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Greetings! Just wanted to formally introduce myself. I've been lurking here for close to 2 years and wanted to setup an account but each time something would screw up (usually with receiving the confirmation email). At one point I gave up. I was feeling lucky tonight and the sign up procedure was flawless so here I am. I know of all the excellent info here and hope to contribute as well. Cheers! BTW, Love my 2017 C-Max Energi SE. After 27 years driving SAABs I never thought I would enjoy a car as much as I did my 900s and 9-3s. Ford proved me wrong. ?

Welcome - glad for a new member! At almost 197k miles, still love our 2013 SE. Also (except for some problems) I enjoyed a Saab 99 we had years ago - fun to drive.

Before the car goes into ready to drive mode, all modules and systems are validated. Modules go through a self test / check which should pick up any anomalies which would prevent normal hybrid operation and if an anomaly were found, the car would not go into ready to drive mode. ICE never starts immediately under “normal” conditions. ICE starts when torque demand or other operator inputs exceed thresholds. One can drive in EV quite a while on cold startup before ICE starts when higher SOC provided thresholds are not exceeded. There may “extreme” conditions like low ECT, low ambient temp, max defrost / heat and so forth when ICE will start. When ICE does start and runs, the comprehensive emissions monitoring begins. Here’s a copy of the latest I’ve found. There are many factors which the control algorithms will use to determine ICE on and ICE off / EV operations. OBDSM1700_HEV.pdf

You assume the ICE starts right away for emissions reasons. My observations disagree. I've long been able to tool around the parking lot, and on cold start, at least to the mailbox (live in suburbs). Look for a reason the engine's starting. My money's on heat setting. Try turning environmental controls off and see if the ICE stays off. Not sure what else to lok for... Stay well, Frank

My car, at 4000 miles, is responsible for one of the 47's and one of the 33's in the Fuelly data. My June average (2 tanks) is 43.6 mpg. I suspect the lowest values are mis-classified turbos; my 33 was 100% driving 70+ mph. I can't compare avg/min/max with the C-Max, because I'm driving different routes, and no longer commuting. Comparing my retirement years to date, the C-Max tank mileage spans the range of 34-48 mpg, so I expect comparable results with the Escape. Stay well, Frank

Was curious about escape hybrid mpg so looked to see what was available on fuelly.

My 2013 now has just under 160K miles and I had the brakes reviewed by my mech when he was investigating a clicking noise on take off, at around 150K miles, I told him to do front, rear or both brakes as needed. When I picked it up, he said the brakes were great and didn’t recommend any service whatever. I do drive a lot obviously, I have a monthly commute of about 1,000 miles and put about 3K miles on the CMax pre-Kung Flu.

SUCCESS!!! Sunnyvale Ford was finally successful in updating the SyncGen 2 software from 3.6.2 to 3.10. This after only a week, 2 different dealers, multiple reprograms wiping out my settings, multiple different conversations with Ford Tech Support by the dealers...but perseverance is important both on the part of the owner and the dealer. So hats off to Sunnyvale Ford, they are my dealer going forward. No more Frontier Ford. They committed the sin of trying to charge me for the update. Thanks to those of you who provided posts or emails with details of your success or failure. To show my appreciation, I offer the following: 1. First, the class action that prompted Ford to create CSP 19K03 is a recent event and it's safe to say Ford has been having problems with implementing a wider update for all of us to 3.10 ever since. I'm guessing the issue is with Ford Engineering and involves the IDS software and/or Sync software as well as crappy communication with the dealers. The dealers need to step up their game as well. 2. Some of you with a later model C-Max(e.g. 2014, 2015) have been lucky because when you go to the Sync Update page you have a 3.10 file to download. Some of you chose to download files posted by a third party which I think is risky personally, but to each his own. For many of us - especially us early adopters (2013) - we continue to get screwed over and just see: "You're all up to date!" when we go the Sync Update page. So Ford, after I put in my VIN, just say: "The latest update is 3.10. You must go to the dealer." Don't lookup my VIN and tell me I have the latest software, you freakin' morons! What a roll-out! 3. As I've previously recounted, I took my 2013 C-Max Energi to Frontier Ford and they couldn't do the update. Two times they reprogrmmed the APIM and the PCM, both times the sw version stayed at 3.6.2. Then they wanted to charge me. 4. So I went to Sunnyvale Ford. They kept the car a week and kept having the same issues as Fronitier Ford. They reprogrammed the APIM and PCM twice, but the software would not update. No DTCs, no error messages, nothing. But thankfully, this dealer kept reporting back to Ford Tech Support. Finally today, 5/26/20, the dealer said, we can't do it. I said, damn, ok, I'll be over to pick up my car...but on the way over, they managed to complete the update. I'm now at 3.10. 5. What made the update work finally? The dealer says two things may have helped: a. Ford did an update to the IDS software over Memorial Day weekend. b. Something about switching cables or using one cable as opposed to two from the IDS laptop to the APIM module? Sorry, I could not get clarity from the dealer on this one. Conclusion 1. See attached files. They detail what a successful IDS update to 3.10 looks like and show the conversations between the Dealer and Ford Tech Support. 2. Check your CCPU Software version, then use the Wikipedia link olidx provided to decode what software you're currently running. You may be told by Ford and the dealer you already have the latest version of the software. Have no doubt 3.10 is the latest version of SyncGen 2 software. 3. Ford has screwed this update process up miserably. I count three dealers in my area that couldn't complete it. I suspect Ford's IDS software and/or APIM software has issues. 4. Have no doubt the dealer can do the update. Insist they call Ford Tech Support if the update fails. If you're in my area, go to Sunnyvale Ford, ask for Markus. 5. The dealer must do this update for free as per the terms of the class action and CSP 19K03, but only until July 2020 is my understanding. So get on it. Also you get a year of free support after the upgrade. Hope this helps you. Cheers all. Successful IDS Update to 3.10.pdf IDS 3.10 Update Ford Tech Support.pdf

I couldn't resist ?

While I have low miles on our C-Max and am not really in the market I would never buy a first or second year new model. It usually takes 1-2 years to identify and fix the initial bugs from a new design. I am glad to read about a real spare tire (or even just space to store one), the more accessible 12 V battery. The 42 mpg sounds promising (bigger vehicle) since that's what the C-Max had and many of us can beat it by a lot. Maybe when my 2005 Focus Wagon ages a bit more I might look at an Escape Hybrid.