First they denied us the hatchbacks, then the sedans, and now even Ford’s more interesting crossovers aren’t being sold in the United States. And we’re not the only ones feeling the loss. The European-market Puma ST has won the attention of Ford CEO Jim Farley, who tweeted that he’d love for the company to bring it stateside. Which is why we arranged to drive one in the United Kingdom.
The Puma name was first used by Ford of Europe for a two-door baby coupe based on the Fiesta hatchback and sold between 1997 and 2001. (It is now probably best remembered for having led to the creation of this Bullitt-inspired ad with the groundbreaking CGI inclusion of Steve McQueen.) The new Puma, launched in 2019, shares nothing with this earlier car except the fact it, too, has the underpinnings of a Fiesta and a certain fleeting similarity in headlight design.
Like the Fiesta ST Mk 7 we drove in 2018, the Puma ST uses a turbocharged 1.5-liter inline-three that produces 197 horsepower, the same as the turbo 1.6-liter four-cylinder of the previous-generation Fiesta ST that was sold in the U.S. But with 236 pound-feet of torque, the ST Puma makes 22 pound-feet more than its Fiesta sibling. Power is routed to the front axle through a six-speed manual gearbox.
The technical sophistication is limited—the Puma shares the Fiesta’s low-tech torsion-beam rear axle—but the ST is a hoot to drive. It feels raw, keen, and exciting in a way that very few baby crossovers are allowed to be, behaving pretty much exactly like a taller and firmer version of a hot hatch. The suspension settings are stiffened to both impart a sense of dynamic purpose and to keep the Puma’s slightly raised center of gravity in check. The ride always feels hard and sometimes borders on uncomfortable, especially over rougher surfaces at lower speeds.
The combination of firm springs, the engine’s abundance of low-down torque, and a quick-acting steering rack also creates noticeable torque steer and a tendency to tramline, although never enough to divert the ST too far from a chosen line. Our test car came with the optional performance pack, which adds a Quaife limited-slip differential that helps the Michelin Pilot Sport 4S tires find impressive front-end grip, even in greasy conditions.
The ST’s puppy-like enthusiasm creates a car that feels faster than it actually is. Ford claims a 6.7-second zero-to-62-mph time, and the engine is happy to help try to achieve that. Like many three-cylinders, it sounds like a hard-worked V-6. But the motor’s breathless top end means it feels happiest when shifted a bit before the rev counter turns red, dropping right back down into the punchy midrange. The gearchange has a solid weight and smooth action. Ford still does transverse-mounted manual gearboxes better than almost anyone else, even if drivers in the U.S. don’t get the chance to experience them. The Puma’s brakes also bite hard and strong, with a solid pedal that resisted fade under hard road use.
Although bigger inside than the Fiesta, the Puma’s compact dimensions are most evident in its cabin. Headroom is generous, but the front occupants are positioned close together. The Puma shares its dashboard and switchgear with the Fiesta, with the ST getting a sports steering wheel, a metal and leather shifter and huggy Recaro sports seats standard. There is also an 8.0-inch central touchscreen running Ford’s Sync 3 infotainment system. Subjective quality feels higher than that of the last U.S.-market Fiesta, but there are still plenty of areas of cheap trim if you look for them.
The driving experience lacks much in the way of refinement. The Puma cruises happily at rapid highway speeds, but the combination of road noise and a fidgety ride makes longer journeys wearing. There are four switchable dynamic modes—Normal, Eco, Sport, and Track—but none of them softens the non-adjustable dampers. The 11.9-gallon fuel tank also felt small given the ST’s thirst under hard use. We averaged an indicated 30 mpg, and the fuel light came on well before 300 miles on a tank.
But the Puma has an abundance of personality and feels like a worthy recipient of its ST badge. It’s certainly a far more compelling car than the cheap, cheerless EcoSport that Ford offers in the U.S. But the Puma is also considerably more expensive, with a starting price translating to roughly $33,500 at current exchange rates. Our test car’s addition of a performance pack, a driver-assistance pack, and power tailgate take it to $36,350. Given the Puma’s price and the complications of getting it federally approved and imported from the factory in Romania that builds it, it seems unlikely that this particular Ford will get to cross the Atlantic—even if it does have friends in high places.
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Source: Reviews - aranddriver.com
