor Company (Ford). the federal safety agency opened the investigation after the agency received notice of two fatal collisions involving BlueCruise-equipped Ford Mustang Mach-E vehicles. Based on the incidents, the federal safety agency scoped the investigation to 2021-2024 Mustang Mach-E vehicles equipped with BlueCruise. In June 2024, ODI sent an Information Request (IR) letter to Ford requiring that it provide certain information pertaining to crashes, non-crash reports, and technical specifications that relate to BlueCruise, as well as other Ford partial driving automation systems that offer lane and speed maintenance. In its response to ODI’s IR, Ford stated that there are 2,539,962 Ford and Lincoln vehicles (including subject and peer vehicles) equipped with a partial driving automation system within the scope of the request. The majority of these vehicles are equipped with a system that Ford calls Lane Centering Assist (LCA), which is a hands-on partial driving automation system that combines longitudinal control authority governed by Adaptive Cruise Control (ACC) and lateral control authority governed by a steerable path. LCA is offered on a wide range of Ford and Lincoln models beginning in model year 2019. Vehicles that are equipped with BlueCruise, the focus of this investigation, have LCA capability and additionally offer hands-free partial driving automation when certain conditions are met. Hands-free BlueCruise operation is only offered on certain roadways and system availability is geofenced using vehicle GPS. BlueCruise-equipped vehicles employ a camera-based driver monitoring system to determine driver attentiveness to the roadway. BlueCruise was introduced in model year 2021 and is currently available in a select range of Ford and Lincoln vehicles. For BlueCruise- and LCA-equipped vehicles, both ACC and Pre-Collision Assist (PCA) features use a combination of camera and radar sensing technologies to detect and classify objects. ACC is specifically designed to detect vehicles (including cars, trucks, and motorcycles) and bicycles in front of the subject vehicle which are either stationary or moving in the same direction as the subject vehicle. Through this investigation, limitations in the detection of stationary vehicles in certain conditions have been identified. Specifically, due to the potential for false detection of stationary objects at long distances, Ford designed ACC to inhibit any response to reported stationary objects when the subject vehicle’s approach speed is at or above 62 mph. Additionally, system performance may be limited when there is poor visibility due to insufficient illumination. In addition to reviewing Ford’s response to ODI’s IR, the agency conducted a review of crash and non-crash reports identified collectively through Ford’s IR response, incident reporting through Standing General Order 2021-01 (SGO), and the federal safety agency vehicle owner questionnaires. In total, 32 crashes and 2,004 non-crash reports on subject and peer Ford vehicles were identified across manufacturer and ODI data sources. A detailed analysis of each crash was conducted including the review of any available police reports, photographs, data recovered from in-vehicle event data recorders, connected vehicle data, and/or other information. In both fatal collisions referenced in the PE24012 opening resume, the subject Ford Mustang Mach-E vehicle was traveling over 70 mph on a controlled-access highway during nighttime lighting conditions with hands-free BlueCruise engaged when it collided with a stationary vehicle. Analysis of data imaged from the vehicles’ event data recorders demonstrates that in each incident, the driver did not apply the brakes or take evasive steering action, and no deceleration was initiated by either the BlueCruise system or PCA prior to impact. Through the agency’s crash analysis, four additional frontal collisions were identified where the subject Ford impacted a stopped or slow-moving lead vehicle or another stationary object located in the travel lane. Two of these four incidents involved BlueCruise-equipped Ford Mustang Mach-E vehicles (included in the failure report summary along with the fatal collisions discussed above), while the other two involved other Ford models equipped with the LCA system. Additionally, a trend was identified through analysis of the non-crash reports relating to allegations that ACC (the longitudinal component of both BlueCruise and LCA) failed to detect and/or respond to a stopped or slow-moving lead vehicle. In these reports, consumers often describe that the absence of deceleration initiated by ACC was unexpected and required harsh manual braking or intervention from the PCA to avoid a frontal collision with the lead vehicle. Based on the federal safety agency’s analysis, system limitations relating to the detection of stationary vehicles while traveling at highway speeds and in nighttime lighting conditions appear to be factors in collisions under investigation and several apparently similar near-miss, non-crash reports. This Engineering Analysis (EA) is being opened to further investigate these system limitations and to evaluate drivers’ ability to respond to scenarios that exceed system limitations. During the EA, the agency expects to, among other things, perform vehicle evaluations, review additional technical information, and perform additional analysis of related crashes and non-crash reports. The crashes included in the failure report summary can be found at under the following SGO report identification numbers: 502-7268, 502-7426, 502-6852, 502-8738.
EA25001
Collisions Involving Ford BlueCruise
On April 25, 2024, the federal safety agency’s Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE24012) to assess BlueCruise, a partial driving automation system available on certain vehicles manufactured by Ford Motor Company (Ford). the federal safety agency opened the investigation after the agency received notice of two fatal collisions involving BlueCruise-equipped Ford Mustang Mach-E vehicles. Based on the incidents, the federal safety agency scoped the investigation to 2021-2024 Mustang Mach-E vehicles equipped with BlueCruise. In June 2024, ODI sent an Information Request (IR) letter to Ford requiring that it provide certain information pertaining to crashes, non-crash reports, and technical specifications that relate to BlueCruise, as well as other Ford partial driving automation systems that offer lane and speed maintenance. In its response to ODI’s IR, Ford stated that there are 2,539,962 Ford and Lincoln vehicles (including subject and peer vehicles) equipped with a partial driving automation system within the scope of the request. The majority of these vehicles are equipped with a system that Ford calls Lane Centering Assist (LCA), which is a hands-on partial driving automation system that combines longitudinal control authority governed by Adaptive Cruise Control (ACC) and lateral control authority governed by a steerable path. LCA is offered on a wide range of Ford and Lincoln models beginning in model year 2019. Vehicles that are equipped with BlueCruise, the focus of this investigation, have LCA capability and additionally offer hands-free partial driving automation when certain conditions are met. Hands-free BlueCruise operation is only offered on certain roadways and system availability is geofenced using vehicle GPS. BlueCruise-equipped vehicles employ a camera-based driver monitoring system to determine driver attentiveness to the roadway. BlueCruise was introduced in model year 2021 and is currently available in a select range of Ford and Lincoln vehicles. For BlueCruise- and LCA-equipped vehicles, both ACC and Pre-Collision Assist (PCA) features use a combination of camera and radar sensing technologies to detect and classify objects. ACC is specifically designed to detect vehicles (including cars, trucks, and motorcycles) and bicycles in front of the subject vehicle which are either stationary or moving in the same direction as the subject vehicle. Through this investigation, limitations in the detection of stationary vehicles in certain conditions have been identified. Specifically, due to the potential for false detection of stationary objects at long distances, Ford designed ACC to inhibit any response to reported stationary objects when the subject vehicle’s approach speed is at or above 62 mph. Additionally, system performance may be limited when there is poor visibility due to insufficient illumination. In addition to reviewing Ford’s response to ODI’s IR, the agency conducted a review of crash and non-crash reports identified collectively through Ford’s IR response, incident reporting through Standing General Order 2021-01 (SGO), and the federal safety agency vehicle owner questionnaires. In total, 32 crashes and 2,004 non-crash reports on subject and peer Ford vehicles were identified across manufacturer and ODI data sources. A detailed analysis of each crash was conducted including the review of any available police reports, photographs, data recovered from in-vehicle event data recorders, connected vehicle data, and/or other information. In both fatal collisions referenced in the PE24012 opening resume, the subject Ford Mustang Mach-E vehicle was traveling over 70 mph on a controlled-access highway during nighttime lighting conditions with hands-free BlueCruise engaged when it collided with a stationary vehicle. Analysis of data imaged from the vehicles’ event data recorders demonstrates that in each incident, the driver did not apply the brakes or take evasive steering action, and no deceleration was initiated by either the BlueCruise system or PCA prior to impact. Through the agency’s crash analysis, four additional frontal collisions were identified where the subject Ford impacted a stopped or slow-moving lead vehicle or another stationary object located in the travel lane. Two of these four incidents involved BlueCruise-equipped Ford Mustang Mach-E vehicles (included in the failure report summary along with the fatal collisions discussed above), while the other two involved other Ford models equipped with the LCA system. Additionally, a trend was identified through analysis of the non-crash reports relating to allegations that ACC (the longitudinal component of both BlueCruise and LCA) failed to detect and/or respond to a stopped or slow-moving lead vehicle. In these reports, consumers often describe that the absence of deceleration initiated by ACC was unexpected and required harsh manual braking or intervention from the PCA to avoid a frontal collision with the lead vehicle. Based on the federal safety agency’s analysis, system limitations relating to the detection of stationary vehicles while traveling at highway speeds and in nighttime lighting conditions appear to be factors in collisions under investigation and several apparently similar near-miss, non-crash reports. This Preliminary Evaluation is being upgraded to an Engineering Analysis (EA25001) to further investigate these system limitations and to evaluate drivers’ ability to respond to scenarios that exceed system limitations. During the EA, the agency expects to, among other things, perform vehicle evaluations, review additional technical information, and perform additional analysis of related crashes and non-crash reports. The crashes included in the failure report summary can be found at under the following SGO report identification numbers: 502-7268, 502-7426, 502-6852, 502-8738.
PE24012
High Voltage Battery Contactor Failure
On August 17, 2023, the Office of Defects Investigations (ODI) opened RQ23-004 to investigate instances of loss of motor power due to overheating high voltage battery contactors in model year (MY) 2021-2022 Ford Mustang Mach-E vehicles (subject vehicles). This Recall Query (RQ) was opened after receiving 12 consumer complaints alleging a high voltage battery main contactor failure in subject vehicles that were included in Recall 22V‑412 and remedied prior to the reported incidents. The remedy in 22V‑412 was a Secondary On-Board Diagnostic Control Module (SOBDMC) software update to monitor contactor temperature and reduce battery power to prevent damage to the contactor, and a Battery Energy Control Module (BECM) software update to monitor contactor resistance to identify an overheated contactor and reduce vehicle power to prevent further damage. On October 13, 2023, Ford filed Recall 23V‑687 of 34,762 2021-2022 Ford Mustang Mach-E vehicles produced from May 27, 2020 to May 24, 2022 with recalled Bussed Electrical Center parts NK48-10C666-AA, NK48-10C666-BA, or LK98-10C666-AB. Affected vehicles are equipped with the extended range battery. Ford stated that preexisting damage to the contactors caused by heat and accumulated wear may reduce the effectiveness of the software update remedy in 22V‑412. The remedy of 23V‑687 is to complete a replacement of the Bussed Electrical Center, or High Voltage Battery Junction Box. In addition, Ford stated that subject vehicles equipped with standard range batteries, in comparison to vehicles equipped with extended range batteries, are less at risk of experiencing this failure due to their smaller battery capacity and lower output electric drive motors. In view of the recall action taken by Ford, ODI is closing this investigation. ODI will continue to monitor reports of this failure in both extended range and standard range models. The Agency reserves the right to take additional action if warranted by future circumstances. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to
RQ23004
Pedestrian alert sounds
the federal safety agency received a petition on or about July 18, 2022, requesting that Federal Motor Vehicle Safety Standard (FMVSS) 141 be applied to all electric and hybrid vehicles operating in the United States. The petition can be reviewed at under ODI Number 11486072. FMVSS 141 establishes performance requirements for pedestrian alert sounds for motor vehicles. The standard applies to hybrid and electric vehicles that have a gross vehicle weight rating of 4,536 KG or less or are defined as low-speed vehicles. The standard became fully applicable to all such vehicles manufactured on or after March 1, 2021.On January 27, 2023, the federal safety agency opened Defect Petition (DP) 22-005 to evaluate the subject matter described in the petition. On June 24, 2023 and as supplemented on June 25, 2023, the petitioner notified the federal safety agency he was withdrawing his petition. The petitioner indicated that, based on his review of data, there is no justification for asserting potential benefits that could be derived from actions sought by my petition. Based on the petitioner's withdrawal, DP22-005 is closed. Closure of this DP does not represent a determination by the federal safety agency regarding the subject matter of the petition.
DP22005
What 2022 Ford Mustang Mach E owners say
Most recent owner complaints, unedited.
The right front passenger door opened unintentionally while driving. When making a left-hand turn, the right front passenger door swung open without any input from the driver or passengers. Upon further inspection, the electric door latch appeared to have no power, causing it to fail in the unlatched position while driving. Fortunately, no passengers were sitting in the right front seat at the time.
1) The high voltage junction box failed causing the vehicle to abruptly stall on a public road. The part will be available for inspection through contacting a local dealership. 2) The vehicle completely stalled at night in the middle of a 6 lane intersection. This posed a hazard for myself as well as for on coming and cross traffic. 3) The dealer has confirmed the failure of this component. 4) The vehicle component is being order of replacement at the dealership. The manufacture has also been informed via their corporate customer service line. 4) 5 seconds before the stall, the vehicle user interface displayed the message "please pull over safely". 10 minutes after the stall the Ford My Pass App showed three error messages: “High-Voltage Battery Warning”, “Powertrain Malfunction/Reduced Power” “Charge System Fault”
I had put the vehicle into One Pedal Drive mode for the first time on the morning of Aug 29th. Vehicle operated as it should for first few places I drove to and stopped, but then I approached a red light, removed foot slowly from accelerator and vehicle came to a full stop as it should. Approximately 2-5 seconds later, without warning or even the collision avoidance system activating, my vehicle suddenly accelerated into the rear of the stopped truck in front of me. Fortunately no serious injuries but someone could have been killed. My foot was NOT on the accelerator at the time - it was hovering over it while waiting for the light to change to green. My vehicle was taken to Ford for evaluation, but they claim it has to be repaired before they can diagnose/confirm the issue. I am the original owner with no previous accidents or incidents.
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.
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.
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.
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.
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.
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.
Questions about the 2022 Ford Mustang Mach E electrical
Does the 2022 Ford Mustang Mach E have electrical problems?
Owners have filed 79 complaints about the electrical of the 2022 Ford Mustang Mach E, 56% of all its complaints, more than any other problem.
At what mileage do 2022 Ford Mustang Mach E electrical problems start?
The typical (median) mileage in owner complaints is 25,000 miles.
Was there a recall on the 2022 Ford Mustang Mach E electrical?
Yes, 4 recalls: 25V441000, 25V130000, 23V687000. Check your VIN to see if your car still needs the free repair.
What year does the Ford Mustang Mach E have the most electrical problems?
The Ford Mustang Mach E model years with the most electrical complaints are 2021 (156 complaints), 2022 (79 complaints) and 2023 (53 complaints).
Other 2022 Ford Mustang Mach E problems
Transmission 28Driver assistance 25Fuel system 21Acceleration 19Engine 17Brakes 16Steering 7Body 5Airbags 3Locks 3Suspension 2Visibility 1
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