marlowefamily, your summary of why the CMax is relatively unknown is excellent and on point.
The 'small battery' argument against us has an interesting aspect to it ...
If one has a Tesla and the battery loses enough capacity to be an issue, it will cost (currently) $12,000 or more to replace the battery out of warranty. Depends on initial capacity.
I don't know the numbers precisely, but the Bolt, Leaf, etc. batteries surely must cost $7,000 or more to replace out of warranty.
The CMax battery, on the other hand, currently costs somewhere around $3,000 to replace out of warranty.
Let's say a CMax owner lives in a hot climate and decides that the battery degradation after 5 years is annoying enough that they wish to replace the battery at their own cost, as Ford doesn't judge the loss to be a warrantable claim. Let's further assume that a milder version of Moore's Law is operating with Li Ion batteries, and it costs $2,500 at that point, 5 years from today.
To replace the car's battery is actually a reasonable consumer economic decision.
I say it's reasonable because all along the CMax owner was paying something like 80 cents a gallon equivalent for their 'electric fuel,' and when they used gasoline, they got 45 mpg or more out of it. They did not need brake pads replaced. They mainly used their electric motor, which is one of the most robust, maintenance-free devices with moving parts on the planet. Electric motors always have been such. The owner used their ICE under the most favorable, low-stress conditions imaginable, mainly in steady-state highway driving. And so on. Point is, this CMax owner saved far more than $2,500 over 5 years in vehicle operating costs compared to an ICEmobile, and now can fully justify replacing their battery at will if they so choose, on economic grounds.
With a Tesla S or X, one inevitably faces this decision in 5 to 7 years:
--$12,000 for a new battery,
--or $100,000 plus for a new Tesla,
--or accept the battery capacity loss.
The other brilliance of the 'small battery' is the flexibility it offers. We just took the Auto Train to Florida and drove back. 942 miles in one day. I lit the afterburners and got 35 mpg on I-95. This is nothing to feel guilty about though--it is merely a different part of the 'flight regime' of this car than the EV and high-mpg hybrid driving we do most of the time. This, chaps and lassies, is flexibility!
In even a Tesla, that trip would have, to use the vernacular, sucked. Waiting 40 minutes every 200 miles at some noisy truck stop to get back 80% of one's charge. Ugh! And that's if you keep it under 60 and don't have to use heat. I wonder how far a Tesla goes at 80 mph with the heat on. We merely stopped for gas twice, a few minutes each time.
I despise the status quo of the fossil fuel infrastructure that's causing such damage to our world. I'm engaged by electric driving and blowing up the status quo with new tech like EVs, and am a big fan of Tesla in many ways. It's just that I find no reason to disparage 'small battery' hybrids like ours, but rather, am astonished by their flexibility and the incredible breadth of their 'flight envelope.'
Last thought--have a look at how this long highway trip affected my numbers.
My CMax now has 18,000 miles and change.
My highest lifetime average was north of 150 mpg.
Before this trip, it stood at 142.6 mpg.
After the trip, which included a lot of batting around Florida, it stands at 116.6 mpg.
It will now inch back up as I commute and run around locally without the ICE firing up, except in those rare circumstances where I exceed the EV range.
That, folks, is some fine Ford engineering.