plus 3 golfer

Also, you probably will want to get a service manual on e-bay. Some are DVD or you might be able to find one that is downloadable. The link is the one I bought probably 5 years ago for IIRC $12. https://www.ebay.com/itm/Ford-C-Max-2013-2014-Factory-Workshop-Service-Repair-Manual-on-CD/303753209859?hash=item46b91a2803:g:d50AAOSwdnNdu4HJ

Strange codes. The B10D7 is related to the PATS (passive anti-theft system). Don't know what strange things might happen when you try to start car (especially inserting a key that will turn in ignition) and get this code. Do you have an SE model with a key start? First set of codes below is for Hybrid SE which uses key start. Second set is for C-Maxes with pushbutton start. You have codes for internal combustion engine (ICE) failure to start and High Voltage Battery (HVB) is at 0% state of charge (which showed up as no charge in the HVB battery symbol). I think you first must make sure your key is programmed correctly. B10D7:05 PATS Key: System Programming Failure GO to Pinpoint Test B B10D7:51 PATS Key: Not Programmed There is an unprogrammed PATS key. PROGRAM the PATS key. REFER to: Key Programming Using Diagnostic Equipment (419-01B Passive Anti-Theft System (PATS), General Procedures). B10D7:55 PATS Key: Not Configured The BCM Configurable Engine Immobilizer (CEI) was not configured after PMI . FOLLOW the diagnostic scan tool on-screen instructions after the PMI process to perform the Configurable Engine Immobilizer (CEI) Lock Configuration. B10D7:81 PATS Key: Invalid Serial Data Received GO to Pinpoint Test C B10D7:87 PATS Key: Missing Message GO to Pinpoint Test D B10D7:94 PATS Key: Unexpected Operation GO to Pinpoint Test C B10D7:05 PATS Key: System Programming Failure GO to Pinpoint Test D B10D7:81 PATS Key: Invalid Serial Data Received GO to Pinpoint Test E B10D7:87 PATS Key: Missing Message GO to Pinpoint Test F

The kit (located below the passenger seat) provides a temporary “fix” for a small air leak in a tire. The kit includes a pressurized can of sealant (which has a shelf life of about 4 years or so) which must be injected into the flat tire via the air valve. Then, one attaches the electric tire pump (which is also part of kit) to the tire air valve, plugs electrical connector on the pump into the 12 V cigar lighter, and turns pump switch on to inflate tire. The Service Mobility Kit message is a reminder to replace the can of sealant as it may not work after the expiration. See post four by Ptjones on resetting the message via the left hand display. There are likely YouTube videos on resetting and use of the kit.

Do you have a Hybrid or Energi model? The attached OBD System Manual indicates that if the Cylinder Head Temp exceeds 270 F, a DTC is set (wrench) and the car operates in fuel shutoff / fail safe cooling mode (limp mode). ECT is a derived value from the CHT sensor. I have operated my C-Max Hybrid at 230F ECT + with no DTC. We really need to know what DTCs are set. I believe Autozone still reads DTCs. I have said this many times the FORScan app is well worth it for troubleshooting issues. FORScan for Windows has output control and may be able to operate the water pump. When I have time I’ll see if the pump control is available. FORScan Lite versions have several PIDs for the pump including rpm but not control functions yet. https://forscan.org/home.html OBDSM1700_HEV.pdf

Sounds more like thermostat is closed. When you get the overheat condition, feel if the radiator is hot. If not extremely HOT it’s likely the thermostat. Also, it could be the electric water pump. When this happens, you can set the set point temperature to max heat and likely lower coolant temperature. The DTCs in ETM appears to show only codes related to the instrument cluster / dash components. See this post.

I saw this before but never tried it. https://www.fordservicecontent.com/Ford_Content/vdirsnet/OwnerManual/Home/Content?bookCode=O49350&countryCode=USA&languageCode=en&marketCode=US&viewTech=IE&chapterTitleSelected=G1718920&subTitleSelected=G1748066&topicHRef=G1748067&div=f&variantid=6421&vFilteringEnabled=False&userMarket=USA

1) High beam worked for drive side but not passenger side: This means the high beam relay is good and high beam Fuse 74 us good and issue is wiring from relay to passenger side bulb or bad passenger side bulb. 2) Readjusted passenger bulb results in spark and both lights not working: could have blown fuse F74 or damaged high beam relay resulting in both high beams not working. 3) The fact that low beams, turns and parking lights are good: the likely problem is a blown fuse or bad high beam relay. The issue is the high beam relay is not a serviceable component as it is on the BodyControlModule. So, do the following: check if 12 V is on PIN 5 and GROUND is PIN 7 of the connector at both headlamp assemblies when high beam should be on and check F74 for continuity with VOM and whether 12 V is on the hot side of fuse at all times. Once good and bulbs are OK, headlamp assembly is bad. If 12 V not available at headlamp assembly, then high beam relay or wiring from relay to headlamp assembly is bad.

Check Fuses F67 and F79 both located on the fuse panel under the glove box with a VOM for continuity. There's likely YouTube videos on fuse panel and also search forum. Did you check other functions like horn, windows, wipers and so forth to see if they work?

I’m not an expert in this but in the link below (and the link from above) a lot of people have investigated the APIM, As Built Data, and the MicroSoft software for Sync 2 with respect to navigation. The bolded / underlined / italic text above is telling. If the ABD for navigation gets changed / corrupted (including checksum) in the APIM, recovering from this appears to be above the “dealer pay grade” as vehicle may indicate car never had navigation. Dealer can access Ford ETIS which will show how the car was originally equipped (with / without navigation). I don’t believe the Ford ETIS can be changed. So, dealer must have screwed up since you had navigation and now you don’t. From what I have read in other forums, it appears sometimes the APIM needs to be replaced to recover navigation. You should also go back to dealer and ask for a printout from ETIS showing the ABD. This is what the salesman / tech should have used to determine how car was originally equipped. Again, I would open a case with Ford directly to resolve issue. https://forum.xda-developers.com/windows-mobile/general/myford-touch-hack-enable-features-t3321397

Go to the FORScan.org forum and search / ask. There may be an as-built data byte which can be changed using FORScan that would enable / disable the A/V park only lock. However, for safety, this may be hard coded.

Ok, I finally located what I recalled reading months ago about A4 not working (link below). This is what dealer told owner “I took my '14 F150 Limited to a local Ford dealership and had them update the ECM, BCM, and SYNC in April of 2018 as the SYNC update was free and I figured I would get this done while doing the other two chasing fuel mileage issues (still not great) and battery charging issues (fixed). When I picked my truck up they said that my A4 nav card would not work with the update and that I needed to buy a new one at $199. I politely declined figuring i would just get one online at a later date being I use my iphone for navigation.” https://forscan.org/forum/viewtopic.php?f=16&t=13211&sid=6ae44c025b0c3be8c2603ac27d73bb86

I believe your issue might be that the A4 card is an “early level” navigation card and thus may not work. Dealer should have got approval from Ford to install the latest card if that is the case. (see 19k03. below). Good luck, because 19k03 software upgrade expired July 17, 2020 and dealer might not be able to get approval now or want to pay for it themselves. If this is the issue and dealer will not provide it at no charge, open a case with Ford that dealer failed to provide the latest SD card per 19k03.

No.

MaryB, the C-Max has two batteries - a 12 Volt battery and a High Voltage Battery. This thread is about the 12 V battery which virtually all cars have.

i have not seen anything in writing for the 2020 Escape Plug on how the HVB is cooled during charging. But since the Energi’s cooling system for HVB (air cooling) is operable during charging and will exhaust heated air into the right side rear wheel well, the assumption is the HVB cooling system on 2020 Escape Plug-in will operate during charging. Given that there will be heat produced during charging of HVB, the HVB temperature will rise. Two factors which affect rate of HVB degradation are frequency of cycling HVB (especially to very high SOC) and heat (operating temperature of cells).

Yes, agree. The problem though is when the HVB is small ( like 2nd generation Volt or new 2020 Escape Plug in), a 9 % loss = about a 1.7 kWh usable range loss (assuming algorithm doesn’t expand SOC usable range as battery ages. Then, the owner sees about a 12% (1.7 / 14) drop in usable miles range which is noticeable to the owner in only 30 k miles. Getting back on topic to the Escape Plug-in, its 14.4 kWh HVB is simply to small for me. Since I live in the Phoenix area, I would have a significant risk of a very high rate of HVB degradation if I would charge to 100% say 5 days a week. The question would be how well does the Escape active liquid cooling system work when ones garage temperature doesn’t fall below 100F overnight (especially when the heat removed from charging HVB is “dumped” in garage?

Yes, the 1st generation Volt had a 16.5 kWh capacity and a usable range of around 10.9 kWh. INL shows that the 4 2013 test vehicles had HVB degradation of about 1.5 kW (9%) at about 130k miles. The 2nd generation Volt had a 18.4 kWh HVB and a usable range of about 14 kWh. INL shows losses in the same 9% range but after only 30 k miles. So, it appears that GM expanded the usable range in the 2nd generation by 10% SOC compared to the 1st generation. In other words, the 1st generation usable energy would have to be increased by 1.65 kWh to be equivalent on a usable SOC range. The SOC range of operation of the 1st generation is 66% SOC (10.9/16.5) and the SOC range of operation of the 2nd generation is upped to 76 % (14/18.4) SOC. Bottom line: It appears that expanding the SOC range (almost certainly using more of the upper range) increases HVB degradation. With respect to Audi, it wouldn’t surprise me if their philosophy is to mitigate battery degradation by holding back usable capacity initially and gradually releasing usable range as the HVB degrades such that the 14 mile range is virtually constant over the life of the HVB. Figure 5: Driving range as a function of battery performance. A new EV battery only charges to about 80% and discharges to 30%. As the battery ages, more of the usable battery bandwidth is demanded, which will result in increased stress and enhanced aging.

From the WSJ Oct 19, 2020. “Auto makers are confronting a new challenge in their race to sell more electric cars: battery-related fires leading to vehicle recalls and safety probes. U.S. safety regulators this month opened a probe into more than 77,000 electric Chevy Bolts made by General Motors Co. after two owners complained of fires that appeared to have begun under the back seat, where the battery is located. Ford Motor Co. said last week it is delaying the U.S. introduction of its Escape plug-in hybrid after fire concerns surfaced this summer in similar vehicles sold in Europe.” “GM, Ford F -0.07% and Hyundai said that they are still investigating the fires’ causes and looking into possible remedies, and that safety is their primary concern. BMW said that most of the cars affected hadn’t yet been sold to customers.”... “Also, in recent weeks, Hyundai Motor Co. and BMW AG have initiated world-wide recalls to address problems with battery fires in plug-in models.”... “Hyundai, Ford and BMW believe the issues are related to manufacturing defects from their battery suppliers, company spokespersons said. NHTSA, in a statement, said the agency has launched multiple investigations into the potential safety issues related to fires involving electric-vehicle batteries based on data it collects. The agency also funds targeted research on advanced-battery technology and participates in developing global technical regulations. A report the agency commissioned in 2017 said that as battery technology matures, safety risks may also increase, as manufacturers try to maximize their performance. The report concluded, however, that the risks of battery fires are likely comparable to or slightly fewer than in gas-powered cars.”

The HVB is mounted underneath the Escape unlike the C-Max. Perhaps the hot exhaust gases are vented near (rise up) to fuel tank and components around fuel tank catch fire because the ignition temperature of components is reached. http://elvsolutions.org/wp-content/uploads/2019/10/2020-Escape-HV-Battery-Removal-10-31-19.pdf

“Ford said the fires were likely started because of the proximity of the fuel tank to the car's batteries which overheated.” ... “An issue with a control module could potentially cause the battery to overheat, leading to the venting of hot gases that could set fire to other components.” Ford can likely “fix” the overheating issue when charging with software changes but is the proximity of the fuel tank to the HVB still an issue - will Ford have to make physical design changes? Supposedly, owners in UK are getting a goodwill payment for extra gas since Ford told them to operate Kuga as a hybrid and not a plug-in at this time. In the US, my guess is that Ford would have to demonstrate to NHTSA that the fire risk has been mitigated and there is now nothing (with respect to the Kuga “fire risk”) “posing an unreasonable risk to safety” before Escape plug-in is sold.

Great news! How many miles prior did you start to hear the transmission noise? and did the noise change over time? Frequency? Loudness? I note Ford is using remanufactured transmissions now. It looks like MSRP is around $4800 with the lowest price on internet I saw was just under $4000. One assumes that Ford mitigated the issue causing the early transmission to fail in the remanufactured transmissions. I’m at 132k miles (no noise) and see no reason to trade the car any time soon (now only putting 3k miles per year locally and up to 5k on trips.. So, should my transmission fail, the choices would likely be $4000 + installation - $5500 all in for remanufactured, $3000 / $3500 all in for a used 2016+ transmission + installation, or say goodby to our beloved C-Max.

Get a service manual on e-bay for about $10 for DVD version. You need to remove tank to get to FP and sender. The SM will also show many checks that can be done to narrow the issue starting with pinpoint test HX. P0463 - Fuel Level Sensor A Circuit High Description: This DTC sets when the FLI signal is greater than the maximum allowable calibrated parameter for a specified fuel fill percentage in the fuel tank. Possible Causes: Fuel pump (FP) module concern Incorrectly installed fuel gauge Damaged instrument panel cluster (IPC) Overfilled fuel tank Damaged fuel gauge Diagnostic Aids: Monitor the FLI parameter identification (PID) with the ignition on, engine running. A concern is present if the FLI PID is less than 25% fill with a non-matching fuel gauge or the FLI PID is greater than 75% fill with a non-matching fuel gauge. Application Key On Engine Off Key On Engine Running Continuous Memory All GO to Pinpoint Test HX .

The hole is for a second OBD2 port connector. The connector is white. There appears to be something white inside the hole. The previous owner may have pushed the OBD2 connector I out of its mounting so that he could connect a scanner cable into it and run the cable inside the dash up to the scanner likely to view and monitor data while driving.

Pull fuse 79 out from under glove box and reinsert if radio hangs up. It’s a common issue. Search forum for pics and how to access fuse panel. Second, you don’t have to remove positive red cable from battery. Instead, Remove the black cable from the stud shown in your pic as it is the battery ground - much easier.

....Phoenix just needs 13 days to break the record, and the National Weather Service forecasts that this week will make 2020 have 135 days at or above 100degrees, with highs between 100 and 103. -3 days ago”. “Phoenix has seen 34 days where the high was over 110° in 2020.” Your car will start in FL.? The control algorithms could limit performance like use of EV / HVB should control limits be exceeded while driving. In addition, the car should never stop in the middle of the road. If algorithms sense emergency conditions, you should see a “stop safely now” message and performance could be severely restricted (typically called “limp mode”). Once stopped, your car will likely not start until the emergency conditions are mitigated.