fxo Posted October 10, 2021 Report Share Posted October 10, 2021 My 2016 C-Max Energi is new to me, it has 95K miles. It seems C-Max's can easily run to 150k miles and probably 200k when properly maintained. Is this true? What are experiences out there in realm of 150K and above? Is the C-Max capable to 200k and even well above? I saw one post about 310k miles on a 2013, with a CVT replacement in between, but what about a post to cover this topic now that the vehicle is exactly 9 years since introduction into the United States in October 2012. Quote Link to comment Share on other sites More sharing options...
Billyk24 Posted October 11, 2021 Report Share Posted October 11, 2021 The CMax Energi has an inept thermal regulatory system. It can not control the battery temperature during warm weather. The battery's optimum temperature is 76f which gives a healthy range of 69-83f. It is very difficult if not impossible to decrease the battery temperature while driving in warm summer weather even with the air conditioner at full blast. I monitor such in real time with third party hardware. The battery temperature will heat up just sitting in the warm sun, so find shade to park in. The Energi has a battery kWh capacity of 5.6 when new. Many owners degrade their battery towards 4.0 and below without even knowing it. Charging up the battery will also heat it up more so on the 240V electrical system where around 9.6 amps is used for charging. Ex cessive driving in electric mode will also heat up the battery especially in EV now. The 120V system uses around 3.5 amp for charging and may be safer during warmer weather. Do the battery capacity test to find out what kWh capacity your vehicle currently has. fxo 1 Quote Link to comment Share on other sites More sharing options...
SnowStorm Posted October 11, 2021 Report Share Posted October 11, 2021 My 2013 SE is at 228k with transmission replaced at 172k. ICE has been flawless (I do use E0 gasoline). Quote Link to comment Share on other sites More sharing options...
stolenmoment Posted October 11, 2021 Report Share Posted October 11, 2021 My 2013 Energi has 92,000mi and I still get 20-some miles on a full charge. It needs some suspension work (Massachusetts roads), but has otherwise been fault-free. Quote Link to comment Share on other sites More sharing options...
fxo Posted Friday at 04:22 AM Author Report Share Posted Friday at 04:22 AM My 2016 Energi died at 143,000 from this.... The imbalanced battery pack was causing the power train to fail. So the car is totally unreliable on the road. Salvage. There are no battery packs in California, and it would cost $8000 to $9000 to repair it. Good riddance. It ain't a Toyota. A project car for Ford that failed the long haul. Quote Link to comment Share on other sites More sharing options...
cr08 Posted Friday at 07:53 PM Report Share Posted Friday at 07:53 PM 15 hours ago, fxo said: My 2016 Energi died at 143,000 from this.... The imbalanced battery pack was causing the power train to fail. So the car is totally unreliable on the road. Salvage. There are no battery packs in California, and it would cost $8000 to $9000 to repair it. Good riddance. It ain't a Toyota. A project car for Ford that failed the long haul. Honestly I'm not terribly surprised. I used to be in the camp of 'Drive it until the plug-in capacity is dead and drive it as a hybrid vehicle' but over time have realized that's not really how it works out in reality. This became especially prevalent when I had a somewhat self-inflicted issue come back up recently with the EV+ mode. But the short version is that with even a somewhat aged battery in my 2013 with a little bit of degradation, it gets cranky when it is deeply discharged. Those with more severe levels of degradation I can certainly see running into issues just driving around once the charge level gets low. In my case I only experience issues after EV+ has done its thing at a destination I won't be charging at. Next few drive cycles the CEL is on and ICE is on full time until the battery is brought back up to a reasonable level after it was deep discharged and sat. But it's all about a few damaged cells that will drop significantly out of the normal voltage range when discharged and pulls the rest of the battery down with them. Ford just cut too many corners with the overall battery management and EV operation thresholds trying to make it run like a full EV when it really isn't that capable. Add in the lack of owner education on their part and doubling down on not warrantying any degradation just adds salt to the wound. I've said it in a few places but because of this combined with owner ignorance (using the term literally, not in a derogatory manner), I don't have high hopes of these vehicles (the Energi's at least) being good buys on the used market in the coming years. I certainly wouldn't buy one without a super thorough inspection and battery health check. That all said, I've been super happy with mine. 2013 Energi SEL. Fully loaded. Sitting at 96k miles. All of the major known quirks have been resolved either by the previous owner or myself so she's a 100% reliable vehicle. Did the Sync 3 upgrade which was well worth it and I'm perfectly happy with what I've got now and don't see a need to upgrade anytime soon. Also did the 4G modem upgrade which has been working great despite the neutered functionality for our vehicles. But at least there's no monthly/yearly subscription to worry about. But I've also educated myself over the now nearly 8 years of ownership on all the quirks and nuances in order to better maintain the overall health of the vehicle but it's really 95% keeping the battery happy. Quote Link to comment Share on other sites More sharing options...
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