plus 3 golfer

When did the first dead battery occur? You need to make sure the latest technical bulletin on the dead battery issue has been applied to your car. There apparently is no "one size fits all" for the cause of the dead battery issue. There are many threads on the issue (search). Some have had Ford buy back their cars and some have sold their cars because of repeated dead battery issues. About the only thing one can do if the Ford / dealer can't "fix" the issue is to mitigate the inconvenience of a dead battery. Many have purchased a "Jump Start" battery and keep it in the car. It usually only takes a brief time (minutes if that) once the jump start battery is connected for the electronics to begin working and the high voltage battery via a DC/DC converter charges the 12 V battery. I would take your car to the dealer so they can document the dead battery issue and check to see if there are any diagnostic trouble codes present.

It's too bad you are letting Ford off the hook so easy. But I understand you want to move on. For others: don't think that the extended Ford warranty offers 100% "peace of mind". ;)

Let's try this again. But believe what you want to but get the facts correct. EPA doesn't check it. It's up to the manufacturer to get it right. Your premise / logic is wrong because Ford used the wrong dyno coefficients in the initial Fusion Hybrid testing and in the first revision of the C-Max numbers (where's Ford's oversight / controls) . Also, aerodynamic drag along with other drag components are taken into account in the EPA test cycles on the dyno through the use of the proper dyno coefficients (there's a good write up on this IIRC by Idaho Nat. Lab or maybe ORNL). Had Ford used the proper coefficients in the initial Fusion Hybrid test (as they did in retesting the Fusion), the C-Max would have been 42 mpg instead of 47 mpg. FORD (not the EPA) was wrong initially in the C-Max EPA FE. EPA does not "sign off" on any testing or results. The manufacturer does the testing. This is my point and only point - Ford screwed up the dyno tests for the C-Max, Fusion and other models initially. Until that was corrected all other EPA test data on the Fusion and C-Max are bogus. So, the revised Fusion EPA number is 42 mpg not 47 mpg based on the correct dyno coefficients. Again, had Ford used the proper dyno numbers initially, the C-Max would have been 42 mpg based on the Fusion Hybrid. There's a likelihood that had Ford initially published 42 mpg for the C-Max, there may not have been an "uproar" by real world drivers and testers not reaching the EPA numbers since we now know the C-Max is rated at 40 mpg. Raj Nair might have been able to convince the public that it's due to consumers' driving habits, climate, break-in and so forth. But Raj should have pointed out that the C-Max has a higher aerodynamic drag than the Fusion and thus The C-Max is not likely to get the same EPA number as the Fusion based on the EPA rules allowing the use of the Fusion Hybrid numbers. Why didn't Raj do this???? The C-Max cross section did not kill the mileage compared to the Fusion. The aero effects are rather minor in the EPA testing between the Fusion and C-Max (2 mpg) compared to using the wrong dyno coefficients in both the C-Max and Fusion Hybrid. ;) The big difference is in the dyno coefficients. Obviously the aero effects will likely be more than 2 mpg difference at say 75 mph cruising. The EPA highway rating show a difference of 4 mpg between the Fusion and C-Max as that has speeds up to about 80 mph (the highway FE is based on only the high speed part of US06). Again, it's immaterial that I can get over 60 mpg if I want to. That's not the point. The EPA numbers are an indication of what a "typical" driver might get so that a consumer can compare vehicles. What is typical is another discussion and there are threads on this. Some will get significantly more than the EPA rating (perhaps those in temperate climates, limited AC use, longer, slower trips and so forth), others significantly less (perhaps cold climate, short trips, use of heater, high speeds and so forth). The point is that my actual FE or what I can do if I hypermile, cruise at 55, 65 or 80 mph, it's not material to the EPA numbers.

Why does this always degrade to what one person can get in the real world??? It's immaterial what I get for FE or you get. It's the EPA tests and FE numbers that matter and Ford screwed them up by using the wrong road load hp number for the Fusion Hybrid initially. So, the C-Max numbers were wrong to begin with since Ford used the Fusion test data which was wrong. I'd suggest you go back and review what happened and maybe it will clear things up for you.

Too bad it happened. Has fault been determined (police show up and write up a report). If not, I'd delete your post / description of the accident.

XXX

You are forgetting about the second change in EPA FE for a several Ford models where the road load hp coefficients were somehow in error. ;) Also, you are forgetting about Raj Nair's (Ford VP of something) rationale why consumers couldn't get 47 mpg. He used every excuse but the fact that Ford based the 47 MPG on the Fusion Hybrid EPA test results (which were technically not against EPA rules at the time). So, again Ford was not truthful in their explanation as to why reviewers and consumers were not achieving the EPA C-Max numbers. ;)

No need to duplicate post in several threads.

You can enter you VIN online (don't have time to look up link) and view your window sticker to see what options you have (foot activated hatch is not standard on 2013 MY SEL). There are many write ups on the battery symbol displayed and the actual State of Charge of the High Voltage Battery and how the car operates. If someone doesn't explain or find the links, I'll do it later. Your car is operating normally.

Bloomberg: VW defense is "Bad Apple Route", management unaware. Bloomberg if so: VW has "governance issues" if small group of engineers can get away the emissions cheat. It's hard to believe VW management (lots of engineers at the top) was unaware that it's virtually impossible to build a "clean diesel" without an SCR system and have the performance characteristics of the VW TDi when introduced in 2008 (MY 2009). I know at TDiClub we were amazed at how VW could achieve such performance. Sounds just like the Ford 47 mpg EPA claim for the C-Max in that engineers in Ford's management should have known the 47 mpg claim would be virtually impossible to achieve in the EPA tests.

VIN sent but how can such thing happen??? You need to impress on Ford that such mistakes reflect on Ford's internal controls system or lack thereof and likely why Ford receives below average ratings in initial build quality and reliability surveys.

I've taken the surveys many times. The questions relate to "serious problems / down time / remedies". I don't recall any questions on "sound quality". IMO, CR needs to change the category label to rid consumers inference that the audio category is primarily related to the stuff highlighted in red below. AUDIO SYSTEM (in-car electronics): CD or DVD players, radio, speakers, GPS, communication system (e.g., OnStar), infotainment system with integrated controls (e.g., MyFord Touch, Cadillac CUE, HondaLink), Bluetooth pairing, portable music device interface (e.g., iPod/MP3 player), backup or other camera/sensors. So, if your phone won't pair or somehow becomes unpaired, if the clock resets show the wrong time, if GPS puts you in the middle of a field, if integration of the the numerous systems is problematic , and so forth, that's a problem. Some may believe such problems are serious and others may not. There is downtime to go to the dealer for a fix - generally a software upgrade. Then compared to other cars, C- Max owners have reported more issues / downtime with the "audio system" than others. Of course, there are also hardware failures in the mix and we don't know how CR weights the components that make up the "audio system" category to come with their overall rating.

My guess is that those whose 3/36 B2B warranty has expired are not eligible for the upgrade. This is not a safety recall but Ford should make it available for all. I'll bet Ford sees this as a cost issue as even if Ford offered it as a self-install for those with expired warranties, what happens if someone does a self-install and screws it up and has to have the issue sorted out by the dealer. Who pays? A manufacturer can't continue to provide software updates forever. My C-Max is supposedly "up to date" with V3.6.2. My 3/36 expired 22 k miles ago.

IMO, if the dealer is replacing the battery control module because DTCs indicated it was bad, then your 12 V battery failure was an atypical failure and not like those that have repeated no start issues.

It may be time to start the arbitration process. I'd get in touch with an attorney and discuss what might happen if you go to arbitration assuming Ford can't / hasn't apparently fixed the issue. I'd also assume that Ford isn't going to throw money at this that exceeds the value of the car. A quick check of NADA retail value for a 2013 SE at 80 k miles is around $12,000. So, I wouldn't expect Ford to continue to authorize repairs if the cost of such repairs exceeds the value of the car (eg, an new engine, wiring harnesses, control modules, and so forth).

Get the vehicle service history. If there is no indication of a no start due to the 12 V battery in 40 k miles, then it's likely the car does not have the issue. It's still not clear whether the 12 V dead battery, no start issue has been "fixed". All models have had issues but it appears the SE may have a higher incidence of such issue.

The Hybrid Components Warranty is transferable. In AZ, the components warranty is 8 years / 100 k miles. But that's immaterial as the warranty coverage is based on the state of registration at the time of repair.

First time I've seen the tread area defined so narrowly. Here's a pic of what I recall seeing in tire shops for the repairable area of the tread.

For me, design changes in the Prius are way down on the list of "improvements" I want. It's the comfort / convenience features, ride quality and performance aspects that turned me away from a Prius (through each generation). I seriously doubt this "new" Prius will be any different.

The original battery is not prorated but covered in full under the factory 3/36 B2B limited new car warranty. If the battery were replaced under warranty at the expense of Ford / Dealer, the battery would be covered for the greater of 12 months / 12 k miles or the remainder of the new car warranty. I don't believe there is any additional prorated warranty beyond the 12/12. Since I paid for the replacement battery, IIRC it is covered for 36 months full replacement and 100 months prorated.

My 12 V battery failed at 30 month. One afternoon after driving in the morning, the car wouldn't start. I hooked up my battery charger. It would charge up fine but within a few hours, the voltage would fall to about 12 V. If left overnight, the car would not start the next morning. So, I went to the dealer for testing and the battery wouldn't hold a charge. Problem is I had about 48 k miles on the car at the time. So, since the 3/36 B2B had expired, I ended up paying about $140 at the dealer. If you are at 36 months, 30k miles, I'd get to the dealer quickly in case the battery is bad to save a $140 bill.

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It will be interesting as this issue can significantly affect air quality in a region. I don't see any reason why a state (given a grace period) wouldn't deny registration if the vehicle is not "road" worthy - safety or emissions. It's not that the fix costs the owners any $. Some states do have emission waiver rules IIRC for cost to repair. It may take changes in state law though. I think you will find that vehicles to be operated in many states legally must have a valid safety or emissions sticker. In AZ you can not renew your registration without a passing emissions test (for those vehicles requiring one). But that doesn't prevent the car from being driven. ;) I don't see this issue as any different - no recall work done, no vehicle registration. In AZ, vehicles 5 years or less in age do not require emissions testing and such vehicles after 5 years are only tested in the Phoenix and Tucson areas. So, geographically speaking, the vast majority of the state is not subject to emissions testing. So, IMO emissions testing is not the way for states to "check" if the recall work was done. Here's an emissions testing map of the US: Vehicle inspection laws by state: Periodic safety inspection required Safety inspection required upon sale or transfer Safety inspection required when registering a vehicle from another jurisdiction Emissions testing required in some areas Emissions testing required in all areas No inspection requiredStriped: Both safety and emissions testing required