SSM 51705 - Repeat Powertrain Malfunction After HVBJB Replacement

[Mach-Lee]

SSM 51705 2021-2023 Mustang Mach-E, 2022-2023 E-Transit - Illuminated Powertrain Malfunction (Wrench) Indicator With Various DTCs Stored In The BECM

Some 2021-2023 Mustang Mach-E and 2022-2023 E-Transit vehicles may exhibit an illuminated powertrain malfunction (wrench) indicator with diagnostic trouble codes (DTC) P0ADA, P0ADE, P0AA1, and/or P0AA4 stored in the battery energy control module (BECM) after high voltage battery junction box (HVBJB) replacement. Vehicle may also exhibit reduced powertrain performance and/or a Stop Safely Now message displayed in the instrument panel cluster (IPC) and/or High-Voltage Battery Warning message in the FordPass application. This may be due to the BECM software. To correct the condition, download and run the BECM - Reset Diagnostic Trouble Code (DTC) Occurrence Counter application in Ford Diagnosis and Repair System (FDRS). If the concern persists, refer to Workshop Manual (WSM), Section 414-03A for normal diagnostics.

----End SSM----

Not sure how I feel about this, running the application likely changes the configuration in the BECM to reduce or disable sensitivity to excessive contactor voltage drop that triggers SVS. A small subset of owners have experienced multiple HVBJB replacements after getting the new part. It's unknown to us whether these subsequent powertrain malfunctions of the new part were false alarms or indicative of actual repeat failure.

I don't like that the SSM omits mention of the HVBJB replacement date, if it was replaced before around late July 2022 it is still the old part that is prone to failure and definitely needs to get replaced the next time SVS pops up.

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[heisnuts]

I wonder if this came out due to my MME. My latest HVBJB was replaced 2 weeks ago (and 1,700 miles ago) with a reman part and then Saturday the SVS & SSN messages came up with the P0AA1 code. After cycling the key about 5 times I was able to get it to power up and the SSN went away but the SVS remains. It is back at the dealer now for diagnosis. I guess time will tell.....

 

[Mach-Lee]

I wonder if this came out due to my MME. My latest HVBJB was replaced 2 weeks ago with a reman part and then Saturday the SVS & SSN messages came up with the P0AA1 code. After cycling the key about 5 times I was able to get it to power up and the SSN went away but the SVS remains. It is back at the dealer now for diagnosis. I guess time will tell.....

Yeah you might be the genesis of this. If your dealer does the SSM, then I guess you get to test out whether they'll still fail or not (with a SSN now).

 

[heisnuts]

Yeah you might be the genesis of this. If your dealer does the SSM, then I guess you get to test out whether they'll still fail or not (with a SSN now).

Somehow I feel you are right on all accounts here. If they go that route I would be willing to bet I will have a tow in my near future, which will not be fun

 

[Logal727]

SSM 51705 2021-2023 Mustang Mach-E, 2022-2023 E-Transit - Illuminated Powertrain Malfunction (Wrench) Indicator With Various DTCs Stored In The BECM

Some 2021-2023 Mustang Mach-E and 2022-2023 E-Transit vehicles may exhibit an illuminated powertrain malfunction (wrench) indicator with diagnostic trouble codes (DTC) P0ADA, P0ADE, P0AA1, and/or P0AA4 stored in the battery energy control module (BECM) after high voltage battery junction box (HVBJB) replacement. Vehicle may also exhibit reduced powertrain performance and/or a Stop Safely Now message displayed in the instrument panel cluster (IPC) and/or High-Voltage Battery Warning message in the FordPass application. This may be due to the BECM software. To correct the condition, download and run the BECM - Reset Diagnostic Trouble Code (DTC) Occurrence Counter application in Ford Diagnosis and Repair System (FDRS). If the concern persists, refer to Workshop Manual (WSM), Section 414-03A for normal diagnostics.

----End SSM----

Not sure how I feel about this, running the application likely changes the configuration in the BECM to reduce or disable sensitivity to excessive contactor voltage drop that triggers SVS. A small subset of users have experienced multiple HVBJB replacements after getting the new part. It's unknown to us whether these subsequent powertrain malfunctions of the new part were false alarms or indicative of actual repeat failure.

I don't like that the SSM omits mention of the HVBJB replacement date, if it was replaced before around late July 2022 it is still the old part that is prone to failure and definitely needs to get replaced the next time SVS pops up.

sounds like they figured out it was a false alarm

 

[heisnuts]

sounds like they figured out it was a false alarm

Like lee, I have my concerns. When they replaced my HVBJB with new parts that lasted anywhere from 5,000 to 8,000 miles. Two weeks ago they replaced it with a reman HVBJB and it lasted 1,700 miles (assuming the diagnosis that they are currently performing comes back with a HVBJB problem).

 

[Logal727]

Like lee, I have my concerns. When they replaced my HVBJB with new parts that lasted anywhere from 5,000 to 8,000 miles. Two weeks ago they replaced it with a reman HVBJB and it lasted 1,700 miles (assuming the diagnosis that they are currently performing comes back with a HVBJB problem).

They don't visually inspect the contactors though, they just rely on the software, right?

 

[heisnuts]

They don't visually inspect the contactors though, they just rely on the software, right?

Even when you open the battery up and remove the HVBJB, you cannot actually see the contactors since they are enclosed in the "components" of the HVBJB. The software is supposed to give an advance warning of an impending failure because without that warning the contactors will either weld one on closed and in most cases will brick the car requiring a tow (which presents a whole other list of concerns).

My first failure was before the software was out and that bricked my car and it had to be towed. That process took over 5 hours to get a tow driver to actually show up and get it to the dealer.

 

[kodiakng]

Even when you open the battery up and remove the HVBJB, you cannot actually see the contactors since they are enclosed in the "components" of the HVBJB. The software is supposed to give an advance warning of an impending failure because without that warning the contactors will either weld one on closed and in most cases will brick the car requiring a tow (which presents a whole other list of concerns).

My first failure was before the software was out and that bricked my car and it had to be towed. That process took over 5 hours to get a tow driver to actually show up and get it to the dealer.

i'm curious if ford is collecting (possibly a subset but probably all of yours ?) the "failed" contactors for inspection and failure analysis. has your shop said anything about sending them back for analysis?

 

[heisnuts]

i'm curious if ford is collecting (possibly a subset but probably all of yours ?) the "failed" contactors for inspection and failure analysis. has your shop said anything about sending them back for analysis?

I am sure Ford has analyzed a lot of failed HVBJBs over the last year. Now every HVBJB goes back to Ford because they are remanufacturing them. My HVBJB replacement 2 weeks ago was a remanufactured unit.

 

[Neil4Real]

Like lee, I have my concerns. When they replaced my HVBJB with new parts that lasted anywhere from 5,000 to 8,000 miles. Two weeks ago they replaced it with a reman HVBJB and it lasted 1,700 miles (assuming the diagnosis that they are currently performing comes back with a HVBJB problem).

What's a reman part? So you've had 3 replacements? Once before the software was out, once 1,700 miles ago and possibly now?

 

[heisnuts]

What's a reman part? So you've had 3 replacements? Once before the software was out, once 1,700 miles ago and possibly now?

Well, actually 4 replacements, but who's counting? The first replacement was before the software and updated parts (and that was the one time the car bricked and had to be towed). The next 3 were the updated parts and software. The nice thing with the software is it gives the warning ahead of time so you can still drive the car. Without that warning from the software the contactors will weld together (or apart), and that can result in a bricked car that will not move.

A remanufactured part is one where the manufacture takes a failed part and rebuilds it replacing all the "parts" that make up that component. It usually means they reuse the shell and replace the parts inside.

 

[Logal727]

Even when you open the battery up and remove the HVBJB, you cannot actually see the contactors since they are enclosed in the "components" of the HVBJB. The software is supposed to give an advance warning of an impending failure because without that warning the contactors will either weld one on closed and in most cases will brick the car requiring a tow (which presents a whole other list of concerns).

My first failure was before the software was out and that bricked my car and it had to be towed. That process took over 5 hours to get a tow driver to actually show up and get it to the dealer.

Right, I know. You're missing my point. It can still be software if they don't physically have a contactor stuck open or closed. If your car is still working, it's not likely that. The software can be compensating for something that it doesn't need to be compensating for anymore since it's a beefier part.

 

[Mach-Lee]

What's a reman part? So you've had 3 replacements? Once before the software was out, once 1,700 miles ago and possibly now?

I’m guessing they just replace the contactors with the new type, otherwise the rest is exactly the same.

 

[Neil4Real]

A remanufactured part is one where the manufacture takes a failed part and rebuilds it replacing all the "parts" that make up that component. It usually means they reuse the shell and replace the parts inside.

Saw your post just before mine, just hadn't heard it shortened to "reman" so I had no idea what that was, thanks for clarifying!

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