Ford is readying an ST performance version of its new Puma SUV, and our spy photographers have caught a prototype being put through its paces at the Nurburgring. The Hyundai Kona N rival has shed some camouflage since we last saw it, revealing that it will feature a trapezoidal lower grille design, large-diameter performance-inspired alloy wheels shod in low-profile tyres, and the same wing-mounted headlight clusters as the standard model. A prominent lower bodykit extends around the car from the splitter-style front bumper to a new rear bumper designed around a twin exhaust tailpipe – the same as that fitted to the Fiesta ST. Official details of the model’s drivetrain and chassis set-up are still yet to be confirmed, but images of the prototype raising a rear wheel under hard cornering show it will feature a stiffer suspension set-up in the same vein as the Fiesta ST. The big wheels appear to hide larger-diameter front brakes, too, while the Puma seems lower to the ground than the stock model. Ford global development boss Hau Thai-Tang told Autocar earlier this year that the Puma “would be a good place for us to look” in expanding the ST range beyond the Fiesta and Focus in Europe. The Puma ST is expected to share its key running gear, including a 197bhp 1.5-litre three-cylinder turbo engine, with the Fiesta ST. An ST version of the Puma (as rendered below by Autocar) is unlikely to vary drastically from the ST Line version of the car, which was revealed back in April. But we can expect a bespoke chassis set-up, possibly including an optional limited-slip differential, selectable drive modes and a launch control function. Thai-Tang said Ford is keen to continue leveraging its Ford Performance arm for road car development, but the company would not simply look to create an ST version of each car. In addition to its two European hot hatches, Ford also makes ST versions of its Edge and Explorer large SUVs. “We look at creating STs by very objective measures to make sure it is credible as an ST,” said Thai-Tang. “Do we have the right building blocks (on which to base it)?” A new Focus RS is also understood to be in development, but it’s unlikely to appear before 2022, after the Focus’s mid-life update. “We have nothing to announce but we recognise the importance of that car,” said Thai-Tang. It is understood that hybrid power is one consideration for the Focus RS. “We’ll see where we go,” Ford’s automotive president Joe Hinrichs said. “The world is changing on powertrain and propulsion. No hints, but there’s a lot to talk
Origin: 2020 Ford Puma ST: hot crossover laps the ‘Ring at speed
Puma
New Ford Puma: pricing and spec details for SUV confirmed
Ford has confirmed UK pricing of its new Puma SUV ahead of the first examples being delivered to customers in January. The rebirth of the Puma name as a sporty high-riding model will see it start from £20,845 in Titanium trim, with Ford not initially looking to offer a lower-spec variant. It comes as standard with features not usually confined to ‘base’ models, such as lumbar massage front seats and wireless phone charging, plus lane-keep assist and pre-collision assist with pedestrian detection. However, Ford won’t be taking orders for this model until the start of next year. Instead, a number of First Edition variants are being offered first for January deliveries. The Puma Titanium First Edition starts from £22,295 and gets intelligent adaptive cruise control, a rear-view camera, heated seats and a heated steering wheel. It’s powered by a 123bhp version of the 1.0-litre Ecoboost mild-hybrid three-cylinder petrol engine. Also offered is a Puma ST-Line X, which gets the option of a 153bhp version of the same engine alongside the above unit, adding an exterior bodykit and sporting cabin details, sports suspension, alloy pedals, a digital instrument cluster and LED headlamps. The initial First Edition adds 18in alloys, an electric tailgate and a 10 speaker BO audio system to that tally, and is priced from £25,195. Finally, a fully-loaded ST-Line X First Edition Plus, solely available with the 153bhp unit, adds 19in wheels and a panoramic roof from £27,345. The lower-powered unit comes with the mild-hybrid system in everything but the base Titanium trim, reducing its CO2 output from 103g/km to 96g/km. Both engines come with a six-speed manual gearbox as standard. The model, which sees the small coupe of the late nineties morphing into a sporty compact crossover, is subtly but effectively different from its established SUV rivals. Officially, the company describes the Puma as an “SUV-inspired crossover”, with its three standout virtues claimed to be “seductive styling”, ingenious rear stowage and the new 48V mild-hybrid petrol drivetrain. The body’s flowing surfaces have been developed under what designer George Saridakis labels an “anti-wedge” policy. What he calls “separated” headlights and tail-lights are also a move against the current trends for “joining everything up”, Saridakis citing the industry fashion for full-width light bars across a vehicle’s tail. The new Puma is based on Ford’s existing B global small car architecture, the same as the Fiesta, but the platform’s inherent flexibility has allowed the Puma to be sized very specifically. It is just 30mm higher than the new Fiesta and the front seating position is raised by the same amount. This is still a compact vehicle, but it is usefully longer than the Fiesta as well as wider, with a wider track. And it squeezes a surprising amount of interior space out of a vehicle that’s smaller than the Focus. Saridakis says he and the project’s chief engineer, Norbert Steffens, worked in the styling studio with “cardboard and tape” trying to extract the maximum luggage space from the Puma structure. This crossover has a claimed 456 litres of boot space, whereas the Focus has just 370 litres. They achieved this by way of what Ford calls a “lower load box”. Cut through the boot floor, the box is a useful 80 litres in capacity and even has a removable plug in the bottom to allow it to be washed out. The Puma’s rigid boot floor can also be fitted in three different ways: low, on top of the load box; at a mid-height, which gives generous hidden storage; and clipped out of the way, by being attached to the backs of the rear seats. Steffens demonstrated that, with the boot floor clipped out of the way, it is possible to load items such as a golf club bag vertically in the back of the Puma thanks to the extra load height offered by the box. Even the parcel shelf has been rethought as a lightweight fabric cover attached to the tailgate itself, which avoids the need to stow an awkward load cover. From an engineering point of view, it’s the Puma’s new 48V mild-hybrid drivetrain that stands out. This is based around an updated version of Ford’s 1.0-litre Ecoboost petrol unit and replaces the conventional alternator with an 11.5kW integrated starter/ generator (called a BISG). It will come in 123bhp and 153bhp guises, with the more powerful version using a seven-speed dual-clutch gearbox. The BISG is connected to the engine via a belt and works in two directions: it can be used when braking and coasting to recover energy (which is stored in a small lithium ion battery) and it can also assist the engine during acceleration. Ford says the hybrid assistance has allowed the engine’s compression ratio to be lowered and a larger turbocharger to be fitted, as the BISG can mitigate turbo lag and keep the engine turning faster. Performance at lower speeds is especially enhanced, says Steffens, with as much as 50% more torque on
Origin: New Ford Puma: pricing and spec details for SUV confirmed
Ford Puma ST: Prototypes of new hot crossover spotted
Ford is understood to be readying an ST version of its new Puma SUV, and now what look like prototypes of the model are being tested on the road. It’s clear despite the disguise that this is no ordinary Puma, as it sports a prominent lower bodykit wrapping around the car from the splitter-style front bumper to a new rear bumper designed around a twin exhaust tailpipe – the same as the Fiesta ST. Bigger wheels appear to hide larger diameter front brakes, too, while the Puma seems lower to the ground than stock, suggesting a bespoke suspension setup. Ford global development boss Hau Thai-Tang told Autocar earlier this year that the Puma “would be a good place for us to look” in expanding the ST range beyond the Fiesta and Focus in Europe. Thai-Tang stopped short of confirming the model for production, but it is understood that the project is set to be given the green light, with the Puma ST sharing its key running gear, including a 197bhp 1.5-litre three-cylinder turbo engine, with the Fiesta ST. Early development mules have already been seen testing at the Nürburgring. An ST version of the Puma (as rendered below by Autocar) would be unlikely to vary drastically from the ST Line version of the car, which was revealed back in April. But we can expect a bespoke chassis setup, possibly including an optional limited-slip differential, selectable drive modes and a launch control function. Thai-Tang said Ford is keen to continue leveraging its Ford Performance arm for road car development, but the company would not simply look to create an ST version of each car. In addition to its two European hot hatches, Ford also makes ST versions of its Edge and Explorer large SUVs. “We look at creating STs by very objective measures to make sure it is credible as an ST,” said Thai-Tang. “Do we have the right building blocks (on which to base it)?” A new Focus RS is also understood to be in development, but it’s unlikely to appear before 2022, after the Focus’s mid-life update. “We have nothing to announce but we recognise the importance of that car,” said Thai-Tang. It is understood that hybrid power is one consideration for the Focus RS. “We’ll see where we go,” Ford’s automotive president Joe Hinrichs said. “The world is changing on powertrain and propulsion. No hints, but there’s a lot to talk
Origin: Ford Puma ST: Prototypes of new hot crossover spotted
New Ford Puma makes first UK appearance at Goodwood
The body’s flowing surfaces have been developed under what designer George Saridakis labels an “anti-wedge” policy. What he calls “separated” headlights and tail-lights are also a move against the current trends for “joining everything up”, Saridakis citing the industry fashion for full-width light bars across a vehicle’s tail. The new Puma is based on Ford’s existing B global small car architecture, the same as the Fiesta, but the platform’s inherent flexibility has allowed the Puma to be sized very specifically. It is just 30mm higher than the new Fiesta and the front seating position is raised by the same amount. This is still a compact vehicle, but it is usefully longer than the Fiesta as well as wider, with a wider track. And it squeezes a surprising amount of interior space out of a vehicle that’s smaller than the Focus. Saridakis says he and the project’s chief engineer, Norbert Steffens, worked in the styling studio with “cardboard and tape” trying to extract the maximum luggage space from the Puma structure. This crossover has a claimed 456 litres of boot space, whereas the Focus has just 370 litres. They achieved this by way of what Ford calls a “lower load box”. Cut through the boot floor, the box is a useful 80 litres in capacity and even has a removable plug in the bottom to allow it to be washed out. The Puma’s rigid boot floor can also be fitted in three different ways: low, on top of the load box; at a mid-height, which gives generous hidden storage; and clipped out of the way, by being attached to the backs of the rear seats. Steffens demonstrated that, with the boot floor clipped out of the way, it is possible to load items such as a golf club bag vertically in the back of the Puma thanks to the extra load height offered by the box. Even the parcel shelf has been rethought as a lightweight fabric cover attached to the tailgate itself, which avoids the need to stow an awkward load cover. From an engineering point of view, it’s the Puma’s new 48V mild-hybrid drivetrain that stands out. This is based around an updated version of Ford’s 1.0-litre Ecoboost petrol unit and replaces the conventional alternator with an 11.5kW integrated starter/ generator (called a BISG). It will come in 123bhp and 153bhp guises, with the more powerful version using a seven-speed dual-clutch gearbox. The BISG is connected to the engine via a belt and works in two directions: it can be used when braking and coasting to recover energy (which is stored in a small lithium ion battery) and it can also assist the engine during acceleration. Ford says the hybrid assistance has allowed the engine’s compression ratio to be lowered and a larger turbocharger to be fitted, as the BISG can mitigate turbo lag and keep the engine turning faster. Performance at lower speeds is especially enhanced, says Steffens, with as much as 50% more torque on offer. That improves fuel economy by around 9% on the WLTP economy test. This three-cylinder engine can also switch to two-cylinder running to save fuel and, in stop/start mode, the BISG can restart the engine in 300 milliseconds. Ford says the 48V model’s overall WLTP economy will be 124g/km. A 1.5-litre diesel with a six-speed manual gearbox will also be offered and is expected to be rated at 123g/km. On the handling side, Steffens says the Puma gets a new setting for the electronic power steering, a stiffer attachment for the beam axle and five-stud hubs for a more rigid fixing of the wheels compared with the Fiesta on which it is based. Ford’s hopes for the Puma are also reflected in the list of upmarket options. It will be one of the first Ford models to take local hazard information from the HERE data network, receiving live updates of congestion, crashes, ice and pothole warnings, for example. Adaptive cruise control, blindspot information, pre-collision assist and even lumbar massage front seats show how Ford wants to combine the potential of an executive-level spec in a town-friendly package. Why has you decided to offer diesel engines again, alongside the new 48v Mild hybrid petrol engine? Norbert Steffens, chief engineer Ford Puma: “The 1.5-litre diesel engine is still very slightly more economical than the new hybrid petrol under WLTP testing conditions. We absolute believe that the latest diesel engines are now completely clean (in pollution terms), as clean as petrol. The diesel Puma has a 12-litre Urea tank which will need re-filling between every 2500 and 6000 kilometres. Winter conditions and lots of short journeys are mean much more regular Adblue fill-ups, but that is how we ensure the lowest
Origin: New Ford Puma makes first UK appearance at Goodwood
Ford reveals new Puma as Fiesta-based compact SUV
Ford’s new Puma takes a classic name and applies it to a new car that is subtly but effectively different from its established SUV rivals. Officially, the company describes the Puma as an “SUV-inspired crossover”, with its three standout virtues claimed to be “seductive styling”, ingenious rear stowage and the new 48V mild-hybrid petrol drivetrain. The body’s flowing surfaces have been developed under what designer George Saridakis labels an “anti-wedge” policy. What he calls “separated” headlights and tail-lights are also a move against the current trends for “joining everything up”, Saridakis citing the industry fashion for full-width light bars across a vehicle’s tail. The new Puma is based on Ford’s existing B global small car architecture, the same as the Fiesta, but the platform’s inherent flexibility has allowed the Puma to be sized very specifically. It is just 30mm higher than the new Fiesta and the front seating position is raised by the same amount. This is still a compact vehicle, but it is usefully longer than the Fiesta as well as wider, with a wider track. And it squeezes a surprising amount of interior space out of a vehicle that’s smaller than the Focus. Saridakis says he and the project’s chief engineer, Norbert Steffens, worked in the styling studio with “cardboard and tape” trying to extract the maximum luggage space from the Puma structure. This crossover has a claimed 456 litres of boot space, whereas the Focus has just 370 litres. They achieved this by way of what Ford calls a “lower load box”. Cut through the boot floor, the box is a useful 80 litres in capacity and even has a removable plug in the bottom to allow it to be washed out. The Puma’s rigid boot floor can also be fitted in three different ways: low, on top of the load box; at a mid-height, which gives generous hidden storage; and clipped out of the way, by being attached to the backs of the rear seats. Steffens demonstrated that, with the boot floor clipped out of the way, it is possible to load items such as a golf club bag vertically in the back of the Puma thanks to the extra load height offered by the box. Even the parcel shelf has been rethought as a lightweight fabric cover attached to the tailgate itself, which avoids the need to stow an awkward load cover. From an engineering point of view, it’s the Puma’s new 48V mild-hybrid drivetrain that stands out. This is based around an updated version of Ford’s 1.0-litre Ecoboost petrol unit and replaces the conventional alternator with an 11.5kW integrated starter/ generator (called a BISG). It will come in 123bhp and 153bhp guises, with the more powerful version using a seven-speed dual-clutch gearbox. The BISG is connected to the engine via a belt and works in two directions: it can be used when braking and coasting to recover energy (which is stored in a small lithium ion battery) and it can also assist the engine during acceleration. Ford says the hybrid assistance has allowed the engine’s compression ratio to be lowered and a larger turbocharger to be fitted, as the BISG can mitigate turbo lag and keep the engine turning faster. Performance at lower speeds is especially enhanced, says Steffens, with as much as 50% more torque on offer. That improves fuel economy by around 9% on the WLTP economy test. This three-cylinder engine can also switch to two-cylinder running to save fuel and, in stop/start mode, the BISG can restart the engine in 300 milliseconds. Ford says the 48V model’s overall WLTP economy will be 124g/km. A 1.5-litre diesel with a six-speed manual gearbox will also be offered and is expected to be rated at 123g/km. On the handling side, Steffens says the Puma gets a new setting for the electronic power steering, a stiffer attachment for the beam axle and five-stud hubs for a more rigid fixing of the wheels compared with the Fiesta on which it is based. Ford’s hopes for the Puma are also reflected in the list of upmarket options. It will be one of the first Ford models to take local hazard information from the HERE data network, receiving live updates of congestion, crashes, ice and pothole warnings, for example. Adaptive cruise control, blindspot information, pre-collision assist and even lumbar massage front seats show how Ford wants to combine the potential of an executive-level spec in a town-friendly package. Why has you decided to offer diesel engines again, alongside the new 48v Mild hybrid petrol engine? Norbert Steffens, chief engineer Ford Puma: “The 1.5-litre diesel engine is still very slightly more economical than the new hybrid petrol under WLTP testing conditions. We absolute believe that the latest diesel engines are now completely clean (in pollution terms), as clean as petrol. The diesel Puma has a 12-litre Urea tank which will need re-filling between every 2500 and 6000 kilometres. Winter conditions and lots of short journeys are mean much more regular Adblue fill-ups, but that is how we
Origin: Ford reveals new Puma as Fiesta-based compact SUV
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