Ford B-MAX (2012 – 2017) Review

Ford enjoyed much success with its C-MAX, S-MAX and Galaxy MPVs which managed to be as practical as you would hope but not insufferably dull to drive, and the B-MAX is the brand’s attempt to shrink those attributes down to a supermini size. 

Introduced in 2012, the B-MAX took a different route to practicality by adding sliding rear doors for a significant advantage over the competition, such as the Vauxhall Meriva and the Fiat 500L. Sitting on the same platform as the Fiesta, the B-MAX has a strong engine range, is good to drive and is relatively cheap to run too.

The B-MAX is Ford's answer to small MPVs like the Vauxhall Meriva - a practical family car that blends plenty of exterior space with a compact, hatchback-like footprint.

But unlike the competition, the B-MAX has a trump card in the form of a unique door arrangement - the rear doors slide open and there is no central pillar between the front and back doors. This makes access to the back row extraordinarily easy, and means the B-MAX is easily one of the most practical small MPV you can buy. 

Underneath the fancy doors, the B-MAX is based on the same platform as the Fiesta, so there’s a well-judged balance between ride comfort and nimbleness.

For those moving from a hatchback to a people carrier for the first time, the B-MAX is a sensible choice, offering a similar driving experience to its small car sibling. On the other hand, those used to MPVs might find the B-MAX provides an overly-firm ride - always try before you buy.

The engine range is broad, kicking off with a simple 90PS 1.4-litre petrol. Fine though it is, it’s worth spending a bit more time and money to find one of the other options, whether it’s the 1.6-litre TDCI diesel or the 1.0-litre Ecoboost, offered with either 100PS or 125PS.

In particular the EcoBoost units are a great example of the modern downsized petrol unit, with strong performance and low fuel consumption. Those who want an automatic are restricted to the 1.6-litre petrol with 105PS, which unfortunately isn’t particularly good when it comes to emissions.

It is better to drive than both the Vauxhall Meriva and Fiat 500L, and although the Meriva offers its own take on a more practical rear-entry system with a pair of ‘suicide’ doors, the B-MAX is also more practical than the main competition.

Despite the novel door arrangement, the B-MAX manages a five-star Euro NCAP rating, plus it offers a nicely trimmed interior and a large boot. Luggage capacity is 318 litres with the seats in place, expandable to 1386 litres if you fold them flat, something that’s easy to do.

Children or adults will fit comfortably into the back row and – of course – they will have no issue getting in and out. Fitting child seats is a doddle too.

Practicality is further enhanced by plenty of little extra touches like map nets, bottle holders, 12v sockets, big door pockets and a wide-angle mirror for checking on the rear seat passengers. Altogether the B-MAX is a great package, only let down slightly by fairly high prices, slightly gruff diesel engines and a few confusing interior buttons.

Looking for a second opinion? Why not read heycar's Ford B-MAX review.

Most impressive is the way the B-MAX deals with corners – there’s little body roll and plenty of feedback, which inspires confidence even if you plan to drive everywhere with your first born in the back.

This is helped by the steering feel - something Ford has been rather good at delivering over the years - which makes you feel like you have complete control over the car.

Indeed the B-MAX doesn’t really feel like an MPV – it’s far more like a fun, eager little hatchback. For a growing family that needs the extra practicality afforded by the spacious rear row, but doesn’t want to give up driving fun, it’s an ideal choice.

The suspension, while perhaps a little on the firm side, helps it feel controlled and stable on the road and generally does a good job of absorbing imperfections.

The B-MAX engines are familiar from the Fiesta, kicking off with an entry-level 90PS 1.4-litre petrol. It does the job, but it’s a bit old hat and is the weakest option here.

Better is the 1.0-litre EcoBoost petrol engine, offered with either 100PS or 125PS. It produces plenty of torque across the rev range and manages respectable fuel economy of up to 57.6mpg.

The 1.5-litre 95PS diesel engine manages a more impressive 74.3mpg but it’s a bit on the gruff side and isn’t particularly strong as modern diesels go. It has the lowest emissions of any engine in the range at 104g/km, meaning inexpensive annual tax – but it does miss out on the sub-100g/km to qualify for free annual VED.

Those who want an automatic transmission are restricted to one engine – a 1.6-litre petrol with 105PS. It’s linked to a six-speed twin-clutch auto but it’s not particularly frugal or clean, emitting 149g/km of CO2 and achieving official fuel economy of 44.1mpg.

The B-MAX was originally tested by Euro NCAP at the car’s launch back in 2012, and achieved an impressive five-star result. It scored an exceptionally high 92 per cent for adult protection and 84 per cent for child protection, with pedestrian mitigation at 67 per cent. It also scored highly in the safety assist category with 71 per cent.

Higher-specification versions get more safety kit, although it is worth noting that Active City Stop was only an option across the range, so check carefully if you’re looking for a car with this fitted.

Despite its size Ford recognised that the B-MAX would end up going on holiday more than your average Fiesta, so it can be fitted with a tow bar from the options list.

How much you can two depends on the engine and gearbox though. Only the EcoBoost models can tow a full 750kg, Powershift automatics, the 1.4-litre and 1.6-litre petrols and the diesel can’t haul as much weight.

The design helps massively with loading and unloading car seats and strapping in children too, so for a family it’s an ideal car. It also means you don't have to worry about opening doors into the car next to you in tight car parks.

The boot is spacious at 318 litres and has a flat load deck, so it’s perfect for folded push chairs, shopping or luggage. Folding the middle row of seats expands luggage capacity to 1386 litres, which is more than enough for those occasional trips to pick up some furniture. This practicality is enhanced by a folding front passenger seat, which lets you load longer items.

There are plenty of neat touches in the cabin including numerous cupholders, cubby holes and pockets. There’s also a family-friendly wide angle mirror up front, for checking on rear seat shenanigans at a glance. The rest of the cabin is similar to that of the Fiesta, which is both a blessing and a curse.

With an MPV of any size, a balance between the materials and surfaces being hardwearing and making the cabin a nice place to be. The B-MAX leans slightly towards the latter; it’s not that it’s grim in here, but there’s plenty of black plastic in front of you.

The materials used are generally fairly sturdy and there’s a feeling of solidity and quality through most of the controls and surfaces, but lower down and out of sight the plastics are a little less appealing.

The flip side of that is that the B-MAX’s interior should be pretty tough. A lot of it is borrowed from the Fiesta and that’s no bad thing. Crucially, the key touch-points like the steering wheel have softer-finish materials.

The infotainment system you get with the B-MAX is somewhat spec dependent, and there are a few grades to get through. Even though the basic Studio trim is a cheap way into a B-MAX, you still get a CD with DAB radio and steering wheel controls to operate basic functions.

Zetec models get a smarter system with DAB, a 5-inch display, six speakers and USB/AUX input as well as Bluetooth, while top-spec Titanium and Titanium X versions have a Sony audio system that features the same display screen and controls but with an extra pair of speakers and improved sound quality.

Later in the B-MAX’s lifespan Ford introduced Navigator specification, which as the title suggests including sat-nav as standard - this was available on Zetec, Titanium and Titanium X models.

The B-MAX was discontinued in 2017, but being a Ford on sale for five years there are plenty of examples around including models registered as late as 2018.

The entry-level Studio model was not as popular as some of the higher-specification versions so there are fewer examples around now.

Standard equipment is good enough on entry-spec Studio models, which come with electrically operated door mirrors, DAB radio, electric windows front and rear and tyre pressure monitoring. Expect to pay around £3000-£4000 for the cheapest, earliest examples up to £8000 for a late model.

The Zetec trim was a far more popular choice - often the case across the Ford range - and adds 15-inch alloy wheels, LED running lights, Quickclear heated windscreen, child observation mirror, sunglasses holder, MyKey, leather-trimmed gear lever and steering wheel, air conditioning and the Ford SYNC infotainment system.

The earliest Zetecs will cost around £3000, while versions with the more desirable 1.0-litre EcoBoost will cost around £500 more. Late models with low mileage are around £10,000, while Zetec Navigator versions rise to £11,000 and beyond. 

Next up is the Titanium trim, which adds an uprated Sony DAB radio with eight speakers, cruise control, auto-dimming rear-view mirror, driver’s seat arm rest, driver’s lumbar support, rear centre armrest and climate control.

The most popular trim after Zetec means you should have plenty of choice - early examples with the diesel engine go as low as £3500, with around £4000 for an EcoBoost petrol. Late models are around £11,000, with Navigator versions at £12,000 for a low-mileage 2017 model.

At the top of the tree is the Titanium X, which adds part-leather seats, heated front seats, keyless entry and start, a panoramic sunroof and scuff plates.

With the highest new purchase price in the range there are fewer used examples around; expect to pay at least £6000 for an early car, rising to £11,000 for the latest examples. Navigator trim bumps this up to around £12,000-£13,000 for a late model.

How much the B-MAX will cost to run depends a great deal one which engine you choose. The 1.4-litre and 1.6-litre petrol engines will be the cheapest to buy, but offer the least impressive fuel consumption - judged on the criteria at the time, the 1.4 offers 47.1mpg combined and the 1.6 (Powershift automatic gearbox only) is 44.1mpg.

The 1.5-litre TDCi diesel was given an official combined figure of 74.3mpg at the time, which should please the most miserly of owners. Two versions of the 1.0-litre EcoBoost were available; a 100PS and a 125PS that included a stop/start system as standard. Official figures are 55.4mpg and 57.6mpg respectively.

Expect low VED rates in line with the fuel consumption too. With most examples of the B-MAX before March 2017 you’ll benefit from the lower rates; the 1.5-litre TDCi sneaks under the 100g/km barrier for the zero VED rate. Insurance groups are impressively low too, with 8E for the basic Studio model up to 12E for a high spec Titanium.

While the Studio model is likely to be the cheapest version you’ll find, it’s certainly worth paying a little more to get the Zetec trim and the additional equipment that goes with it. Air conditioning, the SYNC infotainment system and heated windscreen will pay for themselves in short order.

Moving up to the Zetec trim also means a wider choice of engines - we’d take an EcoBoost every time on account of its low emissions, good economy and peppy performance. The popularity of the Zetec model also means you’ll have plenty of examples to choose from.