THREE CHEERS

The engine is tiny in Ford’s latest city-focused SUV but it gets the job done

Not so long ago, the idea of sticking an engine with fewer than four cylinders and a capacity of one litre or less into a real car was more a joke than a viable proposition. There were a few around, but if you ever had the misfortune to drive a Niki 650, a Smart fortwo or a Suzuki Alto back in the day, you would have realised that they were marginally quicker than walking, but only downhill.

As a rule, though, small engines use less fuel than big ones, and increasingly tough emissions regulations over the past decade have accelerated the development of one-litre threecylinder turbos to the point where they are now able to deliver useful performance, acceptable refinement and great fuel economy.

The Skoda Kamiq, a small SUV powered by a 1.0-litre turbo petrol triple, won our 2020 Car of the Year. The three-cylinder Ford Puma was a finalist. It runs the latest version of Ford’s 1.0litre EcoBoost engine, a multiple International Engine of the Year award winner since its introduction in 2012.

VALUE

Three cylinders should cost less than four, right? That’s not how it works.

Ford is hoping some of Puma’s Euro cachet (it’s designed and engineered by Ford of Europe and made in Spain) will be persuasive, and it’s certainly one of the more stylish SUVs out there, but $29,990 plus on road costs for the base model is a hefty ask compared with the larger Kamiq, Kia Seltos, Honda HR-V and Subaru XV.

Navigation with voice control, wireless phone charging, digital radio, an eight-inch touchscreen, a 180-degree rear camera and 17inch alloys are standard.

Ford also gives you a loan car when you book a service at a Ford dealer.

The Puma ST-Line, tested here, adds firmer suspension, sports front seats, a flat-bottom, leather-wrapped steering wheel, digital instruments and go-fast decor. It’s priced at $32,340. ST-Line V, at $35,540, adds leatherfaced upholstery, a hands-free powered tailgate, premium sound, 18-inch alloys and sprinkles of chrome.

COMFORT

The extra bolstering of the ST-Line’s sports driver’s seat is appreciated, as is the fact that the driving position is more supportive and car-like than the usual “sit on rather than in” small SUV perch. Ample legroom for tall drivers is complemented by generous wheel reach adjustment.

Clear, informative digital dials, intuitive menus and responsive voice control make for distraction-free driving. Type C (in a small centre console box) and A USBs are fitted up front, plus a 12-volt socket.

Rear seat legroom and head room are tight for adults. There are no vents, USBs or 12-volt outlets. A big boot features a two-position adjustable floor height and a plastic-lined well suitable for carrying dirty or wet objects.

SAFETY

The basics are included, but blind spot monitoring and adaptive cruise control cost an extra $1500 on all variants.

DRIVING

As the saying goes, it’s not the size of the dog in the fight, it’s the size of the fight in the dog. Ford’s 1.0-litre turbo triple may produce relatively humble numbers, and it’s no rocket, either, but it has been tuned to deliver the sort of tractable, torquey performance required in everyday driving situations.

Around town Puma jumps off the line smartly, is exceptionally responsive through the lower half of the rev range (with no discernible turbo lag) and is easily able to pull the higher gears, which also allows it to cruise effortlessly at 100-110km/h. Top-end performance is a non-event.

In Eco or Normal mode, you’ll get 57L/100km in town and fives on the highway. That’s close to petrol/electric hybrid consumption, albeit on 95 octane premium.

Ford’s latest seven-speed dual clutch transmission is a much more refined unit — and hopefully more reliable — than the disastrous six-speed “Powershift” that got the company into serious trouble with the ACCC a few years ago. Puma is a short, tall, skinny SUV, so it doesn’t negotiate a tight corner with the same confidence, poise or speed as the Fiesta ST hatch, but it’s shod with wide, grippy Continental tyres, steering is tactile and precise and it feels safe and secure on rough roads.

That said, the Puma’s isn’t quite as comfortable or sophisticated as our Car of the Year, the Kamiq, which benefits from a longer wheelbase, more compliant suspension and a lower centre of gravity.

HEART SAYS

Most small SUVs look like something my grandmother would drive. This is a sharp — desirable even — exception to the rule.

HEAD SAYS

I like Puma’s “less is more” combination of stylish Euro design and efficient, small-capacity engine.

ALTERNATIVES

SKODA KAMIQ FROM $29,990

Our 2020 Car of the Year offers the best value in the class, a spacious, versatile interior and a comfortable, confident drive. Refined, frugal 1.0litre turbopetrol/seven-speed dual-clutch auto.

TOYOTA C-HR FROM $30,915

Japan’s small SUV style statement, C-HR runs a punchy, efficient 1.2-litre turbopetrol engine and CVT auto, with a hybrid option. Loaded with driver assist safety tech across the range.

VERDICT

Beautiful to look at, with one of the best engine and transmission combinations in the class, Puma’s prices are, nevertheless, ambitious compared with most rivals.