Ford S-MAX (2015 – 2023) Review

While many other carmakers have ditched MPVs entirely and focused on SUVs, even in 2024 Ford still offers multiple MPVs to suit different needs. 

For maximum practicality and flexibility, there’s the Galaxy. For a little less practicality but more driving fun, there’s the Ford S-MAX. Although you’re unlikely to be driving like Lewis Hamilton with six passengers in your S-MAX, because it’s based on a Mondeo, it’s actually very good to drive.

As the Renault Grand Scenic and Volkswagen Sharan/SEAT Alhambra are now defunct, the S-MAX's only car-based rivals are the Volkswagen Touran and Citroen Grand C4 SpaceTourer. But there's a variety of van-based MPVs out there, plus seven-seat SUVs like the SEAT Tarraco and Peugeot 5008.

Launched in 2015, the current Ford S-MAX picked up where the old S-MAX left off by offering something different in the shrinking MPV segment. It's been mildly updated a couple of times since, and as of late 2021 the S-MAX has become hybrid-only. 

It’s not the most practical car in its class – the Galaxy is the best choice if you’re after a genuine seven-seater – but few MPVs are as nice to drive as the S-MAX. In fact, the S-MAX is sweeter to drive than many SUVs and estate cars.

It’s not the best choice if you intend to make full use of the seven seats all of the time. Space in the third row is restricted, while the absence of sliding rear doors gives van-based MPVs such as the Citroen Berlingo and Volkswagen Multivan the practicality edge. 

As a ‘5+2’ MPV, though, the Ford S-MAX is still very appealing, particularly as most seven-seat SUVs are similarly restrictive in the third row. There’s a cavernous boot in five-seat mode, but you can transform the S-MAX into something akin to a van by lowering all five rear seats. The driver and front seat passenger will revel in the amount of headroom on offer, while parents will appreciate the three Isofix points along the middle row.

The S-MAX is loaded with a generous level of standard equipment, though as it's hybrid-only now and Ford has ditched the base Zetec trim the base price has soared to over £37,000. 

Still, now entry-level Titanium trim gets a touchscreen sat-nav with Apple CarPlay and Android Auto, dual-zone climate control, front and rear parking sensors and keyless entry. ST-Line trim commands another £2,000, but is probably the pick of the range thanks to its sporty exterior add-ons making it look less like an airport taxi. It does have sports suspension, though (more on that in a bit...).

The S-MAX's cabin is starting to show its age, however, particularly compared to the more modern design of the latest Ford Kuga. The cheap looking (and feeling) plastic on the centre console lets down what is otherwise a generally well-made interior, but at least everything is pretty easy to operate because there's plenty of old-school buttons. 

Ford ditched the petrol engines in the Galaxy and S-MAX in 2019, which seemed a good idea at the time because diesel was the overwhelming favourite for buyers in both. The 2.0-litre EcoBlue diesels (available in 150PS and 190PS forms) were refined, punchy and well-suited to both MPVs, but as diesels popularity sharply declined in the last few years Ford has ditched those too. 

Now, the only choice is Ford's full hybrid system, which first debuted in the Mondeo. Mating a 2.5-litre non-turbo petrol engine to a small electric motor via a CVT transmission, it's been improved since its first outing in the Mondeo and is well-suited to the easy-going nature of a large MPV. It's not particularly quick, but you’ll enjoy the S-MAX's excellent cornering, minimal body-roll and sharp steering.

So what’s the catch? Well, it's an MPV, which means it went out of fashion when Gangnam Style was a thing, and because it's hybrid-only the VW Touran has a much lower starting price. Also, you’re not too fussed about styling or dynamics, the roomier Galaxy probably makes more sense. 

Beyond that, we’re struggling to find reasons why you shouldn’t buy a Ford S-MAX. It’s as much an estate car as it is an MPV, which gives it a unique position in a dwindling market. For that reason, it deserves to be considered amongst today's sea of SUVs. 

The S-MAX is supposed to be the more fun-to-drive alternative to the sensible Galaxy. It's a bit lighter, and its centre of gravity is lower, so body roll is pleasingly absent and the steering feels pretty direct and accurate. 

At its 2015 launch the S-MAX was one of the best-driving MPVs around. And although seven years on from then standards have changed, because almost every MPV on sale is now based on a van, that remains the case. 

It feels more like an estate car than an MPV, with an uncanny ability to switch from being a school run taxi to a comfortable motorway cruiser. It’s not even out of its depth on a country road. Certainly, the big Ford has the measure of all but the very best seven-seat SUVs in terms of its ability to stay flat in the bends - particularly in ST-Line trim with its stiffer sports suspension.

Our only real complaint is the ride quality, which is comfortable on the entry-level Titanium model on its smaller wheels, but a bit less so with the bling-tastic 19-inch rims worn by the Vignale. The ST-Line, too, is on the firm side because of its sports suspension, but the smaller wheels means it rounds off the worst of the UK's gnarly road surfaces pretty well. 

Ford ditched the petrol engines from the S-MAX range in 2019. It was no great loss, although the old 240PS 2.0-litre EcoBoost engine enabled the S-MAX to chase down hot hatchbacks, which was kind of fun. Good luck finding one (or keeping up with one).

That left the 2.0-litre EcoBlue diesel engine in 150PS and 190PS form. It was brilliantly suited to the S-MAX, with a great blend of performance, economy and low-end torque. The 150PS version will be fine if you spend most of your time travelling with four or five people, but the 190PS is the one to choose if you regularly travel seven-up with a boot (and roof box) filled with luggage. As for the choice of transmission, while the eight-speed automatic was smooth and relaxed, the six-speed manual was very satisfying. It’s the one to choose if you enjoy driving.

All of the above changed in late 2021, however. The S-MAX fell out of favour with private buyers and became most sought after by fleets and taxi firms, and diesel's market share plummeted in the UK. Ford removed the diesel engines and drafted in the 2.5-litre full hybrid unit from the Mondeo. 

With minor improvements over the years, the hybrid is a lot better than it used to be, and suits the S-MAX well. 0-62mph takes 9.8 seconds, which isn't fast, but in practice the S-MAX offers acceptable performance. 

Even the hybrid's CVT transmission, which used to be pretty droney in early Mondeos, is better, with simulated 'stepped' changes making it feel a bit more like a conventional automatic. It'll still send revs soaring if you mash your foot into the carpet and keep it there, though. 

With a fairly small electric motor and battery combination, the hybrid S-MAX won't run on electric-only power for more than a couple of miles or under any significant throttle inputs. But because it juggles both power sources constantly, it's actually pretty efficient. 

The S-MAX was awarded a five-star safety rating when it was crash-tested by Euro NCAP in 2015. All models come with multiple airbags, a Curve Control system to control understeer, active rollover protection, three Isofix points, front and rear parking sensors, pre-collision assist and cruise control.

Lane-keeping assist, traffic sign recognition and LED daytime running lights are standard on all except the earlier Zetec model. You’ll need to find an S-MAX with the appropriate option pack if you’re after active park assist, blind-spot information and adaptive cruise control. Only the Vignale trim gets a reversing camera and adaptive LED headlights as standard.

Earlier versions of the Ford S-MAX make decent tow cars, with all versions offering a maximum towing capacity of 2000kg. All versions came with trailer stability control and hill-start assist as standard. Retractable and detachable tow bars are available on Titanium and Vignale models, but not on the ST-Line trim.

The hybrid's reduced torque means it can only tow 1560kg, however. 

The Ford S-MAX is perfect if you’re after a practical five-seater with a couple of extra seats for occasional use. There’s loads of room in the front and second row, with a cavernous 965 litres of boot space available when the rearmost seats aren’t in use. This can be extended to 2,020 litres with the five rear seats folded away.

The seats in the third row are fine for small children or occasional use, but if you’re after a full-time seven-seater, we’d recommend something like the Seat Alhambra or Ford Galaxy. In fairness, there’s a useful 285 litres of space available in seven-seat mode, but the S-MAX still works best as a ‘5+2’ MPV.

There are loads of storage bins, pockets and cubbies throughout the cabin, although table trays are only standard on Titanium models and above. The S-MAX also loses marks for its standard rear doors. Sliding rear doors are king in the world of MPVs.

A neat touch is an electric folding mechanism for the middle row of seats which is accessed in the boot. It won't pull them back up, though, and the third row has pull straps instead. 

We're also pleased to report that the latest hybrid model doesn't sacrifice passenger or boot space in any way, because it doesn't have the bulky battery of a plug-in hybrid. 

Overall, the S-MAX's cabin is pretty solid with plenty of soft-touch materials across the dash and doors. It still feels reasonably upmarket, but the button-heavy centre console with its expanse of hard, cheap-feeling plastic lets the side down and shows the S-Max up for the older model it now is. 

For the ultimate indulgence, opt for the Vignale trim which brings posh perforated leather upholstery and ambgient lighting, although it’s expensive when buying new and still has the same cheap dash plastics. 

An eight-inch colour touchscreen infotainment system is fitted as standard across the range. The Sync 3 system features DAB digital radio, CD player, eight speakers, voice control, two USB ports, Apple CarPlay and Android Auto.

The display looks a little dated, and there are too many menus to scroll through, but these aren’t issues if you’re using Apple CarPlay or Android Auto. We’d recommend upgrading to Titanium or ST-Line for the addition of sat-nav, along with an impressive 10.1-inch semi-digital instrument cluster. A 12-speaker Sony audio system is standard on the Vignale, or optional on Titanium and ST-Line models.

The S-MAX used to start from around £30,000 with a 2.0-litre diesel engine. That's no longer the case now that Ford has committed to hybrid tech, perhaps accepting that these are more often now bought by private hire drivers who demand petrol-electric power. 

Switching to hybrid, and removing the entry-level Zetec trim, means that in 2022 the S-MAX starts at over £37,000 for Titanium trim. At least it's well equipped, with the touchscreen sat-nav, dual-zone climate control, keyless entry, front and rear parking sensors, a heated windscreen and pre-collision assist. 

ST-Line is £2,000 extra and adds 18in alloys (you'll want these, as the S-MAX looks a bit frumpy on the standard 17s), sportier front-and rear end designs, a memory function for the electric mirrors that also auto dip in reverse, 10-way electric front seats with part-leather, red stitching and heating, a leather wheel, aluminium pedals, a dark headliner and ST-Line illuminated sill plates. 

Flagship Vignale trim, which sets you back £43,000, brings an uprated Sony stereo, special Windsor leather perforated and ventilated front seats, a rear-view camera, enhanced ambient lighting and an electric tailgate. 

Thankfully, there's a good choice of much more affordable S-MAX models on the used market. Around £17,000 will get you a 2017 150PS 2.0-litre diesel Titanium with 60,000 miles, but there are petrol versions around for even less. 

The old diesel S-MAX managed between 47 and 43mpg depending on whether you opted for the 150PS or 190PS version. The petrols were considerably thirstier, and best avoided unless you're dead set on not having a diesel. 

The new petrol hybrid model manages 44mpg combined, splitting the two diesels. However, that figure appears conservative as we managed nearly 50mpg over several hundred miles of mixed motorway, town and country driving. 

Insurance for the S-MAX is reasonable and roughly in line with what you’ll pay to insure a Ford Galaxy. The hybrid starts at insurance group 21, which is broadly similar to where the old diesels sat.

Road tax is an interesting one, because even the cheapest S-MAX gets close to the £40,000 'premium car' tax. Stick to a few choice options on Titanium spec and you'll avoid that, but ST-Line is perilously close, and Vignale models are well over the threshold. This means you''ll pay £555 for the first years tax and £490 a year for four years after that, before it drops back down to £155. 

By contrast, get an S-MAX below £40,000 and it'll cost £220 to tax in the first year and £155 for every year following. 

As of 2022, the entry-level S-Max Titanium gets the eight-inch touchscreen sat-nav, dual-zone climate control, keyless entry, front and rear parking sensors, a heated windscreen and pre-collision assist. 

ST-Line adds 18in alloys, sportier front-and rear end designs, a memory function for the electric mirrors that also auto dip in reverse, 10-way electric front seats with part-leather, red stitching and heating, a leather wheel, aluminium pedals, a dark headliner and ST-Line illuminated sill plates. 

Flagship Vignale trim brings an uprated Sony stereo, special Windsor leather perforated and ventilated front seats, a rear-view camera, enhanced ambient lighting and an electric tailgate.