The Truth About Cars » 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. Tue, 05 Aug 2014 13:37:45 +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 » ford c-max http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Ford Cuts MPG Figures For Six Models, Offers Rebates For Customers http://www.thetruthaboutcars.com/2014/06/ford-cuts-mpg-figures-for-six-models-offers-rebates-for-customers/ http://www.thetruthaboutcars.com/2014/06/ford-cuts-mpg-figures-for-six-models-offers-rebates-for-customers/#comments Fri, 13 Jun 2014 14:56:58 +0000 http://www.thetruthaboutcars.com/?p=843586 Already stung by a reduction in fuel economy ratings for both the Fusion Hybrid and C-Max Hybrid, Ford is yet again revising figures for various models, including the C-Max, Fiesta, Fusion and MKZ. The breakdown of the changes is listed in the table below. Ford will also offer goodwill payments to lease and purchase customers, […]

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Already stung by a reduction in fuel economy ratings for both the Fusion Hybrid and C-Max Hybrid, Ford is yet again revising figures for various models, including the C-Max, Fiesta, Fusion and MKZ.

The breakdown of the changes is listed in the table below. Ford will also offer goodwill payments to lease and purchase customers, varying from $125-$1,050 depending on the model.

U.S. EPA-Estimated Fuel Economy Label Ratings and Goodwill Payments*
Model Year Vehicle Powertrain Revised

(City, Highway, Combined)

Previous

(City, Highway, Combined)

Lease Customers  Purchase
Customers
2014 Fiesta 1.0L GTDI M/T 31 / 43 / 36 32  / 45 /  37 $125 $200
1.6L A/T 27 / 37 / 31 29  / 39 /  32 $150 $250
1.6L SFE A/T 28 / 38 / 32 30  / 41 /  34 $275 $450
1.6L M/T 28 / 36 / 31 27  / 38 /  31 Combined MPG not affected Combined MPG not affected
2013-14 C-MAX Hybrid 42  / 37 / 40 45  / 40 /  43 $300 $475
Fusion Hybrid 44 / 41 / 42 47  / 47 /  47 $450 $775
MKZ Hybrid 38 / 37 / 38 45  / 45 /  45 $625 $1,050
Model Year Vehicle Powertrain Revised**

(Charge Sustaining, Charge Depleting, EV Range)

Previous**

(Charge Sustaining, Charge Depleting, EV Range)

Lease Customers  Purchase
Customers
2013-14 C-MAX Energi Plug-in Hybrid 38 mpg  / 88 MPGe+ /

19 mi EV range

43 mpg / 100 MPGe+  /

21 mi EV range

$475 $775
Fusion Energi Plug-in Hybrid 38 mpg  / 88 MPGe+  /

19 mi EV range

43 mpg  / 100 MPGe+ /

21 mi EV range

$525 $850

*Bolded figures in the above chart represent the values used to determine the customer goodwill payment.

** Combined numbers only.  Revised EPA-estimated ratings: 40 city, 36 highway MPG; 95 city, 81 highway MPGe. Charge depleting range is 20 mi.  Previous EPA-estimated ratings: 44 city, 41 highway MPG; 108 city, 92 hwy MPGe. Previous charge depleting range was 21.   

+MPGe is the EPA equivalent measure of gasoline fuel efficiency for electric mode operation.

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Editorial: Time For Fuel Economy Reform http://www.thetruthaboutcars.com/2013/08/editorial-time-for-fuel-economy-reform/ http://www.thetruthaboutcars.com/2013/08/editorial-time-for-fuel-economy-reform/#comments Fri, 16 Aug 2013 13:00:53 +0000 http://www.thetruthaboutcars.com/?p=499644 The revised fuel economy ratings for the Ford C-Max aren’t the first time that an auto maker has been forced to backtrack on fuel economy claims – nor will it be the last unless meaningful reform is undertaken to ensure that fuel economy figures more accurately reflect the way motorists drive their cars in the […]

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The revised fuel economy ratings for the Ford C-Max aren’t the first time that an auto maker has been forced to backtrack on fuel economy claims – nor will it be the last unless meaningful reform is undertaken to ensure that fuel economy figures more accurately reflect the way motorists drive their cars in the real world.

The discrepancies between the EPA’s fuel economy figures and what consumers can expect stem from a number of issues. For starters, manufacturers are allowed to self-report their findings, with the EPA only auditing about 10 to 15 percent of the vehicles on sale in any given year. There are all kinds of tricks that auto makers can use as well. In the case of the C-Max, Ford used data from its Fusion Hybrid to determine the C-Max’s fuel economy, which lead to inflated ratings. While this may seem nonsensical to the outside observer, this is allowed under EPA guidelines, as the auto makers are only required to submit data for the volume model of any group of nameplates that use the same powertrain – even if they bear little to no relation to one another, as was the case here.

EPA test procedures also do not permit the use of ethanol. Across the country but particularly in emissions-conscious states, many pumps dispense gasoline with up to ten or even twenty percent alcohol, which significantly reduces mileage. The driving conditions used bear little resemblance to anything encountered in the real world. Tests are conducted on a dynamometer rather than on a real road, and 48.3 mph is considered “free-flowing traffic” on a freeway while city driving cycles use a barely-crawling speed of just 21.2 mph. Despite being utterly detached from reality, there is a good reason why the EPA fuel economy tests are designed this way. They aren’t meant to really test fuel consumption.

An article by Consumer Reports quotes one expert as stating that the tests

“…were originally designed to test emissions, not fuel economy.  They wanted to test a variety of speeds and accelerations.”

CR’s own fuel economy tests revealed significant discrepancies between the EPA numbers and their own road test cycles, with the biggest culprits being small turbocharged 4-cylinder engines. These tend to do well on EPA tests, since the low speeds don’t require much boost from the turbocharger. By contrast, real world driving does require the turbo to work harder when driven at speeds above 21.2mph, which is how a car like the Lincoln MKZ, with a 2.0L 4-cylinder engine, can return 16 mpg in the real world despite being rated for 22 mpg by the EPA.

With gas prices edging higher and fuel consumption becoming a priority among car shoppers, fuel economy tests have become increasingly importance for shoppers. Consumers compare “em-pee-gee” figures like they would have once looked at 0-60 mph times or crash test safety ratings, and rely on the EPA numbers to make purchasing decisions. Automotive marketing types know this, it’s not unreasonable to assume that powertrain calibration has sometimes been designed specifically with the fuel economy testing procedures in mind. Being able to hit a “magic number” like 40 mpg highway is a marketing coup. But being exposed as unable to hit that number in real life is a tenfold embarrassment, as Ford and Hyundai both know.

The current regimen of fuel economy tests have clearly outlived their usefulness.If the EPA test really is designed to measure emissions rather than fuel consumption, then that’s a strong indication of how relevant their guidelines really are. The next step is, what should be done to bring them back to relevance? Can the EPA test process be reformed? Should there be an end to manufacturer reported figures? Or is it worth ignoring EPA figures from now on in favor of someone like Consumer Reports or even a self-reporting site like Fuelly?

 

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Introducing Our Long-Term C-Max, Yo http://www.thetruthaboutcars.com/2013/08/introducing-our-long-term-c-max-yo/ http://www.thetruthaboutcars.com/2013/08/introducing-our-long-term-c-max-yo/#comments Thu, 08 Aug 2013 14:14:21 +0000 http://www.thetruthaboutcars.com/?p=498585 TTAC’s making the big time now! Sure, the dweebs over at Motor Trend are currently driving a free Kia Optima, Nissan Frontier, Nissan Altima, MINI Cooper Coupe, Chrysler 300S, Acura ILX, VW Passat, Kia Rio, Subaru BRZ, Acura RDX, BMW 328i and a 650i Gran Coupe, but we’ve finally managed to snag a totally free […]

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TTAC’s making the big time now! Sure, the dweebs over at Motor Trend are currently driving a free Kia Optima, Nissan Frontier, Nissan Altima, MINI Cooper Coupe, Chrysler 300S, Acura ILX, VW Passat, Kia Rio, Subaru BRZ, Acura RDX, BMW 328i and a 650i Gran Coupe, but we’ve finally managed to snag a totally free hybrid wagon to run our “gophers” and our “YouTube engineers” and our “guys who submitted to violations of the most personal kind so they could attend overseas press launches for certain German sedans” to all the finest restaurants and yoga centers.

Just kidding.

Of course we had to pay for the f**king thing.

“We” in this case is also a somewhat tenuous concept. Your humble E-I-C’s babymomma* decided to step out of her Ford Edge SEL AWD lease a little early due to a certain ennui and some considerable annoyance with the egg-shaped Ford’s amazing thirst for fuel. I could feel her pain. When driven on identical loops with my Town Car, the Edge continually returned worse mileage. So much for twin-cam progress and unibody construction, am I right? One of her employees is currently enjoying a Tuscon so she was on the way to the Hyundai dealer when my son and I stepped in to demand she keep it semi-Euro. I had the kid coached to refer to the Tuscon as “the fugly frog” but it never came to that. After a quick drive in the C-Max it was a done deal. She’s already very efficient at using MyFordTouch and likes the various Ford interfaces that are somewhat similar between the Edge and the Focus-based tall wagon.

She picked a “303 package” with the additional panoramic roof. For an MSRP of $33,235 the C-Max does everything beside park itself. No, wait, it parks itself. I thought that as a former owner of various high-speed hardware including three different turbo Volkswagens and a Mopar Stage 3 SRT-4 she’d find the hybrid drivetrain wayyyy too slow, but it turns out she is fascinated with the leaves that grow on the screen and the Prius-alike hybrid power display. She brought the C-Max home tonight and made the mistake of letting my son see her swipe her foot beneath the bumper to open and close the rear door. In a flash he’d popped the thing open, swung his foot a second time, and hopped in the cargo area ahead of the closing hatch “for hiding time”.

Full disclosure here: I asked Ford for employee pricing on this vehicle, citing my immense status in the business and the fact that I once stood next to Dutch Mandel while they were handing out ice cream at an auto show display, but I was told to go stuff myself, with particular reference to the Lincoln MKZ review recently penned by TTAC’s Lion of Judah, Derek Kreindler. Turns out the babymomma can cut a sharp deal without my help so her lease cost is well under $500 a month for a high-mileage, nothing-down three-year term.

Ford’s high-priced Prius competitor has come in for a lot of criticism since its introduction so I’ll be keeping close tabs on quality control issues, driveability, and that raison d’etre of hybrid fuel economy. Naturally, we’ll report all the news that’s fit to print, a task made easier by the fact that we aren’t indebted to a manufacturer for the car or anything having to do with it. Stay tuned!

* Okay, she’s not my babymomma. She’s my ex-wife. We’d been married for well over a decade when my son was born within the confines of legal wedlock and so on and so forth. All very conventional and boring. But I say “babymomma” because it upsets the guys who still live with their parents and read “The Car Lounge” all day and haven’t figured out how to inseminate anything more complex than a Hot Pocket. Come on, guys! At least step up to the Tenga EasyBeat! (Warning: link contains sexual situations that will be unfamiliar to the vast majority of Honda S2000 owners)

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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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Ford C-Max Outsells Toyota Prius V In First Full Month Of Sales http://www.thetruthaboutcars.com/2012/11/ford-c-max-outsells-toyota-prius-v-in-first-full-month-of-sales/ http://www.thetruthaboutcars.com/2012/11/ford-c-max-outsells-toyota-prius-v-in-first-full-month-of-sales/#comments Fri, 02 Nov 2012 17:21:39 +0000 http://www.thetruthaboutcars.com/?p=465748 The Ford C-Max’s first full month on sale was a fruitful one for the Blue Oval – the C-Max managed to beat its arch rival, the Toyota Prius V. Toyota managed to move 2769 Prius V’s in October, compared to 3182 C-Max’s. According to AutoGuide, 25 percent of C-Max sales occurred in California.  

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The Ford C-Max’s first full month on sale was a fruitful one for the Blue Oval – the C-Max managed to beat its arch rival, the Toyota Prius V.

Toyota managed to move 2769 Prius V’s in October, compared to 3182 C-Max’s. According to AutoGuide, 25 percent of C-Max sales occurred in California.

 

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2013 Ford C-Max Undercuts Toyota Prius V By $555 http://www.thetruthaboutcars.com/2012/05/2013-ford-c-max-undercuts-toyota-prius-v-by-555/ http://www.thetruthaboutcars.com/2012/05/2013-ford-c-max-undercuts-toyota-prius-v-by-555/#comments Thu, 17 May 2012 13:54:51 +0000 http://www.thetruthaboutcars.com/?p=444808 Ford has priced their C-Max MPV with a base sticker of $25,995, or $555 less than its main rival, the Toyota Prius V. Ford claims that the C-Max has a few more cubic feet of cargo room, as well as a taller roofline than the Prius V for more headroom. Features like MyFordTouch will be […]

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Ford has priced their C-Max MPV with a base sticker of $25,995, or $555 less than its main rival, the Toyota Prius V.

Ford claims that the C-Max has a few more cubic feet of cargo room, as well as a taller roofline than the Prius V for more headroom. Features like MyFordTouch will be offered as standard.

Ford expects the C-Max to best the Prius V in fuel economy as well, but figures weren’t announced. Also conspicuously absent was pricing for the C-Max Energi plug-in hybrid – which Ford claims can beat the fuel economy of the Prius Plug-In. The base C-Max uses the 2.0L Atkinson cycle engine and hybrid powertrain similar to the Ford Fusion Hybrid.

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