Half a year on the road with the “Mega Box” promised us new free time happiness. But the exciting shaft remained unused. The Ford Puma was able to convince as a 1.0 EcoBoost Hybrid in several ways.
When the new Ford Puma announced itself as a long-term tester, we were very happy because the Cologne-based carmaker came up with something special for it: a washable trunk recess that promises real added value. Suddenly we had the feeling that we were better equipped than ever before for leisure activities such as hiking or fishing. Half a year and almost 10.000 kilometers later, however, the disillusionment: The car is great, but its great hollow remained unused.
Good family car
Gold is definitely right for Ford with the format of the Puma. The SUV-like and handy five-door model offers perfectly proportioned mediocrity, because at 4,19 meters it is not overly bloated and still offers good space, even for adults, at the front and rear. For the family business with a maximum of four people, the large-scale Fiesta derivative is well suited, provided that it is not going to distant countries with bag and baggage. Visually, it also makes a lot with its beefy front. In any case, the others are boring.
In addition, the Puma is classically variable and therefore suitable for everyday use: the trunk, which is easily accessible and, in our case, can be loaded via an electric flap, holds between 400 and almost 1.200 liters. The supposedly biggest selling point is underneath: The 81-liter, standard “Mega Box”, which even has a drain secured with a plug. Whether it's a large potted plant, a bulky golf bag or muddy hiking boots - many usage scenarios are conceivable, but neither these nor others had imposed themselves on us in the six months. Practical experience taught us one thing above all: The trough is intended for marketing purposes, similar to all-wheel drive or increased ground clearance, as a projection surface for customers.
Great driving experience
The 92 kW / 125 PS three-cylinder petrol engine in the hybrid expansion stage was practically completely convincing. Thanks to the belt starter generator, it can tax a charming electric boost of up to 50 Newton meters in addition to the already lively combustion nature. With the additional torque, the drive not only pushes forward in an entertaining way, but also cleanly greases the turbo holes, which are often annoying with small supercharged engines.
Like the engine, the base of the Puma also conveyed a high level of driving pleasure, because the steering and chassis give sharper left-right maneuvers the right flavor and nervousness, which repeatedly put a grin on our faces. It's just a shame that the leg rest of the driver's seat lacks strong cheeks, which also keep the pilot neatly on track. In contrast to the Puma ST, for example, which was more coherently and consistently designed for sporty driving fun, we definitely missed lateral leadership skills here.
Superior equipment
In terms of longitudinal dynamics, the Puma was also able to impress as a comfortable touring car for long journeys. The chassis is sufficiently comfortable, and the driving noise is moderate. In addition, a distance cruise control, DAB + radio and a route finder equipped with connectivity services were on board. The 1,3-ton truck was reluctant to consume. At the recommended motorway speed, around 6 liters of gasoline per 100 kilometers are sufficient, if you are in a hurry, you will end up with seven liters. However, we missed an automatic transmission, which is not available for the 1.0 EcoBoost Hybrid. We also noticed a noticeable jerking in the drive train when changing gears.
The Puma 1.0 EcoBoost with 125 PS is available with and without hybrid technology. At 22.350 euros, the mild double heart is even significantly cheaper, because the variant without hybrid is only offered from 25.900 euros - but then coupled with an automatic and the higher-quality Titanium equipment. In view of the pricing, the decision shouldn't be difficult, because you don't really want to do without the electric kick and the reduced consumption of the small electric motor. Probably not on the Mega Box either, because at some point it will definitely come, the moment when it will also offer tangible practical benefits.
Technical data
Five-door, five-seat mini-SUV; Length: 4,19 meters, width: 1,81 meters (width with exterior mirrors: 1,93 meters), height: 1,54 meters, wheelbase: 2,59 meters, trunk volume: 401 - 1.161 liters
Engine: 1,0-liter gasoline engine with 48-volt mild hybrid technology; 92 kW / 125 PS, maximum torque: 210 Nm at 1.750 rpm, front-wheel drive, six-speed gearbox, 0-100 km / h: 9,8 s, Vmax: 191 km / h, standard consumption (NEDC): 4,3 liters / 100 kilometers, CO2 emissions: 99 g / km, emissions standard: Euro 6d-ISC-FCM, efficiency class: A, test consumption: 6,2 liters / 100 kilometers, price: from 22.350 euros.
In brief
Why quick start, practical trunk, low consumption
Why not no automatic for the mild hybrid
What else Renault Captur, VW T-Roc, Opel Mokka II