Not to be confused with. Ford C-Max Overview Manufacturer Production 2003–present Body and chassis 5-door Chronology Predecessor (hybrid models only) The Ford C-Max (stylized as Ford C-MAX and previously called the Ford Focus C-Max) is a produced by the since 2003.
The Ford Grand C-Max has a larger. Ford introduced the C-Max in the United States as its first line of vehicles, which includes the C-Max Hybrid, released in September 2012, and the C-Max Energi, launched in October 2012. Although the C-Max was initially available only in Europe, the first generation was partially available in New Zealand. With the introduction of the new and, the C-Max is now the mid-sized in Ford's lineup, above the. First generation (2003–2010) First generation Overview Also called Ford Focus C-Max (2003–2007) Production 2003–2010 2004–2010 AssemblyDaniel Paulin Body and chassis 5-door Powertrain 1.6 L, 1.8, 2.0 1.6 L, 1.8 L, 2.0 L 4-speed 5-speed 6-speed 6-speed Dimensions 2,640 mm (103.9 in) Length 4,371 mm (172.1 in) Width 1,825 mm (71.9 in) Height 1,588 mm (62.5 in) 1,372–1,527 kg (3,025–3,366 lb) C-Max Mk I was the first product to use the, also used by the and the compact MPV. Its internal code name is C214. It seats five passengers and has a large amount of cargo space, which can be increased by folding the rear seats flat.
Some models feature diagonally sliding outer rear seats. It also shares the control blade independent rear suspension from the Focus. Engines and transmissions The available are the same as the Focus. 1.6 L was the basic engine for C-Max, 1.6 L Ti-VCT Duratec was also available. Ford C-Max Hybrid on display at the entrance to Ford's plant The front-wheel drive hybrid has a 2-liter four-cylinder engine mated to an electric motor and a 1.4 for total power output of 188 hp (140 kW). The top speed in of 62 mph (100 km/h) and the car's top speed in hybrid mode is 115 mph (185 km/h). The hybrid has a maximum cargo volume of 52.6 cu ft (1,490 L) with rear seats folded flat, and 24.5 cu ft (690 L) in the cargo area behind the rear seats, providing more room than the regular Prius liftback, but less cargo room than the, which provides 67.3 cu ft (1,910 L) with the rear seats folded.
The Hybrid is offered in two trims: The SE features cloth seating surfaces, system with A/M-F/M stereo with single-disc CD/MP3 player, and input jacks, six speakers, a multi-informational gauge cluster and color display screen, keyless entry, alloy wheels, and split-folding rear bench seat, plus a security alarm. The SEL adds leather seating surfaces, with AM/FM stereo with single-disc CD/MP3 player and and input jacks, a premium system, power dual front seats, keyless access, push-button start system, and other luxury features.
For the 2017 model year, the SEL trim level on both the C-Max Hybrid and Energi will be renamed to the Titanium trim level and also all the 2017 Ford C-Max Hybrids and plug-in Energis are expected to have restyled headlights and taillights. The Energi Plug-In Hybrid is only available in SEL trim. But for the 2017 model year the C-Max Energi is also available on the SE trim level.
EPA ratings Ford's design aimed for the C-Max Hybrid to deliver better than the. Ford had reduced its estimated fuel economy twice, once in 2013 and again in 2014, with the second revision placing fuel economy below the Prius V. The (EPA) initially rated the hybrid model at 47 mpg ‑US (5.0 L/100 km; 56 mpg ‑imp) with the same rating for combined/city/highway cycles. These ratings allowed the C-Max Hybrid to improve the fuel economy of the Toyota Prius v by 3 mpg -US on the city cycle, by 7 mpg -US on the highway cycle and by 5 mpg -US combined.
However, after criticism and lawsuits about worse-than-expected real-world fuel economy, in August 2013 Ford voluntarily lowered the EPA ratings and issued customer rebates. The revised fuel economy ratings were reduced to 45 mpg ‑US (5.2 L/100 km; 54 mpg ‑imp) for city driving, 43 mpg ‑US (5.5 L/100 km; 52 mpg ‑imp) for combined and 40 mpg ‑US (5.9 L/100 km; 48 mpg ‑imp) for highway. The revised rating for the updated 2013 C-Max Hybrid is still better than the 42 mpg ‑US (5.6 L/100 km; 50 mpg ‑imp) combined rating for the Toyota Prius v. A second downward revision was made during June 2014. Ford boosted the on-road fuel efficiency of its three 2013 model year hybrids through changes in the cars' vehicle control software in an effort to improve customer satisfaction. The upgrade was offered free of charge to existing owners of these hybrids.
This section needs to be updated. Please update this article to reflect recent events or newly available information. Last update: The section is missing the fuel economy downgrade that took place in June 2014 (June 2014) In December 2012, reported that and Green Car Reports have found that the 2013 Ford C-Max Hybrid and, which share the same powertrain, do not deliver their triple 47 mpg ‑US (5.0 L/100 km; 56 mpg ‑imp) EPA ratings in real-world use. After running both vehicles through Consumer Reports real-world tests, the magazine found that C-Max hybrid achieved a combined fuel economy average of 37 mpg ‑US (6.4 L/100 km; 44 mpg ‑imp), with 35 mpg ‑US (6.7 L/100 km; 42 mpg ‑imp) and 38 mpg ‑US (6.2 L/100 km; 46 mpg ‑imp) for city and highway. Green Car Reports found that the C-Max delivered 37 mpg ‑US (6.4 L/100 km; 44 mpg ‑imp) over 50 mi (80 km) of mixed freeway and urban driving, and 40 mpg ‑US (5.9 L/100 km; 48 mpg ‑imp) over 240 mi (390 km) mostly at freeway speeds. Consumer Reports concluded that the overall fuel economy for the C-Max Hybrid is off by 10 mpg, representing a deviation of about 20%.
The consumer magazine said that their overall fuel economy results are usually close to the EPA's combined-mpg estimate, and among current models tested, more than 80% fall within 2 mpg margin. The largest discrepancy the magazine has previously found was 7 and 6 mpg for the and the, respectively. Ford responded in a statement, saying that, ' Early C-MAX Hybrid and Fusion Hybrid customers praise the vehicles and report a range of fuel economy figures, including some reports above 47 mpg. This reinforces the fact that driving styles, driving conditions, and other factors can cause mileage to vary.' A few days later the Environmental Protection Agency(EPA) said it would review claims that two new Ford hybrid vehicles were not delivering the advertised 47 mpg. Linc Wehrly, Director of Light-duty Vehicle Center Compliance Division at EPA's National Vehicle and Fuel Emissions Laboratory in commented that hybrids had far more variability in miles per gallon than conventional vehicles. All vehicles are run through the same EPA fuel-efficiency test but the test is not administered by the EPA; instead the automakers conduct the test and EPA often conducts reviews.
Most vehicles's real-world gas mileage is less than the EPA sticker number, and can often be 20% less than depending on speed, temperature and other factors. The EPA explained that with hybrids the gap was much wider, as high as 30%. The problem lay with EPA's rules that allowed automakers to group similar vehicles and apply the same ratings, which Ford did with the Fusion hybrid and C-Max hybrids. Ford Motor Co.
Officials said the real-world fuel-efficiency in the C-Max Hybrid depended on driving style and other factors, and t rt he company did not expect the car's fuel efficiency numbers to change, as they followed EPA's test guidelines. Ford said they we re working closely with the EPA to determine if changes were needed for the industry relative to hybrid vehicle testing. They explained that several factors could affect hybrid fuel economy more than that of regular gasoline engines, including speed (as the difference between 75 mph and 65 mph could produce a 7-mpg difference in fuel economy); outside temperature (the difference between 40 °F and 70 °F could result in a 5 mpg difference); and vehicle break-in (a 5 mpg difference could occur from the difference 0 miles to 6,0 miles). Due to the criticism and lawsuits, in July 2013 Ford announced it would boost the on-road fuel efficiency of the C-Max and its other two 2013 hybrids through changes in the vehicle control software, in an effort to improve customer satisfaction. In August 2013, the carmaker voluntarily reduced the official EPA ratings in August 2013.
They also announced they would issue rebates to some 32,000 C-Max owners who would be notified by mail. The payment would be US$550 to U.S. Customers who purchased C-Maxes, and US$325 to customers who had leased them. After the Ford announcement, the EPA stated that it will update the test procedures used to assign fuel economy ratings to cars ' to ensure that the requirements keep pace with industry trends and innovations in advanced high-efficiency vehicles.' Ford used the Fusion Hybrid test to generate the fuel economy label for the C-Max Hybrid following EPA's rules. These, which date to the 1970s, specify that automakers can use the same fuel economy numbers for similar-size vehicles equipped with the same engines and transmissions. The EPA requires automakers to test the fuel economy of the biggest-selling model in a specific category.
In its midsize hybrid class, Ford tested the Fusion sedan version because it was the top seller, and Ford was allowed to apply the 47 mpg ‑US (5.0 L/100 km; 56 mpg ‑imp) achieved with the Fusion Hybrid in combined, city and highway driving to the C-Max hybrid. Ford has no plans to change the fuel economy ratings on the 2013 Fusion hybrid. Plug-in hybrid Ford C-Max Energi Overview Manufacturer Production 2012–November 2017 2013–2017 Assembly United States: Body and chassis 5-door Related Powertrain 7.6 20 mi (32 km). Rear view The C-Max Energi starts at US$27,995 including the destination fee. According to its battery size, the plug-in car qualifies for a of US$4,007, and it is eligible for, such as 's US$1,500 rebate.
The Plug-in Energi Hybrid family is currently either in or will soon be facing a class action suit due to the massive wear out rate on the battery storage capacity. This is similar to the issues that affected early Nissan Leaf class action.
The reason why they are similar is that similar language was used in the initial battery warranty by Nissan as is currently used by Ford. That battery capacity loss is not warrantied whatsoever. In fact, this was not found to be acceptable for Nissan and a 20% limit was imposed, so only a matter of time before Ford is called to pay to repair, replace or otherwise make whole the many C-Max and Fusion Energi customers (the two cars shared the Energi battery system) who have massively reduced electric range. What is typically seen is that in hot areas the ability to hold charge goes from 'new' of about 5.8 kwh to less than 4.0 kwh, over a 30% drop in electric range, and in some instances that happens in 30,000 miles or less. Specifications The C-Max Energi was designed with total 188 hp (140 kW) in hybrid mode delivered by a 2.0-liter four-cylinder gasoline engine plus an electric motor powered by a 7.6 pack, which is smaller and lighter than used in previous Ford generation hybrids. The electric drivetrain can produce a peak power of 68 kW, limited by the size of the electric motor and the power delivery capability of the battery pack, and delivers a total system power of 195 hp (150 kW) in mode (EV mode).
The C-Max Energi is capable of reaching a top electric-only speed of 85 mph (137 km/h), exceeding the by more than 20 mph (32 km/h). The top speed in hybrid mode is 115 mph (185 km/h). The C-Max Energi uses a system capable of capturing and reusing more than 95% of the braking energy normally lost during the braking process. The charging time for the C-Max Energi is 7 hours with a 120 volt charger, and 2.5 hours with a 240 volt charger.
The charge port has a LED light ring like the and is located on the driver’s side and near the front of the car. The light ring illuminates to indicate charge status. The battery is covered by an eight years or 100,000 mi (160,000 km) component warranty. Ford equipped the C-Max Energi with a button mounted in the center stack that enables drivers to choose an electric-only driving mode, and allows the driver to switch vehicle operation between three modes: electric-only driving without gasoline engine power ('EV Now' setting); normal hybrid mode where the powertrain blends electric and gasoline engine power as appropriate ('EV Auto' setting); or a battery-saving mode that reserves the battery power for later use ('EV Later' setting). Like the, the C-Max Energi comes with a SmartGauge with EcoGuide that provides in-vehicle customizable displays, including instantaneous fuel economy readings and coaching functions to help drivers understand and optimize their fuel efficiency. The plug-in hybrid also features ECO Cruise which saves energy by relaxing acceleration compared to standard. EPA ratings.
Ford C-Max Energi badge. Ford designed the C-Max Energi plug-in hybrid to deliver better (MPG-e) in than the.
Initially, the EPA rated the Energi combined city/highway fuel economy in at 100 MPG-e (2.4 L/100 km). Later, due to complaints from owners not achieving the sticker fuel economy, and following a technical review, the official EPA rating in EV mode was downgraded to 88 MPG-e (2.7 L/100 km). In a similar way, initially the EPA rating in was 43 mpg ‑US (5.5 L/100 km; 52 mpg ‑imp), but it was later downgraded to 38 mpg ‑US (6.2 L/100 km; 46 mpg ‑imp). EPA's rating for combined EV/hybrid operation is 51 MPG-e (4.6 L gasoline equivalent/100 km), which allows the C-Max Energi to rank in sixth place, together with the Fusion Energi, among the top ten EPA-Rated Fuel Sippers since 1984. The C-Max Energi has an of 20 mi (32 km), for a total EPA certified range of 550 mi (890 km), which in 2012 surpassed both the (380 mi (610 km)), and the Prius Plug-in Hybrid (540 mi (870 km)). Ford C-Max Solar Energi concept exhibited at the 2014 Ford released the C-Max Energi in the U.S. Market by mid October 2012, and during that month 144 units were delivered to U.S.
Retail customers, and ended with 2,374 units delivered in 2012. The C-Max Energi ranked as the fifth top selling plug-in electric car in the U.S. During 2013, and climbed to number fourth in 2014. Over 35,700 units have been sold in North America and Europe through December 2016, with 33,509 units delivered in the U.S.
Through December 2016, 967 units in Canada through December 2016, and 1,229 in the Netherlands in 2015. C-Max Solar Energi concept Ford Motor Company announced the C-MAX Solar Energi concept, a -powered vehicle to run electrically without depending on the electric grid for fuel. The C-MAX Solar Energi Concept was unveiled at the 2014 International CES in Las Vegas. This is a collaborative project of Ford, and the. Recognition.
The C-Max Energi was awarded the 2012 by the at the 2012. Both the Ford C-Max hybrid and the Energi plug-in hybrid were among the five finalists for the 2013 awarded by the at the 2012.
In Europe, the C-Max is designed with lower VOC and allergens, along with several other Ford vehicles. Production For the North American market, the C-Max Hybrid is assembled alongside the 2012 Focus and at in Michigan.
2018 Ford Focus Manual Transmission
The C-Max Energi is also assembled in Michigan. Since 2015 all European versions are built in the Saarlouis Body & Assembly, Germany. See also. References. Archived from on 2011-05-25.
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2018 Ford Focus Pictures
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Ford is one of the most popular car makers in the world. The American giant is headquartered in Michigan and was founded in 1903 by Henry Ford. The company sells a large range of vehicles, including commercial and luxury cars. Ford is currently the second-largest U.S.-based carmaker and the fifth largest in the world. In 2008 alone, Ford produced more than 5.5 million cars and employed more than 200,000 employees at 90 plants worldwide. Some of the most popular models include the F-250, Escort, Focus, Taurus and the legendary Mustang. Written by experts with hands-on experience, our extensive selection of Ford repair manuals will help you to fully service your vehicle, as well as rebuild from the ground up.
Haynes manuals provide you with all the practical tips, photos, and step-by-step explanations you need to get the job done.
Manual Description A collection of crash and occupant sensors provides information to the restraints control module. Do not place your arms on the airbag cover or through the steering wheel. Temporary hearing loss is also modify the supplementary restraint a possibility as a result of the noise system or associated components. The indicator lamp is in the is sitting properly in the front passenger center stack of the instrument panel. The person in the front passenger seat may appear heavier or lighter due to the conditions described in the list above. These recommended airbag on the side affected by the crash testing procedures help reduce the risk of will be inflated. Have the system and knee airbag may deploy but the driver's associated components inspected as soon front airbag may not activate.
You could hear five tones downward from the headliner above the that repeat periodically until you repair the doors along the side window opening. Airbags must be disposed of by sufficient to cause the restraints control qualified personnel.
Who leaves ratings and reviews? Ratings and reviews are provided by customers who have either purchased a vehicle or visited a dealership for service. How are ratings and reviews collected? Customers are invited to participate in a survey administered by MaritzCX, an independent, third-party supplier. Can dealerships edit or remove reviews? Ford personnel and/or dealership personnel cannot modify or remove reviews.
Are reviews modified or monitored before being published? MaritzCX moderates public reviews to ensure they contain content that meet Review guidelines, such as: ‣No Profanity or inappropriate defamatory remarks ‣Fraud ‣No Personal Identifying information (e.g., customer phone number or email) ‣No Competitor references (e.g., another brand or dealership) ‣Dangerous behavior (e.g. Threatening to harm employees or others) ‣Lack of adequate text (e.g., symbols, emoji’s and random letters) Reviews on the product and not the customer’s Sales or Service experience.
Our survey takes a deep dive into the numerous things that can go wrong with a vehicle. We study 17 trouble areas, from nuisances—such as squeaky brakes and broken interior trim—to major bummers, such as out-of-warranty transmission repairs and trouble with four-wheel-drive systems. We weight the severity of each type of problem to create a predicted-reliability score for each vehicle. Based on that analysis, these models are the least reliable. They are presented in rank order, counting down to the least reliable model, the Ram 3500. For more details on the models’ reliability histories, click through to their respective model pages. The Odyssey packs in refinement, quietness, fuel economy, and a relatively intuitive infotainment system.
Its interior is very flexible, with the ability to slide the second-row outboard seats sideways. Several connectivity and storage features keep the entire family happy. The 280-hp, 3.5-liter V6 engine supplies ample power and is teamed with a fairly unobtrusive nine-speed automatic transmission. The top trims, Touring and Elite, get a slicker 10-speed transmission. The engine is smooth, punchy, and hushed, but there is no all-wheel-drive option.
The ride is very comfortable, the cabin is quiet, and handling is sound. However, the push-button gear selector is a nuisance to use when parking.
The optional 8-inch infotainment touch screen is easier to use than the previous offering, but it can still be distracting. Price as tested: $40,300 See the complete.
Volkswagen’s Atlas is a formidable competitor among three-row SUVs. The Atlas drives well, with a comfortable ride and surprisingly agile handling for its size. The cabin is quiet and very accommodating, including a true third-row seat that’s fit for adults. A unique, effortlessly articulating second row allows a clear access path to the wayback. The controls are a model of clarity, with an easy-to-use infotainment system. Though the V6 engine and smooth eight-speed automatic make the Atlas feel lively during everyday driving, its acceleration trails competitors and its 20 mpg overall fuel economy is not outstanding. Towing capacity is a generous 5,000 pounds.
Beginning with the 2019 model year, forward-collision warning, automatic emergency braking, blind-spot warning, and lane-keeping assist are standard. Price as tested: $44,165 See the complete.
The large, three-row Buick Enclave underwent a full redesign for 2018. It provides improved fuel economy, more space, and a variety of safety and connectivity features. Power comes from a lively 3.6-liter V6 teamed with a smooth, responsive nine-speed automatic.
We got 18 mpg overall in our tests. Towing capacity is 5,000 pounds.
The roomy cabin is very quiet, and the ride is comfortable, befitting a Buick flagship. The third-row seat is relatively roomy for the class. The infotainment system is easy to use, but the unintuitive gear selector is a nuisance in parking maneuvers. A manual sunshade for the sunroof and only a two-way lumbar adjustment for the seat are odd, given the price. Low-speed automatic emergency braking and forward-collision warning are standard, though only on top versions costing more than $50,000. Price as tested: $55,680 See the complete. The HD Silverado and its twin, the GMC Sierra HD, are designed for heavy towing and hauling.
And they share reliability ratings. The 6.0-liter V8 and 6.6-liter turbodiesel engine are both mated to a six-speed automatic. The latter works well and employs a heavy-duty Allison-made transmission. A natural-gas version of the 6.0-liter V8 is also available.
The LTZ trim has a luxurious cabin. If you don’t plan to go off-road, the Z71 suspension is superfluous—it severely degrades ride comfort. These HD pickups are the better choice for commercial snow-plowing duties. Available safety features include forward-collision warning, lane-departure warning, and front and rear park assist. Android Auto and Apple CarPlay are compatible with the infotainment system. Price as tested: $62,995 See the complete.
The Cadenza is a competent large sedan that flies under the radar. It is considerably bigger than the Optima and is competitive with the Chevrolet Impala and Toyota Avalon. The car is roomy and quiet, with easy-to-use controls. The ride is pleasant enough, though not particularly plush. Handling is secure when the car is pushed to its limits, but the Cadenza is better suited to long-distance cruising. The 290-hp, 3.3-liter V6 is slick and powerful, and the eight-speed automatic shifts smoothly.
This combination returned 24 mpg overall in our tests. Higher-end Limited versions include additional soft surfaces and more-luxurious leather seats. Automatic emergency braking and lane-departure warning are available, but only in upper trim versions that cross the $40,000 mark.
Price as tested: $36,945 See the complete. The Traverse has a quiet interior, a very comfortable ride, and responsive handling, making it a viable alternative to full-sized SUVs such as the Suburban. It’s also a competent challenger to established three-row SUVs. The 3.6-liter V6 engine supplies ample power and quick acceleration, and gets 20 mpg overall.
Front- and second-row captain’s seats are comfortable, and the third row is roomy. An eight-passenger configuration is available.
We like the intuitive infotainment system. The manual sunroof shades are out of place in the $50,000 Premier trim.
Only the top trims have forward-collision warning and automatic emergency braking. There is an available system that monitors teen drivers, and a rear-seat reminder designed to prevent a small child from being left unattended in the Traverse. Price as tested: $49,945 See the complete. The Clarity comes in three versions: an electric, a plug-in hybrid, and one powered by hydrogen.
The plug-in hybrid is the most practical version for everyday use and has a 48-mile all-electric range before the gas engine kicks in. It takes 2.5 hours to recharge with a 240-volt charger, and 12 hours on 120 volts. The car works well in electric-only mode, but in hybrid mode the engine makes a loud ruckus. The ride is comfortable, but its handling is rather clumsy. The cabin is roomy, but the front seats are uncomfortable because of their short bottom cushion and lack of lower-back support. Forward-collision warning and automatic emergency braking are standard, but there is no true blind-spot detection system that covers both sides.
The Clarity also uses Honda’s unintuitive push-button gear selector. The electric version has a short Environmental Protection Agency-rated range of 89 miles. Price as tested: $34,290 See the complete. The ATS sedan is discontinued for 2019, but the coupe soldiers on. Nimble, capable handling and sharp steering make the ATS a treat to drive.
The 2.0-liter, turbocharged four-cylinder engine is quick, but it doesn’t feel all that powerful and got just 23 mpg overall when we tested it with the old six-speed automatic transmission, which has been supplanted by a better eight-speed unit. A smooth, refined 3.6-liter V6 is also available. The ride is taut, and braking is excellent. However, the Cue infotainment system, with its flush buttons, is very convoluted and frustrating to use. The interior is well-finished but very snug, particularly in the back. The high-performance ATS-V gets a 464-hp, twin-turbo V6.
Not tested (coupe). The electric-powered Model X is more showy than practical.
It features rear doors that open up and out of the way, giving easy access to the second-row seats. But these massive doors take their time to open and close. The huge windshield extends up and over the front-seat occupants, making the cabin feel airy and futuristic.
Buyers can opt for a five-, six-, or seven-passenger seating configuration, but unlike in every other SUV, the second row doesn’t fold if you have the two captain’s chairs, which compromises utility. Getting into the third-row is complicated by having to motor the middle seats forward, but at least the resulting entry path is decently sized. Like the S, the Model X is very quick and handles well. But ride comfort and noise isolation aren’t as good as in the S. The 90-kilowatt-hour version we tested had a realistic 230-mile range. Optional is Tesla’s Autopilot, which can add convenience but could potentially lull drivers into complacency.
Price as tested: $110,700 See the complete. The Ram 3500 mirrors the recent improvements that benefited the Ram 1500 but is much bigger and brawnier. Chrysler’s powerful 383-hp, 5.7-liter V8 is the standard engine, but you can opt for the torque-rich 6.7-liter Cummins turbodiesel. That strong-pulling diesel engine is not available on the Ram 1500. There is also a 6.4-liter V8.
The truck lends itself easily to fifth-wheel towing and can be outfitted with a snow-plow preparation kit. The crew cab’s rear seat is very roomy, but access to the tall cabin is a chore.