jdbob

Interesting, that procedure was revised 1/24/2013. The online version was revised 8/7/2013 and shows doing it all from below. Maybe they decided it was cheaper not to have to remove the air filter and cowl panel and use a pump instead.

I thought the first oil change was sooner (my dealer said 5000 miles) in order to replace the break-in oil. And yes, it was free.

This page http://eahart.com/prius/psd/ has an explanation for the Toyota implementation and a simulator so you can play around with different motor and engine speeds. The actual RPM's and speeds of course are different for the Energi but it gives you an idea of how it all works.

The 12V battery in the Volt is an AGM battery, not sure if it's deep cycle or not. I noted it is rated at 60Ah which is quite a bit higher than in our cars. That picture was actually posted in a Tesla forum as they have to replace their 12V batteries often as well. In their case it's because the computers take a lot of power and are left on all the time, so periodically during the day it will recharge the 12V battery from the HV battery, resulting in many charge-discharge cycles. In our case it appears the problem is normally that although the computers in ours are supposed to shut down into a very low power state - sometimes they don't.

In our cars the idea is to reduce the engine noise in the cabin, I'm OK with that.

Sounds like a good way to get into a semantics war :rant2: Here are some DTC's related to the two potentiometers on the accelerator pedal: P0122, P0123 – TP A circuit continuity (MIL, wrench light) P0222, P0223 – TP B circuit continuity (MIL, wrench light) P2135 – TP A / TP B correlation (non-MIL, wrench light) All 3 light up the wrench light, but only 2 light up the MIL. Makes no sense to me :headscratch:

After years of asking Tesla finally added the capability to shuffle songs from a USB flash drive. What manufacturers prioritize is a mystery.

Is this it?

What's strange is that there are only 5 actual audio channels (4 in the base audio system) to test. The front door and instrument panel speakers are just connected in parallel on their respective sides.

The eCVT in the C-Max and Fusion Hybrids & Energi models uses a Ford designed HF35 transmission. It's very similar in operation to the first video and has nothing to do with the second video. Here's a diagram of Toyota's powersplit: The HF35 uses a different layout and different gear ratios and of course more powerful motors. Some pictures of the HF35: Unfortunately I haven't seen a video of anyone tearing apart a HF35.

I looked at the wiring diagrams from the on-line service manual. I printed a bunch of them out when I had a 1 month subscription.

The base audio system has 6 speakers: 1) LF Door 2) RF Door 3) L Dash 4) R Dash 5) LR Door 6) RR Door The Sony system adds 3: 7) Center Dash 8) LR Door tweeter 9) RR Door tweeter Note that the tweeters are not new audio channels, they are just connected in parallel with the existing LR and RR Door speakers.

http://www.motorcraftservice.com/vdirs/diagnostics/pdf/OBDSM1402_HEV.pdf for the PODCx stuff, that's free. B10AF:19 - Blower Fan Relay: Circuit Current Above Threshold - that's from the online service manual, which isn't free.

From OBDSM1402_HEV.PDF P0DC2 - Hybrid/EV Battery Cell Balancing Circuit "F" Stuck Off. P0DC5 - Hybrid/EV Battery Cell Balancing Circuit "G" Stuck On. P0DC6 - Hybrid/EV Battery Cell Balancing Circuit "G" Stuck Off P0DC9 - Hybrid/EV Battery Cell Balancing Circuit "H" Stuck On P0DCA - Hybrid/EV Battery Cell Balancing Circuit "H" Stuck Off P0DCD - Hybrid/EV Battery Cell Balancing Circuit "I" Stuck On. P0DCE. Hybrid/EV Battery Cell Balancing Circuit "I" Stuck Off P0DD1 - Hybrid/EV Battery Cell Balancing Circuit "J" Stuck On Sorry, couldn't resist :clapping:

This is back from October 2013 but I just ran across it and didn't see a link posted here. Covers both the Hybrid and the Energi 2013 models. Lots of techno-talk I don't understand but someone might find it useful. Go to https://anl.app.box.com/s/n35jmex87dmvf8ulm27y and there is a download link at the top for the PDF version if you want.

It's theoretically possible that a company could make a replacement APIM (that's the computer and 8 inch touchscreen) for existing cars, but it's hard for me to imagine how they would make money. It's not just the touchscreen and controller, that's pretty generic hardware at this point. There would be reverse engineering of the extensive communications between it and others portions of the car. In case anyone is interested, here's what the back of the touchscreen computer module looks like. One large connector that connects to stuff all over the car and a small cable for USB that goes to the hub inside the center console.

The hardware is very different too. Then changed from the cheap resistive touch screen to a capacitive touch screen like those on tablets. The processor is also possible of higher speed, the one in MyFord Touch maxes out at 600MHz while the new one can go to 1700MHz.

No. It's completely new hardware and software. We'll have to make do with our "abandon-ware".

Of course in an Energi if you only drive in EV mode you can't actually get a MPG number because then you are dividing by zero (gallons). The car just reports 999MPG in that case. Using normal methods of measuring fuel efficiency it comes out to 0.0 liter per 100km. So worse case is you never plug the car in so you get the 38MPG or whatever and best case you get a nonsense result. Anything else between those two extremes is based on percentage driven using the plug-in power which is going to be different for different people.

Sounds like the DC/DC converter that is supposed to charge the 12V battery from the High Voltage Battery might be broken. As soon as you got the car into "Ready to Run" mode it should have started charging the 12V battery, regardless of whether the engine was running or not.

60 MPG(UK) is 50 MPG(US) which in reality would be even lower due to the unrealistic Euro fuel consumption tests. Maybe when Ford does the chassis re-design to better handle different drive train designs (like VW did years ago) they will come out with a 7 seater.

The C-Max has the same three components in generally the same configuration. The transmission doesn't have any clutches in it to disengage power sources so there are some losses. On the good side it makes it simpler. Coasting is a software simulation of a normal automatic transmission. If you put the shifter into "L" then the only the software changes resulting in more regenerative braking when you let off the pedal. The two motors are permanent magnet AC Synchronous motors, see http://en.wikipedia.org/wiki/Synchronous_motor So the power electronics under the hood (with their own liquid cooling system) have the job of converting the DC from the battery into variable frequency 3-phase AC for the motors as well as converting the AC from the motors (when used as generators) back into DC for the battery. In the Hybrid they have to handle about 35000 watts, in the Energi about 68000 watts. For all the gory details about efficiency look for posts by LarryH in the Fusion Energi (http://www.fordfusionenergiforum.com/index.php) and to a lessor extent, in the C-Max Energi (http://fordcmaxenergiforum.com/index.php) forums.

Lithium Ion batteries don't vent hydrogen - you are thinking of standard lead-acid batteries. There doesn't appear to be any vent for the 12V battery, it's so small that the amount of gas released is probably insignificant. The extra vent for the Energi is most likely the external air intake vent while it is plugged in and charging - something the hybrid doesn't do.

Only 55? I run 300 in mine. OK, it's 300 kPa ;)

I didn't say there were more than one set of amplifiers. I said that there are multiple modules that make up the audio system. Those other modules don't drive any speakers, they only provide a number of audio inputs (such as the audio inputs in the center console, radio, satellite radio, bluetooth audio, etc.) to the amplifiers.