I did this for the CMAX Energi Forum to explain how to get the MAX FE:
First: Grill Covers improve aerodynamics by 1.5-2 mpg using ICE and should do the same in HVB EV Mode. I almost never take my Grill Covers off and when I do it's just the lower one.
Second: You would think because all the energy comes from the ICE that if you run it all time you would get your best FE, right? Wrong! FE problem turns out to be more complex than that. I have tried running My Hybrid ICE all the time which by the way is very hard to do. What I did was filled up and got on I-40 going home and after about fifty miles FE seemed to stop going up so I went back to my normal Pulsing uphills and EV down and almost immediately my FE went up and kept going up.
Third: To get best FE the ICE needs to be at Operating Temp according to FORD (202-212*F) and This happens rarely without Grill Covers. With Grill Covers on from a cold start it takes me at least 20 minutes on the FWY when it's warm out to get to 202*F.
Forth: You need to be at the maximal efficiency for the ICE which I believe is at Two Bars on Empower Display, I have noticed when accelerating the ICE power bar will stop at two bars and requires additional pressure to go pass that point and it seems to charge the HVB the fastest there too.
This would apply to CMAX Hybrid/FFH and NRG's in Hybrid Mode:
This from Wikipedia: https://en.wikipedia...ting_or_gliding
Causes of pulse-and-glide energy saving
Much of the time, automobile engines operate at only a fraction of their maximal efficiency, resulting in lower fuel efficiency (or what is the same thing, higher specific fuel consumption (SFC)). Charts that show the SFC for every feasible combination of torque (or Brake Mean Effective Pressure) and RPM are called Brake specific fuel consumption maps. Using such a map, one can find the efficiency of the engine at various combinations of rpm, torque, etc.
During the pulse (acceleration) phase of pulse and glide, the efficiency is near maximal due to the high torque and much of this energy is stored as kinetic energy of the moving vehicle. This efficiently-obtained kinetic energy is then used in the glide phase to overcome rolling resistance and aerodynamic drag. In other words, going between periods of very efficient acceleration and gliding gives an overall efficiency that is usually significantly higher than just cruising at a constant speed. Computer calculations have predicted that in rare cases (at low speeds where the torque required for cruising at steady speed is low) it's possible to double (or even triple) fuel economy. More realistic simulations that account for other traffic suggest improvements of 20% are more likely.
These two- or three-fold improvements in fuel economy are possible only at city driving speeds of say 25 or 35 miles/hour. This is because cruising (steady speed) at such low speeds is very inefficient since the torque needed is so low that the efficiency read on a BSFC map is very poor. Pulse and glide significantly improves this. Unfortunately, city driving often involves many stops at signals and stop signs which were absent in the computer simulation which showed such multiple fold improvements. In other words, in the real world one is unlikely to see fuel efficiency double or triple. Such a failure is due to signals, stop signs, and considerations for other traffic; all of these factors interfering with the pulse and glide technique. But improvements in fuel economy of 20% or so are still feasible.
This goes along with "louder Post #21 and covers most of the things that can be done to improve FE plus 50psi tire pressure.