Ford Puma review
The refreshed Ford Puma compact SUV is still the best-handling car in its class by far
Is the Ford Puma a good car?
If cars could feel emotions such as pressure, then the Ford Puma would likely have had a bit of a sweat on for most of its five-year life so far. Not only did it arrive with some hostility from Ford fans who remembered the original Puma – an affordable yet utterly brilliant Fiesta-based coupé – but more recently, it has superseded the iconic supermini as the brand’s smallest car. Given that model’s decades-long success, taking its place was a mammoth task.
But the Puma has acquitted itself very well. Although it wouldn’t outhandle the original Puma coupé, it was still easily the best car to drive in the flourishing small SUV segment. Indeed, only its low-rent cabin let the side down. However, the 2024 facelift brought subtle exterior design changes and, more significantly, introduced an overhauled dashboard layout, which addressed that flaw.
| Key specs | |
| Fuel type | Petrol |
| Body style | Five-door, five-seat small SUV |
| Powertrain | 1.0-litre 3cyl turbocharged petrol, front-wheel drive |
| Safety | 4-star Euro NCAP (2022) |
| Warranty | 3 years/60,000 miles |
Ford Puma: model range, specs and rivals
With the demise of the Fiesta, the Ford Puma is now the cheapest car in the company’s line-up. It starts from around £26,000, which gets you behind the wheel of a 123bhp 1.0 EcoBoost Titanium with a six-speed manual gearbox.
The most recent facelift in 2024 saw the range rejigged so that all versions are now powered by Ford’s 1.0 EcoBoost three-cylinder turbocharged petrol engine with mild-hybrid assistance. This has power outputs of 123bhp, 153bhp and 168bhp, with the latter being the only engine now offered in the ST performance flagship - the 1.5 EcoBoost has been dropped.
Used - available now
There are six-speed manual and seven-speed automatic gearbox options for the least powerful EcoBoost motor, while the other two options come as standard with the seven-speed automatic.
While the original Ford Puma was a fun, small, front-wheel-drive Fiesta-based coupe that was launched in 1997, the current car is about as far removed from that as you can get. It’s still based on the Fiesta, but is now a small five-door SUV.
It’s based on the seventh-generation supermini (that has sadly ceased production), and shares its chassis and engines. There are no plans to axe the Puma, however, and an electric version is even in the pipeline to help it compete in a very crowded sector of the market.
The Puma trim structure has been slimmed down when compared with the pre-facelift car, and now has four core versions: Titanium, ST-Line, ST-Line X and the performance-focused ST.
Titanium has all the goodies you’d hope for in a small SUV, including 17-inch alloy wheels, power-folding mirrors, a rear parking camera with sensors, cruise control, selectable drive modes and a 12-inch central touchscreen.
ST-Line models include a muscular bodykit, sports suspension, a leather sports steering wheel and alloy pedals, while ST-Line X cars come with stylish 18-inch wheels, privacy glass, a powered bootlid, a wireless charging pad for your smartphone and a 10-speaker Bang & Olufsen sound system. The sportiest ST features 19-inch alloy wheels, a body styling kit, Ford Performance seats, a 360-degree camera and a more powerful engine.
How much does the Ford Puma cost?
Ford Puma prices start from £26,350 and go up to £33,600. The Auto Express network of trusted dealers is currently offering discounts on those recommended retail prices of up to £2,255 via our Find a Car service. Alternatively, you can lease a Ford Puma from around £217 per month.
Engines, performance & drive
Things have been kept very simple for the updated Ford Puma line-up, to the point of making the choice a little too limited for some customers. The long-lived 1.0-litre EcoBoost three-cylinder turbocharged petrol unit is available here in three levels of tune. The 123bhp version kicks off the range, above which sits a 153bhp variant of the same unit.
The sporty ST model isn’t quite as hot as it once was, and now exclusively uses the 168bhp version of the 1.0-litre EcoBoost engine and is automatic only. That’s quite a far cry from the previous 197bhp 1.5-litre turbo and manual gearbox combination, which significantly increased the ante in terms of driver involvement and excitement.
The next model down from the ST, the 153bhp EcoBoost, is also auto-only, while the 123bhp model is available with an auto or, for £1,800 less, a six-speed manual transmission. Every model is front-wheel drive and features fuel-saving 48-volt mild-hybrid technology.
Ford has earned a reputation for producing a range of everyday cars that appeal to the keen driver after decades of sharp-handling hatchbacks. The Puma lives up to that, and when it comes to handling, it still has the beating of its competition when it comes to fun. However, the powertrains are not without their faults, which mainly focus on the shortcomings of Ford’s seven-speed automatic gearbox.
| Model | Power | 0-62mph | Top speed |
| Puma 1.0 EcoBoost mHEV 125 Titanium | 123bhp | 9.8 | 119mph |
| Puma 1.0 EcoBoost mHEV 155 Titanium auto | 153bhp | 8.7 | 124mph |
| Puma 1.0 EcoBoost mHEV 125 ST auto | 168bhp | 7.4 | 130mph |
What is the Ford Puma like to drive?
In town
Many of the Puma’s controls, from the steering to the clutch, are light and precise, so it feels very easy to drive around town. The turning circle is excellent, and the supermini-sized dimensions make the Ford simple to place on the road and park.
The automatic gearbox is smooth at low speeds, although the three-cylinder engines do produce a noticeable amount of vibration both at idle and under acceleration.
On A- and B-roads
The Puma is still by far the best-handling car in the segment. It’s agile, grippy and sweetly balanced, with sharp, positive steering to make even the most mundane journeys enjoyable.
While the ride is on the firm side of the class, it’s not crashy. The positive body control helps negotiate some bumps, too, because over uneven and adversely cambered roads, the body doesn’t get thrown around as much as it does in some other small SUVs.
However, we’d avoid going too high up the Puma range if you can, because ride comfort on ST-Line X models – equipped with 19-inch wheels and uprated suspension – is certainly treading a fine line between a sporty feeling and outright bumpiness.
People who like a car that responds quickly to inputs would do well to avoid the automatic gearbox. It’s very slow and unresponsive when driving keenly, which means it’s frequently bogged down when entering a corner. Sport mode helps because it holds a lower ratio, but that still means you’re at least one gear too high for a corner, rather than two or three when in normal mode.
This situation is compounded by the fact that there’s no manual override available with the automatic transmission, which completely kills the fun. This would be fine if Ford offered each version with a manual gearbox, but the two most powerful engines – including the ST – are only available with the auto.
On the motorway
The EcoBoost units, which can be slightly thrummy at lower speeds, settle down into a quiet cruise. Decent torque figures mean that they generally feel fairly strong when accelerating up to 70mph, too. The base model’s 0-62mph time of 9.8 seconds will be more than enough for most buyers.
0-62mph acceleration and top speed
All versions of the Ford Puma can accelerate from 0-62mph in less than 10 seconds, with the slowest model being the 123bhp manual model, which has a time of 9.8 seconds. Adding the seven-speed auto sees a couple of tenths shaved off for a time of 9.6 seconds.
The auto-only 153bhp version of the EcoBoost engine has an official 0-62mph time of 8.7 seconds, while the auto-equipped Puma ST can accelerate from 0-62mph in 7.4 seconds. That’s with the overboost function activated, which automatically cuts in when using full throttle to give the maximum 168bhp - at all other times, maximum output is restricted to 158bhp to help save wear and tear on the car’s running gear.
The Puma uses a mild-hybrid system to help boost performance while also making it more efficient, but the only downside to the mild-hybrid system is that to fill the small battery pack with energy, the Puma features a very minor amount of brake energy regeneration. It’s set at a constant, unchangeable level that’s just about detectable when you lift off the throttle and feel the car slow more quickly than it otherwise would, and takes a little getting used to.
MPG, emissions & running costs
With a fuel economy figure of 52.3mpg, the Puma mHEV with the 123bhp engine and a manual transmission looks promisingly frugal on paper. When we ran the 153bhp mHEV on our test fleet, we averaged 44.3mpg, which was a decent, if not outstanding, return for a car of this size.
Those figures are helped by the mild-hybrid powertrain, which recovers energy that would otherwise be lost when slowing down or braking via an integrated starter/generator unit, and stores it in a 0.48kWh battery. This can then be used to reduce load (and therefore fuel usage) on the petrol engine for any subsequent acceleration. The set-up also allows the stop-start system to operate quickly and almost seamlessly.
Drivers can view a display on the digital instrument panel to see exactly when the system is in action. Alongside this, cylinder deactivation means the engine can run on two cylinders where driving conditions allow it to save more fuel.
Despite the extra power, the performance ST model still achieves decent economy, with a WLTP-tested figure of 47.1mpg, although CO2 levels are a little higher at 136g/km.
| Model | MPG | CO2 | Insurance group |
| Puma 1.0 EcoBoost mHEV 125 Titanium | 52.3mpg | 122g/km | 12E |
| Puma 1.0 EcoBoost mHEV 155 Titanium auto | 49.6mpg | 128g/km | 17E |
| Puma 1.0 EcoBoost mHEV 125 ST auto | 47.1mpg | 136g/km | 21E |
Tax
Regardless of the Puma that you choose, Vehicle Excise Duty rates come to £180 a year from the second year onwards. There’s a £10 annual saving courtesy of the car’s mild-hybrid system, allowing it to be classed as an alternative fuel vehicle.
Insurance groups
Insurance premiums for the Puma range should be competitive with those of rivals. The base 123bhp Titanium model comes in at group 12, moving up to group 17 for the more powerful 153bhp version of the same engine. Understandably, the hotter ST model costs the most to insure in the Puma range, with the 168bhp 1.0-litre coming in at group 21.
The Renault Captur has a less powerful 99bhp 1.0-litre model, which starts at group 8, moving to group 16 for the more powerful 1.6-litre E-Tech hybrid.
Depreciation
Over the course of three years and 36,000 miles, the Puma holds its value well when compared with its competitors. The Ford is predicted to retain between 52.0 per cent and 54.3 per cent of its original value, compared with 46.6 to 51.4 per cent for the Nissan Juke, 48.3 to 51.7 per cent for the Skoda Kamiq and roughly 42 per cent for the entire Hyundai Bayon range.
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Interior, design & technology
The cabin in the face-lifted Ford Puma has been transformed. Not only has the dashboard been overhauled to accommodate the latest version of Ford’s SYNC infotainment set-up, but the air vents have now moved to the top of the dash from their previous position lower down. The steering wheel is also new, and the slightly squared-off shape is similar to the item used in the latest Transit Custom, but it suits the Puma’s sporty character well.
Sometimes it’s the simplest technology that is the most useful. Ford’s Quickclear heated windscreen, a feature that first appeared on the brand’s models in the 1980s, is still a fantastic feature for the winter months. More recent tech inclusions include the digital dials, which are sharp and clear, but the same can’t be said of the reversing camera, which has a relatively low resolution. The Puma has four USB ports, with one USB-A socket, and the rest being USB-C connections.
What is the Ford Puma like inside?
From an ergonomic point of view, the Puma now features just one steering-column stalk. It’s on the left-hand side and caters for the front and rear wipers, plus the headlight flasher and indicators. The main lighting controls are now adjusted via a panel on the dashboard to the right of the steering wheel.
A complete cabin redesign was needed so Ford could cram its huge touchscreen into the dashboard. It has slightly raised the level of the dash, so forward visibility isn’t quite as clear as it once was.
There are other ergonomic compromises, too. The new pad to hold a smartphone (or charge it wirelessly) isn’t very well thought out because it leans backwards towards the cabin. While a phone stays in place for the most part, it’d be more secure if it leant forward, away from the gear selector and handbrake.
What is the interior quality like?
The 2024 updates have certainly helped boost the feeling of quality inside the Puma. While a Peugeot 2008 still has most of the competition beaten for material finish, the Ford no longer feels like it lags behind.
There are still some hard plastics dotted around the Ford’s interior, but these aren’t as noticeable as they were before thanks to the leather-effect trim added to the dashboard and door panels.
Sat-nav, stereo and infotainment
The Puma’s SYNC infotainment features Amazon Alexa voice control as part of its interface. But while the system is an improvement over the older version and is fine in isolation, beside the best in this sector, its weaknesses are highlighted. At 12 inches, the display is among the largest in this class. But while it’s big, it’s not quite as clever as we’d hoped.
Compared with the class-leading Renault Captur, the mapping screen isn’t very detailed, and there’s a noticeable delay when booting up. The panel isn’t as responsive to touches as the Renault, either. That’s a big deal, given that the climate settings are entirely adjusted through the screen.
A six-speaker sound system comes as standard with Titanium, but upgrade to ST-Line X, and you’ll get a 10-speaker audio set-up from Bang & Olufsen, plus a wireless smartphone charging pad.
Boot space, comfort & practicality
The Ford Puma isn’t quite class-leading for interior space and boot capacity, but given its small footprint, it makes great use of its size.
Like most of its rivals, the Puma is a five-door small SUV. It’s got five seats, although, if you have adults to transport, it is best thought of as a four-seater with just enough room for a fifth passenger for a short journey.
| Dimensions | |
| Length | 4,186mm |
| Width | 1,805mm |
| Height | 1,536mm |
| Number of seats | 5 |
| Boot space | 456-1,216 litres |
Dimensions and size
The Puma is one of the smaller options in the supermini-sized SUV class. It measures 4,186mm in length (4,226mm for the ST), 1,805mm wide and stands 1,536mm tall. By comparison, the Peugeot 2008 and Mazda CX-30 are 114mm and 209mm longer, respectively.
How practical is the Ford Puma?
Seats & space in the front
The driving position feels sportier than most rivals due to good seat bolsters, while there’s a great deal of adjustment in the seat and steering wheel, a typical Ford trait.
Even though the Puma comes with a manual handbrake – which is a rarity on new cars these days – and a fairly chunky gear selector, there’s still sufficient space in the centre console for a neat triple cup-holder arrangement.
Elsewhere, there’s a large glovebox, and the door bins are wide and deep. A storage area is located under the central armrest, and inside it is a useful small tray so that items such as keys don’t completely disappear into the void.
Seats & space in the back
Look beyond the fact that the door cards, which are finished entirely in scratchy plastic, leave the rear occupants short-changed when it comes to quality, and the Puma offers up enough space for adults.
There is loads of foot space beneath the front seats for occupants to make the most of the knee room on offer, while even the centre seat, although a little narrow, is quite soft and comfortable. If you plan to carry tall passengers frequently, it’s best to avoid the panoramic sunroof option, because this compromises headroom.
Fitting a child seat is a little fiddly, however, because the two sets of ISOFIX mounts on the outer chairs are buried between the seat cushions.
Boot Space
A 456-litre boot (which grows to 1,216 litres with the rear seats folded) is impressive considering the Puma’s compact footprint. This capacity is helped by the Megabox storage area beneath the standard boot floor. This 68-litre plastic container has a drain plug at its bottom, which makes it ideal for stowing dirty items, such as boots, because it can be rinsed out once it gets grubby.
A 12-volt socket in the boot area means it’s also possible to power a range of accessories. One slight flaw comes with the parcel shelf, however. The fabric sheet is very flimsy and its clips fall apart easily. These soon broke on the pre-facelift Puma that we ran on our long-term test fleet, meaning what was, in effect, a brand-new model was quickly damaged.
Towing
The 123bhp version of the 1.0-litre EcoBoost engine can tow a small braked trailer weighing up to 1,100kg thanks to its manual gearbox, while the automatic used in the 153bhp version and the 168bhp ST reduces capacity to 900kg. That’s at the lower end of the scale, meaning those after more serious pulling power must go for the four-wheel drive ‘4Motion’ VW T-Roc, which can tow up to 1,700kg in both 2.0-litre petrol and diesel forms.
Reliability & safety
Ford’s 30th-place finish in the 2024 Auto Express Driver Power customer-satisfaction survey means that the manufacturer beat only Fiat and MG to avoid the bottom spot. Far fewer owners of the Italian brand’s models (11.8 per cent) experienced faults in their first year of ownership than Ford drivers (20.8 per cent), too.
The Puma has slipped in terms of its safety ranking, downgraded from a five-star result to four stars after Euro NCAP retested it in 2022. The industry safety body criticised the Puma’s front seat and headrest design, but it isn’t the only small SUV to receive a four-star score; the Hyundai Bayon and Vauxhall Mokka also came up short under the same assessment. If you’re looking for class rivals offering a five-star rating, then you should look at the SEAT Arona or Toyota Yaris Cross.
The Puma does win back some points because it features all the safety technology you’d expect, including cruise control, a lane keeping aid with departure warning, Pre-Collision Assistance with Autonomous Emergency Braking, Pedestrian/Cyclist Detection and Post-Collision Braking. Other useful features include auto headlights, rain-sensing wipers and a tyre pressure monitoring system.
Those wishing to upgrade further can opt for the Driver Assistance pack (£950), which adds a blind spot warning, adaptive cruise control and a rear-view camera, among other features.
| Key standard safety features | Euro NCAP safety ratings |
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Warranty
Every new Puma comes with a three-year, 60,000-mile warranty from Ford. Many rivals now offer owners a stronger, longer package than this, including Kia (seven years, 100,000 miles), MG (seven years, 80,000 miles) and Hyundai (five years, unlimited mileage).
Servicing
Ford offers a competitive service plan for the Puma, which comes to £370 based on a three-year agreement. Unusually, Ford recommends a service every two years or 18,000 miles, whichever comes first.
Ford Puma ST-Line: long-term test
Senior photographer, Pete Gibson, put almost 30,000 miles on a pre-facelift Ford Puma 1.0 mHEV 155 ST-Line back in 2021. Pete really enjoyed his time behind the wheel, often finding the Puma to be more impressive on the road than some of the high-end performance cars he was snapping at various shoots.
He found having a washable box under the boot floor a big help when dealing with his children’s muddy shoes, while there was enough space to store all his camera gear. However, a larger fuel tank would’ve been welcome, and the interior quality could have been better, with a broken parcel shelf occurring on his first outing with the car.
Frequently Asked Questions
As long as you get the Ford Puma serviced on time and using the correct fluids, then it should prove reliable. There are reports of Ford’s EcoBoost engine causing problems thanks to its ‘wet belt’ design, where the cambelt runs in the engine oil, but as long as the correct type of oil is used, you shouldn’t have issues.
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