nsteblay

I agree with your observations. I am now experiencing the similar mileage now that the weather has warmed. Feeling like it was a good buy now. Much better ride than the Toyota Prius.

Just posted a thread called Warm Weather Makes All the Difference. My observations on getting better mileage. Big turn around this past week with warmer weather and new driving technique.

Living in Minnesota this winter my cMax was getting about 36 MPG. Now that it is getting warmer I am getting much better mileage. I have been averaging low to mid 40's this past week. I have also changed my driving habits. I've found that the cMax gets low 40's when traveling 65-70 MPH. When I get the battery to full charge the electric motor must be kicking in to help keep mileage high during "fast" highway driving. I don't see the EV in Engage but it must be helping. I no longer try and stay at 63 MPH. 70 MPH seems to be a sweet spot. Don't feel like I am holding up traffic anymore. When traffic gets heavy and I have to travel below 63 MPH I employ the punch and glide technique - becoming second nature. This significantly helps mileage. The other day on a 32 mile trip through the city with heavy traffic I got 52 MPG! Could hardly believe it when I shut the car off. If the Microsoft Synch software could be fixed the cMax would be everything I wanted when purchased. Hopefully that will happen in future releases of the software. I am resigned to the fact that in colder weather season I won't get the EPA mileage. It will be interesting to see what happens in hot weather when the air conditioning is on. I am becoming a convert - I do think Ford was honest and upfront with their EPA testing. There are just so many variables with hybrids - particularly with the cMax in how its configured.

I have had the same issue. Didn't do anything and haven't experienced it for a couple of months. Microsoft has major quality issues with their software. Anyone trying to run Windows 8 on their PC's? Not sure I would have picked them as my partner. Thank goodness they only did the entertainment and GPS system!

I am in Minnesota and use the block heater. For the really cold days it does seem to accelerate the ICE heating the car. Not sure how much electricity it uses.

I had a similar experience. I felt tremendous vibration on cold morning. Had the dealer tow the car because I was afraid something was fundamentally wrong. Dealer said they could not find anything. Never noticed anything sense.

C-MaxSeatlle - Your probably right on the refund request. The Minnesota cold got into my bones I guess. I had an interesting week regarding my 21 mile commute to work. The temperature has varied significantly this week in Minnesota. One morning it was 5F and my mileage to work was 33 mpg. Today is was 42F and my ride home from work I averaged 45 mpg. The terrain is essentially flat. Wind was not a factor. Traffic was freeway driving up to 70 mpg with congestion causing stop-and-go at points. I didn't change my driving habits or approach between the 2 drives. I can't get over the difference in results I get on the same drive. The difference can be attributed to the percent of time in EV mode. Good gas mileage in the C-Max is a direct function of the percent of time spent in EV mode. Ford has implemented a powersplit architecture for the C-Max similar to the Toyota Prius. The difference between how Ford and Toyota implement relates to how powersplit is utilized. In the Toyota much of the mileage is gained while the gas and electric engine are working in tandem. With the Ford mileage is mostly gained when in EV mode. Why is this? I don't know. I would love to talk to a Ford engineer about their powersplit algorithms and the design tradeoffs they made. My conjecture is because of the larger gas engine, heavier car, poorer aerodynamics, and larger tires the C-Max gets average mileage with the gas engine working alone even at highway cruising. Ford can't get the dramatic mileage gains unless sole EV mode kicks in regularly. To make this happen they enlarged the electric motor to allow for faster EV mode speeds (63 mph). The outcomes are a car with more power, more room for the driver, better driving experience at the expense of highly variable mileage depending on environmental conditions and approach to driving that lowers the average for typical real world driving. It nails the EPA test in this configuration hence the initial 47/47/47 rating. The Toyota gets more consistent mileage that isn't as impacted by environment and driving approach because of relying on tandem powersplit operation. The tradeoffs are less power and poorer driving experience. It fairs much better in real world testing compared to its EPA testing. The disappoint here is the C-Max 47/47/47 rating just isn't realistic for many drivers and hence the backlash in the press. On the flip side mileage is much improved over a typical car with similar driving experience at a still affordable price.

Here is an article regarding how a hybrid works ... http://auto.howstuffworks.com/hybrid-car7.htm I believe the C-Max uses a similar architecture / approach to what Toyota does with the Prius line. I believe the Prius is designed better regarding fuel efficiency. This would include better aerodynamics, lighter weight, smaller more fuel efficient gas engine, more fuel efficient wheel design, and leveraging power splitting effectively. The C-Max chose to focus on providing more power to the driver and styling in balance with better MPG. Ford achieved the high EPA ratings by increasing the speed that the electric motor could power the car alone. There is less variability in MPG results from the Prius line because of the way it is engineered relying mostly on power split driving to optimize the use of gas. The C-Max MPG relies more on sole EV mode driving to achieve its high numbers. Unfortunately achieving sole EV mode is dependent on factors like driving style and operating environment temperature - hence the wild swings in MPG we see on this site. Those who are seeking MPG as their main driver should probably look at the Prius line. Those who also consider the qualitative nature of the drive in balance with MPG should look at the Ford line. I am still on the fence as to whether I would have picked the C-Max knowing the difficulty of achieving the published EPA MPG. I do like the car but am disappointed in the mileage. I do think Ford should provide some sort of refund or be willing to buy the cars back.

I live in Minnesota. We had a real heat wave last week - couple of days above freezing. I was getting 40-41 mpg on my commutes - 21 miles mostly freeway but with congestion 25% of the time. Have about 5K on the car and am seeing better mileage now. Really depends on how I drive though. I don't consider myself holding up traffic but I do need to be conservative on the gas pedal. I like the spunk it has when needed!

I am curious regarding your statements. Are you saying when driving at higher speeds - above 55 - it is best to keep the battery as fully charged as possible? Did the engineers talk about how the ICE and EV combine at higher speeds to help mileage?

It has happened to me several times. If I put it in drive and then back into reverse the problem is corrected. The Ford dealership said this is a known problem and a fix is pending.

Plus 3 Golfer thanks for the reply. The fact that you get 27 MPG with the ICE shows that the combined EV/ICE at high speeds (above 63 MPG) does improve the gas mileage. I am not sure how to quantify it but it would be interesting to know the gains one gets from the combined EV/ICE at full charge and driving at 65-70 MPH. The big gains that could get MPG to the EPA 47 mostly come from running in EV mode exclusively. Given that the EPA tests are all below 60 MPH I think this is a safe statement. I believe regen miles are an estimate of battery power (in miles) saved through breaking. These numbers don't play into MPG calculations directly. In talking about a Prius being more efficient I continue to stick by my statement. Yes, engineered efficiency includes car weight, aerodynamics, tire size, etc. Ford chose not to replicate that approach but produce a car with styling and acceleration - an appropriate tradeoff for some.

I think the CMax's achilles heal is the ICE alone doesn't get very good gas mileage. Good MPG on the CMax requires EV miles. The amount of EV miles one gets on a trip is dependent on many variables, hence, the wide range of results people experience. I took my total miles traveled to date (4528.5) and divided by the lifetime reported MPG (35.5) to get the number of gallons consumed (127.6). I then calculated the number of miles the ICE actually was running by subtracting the EV miles from the total Miles (4528.5 - 1547.6) to get total ICE miles (2980.9). I then calculated ICE MPG by dividing ICE miles by total gallons used (2980.9 / 127.6) to get 23.4 MPG. I think I did the math correctly. I live in cold Minnesota which lowers my overall MPG. I would be curious as to what others are getting in MPG from their ICE. If results are fairly consistent the combined ICE / EV that happens at high speeds and fully charged battery must be insignificant. With the CMax it appears to be an either / or proposition. Good gas mileage is directly related to the amount of time spent in EV. Toyota with the Prius has made it far more efficient using its gas engine. I would imagine that riding on gas alone it gets in the low 30's. Toyota then focused on the combined gas / electric to return even higher numbers. The Prius will only allow EV mode up to 25 MPH. The things you sacrifice in the Prius are looks (bullet design), interior room (lower profile), acceleration (smaller gas engine and electric motor), and you pay more. Honda took a similar approach with the Insight. There is less variability with these cars even driving at higher speeds (65 - 70 MPH). Fuelly has the CMax at 38, and the Prius and Insight at roughly 45. I am OK sacrificing the 7 MPG for looks, comfort and ability to accelerate. My wife and I test drove the Prius before buying the CMax. Neither of us liked the styling or lack of power. The CMax is cheaper. I won't make up the difference with the 7 MPG delta.

I had my CMax in for a check up. I was told by the dealer that the reverse problem was known and that a fix was in the works.

I would like to understand better how the electric and gas work in tandem. Based on testimonies it looks that there are some significant savings in fuel when this happens at higher speeds - 65 or above. It doesn't appear to happen unless the batteries are close to a full charge. If I am understanding this correctly for highway driving above 63 MPG it is best to maintain a consistent speed and keep the batteries fully charged. If not in stop-n-go traffic using the punch-n-glide approach isn't optimal.

Didn't realize the the black pad for for locking and touching the back of the handle was for unlocking. I've been doing both at the same time. Looks like that was my problem. The key fob has always worked. Lovin' the car.

Has anyone had problems with the auto door locking feature not working correctly? I have regular issues with the door not sensing my touch for either locking or unlocking. I've also had issues where touch will only lock and not unlock. Other times it works great. Seems to be no apparent reason for the issue.

Have experienced the backup issue twice. I think mtberman is right. Probably low battery both times and needed to depress the gas to get the electric backup to kick in.

Too bad there isn't an accurate sensor that measures the amount of fuel left in the tank. I reset my trip meter this last fill so I can compare accurately. I haven't found a large discrepancy yet. I know in my Honda CRV if I idle at stop it does impact my MPG. Last summer I sat with the car running while waiting at a horse show (hot day needed air conditioning). I watched my MPG average drop constantly over the hour I waited. I would imagine it is the same with the CMax. The fact that the gas engine doesn't run at stops is a big gas saver.

My keyless entry is somewhat flaky on the car. Sometimes, when the car is unlocked, it won't lock when I touch the door handle. At other times, even though the doors are locked, touching the door handle locks again instead of unlocking. Sometimes it works fine. Doesn't seem to be any rhyme or reason to when things work or when the don't. Anyone experiencing similar problems?

I've come to the conclusion that to achieve EPA requires implementing certain driving techniques. I started using the Pulse and Glide technique recommended by hypermilers. In my trips yesterday I was averaging over 50 MPG. Instead of accelerating slowly to my desired speed I "Pulse" to get there quickly, let off the gas so that EV mode kicks in, resume pressing the accelerator but do it lightly not to kick in the gas engine again and Glide. I am able to spend much more time in EV mode this way and my mileage skyrocketed. The other advantage about the approach is I didn't have people on my tail when accelerating from a slowdown or stop. The CVT actually allows for decent acceleration. The C-Max is ideal for this approach - I think was designed with P&G in mind. The dashboard gauges make moving from gas to EV mode very easy. I found after doing for a while it became second nature. Here is an article that was posted on the forum. It describes the EPA test in details and the foibles of it. It also describes the hypermiling techniques. http://www.cleanmpg....read.php?t=1510 Here is my post where i describe my experience in more detail. http://fordcmaxhybri...-regarding-mpg/ Nick

I've come to the conclusion that to achieve EPA requires implementing certain driving techniques. I started using the Pulse and Glide technique recommended by hypermilers. In my trips yesterday I was averaging over 50 MPG. Instead of accelerating slowly to my desired speed I "Pulse" to get there quickly, let off the gas so that EV mode kicks in, resume pressing the accelerator but do it lightly not to kick in the gas engine again and Glide. I am able to spend much more time in EV mode this way and my mileage skyrocketed. The other advantage about the approach is I didn't have people on my tail when accelerating from a slowdown or stop. The CVT actually allows for decent acceleration. The C-Max is ideal for this approach - I think was designed with P&G in mind. The dashboard gauges make moving from gas to EV mode very easy. I found after doing for a while it became second nature. Here is an article that was posted on the forum. It describes the EPA test in details and the foibles of it. It also describes the hypermiling techniques. http://www.cleanmpg....read.php?t=1510 Here is my post where i describe my experience in more detail. http://fordcmaxhybri...-regarding-mpg/ Nick

Awesome article! Thanks. Here is one I found regarding hypermiling with the C-Max. http://www.examiner.com/article/2013-ford-c-max-epa-rated-at-47-mpg-first-drive-gets-60-mpg Nick

I along with many others have had some frustration with the lack of meeting the EPA MPG for the C-Max. I've been trying all sorts of different techniques for achieving better mileage. I had a breakthrough this afternoon. The 2 techniques I've decided are required to get the EPA mileage. Pulse and Glide The trick to increasing mileage as much as possible is to be in EV mode. I was attempting to stay in EV mode as I was accelerating from stops or slow traffic by babying the gas pedal. What I've discovered is if you accelerate to your desired speed quickly (hopefully the speed limit :)) and then totally let up on the gas EV will kick in. Immediately after EV kicks in resume pushing on the gas peddle being careful not to engage the gas engine again. I then glide as long as I can in EV mode. I repeat this process whenever necessary. Brake Early and Long The brake system does a good job of recharging the battery. The trick here is to use it as often as possible. I have been breaking much earlier, steadier, and for as long of a time as I could. Results Before I was at best getting just about 40 MPG. Using the new technique I drove to the dealership from my house this afternoon in mixed traffic (hills, freeway and stop lights). I was easily keeping up with the traffic. I actually was accelerating to the speed limit faster than those behind me. I think the CVT allows for some pretty quick takeoffs. I averaged over 50 MPG for the 26 mile trip. I then had two small trips to pick up some pies for a church social tonight, stopped at church to drop them off, and then came back home. For the small trips (about 10 miles total) I was 47 - 50 MPG. I am going to track now for the next week and will report back. The great thing is Ford has produced an interface that allows me to see what is happening under the hood and that trains me to drive more efficiently. The capability is there in the car I just need to learn how to take advantage of it. There are other challenges I see coming. For one living in Minnesota means the gas engine will need to kick in just to keep the car warm. This will undoubtedly impact mileage. Also snow packed slippery roads won't help. I am glad we've had a few warm days and I was able to easily make the EPA estimates with proper driving techniques. I am feeling much better about the car and driving in the right lane. Nick

I've been driving trying to utilize battery when ever possible. I never get to a fully charged battery. Maybe this is the wrong approach. I really don't see anyway of getting close to 47 mpg using this approach. I'll try maximizing battery charge and see what happens. Maybe this is needed for the two engines to work in tandem in the most efficient way possible. It sounds like this is what you have done with good results. Nick