plus 3 golfer

I think the point is that a "reputable" shop should advise the owner on the tint law and consequences of violating the law. Some shops may refuse to do it even if the owner wants "illegal" tint as Adrian_L warns of potential liability issues for the shop. To other shops, revenue is more important than integrity and will apply "illegal" tint with owner's permission (and likely want a release of liability signed by the owner). But if a shop applies "illegal" tint without advising the owner and getting owner's approval (probably had the owner sign a release of liability), the shop is far from reputable. I won't do business with "shady" shops. Also, it is clear to me that the OP is virtually all "advertising content" and Ej is likely getting a kickback. ;) ;) "Make sure you call him and get quoted. Mention that you are from the Cmax Forum and was recommended by Ej so you can get an even better price." Most forums (I think all) that I frequent would remove the advertising content and tell the OP to have people PM him for info on the shop.

Here's my take on the conversion (although I may be wrong). :) Shouldn't the 5th digit of the RXF be "8" to correspond to a 10 divisor. the 5th digit of zero (current RXF) means no divisor. Should't the 2nd 4 digits in the MTH be 0008 to correspond to the 8 in the divisor of the formula? Shouldn't the last 4 digits of the MTH field be 0140 to correspond to the +320 in the formula. So, MTH should be 000900080140 Paul, you might want to try the above

If you think C-Maxs are going cheap, here's most recent data from Manheim on the Nissan Leaf. Let's say the average 2013 leaf after federal tax credit (excluding sales tax and the like) was purchased for $25 k and you want to trade it with 16 k miles on it. You'll likely take an $11 k hit. Estimated retail price would be around $17 k.

One has to be careful with quoted turning circles. IMO, the important "turning circle" is measured from the outside edge of the bumper not the outside of the tire. When pulling into a parking space between two vehicles, backing out of the parking space, or making a U-turn with cars parked on the street, the bumper clearance turning circle is the relevant one not the curb to curb turning circle. IMO, the C-Max should be rated "unacceptable" in bumper clearance turning circle. :) The C-Max has a 41 foot bumper clearance turning circle compared to my 2008 Nissan Rogue of 39 feet and 2009 Jetta TDI of 37 feet. The curb to curb turning circle for the C-Max appears to be about 38.3/4 feet based on several sites (can't find any Ford spec and I question the Edmund's number of 35.8), My 2009 Jetta TDI has a curb to curb of 35.8. My C-Max doesn't come close to that.

True but this would presume that a) the learned values prior to reset were wrong and never updated with continual driving or b) the after reset learned values wouldn't over a tank return to the learned values prior to the reset. This simply makes no sense as driving style / conditions haven't changed and resetting the KAM should only result in a temporary change in FE as the values would be relearned quickly. So, IMO resetting KAM might change FE temporarily but not permanently. Most of the learned values I know of that might affect FE relate to timing and fuel trim. IMO, something has to be wrong with the hardware or software especially relating to emissions / fuel monitoring system, such that the learned values or other triggers would lead to a decrease in FE. The recall indicates that something might be amiss with the OBDII system monitoring with no MIL indication of an emission issue. This certainly could affect FE in affected vehicles. I doubt Ford would ever admit that this issue might have resulted in a loss in FE. :)

IMO, the electrical black circle relates primarily to the 12 V dead battery issue. We don't know whether Ford has yet found the underlying cause(s) but it appears that it still occurs on MY 2014. If you have the issue, the car is not reliable and you will likely want to get rid of it. If you don't have the issue, the car is a rock solid, dependable vehicle. The audio black circle is likely due to the MFT and navigation issues which should for the most part been fixed with several recalls. I believe if you remove the above issues, the C-Max would have a very high overall reliability rating. The big ticket items like the hybrid trans-axle, the HV battery and HV electronics have been very reliable and are covered by an 8 year / 100k mile warranty. CR likes the C-Max and rates it at 77 out of 100 in it's 50+ tests and evaluations in fuel efficient hatchbacks - higher than the Priis, Volt, and Leaf. The BMW I3 is higher at a 79 rating. IMO, get the SEL as it seems to be less prone to the dead battery issue.

Yes, and AFAIK all PID data in the modules is available via FORScan although I haven't looked at much of it.

Thanks, changed setting in Elm 327 WIFI adapter to 10 msec from 100 msec and now get 23 msec (good) for minimum delay. This may be why on occasion I would have gaps in the recorded data when using Dash Command. Maybe the Forscan forum has something on the meaning of the numbers.

SnowStorm, here's the entire list of my modules from FORScan. How does yours compare? I note some have a Calibration # shown also. Interface: IP: 192.168.0.10Port: 35000Adapter: ELM327 v1.5Min.delay: 113 ms ( Bad) Vehicle: Model: Ford C-MAXEngine: Full Hybrid Electric VehicleCapacity: 2.0LYear: 2013 MYVIN: 1FADP5BU3DLXXXXXX SOBDMC - Secondary OBD Control Module CPart number: DM58-7P120-EDCalibration: MCBG4-EDEA BECM - Battery Energy Control ModulePart number: FM58-10B687-AHStrategy : FM58-14C197-CC PCM - Powertrain Control ModulePart number: DM5A-12A650-DDStrategy : DM5A-14C204-DN OBDII - On Board Diagnostic II APIM - Accessory Protocol Interface ModuleStrategy : DM5T-14D205-AF ACCM - Air Conditioning Control ModulePart number: DG9H-19F611-ABStrategy : DG9H-14D491-AB SASM - Steering Angle Sensor ModuleStrategy : DV6T-14C309-AB OCS - Occupant Classification System ModulePart number: DM51-603B16-DEStrategy : DM51-14F595-DCCalibration: DM51-14F596-DD ABS - Anti-Lock Brake / Traction Control ModuleStrategy : FV68-2D053-CB DCDC - DC to DC Converter Control ModulePart number: FM58-14B227-AFStrategy : FM58-14D459-AH RCM - Restraint Control ModulePart number: DM5T-14B321-EFStrategy : CJ5T-14C028-AHCalibration: DM5T-14C098-EH PAM - Parking Aid ModulePart number: CJ5T-15K866-AEStrategy : CJ5T-14C090-AECalibration: CJ5T-14C091-AF PSCM - Power Steering Control ModulePart number: CV61-3C579-ADStrategy : CV6T-14C217-ADCalibration: CV6T-14C218-AD BdyCM - Body Control ModulePart number: BV6N-14A073-PDStrategy : BV6N-14C094-EACalibration: BV6N-14C095-EA GWM - Gateway Module APart number: CM5T-14F642-AFStrategy : CM5T-14F530-AF

The C-Max uses the ISO 15765 CAN protocol which I believe is mandatory starting a few years ago.

Yes, I got a letter in the mail in Oct / Nov 2014 and finally took it in. P24BC - EVAP System Leak Detection Pump Pressure Sensor Circuit Intermittent

For those that don't know the reason for the recall it is: REASON FOR THIS EMISSION RECALL In some of the affected vehicles, the On-board Diagnostic (OBD-II) system may be inhibited when Diagnostic Trouble Code (DTC) P24BC is set by the Powertrain Control Module (PCM). When DTC P24BC is set, the Malfunction Indicator Lamp (MIL) will not illuminate to alert the driver of a potential impact to vehicle emission control systems.

On January 7, 2015 I had the 14E02 update done which required reprogramming the Power Control Module (PCM). Since that time my last 3 tanks of fuel (over 1500 miles) showed an increase in FE of over 2 mpg / over 5%. In addition, the difference between the fill up FE and the displayed FE has narrowed. For example, on the last tank I filled up at 514 miles and 11.30 gallons of fuel for a calculated average of 45.5 mpg. The display showed 45.7 mpg. I would have expected around 43 mpg actual with a displayed of around 44 mpg. I'm also noticing that on typical normal trips, the displayed FE has been around 5% above what I would have expected based on previous experience. I will continue to monitor and compare FE as we get into the summer period. IMO, something has changed and it isn't driving style. Has anyone else noticed a FE improvement after any recent PCM update (not just due to 14E02). I would not be surprised if Ford has tweaked the PCM software further enhancing FE. The PCM module info from FORscan is below. I assume the "strategy" (likely last two letters) is an indication of the revision level. Could others check what their strategy shows. PCM - Powertrain Control ModulePart number: DM5A-12A650-DDStrategy : DM5A-14C204-DN

Unfortunately some cars are lemons and you appear to have one. Have you started a case with CAMVAP? Are you saying the vehicle manufacturer doesn't have to abide by the decision of CAMVAP ? There is a Ford rep that monitors this site and you might try contacting the rep by PM. But, the rep may be only for US customers. Also, you need so many posts to enable PMs - just post a number of test messages in the test forum. Good luck in moving forward with Ford.

I have an ELM327 WIFI adapter that I ordered from Amazon nearly two years ago that looks like this one. I leave it plugged in most of the time. It works on my IPad with Dash Command and Engine Link and it works with ForScan on my windows laptop. Apparently an Android based version of ForScan is being developed. Since my new smartphone is Android based, I hope ForScan releases a Beta version soon.

The codes are here. http://i-fix.us/Torque-Pro-Settings-for-Ford-Fusion-and-C-MAX-Energi.php

Below is what the service manual says on VCT. When I have time, I may record this operation and see what happens with the timing. Variable Camshaft Timing (VCT) SystemOverviewThe intake phase shifting (IPS) VCT system enables rotation of the intake camshaft relative to the crankshaft rotation as a function of engine operating conditions. The VCT system has several operational modes: idle, part throttle, wide open throttle (WOT), and default mode. At idle and low engine speeds with closed throttle, the PCM determines the phase angle based on airflow, engine oil temperature and engine coolant. At part and wide open throttle the PCM determines the phase angle based on engine RPM, load, and throttle position. VCT systems provide reduced emissions and enhanced engine power, fuel economy and idle quality. The VCT system also has the added benefit of improved torque. The VCT system knocking and noise concerns are diagnosed in the Workshop Manual. For additional information, refer to the Workshop Manual Section 303-00, Engine System — General Information. Verification of incorrect VCT phasing on a warm engine operating below 1500 RPM can be isolated using a stethoscope and by monitoring the PIDs using a scan tool. If the VCT phaser does not maintain correct valve timing, low oil pressure or oil flow restrictions are primary possible causes. Verify correct oil pressure and flow, refer to the Workshop Manual Section 303-00, Engine System — General Information. Variable Camshaft Timing (VCT) SystemThe VCT system consists of an electric hydraulic positioning control solenoid, camshaft position 11 (CMP11) sensor and a trigger wheel. The CMP trigger wheel indicates the camshaft position signal. A crankshaft position (CKP) sensor provides the PCM with crankshaft positioning information in 10 degree increments. The PCM receives input signals from the intake air temperature (IAT), cylinder head temperature (CHT), CMP11, throttle position (TP), mass airflow (MAF), and CKP sensors to determine the operating conditions of the engine. At idle and low engine speeds with closed throttle, the PCM controls the camshaft position based on engine coolant temperature, engine oil temperature, intake air temperature, and mass airflow. During part and wide open throttle, the camshaft position is determined by engine RPM, load and throttle position. The VCT system does not operate until the engine is at normal operating temperature.The VCT system is enabled by the PCM when the correct conditions are met.The CKP signal is used as a reference for camshaft positioning.The VCT11 solenoid valve is an integral part of the VCT system. The solenoid valve controls the flow of engine oil in the VCT actuator assembly. As the PCM controls the duty cycle of the solenoid valve, oil pressure and flow advances or retards the camshaft timing. Duty cycles near 0% or 100% represent rapid movement of the camshaft. Retaining a fixed camshaft position is accomplished by dithering (oscillating) the solenoid valve duty cycle. The PCM calculates and determines the desired camshaft position. The PCM updates the VCT11 solenoid duty cycle until the desired position is achieved. A difference between the desired and actual camshaft position represents a position error in the PCM VCT control loop. The PCM disables the VCT and places the camshaft in a default position if a concern is detected. A related DTC is also set when the concern is detected.When the VCT11 solenoid is energized, engine oil is allowed to flow to the VCT actuator assembly which advances or retards the camshaft timing. One half of the VCT actuator is coupled to the camshaft and the other half is connected to the timing chain. Oil chambers between the 2 halves couple the camshaft to the timing chain. When the flow of oil is shifted from one side of the chamber to the other, the differential change in oil pressure forces the camshaft to rotate in either an advance or retard position depending on the oil flow.

Phenomenal find. I downloaded to my laptop and tested briefly. It finds 15 modules. I had a previously set (not current) DTC in the Body Control Module . B10D7:81-6C --apparently something to do with the Passive Anti-theft System (I think perhaps when I try to start my SEL with no FOB around and get the message - no key detected / present message). Guys for the cost of around a $20 wifi adapter (which I already had for my Ipad), the program -- to quote SnowStorm -- is "mind boggling". Quit "wondering" about the data and fault codes and spend the $20 or so. :) It likely will be the best $20 MOD you will ever make (of course you will need a windows or IOS device).

Where did you get the 900 cc for the intake? With variable valve timing it seems that the intake air could be cut quite a bit by holding the intake valve open longer into the compression stroke especially at idle. If this is the case, the fuel consumption based on 900 cc at idle may be overstated. I'll search the manual for range of valve timing.

No need to read the 500 pages :) Instead of spending time "wondering about" it, you'll likely save wondering time by searching the on-line manual (less than one minute) instead of wondering or you'll have more wondering time for more important things. Damn, I just wasted 5 minutes which ate into my wondering time answering a question that can be found in less than one minute. :doh: Well off to the golf course - no more time to wonder.

Please read my post above again. It clearly states the source. ;) I suggest you look up CAFE and read / understand it. Manufacturers have to pay penalties if they choose not to meet the standards and of course the requirements can change. cafe_fines-07-2014 (1).pdf

Here's the reference values from the manual. Ford says "Reference values may vary 20% depending on operating conditions, altitude, and other factors. The RPM values are axle and tire dependent. Values are taken at an altitude of approximately 189 meters (620 ft) above sea level with the engine at normal operating temperature and accessories off." I'll have to input the PID for the transmission temperature. I may not get around to it until next weekend.. TOT = Transmission Oil Temperature GCLTEMP = Generator Coil Temperature MCLTEMP = Motor Coil Temperature.

Under what conditions are you getting 250 F? The shop manual shows typical TOT (transmission oil temperature) and gen / motor temps for normal conditions at certain speeds -- ambient 75 F, acc. off, and engine up to operating temperature at 30 mph and 55 mph and such temperatures are a lot lower than 250 F (about 50% lower). I can't image getting up to 250 F unless ambient were extremely high, high speed driving, or grille blocks.