Select a year
- Highs Comfortable interior, fun to drive for a hybrid, spacious cargo hold.
- Lows Unimpressive fuel economy, key driver-assistance features are missing, outdated design.
- Verdict A decent car, but not a good enough hybrid to justify the price premium.
Overview
While comfortable and competent, the C-Max's high EPA-estimated fuel-economy numbers are basically fantasy. When Ford introduced the C-Max hybrid to the U.S. market for 2013, it felt modern and virtuous, a glimpse at what a greener future could look like. In the years since its introduction, the industry has moved much closer to that efficient future while the C-Max has rested on its laurels. It has skated by with only minor updates in the face of upgrades from competition such as the Chevrolet Bolt EV and the Hyundai Ioniq. There are still things we like about the C-Max: it's more fun to drive than most hybrids thanks to the underpinnings it shares with the nimble Ford Focus, and the cargo hold has more space than many sedans. But with lackluster fuel economy and outdated styling, its futuristic luster has paled to near irrelevance.
What's New for 2018?
Rumors are flying that Ford will end U.S. sales of the C-Max at the end of 2018. The plug-in Energi version was discontinued at the end of the 2017 model year, leaving the C-Max hybrid to soldier on alone unchanged from 2017.
Pricing and Which One to Buy
With no plug-in model on the menu and only two available trim levels for the remaining hybrid, there aren't many decisions to make when buying a C-Max. The lineup starts with the SE trim, but we'd choose the ritzier Titanium model for its quasi-luxurious interior touches. That trim includes niceties such as leather seating, heated front seats, the Sync3 infotainment system, and rear parking sensors.
Engine, Transmission, and Performance
Likes: Speedier than most other hybrids, refined powertrain, athletic chassis.
Dislikes: Not as efficient as rivals, lackluster cornering grip, top-heavy feeling in corners.
The C-Max hybrid powertrain is refined and well-integrated, and the transition from electric power to gasoline operation is practically seamless. We'd prefer if the C-Max were either zippy or hyper-efficient instead of occupying an unsatisfying middle ground. The powertrain consists of a continuously variable automatic transmission (CVT), a 2.0-liter four-cylinder gas engine, two electric motors, a battery pack, and front-wheel drive. At our test track, the C-Max managed a 7.9-second zero-to-60-mph run; that's quick for a hybrid, but we'd never call it enthusiastic.
The C-Max rides on the same platform as the athletic Ford Focus, and many of the Focus's desirable driving characteristics shine through. Steering responses are accurate, and effort is pleasantly hefty. The tall C-Max leans a bit in corners, and its performance on the skidpad—a test designed more to measure a car's ability to hold the road when cornering than how it feels while doing it—was just okay.
Fuel Economy and Real-World MPG
The C-Max struggles to match other hybrids for efficiency. It has the lowest EPA ratings among its rivals and doesn't come close to cresting 50 mpg in any metric, a mark the competition such as the Ioniq and the Toyota Prius vault over with ease. On our real-world highway fuel-economy test route, the C-Max delivered a lackluster 33 mpg.
Interior, Infotainment, and Cargo
Likes: Spacious and comfortable interior, simple infotainment setup, plenty of cargo room.
Dislikes: Dated interior design, bulky dash-mounted shifter, base infotainment system is basic.
The C-Max's interior is comfortable, but it's a generation behind Ford's newest offerings in its design, materials, and finishes. The center stack's layout in particular is beginning to look its age. Power-adjustable cloth seats are standard in the C-Max, but leather-trimmed front seats are standard in Titanium models. We had no qualms with the seats in the base SE model we tested, but the large, high-mounted shifter and mechanical parking brake in SE models take up much of the front row's choicest real estate.
Ford's Sync and Sync 3 systems are simple to use, and even the base-trim C-Max comes standard with plenty of power points. We wish Apple CarPlay and Android Auto were standard—they're optional—but Sync is still more intuitive than the standard offerings from many other automakers.
The C-Max is among the more spacious members of this class. Its hatchback body style means it has a large, tall cargo hold, and its in-cabin storage is ample. The C-Max's rear seats flip down easily using a lever mounted on the outboard side of each seat; they fold parallel to the floor and make a flat load surface. We managed to fit six carry-on suitcases behind the rear seat and a whopping 20 with the rear seats folded.
Safety and Driver-Assistance Features
Overall Safety Rating (NHTSA)
The C-Max fared well in National Highway Traffic Safety Administration and Insurance Institute for Highway Safety tests but missed out on top marks from both agencies. Compared with others in the class, the C-Max's driver-assistance technology offerings are sparse. Key safety features include:
- Available blind-spot monitoring
- Available rear cross-traffic alert
- Available self-parking feature
Warranty and Maintenance Coverage
Ford's warranty coverage is about average but can't compete with the complimentary scheduled maintenance offered by the Prius. Hyundai's battery warranty for the Ioniq is good for the lifetime of the vehicle, but only as long as the vehicle remains in the possession of the first owner.
- Limited warranty covers 3 years or 36,000 miles
- Powertrain warranty covers 5 years or 60,000 miles
- Hybrid component warranty covers 8 years or 100,000 miles
- No complimentary scheduled maintenance
