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Pros: Efficient powertrain, more boot space
Cons: Firm suspension, limited rear passenger space
Ford Puma Gen-E Design
The Ford Puma has been on the scene since 2020 and in that time the compact crossover has become one of the company’s best-selling cars. Perhaps what is more surprising is the amount of time it has taken Ford to churn out a battery-powered version.
Although much of the sheet metal is unchanged, Ford’s designers have tweaked the styling of the Puma to create the Gen-E (as this electric model is known as) to both differentiate it and improve the car’s aerodynamic efficiency. The most obvious difference between this electric variant and the petrol-engined Puma is the grille, or lack thereof.
Its electric drivetrain doesn’t require the same degree of cooling when driving, so the front of the car is enclosed. However, Ford’s designers have applied a contrasting black trim piece that replicates a partial grille outline, and this is done in a way that draws a visual link to Ford’s larger electric car, the Mustang Mach-E.
The front bumper’s lower section contains active air shutters which open or close according to the Puma’s cooling requirements. When shut, the car’s aerodynamic properties are improved. Alongside this are air curtain channels on either side of the front bumper that direct airflow around the car’s side.
An extended roof spoiler and redesigned diffuser — due to the lack of any exhaust pipes —single the Puma Gen-E out from other versions. The Puma wordmark across the boot lid is finished in white, which again is to further highlight that this is the electric model.
Ford Puma Gen-E Interior
There are numerous design changes to the interior of the Puma Gen-E over the rest of the Puma range. Chief among these is the dashboard, which gets a whole new layout to accommodate its screens. Ahead of the driver is a 12.8-inch digital instrument display. Crisp graphics and an easy-to-read layout make this one of the better such systems on the market, even if it is on the large side.
We’re less impressed by the steering wheel which is unique to the Puma Gen-E. Ford has employed a steering wheel that has a much more square design. Its physical buttons are a welcome feature, but the wheel looks and feels oversized for the car, with its flattish top and bottom. Other Puma models get a more traditional round steering wheel that’s far nicer.
In the middle of the dashboard is a 12-inch touchscreen display that’s more square than rectangle, so it looks a good size. Ford’s native SYNC infotainment system is reasonably intuitive to use, and you can use Android Auto and Apple CarPlay to mirror smartphone functions. The climate control is accessed through the touchscreen which isn’t ideal, but its settings are at least always visible on the display’s base.
Ford has moved the drive selector from the centre console to a stalk-based design on the steering column, freeing up more space between the front seats, with the top section containing a wireless charging pad, room for oddments and a three-section cup holder. Further storage is available under the centre armrest and below the centre console. The door bins are of average size and the front seats are comfortable, but manual adjustment even on the top-spec version is disappointing.
Rear passenger space was never massive in the Puma, and there is slightly less in this Gen-E version. Partly, this is due to the battery being housed within the floor of the car, which raises the floor height, thus reducing the distance between it and the seat base. The result is that you sit with your knees higher up than you’d ideally like, and this removes much of the under-leg support you might otherwise enjoy. There are three seats in the rear, but as is common in this segment, the middle seat is quite narrow, so it’s best to view the car as having room for two adults in the back only. Both outer rear seats contain ISOFIX mounting points for child seats.
What the Puma Gen-E may lack in rear passenger space, it more than makes up for with a 574-litre boot capacity. The boot floor has two height settings, and in the higher position it provides an almost flat load level with the boot aperture. Drop it to the lower setting and you get a notable increase in capacity, but the party piece is what Ford calls the Gigabox.
Lift up the boot floor, which usefully pops out two side clips to hold it in an upright position, and a large well within the floor is revealed. Capable of holding up to 100kg in weight, this space is ideal for keeping any muddy or wet gear and equipment. A removable plug hole in the floor means you can easily hose out any dirt directly through the car’s floor.
When the rear seats are folded down, the boot capacity measures 1,284 litres, and Ford also provides a 43-litre frunk beneath the bonnet that can hold a set of charging cables and a tyre inflation kit - the Puma Gen-E doesn’t come with a spare wheel.
Ford Puma Gen-E Performance & Drive
A single powertrain is available in the Puma Gen-E, comprising a 43kWh lithium-ion NMC battery and a 123kW (168hp) electric motor that generates up to 290Nm of torque. That motor sends drive to the front wheels via a single-speed automatic transmission.
On paper, the Ford’s battery has a noticeably smaller capacity that some of the other cars it competes against, such as the Opel Mokka Electric and Hyundai Kona Electric. However, the Ford does claw back some ground by being reasonably light.
Power delivery is smooth and linear, so while it isn’t massively quick off the line — accelerating from 0-100km/h takes an even eight seconds — there is sufficient roll-on performance whenever you need it. Ford pipes a ‘Propulsion’ sound into the cabin, though it’s subtle enough that you’re unlikely to find yourself looking for ways to switch it off as can be the case in some other electric cars.
The suspension is on the firm side, especially when you compare it to some other offerings in the segment, such as Citroen’s e-C4. On a winding road that suspension does contribute to a pleasant driving setup, but in towns and cities with speed bumps and more damaged road surfaces it does quickly show its stiffer side, which is less enjoyable.
Aside from the steering wheel’s shape, the Puma does steer nicely. A one-pedal driving function can be activated through the infotainment system and has a good setup. Little time is needed before you can confidently judge when to lift off the accelerator to bring the car to a halt. Equally, a well-judged lift-off scrubs off enough speed before entering a bend.
This function helps to improve the Ford’s efficiency and reduce energy consumption. Official figures state the energy consumption is 14.5kWh/100km and during our time with the car it came close to matching that, with the trip computer indicating energy usage of 15kWh/100km. Achieving the official 347-kilometre driving range may be tricky in all circumstances, however.
Ford Puma Gen-E Pricing
Two specification grades are available, starting with the Puma Gen-E Select at €32,916. With this version there are 17-inch alloy wheels — which provide the longest driving range — LED projector headlights and rear privacy glass. There is a €2,802 price walk to the €35,718 Puma Gen-E Premium, which adds 18-inch alloy wheels (and the option of 19-inch wheels), LED Matrix headlights featuring a unique daytime running light signature and an electric tailgate. Both versions of the Puma Gen-E get the dual-screen dashboard layout.
Carzone Verdict
Despite having a smaller battery than many of its competitors the Ford still makes a compelling case for itself due to its modest weight, keen handling and how it uses its energy. The massive boot space will appeal to some, as will the practical interior. A firm ride is one of the only blots on the Puma Gen-E’s copybook, and while it has taken some time to arrive, it’s a welcome addition to the segment.