Billyk24

Hurry and return to retail location for refund, replacement or evaluation.

You can do the capacity test to find out about the total kWh in the battery pack.

Your Escape PHEV may have a total 14.4kWh capacity but..only 11.1% is usable. A top and bottom portion of the battery pack is walled off for durability purposes. For example, the Extended Range Ford Mach E has a battery pack capacity of 98.9 kWh but only 88kWh is usable. The Cmax Energi has a 7.6kWh total capacity but only 5.6kWh is usable. Tesla walls off a much smaller portion of their battery pack then Ford. In my CMax, the Scanguage reads 15% SOC when the Energi battery pack is empty and the car converts to hybrid mode. Mine charges to 99%SOC.

The HVB is always being used as the transmission requires it. In the EV later mode the SOC will be maintained between a small range With MG1 and MG2 adding as needed.

What is the normal operating temperature while running? The CMax Energi has an optimal temperature of 76f but can not maintain such during warmer weather even with the air conditioning running full blast. What is the battery temperature doing while charging on the L2? The CMax pull around 9.8 amps on the scanguage and yours should do the same with the small 3.3kW on board charger. As for charging to 100%, I would not do that on a regular basis. Even the ultra modern Ford Mach E does not recommend doing so and if you do, don't let it sit.

you might want to review what any "Raj" files you have about driving the Plug in Hybrid vehicle. I am curious on how well the battery temperature is controlled as the CMax Energi has an inept design for warmer summer weather. Does the battery temperature rise 17F sitting in a sunny parking lot during a 50f-72f day during a 8 hour work day as I have measured in the past with my Cmax Energi. Don't even ask about warmer sunny days as I refuse to drive the Energi to work on those days.

It means something other than the battery cells has to have failed/malfunctioned causing the reduced capacity for warranty replacement. Ford isn't giving away HVB. I can only remember one owner receiving a replacement HVB for the 14 years I own a Ford Escape Hybrid. Rare to hear of the same with the Cmax Energi.

The owners manual states "drain and fill" at 150,000 miles. The electronic -not belt-CVT has a very small reservoir. Your eCVT has no gears. The flush method is for other types of transmissions. The service tech is trying to drum up sales and money for the dealership.

There is no warranty replacement for a degraded battery capacity. Read the warranty and don't be surprised.

when you click on the link for an article you get:" Loading... http://fordcmaxenergiforum.com/topic/8327-hvb-fans-turn-on-at-under-70f/?view=getnewpost | 14:52:00 November 29, 2019 Got an HTTP 302 response at crawl time Redirecting to... http://fordcmaxenergiforum.com/topic/8327-hvb-fans-turn-on-at-under-70f/#entry53449 and this: 400 Bad Request Please forward this error screen to box408.temp.domains's WebMaster. Your browser sent a request that this server could not understand: Forum is dead along with the detailed information.

And this is a a link that I started in that forum: 400 Bad Request Please forward this error screen to box408.temp.domains's WebMaster. Your browser sent a request that this server could not understand:

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link provides the "404 Not Found" message.

How did you read tips on the old Engeri forum when it no longer exists?

This link: 2013 FORD CMAX ENERGI | NHTSA National Highway Traffic Safety Administration has a place to put in the VIN of the vehicle to find out about recalls and other. The 2013 and 14 Energi did have issues with the electronic transmission and If I remember correctly, a ball bearing was not of the correct density/hardness? You must do a high voltage battery capacity test (fill the battery to full and the drive in EV Now and when it runs out looks at the dash for the kWh rating) on this vehicle or any Energi to find out how much the battery has degraded. At new, it has 5.6kWh capacity. Many owners degrade it to the low 4.0kWh or below levels. The battery degrades because of an inept thermal regulatory management system. The air cool battery pack simply can not keep its self in a normal optimum range 70-83f during the warmer months of the year. Excess driving in EV (hey it is not a battery electric vehicle and has a very small battery pack), excessive multiple charging session like in the heat, parking in the sun all contribute to a degraded battery capacity. Good luck.

When were these built? Did they sneak out the door before "true" customer orders began and then to suffer the "delay of production" orders? As for the PHEV Escape-I want 4WD capability. Will await for more information on the Lincoln version. Will wait until stock in back to normal (2023?) to avoid dealer markups. By then, BEV may be want I need if the charging network in my neck of the woods has improved.

Escape PHEV production? At another forum, there are members claiming to own the PHEV Escape. I can not pull any reference that the PHEV went into production at any time in 2020 or even 2021. Is this correct?

A Facebook reply from a Phoenix owner: I’ve 138k on my 2013 Hybrid, live in the Phoenix area, and my garage temp at 6:49 am is 90F (outdoor temp at 79F which will rise over the next few months). HVB temp = 90 F. Most of our daily trips are short distances (1-2 daily less than 8 mile round trips) and AC not on long enough to cool HVB but a few degrees. HVB temp stays between 90- 95 F during the summer months with AC set around 73F. I compared my HVB performance with the INL test vehicles at 105k miles (one of the INL test point for HVB capacity). My HVB tracks the HVB degradation of the average of the test vehicles (operated in Phoenix) which is about 8%. Since cycling degradation of the Hybrid HVB would be a lot less than the Energi since normally cycling would be between about 38-55%, my guess is the majority of my degradation is heat related. Now, what I have noted over the years, there is no loss of the HVB operating range in kWh. This apparently is because the control algorithms are operating at the same voltage levels when new and aged. So, as the storage capacity falls because of degradation, the SOC range expands resulting is about the same kWh of operating range. But in the Energi, since the HVB at full charge is at voltage very near the maximum voltage, there is virtually no “room” to expand the operating range at the top end for degradation and thus, usable EV kWh declines. Bottom line: I know of no Hybrid owners who had performance issues with HVB degradation (temp or otherwise) after hundreds of thousands of miles. for comparison to another hybrid vehicle-my 2016 RAV4 has a usable SOC 38-78.

Took photos of near the start of a 20 mile drive home -18.8 miles on state highway with 55 mph speed limit and almost the finish. Scanguage II is displaying BAT-hvb temp- and the cabin temperature which drops significantly while driving with the AC on full blast. No temperature change in the HVB. Not much one can do to reduce the heat of the battery pack when it heats up and it is the summer time.

My initial EV-to-empty test at 25,000 miles showed 5 KWh consumed, which would be a 2% reduction in capacity.-------5.6kWh is understood as the new capacity. At 5.0, you have a 11% reduction in capacity.

The battery can fall under warranty replacement if a component outside the battery cells malfunctions and it is determined this caused/contributed to battery degradation. The 3.8kWh limit is meaningless unless one can show what the previous sentence stated. In your case, the dealership is claiming a faulty charger is responsible. Without the faulty charger, you will be told to pound sand.

my 2017 Energi has the cabin air temperature sensor in the passenger side of the front cabin area near where the knees are.

But....it hasn't been updated since 2017

A CmaxEnergi Facebook reply/discussion here: https://www.facebook.com/ groups/FordCmaxenergi/permalink/4067649599939963/?comment_id=4067665953271661&reply_comment_id=4068201613218095&notif_id=1622249751634641&ref=notif&notif_t=group_threaded_comment_reply --note the gap that has to be changed for you to see it---would be a typical Raj reply about the Energi's inept thermal regulation capabilities. Too many owners just look at the miles of range per charge for battery health when they should be considering kWh capacity. Of course, information like this is not found at the dealership or with salespersons. Then it also takes third party hardware to monitor variables required to help ensure battery health.

that is true. Can anyone find him elsewhere?