Nine years after Renault wowed the automotive industry with the Espace, Ford launched the Galaxy, its seven-seat multi-purpose vehicle (MPV).

At the time of the Espace launch, apart from Renault only Mitsubishi and Chrysler were convinced of the potential for a one-box people carrier, while others – particularly Ford – blithely ignored this important niche.

Six years ago, Renault spotted another gap in the market and launched the Scenic (or the Megane Scenic as it then was) and seemingly everyone else followed, including Vauxhall with its flexible seven-seat Zafira and Citroen with the strong-selling Xsara Picasso.

Late to the party again, Ford is now ready to launch its compact MPV contender, called the Focus C-MAX. People might ridicule the lateness of the C-MAX, but they would do well to look at how the Galaxy has dominated its sector since it was finally launched in 1995.

Based on the platform that will usher in the next generation Focus, the C-MAX has a range of the very latest common rail diesel engines, and a few tricks up its sleeves in terms of flexibility.

With a longer wheelbase and wider track than the current Focus, Ford claims the C-MAX can offer Focus-like driving characteristics, despite its extra height. And the interior also ditches the bold, edgy lines on the dashboard of the current Focus for a plainer, more upmarket look.

And while the seven-seat sector of the small MPV market is growing – it includes the Vauxhall Zafira and new Volkswagen Touran as well as the low-volume Honda Stream and potential seven-seaters such as the Peugeot 307 SW – Ford has come with a five-seater which can be converted to a roomy four- seater.

The firm doesn't believe seven seats are a key driver for sales. Joerg Beyer, chief programme engineer for the C-MAX, said: 'We have had the benefit of talking to the people who buy these types of cars and asking them what they really want.

'We have challenged the thinking that seven-seaters are essential in this market. Our customer clinics showed that having seven seats was not a high purchasing reason, with 50% of buyers in this segment not even having any children at home, and only 7% to 8% having more than two children.

'Customers said they would prefer the extra space that came with having five seats.' He added that with five seats, the Focus C-MAX had more car-like proportions, compared to the van-like dimensions of seven-seat MPVs. Indeed, the Focus C-MAX slices through the air with a car-like Cd factor of 0.31, thanks to a tapering roof line and tailgate spoiler.

The flexible rear seat package comprises a removable middle section of the rear bench that slides into the luggage compartment, allowing the two outer sections to become individual seats and slide backwards on a diagonal axis to the centre of the car. It gives the two remaining passengers an extra four inches of leg room and two-and-a-half inches of shoulder room.

There are covered storage compartments in the rear foot wells, a lidded storage compartment on top of the dashboard and numerous cubby holes elsewhere in the car. Shortly after the initial launch, an electronic parking brake will also become available, allowing a chilled storage compartment to be housed between the two front seats in place of the traditional lever.

At launch, the Focus C-MAX will have a choice of just one petrol engine – a 1.8-litre already available in the Focus – and two new diesels. The 1.6 TDCi and 2.0 TDCi are the latest engines to come from Ford's partnership with PSA Peugeot-Citroen. Unfortunately for company car drivers they will not be Euro IV compliant from launch, but will later be fitted with particulate traps that will bring them in line with the emissions regulation.

Behind the wheel

THIS was not a conventional press launch. In fact there was no 'real world' driving as such. Instead, we were taken to Ford's test track at Lommel, Belgium. Lined up alongside the 1.8-litre and 2.0-litre TDCi Focus C-MAX models were a petrol Opel Zafira, a diesel Citroen Xsara Picasso and Volkswagen Tourans in 1.6 FSI and 2.0 TDI guises.

Each model was available to be driven back-to-back to get a feel for how different philosophies shaped the various vehicles.

However, Ford's aim was also to prove that in a set environment, where each car could be driven to its limits, the Focus C-MAX would be the car that offers the fewest compromises.

With a dashboard-mounted gearstick – similar to the Picasso – the driving position in the C-MAX feels more natural than the others, while the spokes on the steering wheel are gently contoured for long-haul thumb comfort.

Some switchgear is similar to the current Focus, but most of the controls, including the audio and ventilation, are shared with the latest incarnation of the Mondeo.

And then there are the seats. The rear compartment is roomier than the current Focus with the five seats in place. The procedure to go to four-seat mode is simple – a matter of lifting catches and sliding the two outer seats diagonally rearwards, leaving an exceptionally roomy four-seater. And the rear seats can also be removed completely to drastically increase luggage space.

The feisty 1.8-litre pulled the Focus C-MAX around the test track briskly and on the high speed oval still had more to give when the Touran 1.6 FSI was running out of breath.

Ford decided to choose an electro-hydraulic steering set-up for better feedback when compared to a fully electric system. The Touran has the latter, which is aimed at saving fuel, but seemed completely devoid of feel.

Ford's engineers say the electro-hydraulic system is not as fuel-efficient, but the difference in fuel economy between both systems on a Focus C-MAX would be about 1%.

The Ford also had the measure of the Touran on the handling track, helped by its unobtrusive electronic stability programme. The C-MAX behaved more predictably and it was often difficult to tell whether its dynamic stability control was switched on or off.

Although the Picasso and Zafira have a more comfort-oriented ride, they both feel unwieldy by comparison and despite smooth suspension the bodies seemed to shake and rattle more over jarring bumps and potholes.

Driving verdict

THE debate over whether seven seats is best in this class is likely to continue as the manufacturers who have invested in the extra two chairs point to their sales figures, while the five-seater cars continue to proliferate.

However, Ford's take on the five-seat small MPV is great to drive and offers real flexibility. If it can replicate its track performance with excellence in 'real world' driving, don't bet against it becoming a best-seller.