Tomorrow’s Heroes
Ford Puma
Here’s what makes Ford’s original Puma so special – and why values are set to climb WHY YOU WANT ONE
While much of the Puma is pure Fiesta MkIV underneath, its handling and performance are in a different league to the humble supermini, fizzing with feedback on every bend. The cabin is something of a letdown, borrowing its dashboard and most of its trim from the aforementioned Fiesta, but don’t let that put you off because this is a modern classic that you can live with every day. It’s also worth remembering that having that blue oval on its snout means that you’re unlikely to lose out on your investment.
PICK OF THE BUNCH
Four engines made it into the Puma between 1997 and 2001, by which time 133,000 cars had been made. The base model had an 88bhp 1.4-litre engine until 2000, when it was replaced with a 101bhp 1.6. Both engines are easy and cheap to maintain, but the 1.7-litre version is more desirable. Co-developed with Yamaha, the ‘VCT’ gave the Puma a well-deserved dose of performance and we think it’s the one to go for. However, the Ford Racing Puma is right at the very top of the tree. Fewer than 500 were made, all built by Tickford in right-hand drive in 1999-2000. This will be the model that auction houses will go gaga over one day, without question. Numerous special editions appeared towards the end of the Puma’s lifetime, including the Millennium (19992000), which celebrated Ford’s
Millennium Products Award from the Design Council for the first Ford to be designed solely on computer.
ESSENTIAL CHECKS
The sills and seat belt anchorage points can succumb to rot, so these need thorough checking from underneath, as do the doors, bonnet, tailgate and around the fuel filler flap. Pumas can also suffer from condensation in the headlamp covers caused by leaking seals, but it’s easy to remedy. Cambelts need changing at 100,000 miles and rarely give trouble before that – it’s worth doing the water pump at the same time – but listen for misfires because leaking core plugs allow coolant to pool around the spark plugs. Oil leaks from the rocker cover are best fixed with a genuine Ford gasket. A high biting point indicates a clutch that’s past its best, but it’s neither expensive nor particularly difficult to change – it’s a good bargaining point if it feels tired, though. The heated Quick Clear windscreen was
a handy extra, but checking its operation is difficult unless you’re viewing the car in frosty conditions. Heater valves play up so ensure that the system works okay, including the airconditioning, where fitted.
WHAT WE’D PAY
Expect to pay £300 or so for a project with the 1.7-litre engine, up to around £750 for something that’s usable. But with excellent examples starting at £1500, the Puma offers stylish modern classic motoring for little outlay. Invest now, use sparingly and we doubt that you’ll regret your purchase. Values of early cars have bottomed out, and while it’s too early to expect any sort of huge rise, the best examples will always be sought-after. The Racing model is the most desirable, with good ones selling for upwards of £5000, but the various special editions – Millennium, Thunder and Black – while well equipped, are worth little more in reality. Low mileage and reams of history are far more important than spec.