2024 Ford Mustang Mach E

On April 25, 2024, NHTSA’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). NHTSA opened the investigation after the agency received notice of two fatal collisions involving BlueCruise-equipped Ford Mustang Mach-E vehicles. Based on the incidents, NHTSA 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 NHTSA 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 NHTSA’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 NHTSA.gov under the following SGO report identification numbers: 502-7268, 502-7426, 502-6852, 502-8738.

On April 25, 2024, NHTSA’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). NHTSA opened the investigation after the agency received notice of two fatal collisions involving BlueCruise-equipped Ford Mustang Mach-E vehicles. Based on the incidents, NHTSA 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 NHTSA 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 NHTSA’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 NHTSA.gov under the following SGO report identification numbers: 502-7268, 502-7426, 502-6852, 502-8738.

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 ID

11739976

Incident

May 22, 2026

Since before September 2025, the driver’s side rear TPMS sensor has been intermittently showing a TPMS fault while the vehicle is already in motion. The vehicle is still under the bumper to bumper warranty. This fault is not always on, but it does comes on while driving. The vehicle always shows the fault in the rear driver’s TPMS sensor. I brought the vehicle to a Ford dealer on September 23, 2025 and they said the tire pressure was low, but upon leaving the dealership the issue came back. The car was brought to a Ford dealer again for the issue on May 2, 2026 and they said the issue couldn’t be replicated and suggested the issue may be a wired baby monitor (due to radio frequency interference) however the wired baby monitor does not emit any radio frequency. We alerted Ford’s corporate customer care and they set up a second opinion at another dealer for May 9, 2026 but when we brought the car that dealer turned us away claiming to not have a record of the appointment. This is an issue of safety as the sensor fault consistently shows at highway speeds (70 mph+). The sensors cannot be trusted which can potentially lead to an accident due to a blow out at high speeds. At this time, Ford has not been helpful in getting this safety issues resolved. If you google the issue, there are plenty of forums talking about the same issue with their Mustang Mach E.

NHTSA ID

11738124

Incident

Sep 1, 2025

The vehicle experiences a drivability issue where it stalls or loses power and is not safe to operate. The vehicle is currently undrivable and has been at the dealership for nearly one month without a completed diagnosis or repair. The dealership has indicated a possible powertrain or transmission-related issue, but no confirmed repair has been completed. Additionally, there is an active safety recall associated with the vehicle that has not been repaired multiple notifications. This situation poses a safety risk and remains unresolved despite repeated follow-ups.

NHTSA ID

11735308

Incident

Apr 4, 2026

The Mustang Mach-E Select has three driving modes. From least to most aggressive in terms of acceleration, they are Whisper, Engage, and Unbridle. When driving in 1-pedal mode where removing your foot from the accelerator causes the car to brake, the strongest application of brakes is in Whisper mode as well. It’s not aggressive, but it will bring the car to a stop over a shorter distance. There is a known and reported problem among drivers, shared often in driver forums like Reddit, where vehicles will change to Engage mode from either Whisper or Unbridle. Over a year ago, I first noticed my car doing this on a downhill exit from a highway to a stoplight. I engaged the brake when I realized I was approaching the stopped car in front of me faster than I should. Over the past 16 months, I’ve experienced this at least twice a month, with no way I’ve been able to discern of predicting when it will happen. I drive the car in the most energy-using and highest energy-recovering mode. I am well aware that the braking might change at any time, but am concerned my wife, who drives the car less than I do, or some other Mustang Mach-E driver will rear-end another vehicle by realizing too late the car is not slowing as expected. I’ve told my dealer, I called Ford, now I’m notifying you in the hopes you can get Ford to issue a software fix. This was something I just noticed again pulling in to my garage solely because I was showing my wife something, and I realized I had the time to report it. Here are a few links of people having this issue. [XXX] [XXX] / [XXX] You’ll see this has been happening with a wide variety of owners for years. Please do something before someone gets injured, if it hasn’t already happened. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11731266

Incident

Apr 14, 2026

Trim around back window is kept on with sticky tape and it comes off on highway driving. Poses a safety risk

NHTSA ID

11727077

Incident

Mar 25, 2026

On January 15 I took my car to Tasca Ford for the "10,000 check up and NYS Inspection. I was given paperwork confirming that the car was functioning properly . On January 17, 2026 my parked, unoccupied 2024 Ford mach E crashed into my parents garage door. I brought the car back to Tasca on January 19 and again was told nothing was wrong with my brakes. I then took the car to an independent mechanic who confirmed the brakes were faulty. I also received a notice in the Ford App that there was a recall for my car. I called Ford to tell them about my accident and that I needed a loaner car. They first denied the recall then told they had "No remedy" at this time I had to contact the dealership. Tasca was still denying a recall and would not give me a loaner. On February 13, 2026 the car rolled out of park and hit an unoccupied car. I now have a rental car through Geico but only for 30 days.

NHTSA ID

11722479

Incident

Jan 17, 2026

My 2024 Ford Mustang Mach‑E is under an active brake safety recall (NHTSA 25V863 / Ford 25C69) with no remedy available. Ford has not provided a repair timeline, alternative transportation, or any assistance. I am concerned about the safety of operating this vehicle due to the nature of the brake defect and the uncertainty surrounding when it will be fixed. This situation is creating a serious hardship for my household. My husband is a disabled veteran with multiple medical conditions and frequent medical appointments. I am responsible for transporting him, and we rely on having a safe and dependable vehicle. The unresolved brake defect makes me uncomfortable driving the vehicle, yet I have no alternative transportation. Ford Credit has declined to assist with a buyback, and the dealership cannot offer a repair because no remedy exists. I am requesting NHTSA’s assistance in ensuring Ford provides a timely remedy or appropriate support (such as a loaner vehicle or buyback) so that my family is not placed at risk due to an unresolved safety defect.

NHTSA ID

11718571

Incident

Feb 9, 2026

There is an issue with the Mach E where while in a parking lot at low speeds the user may accidentally press the cruise control setting which will initiate the car jolting up to 15 mph (minimum speed for adaptive cruise control system) instantly. This happens when you are going 5 mph or less in a parking lot. Although this is more of a design issue where some users may not deal with this issue, it should be noted that forums have been posted about this same exact issue and it can cause a danger in terms of hitting pedestrians or other vehicles in parking lots or other slow moving traffic. There have been several instances where this has happened to me.

NHTSA ID

11717858

Incident

Feb 13, 2026

Some 2021-2026 Ford/Lincoln vehicles may exhibit various symptoms including but not limited to the auto start/stop system not operating as intended with a "Check Charging System" message in the instrument panel cluster (IPC) while the charging system is operating properly with no charging related diagnostic trouble codes (DTC) stored. This may be due to someone using an aftermarket programmer to change the body control module (BCM) configuration to disable the auto start/stop system or perform other unsupported programming modifications. To correct this condition on F-150 and Bronco vehicles, download and run the Ford Diagnosis and Repair System (FDRS) application titled "BCM-Charging System Configuration Correction". Running this application will determine if the BCM configuration was modified by the customer and if so, provide the option to return the configuration back to factory settings. For other vehicle models exhibiting concerns related to unsupported aftermarket BCM programming, submit a Technical Support Request (TSR) requesting support to revert the BCM configuration

Some 2021-2024 Ford and Lincoln vehicles may exhibit an "Updating SYNC" message on the vehicle center display screen after an over the air (OTA) update. The message can be cleared from the center display screen and SYNC can be used normally, but it will re-appear at every subsequent ignition cycle. Inform customers that engineering is currently working on a software update solution for this condition to be delivered OTA expected in late Q3 2026. Software will update automatically if vehicle connectivity is enabled in the vehicles settings. Monitor Professional Technician System (PTS) for additional information.

Some 2021-2026 Ford vehicles may exhibit inoperative heated/cooled seats, heated steering wheel and/or front/rear defrost features after a remote start is performed through the Ford mobile application or with the key fob. Customers may also experience heated/cooled seats, heated steering wheel and/or front/rear defrost features turning on in unexpected conditions such as during warmer weather. These features will operate normally when commanded in the center display screen. This may be due to the customer not setting up their "Climate Settings" through the Ford mobile application. To correct this condition, inform the customer they should perform a remote start from the Ford mobile application and then adjust the "Climate Settings" in the Ford mobile application as desired. These settings only need to be set once and will persist through subsequent remote starts. Heated and cooled seats will be set to Level 2 when turned ON via "Climate Settings" in the Ford mobile application during a remote start event. This is normal operating characteristic. This condition does not affect vehicle durability and no a

Some of the vehicles listed in the Model statement above may exhibit a distorted or muffled sound originating from the center speaker. This may be due to a deformed speaker cone.

Quality improvements include: - Updates the motor short failure detection logic to prevent Diagnostic Trouble Codes

Some 2023-2026 Mustang Mach-E vehicles equipped with a lithium iron/ion phosphate (LFP) standard range battery (minor feature code HTHAH) may exhibit a battery energy control module (BECM) state of health reading that over-estimates the actual high voltage battery state of health after a BECM replacement directed by the Workshop Manual (WSM). This may be due to the software in the BECM. To correct this condition, download and run the "BECM-High Voltage Battery Capacity Relearn" application using the Ford Diagnosis and Repair System (FDRS) scan tool. For claiming, use causal part 10B687 and labor operations 12651D and 12651D4. The engineering team is currently working on a permanent software solution which is expected to be available in Q4 of 2026. If a vehicle exhibits this concern, submit a Global Concern Report (GCR). To submit a report, click on the "Submit Global Concern Report (GCR)" link at the upper right of the Professional Technician System (PTS) Vehicle ID screen (vehicle identification number ÝVIN¨ required) and fill out the form. Do not use the "Report A Problem" link to submit a report for