plus 3 golfer

The transmission is a simple planetary gearset that can via software direct ICE rpm and torque to the generator (MG1) and the drive shaft. ICE rpm and torque can be split between MG1 and the drive shaft independently. The traction motor (MG2) is connected to the drive shaft and can be used as a motor or generator. When used as a motor, MG2 propels the car. When used as a generator, MG2 is simulating ICE braking (foot off the brake) or slowing the car down when pressing the brake pedal (regeneration). MG1 can also be used as a motor or generator. When used as a motor, MG1 can be used to reduce ICE rpm. This allows ICE to operate more efficiently (high torque, lower rpm). The software that controls the transmission has several modes of operation which has been discussed in previous threads and meets driver's requests (accelerating / braking / gear shifting and so forth). The software has been updated several times. The presumption is that the software updates either enhance efficiency or reliabiltiy. I believe that increasing the electric mode operational speed up to 85 mph allows ICE to operate in positive split mode more frequently which should enhance higher speed efficiency since electric mode can now be used to deplete the HVB at higher speeds when efficient to do so and then to charge the HVB back up when efficient to do so. IMO, this change is beneficial to hypermilers and those using cruise control at higher speeds. Of course, lower speeds is still more efficient with respect to FE because aero drag kills FE at high speed. From the Manual: Torque Determination and Energy ManagementThe TCM is responsible for torque determination and energy management functions. The TCM monitors gear selector position (PRNDL), brake pedal position (BPP) and accelerator pedal position (APP). The TCM then makes a torque command determination. Positive torque is perceived as vehicle acceleration and negative torque is perceived as braking. Based on the amount of torque requested by the driver, the TCM decides which power source has to deliver the torque to meet the driver demand while the powertrain system is running most efficiently. There are five fundamental operating modes in the hybrid electric system: series modeelectric modepositive split modenegative split modeengine cranking modeSeries ModeThe system operates in this mode when the engine is running and the vehicle is not moving. This is the preferred mode whenever the high voltage traction battery is charging, passenger compartment temperature control, high voltage traction battery temperature control or catalyst warm up is necessary. Electric ModeThe system operates in this mode when the vehicle is propelled by the electrical power stored in the high voltage traction battery. The torque is supplied to the output shafts by the traction motor. This is the preferred mode whenever the desired torque is low and can be produced more efficiently by the electrical system than the engine. The electric mode is also used in reverse because the engine can deliver torque only in a forward direction. Positive Split ModeThe system operates in this mode when the engine is running and powering the generator motor which produces the electricity. The power from the engine is split between the path through the generator motor and the path to the output shafts of the vehicle. The electricity produced by the generator motor charges the high voltage traction battery or powers the traction motor. In this mode the traction motor can operate as a motor or as a generator to make up the difference between engine torque and desired torque at the wheels. This mode is preferred whenever the traction battery needs to be charged or at moderate loads at low speeds. Negative Split ModeThe system operates in this mode when the engine is running but the generator motor is reducing the engine speed. This mode is never preferred but occurs if the engine is running, the vehicle speed is high, the high voltage traction battery is charged. Engine Cranking ModeThe generator motor provides the engine cranking function to start or restart the internal combustion engine. When the PCM requests the engine cranking mode, the generator motor rapidly accelerates the engine speed up to about 950 RPM in about 0.3 seconds. When the engine speed reaches a calibrated speed the PCM commands the delivery of fuel and spark at the appropriate time.

In Phoenix it is significantly more. In a sun baked car with ambient temps at 105F, upon initial startup the climate demand will be over 4 kW. After maybe a minute or so, the demand may drop to about 2 kW and continue to drop to a steady state of between about 400 - 900 Watts depending on conditions. I'll see about 250 Watts SS when temps are in the 80-90 F range. No, you are missing the point: that the topic relates to the effect on FE of using AC vs no AC with windows down. As many have said, using AC in our hybrid requires additonal fuel to be used by ICE. The load / energy requirements on ICE is not the same whether AC is on or off. Again, the topic is about FE not about the % of AC load vs the capacity of the HVB. Yes, a 0.25 kW load is hardly noticed by the HVB since the HVB can likely sustain about 35 kW of demand (hit then would be less than 1% of the HVB capability). But, the effect on FE of the overall energy used for AC (gas burned) comprared to the gas used for other load while driving the car is likely significantly greater than 1%. As djc says "The use of energy by A/C is proportional to time". Thus, the longer it takes getting from point A to point B, the greater the effect of the AC on FE. It's very easy to do the calculations to estimate this effect as I have done this using the climate demand screen, ForScan data, and the FE trip screen data. I believe I posted on this several years ago.

I usually don't leave auto sensing on but the times I forget to turn it off, I'm fairly sure that with auto sensing on, if I back out of the garage when raining, both front and back wipers come on. As soon as you shift to D, the rear stops. I do know that if in reverse and I turn on the front wiper for one swipe, the rear will also run one swipe.

From the manual: "When you shift into R (Reverse), the rear wiper will turn on to intermittent if the front wipers are activated."

Well the CEL came on which likely indicated over temperature of the windings of the motors and / or overtemperature of the fluid. Jessica may not have noticed any difference in performance but I'll bet operations of MG1 and MG2 were limited and ICE was used more thus likely lowering these temperatures when a DTC was triggered. Probably why the CEL would come on and go off. Since the Energi has a electric transmission fluid pump, a liter or so of fluid was apparently sufficient to lubricate the bearings / gears - I hope. No way of knowing for many more thousands of miles. ;) Jessica should have demanded a new transmission or an extended warranty. She just documented why Ford could refuse to replace her transmission should it fail while under warranty - failure to get recurring CELs timely diagnosed. The DTCs that trigger the CEL are stored with mileages noted. She needs ForScan. :)

First, I try sitting on the floor and give a two feet kick to the tire. If that doesn't work, I've also lowered my floor jack to pop the wheel off. To prevent seizing of the wheel to the hub, I have put anti-seize on the hub.

Wheel is just "stuck" to the wheel hub. Watch videos on youtube on various ways to free the stuck wheel.

Does pulling F67 work everytime in getting the back camera being displayed while in reverse? F67 is hot all the time and supplies power to the APIM, FDIM, and the GPS module. So, pulling the fuse will restart the modules and likely reset any diagnostic trouble codes, if any, and process the camera video until the modules runs through their diagnostic procedures. Since there is a message displayed, there will likely be a DTC. With the ForScan App for a smartphone and an ELM327 OBDII adapter, you can scan the modules for DTCs. IMO, it is the best $30 of so one can spend on their C-Max.

So, have you pulled fuse 31 multiple times and the camera works for about 5 seconds when in reverse each time?

So, IMO it's likely not related to the two modules. It appears the modules know the car has been put in reverse but there is no video from the camera to display. Hence, the black screen and message. The rear camera has six connections: positive from fuse F31 in the rear junction box, ground, a local interconnect network (LIN) connection to the Body Control Module , and a video connection (+, - and shield). So, perhaps it's wiring or a faulty camera. Maybe you can find a used / salvage camera as the camera is fairly expensive.

What shows up on the display? Does the display go blank? or display anything else when the backup camera video is not being displayed? The camera video signal goes to the Accessory Protocol Interface Module then to the Front Display / Control Interface Module which I believe determines what to display. When the car is shifted to reverse, the FDIC displays the camera video.

One should not have to reprogram the TCM with a different strategy since the TCM is not part of the transmission and would not be replaced. The used or new transmission would have to have the same gear ratio as the failed transmission: 2.57 for the Hybrid or 2.91 for the Energi. AFAIK, Ford did not change the final drive ratio from MY2013 to present. Please provide the source as to the different gear ratios in various model years. Most transmission shops should have the Ford IDS and if not, it would likely be $100 or so for a Ford dealer to check that the TCM strategy is correct for the transmission and install the appropriate strategy. NOTICE: If the transmission strategy information is not correct, transmission driveability concerns can occur.- Ford Manual But I believe the only material difference in strategy would relate to the final drive ratio. Ford may have enhanced the strategy is later MYs perhaps to improve efficiency over previous strategies. So, it would likely be beneficial to update the strategy based on the transmission ID and strategy ID numbers on the newer MY transmissions.

I believe even if my transmission would fail after 100 k miles (I'm at 88 k miles now), I'll be able to get a used transmission installed for under $3000. In addition, there is virtually no "chatter" on transmissions failing. So, I doubt the failure rate is very high. Also, since we know what to "listen for" in a failing transmission, we should be able to catch the transfer shaft failure before the failure takes out the entire transmission. In this case I would expect the repair cost to be less than $2000.

It appears that the "fix" is either the installation of transfer shaft kit or the whole transmission depending on whether there is damage to the damper housing due to transfer shaft contact or wear. So, the cost of repair could be significant (see price difference between new transmission vs the kit below). It likely would be possible to find a used transmission at a salvage yard from a 2016 and later vehicle rather than paying for a new transmission if not covered by warranty. It is not clear whether the transfer shaft would be deemed a Hybrid component and covered under the Hybrid component warranty. If the transmission needs replaced then the new transmission should be covered under the Hybrid components warranty. From the Thumping.pdf: "Eligible Under Provisions Of New Vehicle Limited Warranty Coverage. Warranty/ESP coverage limits/policies/prior approvals are not altered by a TSB. Warranty/ESP coverage limits are determined by the identified causal part and verified using the OASIS part coverage tool." But it is not clear what is meant by the highlighted red text above with respect to what the coverage is if the cause is the transfer shaft and the transmission needs replaced due to damage due to transfer shaft contact. I guess someone with access to OASIS should be able to determine the warranty coverage.

IMO, the only certainty of having a "good" transmission (one without the potential issue) in MYs 2013 - 2015 is if a failed transmission was replaced with a transmission also built after 8/15/2015.

I believe the transmission issue affects C-Max models built on or before 8/15/2015. So, MYs 2013-2015 are included. See the attachment. Thumping.pdf

zone2019, the reason your car won't start is the battery is "dead" (not sufficient energy and voltage available for the modules to operate. There may be something that is keeping modules that should be "sleeping" awake and draining the battery. But, when you jump start with the jump box, there is now sufficient voltage and energy for the modules to operate and hence you hear a relay(s) click. The HighVoltageBattery via the DC/DC converter is now proving power to the 12 V circuits and is charging your 12 V battery. The DC/DC converter does exactly what the alternator does when you jump start a non-hybrid vehicle. The 12 V battery may or may not be able to be charged sufficiently So, if you have a "good" battery, the battery will be charged up. If you battery is "weak", there may be times when you car will not start as there is always a load on the battery from modules that always remain awake. You may have shot yourself in the foot by not taking the car to the dealer each time you had the dead battery. You need to check your states Lemon Laws as there may be a time or mileage limit on filing a "lemon" claim.

I went in at 2:15 pm (for a 2:30 appointment) and was on my way home at 3:30. My letter also arrived about 2 weeks ago and had it done 1 1/2 weeks ago. When I asked how long the recall would take when making the appointment, the SA did say plan on 2-3 hours. Maybe two techs worked on my car. Here's the labor allowance: Replace all side door latches – C-MAX and Focus 16S30B - 2.7 Hours

If you are handy and out of warranty, you may want to get ForScan for your smartphone and check for diagnostic trouble codes. A DVD service manual from ebay would also be a good investment. Otherwise, see the dealer. The cabin coolant heater system is different on the Energi than the Hybrid.

"Your mileage may vary” is one of the oldest proverbs in the automotive rulebook. But even though the EPA is constantly looking for ways to improve its testing procedures and rating calculations, “YMMV” still applies to today’s EPA fuel-economy ratings—fueleconomy.gov even has an entire section titled “Your Mileage Will Still Vary.” So we devised our own test procedure in an attempt to better replicate how most people drive on the highway, beyond the constraints and complicated math of the government tests. Our test entails a 200-mile out-and-back loop on Michigan’s I-94. Drivers are instructed to maintain a GPS-verified 75 mph, using the cruise control as much as possible, and to run the air conditioning at 72 degrees if the vehicle has automatic climate control or at a moderate setting if it does not." - C&D I have traveled interstates in TX, OK, AZ, and NM many, many times where the speed limit is 75 mph or greater. At these speeds + 2-3 mph (GPS verified) in eco-cruise and with AC on, it is difficult for me to get 35 mpg actual (display will likely be 36+ mpg). I usually set the AC at about 74*F. I do have my tire pressure currently set at 47-48 psi and I generally have between 450 - 500 pounds of payload. C&D mileage seems a few mpg low.

Damn, I wish CR wouldn't say this. :) I want to pick up a used, low mileage Energi "cheap" in a few years ;)

It is the engine and normal when the HVB is full. The point is it's not the generator but ICE spinning (normal engine braking) that is heard. Look at this post and you can calculate the generator rpm based on the formulae using ICE rpm and vehicle speed. Again, if it happen "every time" then the HVB is full and ICE must spin because there is no regenerative braking. ICE rpm (the amount of engine braking) will be controlled by varying the generator speed. It will also happen if the HVB is not full with grade assist when speed has increased above the grade assist threshold level established when grade assist was set AND regenerative braking is maxed out since speed is increasing. ICE is then used in addition to regenerative braking to attempt to maintain speed going down steep hills.

Your statement is very confusing. For clarity, I monitor rpm of ICE, the generator, and the motor all the time with ForScan. When ICE is off (rpm = 0), the motor and generator spin at the same rpm whether the battery is full or not in my 2013 and assume the same in all C-Maxs. That's the way the planetary gear system works. One does not hear the generator spin when the HVB is full especially if it sounds like ICE going to redline. ;) ICE will spin when coasting if the HVB is full just like ICE in a "normal" car will do. The purpose of spinning ICE is to provide normal engine braking because engine braking can no longer be done with the traction motor (via regenerative braking) since the HVB is full. One would have to be going very fast to have the engine near red line. If you have grade assist on going down a hill, ICE will spin if speed begins to increase and cannot be controlled by regenerative braking (either max regeneration is reached or HVB is full). ICE rpm will vary (increase / decrease or shut down) to help maintain speed. This is where ICE rpm can increase significantly if the hill is steep and can be heard. I have never seen grade assist use the friction brake to maintain speed. The driver assumes such responsibility. Bottom line: I'm not sure what you are trying to say with repect to the sound the OP is hearing. The only time ICE spins more than what one would expect and may approach redline is when grade assist is being used. The HVB does not have to be full for ICE to increase rpm to assist in maintaining speed (not speeding up) when going down hill using grade assist.

The short answer is: yes given the current market conditions. There are a lot of factors affecting the value of a car over time. Hold a new car long enough and the overall loss in value of most cars will be virtually the same given the same initial cost. Also, you bought the wrong car if you are looking for a C-Max to hold its value relative to a Prius especially in the early years of ownership primarily because of it's overall lower variable operating cost (fuel, routine maintenance, unsheduled maintenance). However, a 10 year old C-max and a 10 year old Prius with 200k miles will likely have virtually the same loss in value (given similar initial costs). But, the Prius will provide more economic benefit than the C-Max after 10 years of ownership. Having said the above, if gas prices were to spike to $5 a gallon, the short term value of a used C-Max will increase significanty. If one worries about resale value of their car (implies one may not hold onto cars very long), then one should strongly consider leasing since one would have the option to purchase the car at the expiration of the lease at a fixed price. Since I hold onto my cars for a long time, I buy my vehicles (rather than lease) based on comfort, convienence features, and performance and don't worry about resale value.

I recall at least one time I had a similar experience as SnowStorm. From the manual, the Power Steering Control Module (PSCM) needs the power mode signal from the Body Control Module for Electronic Power Assist Steering (EPAS) to be activated. So, any delay or error in getting the signal might be the cause of the few second delay in EPAS activation. Once active, EPAS uses the steering torque sensor input and vehicle speed in applying steering assist. "The steering torque sensor senses the torque at the steering wheel. It is hard wired to the PSCM and works by measuring the relative rotation between an input and output shaft which are connected by a torsion bar." "The PSCM is self-monitoring and is capable of setting and storing Diagnostic Trouble Codes (DTCs). Depending on the DTC set, the PSCM may enter a failure mode. In addition, the PSCM may send a request to the IPC to display a message in the message center, alerting the driver of a potential EPAS concern." Depending on the DTC, the PSCM failure modes are 1) diminished EPAS and 2) no EPAS or manual steering. So, my guess is that upon restart the issue causing the failure mode was no longer present and EPAS operation returned to normal and the DTC was reset. It seems that a CAN issue, PSCM issue, or an issue with the steering torque sensor could initiate a failure mode.