DozerCSX

Greetings! So, I've had my Fusion Titanium PHEV for a year, and I would say it's the best car I've ever owned. I do have one question for the team: I can find nothing online about whether the 2.0l Atkinson cycle PHEV 4 cylinder has balance shafts. My butt tells me it does not ? Can anyone confirm or deny that this motor has balance shafts? Data point: I have a 2007 Mazda 3 Touring with the 2.3l, which does have balance shafts - it is noticeably smoother than the 2.0l Ford... particularly at higher RPMs

End of story: the battery that came in the Fusion Energi was 100% DEAD! When the service guys ran the test, the amps shown was 0.0! They replaced the battery under warranty and the car is better than ever - no more "sleep" screens, and everything works pretty much as it's supposed to. This experience tells me that (1) if a Fusion Energi sits on the dealer lot too long, it can kill the 12v battery - have them check it! and (2) the electrical charging system is amazingly flexible and durable - the car was working when the battery was essentially DEAD! Sulfur smell is the key - if you smell sulfur in the trunk or cabin, time to get a new 12v battery! p.s. it was a standard 12v lead acid battery, not an AGM, and they replaced it with a lead acid. Should be OK though.

Here's a simpler view: the information screen does the validation on the fly. In this picture it shows 13.3 EV miles, and 3.1 kWhrs used, which computes to 4.3 miles/kWhr (this is my flat, City roundtrip commute to work) Pretty darn good for a 4000 lb Fusion!

Greetings, As the previous owner of a Chevy Bolt, and current owner of a Ford Fusion Energi, I like doing EV calculations from an energy perspective: - The efficiency discussion of autos should always be centered on ENERGY and not MATERIALS, i.e. “mpge” (miles per gallon equivalent) is silly, sort of like mphb (“miles per hay bale”); at the end of the day, it’s about kilowatts and kilowatt/hours, which hold across technologies. - for the record, a gallon of gasoline contains about 33.7 kilowatt/hours of energy. My Chevy Bolt battery held 60 kilowatt/hours of energy. That’s roughly the energy of two gallons of gasoline. So think of a gallon of gasoline as essentially an energy dense but super flammable and dangerous battery! And this quick analysis shows how incredibly inefficient a gasoline engine is. - the standard for full EVs is 4 miles per kilowatt/hour. My Bolt used to routinely turn in about 4.2 miles per kilowatt hour. - interestingly, my 2020 Fusion Energi has a 9.6 kilowatt/hour battery - if I get 28.8 miles out of a charge, that is about 3 miles per kilowatt/hour. I find it fascinating that my Fusion Energi is only about 75% as efficient as a full EV. I believe this is due to the inefficiencies in having a transmission in the energy path, simply dragging on the system. But your guess is as good as mine. Still, the math is what it is. - from above, if a gasoline engine car gets 20 miles per gallon, that’s only 20 miles from 33.7 kilowatt/hours of energy from the gasoline - by the math, that’s a paltry 0.6 miles per kilowatt/hour! Incredibly inefficient when compared to either the Energi or a full electric vehicle. Our Energi’s are about 5 times more efficient, while a full EV is about 7 times as efficient. Fun Stuff to dazzle your friends with.

Thanks! Will check when wife gets home... One more thing - I get a free charge in the afternoon from my work - when it finished, the smell returned so I physically checked the 12v battery; I touched the top of the battery and it was verry warm to the touch, you could even call it hot. Would that be considered unusual?

Greetings Energi Team, I own a 2020 Fusion PHEV Hy-Ti with about 7000 miles on it So, I have been using a home 12v charger at 2 amps for a few days to increase charge on my 12v battery (please see my other thread on this) - it appears to be working - The Sleep mode has left, and things appear to be working great. ***However*** I now detect a faint sulfur smell in the cabin when I go to drive it after a standard high voltage wall charge. I can smell it both in the cabin and in the trunk area. When I roll down the windows for a few moments, it’s gone and doesn’t return until a future HV charge session. it doesn’t happen all the time, perhaps only every 3rd time, but it is a noticeable odor, and it’s strongest in the cabin. Has anyone else experienced anything like this? What do you think it could be? Insights greatly appreciated…

Gents - I was reading up further on this, and Murphy, above, is correct - I just downloaded the Fusion Electrical Safety Manual, and it clearly says 12V Lead Acid Battery, so you can charge it just like a regular car battery. He is also right that it’s super easy to use the under hood terminals to charge the 12v battery - the red positive connector and the negative bolt about 12 inches ahead of it next to the shock tower are easy to find and clip to. So I guess Murphy is an Optimist after all! ? p.s I’ll include the link to the 2019 Fusion Electrical Safety manual here - it’s actually a very important document - it shows where the High voltage cutoff switch is, and describes a lot of important characteristics for your Fusion Energi… https://www.fleet.ford.com/content/dam/aem_fleet/en_us/fleet/showroom/resources/2019_Fusion-MKZ_HEV_ERG.pdf

The Revolution has begun! I am betting on an upcoming release of the Maverick pickup truck in plug-in configuration. Just insert the battery from the New Escape PHEV under the bed and voila! Next best seller…

Thanks guys - great info! Just one more thing I found - I watched the Weber State video on the electrical system for the Fusion Energi, and one thing he mentioned is that, because these batteries are slightly different technology than lead acid (I think they are called AGM - Absorbed Glass Mat), which accepts deep cycles better, that you should charge them at less than 6 amps. For example, my trickle charger has two 12v settings - 6amp and 2amp, so I think I'll try my 2 amp setting first.