Sometimes you feel like a plug….sometimes you don’t.
Ever since gas-electric hybrids entered the U.S. market near the dawn of the millennia, automakers hawking these modes of transport emphasized the convenience of on-board, self-charging batteries never needing a wall-socket plug. Toyota’s conventional Prius remains top of mind.
As technologies evolve and pure-electric ranges increase, plugs are suddenly in vogue. Now, even Toyota offers a plug-in hybrid electric version (PHEV) of its high-mileage Prius (aptly named the Prius plug-in hybrid).
Toyota is not alone in making noise with quiet-running gas-electric hybrids and PHEVs. Ford Motor Company markets a couple of gas-electric hybrids with or without plug-in capabilities.
The Blue Oval’s front-wheel-drive C-Max entered the U.S. market in the 2013 model year with no conventional, power source under the hood, only high-mileage hybrid variants: a C-Max gas-electric hybrid (no plug-in necessary) or C-Max Energi (a plug-in hybrid with greater all-electric range).
And in true Ford fashion, C-Max is available with any body style, as long as it’s a compact, tall-standing five-door hatchback.
Little changes in 2014 as C-Max carries over form and function from its 2013 debut model year, although a new hood seal and front/rear tire deflectors enhance aerodynamics.
Both C-Max Energi and C-Max hybrid utilize a fuel efficient 2.0-liter Atkinson four cylinder gas engine working in tandem with an 88 kilowatt electric motor and an electronic continuously variable transmission (CVT). Both take advantage of kinetic, regenerative braking by recapturing energy when the brake pedal is engaged and storing it for later electrical use. Working in tandem, this generates an outstanding 43 miles per gallon in combined city/highway driving.
C-Max Energi (our tester this week) adds another layer of technology; a sizeable 7.6 kilowatt-hour lithium-Ion battery pack (stowed behind the second row seats), rechargeable from a conventional 110-volt household outlet or higher-output, 220-volt (a larger, washing-machine sized port) system. C-Max Energi can be driven longer distances in pure electric mode (approximately 21 miles when fully charged) than the C-Max hybrid.
The closest technological C-Max Energi competitor remains Toyota’s Prius plug-in, also a combination of gas-electric hybrid and plug-in support. However, C-Max boasts one huge advantage; it’s dealership footprint. While the Prius plug-in is only available in a handful of states (not Illinois), C-Max has representation in the Prairie State and 49 others. Of the two, C-Max boasts superior handling and highway smoothness.
Shoppers not swayed by hatchback styling may gravitate towards Ford’s multi-faceted mid-size Fusion sedan. In addition to a conventional four-cylinder internal combustion engine, the four-door Fusion offers the same two alternative power systems found in C-Max (Energi plug-in and gas-electric hybrid non-plug-in). The compact C-Max hatchback measures 18 inches shorter than Fusion, but stands five inches taller. Both body styles provide contemporary styling without blatantly stating “Here’s a hybrid.” C-Max’s Narrow tail light and headlight housings wrap around to side fenders. A steeply sloped windshield contributes to the vehicle’s panache.
Base price for the 2014 C-Max Energi checks in at $32,920 (about $2,000 less than Fusion Energi). Our tester added a $1,315 panoramic fixed glass roof, $595 upgraded tri-coat white paint and $3,083 equipment group including in-dash navigation, power lift gate and active park assist for a bottom line of $38,735 including the $825 destination charge.
A wide range of Federal Tax credits applicable to personal income tax forms are available ($2,500-$7,500) depending on the alternative-powered vehicle selected. C-Max Energi qualifies for a $3,750 tax credit is most instances. In addition, C-max Energi qualifies for Illinois’ ‘electric vehicle alternative fuels rebate program.’
The 21 miles of estimated pure electric drive range is just that, an estimate. Our tester’s display window at times reached only 19 miles of electric driving after a full charge. Pure-electric range is greatly impacted by mitigating factors including extreme hot or cold outside temperatures, terrain topography and inside power draws such as air conditioning and fan motor.
The C-Max Energi as with Ford’s Fusion Energi begins with all-electric mode before seamlessly switching to gas-electric hybrid motive after approximately 21 miles. If the lithium-ion battery has no charge, the hybrid system takes charge by default, adding a healthy range of approximately 600 miles.
A full charge via a 110-volt outlet took about five-and-a-half hours in 60-degree night-time temperatures. If installing a garage-mounted, higher-output, ‘Level 2’ 240-volt charging port, estimated charging time is approximately three hours. These aftermarket units cost about $900 plus installation, but tax incentives help ease the transition,
Ford provides a storage spot for the plug and cord (for use with conventional 110-volt outlets) under the driver’s seat, accessible from the second row. When stretched, approximately 21 feet of dark black cord is available from a wall socket to C-Max’s circular plug port on the driver’s side front fender. Adding additional extension cord usage is never advisable. When stowed, the cord wraps around an oval-shaped mother board with instructions, safety warnings and (when in use) small green designate lights indicating when C-Max is fully charged. The other end’s plug nose is about the size of a compact hand-held hair dryer.
As with recently revamped Ford cars, side-view mirrors includes a concaved upper corner enlighten blind spots in a low-tech, yet effective manner. Another growing cost-saving novelty is the self-sealing fuel tank sans a twist cap to fill the 13.5 gallon tank with unleaded, 87-octane petro.
The instrument panel works in conjunction with steering wheel toggle buttons at 3 and 9 o’clock. The center portion of the instrument panel sports a conventional three-quarter-circle analog speedometer flanked on both sides with digitally animated, multi-screened info clusters. Front bucket seats are surprisingly comfortable and headroom ginormous. Push-button start comes standard and once engaged, the quietness of the electric start up takes some adjustment.
Creature comforts exceeded expectations. The hatchback design allows for better than average sight lines thanks to longer, wider side windows and the large rear glass. Although based on a compact Focus architecture, C-Max provides mid-size ambiance. One added feature C-Max trumps its Fusion hybrid platform mate is the hand’s-free power lift gate option. Operating via a ‘kick’ or ‘swish’ motion with one foot (or two when feeling daring) under the cargo region, sensors relay the hatchback to lift up, provided the electronic key fob is on the person or close at hand. The same Hokey-Pokey foot directive may be employed to close the lid.
The sizeable lithium-ion battery pack impacts cargo storage, but Ford does a commendable job with tiered cargo levels. The battery pack invades the lower portions of the rear cargo area, but smaller items may be stored towards the hatch door. A shelf on top of the battery accommodates a set of golf clubs or overnight bags, which a retracing shade cover can conceal.
On the road, C-Max handles and performs adequately as any compact competitor but with a quieter carbon footprint.
As an alternative to the plug-in hybrid electric (PHEV) and gas-electric hybrid versions of Fusion and C-Max, Ford also offers a pure, all-electric plug-in version of the compact Focus sedan (approximately 76 miles on a full charge) with no backup gas or hybrid engines.
2014 C-Max Energi
Price: $38,735
Gas Engine: 2.0-liter, Inline four
Gas Engine Horsepower: 141
Battery Pack: Lithium Ion
Combined horsepower: 195
Hybrid-only fuel economy: 43 mpg
Electric only range: Up to 21 miles
Wheelbase: 104.3 inches
Length: 173.6 inches
Width: 75.6 inches
Height: 63.9 inches
Battery warranty: Eight years/100,000 miles
Powertrain warranty: Five years, 60,000 miles
Assembly: Wayne, Michigan
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