FORD

FOCUS GETS THE MAX FACTOR With three economical common rail diesel engines available, Ford’s C-MAX aims to take the fight to the mini-MPV class best. Andy Enright reports…

When designing a mini-MPV, there are a vast array of options open to car manufacturers. They can maximise interior space but this normally comes at the expense of driveability and style. Ford’s recent renaissance has been built upon making cars that are a delight to drive, so it’s no surprise that their C-MAX mini-MPV doesn’t resemble a hulking breezeblock. So subtle are its lines that many would have to glance twice to distinguish it from its hatchback sibling. With a frugal TDCI common rail diesel engine up front, the C-MAX proves both economical and acceptably quick. But will it be enough to steal sales form a well-established bunch of rivals?

Ford have thought long and hard about this car since its original launch, hence the recent styling changes and the dropping of the ‘Focus’ name from the title. The looks are a good deal less introverted these days with a redesigned front end that includes design elements from the S-MAX - most notably, the lower trapezoid front grille, a redesigned upper grille, headlights and tail lamps. Specify the optional bi-xenon lights and a light strip runs across the top line of the lamp unit. It’s all rather Audi, as are the LED tail lights. The 1.6-litre diesel that props up the C-MAX TDCi Range we’re looking at here is a development of the Fiesta’s 1.4TDCi common rail unit and, like the 1.8 and 2.0-litre TDCi powerplants, was developed in conjunction with Peugeot and Citroen, drawing on both company’s shared expertise in the field. Ford’s Centre for Diesel Excellence at Dagenham has become a well-respected think tank when it comes to state of the art oil burning engines and the latest TDCi units do its reputation no harm. The 1.6-litre engine is primarily aimed at customers with an eye on fuel economy, and will return a very creditable 57.6mpg on the combined cycle while emitting just 127 grams of carbon dioxide for every kilometre travelled. Despite the focus on frugality, it’ll still zip to 60mph in 11 seconds and run on to a top speed of 116mph. Torque is delivered from very low in the rev Range and this makes the C-MAX TDCi 1.6 agreeably quick off the mark when you need to accelerate out of a T-junction into flowing traffic. The 1.8-litre TDCi engine develops 113bhp, is fractionally quicker to 60mph and has a 125mph top speed. Choose this option and you can expect 52mpg fuel economy.

"Ford’s Centre for Diesel Excellence at Dagenham has become a well respected think tank"

If you really want to take advantage of the Focus C-MAX’s excellent dynamics, the punchy 134bhp 2.0-litre TDCi engine makes a capable partner. Backed up by a six-speed gearshift, this unit develops more torque than a Porsche Boxster S. This means that as long as you keep the needle in the sweet spot around 2,000rpm, you’ll have plenty of acceleration in reserve whether it’s just you at the wheel or even if the car is fully stacked. It gets to 60mph in 9.3 seconds and will hit 125mph where conditions permit. Despite this muscle at the command of your right foot, the 2.0-litre model still manages an average of just under 49mpg and emits 154g/km of CO2. Why would you possibly want to buy elsewhere, especially with 1.6-litre pricing opening at just £14,995, the 1.8-litre £1,000 more and the 2.0-litre starting at £17,745? The thing that may prove a deal breaker to some customers is the fact that whereas the Volkswagen Touran can be specified with seven seats and the Renault Grand Scenic is also thus equipped, the C-MAX only offers five seats. This raises a perplexing question. Just as the Ford Fusion has found little favour with buyers who couldn’t really see what it offered over and above a normal Fiesta, there may well be a significant proportion of potential C-MAX customers who can’t see the point of a car that seats no more bodies than a cooking Focus hatch. If the exterior may still be a little low key, the C-MAX more than makes up for it with the ideas factory that is the cabin. Although it’s not available on entry-level versions, Ford’s rear seat flexibility system really is the ace in the C-MAX hole. A 40-20-40 "tip and tumble" rear seat sees the centre section flip rearwards into the luggage compartment, leaving the remaining two seats to slide diagonally along a runner towards the centre of the car, giving unprecedented levels of space for four. The rear seats are set high, which does away with the usual mini-MPV complaint of virtually sitting on the floor and means that the kids get a great view forward. The flipside to this is that if you’re regularly carting taller passengers about, that sloping roofline may cause a few grumbles. With 100mm of extra legroom and 60mm of additional shoulder room over the standard Focus hatch, space is otherwise pretty generous in the back of the C-MAX. Even in the standard three-abreast bench position there’s plenty of room, offering 946mm of legroom and 582 litres of luggage compartment space. Remove the rear seats altogether and there’s a monstrous 1,692 litres available. One trick Ford did miss was the ability to tumble the front passenger seat forward to a flat position. The fascia design of the C-MAX reflects the exterior lines in its calm maturity. The riot of bisecting lines, angles and arcs that the Focus introduced have been replaced by a quietly styled dashboard with classy Sony branded stereo equipment taking pride of place. The gearlever is mounted high and feels more natural than a floor mounted stick. Materials quality has taken a noticeable hike too, the soft touch plastics used on the upper dash surface being reminiscent of latter day Audis. The C-MAX TDCi versions have a great deal going for them with economical engines, some clever ideas inside and a great ride and handling set up. The styling is low key inside and out and without seven seats to offer as a carrot, it’s difficult to see hordes of buyers trading up from Focus hatches into C-MAX mini-MPVs. Perhaps Ford’s historical lack of commitment to the mini-MPV sector has bled over into the development of the C-MAX. With a little more rear legroom and a little more utility, the C-MAX seems almost apologetic at what it has become. Still, there's no shortage of mini-MPV buyers who feel the same way and feel as if family commitments have grudgingly forced them into buying such a vehicle. If so, the C-MAX TDCi models may make a perfect marriage of malcontents.

Facts At A Glance CAR: Ford C-MAX TDCI diesel Range PRICES: £14,995-£18,745 - on the road INSURANCE GROUPS: 7E-8E CO2 EMISSIONS: 129-148g/km PERFORMANCE: [2.0 TDCi] Max Speed 125mph / 0-60mph 9.3s FUEL CONSUMPTION: [2.0 TDCi] (combined) 50.4mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, EBA WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4333/1825/1558

C-CHANGE There’s no shortage of potential customers looking for a reasonably priced mini-MPV but who don’t want something shoddily built. The Ford C-MAX 1.6 Range could be the perfect solution. Andy Enright reports…

Graduating to a mini-MPV can be a fraught business. Typical buyers are often at that time of life when the realisation has finally overtaken them that the slinky coupe or cramped hatch just isn’t doing it anymore. With a growing family to budget for, it’s also a time when the pennies have to be carefully monitored, one reason why the cheaper end of this particular market sector has boomed. In the 1.6-litre versions of their C-MAX mini-MPV, Ford have done everything possible to make the transition as painless as possible. An affordable asking price is allied to car-like handling, excellent build quality and a shape that won’t have your friends buying you a pipe and slippers for your next birthday.

The 100bhp 1.6-litre Duratec 16v petrol engine that powers the entry-level model probably won’t win many traffic light Grands Prix, accelerating to 60mph in 14.6 seconds and on to a top speed of 107mph but it’s nevertheless a very sweet revving and willing powerplant that’s fun to zing up to the redline in each gear. Of a little more relevance is an average fuel consumption figure of 41mpg that is anything but average. The CO2 emission figure of 166g/km is also respectable stuff for such a vehicle. Prices start at £12,995 for the standard 1.6 Studio model that comes replete with six airbags, anti lock brakes, electric windows but no compact disc player. Trade up to the £13,995 Style model and you’ll find the archaic tape player has been replaced by a disc slot and you’ll also get air conditioning, a trip computer and the comfort seat system. The top of the 1.6-litre line up is the Zetec version that carries a sticker price of £14,995 but adds alloy wheels, privacy glass, body coloured trim and a generally sportier feel to the interior. Ford have thought long and hard about this car since its original launch, hence the recent styling changes and the dropping of the ‘Focus’ name from the title. The looks are a good deal less introverted these days with a redesigned front end that includes design elements from the S-MAX - most notably, the lower trapezoid front grille, a redesigned upper grille, headlights and tail lamps. Specify the optional bi-xenon lights and a light strip runs across the top line of the lamp unit. It’s all rather Audi, as are the LED tail lights.

"Few mini-MPVs can put a smile on the drivers face. This one does"

Despite the fact that this design offers only 5 seats, it’s still very practical. In fact, Ford’s rear seat flexibility system remains the ace in the C-MAX hole. A 40-20-40 "tip and tumble" rear seat sees the centre section flip rearwards into the luggage compartment, leaving the remaining two seats to slide diagonally along a runner towards the centre of the car, giving unprecedented levels of space for four. With 100mm of extra legroom and 60mm of additional shoulder room, even extravagantly dimensioned passengers should be able to find space in the back of the C-MAX. Even in the standard three-abreast bench position there’s plenty of room, offering 946mm of legroom and 582 litres of luggage compartment space. Remove the rear seats altogether and there’s a monstrous 1,692 litres available. Ford’s marketing department remains utterly convinced that there’s an untapped market for vehicles that offer five seats with MPV-style headroom and versatility but which still offer keen driving dynamics and styling that doesn’t resemble a downsized burger van. Think about how we use our cars for a moment. Many of us rarely even use the back seats for anything but shopping bags and jackets. If you’ve got a family in tow, you may well need four or even five seats but if you seriously need seven seats, it makes sense to go with the additional carrying capacity of a full sized MPV like Ford’s Galaxy or S-MAX models. Ford claim the C-MAX moniker is an amalgam of both the C-segment in which it competes and a combination of maximum comfort, maximum confidence and maximum control. Whilst some of this sounds like marketing flannel, it’s a source of great importance for Ford that the C-MAX should uphold the reputation of its Focus progenitor as a sparkling drive. Rumour has it that during the development cycle, an all-electric steering was developed that developed far better feedback than any electric power steering system to date. Thing was, it still wasn’t as good as the Focus’ existing helm, so despite being undoubtedly clever, it was ditched. Instead Ford uses a hydroelectric pump system that offers great feel and a three per cent fuel saving over conventional systems. This, coupled with the celebrated control blade rear suspension, ensures that the C-MAX feels a very capable handler. Riding on the chassis of the acclaimed Focus hatch, the C-MAX is the car to go for if you want your MPV to handle. In this respect at least it’s as much of a true multi purpose vehicle as anything you care to mention as it offers a very entertaining drive as well as being able to cope with more mundane duties. Few mini-MPVs can put a smile on the drivers face. This one does. If the concept of a south-east Asian cheapie doesn’t appeal, it’s worth forking out for one of the C-MAX 1.6 models. The handling and ride are one reason why, the interior build quality another. It’s the most affordable of the genuine premier league sector, undercutting the other chief protagonists the Renault Scenic II and the Volkswagen Touran. As a top quality half way house into mini-MPV ownership, the C-MAX 1.6 has a whole lot going for it.

Facts At A Glance CAR: Ford C-MAX 1.6 Range PRICES: £12,995-£14,995 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 166g/km PERFORMANCE: [1.6 16v] Max Speed 107mph / 0-60mph 14.6s FUEL CONSUMPTION: [1.6 16v] (combined) 41mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, EBA WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4333/1825/1558

GET THE MAX Flushed with the success of their S-MAX and Galaxy models, Ford has given the C-MAX mini-MPV a sprucing as well. Andy Enright takes a look

Stick with five or twist with seven seats? That was Ford’s dilemma when Vauxhall’s Zafira changed the way we looked at small MPVs back in 1999. Ford hemmed and hawed for four years, adopting a wait-and-see approach as the market fragmented into two camps, the Zafira ruling the seven-seat market and the Citroën Xsara Picasso trumping the five-seat offerings. The five-seat Focus-C-MAX, launched in 2003, might not have been overwhelmingly novel but what it did, it did very well - offering the civility of a family hatch with just a bit more practicality.

The launch of the Ford Galaxy and S-MAX twins showed that when it came to family vehicles, the Blue Oval could blend style with practicality. The latest C-MAX (it drops the Focus prénom) continues this trend, now looking a good deal sharper and featuring some sassier detailing as well as a carefully chosen package of extra showroom-friendly features. All at prices little different from before, starting at £13,295. As before, six basic engines are offered, the range split between three petrols and three diesels. The 90bhp 1.6-litre diesel unit is a development of the Fiesta’s 1.4TDCi common-rail powerplant, plus there’s a 115bhp 1.8-litre Duratorq TDCi unit. Pick of the range however, has to be the punchy 135bhp 2.0-litre TDCi engine sourced from Peugeot. Backed up by a six-speed gearshift, this has proved to be the engine most able to take the fight to Citroen, Renault, Volkswagen and Vauxhall. Petrol buyers are catered for with 100bhp 1.6-litre 16v, 125bhp 1.8-litre and 145bhp 2.0-litre options. Plus there’s the option on the diesels of an environmentally-friendly Diesel Particulate Filter (DPF). Thus equipped, the 1.6-litre emits 110bhp while the 2.0-litre remains at a healthy 135bhp. Petrol buyers can also get the 1.8-litre 135bhp engine in environmentally-friendly Flexifuel guise. The C-MAX only really had one rival for the crown of best-handling MPV-style vehicle and when Honda pensioned off the Stream in 2005, the Ford stood alone as the driver’s choice. There’s never been a duff-handling Focus derivative and once you’ve dropped the kids off at school, the C-MAX is a car that you can enjoy on the twisty route home. During the development cycle, an all-electric steering set-up was developed that offered far better feedback than any electric power steering system to date. The thing was though, it still wasn’t as good as the existing helm, so despite being undoubtedly clever, it was ditched. Instead, Ford uses a hydroelectric pump system that offers great feel and a three per cent fuel saving over conventional systems. This, coupled with the celebrated control blade rear suspension, ensures that the C-MAX feels a very capable handler.

"All the C-MAX needed to succeed was to find its own voice."

In terms of design and build, Ford didn’t need to do too much to the latest C-MAX as it was already a very competent product. Endowing it with a little personality and desirability was the name of the game with this revamp and the results look good. The styling is a good deal less introverted these days with a redesigned front end that includes design elements from the S-MAX - most notably, the lower trapezoid front grille, a redesigned upper grille, headlights and tail lamps. Specify the optional bi-xenon lights and a light strip runs across the top line of the lamp unit. It’s all rather Audi, as are the LED tail lights. Ford’s rear seat flexibility system remains the ace in the C-MAX hole. A 40-20-40 "tip and tumble" rear seat sees the centre section flip rearwards into the luggage compartment, leaving the remaining two seats to slide diagonally along a runner towards the centre of the car, giving unprecedented levels of space for four. With 100mm of extra legroom and 60mm of additional shoulder room, even extravagantly dimensioned passengers should be able to find space in the back of the C-MAX. Even in the standard three-abreast bench position there’s plenty of room, offering 946mm of legroom and 582 litres of luggage compartment space. Remove the rear seats altogether and there’s a monstrous 1,692 litres available. Ford hasn’t skimped when it comes to equipment with this generation C-MAX. What is worth bearing in mind is that a lot of what’s new is reserved for the options list so make sure you’re comparing eggs with eggs price-wise. Some standard features that are noteworthy include an MP3 connector socket in the centre console, while the Titanium model features blue tinted glass. The range runs from entry level Studio trim through Style, sporty Zetec and the rather techno Titanium. Of the options available, the panorama glass roof is perhaps the most desirable. This covers almost the entire roof area and features internal blinds and a Solar Reflect coating to ensure you don’t feel as if you’re driving a mobile propagator. Other options include a Sony in-car entertainment system with integrated six-CD changer, key-free entry, Bluetooth and DVD navigation. Sports packs are also available for the first time, including an alloy wheel upgrade, sports suspension, racy seats, a three-spoke steering wheel and a body coloured spoiler. Prices start at £13,295 for the 1.6-litre petrol Studio and top out at £19,020 for the 2.0 TDCi Titanium. Load it with extras and you could easily bump that over £20k. The downside of garnishing the C-MAX with every conceivable extra is that it won’t be reflected in the car’s resale price. The C-MAX hasn’t built the biggest following to date and models like the Volkswagen Touran will cling onto their value a little better. Diesel models are better in this regard and the 2.0-litre diesel variant is by far the most desirable in terms of retained value, that excellent engine being a major draw. Fuel economy across the board is very good with the 2.0-litre diesel engine good for 48.7mpg on the combined cycle. Even the petrol engines are relatively frugal, the entry-level 1,.6-litre capable of getting just over 40 miles from a gallon of unleaded, but this figure will dip significantly if the car is loaded and the engine extended. Because the C-MAX has never been a car favoured by the backwards baseball cap brigade, insurance costs have been kept at a reasonable level. Ratings open at Group 5 and even the punchy 2.0-litre diesel is only rated at Group 10, offering a lot of go for such modest premiums. All the C-MAX needed to succeed was to find its own voice. The old car was extremely competent but contrived to hide its light under a bushel of bland styling and an over reliance on riding the coat tails of the Focus hatch. No longer. The latest generation C-MAX sees Ford at its expressive, expansive best. Yes, it took the introduction of the bigger and bolder S-MAX to really kick the C-MAX into life but it’s just about been worth the wait. Personally, I’d love to see a version with the 2.5-litre turbo engine from the Focus ST plumbed in up front but that’s just the road tester in me talking. For the real world there’s something for (nearly) everyone and genuine gripes are few. That said, it’s worth remembering that in the interim, Volkswagen and especially Citroën have upped their game quite markedly. This could get interesting.

Facts At A Glance CAR: Ford C-MAX range PRICES: £13,295 - £19,020 - on the road INSURANCE GROUPS: 5-12 CO2 EMISSIONS: 127-170g/km PERFORMANCE: [2.0TDCi] Max Speed 125mph / 0-60mph 9.4s FUEL CONSUMPTION: [2.0TDCi] (urban) 37.6mpg (extra urban) 62.7mpg (combined) 50.4mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, EBA WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4333/1825/1558

MAX POWER The Ford C-MAX has carved a reputation as one of the best driver’s cars amongst mini-MPVs. With a 2.0-litre engine under the bonnet, it’s certainly got enough power to really entertain. Andy Enright reports

Spend any time with a Ford C-MAX and you may well find a niggling question preying on your mind. Time and again, you’ll guiltily look for excuses to drive it and the same question forms as soon as you step out and plip the remote. "Am I totally missing the point here?" You see, the C-MAX is such a capable and enjoyable driver’s car that it tends to overshadow its more practical side. You become suffused with a rosy glow of affection towards the car based on its ability to tackle a corner and walk away with little or no idea as to how it would cope with family duties. The powerful C-MAX 2.0-litre model only exacerbates this problem.

With 144bhp on tap, this 2.0-litre Duratec engine will punt the C-MAX to 60mph in just 9.8 seconds and on to a top speed of 127mph. Despite these impressive figures it will still return a fuel consumption figure of 38.7mpg. Although nowhere near as good as the diesels in terms of fuel economy, this is still an impressive return. Plus prices which start at £15,995 on the road mean that the C-MAX 2.0-litre is a good deal more affordable than you might at first think. Still, the suspicion that driver enjoyment clouds your critical perspective is never far away. Few cars invite you to miss the point quite so seductively as the C-MAX. Ford claim the C-MAX moniker is an amalgam of both the C-segment in which it competes and a combination of maximum comfort, maximum confidence and maximum control. Whilst some of this sounds like marketing flannel, it’s a source of great importance for Ford that the C-MAX should uphold the reputation of its Focus progenitor as a sparkling drive. Ford have thought long and hard about this car since its original launch, hence the recent styling changes and the dropping of the ‘Focus’ name from the title. The looks are a good deal less introverted these days with a redesigned front end that includes design elements from the S-MAX - most notably, the lower trapezoid front grille, a redesigned upper grille, headlights and tail lamps. Specify the optional bi-xenon lights and a light strip runs across the top line of the lamp unit. It’s all rather Audi, as are the LED tail lights. On the road, the celebrated control blade rear suspension ensures that the C-MAX feels a very capable handler. Riding on the chassis of the new generation Focus hatch, the C-MAX 2.0 is the car to go for if you want your MPV to handle. In this respect at least it’s as much of a true multi-purpose vehicle as anything you care to mention as it offers a very entertaining drive as well as being able to cope with more mundane duties. Few mini-MPVs can put a smile on the drivers face. This one does.

"Few cars invite you to miss the point quite so seductively as the C-MAX"

Despite its keen road manners, delve a little deeper and you’ll find Ford have indeed done their homework. The marketing department is utterly convinced that there’s an untapped market for vehicles that offer five seats with MPV-style headroom and versatility but which still offer keen driving dynamics and styling that doesn’t resemble a downsized burger van. Think about how we use our cars for a moment. Many of us rarely even use the back seats for anything but shopping bags and jackets. If you’ve got a family in tow, you may well need four or even five seats but if you seriously need seven seats, it makes sense to go with the additional carrying capacity of a full sized MPV like Ford’s Galaxy or S-MAX models. If the exterior may still be a little underwhelming, the C-MAX more than makes up for it with the ideas factory that is the cabin. Although it’s unlikely to be available on entry-level versions, Ford’s rear seat flexibility system really is the ace in the C-MAX hole. A 40-20-40 "tip and tumble" rear seat sees the centre section flip rearwards into the luggage compartment, leaving the remaining two seats to slide diagonally along a runner towards the centre of the car, giving unprecedented levels of space for four. The rear seats are set high, which does away with the usual mini-MPV complaint of virtually sitting on the floor and means that the kids get a great view forward. The flipside to this is that if you’re regularly carting taller passengers about, that sloping roofline may cause a few grumbles. With 100mm of extra legroom and 60mm of additional shoulder room over a standard Focus hatch, space is otherwise pretty generous in the back of the C-MAX. Even in the standard three-abreast bench position there’s plenty of room, offering 946mm of legroom and 582 litres of luggage compartment space. Remove the rear seats altogether and there’s a monstrous 1,692 litres available. One trick Ford did miss was the ability to tumble the front passenger seat forward to a flat position. The fascia design of the C-MAX reflects the exterior lines in its calm maturity. The riot of bisecting lines, angles and arcs that the Focus introduced have been replaced by a quietly styled dashboard with classy Sony branded stereo equipment taking pride of place. The gearlever is mounted high and feels more natural than a floor mounted stick. Materials quality has taken a noticeable hike too, the soft-touch plastics used on the upper dash surface being reminiscent of latter day Audis. Just as the Ford Fusion has found little favour with buyers who couldn’t really see what it offered over and above a normal Fiesta, there may well be a significant proportion of potential C-MAX customers who can’t see the point of a car that seats no more bodies than a cooking Focus hatch. Prices are sharp, however, and many customers who made do in a Citroen Xsara Picasso may be tempted to try something a little more here and now. If stepping from a mini-MPV and raving about the way it drives seems about as apt as stepping from a supercar and lauding it on its practicality, then the C-MAX 2.0-litre may not at first appeal. Yes, you do pay for the engineering excellence that gives it such a winning ride and handling package but it’s not a huge premium. Well thought through practicality and an overall impression of quality that’s unmatched in any mini-MPV may well swing the balance amongst those who’ll never corner the C-MAX with any great gusto. If you thought starting a family would put the stoppers on having fun, the C-MAX 2.0-litre could well be your new best friend.

Facts At A Glance CAR: Ford C-MAX 2.0 range PRICES: £15,995-£16,995 - on the road INSURANCE GROUPS: 11-12 CO2 EMISSIONS: 210g/km PERFORMANCE: Max Speed 127mph / 0-60mph 9.6s FUEL CONSUMPTION: (combined) 38.7mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, EBA WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4333/1825/1558

TAKE IT TO THE MAX Positioned in a competitive market, Ford’s C-MAX 1.8 has a tough task on its hands. Does it shape up? Andy Enright decides…

Playing catch up can sometimes prove very difficult. When the mini-MPV market first boomed, Ford stood back and watched, confident that sales of these curious little boxes would be a passing fad. Buyers would soon realise that something Focus shaped or Mondeo sized made a far more satisfactory alternative than the frumpier lines of a mini-MPV. They were wrong. Six years after Renault popularised the genre with the Scenic, Ford responded with the C-MAX.

To keep this car current, Ford have updated the car with sassier styling in recent times but the essentials remain the same. There’s a choice of 1.6, 1.8 and 2.0-litre power whether you opt for diesel or petrol. It’s the 1.8-litre petrol car that we take a look at here. Powered by a 125PS four-cylinder engine, it’s usefully quicker than cars like the 1.6-litre Volkswagen Touran against which it competes pricewise and the engine is both smooth and blessed with a decent slug of torque – invaluable for hauling a fully laden vehicle uphill. It will zip from standstill to 60mph in a respectable 10.6 seconds and keep going until it runs out of steam at 119mph. Despite the impressive power and torque figures churned out by the 1.8-litre engine, it manages to return some very respectable economy figures. A combined fuel consumption figure of 39.2 mpg makes it more economical than its less powerful 1.6-litre counterparts from Volkswagen and Renault. Factor in CO2 figures of just 170g/km and it sounds like a winner already. There is a caveat, though, and for some buyers it will rule the C-MAX out of contention. Whereas the Volkswagen Touran can be specified with seven seats and the Renault Grand Scenic is also thus equipped, the C-MAX only offers room for five. This raises a perplexing question. Just as the Ford Fusion has found little favour with buyers who couldn’t really see what it offered over and above a normal Fiesta, there may well be a significant proportion of potential C-MAX customers who can’t see the point of a car that seats no more bodies than a cooking Focus hatch. Prices are sharp, however, and many customers who made do in a Citroen Xsara Picasso may be tempted to try something a little more here and now. The 1.8 Style opens proceedings at £14,495, with the Zetec priced at £15,495. The Range-topping Titanium version is pitched at £16,495.

"Few mini-MPVs can put a smile on the drivers face. This one does"

Ford’s marketing department remains utterly convinced that there’s an untapped market for vehicles that offer five seats with MPV-style headroom and versatility but which still offer keen driving dynamics and styling that doesn’t resemble a downsized burger van. Think about how we use our cars for a moment. Many of us rarely even use the back seats for anything but shopping bags and jackets. If you’ve got a family in tow, you may well need four or even five seats but if you seriously need seven seats, it makes sense to go with the additional carrying capacity of a full sized MPV like Ford’s S-MAX or Galaxy models. If the exterior may still be a little underwhelming, the C-MAX more than makes up for it with the ideas factory that is the cabin. Ford’s rear seat flexibility system really is the ace in the C-MAX hole. A 40-20-40 "tip and tumble" rear seat sees the centre section flip rearwards into the luggage compartment, leaving the remaining two seats to slide diagonally along a runner towards the centre of the car, giving unprecedented levels of space for four. Entry-level models get a less versatile version of the system but higher up the Range the all-singing, all-dancing set-up is standard. The rear seats are set high, which does away with the usual mini-MPV complaint of virtually sitting on the floor and means that the kids get a great view forward. The flipside to this is that if you’re regularly carting taller passengers about, that sloping roofline may cause a few grumbles. With 100mm of extra legroom and 60mm of additional shoulder room over a standard Focus, space is pretty generous in the back of the C-MAX. Even in the standard three-abreast bench position there’s plenty of room, offering 946mm of legroom and 582 litres of luggage compartment space. Remove the rear seats altogether and there’s a monstrous 1,692 litres available. The fascia design of the C-MAX reflects the exterior lines in its calm maturity. The riot of bisecting lines, angles and arcs that the Focus introduced have been replaced by a quietly styled dashboard with classy Sony branded stereo equipment taking pride of place. The gearlever is mounted high and feels more natural than a floor mounted stick. Materials quality has taken a noticeable hike too, the soft-touch plastics used on the upper dash surface being reminiscent of latter day Audis. Ford have thought long and hard about this car since its original launch, hence the recent styling changes and the dropping of the ‘Focus’ name from the title. The looks are a good deal less introverted these days with a redesigned front end that includes design elements from the S-MAX - most notably, the lower trapezoid front grille, a redesigned upper grille, headlights and tail lamps. Specify the optional bi-xenon lights and a light strip runs across the top line of the lamp unit. It’s all rather Audi, as are the LED tail lights. On the road, the celebrated control blade rear suspension ensures that the C-MAX feels a very capable handler. Riding on the chassis of the Focus hatch, the C-MAX 1.8 is the car to go for if you want your MPV to deliver driving thrills and can’t run to the quicker 145bhp 2.0-litre model. In this respect at least it’s as much of a true multi-purpose vehicle as anything you care to mention as it offers a very entertaining drive as well as being able to cope with more mundane duties. Few mini-MPVs can put a smile on the driver’s face. This one does. The C-MAX 1.8 is a worthy contender in the mini-MPV sector but it still faces an uphill battle. With a bunch of established rivals and no seven seat option available, it will leave many buyers scratching their heads in puzzlement. Let’s hope that enough people can recognise the C-MAX as the achievement that it is. The 1.8-litre petrol engine fitted to this car offers punchy performance and admirable economy. Let’s hope it’s enough.

Facts At A Glance CAR: Ford C-MAX 1.8 Range PRICES: £14,495-£16,495 - on the road INSURANCE GROUPS: 7E-8E CO2 EMISSIONS: 170g/km PERFORMANCE: Max Speed 119mph / 0-60mph 10.6s FUEL CONSUMPTION: (combined) 39.2mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, EBA WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4333/1825/1558