The 2013 Ford C-Max Hybrid aims to become the “America’s most affordable hybrid utility vehicle.” The gasoline-electric hybrid model base pricing starts at US$25,995, including destination and delivery. Its main competitor is Toyota Prius.

While positioned as a competitor to the Prius V, its 173.6-inch overall length is actually shorter than the 181.7-inch-long V and the 176.4-inch-long Prius Liftback. However, the C-Max is 1.9-inches taller than the V, and 5.2 inches taller than the Liftback while also 2.1-inches wider than the V, and 3.3-inches wider than the Liftback.

Interior cargo volume is therefore larger than the Liftback’s, but smaller than the V’s. The C-Max is also the heaviest of the bunch at 3,640 pounds, compared to the Liftback’s 3,042 pounds, and Prius V’s 3,274 pounds.

The architecture underlying Toyota’s “Hybrid Synergy Drive” is shared in several key points by Ford’s “Powersplit” system but there’s no infringement because they both cross-licensed each others’ patents in the 1990s after first suing each other for potential violations perceived.

Actually, TRW originated the hybrid system’s basic principles in the 1960s, and Toyota and Ford had independently recognized a good thing.

At the heart of Ford’s marriage between gas and electric power is a 2.0-liter Atkinson cycle engine assembled in Chihuahua, Mexico with aluminum block and head and four valves per cylinder. To save parasitic drag, the car has electrically powered water pumps, power steering, and vacuum pump. Also, the air conditioning system draws from the high-voltage 1.4-kwh Li-ion hybrid system battery in the trunk.

The engine displaces 12-percent more volume than the 1.8-liter in both the Prius Liftback and v. It is rated at 141 horsepower, 129 pounds-feet of torque and this exceeds the 134-horsepower gas-plus-electric total output in the powertrain shared by both Prii.

The C-Max’s electric motor contributes 114 horsepower and 177 pounds-feet torque at 6,000 rpm. This output is mated via a planetary gearset that can decouple or combine the two independent power sources for seamless propulsion.

Because the electric motor and gas engine peak at different times, total C-Max hybrid system output routed through the front wheels via an Electronically Controlled Continuously Variable Transmission (eCVT) is 188 horsepower. Torque is unspecified, but it feels like around 200 pounds-feet or so.

Riding on a global Focus platform, the C-Max is appropriately named. It’s like a Focus that wanted to be a minivan when it grows up. Up front is Ford’s signature Aston-Martinesque grille, so maybe it also wants to be a Rapide when it grows up.

Actually, it is its own unique creation, and Ford took pains to avoid some of the iconic design cues established by Toyota and mimicked by Honda’s Insight and to an extent, Chevy’s Volt. Its fuel-saving coefficient of drag is a respectable 0.30 but this trails the Liftback’s 0.25 and v’s 0.29.

Machined alloy 17-inch wheels shod with wide 225/50 series Michelin low rolling resistance tires provide a big footprint and add to a purposeful stance. The Prii come standard with 195 series tires, with 215s optional. The hood is positioned low and the acoustic laminated windshield provides excellent forward visibility. Out back is an electrically operated tailgate that opens with a kicking motion under the rear bumper assuming you have the remote key with you.

Overall, it’s a tall box shaped as sveltely as possible for a vehicle with the mission of extremely practical fuel sipper.

Inside, from the driver’s seat, the C-Max Hybrid is modern automotive. Here too, the automaker avoided designs too evocative of the green car persona. The floor is cut low, so the seating position approaches that of a minivan. Knee room is excellent even for long legs, and the car has knee protection airbags among its seven total.

Seats are comfortable front and rear, and our SEL had electrically controlled driver’s seat. Front and rear HVAC controls are a plus the Ford enjoys over the Toyotas.

Instruments, centerstack and 8-inch touch screen in our SEL model are all well laid out within a sculpted, multi-plane surfaces as contemporary as they come in this segment. They add up to an aesthetically pleasing quasi cockpit-like feel behind a long dash area reaching to the base of the windshield.

Both the SE and SEL trim packages come at least with the useful and effective dual-LCD next-generation SmartGauge with EcoGuide. This has customizable screens to show energy usage, source, and features including Efficiency Coach and Brake Coach.

The SEL is upgraded with SYNC with MyFord Touch, an agnostic interface that allows you to plug in your device of choice to operate on the 8-inch touch screen which, like the main instruments, is nicely hooded to minimize sun glare.

Among optionally available features on our SEL were navigation and voice commands, and connectivity is replete with 12-volt sockets, dual USB plugs, SD card slot for navigation, and coaxial plugs for a video game to be played on the screen if desired. All controls are within easy reach, and the steering wheel has multi-function buttons that can be learned intuitively by someone only half tech-savvy along with controls for cruise control and phone.

Quality of materials is good in all, with soft-touch vinyl strategically placed on front door panels, dash, with matching harder plastic in back. Some may find the quality of some of the materials to hold an edge over the Toyotas. Fit and finish for the car put together at the cavernous Michigan Assembly Plant are very good inside as it is also for the rest of the car.

Our SEL included thoughtfully placed ambient lighting in places like the foot wells and door handles. As a whole, the car is quite functional offering many features that only a decade or so ago would have been broaching on luxurious, if not outright not available.

The 2013 Ford C-Max Hybrid will drive up to 62 mph in EV mode, maybe a bit faster, but putting your foot down will kick on the gas engine. That said, it’s more likely to stay in EV than the Prii. It is quick for being such a heavy car. Various 0-60 mph runs have been made with results ranging from 7.05 seconds to mid 8s with quarter mile time of as low as 15.5 seconds at 92 mph.

The Ford C-Max SE starts at a base price of $25,200 and the SEL starts at $28,365.

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