The Ford C-MAX II, particularly the 2.0 TDCi 150 horsepower variant equipped with the PowerShift automatic transmission and Start/Stop System (S&S), represents a significant iteration in Ford’s compact multi-purpose vehicle (MPV) lineup. Introduced with the facelift in April 2015 and continuing through 2019, this version aimed to balance fuel efficiency, practicality, and a more refined driving experience. It occupied a mid-range position within the C-MAX II series, offering a step up in performance from the lower-powered diesel options while remaining more accessible than the higher-specification trims. The C-MAX II itself was built upon the Ford C-platform (Mk2), shared with the Ford Focus, and was primarily marketed in Europe as a competitor to vehicles like the Volkswagen Touran and Opel/Vauxhall Meriva.
Technical Specifications
| Brand | Ford |
| Model | C-MAX |
| Generation | C-MAX II (facelift 2015) |
| Type (Engine) | 2.0 TDCi (150 Hp) PowerShift S&S |
| Start of production | April, 2015 |
| End of production | 2019 |
| Powertrain Architecture | Internal Combustion engine |
| Body type | MPV |
| Seats | 5 |
| Doors | 5 |
| Fuel consumption (urban) | 5.5 l/100 km (42.8 US mpg, 51.4 UK mpg, 18.2 km/l) |
| Fuel consumption (extra urban) | 4.4 l/100 km (53.5 US mpg, 64.2 UK mpg, 22.7 km/l) |
| Fuel consumption (combined) | 4.8 l/100 km (49 US mpg, 58.9 UK mpg, 20.8 km/l) |
| CO2 emissions | 124 g/km |
| Fuel Type | Diesel |
| Acceleration 0 – 100 km/h | 10.3 sec |
| Acceleration 0 – 62 mph | 10.3 sec |
| Acceleration 0 – 60 mph | 9.8 sec |
| Maximum speed | 202 km/h (125.52 mph) |
| Emission standard | Euro 6 |
| Weight-to-power ratio | 9.6 kg/Hp, 103.9 Hp/tonne |
| Weight-to-torque ratio | 3.6 kg/Nm, 277 Nm/tonne |
| Power | 150 Hp @ 3500 rpm |
| Power per litre | 75.1 Hp/l |
| Torque | 400 Nm @ 2000-2500 rpm (295.02 lb.-ft. @ 2000-2500 rpm) |
| Engine layout | Front, Transverse |
| Engine Model/Code | T7DB, T7DC, T7DD |
| Engine displacement | 1997 cm3 (121.86 cu. in.) |
| Number of cylinders | 4 |
| Engine configuration | Inline |
| Cylinder Bore | 85 mm (3.35 in.) |
| Piston Stroke | 88 mm (3.46 in.) |
| Compression ratio | 16:1 |
| Number of valves per cylinder | 4 |
| Fuel injection system | Diesel Commonrail |
| Engine aspiration | Turbocharger, Intercooler |
| Valvetrain | DOHC |
| Engine oil capacity | 5.65 l (5.97 US qt | 4.97 UK qt) |
| Coolant capacity | 8 l (8.45 US qt | 7.04 UK qt) |
| Kerb Weight | 1444 kg (3183.48 lbs.) |
| Max. weight | 2050 kg (4519.48 lbs.) |
| Max load | 606 kg (1336 lbs.) |
| Trunk (boot) space – minimum | 432 l (15.26 cu. ft.) |
| Trunk (boot) space – maximum | 1684 l (59.47 cu. ft.) |
| Fuel tank capacity | 60 l (15.85 US gal | 13.2 UK gal) |
| Max. roof load | 75 kg (165.35 lbs.) |
| Permitted trailer load with brakes (12%) | 1500 kg (3306.93 lbs.) |
| Permitted trailer load without brakes | 750 kg (1653.47 lbs.) |
| Length | 4379 mm (172.4 in.) |
| Width | 1828 mm (71.97 in.) |
| Width with mirrors folded | 1858 mm (73.15 in.) |
| Width including mirrors | 2067 mm (81.38 in.) |
| Height | 1610 mm (63.39 in.) |
| Wheelbase | 2648 mm (104.25 in.) |
| Front track | 1543-1557 mm (60.75 – 61.3 in.) |
| Rear (Back) track | 1554-1569 mm (61.18 – 61.77 in.) |
| Minimum turning circle | 11.1 m (36.42 ft.) |
| Drivetrain | Front wheel drive |
| Number of gears and type of gearbox | 6 gears, automatic transmission PowerShift |
| Front suspension | Independent, type McPherson with coil spring and anti-roll bar |
| Rear suspension | Independent multi-link spring suspension with stabilizer |
| Front brakes | Ventilated discs, 300×25 mm |
| Rear brakes | Disc, 280×11 mm |
| Assisting systems | ABS (Anti-lock braking system) |
| Steering type | Steering rack and pinion |
| Power steering | Electric Steering |
| Tires size | 205/55 R16; 215/55 R16; 215/50 R17; 235/40 R18 |
| Wheel rims size | 6.5J x 16; 7J x 16; 7J x 17; 8J x 18 |
Powertrain & Engine Architecture
The heart of this C-MAX variant is the 2.0-liter TDCi diesel engine, specifically utilizing engine codes T7DB, T7DC, or T7DD depending on the specific market and production date. This engine is a four-cylinder, inline configuration featuring a common-rail direct fuel injection system. The common rail system, operating at extremely high pressures, ensures precise fuel delivery for optimized combustion. A turbocharger with an intercooler is employed to boost power output and improve efficiency. The engine also incorporates a double overhead camshaft (DOHC) valvetrain with four valves per cylinder, enhancing breathing and contributing to the engine’s torque characteristics. Paired with this engine is the Ford PowerShift six-speed automatic transmission. This transmission is a dual-clutch transmission (DCT), offering quicker and smoother gear changes compared to a traditional torque-converter automatic. The Start/Stop system further enhances fuel economy by automatically shutting off the engine when the vehicle is stationary, such as at traffic lights.
Driving Characteristics
The 2.0 TDCi 150 hp PowerShift combination delivers a respectable driving experience for a compact MPV. While not overtly sporty, the engine provides sufficient power for everyday driving and highway cruising. Acceleration from 0-60 mph takes approximately 9.8 seconds, and the top speed is around 125 mph. The PowerShift transmission contributes to a more engaging driving feel than a conventional automatic, with quick and seamless gear changes. However, some drivers have reported occasional hesitation or jerkiness at low speeds, a characteristic sometimes associated with early dual-clutch transmissions. The gear ratios are tuned for a balance between fuel efficiency and responsiveness, with a relatively tall final drive to aid in highway economy. Compared to the lower-powered 1.5 TDCi versions, this 2.0-liter engine offers significantly more torque, making overtaking maneuvers easier and providing a more relaxed driving experience when fully loaded.
Equipment & Trim Levels
The 2.0 TDCi 150 hp PowerShift typically came equipped as a mid-range trim level, often designated as ‘Titanium’ or similar. Standard features generally included air conditioning, power windows and mirrors, a basic audio system with USB connectivity, and alloy wheels. Safety features such as ABS, electronic stability control, and multiple airbags were also standard. Optional extras commonly available included a panoramic sunroof, navigation system, rear parking sensors, heated front seats, and upgraded audio systems. Interior upholstery was typically cloth, with the option of leather upgrades. The dashboard layout was functional and user-friendly, with a focus on practicality rather than luxury.
Chassis & Braking
The C-MAX II utilizes an independent front suspension with McPherson struts and a coil spring/anti-roll bar setup. The rear suspension employs an independent multi-link system, also with a stabilizer bar. This configuration provides a comfortable ride quality and decent handling characteristics. Braking duties are handled by ventilated discs on the front wheels (300x25mm) and solid discs on the rear wheels (280x11mm). The inclusion of ABS (Anti-lock Braking System) is standard, enhancing braking performance and stability. The chassis was tuned to prioritize comfort and practicality, rather than outright sportiness, reflecting the vehicle’s role as a family-oriented MPV.
Market Reception & Comparison
The Ford C-MAX II 2.0 TDCi 150 hp PowerShift received generally positive reviews from automotive critics. It was praised for its fuel efficiency, spacious interior, and comfortable ride. The PowerShift transmission was a point of contention, with some reviewers noting its occasional quirks. Compared to the lower-powered diesel variants, the 2.0 TDCi offered a noticeable performance improvement, making it a more appealing option for drivers who frequently carry passengers or travel long distances. Fuel economy figures of around 49 mpg (combined) were competitive within its class. Reliability reports suggest that the 2.0 TDCi engine itself is generally robust, but the PowerShift transmission has been known to experience issues in some cases, particularly with clutch wear and mechatronic unit failures.
Legacy
The Ford C-MAX II 2.0 TDCi 150 hp PowerShift remains a relatively common sight on the used car market. The 2.0 TDCi engine has proven to be reasonably durable, but potential buyers should be aware of the potential issues associated with the PowerShift transmission. Regular maintenance, including fluid changes, is crucial for ensuring the longevity of the transmission. Overall, this variant offers a good balance of practicality, fuel efficiency, and performance, making it a viable option for those seeking a compact MPV. However, a thorough inspection of the transmission is highly recommended before purchase.
