Ford’s Puma leaps ahead What’s new?
As successor to the underwhelming EcoSport, the new Puma offers Ford a real crack at success in the booming compact SUV market. David Thomson takes the flagship STLine for a spin.
The last time Ford played in the compact SUV segment there wasn’t much to get excited about. You might remember the EcoSport, which was never a strong seller here.
Ford’s replacement, the Puma, is a far stronger contender in a segment that is brimming with talent. They come in droves from Japan, Korea and Europe, and include wellestablished models such as the Mazda CX3 as well as more recent arrivals such as the Kia Seltos and Toyota Yaris Cross.
The Puma slots into the local Ford lineup as the brand’s smallest crossover SUV.
Like its key rivals, the Puma sits on conventional car underpinnings, sharing its fivedoor layout, core mechanicals, and much of its underlying structure with the Fiesta hatchback. That said, Puma’s platform is a stretched version of that used for Fiesta, featuring both a 95mm increase in wheelbase and 58mm wider track as well as greater overall length and width.
We only see the Fiesta here in peppy 1.5litre STguise, but it is offered in most markets with a range of engine choices. It’s one of those engines — a 1.0litre 92kW/170Nm turbopetrol threecylinder — that powers the two models that comprise the New Zealand Puma range. Both are frontwheel drive only, with power delivery entrusted to a sevenspeed dualclutch automated transmission.
Pricing opens at $33,990 for the standard Puma, while the STLine lists at $37,990.
What comes as standard?
Both Puma models run 215/55 tyres on 17inch alloys and are supplied with a new Ford Drive Mode system. This provides specific selectable configurations of throttle response and traction control systems (and, on the STLine, different digital dash displays) for slippery roads and unsurfaced trails as well as the more convention sport, eco and normal settings.
The standard active safety package includes adaptive radar cruise, lanekeeping assistance, autonomous emergency braking with pedestrian and cyclist detection, a driver alert monitor, reversing camera and rear parking sensors. The STLine takes an enhanced safety suite that adds stopgo functionality to the cruise control along with front parking sensors, blindspot detection, evasive steering assistance and forward collision warning systems.
ICT needs are met by Ford’s highly regarded SYNC3 system. This is based around an eightinch centremounted colour touchscreen, and includes a sixspeaker sound system, Apple Car Play and Android Auto compatibility, dual USB plug points and satellite navigation with speed sign recognition. Singlezone airconditioning features on both models, while the STLine has keyless entry and a poweroperated tailgate.
What’s it like to look at?
Ford’s design team has started fresh with the styling of the Puma rather than attempting to sculpt a highriding interpretation of the Fiesta. This delivers a level of individuality that is not always achieved with contemporary compact crossovers.
The nose has a bugeyed openmouthed stance, with clever running lights detailed within the main headlights. A high waistline emphasises the Puma’s overall height, while there is a pronounced plunge to the roofline at the rear that is a neat counterpoint to the somewhat bulbous nose. The Puma name sprawls across the tail, which is tidily executed, and perhaps the most conventional part of the exterior design.
There are LED lights all round, but the STLine picks up a few visual adornments denied the standard Puma. These include a matte black front grille, machined black alloys, a larger rear spoiler and chrometipped exhaust.
What’s it like inside?
The cabin of the Puma is not nearly as bold as the exterior, and several features up front have been adapted directly from the Fiesta. Trimmed in dark colours, the test car presented a mix of softtouch surfaces and harder finishes.
The dash is dominated by the prominent centre touchscreen, which is mounted above the air vents and airconditioning controls.
While it looks tall, the Puma’s floor is set quite low, which makes for easy access to the cabin and ensures excellent headroom in the front.
The test car featured many interior enhancements. These included scuff plates, red contrast stitching, front sports seats, metallic pedals, a sports steering wheel with paddle shift controls and a digital instrument cluster.
As well as looking great, the STLine’s front sports seats are comfortable and supportive. The front of the cabin is also wellprovisioned with storage spaces.
The back seats are reasonably comfortable, albeit with a slightly upright seating position and without a folddown centre armrest. While not the most spacious rear seat in the class, the Puma will happily accommodate averagesized adults.
Standard boot space is a decent 410 litres, expanding to 1170 litres when the 60:40 split rear seat back is folded forward.
Having that poweroperated tailgate on the STLine was a nice if not entirely necessary touch, but the rear cleverness in the Puma’s boot design is the configuration of the floor. It can be set at two heights, one to provide a flat load lip, and the other to maximise space. And, in either configuration, there’s also a sizeable plastic storage box located under the floor.
What’s it like to drive?
In choosing a compact crossover over a conventional hatchback, a customer is almost always trading dynamic prowess in return for practicality.
While the Puma doesn’t quite rewrite the book in this regard, it certainly challenges current preconceptions by delivering a highly accomplished and engaging driving experience.
A relatively carlike driving position — the driver sits 60mm higher than in a Fiesta — ensures that the driver feels very much part of, rather the perched atop, the Puma. Aided also by nicely weighted and accurate steering and paddle shift controls, the test car was composed and wellbalanced when pressed.
The test car also impressed with its ability to take poor surfaces, including midcorner bumps and badly broken seal, in its stride.
To be fair, acceleration isn’t lightning quick even when in sport mode. However, the motor is zesty once the turbo spools up and has a characterful, if slightly discordant, threecylinder growl.
Aroundtown driving is fussfree, with a tight turning circle aiding manoeuvrability, and sensors and cameras to help parking. Openroad cruising is easy, too, albeit with refinement diminished by tyre noise over coarsechip surfaces.
Economywise, the Puma manages a reasonable 5.3L/100km standard cycle figure. I didn’t manage to close in on that result on test, returning a 7.2L/100km on a drive programme that involved, admittedly, a fair proportion of spirited driving.
Verdict
Measured against the vehicle it replaced, the Puma represents a quantum leap. With that leap, Ford now has a contender in the booming compact crossover class, and one that will appeal to those seeking visual panache and driving fun as part of the package.