Driving report: Ford Puma ST

In zoology, the puma is considered to be very agile, fast and strong. In this respect, the Ford model of the same name can only really do justice to its biological namesake with the newly launched ST version. This is not only due to the abundant performance potential, but also a very enjoyable overall set-up. Despite a lot of driving fun potential, the Puma remains a good everyday car even as an ST.

Sporty details in the interior

Compared to the normal Puma, the ST version is noticeably brawny. Among other things, more black, a special spoiler and powerful 19-inch wheels with 225 mm tires create this impression. Inside, white decorative stitching, carbon-look applications, the sports steering wheel and, above all, the strongly contoured seats convey a real sports car feeling. The tightly gripping seats from Recaro also agrees with a certain hardness, but otherwise you don't have to accept too great a loss of comfort.

Whether it is a small car or a more compact one cannot be clearly determined. After all, the Puma is 4,23 meters long and in the case of the top version ST X we tested, it is also full to the brim with niceties that are by no means common in the small car segment. With a digital instrument cluster, infotainment system with 8-inch touchscreen and real-time navigation, B&O premium sound, LED headlights with automatic high beam, electric tailgate, inductive charging cradle or WiFi hotspot, the Cologne-based restaurant is stylishly furnished and set up. Only the soft-touch surfaces in the dashboard or the hard plastic that dominates the lower interior regions do not want to harmonize optically and haptically with the noble equipment.

More power than you think

The front is spacious, the space in the Ford is even exemplary, because even taller adults will find enough space and above all plenty of knee room. With a trunk volume of 456 - 1.216 liters, the potent Puma is also suitable for everyday use and families.

But the driver loses all sense of family as soon as he brings the 1,5-liter three-cylinder to life at the push of a button. It already sounds robust when it is standing and not at all like reason or renunciation, as one might expect given the three pots. With the sport mode, which can be activated at the touch of a button, there is even a real sports car note, because then the Puma spurts and pops like a classy racer when lifting the gas. This is by no means a lot of ado about nothing, because the 147 kW / 200 PS and 290 Newton meters promised in the data sheet really seem to be available in almost every driving situation. The Puma greedily implements every gas command, which in view of the omnipresent speed limits demands a lot of discipline. If need be, the 100 mark falls after 6,7 seconds, with a maximum of 220 km / h. That is fast, but the big Puma has the disadvantage of the smaller, lighter and equally strong technology brother Fiesta ST (6,5 seconds / 232 km / h). Compared to this, the Puma ST looks less fidgety when running straight ahead and is a bit quieter on the road overall.

The top Puma is also strong when it comes to cornering quickly. The ideal line can be aimed at with surgical precision. When accelerating out of the way, the engine hangs on the accelerator with a fine nerve, brisk gear changes are easy to do, while the car literally claws its way into the corners from the apex. If it goes around the corner quickly, the ST can also play its Recaro trump card, because the front always remains firmly clasped upright. Incidentally, the more civil versions of the Puma lack such a binding character. The steering also provides excellent feedback. Only when accelerating can you feel an easily controllable tugging to the right and left. The chassis is firm, but without being rock hard. The brakes can be finely dosed and, if desired, also grip confidently. This big cat demands a daring animal tamer.

Not for environmentally conscious savers

However, the fun has its price. According to the realistic WLTP measurement, the Puma ST should actually be content with 6,8 liters per 100 kilometers, but whoever demands the drive will - as in our case - burn practically two liters more. Anyone who values ​​efficiency will find better alternatives in the Puma portfolio. With the ST, you shouldn't be petty with regard to the purchase price, because compared to the basic version, which costs just under 20.000 euros, you have to pay over 10.000 euros more for the extra sharp claws of the Puma. In return, there is already extensive equipment, but it should actually be the ST X version, which costs around 32.000 euros. If the striking metallic paintwork furious green, the performance package with launch control and mechanical limited-slip differential as well as an electric tailgate and the driver assistance package are added, things get really round and cost around 35.600 euros. With the performance of the ST, the kitten mutates into an adult cat - also in terms of price.