stevedebi

Thanks for the explanations. I think this confirms what I have been saying - that if one gets to the negative split mode, the system bleeds off excess energy from the engine because the SOC is at "maximum". However, I've yet to see this situation - in general, I see the SOC going up and down while at LA traffic speeds, even when the speed is consistent. I think I've seen it on a recent trip with a long downhill, where I forgot to switch to Auto mode in my Energi; the SOC got up to a certain state and didn't go higher, even though the energy was definitely positive. For the Energi, I believe this is also correct, which is a waste, since Ford could have recharged the larger battery, but instead treats the Energi as if it were the normal C-Max while on the highway.

From what I can see the Negative Split Mode is bleeding off excess energy because the battery is full? It says "the generator consumes electrical energy". Also, they list a "parallel mode", but don't describe it with diagrams and an explanation such as they do for the Split, Series, and Electric modes. I notice that the document diagrams of the Negative and Positive Split modes are identical from what I can tell.

Interesting. I looked the part up, and the diagrams I saw are mostly for conventional AT. I guess that this limits the top revolution speed (or minimum speed, if you want to look at it that way). I didn't realize that the conventional hybrid and the Energi would have different capabilities. So the CVT is infinitely variable up to the hardware maximum.

Jack, The URL I provided states that it uses the audio system to produce the sounds that cancel out the noise. Is that not enough? "The module instantaneously and continuously generates opposing sound waves. This reversed wave is directed through the Fusion Hybrid’s audio system, combining with the original engine noise wave to cancel out any potentially objectionable sound." It seems obvious that they keep the amp and speakers active all the time. Maybe that accounts for some of that "other" energy I see on my left hand display, even when the HVAC is off.

I think they would have waived the fine if he showed up with the tint removed within a certain time. At least that is how I understand it. Of course, he would not have done that because he didn't live in CA! But it is of note to CA owners. I've been debating, and I think I'm going to leave mine untinted. The glass has UV filters, which is what is important for skin health. I really debated doing my pano roof, but it is very pleasant to look through the way it is now.

I knew a number of folks who also used them for the Escape Hybrids. Because the Escape was so popular, there were companies who actually manufactured covers that snapped into place. Some of the models let very little air in. I bought a set, but they were high flow design and didn't make the engine warmer; I got them to keep rocks from hitting the radiator (and it worked - the covers had lots of rock impacts).

The audio system is turned off, but the ANC isn't. Here is a pretty good explanation for the Fusion hybrid, from 2012. http://corporate.ford.com/news-center/press-releases-detail/pr-2013-ford-fusion-hybrid2658-active-37160 The entire point of the system is that it is sending out noise that exactly cancels out the noise detected by the sensors - so you hear nothing.

Well, Ford has to design cars for all climates and folks. I'm glad you grill covers work well for you!

Paul, You made my point! Ford can't design a system that needs manual monitoring like that. Advanced users such as yourself can do this sort of thing, but most customers can't - or won't bother. So they design with over-engineering towards keeping the heat down in the engine.

Yes.

The C-Max has an electric A/C system, so I'm a bit surprised to see that you experience a boost in power without A/C. It doesn't have the same drag as a conventional belt-driven A/C system. I can see that the MPG might suffer slightly due to the electric draw, but why it would affect the engine temperature I don't get.

Does this really heat the block, or is it heating the oil pan?

The manual says to keep the ignition in the "off" position. That should use up zero battery. Do you somehow leave the vehicle in the accessory position instead? From the 2014 manual: If you tow your vehicle with all four wheels on the ground: • Tow only in the forward direction. • Release the parking brake. • Place the transmission in position N. • Place the ignition in the off position. See Starting and Stopping the Engine (page 124). • Do not exceed 70 mph (113 km/h). • Place the transmission in position P, start the vehicle and allow it to run for one minute at the beginning of each day (you may need to press the accelerator pedal in order to start the vehicle). After allowing the vehicle to run, place the transmission back into position N and the ignition in the accessory position.

Quite possible. I was using the basic information from the 2014 owner manual.

Quite possible. I was using the basic information from the 2014 owner manual.

That is one reason I mentioned software. I think that the C-Max would be "programmable", rather than a different transmission. The hybrid transmission is completely different from a conventional transmission, which does have a "hardware" final ratio, based on the gearing.

I don't think it had to do with money. In most North American uses, there is far more chance of problems due to overheating than by being too cold. The problem with an ICE is always that it generates heat; Ford designed the system to keep the engine components within their desired operating temperature. They did not design for extreme climates, and they were willing to accept slightly lower MPG in order to make absolutely sure the mechanical components are kept cool. They have to warrant the engine... That is not to say that a warranty claim would be denied because of grill covers, unless there was clear evidence of heat damage. I wouldn't use them myself (not that I need it here in SoCal), but I don't think it would cause a problem - if monitored closely. And that is the issue. Ford isn't going to design a system that the owner has to watch like a hawk to keep the engine within optimum longevity ranges. I realize that folks on this forum are careful, but not everyone is, and the car has to be designed to be idiot proof, especially with the number of lawsuits these days.

What is the 2013 final drive ratio? Is that a software change? Technically the planetary drive doesn't have ratios like a conventional AT.

The EV+ locations have to be relearned, it takes a couple of weeks.

They are all out here in Los Angeles. I think the local dealer has probably 40 or so on the lot, just the C-Max, not to mention the Fusion offerings.

I suspect if it weren't for the low emissions requirements of CA Ford wouldn't bother with the Plug in or EV at all.

And yet I just read for the year, the Hybrid sales are down, but the Energi up 51%...

There is a fuse that can be pulled to shut down power to the system. It is in the owner manual.

The Passat is actually about 600 or so pounds lighter than my Energi. I'm not saying there is anything wrong with the C-Max or Energi, or anything especially "right" about the Passat TDI, just that the diesel is more suited to highway travel. I saw some comments here that indicated folks didn't comprehend how good a diesel can be on the road, and since I own both I thought I'd chime in. I think my Energi is about 300 lbs more than the hybrid only C-Max. That is one hulkin' big battery back there... I never accelerate my C-Max like that unless there is a safety situation where I need the speed. Which seldom happens with careful hybrid-style driving.

I have driven both, and there is no comparison. The TDI is a real kick-in-the-pants at all speeds. And if you drive the C-Max that way, you won't get good mileage; you will get good mileage if you drive the TDI that way. There is no comparison for road travel, in my opinion. I like my C-Max on the highway, but for our long trips we will take the TDI. But that is also because of the huge trunk and rear space in the Passat; once again, simply no comparison (not that a comparison is needed for such different platforms). There is also no comparison for in-town; the TDI gets a bit over 30, while the C-Max gets way more. The C-Max is custom designed for what it does - in town, with the ability to go on the road. Gas is cheaper now, but it wasn't earlier this year, and probably will be again, especially here in CA, where they have special gas forumulas.