Ford C-Max Energi - Partway to a Pure Electric Future

For numerous reasons, more new alternative fuel vehicles are arriving in the marketplace. I hope it's because we really are tired of (and worried about) burning fossil fuels and wrecking our planet, but some of it is because the manufacturers have to meet stricter U.S. Government standards. And, manufacturers are competing with each other.

Toyota has claimed the green mantle so far with its popular Prius hybrid. In fact, Toyota currently has two thirds of the market. Ford is second--way down at about 12 percent--but it's growing. And a major reason is its new hybrid C-Max models.

In the U.S., you can get the C-Max only as a hybrid or a plug-in hybrid. Designed in and for the European family minivan market, it is available as a normal petrol-powered car there, but here, Ford is creating a new specific model to go head-to-head with the Prius, while still offering the same engine/motor combination in the midsize Fusion sedan.

The plug-in hybrid is a step between an all-electric car, such as the Nissan Leaf, and a normal hybrid. Hybrids use a gasoline engine coupled with an electric motor and a larger battery. The battery, not associated with the 12-volt one used to start the engine or power your radio or air conditioner, generates all of its power by regenerating it whenever you use the brakes. This works well, because hybrids never require plugging in. The system uses computer brainpower to know when to use the engine or the motor--or both.

A pure electric vehicle is great, until you run out of juice. Charging stations are few, and it takes a while, normally hours, to recharge a depleted battery. So, you could end up stuck somewhere, or be forced to limit the use of your car. A plug-in hybrid allows you to charge up for a limited amount and then, when that battery is dry, you automatically switch to hybrid mode and keep going.

Charging is easy, but you have to spend a couple of minutes every night pulling out the cord and connecting your car to your home's power supply. The durable cord coils up onto a portable holder that is stashed neatly under the driver's seat. It's enough of a bother to put it back there that I left it out on the rear floor during the C-Max's stay, only returning it to its hidden home when I gave back the car.

On the left front fender, the round plastic door flips up and over and you plug in what looks like a gas nozzle without the tube into the socket. Then, a circle around the filler glows in a clockwise moving circle. As you charge the car, it displays, in  quarters, what percentage the battery has charged. When it's 100 percent charged, the light goes out. It worked overnight on 110 current; a 220-volt system would presumably be much faster.

The C-Max is a very pleasant car to drive, with responsive steering, a firm, but not harsh ride, and an airy and attractive interior. You sit high, almost like in a crossover SUV. And, the electric charge is effective--until it runs out. But the transition from smooth, silent electric to gas/electric is virtually undetectable.

I commute 30 miles to my office each day, so my real-world experience was that I enjoyed about 21 fuel-free miles, and at about 2/3 of the way there, the car became a regular hybrid. Even then, part of my driving, even on the freeway, was electric, so, the first day, I ended up driving 23.6 miles on pure electricity for a 29.4 mile trip. That's excellent. I verified a similar performance on subsequent days.

Of course, with no chance to charge, my trip home was simply as a hybrid, but even then, I had 13.5 miles in "EV" (electric vehicle) mode.

The ideal case for this car would be to have a shorter commute, with a charger at both ends. Then, perhaps, my commute would use no gas at all.

One weekend day, I ran several errands around town, to the dry cleaner, bank, pet food store, and realized when I pulled into my driveway that I had done it all on electricity alone. And that feels good.

The C-Max combines a 2.0-liter gasoline engine with a motor to get 188 horsepower combined. The engine accounts for 141 of that. The battery is a Lithium-ion type rather than the older style nickel-metal-hydride, which means it's more efficient and can be smaller. As it is, the plug-in model must steal several cubic feet of rear cargo space for the battery. I was still able to open the hatch and slide in a variety of substantial items. 

The C-Max's accommodations look just like today's Fords--lots of angles, nicely finished surfaces, and a a lot of activity combined with a strong, solid feel. You also live with Ford's SYNC system for attaching your phone and devices, including voice activated phone and navigation system commands. There is a learning curve, but after several cars like this, I know how to use the quartered home page screen and to touch the corner to open up that feature, such as Audio, Navigation or Climate.The voice commands are usable for dialing someone while you're underway.

The instrument panel features Ford MyTouch, which gives you the power to change what you see on the right and left sides of the simple round speedometer. The left side displays fuel economy information and gives you insight into which powerplant is working and how hard it's working. There are several different views, but I liked the one with a double rainbow of bars that at a glance told the story. Of course, there are numbers available--the average miles per gallon being the one I cared most about. And the left side automatically gives a report after each trip on how efficiently you drove.

The right side of the instrument panel shows entertainment and other features, but is most fun as the Efficiency Leaves display. Drive gently and electrically and you can add various-sized leaves to the plant. When you're stomping on the gas on the freeway, the leaves fall off and disappear. You begin to feel guilty about "killing" the plant. This strategy may work for some drivers.

How does the EPA calculate fuel economy on cars that sometimes drive without fuel? The agency issues an MPGe number that is an "equivalent" value. So, the numbers for the regular hybrid are 47 for City, Highway, and, naturally, Combined (although I and others have not achieved that in real world driving). The official figures for the Energi are 108 City, 92 Highway, and 100 Combined. That sounds spectacular, but it will vary greatly depending on your driving. Driving only about a third of my miles in pure electric mode, I averaged a still good 49.5 miles per gallon (equivalent) over the test week. If you kept your driving more local and stayed on battery power, then the number would be closer to 100 MPGe.

And that's part of what you need to consider when looking at the C-Max--or any other hybrid, plug-in, or electric car. Hybrids normally are most efficient in town, so if you drive primarily freeway miles, a very efficient standard gasoline car might make more sense, particularly considering the price premium for hybrids. Certain, the Energi is great to drive, but I always was a little disappointed when the three-dimensional representation of a battery morphed before my eyes into the two-dimensional battery-shaped image used by  the hybrid drivetrain. I wanted it to last longer.

Prices for the C-Max Energi start at $33,345; the regular hybrid begins at $25,200. That's a significant difference for what could turn out to be an incremental fuel savings. These numbers are competitive with the Prius, and especially with the Prius v, the more wagon-shaped version in Toyota showrooms. If budget is your top priority, a gas-powered Ford Fiesta subcompact gets up to 41 miles per gallon on the freeway and starts at just $14,000.

If you're interested, in a C-Max, drive it and the Prius back to back. The numbers are close, but the Ford feels more fun to drive and the Energi's pure-electric range is greater than the plug-in Prius. I expect, in the near future, to see an improved electric range in the Energi--and probably a C-Max all-electric vehicle in what is shaping up to be an epic battle for green buyers.

Ford C-Max -- A Prius Alternative

The Toyota Prius has been successful partly because it offers something better--and is now an iconic presence on the road. Even people who don't own one or have even been in one know that a Prius is a hybrid that gets great mileage and is environmentally friendly.

Well, who says the Prius has to have all the attention? Ford has offered numerous hybrid alternatives, most notably the compact Fusion sedan and Escape SUV, but those cars look almost exactly like the gas-only versions and can't match the Prius' posted 50 mpg.

Ford has decided to build the Europe-designed C-Max in Wayne, Michigan. The C-Max is a compact but tall four-door hatchback, and will sell only as a hybrid in the U.S. And it not only looks like a member of the new Ford family--it stands apart as a hybrid only. Now the marketing people can take over and create a recognizable brand.

It's a very nice vehicle, as I discovered with a week of driving one. My Blue Candy Metallic Tint Clearcoat SEL model had the feel of a new car but also the familiarity of what a hybrid is supposed to be. The side window line was pretty close to a Prius, I have to admit, but the nose has the new Aston Martin" grille appearance--although it sits low on the prominent plastic bumper, close to the road. 

The real point of a hybrid, of course, is to get high fuel economy and drive clean while you're doing it. There may be a bit of "hey, look at me, I'm driving a hybrid," too, and Ford's high-tech screen actually thanks you for driving a hybrid!

Like a good hybrid should, the C-Max mates a 2.0-liter four-cylinder engine and an electric motor to make your fuel fill-ups take you further. The Prius has made a point of showing you a screen of wheels turning and where the energy is coming from and where it's going. The C-Max doesn't, but has a coach to guide in in driving intelligently. It shows you how much power is in the battery and displays when you're charging it by regenerating power while braking. It even tells you the percentage of energy you regenerated. One screen on the highly-configurable MyFordTouch instrument panel lets you grow leaves with your good driving behavior.

The airy cabin is welcome--and a buyer expectation from dedicated hybrids. The windshield goes way forward and there are little triangular panes in the substantial pillars. The various angles and surfaces in Ford of today are always moving your eyes around the cabin, so you don't get bored. The tall ceiling also lends a sense of connection with the outside, but you won't hear much from there. And, when the car's using the electric motor only, it's blissful silence.

Ford's SYNC system is a fascinating look at the future (and some might even say the present) of automotive technology. The problem is, it's frustrating to use. I spent substantial time testing the voice commands for the audio system, navigation system and climate control. I asked for an artist and sometimes got the wrong person. I set up a destination via voice and the car actually took me to the wrong address.

But when it worked, it was satisfying, and even when the system let me down, I kept going back for more. It discovered that it works a lot like software, in that you need to move from one screen to another, systematically. It would be great if the system understood a sentence and didn't need to be fed a series of commands, such as "Audio > USB > Sirius > artist > song." Ford has taken a hit for confusing and confounding its buyers, but this is exciting--even if it feels like we drivers are working as Ford's beta testers.

The car is listed by the EPA as averaging 47 miles per gallon (and the same for City and Highway ratings). Sadly, with my long stop-and-go commutes and in-town driving, I averaged just 37.9 mpg over my test week. That's actually great--and better than virtually any other car I've driven, but the Prius does better and the sticker said 47.

Perhaps it makes more sense to compare the C-Max to the new Prius V, which is more wagon-shaped. My test of a 2012 Prius V recently came up with 38.8 mpg--pretty much a wash.

The Prius has never been been renowned for it's sporty driving experience despite its undeniable competence at everything else. That may be the Ford's biggest selling point. The car handles tautly, and feels more alive on the road. Of course, you're up high, so it's not like a sports car, but the steering is more direct than the Toyota and the engine feels responsive.

At this point, C-Max models include the SE and the SEL, but a plug-in hybrid model is coming soon. Like the Prius Plug-In, it offers fuel-free motoring for a limited distance and you can charge it with a plug and cord to make that happen. For folks not intending on traveling major distances routinely, it could offer the advantages of an all-electric car with the freedom to add fuel and take off for wherever you want.

Prices for a C-Max SE start at $25,200. The SEL, with additional content, starts at $28,200. My car had a $3,080 optional equipment group that included Premium Audio and Navigation, a power liftgate, keyless entry, the high-tech parking technology package, and the charming and aggravating hands-free technology package. Like a Prius, the price range starts out fairly reasonable and moves into entry luxury territory in a hurry.

The C-Max is a new entry in the American car market, and seems to have the right ingredients. Perhaps passing on the SYNC voice interaction would be a good plan, but for hauling your family and gear--with some driving satisfaction--it seems poised for success.

One Man's Favorite Car--that You May Not Have Heard Of

Today, my colleague Slava told me about the first car that he had when he came to the U.S. It was a Nissan Axxess. He loved it and put more than 160,000 miles on it. He also developed a fondness for Nissans from that experience.

Do you remember the Axxess? Known as the Prairie in Japan, it was a small minivan with sliding doors on both sides. It was sold here only in 1990-92. Small and economical, but also roomy, it was a niche vehicle and came and went quickly. But--today, you can buy the swoopy 2012 Mazda5 and get nearly the same kind of thing. The new Ford C-Max minivan, coming out soon, will also offer a compact way to transport lots of folks.

What's your favorite oddball car? Mine is the Nash Metropolitan (see post of January 19). I also like the Volvo 1800 ES--a sportwagon from early 1970's. In modern cars, it's the MINI Cooper--especially the extended Clubman version.