Ford S-Max

Owning an MPV, particularly a large one, isn't supposed to be one of life's memorable experiences.

A People Carrier is normally a grudge purchase, a vehicle you need rather than one you might want.

Or at least it usually is.

Ford thinks differently.

That's why in 2006 they brought us the S-MAX, then nine years later rejuvenated it in this second generation guise. By 2015, most brands weren't even bothering to offer one large MPV People Carrying model, so it was unusual of Ford to still want to bring us two.

The company's Galaxy seven-seat MPV (by now also redesigned) did after all, share showroom space with this S-MAX.

Ford though, saw the pair as appealing to very different kinds of family buyers and slotted the two models into two slightly different MPV market segments.

The more practical Galaxy targeted traditional large People Carriers like Volkswagen's Sharan and SEAT's Alhambra.

This more dynamic S-MAX model in contrast, was described by the brand's marketeers as a 'Sports Activity Vehicle' and its slightly lower price and slightly smaller interior positioned it closer to seven-seater MPVs derived from more compact designs, cars like Renault's Grand Scenic, Citroen's Grand C4 Picasso and Vauxhall's Zafira Tourer. You could argue with some justification, as Ford did, that none of the cars we've just mentioned are really quite the same as this one - and it's likely that many of the 400,000 families who bought the original first generation version of this model would agree with you.

Right from its initial launch back in 2006, the S-MAX has, after all, always set out to offer something different, more interesting, more involving and more stylish than conventional MPVs of whatever size.

Here was a car you could genuinely look forward to driving, a car as happy on the return from the school run as it was fully laden with seven passengers on the way there.

You got the best of both worlds then, in a Ford that was nicely built and slick to look at.

In short, there wasn't much wrong with it. Well all right, there were a few things - and nearly all of them resided under the bonnet.

By the end of the CD340 MK1 model's production run, other rivals had powered ahead in terms of efficiency, while also offering smarter cabins and extra technology.

Worse still for Ford, by now plush People Carriers weren't alone in targeting potential S-MAX customers: affordable seven-seat SUVs like Kia's Sorento, Hyundai's Santa Fe and Land Rover's Discovery Sport were by now also offered tempting alternatives for lifestyle-orientated buyers.

It all hastened the need for this smarter, more frugal, higher quality second generation CD539 S-MAX model, launched here in the Summer of 2015.

It was stuffed with segment-leading technology and also included an AWD option to keep those SUVs in their place.

Plus it claimed to be just as stylish and rewarding as its revolutionary predecessor.

In 2016, a top 'Vignale' trim level was introduced.2021, the 1.5 EcoBoost petrol and diesel models were discontinued and a 2.5-litre FHEV Hybrid model was introduced.

The S-MAX was sold until early 2024, when it left the range and wasn't replaced.

Photos of this MK2 CD539-generation S-MAX suggest styling only lightly evolved from that of the MK1 model but in the metal, that lower roofline, the slimline lights and the muscular rear haunches ensure that this improved design appears sharper and more distinctive than before.

Helping in this is the way that the front A-pillars have been moved further back to create a longer, more sculpted bonnet that flows into the raised, chromed trapezoidal Ford front grille that by 2015 had become familiar from other cars in the company's range.

Behind the wheel, as before the vast glass area and the slim windscreen pillars mean that all-round visibility is excellent, plus it's easy to find the ideal driving position thanks to the considerable amount of seat and wheel adjustment provided and the way the headrests go forward and back as well as up and down.

Ahead of you through the leather-trimmed three-spoke multi-function steering wheel, there's a clear, classy instrument cluster that in mid and upper-range models gives you a sophisticated 10.2-inch TFT set-up made up of various inset multi-function displays.

The two outer ones are framed by conventional speedometer and rev counter gauges, with trip computer information on the left and safety functionality depicted on the right.

In the middle, you get entertainment, navigation and phone options. Anything this set-up can't tell you will probably be covered by the feature that on all models dominates the centre of the dash, the 8-inch SYNC2 colour touchscreen, there to play its part in reducing button clutter and giving the cabin a cleaner, smarter feel. Time to start thinking about the 32 different seating and loadspace combinations this car can offer.

Let's start by considering the middle row.

Here, you'll find that the three individual seats provided do most of what MPV buyers would expect them to do, sliding back and forth and reclining for greater comfort on longer journeys.

We like Ford's preference for 'stadium-style' seat positioning that enables you to better see forward through into the front, though this approach could compromise ultimate headroom a little for really tall people, especially in a car fitted with the huge optional glass Panorama roof.

The pay-off though, is the commanding, airy feel that this model provides, with everyday practicality that'll be aided if you get yourself a car whose original owner fitted the extra-cost 'Family Pack'.

This includes side window blinds, seatback tables and a 230V power outlet. Time to consider the third row, in this MK2 model a little more easily accessible thanks to the 'Easy-Entry' one-touch mechanism that flings the seat forward, up and out of your way.

Whereas in a rival Renault Grand Scenic or Citroen Grand C4 Picasso from this period, the third row chairs are really only for children, in an S-MAX, you can use them for adults too - provided the journey isn't going to be excessively long.

To be specific, you get 70mm more headroom back here than you would do in a Grand C4 Picasso: there's the difference - summed up in one stat.

On to boot space, which, if you get a car whose original owner paid the extra, can be accessed by one of those powered rear tailgates you can activate by waving your foot beneath the bumper, should you find yourself approaching the car laden down with shopping. In an S-MAX, the extra rearmost seats fold neatly into the floor and can do so with electrical assistance if you've avoided entry-level trim and opted for a car with the extra-cost 'Family Pack' mentioned earlier.

Once the two chairs are retracted, a 965-litre space is freed up and can be covered by a useful reversible/foldable loading mat which comes included in that optional 'Family Pack'.

For ultimate carriage capacity, you can of course fold the individual middle row chairs.

Again, they push down flat into the floor, either manually or in this case electrically if you've got that 'Power Easy Entry' option fitted.

There's a wide choice when it comes to used S-MAX models.

Prices for this MK2-era model start from around £10,650 (around £13,100 retail) for an early '15-era 1.5-litre EcoBoost petrol variant with base 'Zetec' trim, with values rising to around £11,000 (around £13,100 retail).

The 2.5 FHEV petrol Hybrid model with typical 'Titanium' trim prices from around £26,000 (around £29,000 retail), with values rising to around £29,750 (around £32,750 retail) for a late '23-plate model.

Allow a £4,000 premium for top 'Vignale' trim.

As for the diesel versions, well prices start from around £10,400 (around £12,800) for an early '15-plate 'Zetec'-spec 2.0 TDCi 150 model, rising to around £19,900 (around £22,250 retail) for one of the last late'21-plate cars.

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

We found lots of satisfied S-MAX customers but inevitably, our survey revealed quite a few issues too.

Common problems include issues with the transmission (which may make a thudding or banging noise).

There have been some manual gearbox clutch-related problems - the clutch pressure plate may fail on EcoBoost-engined models.

We've heard that the rear suspension toe link bolt may corrode, which can reduce load capacity.

Thoroughly check the SYNC infotainment system, including navigation and Bluetooth-linking. Ford issued various recalls for this MK2 S-MAX; one in 2016 for issues with the adaptive LED headlights (a software glitch could make them turn off).

There were also issues with the A/C compressor pulling (becoming detached) and the driver's airbag (not deploying properly).

www.fordownersclub.com is a good forum to discover faults.

You'll need to look for the usual scratched alloys and evidence of child damage in the back.

The cabin plastics mark easily, so check them carefully; this could be grounds for a small price reduction.

As usual, check that the service book is fully stamped up to date.

Some ex-fleet models may have missed out on garage visits.

(approx based on a 2018 S-MAX 2.0 TDCi 150PS - Ex Vat) An air filter costs around £10-£61 and an oil filter costs in the £5-£37 bracket.

Front brake pads sit in the £15 to £89 bracket for a set.

Rear brake pads sit in the £16-£78 bracket for a set.

Front brake discs can be as affordable as around £39-£60.

Rear discs are in the £22-£37 bracket.

Wiper blades cost in the £7 to £22 bracket.

A fuel filter costs in the £6 to £64 bracket.

The fact that Ford had its marginally more practical Galaxy model for those only concerned with practical 7-seat A to B family transport left this S-MAX free to provide something pretty unique in the segment for bigger MPVs: namely, a good looking car dynamically capable enough to reward the enthusiastic driver.

Other big 7-seaters usually feel vaguely pointless if you're alone in them on the move: this one just shrinks around you and encourages you to take the back road home, where you'll find body roll kept impressively well in check for a car of this size.

There's plenty of traction too, even if you don't go for a model with the optional Intelligent All-Wheel Drive system. Clever Integral-Link rear suspension borrowed from the fourth generation Ford Mondeo this car was based upon is fundamental to this impressive showing.

And though the electric power steering system Ford added to this MK2 model isn't quite as feelsome as the previous hydraulic set-up, standard Torque vectoring system that lightly brakes the inside front wheel through tight bends and sharpens turn-in still makes this S-MAX feel rewarding through the twisties.

Engine-wise, there are two EcoBoost turbo petrol units of 1.5 and 2.0-litres in size, but most buyers will want one of the 2.0-litre TDCi diesels(which you have to have if you want the option of choosing a model with 4WD).

The 120, 150 and 180PS front-driven variants of this unit can record 56.5mpg on the combined cycle and 129g/km of CO2, while at the top of the range, there was a 210PS Bi-Turbo TDCi powerplant that's nearly as clean and frugal.

The diesel and 1.5-litre EcoBoost petrol models (and all the manual gearbox variants) were discontinued in 2021.

The remainder of the S-MAX production run was based around a 2.5-litre FHEV auto-only full-Hybrid model.

Most MPVs are enough to put you to sleep.

With the S-MAX, Ford always tried to develop one with a bit of personality, proving that such vehicles needn't be dull and putting a smile on the faces of enthusiastic drivers with family commitments to meet.

These are people who want an element of flair, but aren't prepared to sacrifice basic People Carrying qualities like space, safety and practicality in order to get it.

This second generation S-MAX, like its predecessor, met these needs in a way that frankly, no other competitor from this period can.

With this MK2 model, all this was much as before.

What changed with this CD539 design was the evolution of this clever concept to suit a fresh, more demanding era full of customers seeking levels of technology and efficiency that could never have been imagined when the first generation version of this model was originally launched in 2006.

As a result, we were brought a car with over twenty new technologies, many of them never previously seen in this segment.

A car able to automatically adjust its speed to suit the prevailing limit, to autonomously brake itself to avoid a crash and to limit its own performance if you happen to lend it out.

A car that, depending on variant, can offer SUV-style traction, GTI-style performance, leather-lined luxury or family hatch segment frugality.

Of course, there's a slightly higher price to pay for this level of advancement and some might feel that in the quest for ultimate efficiency and refinement, a little of the character of the MK1 model was lost.

We'll take that trade-off though, as part of what is a much better product, one that's smarter, cleverer and more advanced than anything else you could realistically compare it to.