2013 Ford C-max Sel Experts Review and Ratings
We honey the Toyota Prius. No, really, we do. And not just every bit a de facto punch line for our most conventional moments of automotive enthusiasm. Priuses are the fluoride in the automotive water—and we're happy for the upstanding 2 pct of citizens who avail themselves of such superb engineering science, thus benefitting us all.
Just as gas prices rise again and cylinder counts continue to drop—and even BMW engines now clatter portentously to a halt at stoplights—we can't assist but wonder why another car company has not stepped upwards to punch Toyota in the Prii. Preferably with something more than engaging in bulldoze, a hybrid that produces similar mileage but superior dynamics. If nosotros are all forced to drink the Kool-Assistance one solar day, can we at to the lowest degree accept ours laced with a slug of something harder?
Enter the 2013 Ford C-Max hybrid, a European people mover based on the same architecture equally the Focus and mated with the 188-hp hybrid powertrain developed for the new Fusion. On paper, the idea seems like gold: A $25,995 Focus-ish wagon (that's $1350 less than a base Prius V) that nails 47 mpg in EPA fuel-economy testing across the lath? Brand our electrification finish-times cocktail a Pimm'due south, please.
Ford is neat to position the C-Max hybrid as a 'tween—bigger than the standard Prius merely smaller than the Prius V—despite the fact that the C-Max'south 104.3-inch wheelbase and 173.half dozen-inch length are both shorter than that of either Toyota. But the C-Max is wider and taller than the Priuses, which makes it slightly roomier for passengers—Toyota's only edge is a bigger cargo concord in the Prius V.
Our kickoff dry run reinforced the notion that, much like its platform-mate, the C-Max can exist fun to drive. It proved powerful plenty to do 0 to 60 mph in 8.8 seconds, which merely seems slow until you lot commit the same crime in one of the Toyotas.
Within the C-Max, the apple didn't fall far from the tree, with a conventional cockpit and gearshift lever like to the Focus's. The instrument console does feature a new "Brake Coach" brandish, furthering both thrift and the game-ification of driving, merely not helping stopping altitude: The C-Max took 191 feet to halt from 70 mph, xvi more than the Prius V. Our preproduction C-Max also demonstrated the strange ability to initiate regenerative braking under calorie-free pedal application without disengaging its cruise command. Ford assured us this defect would non be present in product vehicles.
While our scales told us that the C-Max was chubby at 3658 pounds (269 more than the Prius Five), hustling through some corners confirmed it. At slow to moderate speeds, the C-Max's steering feels light and chatty, and the suspension does a proficient job soaking upwards bumps. In one case you approach the car's modest limits, withal, its weight and tiptop become more than noticeable as the body motions are no longer then well controlled. Despite feeling more than engaging than whatsoever Prius and wearing decent-size tires (225/50R-17 Michelin Energy Savers), the C-Max registered only 0.77 k on the skidpad, right in that location with the 0.78 g of the Prius 5.
With data mitigating our initial enthusiasm, we proceeded to collect more. Our master area of investigation was that 47-mpg EPA highway rating. Of class we'd find the bureaucratic number optimistic, but we wondered how the C-Max could flatten out the typical hybrid inversion of having better metropolis mileage than highway, while purportedly flattening the Prius V equally well. Given that the 2.0-liter, four-cylinder Atkinson-wheel engine in the C-Max hybrid makes 141 horsepower all on its own—7 horses more than the output of the Prius V's full hybrid organization—getting 7 more than highway miles out of every $4 spent at the Crush station seemed an extraordinary feat.
The secret sauce to Ford's new hybrid recipe is to fit a larger traction motor than the Toyotas' in its continuously variable transaxle (118 horsepower, versus 80 in the Prius V). This, along with a larger and more than powerful lithium-ion bombardment pack (1.4-kWh chapters), enables the C-Max to go total EV all the way to 62 mph, some 20 mph higher than the Prius. This ability to close down the engine at higher speeds helps in iv of the v EPA fuel-economy schedules that accept top speeds reaching no college than sixty.
Back in the real earth, however, we ran a 67-mile out-and-back drive with the cruise command set at 75 mph, and the C-Max'south trip computer reported only 34 mpg. At 32 mpg, our overall observed fuel economy in the C-Max was even lower than the 35 mpg we saw from the last Prius V we tested.
We did really acme 40 mpg in the C-Max by driving really slowly and advisedly—you know, like in a Prius—confirming a larger truth. Ford may have developed a better hybrid, but fifty-fifty in the C-Max, having more than fun inevitably burns fuel.
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Source: https://www.caranddriver.com/reviews/a15118348/2013-ford-c-max-hybrid-test-review/
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