With the impending retirement of the Ford Focus ST, it seems like the end of decades of smile-inducing Ford hot hatches is coming to a very sad conclusion. Thankfully, it’s not curtains just yet for petrolheads here in Europe and the UK, as the death of the hot hatch will give birth to the equally exciting era of the hot crossover, and the new Ford Puma ST aims to prove that it has all the makings of a proper driver’s car, just like its predecessors.
Sure, the cynic in all of us wants to hate it just because it’s a crossover, but there may still be enough zest in it to make even the snobbiest of enthusiasts blush. With sharp looks and its potent mild-hybrid engine, not to mention nimble handling and a sporty, yet refined cabin, does it have a shot of becoming this generation’s beloved Fiesta, Focus, or Escort? Or, will it trample on all that legacy and beloved history that Ford’s built up since the 1980s?
What Is The Ford Puma ST About?
Seen here beaming in Ford’s iconic Aqua Blue paint scheme, I’m normally more of a fan of that traditional hot hatchback silhouette and shape, just like the Focus and Fiesta. With that said, any crossover or SUV is in huge demand these days, so I can kind of understand why Ford is going after that segment of the market in designing and conceptualising the Puma. As far as small crossovers go, the Puma at least looks pretty good enough.
To make absolutely sure people know that you’re driving the sporty and angry Puma ST, this model does come with unique cosmetic add-ons and styling cues that set it apart from all the other Puma variants. The Puma ST, in particular, comes fitted with a racy-looking set of 19-inch alloy wheels, finished in Magnetite Dark, compared to the 17 and 18-inch wheels that come on the other Puma models, and these specific wheels are an option.
Additionally, there’s also that ravishing ST bodykit, with dark trim, a sharp front splitter, a more aggressive side skirt and rear bumper, as well as red brake callipers and Ford Performance badges as far as the eye can see! This also includes the contrasting black roof, which extends to the roof spoiler. You might even notice other creature comforts that you get by opting for the ST model from out here, like Ford’s fantastic Matrix LED headlights.
How Does It Drive?
Pop open the bonnet, and every single Ford Puma comes with the same engine, which is a 1.0-litre Ford EcoBoost mild-hybrid (MHEV) powertrain, though it comes with varying outputs and tunes for each model. On the lower end of the performance spectrum, this engine puts out a pretty modest 125 PS and 210 Nm of torque, which should be sufficient for a 0 to 62 mph sprint in a fairly relaxed 9.8 seconds, and onto a top speed of 119 mph.
From there, there’s also a 155 PS (with 240 Nm of torque) variant for the pricier trim levels, as well as the one that we have here on the Puma ST, which cranks out a respectable 170 PS and 248 Nm of torque. Sticking to the ST, it leaps from 0 to 62 mph in 7.4 seconds, and this then tops out at 130 mph. Overall, that’s not too bad for a relatively attainable hot hatch (well, technically, I guess it’s a hot crossover), but that might be deceptive.
A bit more on that later, but that said, I’d be remiss to not mention the fact that the Ford Puma ST’s powertrain, according to Ford themselves, actually maintains steady power at 160 PS, and it only reaches 170 PS peak power with both overboost and some extra boost from the mild-hybrid (MHEV) system. While this might not sound like a whole lot, that’s all coming out of a minuscule 3-cylinder engine, which is a marvel of engineering itself!
In practice, I found that a lot of times, the Puma ST feels way faster than its on-paper specs might suggest, and between how torquey that mild-hybrid engine is and how keen it is to put power down, it might easily trick you into thinking that it’s hauling a lot more than ‘just’ 170 PS. The same could be said about the torque, too, and when combined with the transmission’s lightning-fast gear shifts, it feels like far more than a modest 248 Nm.
It doesn’t come with too much drama either, and you really don’t get that much noise out of the exhaust or the engine, but thanks to some synthetic sound effects in the cabin, it does at least make your driving experience a bit more theatrical and enjoyable. You could also influence it further with the different drive modes in the car, in addition to a special ‘ST’ mode that you can quickly activate from the steering wheel for more edginess.
Either way, the Ford Puma range could be spec’d with either a 6-speed manual transmission or a 7-speed dual-clutch (DCT) automatic gearbox, sending power exclusively to the front wheels. Weirdly, despite the Puma ST being the hot, sporty one in the family, you can’t actually spec it with a manual shift transmission, and this is only available with the 7-speed DCT. As such, if you want a manual, you’ll have to make do with a non-ST version.
Still, at least this engine lives up to its (mild) hybrid moniker, because even this eager and excitable ST model averages in the high 40s MPG, and I reckon you could probably even get 50 MPG with more careful driving. I could get around 37 or so MPG out of it during my testing, and that was me being somewhat cavalier with the throttle pedal. Of course, a true road racing machine isn’t just about raw horsepower and straight-line speeds.
Good tuning and meaningful calibration make all the difference. With that spirit in mind, the Puma ST comes by default with the sportier ST suspension kit, but if you order your Puma ST with the optional Handling Pack, you’ll get upgraded to an even racier set of KW coilovers. Personally, I’d think twice about spec’ing this KW suspension if you desire comfort, and I’d double-check that you haven’t spec’d it by accident either, as they’re very stiff.
This is the sort of car that’s made to appeal to enthusiasts and take on more exuberant driving, and I’m sure the setup for this KW suspension was made for track driving or something similar to it. However, as much as I love focused performance cars like this when I’m in the mood for it, on those days that I just want to commute and drive comfortably somewhere, this suspension upgrade is way, way too harsh, and it will grind your gears.
Anytime you come across potholes or rough patches of roads, it can get annoying pretty quickly. On the bright side, on the right roads, these KW coilovers do yield exceptional handling, and it helps the Puma ST to stick to the road like glue. It helps the Puma ST put power down well, as it shocks you with its strong acceleration. Coupled with these Continental SportContact 7 tyres, they do a superb job of managing traction and controlling any slip.
What Is It Like Inside?
Step inside the new Ford Puma ST, and you’ll immediately notice that it features a completely different aura and vibe compared to the more affordable Puma variants. Obviously, taking into account its pricier MSRP, the Puma ST comes with extra goodies, and especially when it comes to in-car electronics, such as a premium 10-speaker B&O sound system, compared to the 6-speaker audio setup that you’d usually get in those entry-level Ford Puma models.
On the subject of tech, the new Puma ST comes with a handy wireless charging pad for topping up your phone, keyless entry, and a powered tailgate, which are typically an optional extra on the more affordable versions. Other than that, other amenities that you gain by upgrading to the Puma ST are the inclusion of a heated steering wheel and heated front seats for both driver and passenger, as well as 6-way manual seat adjustments for the front seats.
Ah, and what is a performance car without distinctly performance-y upholstery, which the Puma ST achieves with a bespoke set of heavily bolstered, very supportive, and supremely comfortable Ford Performance bucket seats. This massively helps improve your driving position, too! These are then finished in synthetic leather and synthetic suede inserts, which contrast gorgeously against the lovely red stitching and racing stripes down the seats.
Nonetheless, while this upmarket upholstery is nice and all, it’s cool to see that Ford includes a bunch of features as standard. The biggest and most eye-catching among them is probably that huge 12.8-inch fully digital instrument cluster, and in the ST, you get a special performance-oriented set of gauges, with massive readouts for your coolant temperature, oil pressure, and even your turbo boost pressure, in addition to a shift light, too.
The eagle-eyed among you might have spotted the inclusion of a conventional manual handbrake, as well. This surprising bit of attention to detail with regards to more sporty ergonomics also extends to the paddle shifters. Mounted on the steering wheel, these paddle shifters are small and plasticky, but they’re mounted in precisely the ideal place that falls neatly into your hand, and the weight of flicking through them is just about perfect.
Next to that is a gargantuan 12.0-inch infotainment system, running on the Ford SYNC system, which in recent years has become one of the best in the business. It’s a pleasantly intuitive bit of kit and super easy to use, with all your climate controls always pinned to the bottom, so it’s easier to find and manipulate while you’re driving. And, the main display itself does a stunning job of allowing you to use more than one app or page at a time.
So, for example, you could open up and view the satnav, while also having an extra panel to fiddle around with your multimedia and audio controls, or even check your WhatsApp messages. For extra convenience, it features wireless Apple CarPlay and Android Auto, alongside Alexa. One giant upside to the Puma’s crossover SUV form factor versus a hatch, like the Focus and the Fiesta that came before it, is being able to enjoy a larger boot.
In particular, the Puma here has a cavernous 456-litre boot, and you could extend this up to a whopping 1,126 litres with the rear seats folded. This is surprisingly spacious when you consider, relatively, how small the Puma ST actually is. Below the boot, you’ll find Ford’s Megabox, which is basically a vast 80-litre cubby that’s tucked underneath the boot floor for extra storage. The same can’t really be said about the interior space, sadly.
Once the front seats are moved far back to fit my taller driving position, there isn’t a huge amount of legroom and kneeroom for any of my rear passengers, and headroom isn’t great, either. Still, that’s to be expected for a smaller crossover, so it’s not hugely surprising. If it’s any consolation, I’m quite a bit taller than most people, so you’ll likely have no problem squeezing a couple of full-sized adults back there, and kids fit just fine, otherwise.
The Experience
I do quite like that Ford further includes most of their driver aids and safety systems as standard, with a myriad of cameras and sensors to keep you safe on the road. This includes an autonomous emergency braking system, a driver impairment monitor, as well as lane-keep assist and lane-departure warning. With that in mind, you could gain even more ADAS systems when you move up to the Puma ST model, and net additional nice-to-haves.
These extra systems encompass an adaptive cruise control (as opposed to regular cruise control on the cheaper models, and it could also react and adjust to speed limit signs), blind spot monitoring, as well as a rather handy 360-degree surround-view camera system. Furthermore, the Puma ST is fitted, as standard, with a lane-change warning system, cross-traffic alerts, lane-centring assist, as well as a very useful traffic jam assist feature.
Ford Puma ST Cost
The refreshed and updated Ford Puma line-up starts from £26,580 for the Titanium trim level. From there, you can move up to the ST-Line model, starting at £27,480, and the ST-Line X, with a £29,030 starting price, before then ending up at the ST. It’s worth bearing in mind that the auto gearboxes are more expensive. The Ford Puma ST starts from £33,880, or you could move up to £34,930 if you want to spec and include the Handling Pack.
Speaking of, there are a ton of extras to complement your Puma, but it’s nice to know that the Puma ST includes a lot more stuff as standard. Probably the most notable optional extra for the Puma ST is that ST Handling Pack, which bundles in distinct 19-inch alloy wheels, like what I have here, in addition to a KW coilover suspension kit, as well as illuminated scuff plates in the front, a mostly round steering wheel, and the lovely contrasting black roof.
This ST Handling Pack will set you back £1,050, and that’s before you opt for the exclusive paintwork, which costs £500 each. If you really want to go all out, and you don’t mind spending a fortune, you can also check out Ford’s accessories catalogue, bolting on everything onto your Puma ST, with a never-ending selection of towbars, roof boxes, cargo organisers, bike carriers, or a carbon fiber shift knob, Ford Performance valve caps, and more.
Verdict
Even with a lot of experience and time spent driving some truly mind-bending sports cars, I’m still shocked at just how sporty the Ford Puma ST is. It may seem like any other crossover with some aftermarket bodykit tacked onto it, but between its eager performance, the bucket seats, that harsh suspension, the sound, and how much torque you get from that engine, it transforms the Puma ST into driving like a proper, blue-blooded hot hatchback.
It’s no ordinary, slightly spicy crossover, and I’m genuinely impressed with how Ford was able to engineer and implement these upgrades into the Puma ST. The cynical part of me thought that this would only look cool but feel underwhelming to drive, but I couldn’t be more wrong! Yet, despite all this speed, the Ford Puma ST is very practical, and it’s the right size for pootling around UK roads, and you could park it anywhere with ease.
Specification
Ford Puma ST Specs
- Price: £33,880
- Engine: 1.0-litre EcoBoost inline-3 MHEV petrol
- Power: 170 PS
- Torque: 248 Nm
- Transmission: 7-speed DCT automatic
- 0-62mph: 7.4 seconds
- Top speed: 130 mph
- Weight: 1,390 kg
- Economy combined: 47.9 mpg
- CO2: 135 g/km