Ford C-Max 2.0 TDCi 140 Titanium
Credit: Autocar (http://www.autocar.co.uk)
Price as tested £20,745
1. Background
Although it had the Galaxy, Ford arrived late to the mid-size MPV market. The first-generation C-Max didn't make its debut until six years after Renault's Scenic, which pretty much had the market to itself to begin with. And even when it did arrive, the C-Max lacked the seven-seat versatility of some of its rivals.
Seven years on, that particular problem has been rectified. Like the Scenic and C4 Picasso, the second-generation C-Max is available in two body styles: the regular C-Max, which seats five, and the Grand C-Max tested here, which adds 140mm to the wheelbase, an extra row of seats and twin sliding rear doors.
One reason why the original C-Max didn't arrive sooner was Ford's decision to base it on the next-gen Focus platform (Focus Mk2 arriving one year after the C-Max). It's a decision it has repeated for the new C-Max, which uses the platform and running gear that will form the basis not only for the forthcoming Mk3 Focus but also other similar-sized global products. Which means there is much at stake here.
2. Design
After Fiesta, the roll-out of its new modular C-segment platform is the next stage in Ford's product rationalisation and global car programme. Ford expects that this platform will ultimately underpin at least 10 different models, and that total annual production will exceed two million units by 2012.
One significant advancement of the new platform over the outgoing C-Max is increased torsional rigidity, achieved through the integration of a sheetmetal strut brace into the bulkhead and localised strengthening around the rear shock absorber towers. This not only benefits dynamic performance but also refinement in the rear cabin. Suspension components are evolutions of those used on the current Focus and outgoing C-Max, with MacPherson struts at the front and a Control Blade multi-link arrangement at the rear.
Key changes are that the tracks have been widened (by 10-15mm at the front and 24-29mm at the rear), the anti-roll bar mountings have been moved for improved control, the front components are lighter and the rear hub bearings are larger, for increased camber stiffness. The steering system, meanwhile, has made the change from electro-hydraulic on the previous car to a fully electric set-up.
There are four engine options: two petrol motors (naturally aspirated or turbocharged 1.6s) and two diesels (1.6 or 2.0 litres). While the new 148bhp blown 1.6 petrol – part of Ford’s Ecoboost family of engines – is arguably the most topical, we have opted to review the more practical 138bhp 2.0-litre diesel. While lower-powered versions of the non-turbo 1.6 petrol and the 1.6 diesel, along with more potent versions of the Ecoboost petrol and 2.0 TDCi, are offered in Europe, these aren't available here.
Styling continues Ford's Kinetic design language, and while both models are identical up to the B-pillars, the Grand C-Max is not only longer than the five-seat model but also 58mm higher.
3. On the road
One of the bolder claims Ford has made for the C-Max is that it set out to give the car's diesel engines the smoothness and refinement of its petrol engines.
And while Ford hasn't quite managed that minor miracle, it has come a darned sight closer than any mainstream rival to date. At idle you would be hard pressed to tell whether its fuel came from the black or green pump; it's so quiet that only a look at the revcounter – which turns red at five rather than seven – will reveal what type of engine it is. Move off, however, and it becomes rather more apparent. Low-end torque is fine, but the response, as is typical of a small-capacity diesel, is a little sluggish before the turbocharger spools up properly.
There's a noticeable hesitation from the engine just after the C-Max starts rolling, too. You need to maintain a significant throttle opening, and even a touch of clutch slip, to press through it. Presumably it's a result of lean fuelling to meet an emissions level, but it's a big enough niggle to play on the driver's mind whenever he might consider shifting down to first if second is out of its zone.
Other than that, the C-Max's 2.0-litre diesel is a paragon of smoothness. Noise levels inside the cabin are commendably low (though generally fine sound insulation plays its part too), while engine response improves at higher revs and the manual gearshift is crisp. Neither is at its best when rushed, though; there's an almost treacly quality to the drivetrain, so mature and refined is it. The C-Max is a car to be stroked along, not hustled.
Performance is adequate – faster than is claimed, certainly – and so long as you stay out of the very bottom reaches of the rev range, the engine is quite flexible.
During development of the seven-seat Grand C-Max, Ford deliberately softened the suspension to make it agreeable for American customers using the third row of seats. That's a fairly narrow section of the market, we'd have imagined, and the fear is, as it is with all globally targeted products, that pandering to one set of consumers inevitably alienates another.
Not in this case, however. The news, and it's rather excellent to report, is that despite a ride that is as pliant as one could reasonably expect of a seven-seat MPV, the Grand C-Max retains supreme control of its body movements across crests and bumps, and during cornering, too.
Yes, it rolls noticeably, because it is a tall, 1705kg family car, but the rate at which its body moves, and the control its suspension retains over the metal while it's doing so, is remarkable. There's a fluidity to the C-Max's demeanour that means it's more composed and better riding than all of its rivals. It also augurs extremely well for the forthcoming Mk3 Focus, which also uses this platform.
The C-Max outsteers every major competitor, too. Ford claims to be particularly pleased with the quality of the character it has given this electrically assisted rack, and we can see why. It has a particularly natural feel, with a gradual ramping up of response and weight as it moves away from straight ahead. It's accurate and precise, too, and while there’s no outright feel to speak of, many hydraulically assisted steering systems have nothing on this set-up.
Braking is entirely adequate for this kind of car. Stopping distances are respectable, wet or dry, the pedal offers good feel and, although performance faded after a few laps of our dry circuit, we'd be surprised if this became an issue on the road.
4. Living
The first thing you notice on climbing aboard the new C-Max is the advancement Ford has made in interior quality. Even though the cabin layout is fussier than that of the latest Touran, the Volkswagen has nothing on the C-Max for materials or construction.
Our Grand came with a plethora of equipment up to and including the optional satellite navigation system, which utilises the top central display and is controlled via the buttons beneath. Without an iDrive or MMI-style controller, it's not as intuitive as the best alternatives; the C-Max would benefit from having a neater solution such as a touch screen.
Comfort for front-row occupants is good and the driving position is better than that of the existing Focus. The deeply sculpted steering wheel not only feels lovely but also adjusts amply, as do the adequately supportive seats.
Of just as much interest for many owners, however, is the rear of the cabin, which is now far more flexible – and not just because it features five rather than three seats back there. For starters, the introduction of manually sliding rear doors improves access for all rear passengers. The seats are arranged in a 2-3-2 layout, although the centre seat in the middle row can be folded underneath the right-hand pew to provide seating for six and a 'walk-through' route to the third row. Space there is sufficient to keep pre-teens happy, but three rows of adults is not to be recommended for anything but shorter journeys. That said, the middle-row seats slide and recline to make the most of the room available across the entire cabin.
The second and third-row seats all independently fold to create a flat floor. With all seven seats in use, the boot space (measured below the parcel shelf) is a tiny 92 litres (or 56 if you opt for a spare wheel in place of a repair kit), which is less than you get in either a Grand Scenic or a Touran. Likewise, space with the rear row stowed is less than that of either rival.
After recent hikes, Ford's prices are back to being broadly competitive. If we ignore the spec of our test car, the cheapest way into a 2.0 TDCi Grand C-Max is the £20,795 Zetec, which is a few hundred pounds more than Renault asks for the equivalent Grand Scenic, but less than a VW Touran or Peugeot 5008.
On paper, the C-Max's running costs are as low as anything in the class, with 53.3mpg claimed on the combined cycle and emissions of 139g/km. Our average of 36.5mpg is probably more realistic, though, but still acceptable. In terms of residual values, the C-Max is forecast to retain 40 per cent of its value after three years, which is more than the Renault but less than the Peugeot and the VW, the safest bet.
5. Verdict
The previous C-Max was a decent thing to drive, but its drawback was that it offered no more practicality than, say, a Volkswagen Golf Plus. The new Grand C-Max counters that.
With its seven seats and novel centre-row arrangement, it has little to fear from its class rivals, even if some, like Citroën's C4 Grand Picasso, are more interesting to sit in and look at.
As enthusiasts, we’re most pleased to find that somebody has produced a medium-sized seven-seater that is engaging and enjoyable to drive. We were tired of manufacturers assuming that, if you want seven seats, you had no interest in the messy business of piloting a vehicle. It's a shame the new car isn't more interestingly designed, with the interior and (more significantly) exterior flair to match its dynamism. Nonetheless, we're content that it's the best car in the class, by some margin.
6. Data
How much ?
Price as tested £20,745
Price as tested £21,995
How fast
0-30mph 3.4 sec
0-60mph 9.2 sec
0-100mph 28.6 sec
0-150mph no data
0-200mph no data
30-70mph 8.8 sec
0-400m no data
0-1000m no data
30-50mph in 3rd/4th 3.8 / 5.8
40-60mph in 4th/5th 5.8 / 8 sec
50-70mph in 5th 8.8 sec
60-0mph no data
Top speed no data
Noise at 70mph 66 dbA
How thirsty?
Test average 36.5 mpg
Test best/worst 47.5 / 19.8
Government figures
Combined/urban 55.4 / 44.1 mpg
CO2 emissions 134 g/km
How big?
Length 4380 mm
Width 1828 mm
Height 1626 mm
Wheelbase 2648 mm
Weight 1385 kg
Fuel tank 55.0 litres
Engine
Layout 4 cyls In Line , 1997 cc
Max power 138 bhp at 3750 rpm
Max torque 236 ft at 1750 rpm
Specific output no data
Power to weight 88bhp per tonne bhp per tonne
Installation F Transverse
Bore/stoke 85x88 mm
Compression ratio 16.0:1
Valve gear 4 per cyl
Ignition and fuel no data, Diesel
Gearbox
Type 6-speed Manual
1st 3.58 / 5.7
2nd 1.95 / 10.5
3rd 1.24 / 16.4
4th 0.87 / 23.5
5th 0.943 / 29.8
6th 0.79 / 35.6
Final drive no data
Suspension
Front Independent McPherson struts, coil springs, anti-roll bar
Rear Independent mulit-link, coil springs, anti-roll bar
Steering
Type Electric assisted, rack and pinion
Lock to lock 2.70
Brakes
Front no data
Rear no data
Wheel & tyres
Size front no data
Size rear no data
Made of no data
Tyres front no data
Tyres rear no data
Credit: Autocar (http://www.autocar.co.uk)
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