SPL Tech

I have noticed that the depreciation on the C-Max seems to be through the roof. I have found countless ads on Autotrader, eBay, Car Gurus, ect for 2013 SEs for under $17,000 with a clean title and reasonable miles. I even found a few that were around $16,000 and under 20,000 miles. They all have clean titles. Here are some examples: http://www.autotrader.com/cars-for-sale/vehicledetails.xhtml?zip=58601&endYear=2015&modelCode1=FOCMAX&sortBy=distanceASC&showcaseOwnerId=77853&startYear=1981&makeCode1=FORD&searchRadius=0&mmt=[FORD[FOCMAX[]][]]&listingId=380171324&Log=0 http://www.autotrader.com/cars-for-sale/vehicledetails.xhtml?zip=58601&endYear=2015&modelCode1=FOCMAX&sortBy=distanceASC&showcaseOwnerId=77853&startYear=1981&makeCode1=FORD&searchRadius=0&mmt=[FORD[FOCMAX[]][]]&listingId=382331808&Log=0 http://www.autotrader.com/cars-for-sale/vehicledetails.xhtml?zip=58601&endYear=2015&modelCode1=FOCMAX&showcaseOwnerId=77853&startYear=1981&makeCode1=FORD&searchRadius=0&maxPrice=17000&mmt=[FORD[FOCMAX[]][]]&listingId=383366122&Log=0 And it goes on and on. These cars are almost new and they are going for $10,000+ off sticker price. For reference, I searched other similar cars like the Prius and Prius V and I cant find nearly as good of a deal. So what gives? Is the market for the CMAX really that bad that no one can sell these things? I looked up the KBB values and it seems that about $5,000 per year depreciation is typical. For reference, a 2013 with 36,000 miles KBB fair purchase price from a retailer is $15,223, but an original MSRP of around $25,500.

I just got a used 2013 CMAX and see there have been a number of past recalls and software updates. Is there a way to check what software version the ECU, or whatever, has to ensure it is up to date? How can I check if all the recalls have been applied?

For what it is worth, my understanding is that driving with low fuel frequently can lead to premature damage of the fuel pump. I have heard various reasons as to why this is, but most of the mechanics I have talked to state that fuel pump failure is often attributed to frequently running on empty. I believe there is also a consern with the fuel freezing, with some claiming that a small amount of fuel in a tank can freeze easier than a full tanks. It is not actually any more expensive to drive with a full tank than with an empty. Either way, the vehicle consumes the same amount of fuel so you mind as well keep it full.

So the DC/AC converter under the hood converts the 300VDC, to what, 300VAC? Or does it step up the voltage? Is the 2000w power inverter located under the hood in the silver box with the coolent as well? 2000W seems a bit heavy for that car. That's basically 166A, which is larger than the alternator on most cars. A car the size of the CMAX would normally have around a 120A alternator. Any idea why the inverter is so large? The AC pump runs on 300VDC, right, so it doesent need the inverter? I am curious why Ford dident go with a more efficient AC compressor. I see it draws around 1800W during first use, then drops to about 800W after a few minutes. Well, there are 12VDC freezers out there with compressors probably as large as the one in the Ford that draw less than 150W. The link below is for an 85 quart freezer that draws less than 12A at 12VDC. The compressors are supper efficient can can cool to -10F. Why dident Ford go with one of these instead? http://www.amazon.com/gp/product/B002W8BLUG/ref=pd_lpo_sbs_dp_ss_3?pf_rd_p=1944579862&pf_rd_s=lpo-top-stripe-1&pf_rd_t=201&pf_rd_i=B00I0GGNFC&pf_rd_m=ATVPDKIKX0DER&pf_rd_r=1M88VH3CM623MCD2HGK9

Couple of other questions. The prius hybrid has three main components, the ICE, the electric motor, and a generator. Does the CMAX have the same three componenets, or does the electric motor also double as the generator? Also, I notice that the battery charges while costing even if the ICE is off. Wouldent it be more efficient to completely disengage the drive line from the engine to minimise drag and maximise crusing distance? Spinning the generator while cruising seems like it will waste energy because although it will charge the battery, it also puts drag on the drivetrain which is not wanted as the brake peddel is not being pressed. Last, is the hybrid system completely DC? I read somewhere the motor is actually AC. Any ideas as to the efficiency of the motor and generator? With energy being converted from gas to mechanical via the ICE, and then back to electricity through the generator, and then to chemical storage in the battery, and then back to electrical energy again via the electric motor, and then back through the transmission again, it seems like the energy losses would be completely astronomical.

"The parts diagram shows a vent for the Energi but I don't see one for the Hybrid. Both have blowers and are air cooled." That's strange. If both models use lithom ion batterys, it would stand to reason both produce hydrogen gas that needs to be vented. I assume the 12V battery has a vent that extends under the car?

I noticed that when the car is in the ready mode but the ICE is not running, there is a down arrow on the HV indicator. So what is using the HV battery if the vehicle is not moving? Does the 300V HV to 12V LV converter run 24/7 when in the ready mode, and that's what is draining the HV battery?

Is there a way to force the ICE to start and charge the HV while in the ready mode? Today I left the car in ready mode and it dident start for 30 minutes. The car waited until the HV drained to start.

Sorry, I meant 2013 C-Max. On the dash, when the display shows a full battery, is that 100% SOC? And if it's fully discharged on the display, is that 0% SOC? Or is it 30 and 70%?

I am only going to be using my C-Max about four to five months of the year. The other eight months it will sit outside in the winter snow in North Dakota. I can get someone to start the vehicle every month, but will the ICB charge the HV if the HV is not depleated, or does one have to actually drive the vehicle? Also, how long could it go without being started before the HV dies? I know that I need to disconnect the 12V battery, and I have a charger to charge it once I drive the vehicle again. But what about the HV battery? Can it last nine months without dying? I can remove the battery and put it inside a friends house to keep it out of the cold if that will help.

I just traded my Prius for a 2012 C-Max SL and I am interested in knowing how the hybrid components differ from the Prius. 1. What is the voltage of the HV battery, and is it called the HV battery as Toyota calls their 208V battery the HV battery? 2. Is there a step-up converter for the C-Max? Prius uses 208v battery to 560v converter. 3. Is the 12v battery charged by a power inverter like it is in the Prius? Prius uses a 1000W inverter. How many watts is the C-Max's? 4. What is the aimed state of charge for the HV battery? I think Prius aims to keep the battery about 30 - 60% charged during use. 5. Is the HV battery externally vented and internally cooled? Prius has an external vent to vent gases during charging, and it uses a blower motor to keep the battery cool. 6. Is the AC compressor electric and ran by the HV battery like it is in the Prius, making for a completely beltless ICE motor? 6.5: On the Prius, if you let your foot off the gas but dont touch the brake, while traveling at speed, the vehicle will apply a slight charge to the HV battery. Does the C-Max do the same? 7. In what other major ways does the C-Max hybrid system differ from the Prius' other than the C-Max can run EV at a much higher speed? Thanks!