Ford’s first dedicated hybrid for North American consumers, the C-Max gasoline-electric hybrid hatchback, is turning out to be an acquired taste. Sales are declining for the second straight year, lower gas prices have led the C-Max and other hybrids to lose their luster and Consumer Reports predicts the plug-in C-Max Energi’s reliability to be worse than average.

But a recent test drive of the 2015 model illustrated how, if driven right, the mid-size car can endear itself to a driver, especially those in cities.

In its third model year, the C-Max remains a fuel-thrifty vehicle, ranking third best in fuel economy among plug-in hybrids and 10th best among non-plug-in hybrids. Plus, the C-Max – which is sold as either a plug-in hybrid with onboard gasoline engine or as a non-plug-in hybrid with a gasoline four-cylinder supplemented by onboard-generated electric power – offers a lot of room for the money. The tall, five-door vehicle has more front and rear headroom than major competitors, such as the Chevrolet Volt and Toyota Prius, as well as more legroom in the back and a range of cargo space from 19.2 cubic feet to 52.6 cubic feet.

All this comes at a starting manufacturer’s suggested retail price, including destination charge, that’s on par with or less than other hybrids.

The non-plug-in model, a 2015 C-Max Hybrid, starts at $25,045 – $20 more than the starting MSRP and destination charge for a 2015 Prius Two. The 2015 C-Max Energi, the plug-in model, starts at $32,645 – $2,525 less than the 2015 Volt and qualifies for a tax credit.

But shoppers who want to reduce oil consumption – regardless of gas prices – have plenty of choices, including all-electric cars like the Nissan Leaf that can go 70 or more miles on electric power vs. the 20-mile range of the plug-in C-Max Energi.

Plus, some would-be buyers might remember the C-Max publicity from 2013, when Ford lowered mileage numbers after customer complaints. And U.S. sales are down again, with just 13,101 sold through July.

A test drive of the C-Max Energi showed that the short commutes and quick errands mostly fit the electric-power range. The fully fueled and charged tester arrived with a travel range of 550 miles. After five days and 158 miles – accumulated via many short city driving trips – the travel range for the C-Max Energi was 527 miles. No gasoline had been purchased.

Federal government mileage rating is 40 miles per gallon in city driving and 36 mpg on highways with the 2-liter, Atkinson cycle four-cylinder, which is the primary driver of the C-Max.

The C-Max Energi’s four-cylinder engine mostly took over the duties for longer trips.

It was like having two cars – one electric, one not. Passengers couldn’t tell if the front-wheel drive C-Max was in electric or gas mode, because transitions between power modes were seamless.

Power came on strongly and silently at startup. Total horsepower peaks at a healthy 188, and while torque from the electric power is instantaneous, the engine’s torque of 129 foot-pounds felt decent.

Styling makes the car look like a practical but inexpensive hatchback, but the turning circle in the C-Max is surprisingly big at 38 feet.