First Drive Review
arrow
Ford builds a Prius its own way, making it actually good to drive.
After watching Toyota build itself a solid business with the Prius—more than 136,000 sold last year in the U.S.—Ford is one Detroit automaker finally getting serious about hybrids. It has plucked the C-Max people-mover from its European lineup, given it the twice-over to meet the U.S.’s strangely unique crash standards, and endowed it with a revamped version of the now-defunct Ford Escape hybrid’s powertrain. Two models are headed to dealerships, the C-Max hybrid in September and, a few months later, the plug-in C-Max Energi with a larger battery pack for more electric-only driving.
In Europe, Ford sells the C-Max, which is basically a tall wagon version of the Ford Focus, with a choice of two gasoline engines and two diesels. But Ford wants Americans to associate the C-Max exclusively with hybrid technology, so the C-Max will come only as a hybrid to these shores, with 47-mpg city/47-mpg highway fuel-economy ratings. Senior engineer John Davis says it’s about building a brand, similar to what Toyota has with Prius (recall that three cars are sold under the Prius name: the familiar Prius hatchback, the wagon-like Prius V, and the compact Prius C.
C-Max is to Hybrid as Prius is to, Well, Hybrid
The C-Max’s base pricing is aggressive; the SE starts at $25,995, the trimmed-up SEL with leather, keyless start, and the MyFord Touch system leaves the blocks at $28,995. Those prices slot the C-Max between the base Prius and the Prius V in an apparent strategy to divide and conquer. Stand-alone options include a bunch of entertainment and convenience packages ranging from $570 to $3080—the latter of which is available only on the SEL and includes the hands-free motorized tailgate, active parking, a rear camera, and nine-speaker Sony audio—an $1195 panoramic glass roof, and a few special colors. Go heavy on the C-Max order sheet and you can get the price up past $33K.
The general basics of the C-Max’s hybrid system are the same as those of the old Escape and the Prius: The gasoline engine works in tandem with a two-motor, continuously variable planetary-gear transmission that uses one electric motor to provide traction power to the wheels and one motor to change the transmission’s modes. But instead of a 2.5-liter Atkinson-cycle four-cylinder as in the old Escape, the C-Max uses a 2.0-liter that now works with a transmission modified and built in-house at Ford’s Sterling Heights, Michigan, transmission plant, rather than being sourced from Toyota supplier Aisin. And instead of more-conventional nickel-metal hydride batteries, the C-Max’s battery is a compact, air-cooled 1.6-kWh lithium-ion pack mounted under the cargo-area floor and comprised of dozens of cylindrical cells from Korea’s Sanyo Corp. The power electronics and the software controls are all Blue Oval.
Final assembly happens on the shared Focus line at Ford’s Wayne, Michigan, assembly plant and the finished product, despite a rotund 3600-pound curb weight, is very Continental feeling and Focus-like on the road. The steering is firm and connected with a strong on-center feel, and the body stiffness is outstanding. Bumps get soaked up and dissipated in the stout structure, while the roll and pitching by the tall body are tightly damped and the brakes are activated via a firm pedal. Moreover, the 188-hp combined output of the system produces a lively throttle response and a distinct kittenish growl from up front.
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 5-door wagon
BASE PRICE: SE, $25,995; SEL, $28,995
ENGINE TYPE: DOHC 16-valve Atkinson-cycle 2.0-liter inline-4, 141 hp, 129 lb-ft; permanent magnet AC synchronous electric motor, 94 hp; combined power rating, 188 hp; 1.6-kWh lithium-ion battery pack
TRANSMISSION: continuously variable transmission
DIMENSIONS:
Wheelbase: 104.3 in
Length: 173.6 in
Width: 72.0 in Height: 63.9 in
Curb weight (C/D est): 3600–3700 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 9.5 sec
Standing ¼-mile: 17.0 sec
Top speed: 115 mph
FUEL ECONOMY:
EPA city/highway driving: 47/47 mpg
Continued…