jchaddpete

Have about 15,000 miles, and production date was around February 2013. Technician stated that the seal leakage was in an area where the silicone seal had defective porosity--or something like that. Anyway, it's fine now, even though it took about five days to fix the leak--practically removing everything in the engine compartment--including the radiator, engine/drive train, and most everything else. The technician said that fixing the leak took very little time, but getting to the area that needed the repair took a couple of days, and putting everything back together took the same amount of time. I'm sure that Ford wouldn't want too many more warranty repair jobs like this one. Perhaps they should have put more thought in a design that wouldn't have involved so much time and cost to them to simply fix a transmission leak.

A few weeks ago, when I took my 2013 C-Max in for an oil change, the technician discovered a very slow transmission leak--apparently from a seal somewhere in the unit. It wasn't so bad that fluid needed adding, but it did need to be repaired under the warranty. Although I needed the vehicle for a few more weeks, I did take it in for the repair. It was a big deal that took several days and involved removing the entire engine/drive train. I had thought that it would be a more simple repair job involving a gasket replacement. Anyway, it might be a good idea for C-Max owners to have the dealership check for any such transmission leaks before they become a serious problem. Has anyone else been affected by this issue or was this a unique situation?

After the battery went dead early in October (the fourth time) and after an initial battery replacement and a couple software fixes, a different Ford dealership conducted all the usual diagnostic testing and kept the vehicle for a number of days to determine if the battery would drain after it had been re-charged. Since the battery was jump-started and the vehicle driven to the dealership (about 25 miles away), the battery was charged by the time it reached the dealership. A Ford engineer was involved and authorized replacement of the engine wiring harness (a very costly item covered, of course, by the warranty). Since the jump-starting was successful only by connecting directing with the LV battery in the rear, the engineer thought there could be a problem somewhere in the harness. Supposedly, someone in New York had a similar jump-starting problem, and replacement of the wiring harness resolved the dead battery problem. No "smoking gun" was discovered in my case, or anyone else's, and the technician stated that the engineers are simply trying out theories. It seems that there is no universal "fix" for the LV battery issue. Each vehicle seems to require a different approach to remedy the problem. The Ford engineer would not authorize replacement if I was in the process of the buy-back option per Arizona's Lemon Law. Since I really like the C-Max in every other way, I indicated that I would give Ford one more chance at fixing the battery problem. Replacing the wiring harness was a very difficult job for the technician, who was amply qualified to work on Ford hybrids. It took a couple of days, and the car was kept for two more to observe that everything worked properly. Anyway, I've had the vehicle back for nearly two months with no dead battery issues. I bought a cheap 12v. digital tester that can be plugged into one of the 12 volt outlets and have kept a log of my driving habits. I drive a combination of very short distances and several between 15-25 miles. Voltage when the vehicle is undriven for 24 hrs. or so is usually 11.8-12.0 after I've waited until all the dash lights have gone off. After driving the car, the voltage is usually 12-3-12,4, My voltage gauge may not be very accurate since it cost less than $10.00, but I would feel better if the readings were higher. When I connect a battery charger to the LV battery, the reading is between 75%-80% state of charge--which would be about normal for my driving habits. So far so good. I'm taking the car in for an oil change next week and will discuss my readings with the technician. If I have no problems for a couple more months, I'll feel that the problem was finally resolved and will have regained confidence in the vehicle's reliability. I really hope that happens since I do enjoy driving the car. If there is a change, I'll so indicate with another posting.

Can someone suggest where Grill Covers can be purchased? Apparently, my Ford dealership isn't aware that they make a difference in mpg during colder temps so I suspect they're not available as a Ford product. Any advice would be appreciated.

Can someone recommend where C-Max grill covers can be purchased? I'm not acquainted with the "gas pods" mentioned above. Do they help with mileage during colder temperatures. My Ford dealer has not mentioned either the grill covers or gas pods so, apparently, they're not available at a dealership. I have the C-Max SE, purchased in February 2013. Had several incidents with a dead LV battery during the past six months, but replacing the engine wiring harness seems to have corrected the problem. At least it's been fine for two months. I really enjoy the car in every other way, but I've noticed a lessening of mpg with colder temperatures. Anyway, I would appreciate suggestions regarding the purchase of a grill cover and/or gas pods (whatever they may be or whatever effect they have on mph).

On the 4th dead battery event, the dealer replaced a wiring harness (cost of part to Ford was $900) although the technician could not find any definitive problem with the old harness. He thought replacing the harness was "theoretical", whatever that means--but it is Ford's last attempt to remedy the problem. The engineer, who authorized this repair, seemed to think that it would be a solution since it worked for a C-Max owner in New York. Anyway, it's been a couple of weeks with no problems. I do a voltage check before and after driving, along with recording distances driven and time intervals between driving the vehicle. My very inexpensive (perhaps not very good) digital voltage gauge generally reads 12.0-12.1 volts before driving and 12.3-12.4 volts after driving. The amount of time between driving the car seems to make no difference. The readings seem a bit low, but when I put a charger on the battery, the charger indicated a 75% charge. Perhaps my digital 12v. gauge isn't effective or the charger reading is not right. If there is someone else in the forum who has had the wiring harness replaced, I would appreciate knowing their results. Wouldn't it be great if Ford actually found a solution, even if it cannot be explained. Jerry

Picked up C-Max today after the wiring harness was installed. Technician said it was a difficult installation, and he could not promise that it would finally resolve the dead battery problem. He did notice some irregular readings from the old harness, but nothing that constituted a "smoking gun" to explain draining of the battery. He also mentioned that, from now on, if the vehicle is usually driven for short distances, it should be used for a longer trip (lasting 15-30 min.) at least once weekly so that the LV battery gets a good charge. We'll see if that really makes a difference with my digital voltage meter readings. I intend to plug that meter into a 12v outlet every day, before starting the vehicle and with all accessories and lighting turned off, for the next few weeks to ascertain any significant changes in voltage. Anyway, the car has been in two different service departments for a total of 37 days on four different occasions. So, if there's no dead battery in six months, I'll feel that the problem has been remedied, even though a definite cause was never found. If it does happen again, it'll be "buy-back" time as I have so informed Customer Relations. I really do like the C-Max so I'm hoping that a magical cure of some sort has occurred.

The Ford dealership (Oracle Ford) has now had our C-Max for two weeks, including diagnostics and repair. The supposed "fix", or at least an attempt at a fix, involves replacing a wiring harness, which includes a fuse assembly, that cost Ford $900. Apparently, there was only one of these parts left in the country, and it was delivered during the past week and currently is being installed. No one, including a Ford engineer communicating with the technician, can say what the problem may be with the original wiring harness. It seems as thought Ford Motor Company is grasping at straws with this problem. Anyway, the Customer Relations Department has been informed that this has to be the final attempt at resolving the dead battery issue. It has occurred four times and been in two different Ford service departments for a total of 35 days. If it happens again, I will be requesting a "buy-back" per Arizona's Lemon Law. If there is anyone who has had the wiring harness replaced and has not experienced a dead battery since, I would appreciate a reply. Since I really like the vehicle in every other way, it would be nice to know that a final remedy took care of the problem.

Flatbat, After several dead battery incidents, a Ford engineer has authorized changing the wiring harness, a costly item. Despite the software "fixes" during the past months, the battery once again died last week. I'm wondering if your wiring harness fix has been the answer over time. Would appreciate a reply. Thanks. jchaddpete

How do I respond to the poll? There seems not to be anything to click on in each section as a way of making a choice. I've had repeated problems with a dead battery, the recent being a few days ago, so I'd like to complete the survey if someone tells me how to do it. Thanks in advance.

Thanks for your response. I'll pass on this possibility to the Oracle Ford service department where the vehicle is being diagnosed for the fourth time. The previous three instances involved a different dealership so maybe a different hybrid technician will use another approach to the problem. The service manager indicated yesterday that Ford Motor Co. had established a "task force", whatever that would be, to investigate the issue of low battery drainage. I'll keep the forum posted on the outcome.

I thought the battery drainage problem was fixed in July, after several occasions when the battery had completely drained over-night. The solution was supposedly a software change that was directed by a Ford engineer to the hybrid technician at Show Low Ford. Anyway, the vehicle had no electrical problems since that "fix" until today, when the battery was once again completely drained during a 14 hour period when undriven. Roadside Assistance had difficulty jump-starting the vehicle, but it eventually started and was driven to Oracle Ford, the dealership where it was purchased in February. We'll see what happens with a different service department, but it's beginning to look like I may have to pursue Arizona's "Lemon Law" concerning this C-Max, which I really like in all other ways. If any other C-Max owners are still experiencing low voltage battery failure, please respond. Apparently, the software "fix" that was applied to my vehicle was not the solution to the problem.

I was getting around 44 mpg before FE update with 3500 miles. After the update, resetting the life-time summary and driving a few hundred miles, it has increased to 48 mpg with no loss in performance. Very pleased with the results and would recommend the update for those who purchased the C-Max before it was factory installed.

Good to join this forum. Have had repeated dead battery problems with our C-Max Hybrid over the past few months, and it's good to know that I've not been alone with this issue. After repeated service attempts, including replacing the battery and installing two ineffective TSBs, a Ford engineer communicating directly with the certified hybrid technician at Show Low Ford in changing the software may have solved the problem. At least, the C-Max has been fine since the software remedy completed in late July. Trust that the battery drainage problem will cease to be an issue since we really enjoy the vehicle in every other way.