Sector: Large MPV Price: £24,545–£32,945  Fuel: 31.7–56.5mpg CO2: 129–204g/km

The outgoing Ford S-Max was one of those segment-busting vehicles which could so easily have not worked. Emerging from the MPV joint venture with the Volkswagen Group, it gave Ford an opportunity to widen its MPV family to include a sportier sibling alongside functionality-led Galaxy. There was nothing like it on the market and, in the UK at least, there still isn’t.

But it outstripped expectations. The S-Max struck a chord almost instantly in the UK, and it still outsells the Galaxy. Of the two cars’ combined 14,295 sales last year, 8,045 were the S-Max. Relatively small numbers for a Ford, but with a high share of conquests from other buyers, sales weighted towards top trim levels and plenty of return buyers, it’s been a game-changer for the brand.

This time, it’s a familiar product. Ford is predicting it’ll sell in similar numbers and, as before, the platform is shared with the new Mondeo and Galaxy, and also with the forthcoming Edge SUV arriving later this year. The S-Max will also be one of the first cars to get the luxurious Vignale trim, as the brand pushes to offer an upmarket ownership experience for its customers.

Engine options are close to the Mondeo’s but the S-Max does without any of the 1.5-litre diesels. Almost all UK cars will get one of three 2.0-litre turbodiesel engines, all of which return 56.6mpg and emit 129g/km CO2, with almost 80% taking the 148bhp and 188bhp versions rather than the 118bhp entry-level unit. A twin-turbocharged 207bhp diesel engine and a selection of small-selling EcoBoost petrols will also be available.

Arguably it’s not as daring as the original S-Max was when it launched, but Ford has successfully brought the spirit of the outgoing car up to date here. This is best suited to the torque of a low-revving diesel engine, while offering comfort and refinement to rival premium-brand cars while cruising. Yet it also manages to feel sure-footed on cross-country routes, with a great driving position and reassuringly positive controls.

The trade-off for that less boxy roofline is it doesn’t feel as focused on cabin space as some other large MPVs. The third row isn’t significantly more spacious than the Grand C-Max, and the second row seating doesn’t slide sideways for extra shoulder room.

However, it’s got plenty of space for people and large loads. There’s a bank of switches inside the tailgate to effortlessly flatten the rear seats, and three ISOFIX points on the middle row mean it’s got the hardware young families need in a car this size. Titanium versions, expected to take 75% of UK sales, get navigation as standard and all trim levels feature the SYNC 2 infotainment system.

It also gets Ford’s latest high-end technology, including glare-free high-beam headlights, the ability to automatically adjust its speed limiter based on road signs and a new variable power steering system which reduces the effort needed for low-speed manoeuvres then dulls itself while cruising. The latter is an acquired taste, given that the S-Max’s standard steering setup is excellent, but it’s a great option for city-based drivers.

But ultimately the new S-Max is an evolution of the old car’s appealing ownership proposition rather than a radical new entry. That’s all it needs to be, too. Ford tried, and succeeded, to catch lightning in a glass bottle with the old car. With the new one, it’s repeated that seemingly impossible task.

Verdict:

The S-Max makes few compromises in versatility for what it offers in style and driver appeal over traditional MPV products like the Galaxy. It’s up against a much wider choice of crossover-type large SUVs, but Ford has the right car to replace its improbable, but popular predecessor.