Mach E Won’t Start

[jrlandeen]

Hey everyone, I recently had my Mach E towed to ford. I woke up and it was a complete brick. Both the unlock button on the key and on the door wouldn’t unlock the car but it would flash the headlights like it does when it does unlock the car. My first thought was 12v so I tried to jump the frunk and no luck. So I resorted to trying to kill my 12v enough to jump the frunk by hitting buttons on my key till it was dead. After about an hour of this my car suddenly unlocked. Not only did it unlock it started and could drive like there was no issue. I had a new warning on the dash saying to safely stop now as well as in the app it said high voltage battery warning. So I decided to try to reset the computer and disconnect 0v side of the low voltage battery. After waiting 30 minutes I reconnected it and tried to start the car. The car was dead again. I could turn on the middle screen and it would play music and I could use the screen but hitting the start button wouldn’t even turn on the gauge cluster screen. I couldn’t lock the doors or run up and down the windows. Nothing. No accessory mode even. So I tried to jump it and still nothing. Any ideas? 12v? HVJB? It’s at ford but it’s been 4 days without any comment from them.

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[B177y]

12v? HVJB?

50% chance of either one of those.

Best bet is to be a PITA to the service manager until you get an answer.

 

[jrlandeen]

should have added 2021 Mach E GT

 

[B177y]

should have added 2021 Mach E GT

Have you had the HVBJB replaced previously under the recall?

Replaced the 12 volt yet?

 

[jrlandeen]

Have you had the HVBJB replaced previously under the recall?

Replaced the 12 volt yet?

I bought the Car in May, replaced the 12v when I had a warning in the app, and the car has 0 outstanding recalls. I’d assume it’s been replaced under recall.

 

[B177y]

There's definitely older threads where the early Mach-e's had multiple HVBJB replacements. @HuntingPudel used to brag about how many HVBJBs he blew up in his first Mach-e

Also lots of threads about new 12 volts going kaput after a few months.

If you have access to an OBD reader you can pull your codes and see what's up. Otherwise you just have to be the squeaky wheel and keep bugging the service department until you find out what the issue is.

As long as you're under 100,000 miles the HVBJB should still be covered under the HV warranty, and if the new 12 volt battery is bad, that should be under warranty for 36 months.

 

[HuntingPudel]

There's definitely older threads where the early Mach-e's had multiple HVBJB replacements. @HuntingPudel used to brag about how many HVBJBs he blew up in his first Mach-e
<SNIP>

Naah, I only blew up the one HVBJB. A few people on the forum blew up more than one though.

 

[B177y]

Naah, I only blew up the one HVBJB. A few people on the forum blew up more than one though.

Oh man, I thought it was you. My apologies.

 

[jrlandeen]

50% chance of either one of those.

Best bet is to be a PITA to the service manager until you get an answer.

Ford is saying the the gateway module, which seems weird to me cause the car wouldn’t start and all the gateway module posts it was the app not connecting.

 

[jrlandeen]

@Ford Motor Company dealership is saying this is a gateway module. Any idea if a gateway module could cause all these issues?

 

[Kamuelaflyer]

@Ford Motor Company dealership is saying this is a gateway module. Any idea if a gateway module could cause all these issues?

The dealer’s GWM diagnosis is entirely plausible based on the symptoms described.

The Gateway Module is not merely the module that handles FordPass or internet connectivity. It serves as a central router between several of the Mach-E’s CAN and Ethernet networks. It also has roles in module communication, diagnostics, network security, configuration data and OTA updates. If the GWM fails—or becomes intermittent—individual modules can still have power and function locally while the car as a coordinated system is effectively dead.

Several details point in that direction:

• Pressing the fob caused the headlights to flash, so the car was not simply devoid of all 12-volt power. At least part of the car received and acted upon the command, but the doors did not unlock.
• After about an hour, the car suddenly unlocked, started and drove normally. That temporary recovery is consistent with an intermittent module, power/ground or communication-network fault.
• Once it started, it displayed “Stop Safely Now” and an HV-battery warning. Those messages do not necessarily mean the HV battery or HVBJB had physically failed. If the appropriate modules cannot exchange or validate the necessary data, the car may report an HV-system fault because it cannot confirm the system is safe and functioning correctly.
• After the 12-volt battery was disconnected and reconnected, the center screen and audio worked, but the cluster, windows, locks and start sequence did not. That is consistent with some powered modules functioning on one part of the network while the gateway is failing to route or coordinate communications between the rest of the car.
• The working center display does not eliminate the GWM. The APIM is a separate module and can boot and play audio without the vehicle successfully entering accessory or Ready mode.

An HVBJB problem would normally leave the low-voltage body systems operating: the car unlocks, the cluster wakes, the windows work and the start attempt produces warnings—but the car cannot “start”.

A failing 12-volt battery is still a legitimate alternative and should be eliminated. However, applying power to the emergency leads behind the front bumper does not jump or charge the 12-volt battery. Those leads only operate the emergency frunk-release circuit. Repeatedly pressing the fob in an effort to drain the battery could also complicate a diagnosis.

Before condemning the GWM, the dealer should probably verify the 12-volt battery, GWM power and grounds, connectors and relevant network wiring. The dealer should also be able to support the diagnosis with some combination of:

• failure to communicate directly with the GWM;
• GWM internal-fault codes;
• numerous modules reporting lost communication with the GWM;
• an abnormal FDRS network test;
• failed GWM recovery or reprogramming; or
• normal operation after installing and programming a replacement GWM.

We haven’t seen the dealer’s test results, so none of us can say with certainty that the GWM itself has failed rather than its power supply, ground, connector or network wiring. But nothing in the reported symptoms disproves the diagnosis. In fact, the strange mixture of live and dead systems, the temporary recovery and the subsequent network-dependent warnings make a GWM or gateway-network problem quite believable.

The unfortunate part is the warranty situation. Preventing the vehicle from moving does not automatically make a failed component part of the powertrain. Ford’s 2021 Mach-E warranty identifies the components receiving the 8-year/100,000-mile EV coverage: the HV battery assembly, Bussed Electrical Center, BECM, onboard charger, inverter system controller, DC/DC converter and eDrive. The GWM is not included. It also is not a driveline component under the powertrain warranty.

The GWM would ordinarily have been covered only by the expired 3-year/36,000-mile basic warranty.

 

[Bad Dolphin]

The dealer’s GWM diagnosis is entirely plausible based on the symptoms described.

The Gateway Module is not merely the module that handles FordPass or internet connectivity. It serves as a central router between several of the Mach-E’s CAN and Ethernet networks. It also has roles in module communication, diagnostics, network security, configuration data and OTA updates. If the GWM fails—or becomes intermittent—individual modules can still have power and function locally while the car as a coordinated system is effectively dead.

Several details point in that direction:

• Pressing the fob caused the headlights to flash, so the car was not simply devoid of all 12-volt power. At least part of the car received and acted upon the command, but the doors did not unlock.
• After about an hour, the car suddenly unlocked, started and drove normally. That temporary recovery is consistent with an intermittent module, power/ground or communication-network fault.
• Once it started, it displayed “Stop Safely Now” and an HV-battery warning. Those messages do not necessarily mean the HV battery or HVBJB had physically failed. If the appropriate modules cannot exchange or validate the necessary data, the car may report an HV-system fault because it cannot confirm the system is safe and functioning correctly.
• After the 12-volt battery was disconnected and reconnected, the center screen and audio worked, but the cluster, windows, locks and start sequence did not. That is consistent with some powered modules functioning on one part of the network while the gateway is failing to route or coordinate communications between the rest of the car.
• The working center display does not eliminate the GWM. The APIM is a separate module and can boot and play audio without the vehicle successfully entering accessory or Ready mode.

An HVBJB problem would normally leave the low-voltage body systems operating: the car unlocks, the cluster wakes, the windows work and the start attempt produces warnings—but the car cannot “start”.

A failing 12-volt battery is still a legitimate alternative and should be eliminated. However, applying power to the emergency leads behind the front bumper does not jump or charge the 12-volt battery. Those leads only operate the emergency frunk-release circuit. Repeatedly pressing the fob in an effort to drain the battery could also complicate a diagnosis.

Before condemning the GWM, the dealer should probably verify the 12-volt battery, GWM power and grounds, connectors and relevant network wiring. The dealer should also be able to support the diagnosis with some combination of:

• failure to communicate directly with the GWM;
• GWM internal-fault codes;
• numerous modules reporting lost communication with the GWM;
• an abnormal FDRS network test;
• failed GWM recovery or reprogramming; or
• normal operation after installing and programming a replacement GWM.

We haven’t seen the dealer’s test results, so none of us can say with certainty that the GWM itself has failed rather than its power supply, ground, connector or network wiring. But nothing in the reported symptoms disproves the diagnosis. In fact, the strange mixture of live and dead systems, the temporary recovery and the subsequent network-dependent warnings make a GWM or gateway-network problem quite believable.

The unfortunate part is the warranty situation. Preventing the vehicle from moving does not automatically make a failed component part of the powertrain. Ford’s 2021 Mach-E warranty identifies the components receiving the 8-year/100,000-mile EV coverage: the HV battery assembly, Bussed Electrical Center, BECM, onboard charger, inverter system controller, DC/DC converter and eDrive. The GWM is not included. It also is not a driveline component under the powertrain warranty.

The GWM would ordinarily have been covered only by the expired 3-year/36,000-mile basic warranty.

Would it be covered under the Ford extended warranty?

 

[Kamuelaflyer]

Would it be covered under the Ford extended warranty?

Honestly, I didn't look. I should have, as I have a 21 Premium ER AWD with an extended warranty.

 

[Bad Dolphin]

Honestly, I didn't look. I should have, as I have a 21 Premium ER AWD with an extended warranty.

we just bought the extended warranty fir our '24 GT which is now just 1 year old. Dry curious as to how helpful it's going to ne

 

[jrlandeen]

The dealer’s GWM diagnosis is entirely plausible based on the symptoms described.

The Gateway Module is not merely the module that handles FordPass or internet connectivity. It serves as a central router between several of the Mach-E’s CAN and Ethernet networks. It also has roles in module communication, diagnostics, network security, configuration data and OTA updates. If the GWM fails—or becomes intermittent—individual modules can still have power and function locally while the car as a coordinated system is effectively dead.

Several details point in that direction:

• Pressing the fob caused the headlights to flash, so the car was not simply devoid of all 12-volt power. At least part of the car received and acted upon the command, but the doors did not unlock.
• After about an hour, the car suddenly unlocked, started and drove normally. That temporary recovery is consistent with an intermittent module, power/ground or communication-network fault.
• Once it started, it displayed “Stop Safely Now” and an HV-battery warning. Those messages do not necessarily mean the HV battery or HVBJB had physically failed. If the appropriate modules cannot exchange or validate the necessary data, the car may report an HV-system fault because it cannot confirm the system is safe and functioning correctly.
• After the 12-volt battery was disconnected and reconnected, the center screen and audio worked, but the cluster, windows, locks and start sequence did not. That is consistent with some powered modules functioning on one part of the network while the gateway is failing to route or coordinate communications between the rest of the car.
• The working center display does not eliminate the GWM. The APIM is a separate module and can boot and play audio without the vehicle successfully entering accessory or Ready mode.

An HVBJB problem would normally leave the low-voltage body systems operating: the car unlocks, the cluster wakes, the windows work and the start attempt produces warnings—but the car cannot “start”.

A failing 12-volt battery is still a legitimate alternative and should be eliminated. However, applying power to the emergency leads behind the front bumper does not jump or charge the 12-volt battery. Those leads only operate the emergency frunk-release circuit. Repeatedly pressing the fob in an effort to drain the battery could also complicate a diagnosis.

Before condemning the GWM, the dealer should probably verify the 12-volt battery, GWM power and grounds, connectors and relevant network wiring. The dealer should also be able to support the diagnosis with some combination of:

• failure to communicate directly with the GWM;
• GWM internal-fault codes;
• numerous modules reporting lost communication with the GWM;
• an abnormal FDRS network test;
• failed GWM recovery or reprogramming; or
• normal operation after installing and programming a replacement GWM.

We haven’t seen the dealer’s test results, so none of us can say with certainty that the GWM itself has failed rather than its power supply, ground, connector or network wiring. But nothing in the reported symptoms disproves the diagnosis. In fact, the strange mixture of live and dead systems, the temporary recovery and the subsequent network-dependent warnings make a GWM or gateway-network problem quite believable.

The unfortunate part is the warranty situation. Preventing the vehicle from moving does not automatically make a failed component part of the powertrain. Ford’s 2021 Mach-E warranty identifies the components receiving the 8-year/100,000-mile EV coverage: the HV battery assembly, Bussed Electrical Center, BECM, onboard charger, inverter system controller, DC/DC converter and eDrive. The GWM is not included. It also is not a driveline component under the powertrain warranty.

The GWM would ordinarily have been covered only by the expired 3-year/36,000-mile basic warranty.

Thank you for the in depth information. My engineer heart is happy having all the details of the GWM.

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