After more than 250,000 miles, Ford Mustang Mach-E still has 92% battery life

[Sherminator98]

https://electrek.co/2025/07/22/after-250000-miles-this-ford-mustang-mach-e-still-has-92-battery-life/

[morgan20]

Yea, no surprise. F-150 Lightning owners report similar numbers. Last year, Lightning owner Helium@F150LightningForum reported 97% battery health after driving 93,000 miles in 21 months:

 

[DeluxeStang]

Ford EVs and hybrids seem to be a lot more reliable than people give them credit. So many people think these cars are ticking time bombs when it reality, they're pretty freaking bulletproof relative to most pure ICE vehicles. 

[morgan20]

4 hours ago, DeluxeStang said:

Ford EVs and hybrids seem to be a lot more reliable than people give them credit. So many people think these cars are ticking time bombs when it reality, they're pretty freaking bulletproof relative to most pure ICE vehicles. 

 

Yea, exactly. And it's not just EV from Ford. Battery failures requiring full replacement are very rare for any brand of EV. And when battery degradation occurs enough to matter, targeted repairs rather than full replacement can usually be done:

 

Autocraft EV Solutions, an EV battery testing and remanufacturing firm, has released interesting findings, which indicate that most EV battery packs can be restored to over 90% of their original health by replacing an average of just 1.1 modules.

 

“Despite EV battery failure rates being very low, we need a better plan for when they do occur,” said Dr. Sara Ridley, Engineering & Quality Director of Autocraft Solutions Group.

 

“The assumption that EV batteries need full replacement when a fault occurs is simply not true, given that most batteries can be repaired.”

 

The latest research directly counters the common belief that EV batteries typically fail as a whole unit. Instead, the research pinpoints individual cell failure as the usual culprit. This hints at a problem that is solvable with targeted component replacement.

 

“With the right testing capability, it is possible to diagnose the root cause of failure, replace only the necessary components, and restore performance.”

Edited July 23 by morgan20

[Sherminator98]

2 hours ago, morgan20 said:

 

Yea, exactly. And it's not just EV from Ford. Battery failures requiring full replacement are very rare for any brand of EV. And when battery degradation occurs enough to matter, targeted repairs rather than full replacement can usually be done:

 

Autocraft EV Solutions, an EV battery testing and remanufacturing firm, has released interesting findings, which indicate that most EV battery packs can be restored to over 90% of their original health by replacing an average of just 1.1 modules.

 

“Despite EV battery failure rates being very low, we need a better plan for when they do occur,” said Dr. Sara Ridley, Engineering & Quality Director of Autocraft Solutions Group.

 

“The assumption that EV batteries need full replacement when a fault occurs is simply not true, given that most batteries can be repaired.”

 

The latest research directly counters the common belief that EV batteries typically fail as a whole unit. Instead, the research pinpoints individual cell failure as the usual culprit. This hints at a problem that is solvable with targeted component replacement.

 

“With the right testing capability, it is possible to diagnose the root cause of failure, replace only the necessary components, and restore performance.”

 

Tell that to people who hear oh it costs $35K to replace a battery, I hear it all the time from someone I know. 

 

Not to mention isn't the warranty on most EVs like 8-10 years?

 

And if you have an ICE failure out of warranty like needing an engine replacement, that is going to be a life altering expense to at 10K or so

[DeluxeStang]

23 hours ago, morgan20 said:

 

Yea, exactly. And it's not just EV from Ford. Battery failures requiring full replacement are very rare for any brand of EV. And when battery degradation occurs enough to matter, targeted repairs rather than full replacement can usually be done:

 

Autocraft EV Solutions, an EV battery testing and remanufacturing firm, has released interesting findings, which indicate that most EV battery packs can be restored to over 90% of their original health by replacing an average of just 1.1 modules.

 

“Despite EV battery failure rates being very low, we need a better plan for when they do occur,” said Dr. Sara Ridley, Engineering & Quality Director of Autocraft Solutions Group.

 

“The assumption that EV batteries need full replacement when a fault occurs is simply not true, given that most batteries can be repaired.”

 

The latest research directly counters the common belief that EV batteries typically fail as a whole unit. Instead, the research pinpoints individual cell failure as the usual culprit. This hints at a problem that is solvable with targeted component replacement.

 

“With the right testing capability, it is possible to diagnose the root cause of failure, replace only the necessary components, and restore performance.”

How easy is it to repair individual modules on Ford EVs and hybrids out of curiosity? I've heard there's almost an issue with mechanics knowing how to work on EVs and hybrids, because they break so rarely that mechanics almost never have hands on experience with repairing them. 

 

More specifically, that was what I was told about some of the hybrid components in things like the maverick like the e-cvt, that it's almost unheard of for a Ford or Toyota e-cvt to fail. But I'm sure that applies to other EV and hybrid components as well. 

[DeluxeStang]

21 hours ago, Sherminator98 said:

 

Tell that to people who hear oh it costs $35K to replace a battery, I hear it all the time from someone I know. 

 

Not to mention isn't the warranty on most EVs like 8-10 years?

 

And if you have an ICE failure out of warranty like needing an engine replacement, that is going to be a life altering expense to at 10K or so

Plus I've heard it's way more than that for a diesel engine. I've heard people quoted 12 grand on repairs to replace the fuel systems on modern diesels if those are destroyed by putting normal gas in them, and I wouldn't be surprised if the cost to replace something like a 6.7 powerstroke is north of 15-20 grand. 

[Rick73]

It’s an encouraging data point but one car, or a few like it, is not statistically significant.  Also, the fact the guy drove his car 250,000 miles in such a short 3-year period is quite unusual; especially since age also affects battery degradation.

 

Not trying to be negative, just real.  Electrek’s conclusions are more opinion than scientific fact, which is understandable given that their business is in support of all types of EVs and benefit from their success.

 

The lack of failure in one (or a few) cars does not prove that others from a larger sample won’t fail at unacceptable rates. They may not fail, but either way Electrek’s conclusion should mean very little to prospective buyers.

 

 

[Sherminator98]

1 hour ago, Rick73 said:

It’s an encouraging data point but one car, or a few like it, is not statistically significant.  Also, the fact the guy drove his car 250,000 miles in such a short 3-year period is quite unusual; especially since age also affects battery degradation.

 

But the factor of charging it often will impact the batteries usable life, so it is a worthwhile discussion point. If I only go 75K miles in 3 years, there is much less charging wear on the battery. 

You can mitigate age (and other things) by over building the battery, which manufactures often do.

 

https://www.evengineeringonline.com/how-does-ev-battery-aging-affect-range-and-performance/

[morgan20]

2 hours ago, Rick73 said:

Electrek’s conclusions are more opinion than scientific fact

 

Nah, while David Blenkle's MME is a single example and isn't a "scientific" sampling, the high standards for durability Ford has for its EV ain't a matter of opinion. The MME chief engineer himself validated Blenkle's experience:

 

Those 250,000-plus miles and frequent were validated by Mustang Mach-E Chief Product Engineer Matthew Gabrielli, who says that Blenkle’s use case offers compelling evidence that modern electric vehicles are engineered for exceptional longevity and reliability, and that this example provides a clear perspective on long-term electric vehicle ownership.

 

My own experiences with a 2022 F-150 Lightning (my truck) and 2025 MME GT (my wife's car) provide no reason to doubt that "modern electric vehicles are engineered for exceptional longevity and reliability", at least the ones made by Ford.

 

Edited July 25 by morgan20

[Rick73]

15 hours ago, morgan20 said:

Nah, while David Blenkle's MME is a single example and isn't a "scientific" sampling, the high standards for durability Ford has for its EV ain't a matter of opinion. The MME chief engineer himself validated Blenkle's experience:

MME chief engineer validated experience happened but that does not mean he validated or even agrees with Electrek’s conclusions.  These are two completely different points.  For all we know a real study could find that for every David Blenkle experience there may be a dozen suggesting possibility of early failures.  We can’t know much of anything from a single car — that’s all I’m saying.

 

A lot depends on what is considered acceptable failure rate.  My guess is that buyers are not only worried about possible battery failures, which do seem fairly low, but also concerned with the potential cost to fix such a failure.  If manufacturers were confident that the vast majority of batteries were going to last 200,000 miles or longer, they could simply extend their battery warranty to ease buyer concerns.  I know present battery warranties are already longer than most ICE powertrain warranties, but doubt buyers see issue as equivalents.  This leads to older BEVs depreciating in value much faster, which makes cost of ownership higher.  I personally see this a major problem that has to be addressed to improve adoption rate.

[morgan20]

4 hours ago, Rick73 said:

If manufacturers were confident that the vast majority of batteries were going to last 200,000 miles or longer, they could simply extend their battery warranty to ease buyer concerns. 

 

Yea, maybe Ford could do just that for its upcoming CE1 products. The current Ford EV lineup in the U.S. (F-150 Lightning, MME, E-Transit) is already engineered with that kind of durability. CE1 battery technology should be even better. So a standard 200,000 mile battery warranty for CE1 products could be a selling point and competitive advantage for Ford. 

[tbone]

On 7/24/2025 at 4:13 PM, DeluxeStang said:

How easy is it to repair individual modules on Ford EVs and hybrids out of curiosity? I've heard there's almost an issue with mechanics knowing how to work on EVs and hybrids, because they break so rarely that mechanics almost never have hands on experience with repairing them. 

 

More specifically, that was what I was told about some of the hybrid components in things like the maverick like the e-cvt, that it's almost unheard of for a Ford or Toyota e-cvt to fail. But I'm sure that applies to other EV and hybrid components as well. 

If my memory serves me correctly, tin a discussion with a mechanic at the dealership related to the MME I was driving, they indicated that you remove the rocker panel covers and other odds and ends which allows access to the lift locations in order to allow the battery to be dropped out. They had a special rack for them  which helped handle the battery.  It sounded like a fairly simple process to gain access to the pack, but I’m sure there’s a little more to it.  He didn’t elaborate on actual module replacement or anything like that, so I’m unsure how hard that process is but it doesn’t seem like it would be that complicated to pop modules out. 

 

Regarding your comment about Ford’s hybrid system, when I was living in Chicago, a lot of taxi services used Gen two Ford escapes with the hybrid system. In talking with the drivers they could put a couple hundred thousand miles on them typically without major problems. Obviously that’s anecdotal, however, taxi service is very hard on vehicles, especially when dealing with roads from the Midwest and the stop and go traffic.  There were many Ford escapes back then, which is why I was disappointing when the next gen arrived without the hybrid system.  

[DeluxeStang]

4 hours ago, tbone said:

If my memory serves me correctly, tin a discussion with a mechanic at the dealership related to the MME I was driving, they indicated that you remove the rocker panel covers and other odds and ends which allows access to the lift locations in order to allow the battery to be dropped out. They had a special rack for them  which helped handle the battery.  It sounded like a fairly simple process to gain access to the pack, but I’m sure there’s a little more to it.  He didn’t elaborate on actual module replacement or anything like that, so I’m unsure how hard that process is but it doesn’t seem like it would be that complicated to pop modules out. 

 

Regarding your comment about Ford’s hybrid system, when I was living in Chicago, a lot of taxi services used Gen two Ford escapes with the hybrid system. In talking with the drivers they could put a couple hundred thousand miles on them typically without major problems. Obviously that’s anecdotal, however, taxi service is very hard on vehicles, especially when dealing with roads from the Midwest and the stop and go traffic.  There were many Ford escapes back then, which is why I was disappointing when the next gen arrived without the hybrid system.  

It's good to know that Ford made removing the battery pack relatively easy and straightforward, that shows ease of repair and people being able to own these vehicles long term are important considerations to them. 

 

As for the escape hybrids, yeah super reliable. I know they made some tweaks and adjustments here and there, but from my understanding, the hybrid system in the maverick is pretty similar to what's in those older escapes, that's why I was ok with buying a first model year because it was such a proven powertrain lol. 

[Rick73]

3 hours ago, DeluxeStang said:

It's good to know that Ford made removing the battery pack relatively easy and straightforward, that shows ease of repair and people being able to own these vehicles long term are important considerations to them. 

You may enjoy this video showing the battery removal process.  It’s long but worth it if you want to see what’s involved. 

 

https://www.youtube.com/watch?v=6SX0K5MvCHQ

 

 

Also, MSN article mentions a price for a 91 kWh battery and it’s ~ $25k.

 

Quote

According to Ford's official used parts catalog, you can expect to pay$24,901.18 for the 2022 to 2024 Mustang Mach-E's full battery assembly. This is the 91 kWh battery pack that you'll find in the Extended Range and GT derivatives. It excludes some of the auxiliary components, such as the covers and connectors. It also excludes the labor fitment cost, which could range anywhere between $800 to $1,200, depending on your location and service provider.