The Truth About Cars » 2013 Ford C-MAX http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sat, 02 Aug 2014 03:20:50 +0000 en-US hourly 1 http://wordpress.org/?v=3.9.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » 2013 Ford C-MAX http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Review: 2013 Ford C-MAX Energi Plug-In Hybrid (Video) http://www.thetruthaboutcars.com/2013/01/review-2013-ford-c-max-energi-plug-in-hybrid-video/ http://www.thetruthaboutcars.com/2013/01/review-2013-ford-c-max-energi-plug-in-hybrid-video/#comments Fri, 25 Jan 2013 13:48:51 +0000 http://www.thetruthaboutcars.com/?p=474057 In 2005, ABC News Polls claimed the average daily commute in America was 16 miles, a number borne out in our own Facebook poll. If you have a commute like that and want an EV for commuting and a hybrid for road tripping, you’re the target demographic for a plug-in hybrid. Since I’m not a […]

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In 2005, ABC News Polls claimed the average daily commute in America was 16 miles, a number borne out in our own Facebook poll. If you have a commute like that and want an EV for commuting and a hybrid for road tripping, you’re the target demographic for a plug-in hybrid. Since I’m not a trust fund baby, and neither are most of TTAC’s readers, I’m going to forget about the Karma while we dive deep into Ford’s first (and interestingly spelled) Energi.

Click here to view the embedded video.

C-MAX and C-MAX Energi

“Energi” is Ford-speak for “plug-in hybrid.” On our shores, the C-MAX competes with the Prius V and to some extent the Prius, while the Energi targets the Prius Plug-in and Volt. Let’s cover the basics first. “Our” C-MAX is an Americanized version of the European C-MAX. Aside from making the requisite changes for American safety legislation and some bumper cover tweaks, the difference boils down to one major change: the American C-MAX is hybrid only while its Euro twin get a traditional gasoline/diesel mix.

The C-MAX strikes an interesting pose on American roads looking like the product of crossbreeding a Focus and a Windstar. The hatchback’s tall greenhouse, tall roof-line and crossover styling cues were no doubt penned to confuse entice the suburban set. I find the design as a whole more attractive than the Prius, but less exciting than the Volt. At 173 inches long, the C-MAX is 2 inches longer than a Focus hatchback, but 3 inches shorter than the Prius and 3.5 inches shorter than the Volt. Exterior dimensions are a tough comparison however since the Prius and Volt have a more sedan-like profile.

Interior

The Energi shares most of its dashboard with the new Escape. The only major change is a unique instrument cluster with twin LCDs like the Fusion hybrid. Since this cabin wasn’t designed with weight savings in mind, it has a more premium feel than the Prius or Volt thanks to Ford’s dedication to squishy dash bits and color matching plastics.

Perhaps due to the non-hybrid roots, you won’t find anything futuristic or weird in this cabin. There are no centrally mounted gauges, no acres of touch-buttons and no all-LCD instrument cluster. That’s not to say the Energi has a sumptuous cabin per se, but it is the only cabin in this trio that could pass muster in a “normal” $37,000 vehicle. Barely. (Our tester rang in at $37,435.) The Prius on the other hand is full of plastics and fabrics more at home in a $16,000 econo-box.

Ford offers two interior colors on the Energi: black-on-black-on-black, or a greyish tan and your choice of fabric or leather. (I recommend the lighter shade as it makes the cabin feel less claustrophobic.) Front seat comfort is good thanks to an upright crossover-like seating position, wide seats and a decent range of motion. The tilt/telescopic steering wheel extends further than I had expected and made finding a comfortable driving position easy for a variety of driver sizes. The tall cabin and upright seats didn’t fool me into thinking the Energi was a crossover, but my back and legs appreciated the seating position and it means the Energi offers considerably more headroom than the Prius or Volt.

The rear seats are a bit close to the floor for adults but are the right height for most children. Despite looking narrow, the Energi is more than 3 inches wider than the Prius and 1.5 wider than the Volt which translates into a wider cabin. Sitting three abreast is more comfortable in the Energi than the Prius and more legal than the Volt which only has belts for four. If you routinely carry adults in the rear, the Energi provides 4 inches more headroom and a 2 inches more legroom than the Volt.

When cargo schlepping, the C-MAX’s non-hybrid roots are obvious because of where the battery is located. As you can see in the photo above, the battery pack takes up the entire spare tire well and about 7 inches of the trunk floor as well (4 more than the C-MAX without the plug). The reduced hold is a few cubes smaller than the Prius Plug-in (19.2 vs 21.6) but about twice the size of the Volt’s 10.6. Keep in mind that 19.2 cu-ft is larger than most sedans, but because Ford didn’t adjust the roller-cargo-cover position, you can only put three carrry-on roller bags under the cover. Without the cover it was possible to fit four such bags (rotated 90-degrees) and still see out the rear window.

Infotainment

All Energi models come with Ford’s MyFord Touch system with SYNC voice commands. The system combines climate, entertainment, telephone and navigation chores into one integrated system that looks snazzy and responds to your every whim via voice commands. When it landed in 2010 the press (and owners) soon discovered the system had more bugs than a bag of 5-year-old flour, thankfully Ford has corrected the majority of the flaws although the system remains sluggish at times. Ford’s system used to be unique in its ability to voice command your tunes and climate control but Toyota’s Entune and Chevrolet’s MyLink systems now offer very similar features without the bugs or “laggy” graphics.

Ford’s decision to make the C-MAX look and feel like a normal car has a downside. While the “normal” displays will make hybrid virgins feel at ease, they do little to tell you what’s going on under the hood. Instead of a tachometer you’ll find a configurable kW gauge showing how much power the engine and motor are providing. You’ll also see a small battery icon that displays your state of charge and your EV range. The system provides a “braking coach” display that grades you on your ability to recover energy but it does so after the fact rather than helping you adjust your foot while braking.

Drivetrain

The heart of the C-MAX and the C-MAX Energi drivetrain is a 2.0L Atkinson cycle four-cylinder engine producing 141HP and 129lb-ft of twist and a Ford designed hybrid transaxle that combines a 118HP traction motor and a smaller motor/generator. When working together, the system delivers 188 system horsepower and a TTAC estimated 200-220lb0ft of torque.This is considerably more than the Prius’ 134 system HP and the Volt’s 149HP. Like the Prius, the Ford sips regular unleaded while the Volt demands premium.

The Energi model uses a 7.6kWh battery pack (7.2 usable) which slots between the Prius Plug-in’s 4.4 (4.2 usable) kWh and the Volt’s 16.5kWh (10.8 usable) packs. If you look at those numbers you’ll notice something, the Volt has a bigger battery but uses less of it. There’s a reason. Battery life is reduced by a number of factors but one of the big ones is being at either a high or low state of charge. By using a “larger” battery and never charging it beyond 85% or discharging it below 20% GM is treats their cells with kid gloves. Because of this I believe the Volt’s battery is likely to last longer than the competition. Ford claims the Energi is good for 21 miles of EV driving while the Volt claims 38 miles and the Prius lasts only 11. In my testing, the real world numbers drop to 16 for the Energi, 29 for the Volt and 9 for the Prius.

Charging times for the Energi vary from 7 hours when plugged into a regular 120V outlet to 2.5 hours if you have access to a 240V “Level 2″ charging station. This (yet again) slots between the Prius Plug-in’s 2.5/1.5 hours (120/240V) and the Volts 16/4 hours (120/240V). As with the Prius and the Volt, you don’t have to charge the car if you don’t want to. (Although why you would spend $8,500 for the bigger battery and never use it is beyond me.)

On the road

Like the Prius Plug-in, what allows the Energi to operate as an EV has nothing to do with what’s under the hood. The battery’s discharge rate is what limits EV travel. The C-MAX’s battery tops out at 46HP while the Energi increases the discharge rate to 91HP. As with the rest of the drivetrain metrics, the Energi’s output slots between the Prius Plug-in’s 51HP and the Volt’s 149HP. Think of the Volt vs Energi in this way: In normal EV driving they operate very similarly, but while the Volt delivers 149HP with or without the engine running, the Energi offers 91 or 188 ponies depending on how far you press the go pedal.

As a result, the Energi isn’t a “Ford Volt” but it is “more EV” than the Prius Plug-in. Unlike the Volt, the Energi will also use its engine to augment cabin heating rather than relying solely on its electric heater in cold weather. While this exacts an MPG toll, defrosting is considerably faster than in the Volt. However, unlike the Prius plug-in, the Energi doesn’t need to run the engine to accelerate to highway speed or climb a mountain pass. The Energi is part of a new breed of car where locomotion blends fuel sources allowing you to trade a portion of the gasoline you pay $4.35 a gallon for in California for electricity at $0.10-$0.15 per kWh.

The C-MAX already heavy at 3,600lbs. Add 6.2kW more battery and the Energi’s 3,860lb curb weight is a cheeseburger shy of a Jaguar XJ. In comparison, the Prius Plug-in weighs a svelte 3,165lbs and even the porky 3,781lb Volt is lighter. The C-MAX’s cub weight and 225/50R17 tires define every aspect of on road performance from how it handles to how it sips fuel.

Thanks to its Focus roots, the C-MAX proved a competent handler with a well composed ride when we had it for a week in November. Thankfully the Energi doesn’t depart much from this formula, simply feeling like a C-MAX that has an extra 260lbs in the trunk. While the extra battery weight no doubt improved the weight balance, no vehicle equipped with low rolling resistance rubber is going to be a corner carver. That being said, it is more engaging than the Prius or the Volt. On the bright side, the Energi rides like a larger vehicle displaying none of the “crashy” tendencies the Prius is known for. While the electric power steering robs the hatch of 99% of its road feel, it manages to be more engaging than a Prius – admittedly not high bar to jump.

Stomp on the Energi’s go-pedal and 60MPH arrives 0.86 seconds later than the C-MAX Hybrid. If you keep your foot on the gas, the Energi recovers some composure finishing the 1/4 mile 0.6 slower. Any way you slice it, that’s considerably faster than any flavor of Prius. While we haven’t had a Volt in our garage to test, most publications seem to place it around 8.5 seconds to 60.

Hybrid systems, batteries and plugs can’t change the fact that weight and fuel economy are mortal enemies. While the C-MAX wears a decidedly optimistic 47/47/47 MPG (city/highway/combined) badge, the Energi model drops that figure down to a more believable 44/41/43 MPG. On my commute the C-MAX averaged 41.5 MPG and the Energi averaged 40.7 MPG without charging the battery. On the same commute, a regular Prius scored 50 and the Prius Plug-in scored a slightly higher 52 (thanks to its ability to recapture more energy on my mountain commute.) Meanwhile the Volt delivered a somewhat unimpressive 34 MPG in the same test.

With a full battery on either end of my 60-mile one-way commute, the numbers jump to 72 MPG for the Prius, 60 for the Energi and 45 for the Volt. The observant will note that a regular Prius delivered 50 MPG. If saving money on gasoline is your goal, consider the payback time vs a standard Prius is going to be decades.

According to my calculations, if your commute is under 25 miles total, at $0.15/kWh, the Volt is cheaper to run, but only by a few cents. According to the EPA, 25 miles would cost you $1.31 in the Volt, $1.37 in the Ford and $1.47 in the Prius. If your trip goes beyond 30-35 miles, the Prius is cheaper to operate because of its gasoline-only MPGs. The more expensive the gasoline, the greater the difference between the Prius and Volt (and to a lesser extent the Energi) thanks to the Volt’s lower fuel economy and thirst for premium gasoline.

With a price range of $32,950-$37,685 (not including $795 destination or the current $3,750 cash on the hood deal), Ford obviously has a limited market in mind. Still, if you’re shopping for a Prius Plug-in ($32,000-$40,285) or a Volt ($39,995-$43,750) you either want the latest in technology or you’re willing to spend nearly $10,000 to use the HOV lanes solo. There are tax incentives available, but they depend on your tax situation and I’m not an IRS insider. Be sure to consult a tax guru before you bet on credits to balance your books.

While it is theoretically possible to save money vs the standard C-MAX, it will take an Eterniti, serious number crunching, and low electricity rates. For instance, on my commute it would take around 300,000 miles, or 11 years. Assuming the battery and car last that long. If your commute is the national average, you’ll have to leave the car to your heirs. Maybe they will realize a savings. Still, there is that HOV lane to consider. On my route the HOV stickers would cut my commute time by 40 minutes or 14 hours a month. How much is that worth to you? If $8,700 is your answer, then Ford’s C-Max Energi will do nicely. Personally, I’d skip the plug and get a Fusion Hybrid.

Ford provided the vehicle, one tank of gas and insurance for this review

Specifications as tested

0-30: 3.1 Seconds (non-plugin: 2.9)

0-60: 7.91 Seconds (non-plugin: 7.05)

1/4 Mile: 16.15 Seconds @ 87 MPH (non-plugin: 15.55 Seconds @ 92 MPH)

Average Fuel Economy: 52 MPG over 523 miles (non-plugin: 41.5 MPG over 625 miles)

 

2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Grille, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Energi badge, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Wheel, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Rear 3/4 View, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Cargo Area, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Cargo Area, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior,  Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Cargo Area, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Cargo Area, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Rear Seats Folded Cargo Area, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Rear Cargo Area Seats Folded, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Charging Connector, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid-020 2013 Ford C-MAX Energi Plug-In Hybrid, Engine, 2.0L Atkinson Plug-In Hybrid, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Engine, 2.0L Atkinson Plug-In Hybrid, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Engine, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Shifter and HVAC Controls, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Driver's Side, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Seat Controls, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Interior, Steering Wheel, Picture Courtesy of Alex L Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Charging Plug, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Energi Plug-In Hybrid, Exterior, Rear, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail

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Review: 2013 Ford C-Max Hybrid (Video) http://www.thetruthaboutcars.com/2012/12/review-2013-ford-c-max-hybrid-video/ http://www.thetruthaboutcars.com/2012/12/review-2013-ford-c-max-hybrid-video/#comments Fri, 14 Dec 2012 15:55:44 +0000 http://www.thetruthaboutcars.com/?p=467787 Up till now there hasn’t been a “real” Prius alternative on the market. Sure Honda has the Civic and Insight, but their real-world MPGs can’t hold a candle to the green-car poster child and Honda’s IMA hybrid system is far from smooth and refined. The Volt is more of a novelty with its lofty price […]

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Up till now there hasn’t been a “real” Prius alternative on the market. Sure Honda has the Civic and Insight, but their real-world MPGs can’t hold a candle to the green-car poster child and Honda’s IMA hybrid system is far from smooth and refined. The Volt is more of a novelty with its lofty price tag and the last time we tested one we revealed a lowly 32MPG average when running gasoline only. This brings us to the blue oval. Despite Ford using essentially the same technology as Toyota for their hybrid systems, Ford resisted creating a dedicated hybrid model. Until now. Meet the 47MPG 2013 Ford C-MAX Hybrid. Of course we’ve all heard the news that the C-MAX doesn’t hit 47MPG, so click-through the jump to find out what we averaged and whether or not that should matter to you.

 

Click here to view the embedded video.

Exterior

What Ford didn’t do was create a futuristic wedge-shaped car on a dedicated platform crafted from light-weight ultra-eco-friendly materials in an attempt to create the most efficient car in America. Disappointed? Don’t be, because the benefits may just outweigh the drawbacks. Instead Ford took the existing (since 2011) Focus-based C-Max from Europe, stuffed Ford’s most powerful hybrid drivetrain under the Euro sheetmetal and slapped some wide (for a hybrid) tires on what might just be the first hybrid hot hatch.

Speaking of that sheetmetal, the C-MAX strikes an interesting pose on American roads looking like the product of crossbreeding a Focus and a Windstar. The resulting hatchback has a tall greenhouse, tall roof-line and some crossover styling cues no doubt to confuse entice the suburban set. Measuring in at 173 inches long, the C-MAX is 2 inches longer than the Focus hatchback on which it is based, but 3 inches shorter than a Prius and 8 inches shorter than a Prius V.

Of course none of this really explains the strange “C-MAX” name. Yes, that’s what it’s called in Europe, but why? Still, it’s no stranger than “Prius” and whatever you think of its name, the C-MAX is considerably more attractive than Toyota’s bulbous hybrid wagon.

Interior

The C-MAX doesn’t just look like a wannabe crossover on the outside, it does on the inside as well. There’s a reason for this. Instead of sharing heavily with the Focus hatch as you might assume, the C-MAX shares parts and interior styling with the 2013 Escape. The only major style change to the dash is a unique instrument cluster similar with twin 4.2-inch LCDs like the Fusion hybrid. Unlike the Prius, you won’t find any thin, hard, weight saving plastics in the cabin. There are no blue-tinted transparent button arrays, no shifter joystick and no center-mounted disco dash either. Instead you will find a premium cabin that would pass muster in any $30,000 vehicle and looks notably more premium than the Lexus CT 200h. The Prius on the other hand is full of plastics and fabrics more at home in a $16,000 econo-box.

The C-MAX seats can be had in your choice of charcoal or a “greyish” tan fabric or leather but regardless of your choice, the majority of the interior is black-on-black. The overly black theme is both very European (in a good way) and a bit cold (in a bad way) for my tastes. Front seat comfort is good thanks to a relatively upright seating position, wide seat cushions and a good range of motion when you get the power driver’s seat. The tilt/telescopic steering wheel made finding a comfortable driving position quick and easy. The upright seating is what allows the C-MAX to have Prius matching rear leg room, an improvement of three inches over the Focus hatchback’s more reclined thrones.

The rear seats are a bit close to the floor for adult passengers but are the right height for most children and young teens. Despite looking tall and narrow, the C-MAX is more than three inches wider than the Prius and this allows three to sit abreast in the rear in greater comfort. The rear seat backs fold completely flat with the 24.5 cubic foot cargo area. Because the C-MAX wasn’t designed as a hybrid from the start, the battery pack occupies all the spare tire space in the C-MAX as well as a few inches on the cargo area floor. The reduced cargo space is a few cubes larger than the Prius liftback but smaller than the Prius V. Despite the cargo hauling reduction vs the European gasoline-only model, the C-MAX easily swallowed four roller bags with room to spare.

Infotainment

Like the Android vs iPhone debate, “infotainment systems” spark fierce debate. No system other than iDrive has received as much bad press, fan-boy rave reviews and healthy imitation as the strangely named “MyFord Touch.” (Really, what was wrong with SYNC?) The system (optional on SE, standard on SEL trim) combines your climate, entertainment, telephone and navigation chores into one integrated system that looks snazzy and responds via voice commands to your every whim. When it landed in 2010 it became obvious the software was rushed to market complete with more bugs than a bag of 5-year-old flour. Still, the system is still unique in the market for allowing you to voice command just about everything from your destination to your temperature and what Madonna track you want to listen to from your iPod.

The C-MAX benefits from a major software update released in March of 2012 (for all Ford products) to make the system more responsive. While the system never had a melt-down during my testing (a first for MFT), the slowness the system is known for persists. Like most MFT equipped vehicles, the C-MAX teams a snazzy in-dash touchscreen with twin 4.2-inch LCDs on either side of the speedometer. Perhaps a first for a hybrid vehicle, you won’t find a single screen on the main MFT screen that displays hybrid system information. No animated screen with a battery/motor/engine scree, no wacky driving hints, no fuel economy charts. Aside from the efficiency leaves that replace the climate option on the right-side 4.2-inch LCD and the intuitive kW gauge on the left LCD, there is nothing to identify the C-MAX as a trendy gasoline/electric people mover, and I think I like the move. Despite the system’s obviously flaws, MFT is far slicker and user-friendly than the Prius or Volt’s infotainment options.

Is Ford’s transmission a Toyota transmission?

The short answer is no. Long before Ford produced a hybrid vehicle, Ford and Toyota put out plenty of prototypes and concept cars. Both companies recognized the similarities of their competing hybrid designs and geared up for lawsuits. (Both designed shared plenty of cues from a TRW system from the 1960s.) Ford and Toyota did something rare in our litigious society, they settled and cross-licensed each-others technologies but (and most importantly) NOT their specific designs. Ford continued developing the Escape Hybrid solo and Toyota went on their way with Hybrid Synergy Drive. Some confusion was caused by Ford choosing Aisin build their hybrid transaxle for the Escape and Fusion hybrids because they didn’t have the capacity or expertise internally. Fast forward to 2012. Ford decided that in order to reduce costs and drive hybrid sales (for some CAFE credits of course) they had to take the design and manufacturing of hybrid systems in-house.  This means that Ford’s hybrid system’s level of vertical integration is vastly similar to Toyota.

Drivetrain

Under the stubby hood of the C-MAX you’ll find Ford’s completely redesigned hybrid system with a downsized 2.0L Atkinson cycle four-cylinder engine good for 141HP and 129lb-ft of twist. This is down slightly from the old 155HP 2.5L engine in the old Fusion and Escape hybrids, but considerably higher than the Prius’s 98HP mill. In order to achieve the 188 system horsepower (11 more than the old Ford system and 54 more than the Prius) and a TTAC estimated 200-220lb-ft of twist, Ford put a hefty 118HP motor/generator into their in-house designed HF35 hybrid transaxle. If you want to know more about how the Ford and Toyota Hybrid systems work, click here.

Beneath the cargo area in the C-MAX sits a 1.6kWh lithium-ion battery pack. The lithium battery chemistry allows the hybrid system to charge and discharge the pack at rates higher than the old nickle based battery pack (used in the Escape and the Prius). This new battery allows the C-MAX to drive electric only up to 62MPH vs the 34MPH of the Prius. In addition, the C-MAX doesn’t need you to be as gentle on the throttle as the Prius or the older Ford hybrids.

Oh that fuel economy

Fuel economy is a tricky business because your driving style and topography are the biggest factors involved. I would caution readers to never compare my numbers with other publications because the driving conditions and styles are different. The 2012 Prius, when driven gently on my commute, (120 miles round trip with a 2,200ft mountain pass) averaged 46-47MPG which is fairly close to its 51/48/50 EPA rating (City/Highway/Combined). The C-MAX on the other hand averaged 41.5 during our 568 miles of testing and the lowest one-way figure on my daily commute was 39MPG. Sound good so far? There’s a problem, even on a level freeway at 65MPH the C-MAX struggled to get better than 45MPG in 60 degree weather. The Prius in the same situation averaged 50MPG. The Prius V suffered a similar shortfall in my week of testing coming in four MPG below its EPA combined 42MPG rating. We need to put these numbers in perspective. Driving 15,0000 miles a year with gas at $4 a gallon the C-MAX would cost $144 a year more to operate than a Prius and $148 less than a Prius V.

On the road

There are a few reasons the C-MAX fails to meet Ford’s fuel economy claims. The first is the portly 3,600lb curb weight, the second is the wide 225/50R17 tires which have a 23% larger contact patch than the Prius’ 195/65R15 rubber. On the flip side, the wide low-profile rubber pays real dividends when the road bends and the heavy curb weight helps the C-MAX to feel lass “crashy” than a Prius over broken pavement. Coupled with a Focus derived suspension, the tires help the C-MAX set a new benchmark for hybrid handling easily besting the CT 200h. While the electric power steering robs the hybrid hatch of 99% of its road feel, it still manages to be more engaging than a Prius. Admittedly not a hard thing to do.

Stomp on the C-MAX’s accelerator pedal and something surprising (for a hybrid) happens: acceleration. If the road surface is right you’ll even get some one-wheel-peel. Despite weighing a whopping 600lbs more than a Prius, the C-MAX sprints to 60MPH 2 seconds faster posting a solid 7 second run to highway speeds. I’d like to compare it to the Prius V and  Lexus CT 200h, but I gave up after 9.5 seconds. This makes the C-MAX as fast as the Focus ST and faster than a Volkswagen GTI.

In addition to being more powerful, the C-MAX’s hybrid system is capable of operating in EV mode at higher speeds and in a broader range of conditions than the Prius. While it doesn’t seem to help the C-MAX hit its advertised 47/47/47 MPG (City/Highway/Combined) it is a novelty that entertained drivers and passengers alike. Thanks to a more powerful motor, faster discharging battery, and aggressive software, it’s possible to accelerate up to40 MPH in EV mode without pissing off the cars behind you. Doing so brings the C-MAX’s other selling point to light: Ford’s sound deadening measures are extensive and make the C-MAX the quietest hybrid this side of the insane LS 600hL.

Ford has wisely priced the C-MAX aggressively starting at $25,200 and there’s already a Ford $1,000 cash back offer dropping the price to the same as the 2013 Prius’ MSRP and $2,450 cheaper than a Prius V. The up-level SEL model which comes standard with leather, heated seats, rain sensing wipers, backup sensors, ambient lighting, keyless entry/go for $28,200. Should you desire some plug-in love, the Energi model will set you back $32,950. The deal gets even better when you consider the C-MAX has more standard equipment and features and options unavailable in the Prius at any price.

The week after Ford lent me the C-MAX hybrid Consumer Reports’ “bombshell” about the C-MAX’s fuel economy numbers dropped. But does it matter? Is a 41MPG C-MAX a failure? No, and here’s why. The only measurable way the Prius is better than the C-MAX is real world fuel economy where the Prius will save you a few Grants a year. In every other way the C-MAX is superior to the Prius and even the Lexus CT 200h. Does this compensate for the “lackluster” fuel economy? It does in my book. If you’re willing to spend $144 a year in higher fuel costs for a more entertaining ride, this Ford’s for you. The C-Max isn’t just a shot across Toyota’s bow, it’s the first honest-to-goodness competitor on the market. Better yet, it’s not a me-too Prius, it’s a unique and compelling alternative.

Ford provided the vehicle, one tank of gas and insurance for this review

Specifications as tested

0-30: 2.9 Seconds

0-60: 7.05 Seconds

1/4 Mile: 15.55 Seconds @ 92 MPH

Average Fuel Economy: 41.5MPG over 625 Miles

 

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