Test Car Specifications
Model: 2024 Ford Puma ST-Line X 1.0 EcoBoost mHEV 155
Price: Puma from £26,350
Engine: 1.0-litre turbocharged three-cylinder petrol with mild-hybrid technology
Transmission: seven-speed automatic, front-wheel drive
Power: 155hp
Torque: 240Nm
Emissions: 129g/km
Economy: 49.6mpg
0-62mph: 8.7 seconds
Top speed: 124mph
Boot space: 456 litres
Styling
Although Ford hasn't really changed the Puma's basic shape, the company has done a fair bit of work to the details. There's a new-look front end with a wide grille that's adorned with the Ford logo, and there are some slightly more modern headlights. But in essence, it's the same Puma design customers clearly love. We think it looks a bit squished in places, and the big lights make it look a little bit dopey, but that clearly doesn't bother buyers, who have flocked to the Puma in their thousands. And presumably will continue to do so.
Interior
When the Puma (the SUV, not the little coupe of the 1990s) was first released, the cabin was acceptable without being excellent, but the new model seems to have gone backwards when it comes to cabin design. It's dark and uninspiring in there, with some cheap-feeling materials and some odd design decisions. Why, for example, don't the touchscreen and digital instrument cluster live on the same level, and why doesn't the lid for the dashboard line up with the rest of the dash? It's all a bit odd, and definitely a step backwards compared with what went before. And we haven't got to the steering wheel yet.
Why is it square, like that of an Austin Allegro, and why is it so big? It feels as though it came from a pick-up truck or a van. Or maybe Ford just saw what Peugeot was doing and decided to go with something as diametrically opposed as possible.
It's a shame that the design is so odd, because we actually like the tech in the Puma. Yes, we're still irritated by the touchscreen climate control system, but otherwise the central display is nice and clear, while the digital instrument cluster is very crisp and modern. It's all fairly easy to use (climate control aside) and it's an example that certain other car makers should be keen to follow.
They shouldn't, however, follow the Ford in terms of build quality. It's all relatively well glued together, but the materials really leave something to be desired and it feels a bit cheap in places. Almost deliberately so. And that jars when you've got such nice seat upholstery and such modern technology. It almost feels as though Ford has given up a bit.
Practicality
The Puma's cabin is competitively sized for a car in this part of the market, but it isn't exceptional. Rear headroom isn't bad, and space in the front is very good, but rear legroom is fractionally tight for those over six feet tall. It isn't disastrous, but it isn't especially generous, either. Boot space is a bit more promising, with up to 456 litres of luggage space in the back, but that's mainly down to the 'Megabox' under the floor. With a waterproof lining and a drain plug to let any water out, it's a useful addition, but if you choose not to use it, your boot space drops to less than 400 litres, or 'less than you get in a Seat Arona'. That said, some customers will like the Megabox flexibility, making it easier to carry muddy shoes or wet clothes.
Performance
The new Kuga is available solely with Ford’s much-acclaimed 1.0-litre petrol engines, all of which are aided by mild-hybrid technology. That essentially works as a glorified stop-start system, allowing the engine to save a bit more fuel, and allowing the little petrol engines to offer diesel-rivalling efficiency.
Take, for example, the base option: the snappily named 1.0 EcoBoost mHEV 125, which comes with a choice of six-speed manual gearbox or seven-speed automatic. On the official economy test, it’ll return 52.3mpg in manual form, while the automatic transmission drops that slightly to just under 50mpg. Either way, it’s an efficient little engine.
The other option is the more powerful 1.0 EcoBoost mHEV 155 (no, the names don’t get any snappier) tested here, which provides a noticeable 30hp increase in power and comes with the seven-speed auto ‘box as standard. The result is a slight improvement in performance, but economy is actually fractionally better than that of the mHEV 125 with the automatic gearbox. In the real world, though, you won’t notice the difference.
What you will spot is adequate acceleration and a rorty thrum from the engine, which has a charming, off-beat character to it. It’s a nice alternative to the four-cylinder engines that are so popular in small cars, despite the irritating drone they tend to produce when they are worked hard.
The one slight catch with the Puma, though, is that there’s no all-wheel-drive option. That won’t matter to many customers – indeed, most of the Ford’s rivals go without all-wheel-drive variants, too – but some might prefer the all-terrain capability of something like a Suzuki Vitara.
Ride & Handling
The outgoing Puma’s party piece was offering the sort of handling expected from lower-slung vehicles and, in the case of the sportier Puma models, even a hot hatchback. But the new model seems to have taken its eye off the ball slightly, with a bit less feel through that oversized steering wheel and a fraction less agility. Don’t get us wrong – it’s still as good as almost anything else in its class – but for something that used to be the undisputed class leader, it’s a bit of a disappointment.
Especially as it isn’t any more comfortable than before – at least, not in ST-Line form. The ride isn’t especially jagged, but the car thumps into potholes a bit and there’s a definite firmness to the ride. Yes, it was ever thus, but when the trade-off was such brilliant handling, we were prepared to accept it. Now, it just feels a bit unnecessary.
Value
Puma prices start at just under £26,500, which pays for the entry level Titanium model. It wasn't so long ago that Titanium was a mid-range trim level for Ford, so it's no surprise to find that even the cheapest Puma comes with bags of kit. You get 17-inch alloy wheels, LED lights and the digital instrument cluster as standard, along with climate control and a heated windscreen, which is a Godsend in winter. You get the widescreen central display, too, along with privacy glass and a reversing camera, not to mention a good bit of safety tech. But then it probably should be well-equipped, given it's more than £1,000 more expensive than a Mazda CX-30 and more than £2,000 costlier than a VW T-Cross.
The Titanium, though, offers everything you need, but customers will probably want the more upmarket £27,250 ST-Line with its sportier styling and sports suspension, as well as its motorsport-inspired interior. Or they might prefer the £28,800 ST-Line X we tested, which adds bigger wheels, a wireless charging pad and keyless entry, as well as faux leather upholstery and a premium B&O sound system.
Verdict
The new Puma doesn't feel quite as competitive as its predecessor, chiefly because the cabin doesn't have the same appeal and the handling isn't quite as sharp, but it's still a competitive all-round package. Yes, the square steering wheel is a bit odd, but it's a reasonably attractive, reasonably priced way of getting around, and one that's sure to remain a hit with customers.
