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In N the ICE will not start except it will be motorized if over the max EV speed on a steep downhill. If you leave it in the accessory "ignition" position, the DC to DC converter will keep the 12 v charged until the HVB is well below the normal ICE start point and then the HVB will be shutoff. The 12 v then eventually dies. After you charge the 12 v and turn the car on the ICE instantly starts and charges the HVB. It sounds like this problem may be three-fold; some deterioration in the HVB, a time/cycle software glitch and stuck open thermostats. Seems like Ford would be able to figure it out and help the 70,000 owners of these cars. The Owners Guide said the HVB was expected to last the life of the car. They're only 10 years old. I have a Tesla Model 3 now. It's the Revolutionary Future Here Today.

Possible transmission issue.

It may be a noisy electric vacuum pump put that should only be on for about 10 seconds.

If it failed on the road make a NHTSA report here: https://www-odi.nhtsa.dot.gov/owners/SearchSafetyIssues

Many HVBs are losing the capacity to move the car. Ford is stonewalling even those with longer 10 year/150K mile warranty's. There are aftermarket replacements for about $3K. https://greentecauto.com/hybrid-battery/ford/2010-2012-ford-fusion-new-cell

There wasn't a recall, only a TSB. Most 2013-15 owners don't know about the bearing problem and Ford never publicized it. Good luck.

2013-15s have a transmission problem. Don't get one unless the transmission has been repaired or replaced.

Battery reconditioning is noted by the ICE not turning off for about 15-20 minutes and the HVB charging to above the normal H level. When finished it goes back to the normal 1/2 charged level. If you were cruising above 46 mph you might not notice it. The HVB systems in these older cars are obviously having a problem. Don't count on Ford finding the problem or telling you if they do. They're getting out of the car business so you won;t be a repeat customer.

Starting and stopping every few seconds is not normal.

The 2013 14 Ford Fusions and C-max's had a manufacturing defect mostly associated with transmission bearings that have caused premature failures from the beginning. The Japanese Aisin made transmissions Ford used from 2004 to 2012 had almost none. It's a fact. Consider yourself lucky that you haven't had a problem. If you went to a junkyard 50 years from now and took an Aisin transmission from the rusted heap of a 2004-2012 Ford hybrid it would probably still work like new. Ford brought the manufacture in house in 2013 and screwed it up. They are just waiting out the warranty expiration and will not issue a recall because it's not a safety issue. They make noise for a long time.

Sadly no. My car about two years ago had three overnight events where the HVB showed very low in the morning. It operated normally but the upper limit of EV power available inched down and the max EV speed reduced to about 35 mph. I attributed that to shorted cells that reduced battery voltage slightly. That has a direct effect on maximum EV speed. It would go just as far on EV as previously but obvioiusly had less power. This is different from what you people are reporting but it may be differing degrees. My car continued to charge 1/2 way as usual. It didn't do a reconditioning after these events which had occurred about every 8K miles. The car has been passed on to my grandson last year and apparently is still operating as when I had it.

Yeah that's 1/2 a division about what mine was doing before it went to my grandson last year. I could coax it up to about 35 mph tops. Maybe 2-21/2 divisions when new. I forget. This is symptomatic of shorted cells/lower voltage. The system still tends to keep the HVB at about 1/2 charged on the gauge. As long as the car runs you can still use it. The mpg will degrade somewhat mostly at lower speeds where it won't cycle between ICE and EV much.

That's where it is when the car's stopped. That being said, it appears that cells are shorting out with age reducing the voltage. The voltage determines how fast the car can be driven in EV as it has to be greater than the voltage produced by the motor when it's turning called "back EMF" ( electro-motive force, ie. voltage. ) I think once cells short, the battery doesn't recondition or balance the cells anymore making the problem worse. I had three events in 2017-18 where the HVB was very much lower in the morning than when left the night before eventually allowing only one division of EV power available instead of three.

I suspect several cells are shorting out in these older batteries. That lowers the output voltage of the HVB by about 1.4 v. for every shorted cell. That may not seem like much in the 207 cell HVB but it affects how "fast" the car can go in EV mode much more than how "far" it can go. All the cells are in series so the max voltage of the HVB is directly affected. The lowered voltage has a "squared" effect on the max EV speed. The car when new and parked "on" with the AC on in hot 90º F. weather runs the ICE about 3 minutes out of every 15-20 minutes to keep the HVB charged. I suspect this is only proportionately affected, not squared. Likewise the ability to start the ICE is relatively unimpaired. A further problem is that once cells start to short, the car no longer appears to do periodic battery re-conditioning. Mine did it about every 8K miles until the problem started and then didn't seem to do it anymore. The car will still operate indefinitely with shorted cells but with diminished hybrid efficiency. The only thing it can't tolerate is an open cell which puts the HVB at zero volts and then the ICE won't start and the car won't move. That seems to be very rare. The car seems very long lived. The only other Achilles heel is the electric vacuum pump which Ford has had chronic problems with in the F 150 also. I would consider HVB replacement by somebody like Green Tec Auto ( https://greentecauto.com/hybrid-battery/ford/2010-2012-ford-fusion-new-cell ) for $3 K + installation if I wanted to keep the car to 200-300 K miles. The ICE, transmission and body may be good for that.

This is not a plug-in hybrid is it? Non plug-ins only charge when the ICE is running or by regenerative braking. They hardly ever charge to 100%, usually around 50%.

You need to change the 12 vdc battery.

This is the first instance that we ave heard of a dealer having to re-balance and recharge the HVB. That's why many of us that have been here ( 2009 ) a long time urge new owners to read the manual cover to cover twice to learn about their car. Many cars now need to be run at least monthly because of computer drain when off. I hope your HVB is OK. The fact that it was discharged that deeply shows that it wasn't run. You can charge the HVB to full any time by holding the accelerator pedal 1/2 way down for several minutes to make the ICE run and fully charge the HVB. If you then disconnect the 12 v the HVB will be OK for many months.

Take it to Ford. There's a TSB that increases motor/electronics cooling pump speed. They are overheating as the car gets older and cooling system efficiency deteriorates.

The metal particles from the bearing may not interfere with the planetary and other gears in the transmission for some time.

There's two over 100K here in this forum in the last week or so. Ford probably saved $0.89 per bearing by going to a cheaper supplier.

There is no servicing for the transmission. There are no "tune-ups" required anymore. Follow the maintenance schedule in the Owners guide. I'd sell or trade it in before the transmission goes. Despite Texasotas comments these Ford transmissions are unreliable because of bearing failures. The Japanese Aisin transmissions they are based on go hundreds of thousands of miles without problems. Cars shouldn't have engine or transmission problems for 150-200K miles today. The nature of the Aisin/Ford eCVT is it should outlast the car. There's nothing but bearings and gears in it; no torque converters, clutches, solenoids, valves, bands. All the delicate control is provided by software and electronics. Bearing technology is old. Why Ford has the problem is unknown. Lack of lubrication at higher speeds is one suggestion as the non-plug in FFHs lack an additional oil pump present in the plug ins and early in production Ford raised the maximum EV speed of the FFH to 86 mph to match the plug in. The non-plug in FFH transmission oil pump only operates when the ICE is running. The plug-in, all the time. See post #31 from bill538 here: http://fordfusionhybridforum.com/topic/6172-hybrid-transmission-hf35-fluid-level-check/page-2?do=findComment&comment=108775

Maybe drive it till it fails and file a NHTSA report.

Changing the fluid wont help, the transmission is failing due to a bad bearing. Are you within the 8 year/ 100k mile hybrid warranty?

Way to go to kill the planet with SUVs and Pick-ups.

Winter is coming and all cars get worse economy in colder weather. There is no break-in period for cars today. There is for drivers and the way you drive. Cold, speed, wind, rain and snow all lower efficiency. When the car is very efficient to begin with, the loss appears greater in mpg.