Ford Puma Gen-E review

First chance to get behind the wheel of the new Ford Puma Gen-E – the electric version of the UK’s best-selling car of 2023 and 2024

How time flies. Five years ago, I attended the press launch of the original (petrol) Ford Puma in sunny Spain.

I remember it well. Not only was the sporty compact SUV impressive, but it was the last major new car event before the first lockdown.

It’s a mark of the success of the Ford Puma that it’s now become one of the most familiar cars on the road.

A worthy successor to its big-selling ancestors sporting the “Blue Oval”, such as the Fiesta and Focus, the Puma is still topping sales in the UK, despite the shift towards hybrids and EVs.

Sure, the Puma is available as a mild hybrid petrol (EcoBoost in Ford speak), but it’s never been able to compete with zero emissions newcomers such as the Kia EV3, Jeep Avenger, Peugeot 2008, MINI Aceman, Alfa Romeo Junior and Volvo EX30 – until now.

Apart from its bluff nose (no need for a radiator/grille in an EV), white badging on the boot lid and a bigger tailgate spoiler, the Puma Gen-E looks just like the regular car, though if you look really hard down below, the battery pack is visible below the sill.

And it’s this 43kWh lithium-ion battery that’s the heart of the Puma Gen-E.

Integrated into the car’s modified platform, it’s good for an official range of up to 233 miles – or up to a claimed 325 miles of city range.

Paired with a 165bhp electric motor that drives the front wheels, it manages 0-62mph in 8.0 seconds, tops out at 99mph and develops 214lb ft of torque.

A 10-80% recharge time of just 23 minutes is quoted, with a peak rate of 100kW.

Ford has worked wonders inside, where despite its new innards, the designers have actually managed to increase the Gen-E’s luggage capacity from the petrol Puma’s 456 litres to 566 litres, which includes a 43-litre ‘frunk’ under the bonnet (ideal for storing charging cables).

The caveat there is that 145 litres of that space is made up of the ‘GigaBox’ in the boot, which is underfloor storage that would have housed a spare wheel back in the day.

Interestingly, the regular Puma gets a slightly smaller ‘MegaBox’, because the exhaust pipe nibbles into the underside space.

Whether you get a GigaBox or MegaBox, it is very useful, and even includes a plug, so you can stick items such as muddy wellies in there and then hose it down.

For the record, the maximum load capacity with the rear seats flipped down is 1,283 litres.

Up front, there’s a 12.8-inch digital driver’s display and a 12.0-inch centre touchscreen with Alexa built in, plus Apple CarPlay and Android Auto connectivity.

The driver’s display is relatively big and there’s a fair amount of information on it such as speed, range, traffic sign recognition and a charging/brake regen meter.

Annoyingly, even with the huge, slightly oblong steering wheel, some of the screen is obscured.

The gear selector is now on a column stalk, so space is freed up in the centre console (the handbrake has also gone), resulting in more space between the seats too.

The Ford Puma Gen-E is well put together, though there are a few too many hard surfaces on the dashboard and lower down for my liking.

Overall, it’s possible to transport four adults in the Puma (five at a push). However, rear passenger space is cosy. I could just squeeze in behind someone of the same height (5’11”), but it would be uncomfortable on a long journey. Also, taller rear seat passengers might struggle if you opt for the full-length sunroof which takes up some of the headroom.

Standard-fit safety and driver assistance systems include AEB (autonomous emergency braking), a Rear View Camera, Cruise Control with Intelligent Speed Limiter, Lane Keeping Aid and Lane Departure Warning.

On the road, the Puma Gen-E is smooth and refined – or at least it was on the lovely roads in and around Barcelona in Spain, where the international launch event was staged.

If whisper-quiet electric motion isn’t enough for you, then you can switch on the digital propulsion sound. You’ll either like it or loathe it. For me, the novelty soon wore off.

The Puma Gen-E’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – controlled.

It’s nimble and agile too, helped by a kerb weight of 1,560kg, which is modest for an electric car. And even though it’s about 300kg heavier than its petrol sibling, it still drives like the Puma adored by so many.

The reality is that many may prefer the electric version, because it’s simplicity itself to drive. Just push the Start button, engage Drive, press the accelerator and you’re off with no gears to worry about. In fact, if you choose one-pedal mode, it will even bring the car to a standstill when you lift off the accelerator.

For me, one of the great things about the EV version of the Puma is the driving position. You don’t feel perched like some small EVs, so it is possible to hunker down and feel more involved with the car. This is despite the Puma Gen-E being about the same height as a Jeep Avenger or Volvo EX30.

With instant torque, impressive grip and little body lean in more challenging corners, the Puma Gen-E delivers an engaging drive. Add the strong yet progressive brakes, and it generates confidence, encouraging you to push on.

It will be interesting to drive it on UK roads, where I suspect some may find the suspension on the stiff side at lower speeds on rough roads, but for now, the Puma’s zero emissions transition has been a success.

Four driving modes are offered – Normal, Eco, Sport and Slippery – which tweak the steering and throttle response. Have a play, but as ever, Eco dulls the driving experience, Normal offers the best blend of performance and efficiency, and Sport dials up the fun.

I didn’t get to try Slippery mode, but it’s meant to optimise the car’s performance in less than ideal conditions, such as snow, ice, and wet surfaces.

The Ford Puma Gen-E is not perfect though, and the range of 233 miles is likely to shrink to below 200 miles in real-world driving, though it could creep above if it’s mainly driven in a low-speed urban environment.

Bear in mind that the average car in the UK travels around 20 miles a day (about 140 miles per week) – and that figure is skewed by a small number of high-mileage drivers – so the reality is that a range of less than 200 miles probably won’t trouble most motorists, especially if they have a home charger.

Ford claims it’s the most energy-efficient powertrain, and judging by the limited data I collected on my test drives, there’s some truth in that assertion.

At worst I achieved around 2.5 miles per kilowatt-hour, but at best I managed 4.4miles/kWh, rising to 5.1 miles/kWh on one run – the most impressive energy efficiency I’ve managed in any EV.

The new Ford Puma Gen-E is available in two different specs (Select and Premium) and there are six colours to choose from: Frozen White, Electric Yellow, Agate Black, Solar Silver, Fantastic Red and Digital Aqua Blue.

Crucially, it’s priced from below £30,000 (£29,995) and Ford is also offering its Power Promise in a bid to take the stress out of EV buying and owning.

The scheme includes a free home charger with installation included, up to 10,000 miles of free charging credit and a five-year service plan.

Ultimately, the Puma Gen-E is a little late to the electric compact SUV party and it’s up against stiff competition from rivals that have been designed from the ground up as EVs – many with bigger battery options and longer range.

That said, Ford has created an electrified Puma that loses none of the appeal of the petrol-powered original, yet delivers huge potential savings and is kinder to the planet.

Verdict: The Ford Puma Gen-E is an ideal entry-level electric car that’s likely to be a particularly big hit with the legions of Puma and Fiesta owners out there looking to make the big switch to zero emissions motoring. Easy to drive, just as practical inside and out, and arguably more engaging to drive, the electric Puma should definitely be on your EV shortlist.

Ford UK