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Ford C-Max
Ford C-Max
Ford C-Max
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Ford C-Max
Ford C-Max 1.6 TDCi Trend
Overview
ManufacturerFord
Production2003–2019
Body and chassis
ClassCompact MPV
Body style5-door MPV
LayoutFront-engine, front-wheel-drive

The Ford C-Max (stylized as Ford C-MAX and previously called the Ford Focus C-Max) is a car produced by the Ford Motor Company from 2003 to 2019.[1] It has a five-door compact multi-purpose vehicle (MPV) design. The Ford Grand C-Max has a longer wheelbase.

Ford introduced the C-Max in the United States as its first hybrid-only line of vehicles, which includes the C-Max Hybrid, released in September 2012, and the C-Max Energi plug-in hybrid, launched in October 2012. Although the C-Max was initially available only in Europe, the first generation was partially available in New Zealand.

First generation (2003)

[edit]
First generation
Overview
Also calledFord Focus C-Max (2003–2007)
Production2003–2010
Model years2004–2010
AssemblySaarlouis, Germany (Saarlouis Body & Assembly)
DesignerDaniel Paulin
Body and chassis
PlatformFord C1 platform
Powertrain
Engine
Transmission4-speed automatic
5-speed manual transmission
6-speed manual transmission
7-speed automatic
CVT automatic
Dimensions
Wheelbase2,640 mm (103.9 in)
Length4,371 mm (172.1 in)
Width1,825 mm (71.9 in)
Height1,588 mm (62.5 in)
Curb weight1,372–1,527 kg (3,025–3,366 lb)

The Ford Focus C-Max is preceded by the eponymous show car, which was designed by Daniel Paulin and unveiled at the 2002 Paris Motor Show.[2][3]

Ford originally planned for a release in the year 2000, to compete with the 1997 Renault Megane Scenic. However after unveiling of the Opel Zafira with its 7-seat configuration, Ford restarted development, targeting for a 7-seater as well. This would require the Focus to utilize a new platform, instead of the Ford C170 platform used by the Focus Mk1, the C-Max was the first product to use the new Ford C1 platform, also used by the Ford Focus Mk II and the compact MPV Premacy/Mazda5. Its internal code name is C214. Regardless, due to technical difficulties Ford never released a 7-seat version of this generation of C-Max.[4]

It seats five passengers and has a large amount of cargo space, which can be increased by folding the rear seats flat. Some models feature diagonally sliding outer rear seats. It also shares the control blade independent rear suspension from the Focus.

Engines and transmissions

[edit]

The available four-cylinder engines are the same as the Focus.
The 1.6 L Duratec was the basic engine for C-Max, and the 1.6 L Ti-VCT Duratec was also available.
The 1.8/2.0 L Duratec HE engines are the rest of available petrol engines.
The 1.8 L Ford flexifuel, or 1.8f, was a flexible-fuel hybrid engine sourced from Volvo, B4204S5, and was able to run on gasoline and ethanol (E85). Ethanol added about 25 hp extra for a total 125 hp, although with higher consumption.
The 1.6/2.0 L Duratorq Ford/PSA-made diesels were available along with Ford's 1.8 L Endura engine, which is upgraded and named Duratorq.

Model/engine Capacity Cylinders/valves Power/rpm Torque (Nm)/rpm
1.6 Duratec 1,596 cc 4/16 100 hp (75 kW; 101 PS) at 6000 146 N⋅m (108 lb⋅ft) at 4000
1.6 Duratec Ti-VCT 1,596 cc 4/16 115 hp (86 kW; 117 PS) at 6000 155 N⋅m (114 lb⋅ft) at 4150
1.8 Duratec HE 1,798 cc 4/16 125 hp (93 kW; 127 PS) at 6000 165 N⋅m (122 lb⋅ft) at 4000
1.8F Flexifuel B4184S2 1,798 cc (109.7 in3) 4/16 125 PS (92 kW; 123 hp) at 6000 165 N⋅m (122 lb⋅ft) 4000
2.0 Duratec HE 1,999 cc 4/16 145 hp (108 kW; 147 PS) at 6000 185 N⋅m (136 lb⋅ft) at 4500
1.6 Duratorq 1,560 cc 4/16 90 hp (67 kW; 91 PS) at 4000 215 N⋅m (159 lb⋅ft) at 1750
1.6 Duratorq 1,560 cc 4/16 109 hp (81 kW; 111 PS) at 4000 240 N⋅m (177 lbf⋅ft)/*260 N⋅m (192 lbf⋅ft) at 1750
1.8 Duratorq 1,753 cc 4/16 115 hp (86 kW; 117 PS) at 3700 280 N⋅m (207 lbf⋅ft) /*300 N⋅m (221 lbf⋅ft) at 1900
2.0 Duratorq 1,997 cc 4/16 136 hp (101 kW; 138 PS) at 4000 320 N⋅m (236 lbf⋅ft) /*340 N⋅m (251 lbf⋅ft) at 2000

*Overboost

Transmissions mated with engines are Ford IB5 (1.6/1.8 Duratec), Ford Durashift (2.0 Duratorq), MTX-75 (2.0 Duratec / 1.6-1.8 Duratorq) manual and Ford Powershift double-clutch transmission available with 2.0 Duratorq. The 4F27E mated with the 2.0 Duratec engine. A CVT automatic was also available[5]

Facelift

[edit]

In December 2006, the facelifted version of the C-Max was revealed at the 2006 Bologna Motor Show and went on sale in late spring 2007.[6] The pre-facelift version of the car (2003–2007) was called the Ford Focus C-Max. The name change to C-Max is attributable to Ford's MPV strategy of creating a 'Max' branded line of MPVs, starting with the Ford S-Max, launched in 2006.

The facelift brought the car in line with Ford's "Kinetic Design" design language, evidenced through its twin trapezoidal grilles, large wheel arches, and angular headlights. As the car does not have a bodyshell originally designed for Kinetic Design, though, Ford officially states that the car contains only "elements" of the design language.

  • Before facelift
    Before facelift
  • After facelift
    After facelift
  • After facelift
    After facelift
  • Interior
    Interior

Second generation (2011)

[edit]
Second generation
Overview
Production2010–2019 (Europe)
2012–2018 (United States)
Model years2013–2018 (US)
AssemblySpain: Valencia (Ford Valencia)
Germany: Saarlouis (Saarlouis Body & Assembly)
United States: Wayne, Michigan (hybrid)
Body and chassis
PlatformFord Global C platform
RelatedFord Focus Mk III
Powertrain
Engine
Transmission5-speed manual
6-speed manual
6-speed automatic
Dimensions
WheelbaseC-Max: 2,648 mm (104.3 in)
Grand C-Max: 2,788 mm (109.8 in)
LengthC-Max: 4,380 mm (172.4 in)
Grand C-Max: 4,520 mm (178.0 in)
Width1,828 mm (72.0 in)
HeightC-Max: 1,626 mm (64.0 in)
Grand C-Max: 1,684 mm (66.3 in)
Curb weightC-Max: 1,374–1,550 kg (3,029–3,417 lb)
Grand C-Max: 1,477–1,697 kg (3,256–3,741 lb)

Alongside the third-generation Ford Focus Mk III, the second-generation C-Max (C344) is built on Ford's new Global C platform. The appearance is inspired by the Iosis Max concept, shown at the 2009 Geneva Motor Show. In addition, Ford added a long-wheelbase, seven-seat minivan variant of the C-Max, the Ford Grand C-Max.[7]

The vehicle was unveiled at the 2009 Frankfurt Motor Show.[8] Early European models include 5 seats, and 7-seat models entered the market at the end of 2010 (except Russia, where there is only the 7-seat model). At the 2011 North American International Auto Show, Ford announced a seven-seat C-MAX for the North American market,[9] but this model was cancelled prior to launch.[10]

Ford unveiled the Ford C-Max Energi plug-in hybrid and the C-Max Hybrid at the 2011 North American International Auto Show. Like the conventional C-Max, the C-Max Energi and Hybrid are five-seat only. They replace the Ford Escape Hybrid and Mercury Mariner Hybrid since Ford discontinued the Mercury brand after the 2011 model year and the Escape Hybrid after the 2012 year model. The C-Max is Ford's first hybrid-only line of vehicles. Both the plug-in and hybrid versions are based on the European gasoline- and diesel-powered versions.[11]

The C-Max Hybrid was released in the United States in September 2012 as a 2013 model,[12] followed by the release of the plug-in Energi version by mid-October 2012.[13]

Production of the C-Max Energi in the United States ended in September 2017, while Hybrid production ended in 2018.[14]

Features

[edit]

The new Mk III platform is the first in its class to support torque vectoring control.[15]

The redesigned C-Max features flat folding third-row seats, a hands-free power lift gate, rear-view camera, park assist, and panoramic sunroof. HD radio, Sirius XM, Sync, dual-zone climate control system, and a navigation system come as standard or as available options on the different trim lines.

The aerodynamics (drag coefficient, cw) of the car has been improved, being 0,30 for the five-seater and 0,32 for the Grand C-Max.[15]

Conventional engines and transmissions

[edit]

Like the previous C-Max, the new C-Max also came with a range of petrol and diesel four-cylinder engines, which were shared with the Focus:

  • The 1.0 L Ecoboost comes available in two states of tune, alongside the 1.6 - 100 and 125 hp (75 and 93 kW; 101 and 127 PS) guises.
  • The 1.6 L naturally aspirated Duratec Ti-VCT was available in three output levels.
  • The 1.6 L EcoBoost came in two different variants, the same as in the Focus.
  • The 1.5 L EcoBoost replaced the earlier 1.6 in April 2015; its power and torque figures are identical to the 1.6.
  • The 1.6 L eight-valve Duratorq TDCi Ford/PSA-made diesels were upgraded; Ford's 1.8 L Endura engine was no longer available.
  • The 1.5 L 16-valve Duratorq TDCi replaced the earlier 1.6 in April 2015.
  • The 2.0 16-valve Duratorq TDCi Ford/PSA-made diesels came in three different output levels; as of April 2015, this engine was overhauled and then only two versions were available.
Model/engine Capacity Cylinders/valves Power/rpm Torque/rpm Dates
1.0 Ecoboost 999 3/12 100 PS (99 hp; 74 kW) at 6000 170 N⋅m (125 lb⋅ft; 17 kg⋅m) at 1500-4500 September 2012 – June 2019
125 PS (123 hp; 92 kW) at 6000
1.6 Duratec Ti-VCT 1,596 4/16 85 PS (84 hp; 63 kW) 141 N⋅m (104 lb⋅ft; 14 kg⋅m) at 2500 October 2010 – March 2018
1.6 Duratec Ti-VCT 1,596 4/16 105 PS (104 hp; 77 kW) at 6000 150 N⋅m (111 lb⋅ft; 15 kg⋅m) at 4000-4500 October 2010 – May 2014
1.6 Duratec Ti-VCT 1,596 4/16 125 PS (123 hp; 92 kW) at 6000 159 N⋅m (117 lb⋅ft; 16 kg⋅m) at 4000
1.5 EcoBoost 1,499 4/16 150 PS (148 hp; 110 kW) at 6000 240 N⋅m (177 lb⋅ft; 24 kg⋅m) at 1600-4000 April 2015 – June 2019
1.5 EcoBoost 1,499 4/16 182 PS (180 hp; 134 kW) at 6000 240 N⋅m (24 kg⋅m; 177 lb⋅ft) at 1600-5000 April 2015 – July 2018
1.6 EcoBoost 1,596 4/16 150 PS (148 hp; 110 kW) at 5700 240 or 270 N⋅m (177 or 199 lb⋅ft; 24 or 28 kg⋅m) at 1600-4000[a] October 2010 – March 2015
1.6 EcoBoost 1,596 4/16 182 PS (180 hp; 134 kW) at 5700 240 or 270 N⋅m (177 or 199 lb⋅ft; 24 or 28 kg⋅m) at 1600-5000[a]
Model/engine Capacity Cylinders/valves Power/rpm Torque/rpm Dates
1.5 Duratorq 1,499 4/16 95 PS (94 hp; 70 kW) at 3600 250 N⋅m (184 lb⋅ft; 25 kg⋅m) at 1750-2500 April 2015 – June 2019
105 PS (104 hp; 77 kW) at 3600 270 N⋅m (199 lb⋅ft; 28 kg⋅m) at 1750 April 2015 – March 2018
120 PS (118 hp; 88 kW) at 3600 270 or 300 N⋅m (199 or 221 lb⋅ft; 28 or 31 kg⋅m) at 1750-2500[b] April 2015 – June 2019
1.6 Duratorq 1,560 4/8 95 PS (94 hp; 70 kW) at 3600 230 N⋅m (170 lb⋅ft; 23 kg⋅m) at 1500-2000 October 2010 – March 2015
115 PS (113 hp; 85 kW) at 3600 270 or 285 N⋅m (199 or 210 lb⋅ft; 28 or 29 kg⋅m) at 1750-2500[a]
2.0 Duratorq 1,997 4/16 115 PS (113 hp; 85 kW) at 3750 300 N⋅m (221 lb⋅ft; 31 kg⋅m) at 1500-2250 October 2010 – March 2015
140 PS (138 hp; 103 kW) at 3750 320 N⋅m (236 lb⋅ft; 33 kg⋅m) at 1750-2750
163 PS (161 hp; 120 kW) at 3750 340 N⋅m (251 lb⋅ft; 35 kg⋅m) at 2000-3250
150 PS (148 hp; 110 kW) at 3500 370 N⋅m (273 lb⋅ft; 38 kg⋅m) at 2000 April 2015 – June 2019
170 PS (168 hp; 125 kW) at 3500[c] 400 N⋅m (295 lb⋅ft; 41 kg⋅m) at 2000-2750
  1. ^ a b c overboost
  2. ^ with Powershift double-clutch transmission
  3. ^ automatic only

Transmissions mated with the engines are the Ford IB5 (1.6 Duratec Ti-VCT), B6 (1.6 EcoBoost/1.6 Duratorq), Durashift MMT6 (2.0 Duratorq) manual, and Ford Powershift double-clutch transmission available with the 2.0 Duratorq engine.

  • Ford C-Max
    Ford C-Max
  • Ford C-Max facelift
    Ford C-Max facelift
  • Ford C-Max facelift
    Ford C-Max facelift
  • Ford Grand C-Max facelift
    Ford Grand C-Max facelift
  • Ford Grand C-Max
    Ford Grand C-Max
  • Dashboard
    Dashboard

The Ford C-MAX was facelifted in 2015 and the 1.6 Ecoboost changed to the three-cylinder 1.0 Ecoboost along with the 1.6 TDCI 115PS Duratorq changing to the 1.5 TDCI single-overhead-cam unit.

Hybrid

[edit]

Ford developed the C-Max Hybrid with the aim to become "America’s most affordable hybrid utility vehicle." The gasoline-electric hybrid model base pricing started at US$24,995, including destination and delivery.[16][17]

Specifications

[edit]
Ford C-Max Hybrid on display at the entrance to Ford's Wayne Stamping & Assembly plant

The front-wheel drive hybrid has a 2.0-liter four-cylinder Atkinson cycle engine mated to an 88kW[18] electric traction motor and a 1.4 kWh lithium-ion battery for total system power output of 188 horsepower (140 kW; 191 PS). The top speed in all-electric mode of 65 mph (105 km/h) and the car's top speed in hybrid mode is 115 mph (185 km/h).[11][19][20]

The hybrid has a maximum cargo volume of 52.6 cu ft (1,490 L) with rear seats folded flat, and 24.5 cu ft (690 L) in the cargo area behind the rear seats, providing more room than the regular Prius liftback, but less cargo room than the Prius V, which provides 67.3 cu ft (1,910 L) with the rear seats folded.[11][21]

The Hybrid is offered in two trims:

The SE features eco-friendly cloth seating surfaces, Ford SYNC system with A/M-F/M stereo with single-disc CD/MP3 player, USB and auxiliary input jacks, six speakers, a multi-informational gauge cluster and color display screen, keyless entry, alloy wheels, and split-folding rear bench seat, plus a security alarm.

The SEL adds leather seating surfaces, MyFord Touch with AM/FM HD radio stereo with single-disc CD/MP3 player and USB and auxiliary input jacks, a Sony premium surround sound system, SIRIUS Satellite Radio, power dual front seats, keyless access, push-button start system, and other luxury features. For the 2017 model year, the SEL trim level on both the C-Max Hybrid and Energi were renamed to the Titanium trim level and also all the 2017 Ford C-Max Hybrids and plug-in Energis were expected to have restyled headlights and taillights.

The Energi Plug-In Hybrid was only available in SEL trim, but for the 2017 model year, the C-Max Energi was also available on the SE trim level.

EPA ratings

[edit]

Ford's design aimed for the C-Max Hybrid to deliver better fuel economy than the Toyota Prius V.[22] Ford had reduced its estimated fuel economy twice, once in 2013 and again in 2014, with the second revision placing fuel economy below the Prius V.[23] The US Environmental Protection Agency (EPA) initially rated the hybrid model at 47 mpg‑US (5.0 L/100 km; 56 mpg‑imp) with the same rating for combined/city/highway cycles. These ratings allowed the C-Max Hybrid to improve the fuel economy of the Toyota Prius v by 3 mpg‑US (78 L/100 km; 3.6 mpg‑imp) on the city cycle, by 7 mpg‑US (34 L/100 km; 8.4 mpg‑imp) on the highway cycle and by 5 mpg‑US (47 L/100 km; 6.0 mpg‑imp) combined.[19] However, after criticism and lawsuits about worse-than-expected real-world fuel economy, in August 2013 Ford voluntarily lowered the EPA ratings and issued customer rebates. The revised fuel economy ratings were reduced to 45 mpg‑US (5.2 L/100 km; 54 mpg‑imp) for city driving, 43 mpg‑US (5.5 L/100 km; 52 mpg‑imp) for combined and 40 mpg‑US (5.9 L/100 km; 48 mpg‑imp) for highway.[24] The revised rating for the updated 2013 C-Max Hybrid is still better than the 42 mpg‑US (5.6 L/100 km; 50 mpg‑imp) combined rating for the Toyota Prius v.[25] A second downward revision was made during June 2014.

Ford boosted the on-road fuel efficiency of its three 2013 model year hybrids through changes in the cars' vehicle control software in an effort to improve customer satisfaction. The upgrade was offered free of charge to existing owners of these hybrids. Some of the changes include:[26]

  • Increasing the maximum pure electric speed from 62 to 85 mph (100 to 137 km/h), allowing increased use of electric-only mode on the highway
  • Optimizing the use of active grille shutters to reduce aerodynamic drag under more driving and temperature conditions, including cold weather, during air conditioner use, and when the engine coolant temperature is higher
  • Reducing the electric fan speed as a function of coolant temperature to minimize the fan’s energy consumption
  • Shortening engine warm-up time by up to 50% to enable electric-only driving and engine shutdown at stops sooner after cold starts
  • Optimizing the climate-control system to minimize use of the air-conditioning compressor and reduce the energy used in cold-weather operation

Sales

[edit]

A total of 969 units was sold during September 2012, allowing the C-Max Hybrid to rank as the ninth-best selling hybrid car in the United States that month.[12] During October, its first full month in the market, 3,182 units were sold, outselling the Prius V by more than 400 units, which had ranked as the fourth-most sold hybrid in the previous months. Sales of the C-Max Hybrid also led Ford to achieve its best October hybrid sales month ever with a total of 4,612 sales, up 142% over October 2011. Ford reported that 25% of C-Max Hybrid sales took place in California, with Los Angeles and San Francisco as the top-selling regional markets.[27][28] A total of 10,935 C-Max Hybrids were sold during 2012,[29] and a total of 28,056 units in 2013.[30] After Ford cut the car's EPA fuel economy rating by 4 mpg‑US (59 L/100 km; 4.8 mpg‑imp) to 43 mpg‑US (5.5 L/100 km; 52 mpg‑imp) in the middle of 2012, the car experienced its three worst sales months since it debuted in the U.S.[31] Since its inception, a total of 72,330 units had been sold in the United States through December 2015.[29][30][32][33]

Fuel economy controversies

[edit]

In December 2012, Motor Trend reported that Consumer Reports magazine and Green Car Reports have found that the 2013 Ford C-Max Hybrid and 2013 Ford Fusion Hybrid, which share the same powertrain, do not deliver their triple 47 mpg‑US (5.0 L/100 km; 56 mpg‑imp) EPA ratings in real-world use.[34][35][36] After running both vehicles through Consumer Reports real-world tests, the magazine found that C-Max hybrid achieved a combined fuel economy average of 37 mpg‑US (6.4 L/100 km; 44 mpg‑imp), with 35 mpg‑US (6.7 L/100 km; 42 mpg‑imp) and 38 mpg‑US (6.2 L/100 km; 46 mpg‑imp) for city and highway.[35] Green Car Reports found that the C-Max delivered 37 mpg‑US (6.4 L/100 km; 44 mpg‑imp) over 50 mi (80 km) of mixed freeway and urban driving, and 40 mpg‑US (5.9 L/100 km; 48 mpg‑imp) over 240 mi (390 km) mostly at freeway speeds.[36]

Consumer Reports concluded that the overall fuel economy for the C-Max Hybrid is off by 10 mpg‑US (24 L/100 km; 12 mpg‑imp), representing a deviation of about 20%. The consumer magazine said that their overall fuel economy results are usually close to the EPA's combined-mpg estimate, and among current models tested, more than 80% fall within 2 mpg‑US (120 L/100 km; 2.4 mpg‑imp) margin. The largest discrepancy the magazine has previously found was 7 and 6 mpg‑US (34 and 39 L/100 km; 8.4 and 7.2 mpg‑imp) for the Toyota Prius C and the Prius hatchback, respectively.[35][37] Ford responded in a statement, saying, "Early C-MAX Hybrid and Fusion Hybrid customers praise the vehicles and report a range of fuel economy figures, including some reports above 47 mpg‑US (5.0 L/100 km; 56 mpg‑imp). This reinforces the fact that driving styles, driving conditions, and other factors can cause mileage to vary."[37][38]

A few days later, the Environmental Protection Agency (EPA) said it would review claims that two new Ford hybrid vehicles were not delivering the advertised 47 mpg. Linc Wehrly, Director of Light-duty Vehicle Center Compliance Division at EPA's National Vehicle and Fuel Emissions Laboratory in Ann Arbor, Michigan, commented that hybrids had far more variability in miles per gallon than conventional vehicles. All vehicles are run through the same EPA fuel-efficiency tests, but they are not administered by the EPA; instead, the automakers conduct the test and EPA often conducts reviews. Most vehicles' real-world gas mileage levels are less than the EPA sticker number, and can often be 20% less. depending on speed, temperature, and other factors. The EPA explained that with hybrids, the gap was much wider, as high as 30%.[38]

The problem lay with EPA's rules that allowed automakers to group similar vehicles and apply the same ratings, which Ford did with the Fusion hybrid and C-Max hybrids.[39]

Ford Motor Co. officials said the real-world fuel efficiency in the C-Max Hybrid depended on driving style and other factors, and that the company did not expect the car's fuel efficiency numbers to change, as they followed EPA's test guidelines. Ford said they were working closely with the EPA to determine if their hybrid vehicle testing procedures needed to be changed. They explained that several factors could affect hybrid fuel economy more than that of regular gasoline engines, including speed (as the difference between 75 and 65 miles per hour (121 and 105 km/h) could produce a 7 mpg difference in fuel economy); outside temperature (the difference between 40 and 70 °F (4 and 21 °C) could result in a 5 mpg difference); and vehicle break-in (a 5 mpg difference could occur from the difference 0 to 6 miles (0.0 to 9.7 km)).[40][41]

Due to the criticism and lawsuits, in July 2013, Ford announced it would boost the on-road fuel efficiency of the C-Max and its other two 2013 hybrids through changes in the vehicle control software, in an effort to improve customer satisfaction.[26] The carmaker voluntarily reduced the official EPA ratings in August 2013.[24] It also announced it would issue rebates to some 32,000 C-Max owners, who would be notified by mail. The payment would be US$550 to U.S. customers who purchased C-Maxes, and US$325 to customers who had leased them.[24]

After the Ford announcement, the EPA stated that it would update the test procedures used to assign fuel economy ratings to cars "to ensure that the requirements keep pace with industry trends and innovations in advanced high-efficiency vehicles." Ford used the Fusion Hybrid test to generate the fuel economy label for the C-Max Hybrid following EPA's rules. These, which date to the 1970s, specify that automakers can use the same fuel economy numbers for similar-sized vehicles equipped with the same engines and transmissions. The EPA requires automakers to test the fuel economy of the biggest-selling model in a specific category. In its midsized hybrid class, Ford tested the Fusion sedan version because it was the top seller, and Ford was allowed to apply the 47 mpg‑US (5.0 L/100 km; 56 mpg‑imp) achieved with the Fusion Hybrid in combined, city, and highway driving to the C-Max hybrid. Ford had no plans to change the fuel economy ratings on the 2013 Fusion hybrid.[24][42]

In June 2014, Ford found some glitches in their internal tests and had to drop the MPG ratings by 1-2 miles per gallon for a few models like the 2013-2014 Fusion and C-Max hybrids, including the plug-ins. To mitigate customers' concerns, the automaker provided financial compensation. Depending on whether the vehicle was bought or leased, owners got from $150 to $1,050 to help cover the increase in fuel costs due to the new ratings.[43]

Plug-in hybrid

[edit]
Ford C-Max Energi
Overview
Production2012–November 2017[44]
Model years2013–2017
AssemblyUnited States: Wayne, Michigan
Body and chassis
RelatedFord Fusion Energi
Powertrain
Battery7.6 kWh lithium-ion
Electric range20 mi (32 km)[45]
Rear view

The C-Max Energi plug-in hybrid started at US$27,995[46] including the destination fee. According to its battery size, the plug-in car qualified for a federal tax credit of US$4,007,[47] and it is eligible for additional incentives at the state and local level, such as California's US$1,500 rebate.[48]

Specifications

[edit]

The C-Max Energi was designed with total 188 horsepower (140 kW; 191 PS) in hybrid mode delivered by a 2.0-liter Atkinson cycle four-cylinder gasoline engine plus an electric motor powered by a 7.6 kWh lithium-ion battery pack, which is smaller and lighter than nickel–metal hydride batteries used in previous Ford generation hybrids.[20][49] The electric drivetrain can produce a peak power of 68 kW (91 hp; 92 PS), limited by the size of the electric motor and the power-delivery capability of the battery pack, and delivered a total system power of 195 horsepower (145 kW; 198 PS) in charge-depleting mode (EV mode).[20] The C-Max Energi is capable of reaching a top electric-only speed of 85 mph (137 km/h), exceeding the Toyota Prius Plug-in Hybrid (Prius Prime in North America) by more than 20 mph (32 km/h).[19] The top speed in hybrid mode is 115 mph (185 km/h).[20]

The C-Max Energi uses a regenerative braking system capable of capturing and reusing more than 95% of the braking energy normally lost during the braking process. The charging time for the C-Max Energi is 7 hours with a 120-volt charger, and 2.5 hours with a 240-volt charger. The charge port has an LED light ring like the Ford Focus Electric and is located on the driver’s side and near the front of the car. The light ring illuminates to indicate charge status. The battery is covered by an 8-year or 100,000-mile (160,000 km) component warranty.[20][49][50]

Ford equipped the C-Max Energi with a button mounted in the center stack that enables drivers to choose an electric-only driving mode, and allows the driver to switch vehicle operation between three modes - electric-only driving without gasoline engine power ("EV Now" setting); normal hybrid mode where the powertrain blends electric and gasoline engine power as appropriate ("EV Auto" setting); or a battery-saving mode that reserves the battery power for later use ("EV Later" setting).[19] Like the Ford Fusion Hybrid, the C-Max Energi comes with a SmartGauge with EcoGuide that provides in-vehicle customizable displays, including instantaneous fuel economy readings and coaching functions to help drivers understand and optimize their fuel efficiency. The plug-in hybrid also features ECO Cruise which saves energy by relaxing acceleration compared to standard cruise control.[20][49]

EPA ratings

[edit]
Ford C-Max Energi badge.

Ford designed the C-Max Energi plug-in hybrid to deliver better miles per gallon equivalent (MPG-e) in all-electric mode than the Toyota Prius Plug-in Hybrid.[16][22] Initially, the EPA rated the Energi combined city/highway fuel economy in all-electric mode at 100 MPG-e (100 mpg‑US (2.4 L/100 km; 120.1 mpg‑imp)).[51][52] Later, when owners complained of not achieving the sticker fuel economy, and following a technical review, the official EPA rating in EV mode was downgraded to 88 MPG-e (88 mpg‑US (2.7 L/100 km; 105.7 mpg‑imp)).[45] In a similar way, initially the EPA rating in hybrid-gasoline mode was 43 mpg‑US (5.5 L/100 km; 52 mpg‑imp),[49] but it was later downgraded to 38 mpg‑US (6.2 L/100 km; 46 mpg‑imp).[45] EPA's rating for combined EV/hybrid operation is 51 MPG-e (4.6 L gasoline equivalent/100 km), which allows the C-Max Energi to rank in sixth place, together with the Fusion Energi, among the top ten EPA-Rated Fuel Sippers since 1984.[53]

The C-Max Energi has an all-electric range of 20 miles (32 km), for a total EPA certified range of 550 miles (890 km),[45] which in 2012 surpassed both the first-generation Chevrolet Volt (380 miles (610 km)), and the Prius Plug-in Hybrid (540 miles (870 km)).[54]

Sales

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Ford C-Max Solar Energi concept exhibited at the 2014 Geneva Motor Show

Ford released the C-Max Energi in the U.S. market by mid October 2012, and during that month 144 units were delivered to U.S. retail customers,[55] and ended with 2,374 units delivered in 2012.[29] The C-Max Energi ranked as the fifth top selling plug-in electric car in the U.S. during 2013,[30] and climbed to number fourth in 2014.[32] Over 35,700 units have been sold in North America and Europe through December 2016, with 33,509 units delivered in the U.S. through December 2016,[29][30][32][33][56] 967 units in Canada through December 2016,[57] and 1,229 in the Netherlands in 2015.[58]

C-Max Solar Energi concept

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Ford Motor Company announced the C-MAX Solar Energi concept, a solar PV-powered vehicle to run electrically without depending on the electric grid for fuel. The C-MAX Solar Energi Concept was unveiled at the 2014 International CES in Las Vegas. This is a collaborative project of Ford, SunPower Corp. and the Georgia Institute of Technology.[59][60]

Production

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For the North American market, the C-Max Hybrid was assembled alongside the 2012 Focus and Ford Focus Electric at Ford's Wayne plant in Michigan. The C-Max Energi was also assembled in Michigan. Since 2015, all European versions are built in the Saarlouis Body & Assembly, Germany.[61] Ford of Europe announced that it would end production of both the C-Max and Grand C-Max in Germany by the end of the second quarter of 2019.[62]

Recognition

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In Europe, the C-Max is designed with lower VOC and allergens, along with several other Ford vehicles.[65]

See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ford C-Max

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from Grokipedia
The Ford C-Max is a compact multi-purpose (MPV) produced by the from 2003 to 2019, featuring a five-door design with flexible seating for up to five passengers and emphasizing practicality, , and family-oriented versatility. Initially launched in as the Focus C-Max on the second-generation platform, it evolved into a standalone model with the 2007 facelift, offering a range of petrol and diesel engines including 1.6-liter and 2.0-liter options producing 90 to 145 PS. Over 1.2 million units of the first generation were sold, highlighting its popularity as an affordable and spacious alternative to larger minivans. The second generation, introduced in 2010, adopted Ford's kinetic with sharper lines and improved , available in both standard five-seat C-Max and extended seven-seat Grand C-Max variants primarily in . It featured advanced powertrains such as the 1.0-liter and 1.5-liter EcoBoost petrol engines (100 to 182 PS) and efficient TDCi diesels (95 to 150 PS), with updates in adding technologies like Active City Stop emergency braking, SYNC 2 infotainment, and hands-free tailgate for enhanced safety and convenience. Production continued until 2019 in , with the model praised for its refined interior, low CO2 emissions (as low as 99 g/km in ECOnetic variants), and driving dynamics. In , the C-Max debuted in exclusively as a hybrid model, utilizing a 2.0-liter Atkinson-cycle inline-four engine paired with an for 188 total horsepower and an eCVT transmission, with EPA ratings of 42 combined for the and 40 combined for 2014–2018 models. Offered in SE, SEL (later Titanium) trims for both the standard hybrid and Energi plug-in hybrid variants, it provided up to 52.6 cubic feet of cargo space and a 540-mile range, though sales ended in 2018 amid shifting market preferences toward SUVs. The C-Max's legacy lies in its role as a pioneer in compact hybrid MPVs, blending European with American demands.

Development and introduction

Origins and platform

In the early , Ford sought to expand its European lineup by entering the growing compact multi-purpose vehicle (MPV) segment, driven by the popularity of models like the Scenic and . The company aimed to offer a versatile, family-oriented alternative that combined the practicality of an MPV with the driving dynamics of its compact cars, targeting urban and suburban buyers in a market where such vehicles were increasingly favored for their space efficiency over traditional sedans or hatchbacks. The first-generation Ford C-Max, launched in 2003, was built on the Ford C1 platform, a modular architecture co-developed with and that underpinned the second-generation European from 2004 to 2010. This front-wheel-drive, structure emphasized shared components across Ford's compact lineup, enabling cost-effective production and adaptability for various body styles while maintaining a lightweight design for improved handling. For the second generation, introduced in 2010, the C-Max evolved to the , a scalable architecture that debuted with the third-generation Focus in 2011 and supported global markets with enhanced rigidity and flexibility for . This platform incorporated hybrid-ready features, including provisions for power-split systems and battery packaging, developed in collaboration with Ford's team based in , to facilitate seamless integration of hybrid powertrains without compromising interior volume. Key engineering priorities for the C-Max focused on maximizing interior space efficiency, such as the flat-floor achieved through underfloor battery integration in hybrid variants, which preserved a level load area and passenger comfort. The platform's modular nature also allowed between the standard C-Max short-wheelbase model for five passengers and the Grand C-Max long-wheelbase variant, which added length for optional seven-seat configurations and greater cargo flexibility while sharing core components. Development milestones included the unveiling of the Focus C-Max concept at the 2002 , previewing the production model unveiled at the 2003 based on the C1 platform. The second generation was foreshadowed by the Iosis Max concept at the 2009 , which introduced Kinetic Design elements and hinted at the Global C-car platform's emphasis on dynamic styling and multi-activity versatility.

Initial launch and market positioning

The Ford Focus C-Max made its European debut in late 2003 as a compact multi-purpose vehicle (MPV), entering the competitive segment dominated by models like the Renault Scénic. Built on the Ford C1 platform shared with the second-generation Focus, it was positioned as a versatile option for modern families, combining the practicality of an MPV with the agile handling of a passenger car. The initial lineup featured a short-wheelbase five-seater body style, offering flexible interior space for urban driving and daily errands. Targeted primarily at urban families seeking fuel-efficient and maneuverable vehicles, the C-Max was marketed as an affordable, car-like alternative to larger minivans, appealing to buyers who prioritized ease of and dynamic performance over maximum . Entry-level models launched with competitive pricing around €18,000 in key European markets, making it accessible for budget-conscious households. In , following a mid-cycle refresh, the name was simplified to C-Max to establish a distinct identity within Ford's lineup, while the optional long-wheelbase Grand C-Max seven-seater variant was introduced in 2010 to cater to larger families. In , the C-Max arrived later as a hybrid-only model, debuting in fall to expand Ford's electrified offerings. The C-Max Hybrid started at an MSRP of $25,995, undercutting competitors like the while emphasizing efficiency and innovative features for eco-conscious buyers. The North American launch tied into Ford's broader "Go Further" marketing initiative, which highlighted the company's push toward sustainable mobility and advanced hybrid technology.

First generation (2003–2010)

Design and features

The first-generation Ford C-Max showcased a compact multi-purpose vehicle (MPV) exterior characterized by an aerodynamic profile optimized for family use, measuring 4.33 meters in length, with standard headlights and 16-inch wheels on base models. Its five-door configuration provided practical access. Inside, the C-Max offered a versatile 5-seater layout with 40/20/40 split-folding rear seats that tipped forward and tumbled diagonally for enhanced flexibility, delivering 460 liters of cargo space behind the second row—expandable to 1,620 liters with seats folded flat—and modular storage solutions including under-floor compartments and door pockets for family essentials. Comfort features emphasized everyday usability, with standard manual climate control for dual-zone temperature regulation, a basic audio system supporting CD playback, and optional extras like a panoramic roof for improved cabin openness; family-friendly ergonomics were highlighted by a low load floor height of approximately 160 mm, facilitating easy loading without a transmission tunnel intrusion due to its front-wheel-drive . Key dimensions included a 2.64-meter wheelbase supporting agile handling in urban settings, with curb weights ranging from 1,300 to 1,500 kg depending on equipment levels. In Europe, it was available in trims such as the entry-level Trend with essential features, the upscale Ghia offering leather upholstery and enhanced audio, and later the premium Titanium trim succeeding Ghia with alloy wheels and fog lamps. A standout innovation was the "Easy Life" packaging concept, which introduced segment-leading flexible seating allowing independent rear seat adjustments and a completely flat rear floor—free of a central —for seamless cargo reconfiguration, setting a benchmark for s in practicality.

Powertrains

The first-generation Ford C-Max (–2010) offered a range of petrol and diesel powertrains designed for efficiency and versatility in the compact MPV segment, all paired exclusively with and no all-wheel-drive options available. These engines were mounted transversely in the C1 platform, emphasizing balanced performance for urban and family use. Petrol options consisted of naturally aspirated inline-four Duratec engines with multi-point . The base 1.6-liter variant produced 100 horsepower (74 kW), suitable for entry-level models with adequate low-end for city driving. Stepping up, the 1.8-liter delivered 125 horsepower (92 kW), providing smoother highway performance, while the top 2.0-liter unit generated 145 horsepower (107 kW) for the most responsive acceleration in the lineup. These engines prioritized reliability and over high output, aligning with European market demands. Diesel powertrains featured Duratorq TDCi engines with common-rail direct injection, compliant with Euro 4 emissions standards for reduced particulate output. The 1.6-liter TDCi was available in 90 horsepower (66 kW) and 109 horsepower (80 kW) tunes, offering strong torque for economical motoring. The 1.8-liter version provided 115 horsepower (85 kW), balancing refinement and efficiency, and the 2.0-liter topped the diesel range at 133 or 136 horsepower (98–100 kW), delivering robust low-rev pull ideal for loaded vehicles. These diesels excelled in fuel savings, particularly on longer trips. Transmissions included a standard five-speed manual gearbox across all variants for precise control and efficiency. Optional automatics comprised a four-speed unit for early petrol models and a (CVT) for select diesels, enhancing ease of use in traffic without significantly compromising economy. Performance varied by but generally positioned the C-Max as a practical rather than sporty , with 0–100 km/h times ranging from 10 to 13 seconds, top speeds of 170–200 km/h, and combined fuel economy between 5 and 7 liters per 100 kilometers. For instance, the 2.0-liter petrol achieved 0–100 km/h in about 9.8 seconds with 7.3 L/100 km consumption, while the 1.6 TDCi diesel managed 11.3 seconds and 4.9 L/100 km, underscoring the lineup's focus on real-world usability.

2007 facelift

The facelifted version of the first-generation Ford C-Max was previewed at the 2006 Motor Show and entered production in early 2007, continuing until 2010. This mid-cycle refresh aimed to modernize the vehicle's appearance and refine its overall refinement while retaining the core platform and mechanical layout from the 2003 launch. Exterior updates emphasized Ford's emerging kinetic , with a revised front incorporating a larger, more prominent grille, projector-style headlights for improved illumination, and new lower, fuller bumpers that enhanced the vehicle's stance and aerodynamic profile. At the rear, changes included a redesigned bumper and updated LED tail lights, which provided better visibility and a contemporary look. These modifications contributed to a more dynamic and cohesive aesthetic, aligning the C-Max with Ford's broader styling direction at the time. Interior revisions focused on elevating perceived quality and usability, featuring higher-grade materials throughout the cabin, a redesigned with updated , and a new center console that offered expanded storage options. Additional touches included fresh interior color schemes, enhanced graphic elements on door panels and handles, and a Z-shaped lever to free up floor space and improve . An optional integrated navigation system became available on higher trims, supporting driver convenience, while general cabin refinements aimed at reducing through better sound insulation. The powertrain lineup saw continuity with the pre-facelift models, including 1.6-liter and 2.0-liter petrol engines (such as the 115 hp Ti-VCT variant) and 1.6-liter and 2.0-liter diesel options, all updated to comply with Euro 4 emissions standards. Transmission choices encompassed five- or six-speed manuals, a four-speed automatic, or a CVT for select petrol models, with the CVT noted for its adaptability to urban driving. These engines delivered a and efficiency, with outputs ranging from 100 hp to 145 hp depending on the variant. Safety and chassis enhancements made ESP (electronic stability program) standard on most trims for improved vehicle control, with optional rear parking sensors added for easier maneuvering in tight spaces. Minor suspension tuning adjustments were implemented to optimize ride comfort and handling, particularly on models equipped with optional sports packs that included firmer and larger wheels.

Second generation (2010–2019)

Design and platform

The second-generation Ford C-Max, produced from 2010 to 2019, was built on the , a modular architecture shared with the third-generation to enable global production and parts commonality across markets. This platform provided enhanced structural rigidity and space efficiency, with a of 2,648 mm for the standard five-seat C-Max and 2,788 mm for the longer Grand C-Max variant, allowing for improved ride quality and interior room compared to the Europe-focused first generation. Exterior styling adopted Ford's Kinetic , characterized by dynamic, flowing lines including a bold trapezoidal grille and swept-back headlights that conveyed motion and . The standard C-Max measured 4,379 mm in length with an aerodynamic of 0.30 Cd, contributing to better and a sleeker profile than its predecessor, while the Grand C-Max extended to 4,519 mm for added family versatility. Available as a five-door MPV with conventional hinged doors rather than sliding ones, it emphasized accessible entry and a sportier stance suitable for diverse global markets including , , and . Inside, the cabin featured an optional digital instrument cluster for customizable driver information, paired with a standard or optional 6-inch touchscreen infotainment system supporting audio, navigation, and connectivity functions. Cargo capacity reached 432 liters behind the rear seats, expanding to 1,520 liters with them folded flat, while higher trims like Titanium added ambient lighting with multiple color options and heated front seats for enhanced comfort. The Grand C-Max offered up to 1,742 liters of maximum cargo volume in five-seat configuration. For hybrid models, the high-voltage battery was positioned flat under the load floor behind the rear seats, preserving a level surface and maintaining comparable accessibility to non-hybrid versions, with maximum volume up to approximately 1,490 liters when seats were folded. This design choice supported the model's global appeal by balancing with practicality.

Conventional powertrains

The second-generation Ford C-Max offered a range of conventional options, emphasizing efficiency and compliance with European emissions standards, paired with as standard. Petrol engines featured direct across the lineup, with turbocharging on EcoBoost variants for improved power delivery and fuel economy. Diesel engines utilized common-rail direct injection and turbocharging, incorporating advanced emissions technologies to meet Euro 6 requirements. These powertrains were designed to balance performance, refinement, and low running costs for family-oriented buyers. Petrol options included the 1.0-liter three-cylinder EcoBoost engine, available in 100 PS (74 kW) and 125 PS (92 kW) outputs, delivering torque figures of 170 Nm and 170 Nm respectively, with turbocharging enabling responsive acceleration despite the small displacement. The naturally aspirated 1.6-liter Ti-VCT four-cylinder engine came in 105 PS (77 kW; 150 Nm) and 125 PS (92 kW; 159 Nm) variants, using for optimized efficiency across operating ranges. Later in the production run, from , the 1.5-liter EcoBoost four-cylinder replaced some 1.6-liter units, offering 150 PS (110 kW) and 240 Nm of with turbocharging and direct injection for stronger mid-range pull. Diesel engines comprised the 1.5-liter TDCi in 75 PS (55 kW; 185 Nm), 95 PS (70 kW; 215 Nm), and 120 PS (88 kW; 270 Nm) tunes, with the higher outputs benefiting from variable-geometry turbochargers for better low-end response. The 1.6-liter TDCi provided 115 PS (85 kW) and 270 Nm pre-facelift, reducing to 215 Nm post-2015, serving as a mid-range choice focused on for effortless cruising. Topping the diesel lineup was the 2.0-liter TDCi at 150 PS (110 kW) and 370 Nm, designed for higher needs while maintaining refinement. All diesel variants from 2015 onward incorporated (SCR) with AdBlue to achieve 6 emissions compliance, reducing outputs effectively. Transmissions included five- and six-speed manual gearboxes as standard, with a six-speed PowerShift dual-clutch automatic available on most engines for smoother shifts and quicker response, particularly suited to the higher-output variants. The PowerShift system improved by up to 10% over traditional automatics in real-world driving. Performance across the conventional powertrains varied by , with 0-100 km/h times ranging from 9.5 seconds for the 2.0 TDCi 150 PS to 14.0 seconds for the entry-level 1.5 TDCi 75 PS, and top speeds between 170 km/h and 204 km/h. economy typically fell between 4.1 and 6.5 L/100 km combined, depending on the engine and transmission, with the efficient 1.0 EcoBoost achieving up to 5.1 L/100 km. The was standard on most models from , automatically shutting off the at idle to cut urban use by up to 5%, and CO2 emissions ranged from 99 g/km for the lowest-output diesels to 149 g/km for petrol variants, aiding tax efficiency in .
Engine TypeDisplacementPower (PS)Torque (Nm)0-100 km/h (s)Top Speed (km/h)Combined Fuel Economy (L/100 km)CO2 (g/km)
Petrol: 1.0 EcoBoost999 cc100 / 12517012.9 / 10.9175 / 1915.3 / 5.1124 / 119
Petrol: 1.6 Ti-VCT1,596 cc105 / 125150 / 15913.6 / 10.9175 / 1826.5 / 6.5149 / 149
Petrol: 1.5 EcoBoost (2015+)1,498 cc1502409.42046.1139
Diesel: 1.5 TDCi1,499 cc75 / 95 / 120185 / 215 / 27014.0 / 12.3 / 10.0170 / 180 / 1884.2 / 4.1 / 3.9109 / 105 / 104
Diesel: 1.6 TDCi1,560 cc115270 (pre-2015) / 215 (post-2015)11.41884.5119
Diesel: 2.0 TDCi1,997 cc1503709.52044.4114
*Representative figures for manual transmission variants; automatic models may vary slightly. Data averaged from official EU specifications.

Hybrid powertrain

The second-generation Ford C-Max Hybrid employs a power-split hybrid that integrates a 2.0-liter Atkinson-cycle inline-four with a permanent-magnet AC synchronous . The delivers 141 horsepower and 129 lb-ft (175 Nm) of , while the provides 118 horsepower (88 kW) and 117 lb-ft (159 Nm) of , resulting in a combined system output of 188 horsepower. Power is managed through Ford's HF35 electronically controlled (eCVT), which enables seamless transitions between electric, , and blended propulsion modes. The system includes a 1.4 kWh pack located under the rear cargo floor, supporting to recapture energy during deceleration and store it for later use. In electric-only (EV) mode, the vehicle can operate at speeds up to 85 mph (137 km/h), though it is optimized for low-speed urban below 40 km/h to maximize . Performance characteristics emphasize smooth and adequate capability for a compact hybrid MPV. The C-Max Hybrid achieves 0-100 km/h in approximately 9.7 seconds, with a governed top speed of 185 km/h (115 mph), benefiting from the electric motor's instant for responsive low-end pull. Real-world fuel economy varies by driving conditions but typically ranges from 5.5 to 6.5 L/100 km (36-43 mpg), influenced by factors like traffic, temperature, and use of EV mode. The system not only enhances but also provides one-pedal driving feel in urban settings, reducing brake wear. The hybrid powertrain's fuel economy ratings drew significant scrutiny shortly after launch. For the 2013 model year, initial EPA estimates were 47 mpg combined (city/highway), but independent testing and consumer reports revealed lower real-world figures, prompting an EPA investigation into Ford's testing procedures. In August 2013, Ford revised the labels to 45 mpg city, 40 mpg highway, and 43 mpg combined, attributing the discrepancy to altered test car setups that deviated from standard protocols; the company issued goodwill payments of up to $550 to affected owners but no recalls were mandated. Subsequent EPA verification testing adjusted the official ratings further to 42 mpg city, 37 mpg highway, and 40 mpg combined for 2013 models, with similar figures (around 40 mpg combined) applying to 2014-2018 variants. These events led to class-action lawsuits alleging misleading advertising, culminating in a 2022 settlement where Ford paid $19.2 million to 40 states and Washington, D.C., without admitting wrongdoing.

Plug-in hybrid powertrain

The Ford C-Max Energi variant features a centered on a 2.0-liter Atkinson-cycle inline-four producing 141 horsepower (105 kW) and 129 lb-ft (175 Nm) of , paired with a more powerful rated at 118 horsepower (88 kW) and 177 lb-ft (240 Nm) of , for a combined system output of 188 horsepower (140 kW). The system includes a 7.6 kWh pack, significantly larger than the 1.4 kWh unit in the standard hybrid model, enabling plug-in capability while sharing the same design. Power is delivered through an electronically controlled (eCVT) to the front wheels only, with all-wheel drive unavailable. According to EPA testing, the C-Max Energi achieves an of 19 miles (31 km) and combined of 88 (miles per gallon equivalent), with 38 in gasoline-only hybrid mode after revisions to initial estimates. This equates to approximately 2.7 Le/100 km in electric mode. The vehicle uses a standard charging port located on the front fender, supported by a 3.3 kW onboard charger that enables a full battery charge in about 3 to 4 hours on a 240-volt Level 2 outlet, or up to 7 hours on a 120-volt Level 1 source. A distinctive Charge Port Light Ring illuminates in colors to indicate charging status, such as green for complete or blue for in progress. Driving modes enhance usability, with EV Now prioritizing electric-only operation until the battery is depleted, allowing up to 85 mph (137 km/h) in EV mode for short commutes. includes 0-60 mph (0-97 km/h) acceleration in 8.6 seconds, balancing efficiency with responsive low-end from the .

C-Max Solar Energi concept

The Ford C-MAX Solar Energi concept was unveiled at the 2014 International Consumer Electronics Show (CES) in , serving as an experimental variant of the production C-MAX Energi . It integrated to demonstrate potential reductions in grid dependency for electrified . The concept featured thin-film solar panels from , covering approximately 1.5 square meters on the panoramic roof and hood, with a capacity of 300 to 350 watts. These flexible photovoltaic cells, developed in collaboration with since 2011 and the Georgia Institute of Technology, required no modifications to the existing battery or . A separate solar concentrator amplified incoming by a factor of eight, enabling the system to generate up to 8 kilowatt-hours daily—equivalent to a full grid charge—in optimal conditions. This added approximately 21 miles (34 km) of electric-only range per day, potentially providing a 100-mile boost over five sunny days for average commuters. As a proof-of-concept, the aimed to showcase the integration of renewable into hybrid systems, reducing annual by up to four metric tons per owner and minimizing reliance on external charging . It retained the standard plug-in hybrid's total range of up to 620 miles (998 km) with a full charge, while the solar setup targeted powering about 75% of typical daily trips without plugging in. Performance was highly weather-dependent, performing best in sunny climates like , where it could achieve the targeted daily output, but yielding far less in conditions. An estimated added cost of around $4,000 for the solar components made it uneconomical for immediate production, compounded by challenges in panel and the need for the external concentrator. Ford described it as a research platform to explore future viability rather than a near-term product.

Safety

Crash test ratings

The first-generation Ford C-Max, tested in 2003, earned a four-star overall rating from , with four stars for adult occupant protection, four stars for child occupant protection (the first MPV to achieve this), and two stars for pedestrian protection. The second-generation C-Max, evaluated in 2010, achieved a five-star overall rating from , scoring 92% in adult occupant protection, 83% in child occupant protection, 50% in pedestrian protection, and 71% in safety assist technologies (for the compact C-Max; the Grand C-Max variant scored 96% adult, 81% child, 50% pedestrian, 71% safety assist). In the United States, the second-generation C-Max Hybrid (2013–2018 models) was awarded Top Safety Pick status by the (IIHS), reflecting 'Good' ratings in the moderate overlap front, side, and roof strength tests, alongside an 'Acceptable' rating in the small overlap front driver-side test for 2013-2014 models. Following structural reinforcements in 2015, the small overlap rating improved to 'Good', qualifying it as a Top Safety Pick+ for 2015-2018. The (NHTSA) rated it four stars overall, with four stars for frontal crash protection, five stars for side crash protection, and four stars for rollover resistance. Hybrid variants of the second-generation C-Max demonstrated no degradation in crash test ratings attributable to the high-voltage battery placement, which is positioned in the rear under the floor to minimize intrusion risks. Following the introduction of the small overlap front test in 2014, Ford applied structural reinforcements to enhance occupant compartment integrity in these scenarios, maintaining the vehicle's strong performance across evaluations.

Active and passive safety features

The Ford C-Max incorporated a range of passive safety features designed to protect occupants during collisions. Standard equipment across both generations included dual front airbags, side-impact airbags, and side curtain airbags, providing coverage for up to seven airbags in total when including the driver's knee airbag in later models. Antilock braking system (ABS) and electronic brakeforce distribution (EBD) were also standard, helping to maintain steering control and optimize braking performance by distributing force to individual wheels. In the second generation (2010–2019), the body structure utilized high-strength steel in 53 percent of the bodyshell, enhancing rigidity and crash energy absorption compared to the previous generation's 45 percent. Active safety features evolved between generations to improve driver assistance and collision avoidance. In the first generation (2003–2010), following the 2007 facelift, electronic stability program (ESP) became available, working alongside traction control to prevent skidding by modulating engine power and brakes. Hill-start assist was offered as an optional feature, temporarily holding the vehicle on inclines to prevent rollback during takeoff. The second generation introduced more advanced active safety technologies as standard or optional equipment. AdvanceTrac, Ford's electronic stability control system, was standard and integrated traction control with rollover mitigation. Optional features included BLIS (Blind Spot Information System) for monitoring adjacent lanes, to maintain following distances, lane-keeping aid to gently correct if drifting, and , which applied maximum braking force in panic situations. Hybrid models in the second generation featured specific protections for the high-voltage , located in the rear cargo area within a reinforced underbody shielding and crash protection chamber to minimize impact damage and prevent electrical hazards during collisions. A notable safety concern arose with a 2016 recall (NHTSA campaign 16V-643) addressing faulty side door latches in approximately 2.15 million vehicles worldwide, including 2013–2015 C-Max models, where a broken pawl spring tab could cause doors to unlatch while driving; Ford provided free latch replacements to resolve the issue.

Production and sales

Manufacturing locations

The first-generation Ford C-Max was primarily manufactured at Ford's Saarlouis Body and Assembly plant in , , beginning in March 2003, with an annual production capacity of approximately 129,000 units. The plant operated on a three-shift schedule to support this output, focusing on the for the European market. For the second generation, introduced in 2010, production initially took place at the Valencia Body and Assembly plant in Almussafes, , serving the European market until 2014. In 2014, assembly shifted back to the Saarlouis plant in for both the standard C-Max and the extended-wheelbase Grand C-Max variants, where output was later increased by 240 units per day to meet demand. In , the hybrid and versions of the second-generation C-Max were produced exclusively at the Michigan Assembly Plant in , with the hybrid production line launching in November 2012. The facility, which also assembled the Focus lineup, supported flexible manufacturing for electrified powertrains alongside conventional models. Key components for the C-Max, including engines such as the EcoBoost series, were supplied through Ford's , with many powertrains produced at the Cologne Engine Plant in , . This integration of suppliers ensured consistent quality across production sites.

Global markets and sales figures

The Ford C-Max achieved its strongest market presence in , where it was introduced in and remained available until 2019 across 20 traditional markets plus additional regions. The model line, encompassing both the standard C-Max and the longer Grand C-Max variant, recorded cumulative exceeding 1.2 million units for the first generation alone, establishing it as a key player in the segment. volumes peaked around 2011 amid strong demand for the second-generation launch, but steadily declined thereafter due to shifting consumer preferences toward SUVs, reaching approximately 53,000 units in 2018—a 21 percent drop from the prior year. In , the C-Max was offered exclusively as hybrid models from 2013 to 2018, reflecting Ford's focus on electrified variants for this region. U.S. sales totaled 129,480 units over this period, with a peak of 35,210 deliveries in the debut year of 2013 before tapering to 6,683 units in 2018. Canadian sales averaged approximately 1,000 units annually during the same timeframe, contributing modestly to the model's North American footprint. Early adoption in the U.S. was supported by federal hybrid incentives, including a $7,500 for qualifying buyers, which helped drive initial volumes despite later challenges from low fuel prices and increased SUV competition. The C-Max saw limited availability outside Europe and North America, primarily through imports in select Asia-Pacific markets such as Thailand and Australia, where annual sales hovered around 10,000 units combined in peak years. In Latin America, distribution was restricted to imported units in a handful of countries, with no significant volume reported and no official presence in China. In Europe, the Grand C-Max variant proved particularly popular, accounting for roughly 30 percent of total C-Max sales, often favored for its seven-seat configuration in family-oriented fleets. The model's appeal in fleet sales was notable, especially in the UK where it earned recognition as Company Car of the Year in 2011 for its low whole-life costs and versatility.

Discontinuation

Production of the Ford C-Max in the United States concluded with the plug-in hybrid Energi variant ending in September 2017 and the conventional hybrid model ceasing in May 2018 at the Michigan Assembly Plant in Wayne, Michigan. In Europe, assembly of both conventional and hybrid versions halted in the second quarter of 2019 at the Saarlouis plant in Germany, with remaining inventory sold through 2020. The discontinuation stemmed from shifting consumer preferences away from multi-purpose vehicles (MPVs) toward sport utility vehicles (SUVs) and crossovers, alongside sluggish hybrid sales in key markets. In the U.S., annual hybrid sales fell below 20,000 units after 2015, reflecting broader market trends. Ford also redirected resources toward electrified vehicles based on the Focus platform to align with its strategy. The phase-out impacted manufacturing operations significantly. At , the facility underwent retooling to increase output of the Kuga (the European name for the Escape), while the Wayne plant transitioned to producing the Ranger pickup and Bronco , resulting in approximately 1,600 job losses in . In , the C-Max's role was assumed by the Escape and Kuga models, which offered similar hybrid capabilities in a more popular compact format. In , the Puma emerged as a compact successor, filling the gap for versatile family transport with crossover styling. The C-Max's discontinuation left a lasting legacy in Ford's hybrid development, with its technology directly influencing the later integrated into the Escape Hybrid lineup.

Reception

Awards and recognition

The Ford C-Max and Grand C-Max models were named Company Car of the Year at the 2011 Fleet News Awards, recognizing their appeal to business fleets for practicality and efficiency. The C-Max Energi variant earned the 2012 Green Car Vision Award from Green Car Journal, honoring its innovative powertrain that combined electric and gasoline propulsion for reduced emissions. In 2013, the standard C-Max Hybrid was selected as a finalist for Green Car Journal's Green Car of the Year, praised alongside the Energi for advancing hybrid technology in compact MPVs. At the 2015 Scottish awards, organized by of Scottish Motoring Writers, the C-Max secured bronze in the MPV category, with the related taking gold and S-Max silver, highlighting Ford's strong lineup in family-oriented vehicles. The C-Max received commendations in What Car? Reliability Surveys, ranking 3rd in the MPV class with a 95% score in the 2018 survey for low fault rates (only 21% of 0-3 year old cars reported faults) and owner satisfaction, with minor electrical issues noted. In 2017, the C-Max Energi was awarded Best Value in the Electric/ category by Vincentric, based on superior five-year and lower costs compared to competitors. Conventional C-Max variants powered by the 1.0-liter EcoBoost engine were lauded in European motoring awards for , including the accolade for best engine under 1.0 liter, which the powerplant won multiple times from 2012 onward for its balance of performance and economy.

Critical reviews and controversies

The Ford C-Max received mixed expert reviews, with praise for its engaging handling and practical versatility. In a 2017 test by , the hybrid model was commended for its fine-riding suspension that provided tight body control during turns and over rough pavement, contributing to a car-like driving experience in a wagon body. Auto Express similarly highlighted the C-Max's good driving dynamics and usable space, awarding it 3 out of 5 stars in its 2011-2019 review for being one of the better cars in its class for families. However, critics noted drawbacks in the interior technology; post-2015 models were faulted for a dated system, with the interface described as finicky and prone to freezing, though the upgraded SYNC 3 in later years improved usability. Consumer feedback echoed these points, with high marks for interior quality but recurring complaints about drivetrain reliability. J.D. Power rated the 2018 C-Max Hybrid at 87 out of 100 overall, reflecting strong owner satisfaction with comfort and features, including a 4 out of 5 for in comparable models. Common issues centered on the hybrid's eCVT transmission, including vibrations, slipping, and whining noises that sometimes required rebuilds or replacements, particularly in 2013-2014 units; Ford issued recalls such as 22S43 for a degrading shifter cable bushing affecting 2013-2018 models, which could lead to unintended vehicle movement. Edmunds consumer reviews averaged 4.2 out of 5, praising space and efficiency but noting frequent 12-volt battery failures and electronic glitches. Notable controversies included safety test nuances and warranty concerns. The 2014 C-Max Hybrid earned an "Acceptable" overall rating in the IIHS small overlap front crash test, though the structure and safety cage were rated "Marginal" due to partial intrusion, preventing a higher Top Safety Pick+ designation. For the hybrid battery, Ford provided a standard of 8 years or 100,000 miles (whichever first), with extensions to 10 years/150,000 miles in certain U.S. states, addressing owner worries about long-term degradation. In the U.S. market, the C-Max was positioned as a Prius alternative for its hybrid efficiency and utility but was undercut by cheaper competitors like the , leading to its discontinuation in 2018 as Ford's lowest-selling model. Long-term reliability improved over time, with later ranking 2014-2017 C-Max hybrids among the best in 2022 for their above-average dependability, though early models faced more and suspension troubles. Post-discontinuation, resale values declined sharply; as of 2025, average used prices for a 2016 C-Max Hybrid are around $10,000, reflecting reduced demand after production ended.

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