Hybrid died on interstate.

[marpolsdofer]

I have a 2022 Maverick Hybrid BOUT 90K on it
Driving yesterday morning on the interstate and the engine just shut off fallowed with a stop vehicle and put in neutral to restart. That did not work and got a persistent stop vehicle warning.

I just happen to have a scan tool with me at the time so I hook it up. I had the fallowing errors that was new. In the SOBDMC P0E57:00:28 DC/DC Converter Voltage Too High, P1A07:00:ED Inverter High Voltage Performance, P1A10:00:AF Hybrid Control Module - Battery Disabled, U351B:00:6D High Voltage System Interlock Circuit D Low. In the BECM P0BB8:0026 Hybrid/EV Battery Voltage Sense Z Circuit, U3012:00:AF Control Module Improper Wake-up Performance. Then all I hade was some codes related to heat exchanger and Left Position lamp I knew I need to take care off.

After resetting the codes I was left with P1A10:00:AF Hybrid Control Module - Battery Disabled. I come back a few hour later to take a look at the 12V battery it was at 11.9 volts. Instead of charging and load testing I come back 6 hours later with a new AGM battery to replace the original battery. Put it and that did not work, reset the BMS did not work.
The code it is still there.

I take a look at the High Voltage Battery, scan tool says it at 217Volts.

Any ideas? I am still waiting to get enough time of from work to get a dolly or tow the dealer. I rather not if it something I can look at and fix on the side of the road or at least get home. That HVB seems a little low.

Sponsored

 

[XL Hybrid Cactus Gray]

Following the thread.

Never had any of those issues myself.
I'm also right at 90k on a 2022 Hybrid, so interested to see what happens.

I wonder if it's similar to another thread posted today about a bad HV battery on a hybrid.
https://www.mavericktruckclub.com/forum/threads/hi-voltage-battery-is-bad.89034/

Hopefully someone here has some guidance or tips. Good luck.

 

[inline_five]

You are getting a new HV battery. Congrats, you just made it under the 100k warranty.

Concerning that two of you at the same mileage are having the same issue with battery.

 

[Cherokee]

You are getting a new HV battery. Congrats, you just made it under the 100k warranty.

Concerning that two of you at the same mileage are having the same issue with battery.

Two out of how many hybrids sold ?

No, no reason to be the least bit concerned.

 

[Mavster Mechanic]

217v is "normal".

It is a 220v battery.

Can vary +/- 10% and be fine.

A dealer reset might fix it.
Maybe not.

 

[Frenchy]

I have a 2022 Maverick Hybrid BOUT 90K on it
Driving yesterday morning on the interstate and the engine just shut off fallowed with a stop vehicle and put in neutral to restart. That did not work and got a persistent stop vehicle warning.

I just happen to have a scan tool with me at the time so I hook it up. I had the fallowing errors that was new. In the SOBDMC P0E57:00:28 DC/DC Converter Voltage Too High, P1A07:00:ED Inverter High Voltage Performance, P1A10:00:AF Hybrid Control Module - Battery Disabled, U351B:00:6D High Voltage System Interlock Circuit D Low. In the BECM P0BB8:0026 Hybrid/EV Battery Voltage Sense Z Circuit, U3012:00:AF Control Module Improper Wake-up Performance. Then all I hade was some codes related to heat exchanger and Left Position lamp I knew I need to take care off.

After resetting the codes I was left with P1A10:00:AF Hybrid Control Module - Battery Disabled. I come back a few hour later to take a look at the 12V battery it was at 11.9 volts. Instead of charging and load testing I come back 6 hours later with a new AGM battery to replace the original battery. Put it and that did not work, reset the BMS did not work.
The code it is still there.

I take a look at the High Voltage Battery, scan tool says it at 217Volts.

Any ideas? I am still waiting to get enough time of from work to get a dolly or tow the dealer. I rather not if it something I can look at and fix on the side of the road or at least get home. That HVB seems a little low.

Interestingly enough, last week I was driving my wife 2024 Escape Hybrid and it just died with no apparent reason. The big difference is that it started again.

 

[bdnewman]

I did a query on gemini argon and got the following:


That cluster of codes points to a high-voltage system fault—most likely an internal High-Voltage (HV) battery pack failure, an HV interlock loop break, or a failed BECM/SOBDMC—rather than a 12V battery issue. Because you are at roughly 90,000 miles on a 2022 model, stop clearing codes and have the truck towed to a Ford dealership immediately, as these components are covered under Ford's 8-year / 100,000-mile Hybrid Unique Component Warranty (and up to 10 years / 150,000 miles on the HV battery in CARB states).

Why P1A10 Won't Clear

• P1A10:00:AF (Hybrid Control Module - Battery Disabled): This is a secondary "reaction" code, not the root cause. The Secondary On-Board Diagnostic Control Module C (SOBDMC) sets P1A10 when the Battery Energy Control Module (BECM) commands the high-voltage contactors to stay open to protect the system.
• Clearing DTCs in the SOBDMC will not remove P1A10 as long as the BECM is actively broadcasting an inhibit flag or detecting a hard fault on startup.
• Your old 12V battery dropped to 11.9V because once the HV contactors opened on the interstate, the DC/DC converter stopped charging the 12V bus, leaving the truck's electronics running solely off the 12V battery while you had the hazards and ignition on.

What the Fault Cascade Tells Us

• P0BB8:00:26 (BECM - Hybrid/EV Battery Voltage Sense "Z" Circuit): This is the smoking gun in the battery pack. It indicates a fault in one of the internal cell-group voltage sense lines inside the HV traction battery (or the internal BECM harness/board). When a sense line reads out of range or open, the BECM cannot verify cell balance and immediately locks out the high-voltage contactors.
• U351B:00:6D (SOBDMC - High Voltage System Interlock Circuit D Low): The High-Voltage Interlock Loop (HVIL) is a low-voltage safety circuit running through every HV connector, the inverter, the DC/DC converter, and the manual service disconnect. If this circuit drops low (due to a damaged harness, water intrusion at an underbody connector, or an internal module fault), the system instantly drops the HV contactors at highway speed.
• P0E57:00:28 & P1A07:00:ED (DC/DC Converter Voltage Too High / Inverter HV Performance): When the HV contactors suddenly snap open under load on the interstate (or if the HVIL breaks mid-drive), the sudden load dump on the inverter and DC/DC converter causes a brief voltage transient spike before the inverter collapses, logging both codes simultaneously.

What You Can Safely Check Before Towing

1. Re-scan the BECM specifically: Using FORScan or a bi-directional tool that reads all Ford CAN buses, run an on-demand self-test on the BECM and SOBDMC. Often, a generic scan tool clears the powertrain side, while a latched fault or freeze-frame remains inside the BECM preventing contactor closure.
2. Inspect the Underbody HV Harness & Connectors (Visual Only): Look underneath the cab (driver's side/center where the HV battery and exhaust heat exchanger sit) for any road debris impact, chafed orange high-voltage sheathing, or loose low-voltage connectors at the SOBDMC/inverter and HV battery pack that could trigger U351B and P0BB8. Do not unplug orange HV cables yourself.
3. Check the Under-hood Fuse Box (BJB) & 12V Harness: Verify that the 12V power feed to the BECM and SOBDMC fuses haven't blown or suffered terminal fretting (a known 2022 Maverick harness issue under CSP 22B39, which accounts for your U3012:00:AF improper wake-up code).

Next Steps for Warranty Coverage Leave P1A10 active in the system so the Ford technician can pull the snapshot data. Since you are at ~90,000 miles, you have roughly 10,000 miles of factory Hybrid Unique Component coverage remaining—which explicitly covers the High-Voltage Battery assembly, BECM, SOBDMC (inverter/DC-DC converter assembly), and internal HV battery sense wiring.

 

[rick52]

Get that truck off the side of the interstate.

 

[wakkawakka22]

Could this be related to the issue you said you had with the heat exchanger? Wouldn't a fault there cause the battery pack to possibly overheat?

 

[JDMaverick]

Although I love my hybrid and will probably always have one, I think all this technology scares a lot of people and therefore they won’t buy one.

 

[babytruk]

Two out of how many hybrids sold ?

No, no reason to be the least bit concerned.

Good question. How many Maverick Hybrids over 90k so far?

 

[TheSEARCH]

Post what it turns out to be. Thanks.

 

[markregel]

217v is "normal".

It is a 220v battery.

Can vary +/- 10% and be fine.

A dealer reset might fix it.
Maybe not.

" 217v is "normal". Not necessarily. The no load voltage should typically be higher than the nominal rated voltage. No load voltage is pretty much meaningless in determining battery condition. I agree it can vary, but 217v doesn't prove the battery is good.

 

[Darnon]

• P0BB8:00:26 (BECM - Hybrid/EV Battery Voltage Sense "Z" Circuit): This is the smoking gun in the battery pack. It indicates a fault in one of the internal cell-group voltage sense lines inside the HV traction battery (or the internal BECM harness/board). When a sense line reads out of range or open, the BECM cannot verify cell balance and immediately locks out the high-voltage contactors.

• U351B:00:6D (SOBDMC - High Voltage System Interlock Circuit D Low): The High-Voltage Interlock Loop (HVIL) is a low-voltage safety circuit running through every HV connector, the inverter, the DC/DC converter, and the manual service disconnect. If this circuit drops low (due to a damaged harness, water intrusion at an underbody connector, or an internal module fault), the system instantly drops the HV contactors at highway speed.

Not surprisingly the inscrutable robot is wrong here. The Z sense circuit doesn't measure battery cell-groups, but rather monitors the operation of the negative HV contactor.

U351B triggers on a difference between the HV Battery voltage and the Air Conditioning Control Module voltage; also perhaps not surprising if the BECM has suddenly directed an HVB disconnect.

 

[HeyBales]

Could this be related to the issue you said you had with the heat exchanger? Wouldn't a fault there cause the battery pack to possibly overheat?

We've had several posters with scanners that have watched those temps of coolant and HVB and there isn't much of an "exchange" of heat ever - even when battery is upwards of 120 F.
At some point there just isn't any power pulled/sent to it as a protection.

Also no exchange to heat it up when cold - regen is slowly used to do that.

Sponsored