Ford must be tired of Toyota having it all its own way.
The Prius is, by now, such a well-recognized machine that it’s likely capable of standing alone as its own brand. Even if the current car is wackier than an anime catfish, it’s still a trusted nameplate, now available in small (Prius C), medium (normal Prius), and large (Prius V). The blue oval wants a piece of that action.
This is how they aim to do it, with the C-Max hybrid, and its plug-in Energi variant. Based around a popular European multi-purpose vehicle, the C-Max is only available as a hybrid in the North American market, and represents a compelling alternative to the Prius V.
However, in order to provide some sort of differentiation, it’s not enough for the C-Max to simply copy the Prius recipe and hope for the best. The plug-in hybrid market is relatively small, and its buyers are often cautious.
Thus, the C-Max Energi seeks to inject a little excitement into owning and driving a hybrid, providing not just more power, but zippier handling. Unfortunately, being different from the obvious choice comes with a few drawbacks. Here’s how the C-Max stacks up.
Design
How strange to think that the C-Max’s gaping grille should age to become the conservative choice here. Part of the reason sales of the standard Prius have tailed off is not so much due to inexpensive gasoline prices, but to its divisive styling.
The C-Max looks like what it is: an embiggened Ford Focus hatchback. It actually works quite well, with a bigger greenhouse to offset the additional sheet metal, and standard 17-inch alloys split the difference between sensibly sized for eventual tire replacement, and big enough to balance out vehicle size.
Taken all together, it’s just that little bit less bland than the Prius V, without being outlandish. So far so good.
Environment
While the Prius lineup is mostly based on a dedicated hybrid chassis – the exception being the C, which is basically a hybrid Yaris – the Ford C-Max exists because Ford crammed batteries and a hybrid drive into an existing vehicle. As a result, the C-Max has something of an Achilles heel.
Before we get to that, the good stuff. Bright and airy, the C-Max has a cabin that feels larger than it should be, and is almost minivan-like in roominess. The seats are fairly firm, but they’re well-bolstered and snug. You could even call them sporting.
Rear seat passengers get plenty of space, although this is most emphatically a five-passenger vehicle and not a replacement for a minivan. Cubbies are plentiful, and for those with small children, the C-Max combines a slightly higher seating position with low floors that are easy for short legs to scramble in and out of.
Add in Ford’s latest Sync system for infotainment, and you’ve got an extremely likable car, if one that’s getting a bit dated in appearance. But just take a walk around to the tailgate with me.
Here’s a deal breaker for many folks: The addition of a battery pack to the C-Max’s chassis has eaten up a huge amount of trunk space. While the regular hybrid version still has a workable 694 litres of trunk space, the plug-in variant has just 545 litres to work with, and some of that is awkwardly laid out.
Is it OK for the school run? Sure. Is there enough space here for an electron-powered family road trip? Not really – and if you’re the sort of family who still needs to tuck a running stroller in the back, you might be out of luck.
Performance
Right away, the C-Max’s performance figures display a different philosophy from the eco-minded Prius. The combination of a 2.0-litre four-cylinder engine and an AC synchronous motor gives Ford’s hybrid a total of 188 horsepower – good enough for a sprint up to highway speeds in less than eight seconds. Add in the instant electric torque from down low, and it’s quick enough to be interesting.
Further, because the C-Max is based on Focus architecture, the handling is pretty good too. While the low rolling resistance tires aren’t going to win any lateral-g cornering competitions, the C-Max’s steering and ability to transition well through the curves make it good fun. Yes, this is a pretty heavy hybrid, but it feel light on its feet.
This plug-in version can be driven exclusively in EV mode, up to a total distance of around 30 kilometres. The battery pack in the standard hybrid is 1.4 kWh, and the plug-in gets a much-bigger 7.6 kWh pack. Top speed in all-electric mode is an impressive 120 km/h, but you’ll burn through the battery fast at that speed.
Weirdly, the C-Max is just as much fun to drive gently as it is to zip along as if it were a Focus Plus. The regenerative braking coaching will soon have you trying to eke out every joule of energy, and a gentle foot on the throttle will keep things in all-electric mode as much as possible.
It’d all be pretty satisfying except for the modest fuel economy. At around 6.0 litres/100 kilometres mixed-mileage, the C-Max is good on gas, but not amazing. Things get much better if you’ve got a short commute or a charger at work: with a 240-volt charger, the battery pack can be filled from fully depleted in 2.5 hours. For some users, a completely gas-free drive isn’t out of the question.
However, with new EVs and plug-in hybrids on the market from Chevrolet and Hyundai, the C-Max doesn’t quite have the efficiency chops to stand out here. It’s entertaining to drive, but that might not be enough for people who are looking for a plug-in.
Features
Fairly well-equipped from base, the C-Max Energi comes in a little under $40,000 when a few options are added on. Don’t be put off by the pricing, as Ford often provides excellent financing and discounting, and there is a plug-in rebate of $2,500 on the table as well.
Official fuel economy figures are 5.6 (litres/100 kilometres) in the city and 6.4 on the highway. Like all hybrids, the C-Max is best at working in the city.
Green light
Good power; surprisingly fun to drive; all-electric at highway speed
Stop sign
Small cargo area; aging inside and out; not as efficient as other options.
The checkered flag
An interesting alternative to the humdrum mainstream hybrid.
Competition
Toyota Prius V ($28,990): About as exciting as a plain bagel, the Prius V nevertheless delivers on space and economy. It’s relatively slow and unenthusiastic in the corners, but that just helps slow you down and return better fuel economy.
There are, however, a few rumblings in the taxi community that it’s not quite the indestructible workhorse that the medium-sized Prius variant is. Even if it is a bit weird-looking, maybe you should just stick with the original.
