Car Test
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R0344 | |
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July 2003 |
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| First Drive | Ford Focus C-Max | |
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In a motoring environment where increasing numbers of families are drawn to multi-purpose vehicles (MPVs), this major contender has been a long time coming. Rumour has it that Ford’s development team had one ready four years ago, but the Zafira, with its clever seven-seat configuration, sent them back to the drawing board.
This new design is, in fact, using a chassis platform that will also be the basis of the next Focus (as well as equivalent-sized hatchbacks bearing Mazda and Volvo badges). But for now, it’s the C-Max that reveals a new engine line-up, as well as Ford’s attempt to combine versatility with an engaging driving experience. The truth is that, until now, none of the MPVs in this segment could steer, and generally deport itself as well as the best hatchbacks in class – like the Focus. It’s understandable, really – you raise the car’s centre of gravity and it puts on weight in the pursuit of the loftier driving position and extra interior space. The result: less wieldiness at the helm, more perceived roll and inferior performance and economy. Ford has made real progress with the C-Max in these areas, despite a weight penalty of over 100kg. It feels spry through the bends, with seating up front that conspires with well restrained roll, to keep things neat and tidy. Yet it also rides well over the bumps and holds its line through the bends, in a fashion that, arguably, sets a new standard for this market segment. Maybe not quite as polished as the Focus hatch or estate car, but not far short. Of course, none of this matters if the power units aren’t up to scratch. The plan is to carry over the existing 1.6/100bhp petrol engine, together with a modified 1.8 producing 120bhp. There’s also a direct-injection version due later which will meet the stricter 2005 pollution rules but more interesting are two new diesels, courtesy of Peugeot-Citroen. There’s a lightweight 1.6/109bhp all-alloy version (which we didn’t drive) and the top-powered 136bhp engine, complete with six-speed gearbox. Both have 16 valves, with common-rail fuelling. This six-speeder makes the C-Max a really impressive long-distance performer, with generous low-speed pullaway that’s totally free of the vibrations that affects too many current four-pot diesels – including Peugeot’s and Ford’s. The sixth slot is a true overdrive, floating along at the 70 limit with just 2000rpm on the tachometer. Again, this unit sets new class-standards for mechanical refinement. After all this praise, what’s wrong with C-Max? Not much up front, with good, lofty seating (though not too lofty for shorter people) and sensible driving seat/wheel adjustments. It’s a wide car, but this stance offers a commanding all-round view, except for the driver’s front quarter vision, which is obliterated by the thick pillar. With the C-Max as a five-seater, rear accommodation is reasonable for legroom, with a truly generous Zafira-sized load deck behind. However, this volume is achieved by resorting to a pronounced rear load sill, and if you want to rearrange the back seats to cope with just a couple of passengers (the outer pair of seats slide diagonally rearwards) the centre portion must be removed or it impinges still further into the load space. And, of course, there are no extra seats in the back – it’s strictly a five-seater and if you want to do some serious cargo carrying, all three have to be left at home. |
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