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Ford Mustang Mach-E Battery for Home Energy Storage

The Mach-E is Ford's first dedicated global EV, built on the GE1 platform with battery packs sourced from LG Chem (early production) and later SK On. Three capacities across the 2021–2026 model years.

Battery variants

Variant	Capacity (gross)	Usable	Years	Cell supplier	Nominal V
Mach-E SR (RWD)	68 / 72 kWh	~63 / ~68 kWh	2021–2022 / 2023+	LG Chem / SK On	~350 V
Mach-E ER (RWD/AWD)	88 / 91 kWh	~82 / ~85 kWh	2021+	LG Chem / SK On	~400 V
Mach-E GT / GT Performance	98 kWh	~90 kWh	2021+	LG Chem	~400 V

LG Chem vs SK On cells

Year of manufacture determines cell supplier:

• 2021 – mid-2023: LG Chem NMC pouch cells. Same LG generation used in Ford Mach-E and some GM Ultium products.
• Mid-2023+: SK On NMC pouch cells. SK On won a significant portion of Ford's later production including SR variants and part of ER volume.
• Both cell types are electrically interchangeable at the pack level — the Ford BMS auto-detects and adjusts its SoC estimation.
• SK On packs carry a slightly different part number and can be identified from the VIN.

Pack topology and cell configuration

• 68 kWh SR: 288 cells in a 72s4p topology, nominal 265 V (early LG Chem) or 350 V after firmware rev.
• 88 kWh ER: 376 cells, 108s2p, nominal ~400 V. Operating window 300–450 V.
• 98 kWh GT: same 108s topology as ER but with higher-capacity LG cells throughout.
• Operating voltage range: 250–450 V across the full SoC and load range.
• Pack weight: 445 kg (SR), 545 kg (ER), 570 kg (GT).

Cooling

All Mach-E packs are liquid-cooled with a bottom-plate cooling architecture (glycol coolant serpentine under the modules). The Ford BMS actively manages cell temperature — for stationary reuse below 0.3 C the coolant loop can remain passive, but a 12 V circulation pump is recommended for sustained operation above 8 kW discharge.

Original Ford BMS

Ford's BMS is an in-house design co-developed with LG's supervisory hardware. The architecture is described in Ford service literature as functionally similar to GM's Ultium-family supervisory design, though the CAN protocol is distinct. Cell-level voltage monitoring uses daisy-chained slave PCBs on each module. Cell balancing, overvoltage/undervoltage cutoffs, isolation resistance monitoring and contactor sequencing are all handled by the factory BMS with no external intervention needed.

CAN protocol notes

• Ford proprietary CAN payload plus a gateway that separates HS-CAN from a diagnostic MS-CAN. The BMS-EV controller taps directly onto the BMS-side HS-CAN, bypassing the gateway.
• Bus speed 500 kbps standard CAN. Some 2024+ vehicles use CAN-FD for high-speed diagnostics but the BMS payload remains on classic CAN.
• Wake-up frames emulate the vehicle's Body Control Module (BCM) — the Ford BMS requires a "vehicle-on" signal to keep contactors closed.
• SoC and cell voltage messages are broadcast at 10 Hz; per-cell voltage sweeps every 2 seconds.
• Isolation resistance is reported on CAN — below 500 Ω/V the BMS opens contactors autonomously.
• Fault codes (DTCs) use Ford-proprietary UDS format. The BMS-EV controller catches critical fault frames and signals the inverter to disconnect.

Compatible hybrid inverters

Inverter	DC input range	Compatible with	Notes
Deye SUN HP3	160–800 V	All Mach-E variants	BYD-Box or Pylontech-HV emulation
SOFAR HYD KTL-3PH	180–750 V	All Mach-E variants	SOFAR-HV protocol
GoodWe ET / EH	200–650 V	All Mach-E variants	GoodWe-native HV
SolaX X3 Hybrid G4 HV	180–650 V	All Mach-E variants	Triple MPPT
Sungrow SH-RT	200–800 V	All Mach-E variants	Sungrow HV protocol

Known limitations

• Ford E-Transit uses a different platform (commercial vehicle architecture) with a distinct BMS and CAN. See the separate Ford E-Transit page.
• 2021 SR pack early production issues — first-year LG Chem cells had a documented separator defect (subject of NHTSA recall 22V-063). Second-life buyers should verify the pack was replaced under recall.
• SK On vs LG Chem SoC calibration differs — do not swap modules between packs of different cell suppliers.
• Ford ScanTool licensing is not required for stationary use — the BMS-EV controller does not touch the diagnostic subsystem.
• Ford OTA lock: vehicles active on FordPass may attempt periodic connectivity — irrelevant once the pack is disconnected from the vehicle, but worth checking VIN status before purchase.

Order a Mach-E controller

Firmware pre-configured for your pack variant and inverter

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Frequently asked questions