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The assumption is that one has to operate in hybrid mode (EV only battery capacity is depleted) and that one would not use charging mode simply to fill the plug-in HVB, In hybrid operation, all energy comes from the fuel Thus, one wants to minimize the fuel cost between wall charging. It’s not about comparing cost of wall power vs fuel cost. ICE has to be used to burn the fuel to operate the vehicle in hybrid mode. There’s no other way even though converting the energy in the fuel with ICE is only maybe 35-40 % efficient. There are many times when my hybrid battery is virtually charged full by ICE (like when on level roads or going down a longer slight downgrade) and one runs in negative split mode. Negative split mode is not a preferred mode as one is not reaping the benefit of hybrid operation. ICE rpm drops by spinning generator to supply rpm to keep car at same speed but with very little load on ICE, ICE is still likely out of its most efficient operating range. Yes, one can back off pedal and drive in EV mode depleting charge and start the process again. But, is that the best use of EV? If one had more battery storage, ICE could pick up some charging load instead of operating in negative split mode and perhaps operate more efficiently. The added EV would then be used where one would get the most benefit where ICE otherwise might have had to be used very inefficiently. There have been several research papers written on optimization of a plug-in by operating ICE to charge the HVB, propel car, and provide traction motor power to assist propelling car without using HVB - perhaps using ICE for all at the same time. The issue is that current algorithms currently have no look ahead, predictive function. So, assumptions have to be made in attempting such optimization. By adding a charging mode available to the driver, the driver can attempt to use his predictive skills in the optimization process.

Regeneration is capturing energy that is otherwise lost. This charging mode runs ICE to charge the HVB which one can’t do in the Energi. You would likely not use the charging mode until the EV range was low, then only charge when efficient to do so and only to get enough EV range to get to wall power. I assume the charging mode will run ICE at its most efficient points on the BSFC map taking into account road load by varying charging load to achieve this. This would be essentially no different than normal hybrid operation except the entire battery apparently could be recharged in this manner. We don’t yet know how the algorithm works but it apparently gives another tool to use to increase fuel economy and lower overall fuel cost. I can foresee switching modes frequently (likely based on speed and terrain) for most efficient results. I believe with practice and FE feedback one can increase FE using the charging mode (hypermilers should like this feature). I would love to run tests and analyze the data to evaluate the charging mode effectiveness. But I don’t need to replace my C-Max yet and then I don’t know whether I’d replace it with the Escape PHEV.

The HVB is 14.4 kWh. My guess is the usable EV kWh are likely at least 10 and maybe as high as 11 kWh. So, that would put the miles / kWh in the range of 3.3 - 3.7 miles/kWh. It's likely very doable if one keeps speed down and little to no cabin heating / cooling. With hypermiling some will likely reach 50 mile EV range. I also note that there is a drive mode that allows charging the HVB while driving. This "charging" mode could be very useful to keep ICE in its "sweet spot" at low to moderate speeds (when wall power will not be available for many miles) to replenish the HVB EV kWh. Seems like this would work well and efficiently in city and suburban driving for trips significantly longer than 37 miles. Maybe Ford plans to implement an "autonomous charging mode" algorithm based on ones planed trip route, traffic and climate conditions! Might as well go all the way with autonomous driving.? Paul, when you get your Escape PHEV, you are going to have to play around with this charging mode.

Since the hot weather has arrived my EV range has dropped to 10-14. Very disappointing. I checked the warranty and it specifically excludes drop in capacity as that's "normal" for Li-Ion batteries. So I anticipate soon it will be mainly running as a Hybrid and there will be no need to charge the battery for a few miles of EV. I have 7 years on it and only 25,000 miles. Very disappointed but the burden of being an early-adopter of the technology that was not well implemented by Ford (cooling, etc.). Wish the Energi forum was back to share the misery.