2025 Hybrid - Potential Battery Drain?

[Darryl]

Great advice Darryl as always. The previous poster Doug (schd

Great advice Darryl as always. The previous poster Doug (schneidrd) who lives in Rio Grande Valley is justifiably frustrated, A/c not working down here is Bad! My wife & I are here 6 months & it indeed gets hot. The puzzle to me is our 2025 Lariet purchased April 2025 doesn't have the problem. It goes into normal sleep mode if left sitting for a couple weeks, but everything comes to life when you start the Mav. I'm sure Ford engineered are puzzled as to why some are plagued with the deep sleep, battery drain problems, others not?? My only change was change 12v SOC from 80% to 85% with Forscan.

That's the question they're trying to answer. Despite the appearance to the contrary based on these posts, the VAST MAJORITY of Hybrid Maverick s do not have the problem. And of those that did have the problem, the ACCM update fixed the majority of those. At present Ford is working on trying to figure out the problem with those vehicles. The frustrating part is that the problem is very intermittent. Also, setting the vehicle up for the current draw test often makes the draw go away for the duration of the test. By the way. My 2025 Maverick is sitting at a 90% state of charge. Based on the connected vehicle status. (Accessible to techs on the Ford professional technician page) . It's always between 84 and 90%.

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[HeyBales]

Now that's interesting it maintains that low considering how long you drive it almost daily.

I figured you had enough float charging on most your drive to top the battery off daily.

It would be interesting to know what the Ford instructions are for setting up a battery with different specs - like what values are actually called for and where entered?

The 25MY hybrid in owner's manual for battery spec's references if different sized battery - system must be configured. Same as for all the years EB battery spec's.

 

[Darryl]

Now that's interesting it maintains that low considering how long you drive it almost daily.

I figured you had enough float charging on most your drive to top the battery off daily.

It would be interesting to know what the Ford instructions are for setting up a battery with different specs - like what values are actually called for and where entered?

The 25MY hybrid in owner's manual for battery spec's references if different sized battery - system must be configured. Same as for all the years EB battery spec's.

Nothing different is needed evidently because 1. When we replaced the flooded battery with an AGM battery during the recall on some Bronco Sports and EcoBoost Mavericks, Ford had us to do nothing extra other than reset the battery monitoring system like we do every time we replaced a battery in any vehicle. .
2. The original battery in the older Hybrid Maverick is a 390 CCA flooded battery. The replacement was a 470 flooded battery. That was recently superceded by a 540 CCA AGM battery. Again no change to the vehicle is called for. Just plug and play.

 

[Fiona]

The DEALER doesn't know anything. It's the individual tech who knows. And some techs will simply test the battery and replace it. And send you on your way , especially if they haven't encountered the hybrid issue before. And despite how come this issue seems to be, it's possible that a particular tech hasn't encountered it. So he simply assumes a bad battery. He may perform a draw test. But since the issue is intermittent, it's possible that the draw won't show up while in the shop. If a particular tech doesn't know it's a recurring issue, he won't check our "Oasis" for the latest bulletins and service messages. At my shop. The service writer is familiar because of the problem child we have in the shop. And I typically get the Hybrid Mavericks as well as the other hybrids that are giving problems. Anyway, mention the SSM in particular, and suggest resetting the battery monitor after the update is done. They shouldn't be offended.

Do you have any advice on what to take to a shop when going in for this issue? I had it "fixed" (with new battery and reprograming - following advice from this forum) by one ford dealership in March 2025 (under warranty) and it happened again this fall. Went to a different shop and again reprogramed (end of December). Woke up this morning to a deep sleep issue. I drove yesterday and today isn't even that cold.

 

[HeyBales]

Nothing different is needed evidently because 1. When we replaced the flooded battery with an AGM battery during the recall on some Bronco Sports and EcoBoost Mavericks, Ford had us to do nothing extra other than reset the battery monitoring system like we do every time we replaced a battery in any vehicle. .
2. The original battery in the older Hybrid Maverick is a 390 CCA flooded battery. The replacement was a 470 flooded battery. That was recently superceded by a 540 CCA AGM battery. Again no change to the vehicle is called for. Just plug and play.

Huh.
Wonder if Ford made a mistake on all the manuals thru the years then, or made a mistake not getting some instructions for the techs created to follow the manual.

I assumed the reason the 2025's were doing better was not only the AGM, but already having the battery spec's logged in the system.

2022 to 2025 EB.
MOTORCRAFT PARTS - 2.0L ECOBOOST™

Component	Motorcraft Part Number
Air filter element.​	FA-1939
Battery. 1​	BAGM-48H6-760
Cabin air filter.​	FP-89
Engine oil filter. 2​	FL-910-S
Spark plug.​	SP-594
Windshield wiper blade.​	WW-2249 (driver side) WW-2054 (passenger side)

1 Configure your vehicle’s battery management system to match the replacement battery. If using a battery not listed, it must match the specification as one of the listed batteries. Configure your vehicle’s battery management system to match the listed battery. Failure to use an appropriate configuration for your battery management system could result in shortened battery life, features not working correctly, or your vehicle not starting. Consult your local dealer or service provider for further details.


Only 2025 hybrid is close - so not a blanket copy/paste, it is worded differently.
MOTORCRAFT PARTS - 2.5L, HYBRID ELECTRIC VEHICLE (HEV)

Component	Motorcraft Part Number
Air filter element.​	FA-1948
Oil filter. 3​	FL-910-S
Battery. 1​	See note below. 2
Spark plug.​	SP-530-X
Cabin air filter.​	FP-131
Windshield wiper blade.​	WW-2249 (driver side) WW-2054 (passenger side)

1 Configure your vehicle’s battery management system to match the replacement battery. Failure to use an appropriate configuration for your battery management system could result in shortened battery life, features not working correctly, or your vehicle not starting. Consult your local dealer or service provider for further details.
2 See your dealer for the most current part number.

 

[Darryl]

Huh.
Wonder if Ford made a mistake on all the manuals thru the years then, or made a mistake not getting some instructions for the techs created to follow the manual.

I assumed the reason the 2025's were doing better was not only the AGM, but already having the battery spec's logged in the system.

2022 to 2025 EB.
MOTORCRAFT PARTS - 2.0L ECOBOOST™

Component	Motorcraft Part Number
Air filter element.​	FA-1939
Battery. 1​	BAGM-48H6-760
Cabin air filter.​	FP-89
Engine oil filter. 2​	FL-910-S
Spark plug.​	SP-594
Windshield wiper blade.​	WW-2249 (driver side) WW-2054 (passenger side)

1 Configure your vehicle’s battery management system to match the replacement battery. If using a battery not listed, it must match the specification as one of the listed batteries. Configure your vehicle’s battery management system to match the listed battery. Failure to use an appropriate configuration for your battery management system could result in shortened battery life, features not working correctly, or your vehicle not starting. Consult your local dealer or service provider for further details.


Only 2025 hybrid is close - so not a blanket copy/paste, it is worded differently.
MOTORCRAFT PARTS - 2.5L, HYBRID ELECTRIC VEHICLE (HEV)

Component	Motorcraft Part Number
Air filter element.​	FA-1948
Oil filter. 3​	FL-910-S
Battery. 1​	See note below. 2
Spark plug.​	SP-530-X
Cabin air filter.​	FP-131
Windshield wiper blade.​	WW-2249 (driver side) WW-2054 (passenger side)

1 Configure your vehicle’s battery management system to match the replacement battery. Failure to use an appropriate configuration for your battery management system could result in shortened battery life, features not working correctly, or your vehicle not starting. Consult your local dealer or service provider for further details.
2 See your dealer for the most current part number.

Naaa. Not it. Ford officially has 46 Mavericks they can't figure out. They aren't going to have an entire engineering team working on an issue for several years and overlook something that obvious.

 

[Darryl]

Bad news. The Ford FSE called and said that Ford has checked the information given and told me not to go any further. They officially said there is no fix for THIS PARTICULAR vehicle. If I understand correctly, they MAY be negotiating a buyback. This is a business that has about 8 hybrids. This is the ONLY one giving them problems for the last couple of years. I think this will join a few others that will likely be disected in Detroit. They can find the solution for the vast. Vast, majority. But there are a few that have simply eluded them. Truth be told, the vast vast majority of YOUR vehicles likely CAN be fixed. But either the dealership OR the owners doesn't have the patience, determination, or simple willingness to do everything,.I notice that some won't even go thru the trouble to have the ACCM update done because they have determined that it's something else. But admittedly there seem to be a few that Ford wants to dissect. And no, it's not an undercharged battery. It's an intermittent draw.

 

[MakinDoForNow]

Nothing different is needed evidently because 1. When we replaced the flooded battery with an AGM battery during the recall on some Bronco Sports and EcoBoost Mavericks, Ford had us to do nothing extra other than reset the battery monitoring system like we do every time we replaced a battery in any vehicle. .
2. The original battery in the older Hybrid Maverick is a 390 CCA flooded battery. The replacement was a 470 flooded battery. That was recently superceded by a 540 CCA AGM battery. Again no change to the vehicle is called for. Just plug and play.

I interpret this "plug and play" as Ford has faith in the "up to 8 hour truck locked undisturbed battery learn procedure". I do regularly put my noco g5 on my hybrid lariat with 1 year old 470 CCA warranty replaced battery as well as my 41 month old hybrid xlt lux with the OEM 390 CCA battery. Both are double fob locked overnight for up to 3 days about 30-40% of time. The xlt with 6500miles gets about 3-4 mpg more than the lariat with 47000 miles (but it had EGR valve replaced under ext warranty two weeks ago so that is at least part of that mpg).

 

[KenE]

That's the question they're trying to answer. Despite the appearance to the contrary based on these posts, the VAST MAJORITY of Hybrid Maverick s do not have the problem. And of those that did have the problem, the ACCM update fixed the majority of those. At present Ford is working on trying to figure out the problem with those vehicles. The frustrating part is that the problem is very intermittent. Also, setting the vehicle up for the current draw test often makes the draw go away for the duration of the test. By the way. My 2025 Maverick is sitting at a 90% state of charge. Based on the connected vehicle status. (Accessible to techs on the Ford professional technician page) . It's always between 84 and 90%.

I've noticed my 12v SOC via Car Scanner Pro App & OBD dongle, frequently shows around 90% Soc while highway driving. Regarding troubleshooting intermittent problems, I spent my last 23 working years for DOD on one computer controlled chipboard weapon system. Hard faults can be a challenge but straight forward troubleshooting usually resolves the problem pretty quickly. But the intermittent problems can be a total nightmare. I can still feel that nerve wracking frustration long into retirement. My Grandson is an Engineer at the KY Ford plant in Louisville. He makes occasional trips to Dearborn with Assembly problems. Good luck Ford. Finding an intermittent high current draw is a challenge.

 

[johnDeere]

I also can get my 12v battery SOC up to 90+, (using car scanner app), after a long (1-2) hr drive.
But I also noticed with my 12v battery volt, (either with car scanner app, or my add on unit “) , it will show normally 14.8-15.1v , but when the 12v SOC reaches 90 % SOC with the cabin fan less than number 5, the system will set the voltage to 12.8v, so it’s discharging out of the battery.
It I turn the cabin fan over 5 with a 12 battery SOC over 90%, it will charge at 14.8v.

 

[KenE]

I also can get my 12v battery SOC up to 90+, (using car scanner app), after a long (1-2) hr drive.
But I also noticed with my 12v battery volt, (either with car scanner app, or my add on unit “) , it will show normally 14.8-15.1v , but when the 12v SOC reaches 90 % SOC with the cabin fan less than number 5, the system will set the voltage to 12.8v, so it’s discharging out of the battery.
It I turn the cabin fan over 5 with a 12 battery SOC over 90%, it will charge at 14.8v.

That's interesting. Each time I check 12V via Car Scanner App the charging voltage is 14.8V, with fan speed below #5 setting (I never set above 4). The SOC varies as I would expect, but Voltage displayed always seems to be 14.8? I'll observe more often to see.

 

[MakinDoForNow]

I also can get my 12v battery SOC up to 90+, (using car scanner app), after a long (1-2) hr drive.
But I also noticed with my 12v battery volt, (either with car scanner app, or my add on unit “) , it will show normally 14.8-15.1v , but when the 12v SOC reaches 90 % SOC with the cabin fan less than number 5, the system will set the voltage to 12.8v, so it’s discharging out of the battery.
It I turn the cabin fan over 5 with a 12 battery SOC over 90%, it will charge at 14.8v.

When the dcdc converter drops to 12.8v the system detects that 12.8v is all the current needed to supply everything needed. The 12v battery is charging at 1 amp or less. 14.1 or more on bus doesn't mean much as the current will be reduced to the amperage the system thinks the calculated SOC of the battery needs at that point.

 

[johnDeere]

Part of that is correct, when the SOC reaches 90%, at 14.8v it’s showing 1-2 amps going into the battery.
Then it drops to 12.8 volts, and the current coming out of the battery can reach up to 10-15 amps until the system can adjust, then it down to 2-3 amps until I turn on the cabin fan to 5+, then it’s charging again at 10-15A to replenish what was taken out when it dropped to 12.8V.
It doesn’t matter what load I put on the system, it will not charge until I turn on the cabin fan to 5+.
With it like this, the system will never let the battery get past 90% SOC.
The battery I am testing is a deep cycle flooded style, and they like to be charged to 100%.

I know this is how ford thinks this will keep AGM batteries from over charging, but now your going to have sulfated battery in the future.

 

[Neils Bohr]

Great advice Darryl as always. The previous poster Doug (schd

Great advice Darryl as always. The previous poster Doug (schneidrd) who lives in Rio Grande Valley is justifiably frustrated, A/c not working down here is Bad! My wife & I are here 6 months & it indeed gets hot. The puzzle to me is our 2025 Lariet purchased April 2025 doesn't have the problem. It goes into normal sleep mode if left sitting for a couple weeks, but everything comes to life when you start the Mav. I'm sure Ford engineered are puzzled as to why some are plagued with the deep sleep, battery drain problems, others not?? My only change was change 12v SOC from 80% to 85% with Forscan.

I had total drain issues to point of dead battery for two months. Took into dealer and got a new AGM battery and ACCM updates. Still drained. Finally they reset and updated software on every module one by one. Still draining. Then I fully manually charged my AGM battery and let the car sit for ten hours. Suddenly the parasitic drain issue is gone and it's freezing cold up here in Canada now. I have a feeling the resets on every module one by one did the trick and my computer had to relearn the state of charge on the new battery after that.

 

[MakinDoForNow]

Part of that is correct, when the SOC reaches 90%, at 14.8v it’s showing 1-2 amps going into the battery.
Then it drops to 12.8 volts, and the current coming out of the battery can reach up to 10-15 amps until the system can adjust, then it down to 2-3 amps until I turn on the cabin fan to 5+, then it’s charging again at 10-15A to replenish what was taken out when it dropped to 12.8V.
It doesn’t matter what load I put on the system, it will not charge until I turn on the cabin fan to 5+.
With it like this, the system will never let the battery get past 90% SOC.
The battery I am testing is a deep cycle flooded style, and they like to be charged to 100%.

I know this is how ford thinks this will keep AGM batteries from over charging, but now your going to have sulfated battery in the future.

I had a 2012 Honda crv. I had to run fan speed 2 and daylight running lamps to keep alternator output at 14.4v and above. (Their gas saving was to not charge battery for 12-15 minutes or when buss voltage dropped to about 11 volts.). Batteries would last about 20-24 months. Last about 6-8 months longer with fan 2 & DRL on. Put on noco every 4 months additionally would up battery life to over 60 months.
Maybe Maverick needs 12v buss stabilized just before battery at 14.4 volts (or whatever your additional bms thinks until battery is 100%. The extra current pulled when dcdc drops to 12.8 may keep dcdc at higher voltage longer. In any case you could achieve 100% determined by your separate dc maintainer.????? And you would not have to live in a fan speed 5 environment).

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