Tow car preview Ford’s third-generation Kuga
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So far so good, but just when you think the Kuga PHEV is going to offer serious competition to the ageing Mitsubishi Outlander PHEV, you reach the line in the spec sheet that gives the legal towing limit as just 1200kg. That’s 300kg less than the Mitsubishi’s maximum, and 400kg less than the Volkswagen Passat GTE’S.
So if you own a Bailey Discovery D4-3 or Swift Basecamp, the PHEV is suitable, but unfortunately, the majority of caravans will be too heavy.
The Kuga PHEV is also front-wheel drive. Disappointingly, the most powerful diesel is the only 4x4 in the range. In practice, it should prove the most capable tow car in the whole line-up.
It’s lighter than the PHEV, having a kerbweight of 1665kg, but that still makes it heavy enough for an 85% match figure of 1415kg. The legal towing limit is 2100kg. The maximum download on the towball is 100kg, as it is for the whole range.
The top-spec diesel version has 190hp and 295lb ft, which should be plenty to pull any sensibly matched caravan. All models with this engine also have an eight-speed automatic gearbox. The official combined economy is 46.3-47.9mpg.
Mild hybrid power
If you want a diesel matched to a manual ’box, you’ll need the less powerful 150hp mild hybrid or the 120hp model.
The mild hybrid can’t run on electric power alone, but the system does do enough to ease the strain on the diesel engine. Fuel economy of 54.3-56.5mpg comfortably improves on the more powerful diesel.
This model has a kerbweight of 1610kg, giving an 85% match figure of 1369kg. That’s well within the 1900kg legal limit.
The engine has 273lb ft of torque, so it should pull a caravan up to speed almost as well as the more powerful diesel.
DThe entry-level diesel model has 120hp and 221lb ft of torque. It weighs 1529kg and has a legal towing limit of 1500kg.
In this version, the official combined fuel economy is 54.3-55.4mpg with a six-speed manual ’box, and 50.4-52.3mpg with the eight-speed auto.
Petrol buyers can choose between 1.5-litre turbocharged engines with either 120hp or 150hp. Both are manuals, with kerbweights of 1493kg, and legal towing limits of 1600kg for the 120hp version and 1800kg for the 150hp model.
Both versions have 177lb ft of pulling power – a healthy amount for a relatively small petrol engine, but far less than any of the diesels in the Kuga range.
Driving the Kuga
We’ve yet to drive the Kuga, but other journalists who have were mostly impressed. Autocar concluded “the Kuga has lost none of its dynamic flair, yet it’s more refined and practical than ever”.
What Car? was more guarded, writing that “the Kuga is decent but outclassed by bigger, more comfortable competition”.
One weakness is boot space in the PHEV, at 412 litres with the rear seats right back. Other models provide 475 litres.
Early reports also suggest the interior finish isn’t as plush as that of the Kuga’s best rivals. However, there’s enough space for five adults to travel in comfort.
EPricing and specification
The Kuga starts at £24,615. That compares with £22,765 for the Škoda Karoq, or £23,455 for the Kia Sportage.
Although not the most affordable car of its kind, the Kuga is solid value when you consider standard kit. The entry-level spec is Zetec, which comes with 17-inch alloys, automatic headlights, powered folding door mirrors, manual air-con, 8-inch touchscreen sat nav and wireless phone charging.
Titanium models start from £27,865 and come with 18-inch alloys, LED headlights, sports seats, dual-zone climate control and a 10-speaker stereo. St-lines cost upwards of £29,965 and have faux leather seats, sporty body kit, digital instruments and sports suspension (on all except the 190hp diesel). St-line X adds 19-inch alloys, a sunroof, hands-free powered tailgate, powered adjustment for the driver’s seat and heated front seats. Prices start from £31,265. Vignale, the top spec, has a longer list of toys, and prices from £32,565.
A retractable towbar costs a reasonable £625. Safety equipment is comprehensive across the board, contributing to a five-star rating from Euro NCAP.
‘The Kuga’s electric motor is strong enough to propel the car on its own at speeds of up to 85mph’
Conclusion
The Kuga shows a lot of promise as a tow car. In particular, the most powerful diesel combines four-wheel drive, a healthy kerbweight and plenty of pulling power.
The mild hybrid diesel also has the makings of a solid tow car, but it’s a shame buyers won’t be able to choose four-wheel drive.
Although the PHEV is the heaviest model in the range, it’s disappointing it doesn’t have a higher towing limit. But we look forward to getting behind the wheel soon. | SUMMER SPECIAL 2020
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Just one crossover has won the overall title at the Tow Car Awards – the Nissan Qashqai, which took the top spot in 2014. “It didn’t take long behind the wheel to discover the Qashqai has what it takes as a tow car,” we wrote. “Stability at speed is excellent.”
The winning model was the 1.6 dci (130PS) Stop/ Start System Acenta Premium. Six years on, the same car makes a fine used buy. It’s good to drive, with or without a caravan.
The 1.6-litre engine is strong enough to cope with a sensibly matched tourer, but frugal enough for modest fuel bills. When we tested the facelifted Qashqai in 2017, we achieved just over 30mpg while towing.
Four-season towing
Another plus point with this version of the Qashqai is that it’s available with either front- or four-wheel drive. The car that won the Tow Car Awards was a front-wheel drive, but for four-season towing, the 4WD is worth a look. It’s also a little heftier than the 2WD, which benefits car and caravan matching ratios.
Stick with the two-wheel drive, and the kerbweight of 1494kg makes for an 85% match figure of 1270kg, so it can tow a range of lightweight caravans.
Inside, the Qashqai is solidly put together, and spacious enough to make a fine family car. There’s enough room for adults to travel comfortably in the back, although it’s a shame there are no air vents in the door pillars or between the front seats.
There are heavier crossovers than the Qashqai, and boot space is relatively modest at 430 litres with the seats upright. However, as an all-round package, the Qashqai is hard to beat.
The Škoda Yeti is a favourite with Practical Caravan. Even the least powerful 1.2-litre petrol is a willing tow car, provided your caravan is light enough.
But for a pocket-sized crossover punching above its weight, try the 170hp diesel. Four-wheel-drive versions use that power securely in bad weather, and the strong mid-range makes short work of towing a well-matched caravan up to the legal limit.
With such pulling power and four-wheel drive, hill starts are easy. The Yeti is stable at speed, too, and unflustered at 60mph on the motorway.
Inside, the Yeti offers the upright 4x4-style seating position that many crossover buyers seek. It makes getting in and out of the car easy, and the driving position is extremely comfortable on long journeys.
Fun and agile drive
In everyday driving, the Yeti is fun and agile. There’s some bouncing and pitching if you drive with spirit on bumpy roads, but otherwise it handles well.
Considering its relatively small size, the Yeti is very practical. There’s room for adults to travel in the back, and air vents between the front seats keep rear-seat passengers at a comfortable temperature.
The boot is a healthy size with the seats in place, and can be extended by tumbling the three individual rear seats forwards to sit against the front seats. For maximum space they can be taken out, although this does mean finding somewhere to store them.
Škoda scores very highly in reliability and owner satisfaction surveys, so you can buy with confidence. And with prices edging below £10,000, a six-year-old example of our favourite diesel is great value.
| SUMMER SPECIAL 2020
Few cars are as popular with caravanners as the Kia Sportage, and with very good reason. It tows well, it’s packed with equipment, and it comes with the reassurance of a seven-year warranty.
That warranty is also transferable to subsequent owners, a strong point in the Kia’s favour as a used buy. But there’s a good chance you won’t need to use it – the Sportage is generally tough and reliable.
Launched in 2016, the current model can stand comparison with any rival. There’s a good choice of petrol and diesel engines, but for regular towing duties, we’d pick the 184hp 2.0 CRDI diesel 4x4.
It makes the Sportage more than capable of towing most four-berth family tourers. Acceleration is brisk, even while towing, and stability at speed is very good, too. Long journeys should prove relatively stress-free if you choose a Sportage – only excessive road noise undermines its credentials as a long-distance tow car.
Interior finish
Inside, the current-generation Sportage shows an improved standard of finish over its predecessor, and all models are well equipped.
That’s especially true of the First Edition model, a high-spec limited edition which was available when the car was first launched. Kit includes heated (and cooled!) front seats, heated outer rear seats, powered tailgate and a host of high-tech driver aids. These contributed to a five-star rating from Euro NCAP.
We would be inclined to save a bit of money and choose the KX-3 model, which is well equipped in its own right, with satellite navigation, leather trim and parking sensors.