Ford

• 2021 Ford Bronco Sport Review: Who Ordered the Budget Land Rover?

  The verdict: This Ford’s combination of on-road manners, genuine off-road ability, slick interior designs and rugged good looks make it a Land Rover for budget-minded buyers.

  Versus the competition: The only compact SUV that comes close to what the Bronco Sport can do is the “trail-rated” Jeep Cherokee Trailhawk, and even then, the Bronco costs less. Other compact SUVs might have more interior room, but they’re really meant only for on-road driving, not cross-country adventures like the Bronco Sport.

  

  Yes, I know, we’re all very excited for the arrival of the 2021 Ford Bronco, and everyone’s just abuzz about it: How well does it go off-road? Is it better than a Wrangler? Is the top easy to take down? How heavy are the removable doors? And so on. But what we should keep in mind is that Ford introduced not one but two SUVs under the Bronco name: the “big” Bronco and this one, the 2021 Ford Bronco Sport.

  Here’s where the off-road purists start their lament: “Oh, that’s not a proper off-road vehicle,” they’ll say. “That’s just a Ford Escape with some off-road bits stapled to it.” And while that’s not entirely inaccurate, it’s also not the whole story. Ford has made a lot of hay about how the big Bronco is super-capable off-road, with tons of technology, best-in-class specs and some genuine trail cred. Then the company pasted that “Bronco” name onto the front of this smaller, compact SUV — and that should also tell you something about it.

  The compact Bronco Sport does indeed share some of its hidden bits with the Escape (as well as the no-longer-sold-in-the-U.S. Focus sedan), but those are common structural parts no buyer will ever see, like the expensive-to-make firewall stamping and other underbody elements. The Bronco Sport is shorter than the Escape both in wheelbase and in overall length, sporting very different dimensions aimed at creating a highly capable off-road SUV meant to challenge the Jeep Cherokee. Along the way, Ford has thoroughly engineered the SUV to do things that will surprise a lot of off-road purists who think only a body-on-frame, super-lifted, rear-wheel-drive, truck-based monster can successfully conquer trails. After spending an afternoon in the Bronco Sport with free run over a challenging off-road park, I’m here to tell you it may be a better choice for an everyday off-roader than the big Bronco itself.

  

  Let’s start with a quick discussion of the various types of Bronco Sport you can buy, as Ford has created five trim levels, each providing a different kind of experience. In order of increasing content, they are Base, Big Bend, Outer Banks, Badlands and First Edition.

  The Base trim is exactly that: a no-frills compact SUV featuring everything you need for adventure, including a peppy turbocharged 1.5-liter three-cylinder engine cranking out 181 horsepower and 190 pounds-feet of torque. It’s mated to a standard eight-speed automatic transmission that sends power to all four wheels. It has all the basics, like an 8-inch display screen, 17-inch wheels, an electronic Terrain Management System with Ford’s “G.O.A.T. Modes” (stands for “Goes Over Any Type of Terrain”), Ford Co-Pilot360 safety systems and more. Choose the Big Bend model and you’ll get some additional content, including two-way manually folding rear seats, privacy glass, push-button start, rubberized cargo floors and some other nice-to-have bits and pieces. The Outer Banks model is meant to be the nicer “luxury” version, with a leather interior, power seats, a digital gauge cluster and bigger 18-inch wheels. In “Jeep-speak,” you’d call this one the Sahara trim.

  Then we get to the top off-road model, the Badlands. It swaps out the turbo 1.5-liter engine for a 2.0-liter one that makes 250 hp and 277 pounds-feet of torque. It gets a 1-inch lift kit, a special off-road suspension, off-road tires, a more advanced four-wheel-drive system with a twin-clutch rear-drive differential, seven G.O.A.T. modes instead of five, underbody bash plates, tow hooks, a front trail camera and more. There’s also an even more exclusive First Edition model, but it’s already sold out, so I won’t bother with that one. Instead, let’s focus a lot of our attention on the Badlands model — which is deserving of that attention because it’s extraordinarily impressive.

  Out On the Road
  The first thing you’ll notice about the Bronco Sport if you drive any version of it is that it feels like a bigger SUV than it is. The hood feels almost horizontal, and it’s big, square and very traditional-feeling, creating a similar sensation to sitting in the bigger Bronco. It’s pleasingly boxy, helping you see the corners of the SUV — useful in off-road situations or parking lot maneuvers. That formidable hood is the only thing that feels big about the Bronco Sport, though, as the rest of its dynamics show it to be a nimble, tight-handling little SUV that’s as good to drive on the street as it is in the dirt.

  

  The turbocharged 1.5-liter engine that comes in the vast majority of Bronco Sports is torquey, peppy and has plenty of grunt for around-town driving. Slip the G.O.A.T. mode selector into Sport and it becomes truly quick, with the eight-speed automatic transmission keeping things on boil by maintaining a lower gear than it would in the normal driving mode. It does tend to run out of steam at higher speeds, however, so passing maneuvers on highways might require a little planning, but it never feels slow or ponderous in its operation; for the vast majority of users, it’s going to be plenty of motor. The optional turbo 2.0-liter engine takes things to the next level: Available only in the top Badlands and sold-out First Edition trim levels, you’ll pay for the privilege of extra power, but it does show noticeably better performance on acceleration. Honestly, though, I’d be perfectly happy with the 1.5-liter engine; the 2.0-liter seems more like a perk than a benefit.

  The Bronco Sport handles well, too — despite fairly highly boosted steering feel — and definitely features some different characteristics depending on which trim level you choose. Lesser trim levels with their all-terrain tires feel a bit tighter, while the Badlands and its softer, lifted suspension and dedicated off-road tires feels a bit floatier. The Badlands is also a bit louder since its knobbier tires send more road noise into the cabin; given the Bronco Sport’s off-road intentions, though, this is neither unexpected nor unwelcome. The overall on-road driving experience is impressive, combining carlike handling with easy operation, a tall driving position, excellent outward visibility and the traditional crossover characteristics that have made the body style so popular.

  Deep in the Woods
  The purpose of a Bronco Sport is not commuting; for that, Ford has the perfectly capable Escape. The Bronco Sport’s on-road civility means you can commute in it just fine, but it has the equipment, technology and engineering to be a highly capable off-road machine. Ford likes to bill the Bronco Sport as having a different mission than the big Bronco. The Sport is for getting you to basecamp with all your stuff so you can do whatever you came to do, whether hiking or kayaking or mountain biking. The big Bronco is meant to go further — to be the very reason you’re out in the wilderness, the activity you went off-road for. If that’s the case, though, Ford has made the Bronco Sport far more capable than it needs to be.

  

  My afternoon with a Bronco Sport at the Holly Oaks Off-Road Vehicle Park in Southeast Michigan saw me take a Badlands over slippery rock faces, through high-speed sand pits, around tight wooded trails and down steep declines, all meant to be challenging for any SUV — and likely impossible for the vast majority of cute-ute crossovers. The Bronco Sport not only handled such obstacles with ease, it did so with a level of comfort that was absent in my previous ride-along in a big Bronco. Given its smaller dimensions that make it easier to shepherd through tight trails, one wonders if the Bronco Sport isn’t the better choice for a “casual” off-road adventurer, leaving the more expensive, heavier big Bronco for those who want the most hardcore experience they could have.

  Ford makes it easy to take the Bronco Sport into the muck thanks to the use of its G.O.A.T. modes. The Badlands has seven of them, adding Mud/Ruts and Rock Crawl to the standard five of Normal, Eco, Sport, Slippery and Sand. You can lock the four-wheel drive yourself, but switching into the mode that matches your environment will do that for you as needed, along with making adjustments to things like electronic steering feedback, throttle input, transmission shift points, traction control and more.

  This is where the budget Land Rover comparisons come in. The system feels similar to how the latest British-brand luxury SUVs handle a lot of their off-road duties. The Bronco Sport will match a lot of the abilities of a vehicle like a Land Rover Discovery Sport, and it comes with the added perk of a slew of more than 100 factory-approved accessories, ranging from lights to racks to rooftop tents that can be ordered along with the SUV at the point of purchase. Using their Terrain Response system, Land Rovers adjust a lot of the same systems Ford does with its G.O.A.T. modes, allowing for a multiple-personality SUV that’s perfectly comfortable on-road and perfectly capable off-road. Simply drive off the pavement, switch into the mode that best describes what you’re about to drive over, and away you go — no fuss, no muss. It works exceptionally well and will allow a lot of less experienced off-roaders to do things that require a bit of training in, say, a Jeep Wrangler, in which you need to know how to adjust most systems and equipment yourself. To Jeep’s credit, the Cherokee has a similar system that also adjusts various vehicle systems to the conditions; a full-on matchup between the Bronco Sport and Jeep Cherokee is an absolute must, and soon.

  Getting There Is Half the Fun (Possibly Three-Quarters of It)
  In addition to crafting a massively capable budget Land Rover out of a Ford Escape, the Blue Oval has also added a considerable dash of style and utility to the interior. The Bronco Sport’s interior is completely different from the Escape’s, with a more industrial, rugged look to the shapes and surfaces that’s entirely in keeping with its family lineage to the Bronco line. There’s even an available rubberized floor covering in case you want something that’s easy to wipe out. It’s also notable that Ford has introduced to the Bronco Sport interior color that’s missing from a lot of SUVs these days — shades of blue, bronze, silver and orange that are all a welcome departure from the dull greige in a lot of competitor vehicles.

  While the interior is good, it’s also not perfect. As is the case with a lot of Fords, the seats feel smaller than they should be and are shaped in uncomfortable ways. The Badlands model’s optional leather-covered chairs had bottom cushions with an odd dome that made me feel like I was sitting on an exercise ball. The backseat is not terribly generous in the legroom department — likely a function of losing some wheelbase versus the Escape. Headroom isn’t an issue thanks to the Bronco Sport’s safari-style roof and upright, boxy styling. The cargo area looks plentiful, but Ford has not yet published dimensions for the Bronco Sport, so comparisons with other compact SUVs are difficult at this time. Of note here is the standard flip-up glass rear window, which is a feature you don’t often see anymore but which is useful for just popping something into the cargo area without having to open the entire hatch (and maybe having things spill out).

  On the technology front, the Bronco Sport has all the modern amenities and safety conveniences you might expect from a new Ford, plus maybe one or two tech bits that seem a little odd. First, Ford Co-Pilot360 is standard, bringing things like automatic emergency braking with pedestrian detection, forward collision warning, blind spot warning, rear cross-traffic alert, lane keep assist, auto high beams and a backup camera. Upgrade to Co-Pilot360 Plus and you’ll also get adaptive cruise control with lane-centering, evasive steering assist and more.

  The multimedia system in the Bronco Sport is curiously not the latest Sync 4 system you can get in the new 2021 Ford F-150, but rather the older Sync 3 system that runs on an 8-inch touchscreen. It’s a little small in terms of display size — most new competitors have larger screens — but it’s as large and up-to-date as the system in the Escape. It also has something that Sync 4 doesn’t have: a “home” button, which we never thought we’d miss until Ford eliminated it in the F-150. The system still works fine, syncing up with a smartphone without issue, and provides Apple CarPlay or Android Auto in case you don’t want to use the native Ford systems.

  Source: cars.com

• 2021 Ford Ranger Tremor: Four Wheeler Pickup Truck of the Year Contender

  If you've been a Ford Ranger fan as long as us, you probably had the same emotional response we did when hearing that the Tremor model would be making a comeback. For better or worse Ford surprised us all when the 2021 Ranger Tremor arrived as a hardcore off-road package instead of the audiophile-geared truck it was in the early 2000s. With a small lift, impressive Fox 2.0 shocks, and 32-inch General Grabber all-terrain tires, the Ranger Tremor is the real deal when it comes to off-road capability—on paper anyway. This combination elevates Ford's Ranger to compete in the class of premium midsize off-roaders that previously included the Chevy Colorado ZR2 and Toyota Tacoma TRD Pro.

    So, is the 2021 Ford Ranger Tremor the ultimate when it comes to factory off-road pickups? Read on to see just how our judges thought it fared during our weeklong torture test.

   

  

   Ford Ranger Tremor RTI Ramp And Track Data

  When Ford brought the Ranger back as a midsize in 2019 it did so following a trend that is becoming more and more common. Ford has offered this generation of Ranger with only a single drivetrain choice. It's really not a bad one, though, as the little truck's 2.3-liter EcoBoost I-4 engine pumps out 270 hp and an impressive 310 lb-ft of torque. Backing the EcoBoost engine is a 10-speed automatic transmission similar to what's found in the larger F-150 pickups.

   Testing at the track is really the only place where our diverse group of competitors are compared head-to-head. While we don't expect the smaller midsize trucks to take down the more powerful half-tons, it is interesting to see where everything shakes out. When putting rubber to road, the Ranger Tremor ran from 0 to 60 mph in 7.61 seconds and completed the quarter-mile in 16.08 seconds at 88.0 mph. This was enough to be the quickest and fastest of the trio of midsize contenders, but what we found even more interesting was the fact that the Ranger Tremor was only a fraction of a second off of besting the far more powerful Tundra. Unfortunately, when it came to braking performance the Ranger fell to the back of the pack, reining things in from 60 mph to 0 in 152.22 feet, a full 10 feet further than the next closest competitor.

   When it came time for the RTI ramp the Ranger Tremor held its own nicely with a solid mid-pack score. Climbing 51 inches up the ramp the Ranger scored a 440.53, which proved a better score than both the Nissan Frontier and Toyota Tundra but fell far behind the flexy Tacoma.

  

  Ford Ranger Tremor Interior And Exterior

  Ford made a decision, when relaunching the Ranger nameplate in 2019, to utilize the company's existing global platform. While this certainly saved the company development time and money, it's left the three-year-old Ranger feeling somewhat dated already, and this was reflected in our judges' scoring of the truck. There were many comments about the truck's hollow-sounding door closure, the interior's overall simplicity, large amount of hard plastic trim, and generally uninteresting design. Despite this, our judges were largely in agreement that the Ranger's front seats proved quite comfortable, and the B&O audio system sounded fantastic. While there was nothing specifically wrong with the Ranger's interior (although one judge disagreed with the location of the power mirror switch), it didn't win many fans and this was reflected in the scoring.

   While the interior didn't garner the highest scores, the Ranger Tremor's exterior made fans out of the bulk of our judging crew. Setting the Tremor apart from other Ranger models is a slight increase in ride height, 32-inch General Grabber tires, metallic painted wheels, unique fender flares, a painted grille, rear recovery hooks, and hoop side steps. This combination gives the Ranger Tremor an aggressive style that our judges enjoyed. Specifically, the Ranger gained high marks for its stance, loads of ground clearance, aggressive all-terrain tires, and its four closed-loop recovery points. The only real complaint heard from the team focused on the Tremor-specific hoop side steps. Our judges found the steps to be largely unusable for entering or exiting the vehicle, several scraped their shins against the large hoops, and we spent the entire week of testing worried that we would damage them off-road since they hang well below the doorsill. We were all in agreement that if Ford were to ditch the large steps in favor of a more low-profile rocker guard the Tremor package would be perfect.

  

  Ford Ranger Tremor On The Highway

  When it came to pounding the pavement the Ford Ranger Tremor scored very average marks from our judges. They noted that the Ranger felt small and nimble, which was especially handy when navigating tight parking lots. Many of our judges gave high marks to the Ranger's corner-carving ability and tight overall handling characteristics. The truck was also noted to be very smooth, thanks in part to the Tremor package's Fox 2.0 monotube dampers. The truck's EcoBoost engine and 10-speed transmission were crowd favorites as well. While there was some slight grumbling about perceived turbo lag from the turbocharged 2.3-liter I-4 engine, everyone agreed that once on the boost the small truck would really hustle. The biggest complaint we found among the judges when it came to highway driving centered around cabin noise. With the stereo off many noticed increased levels of wind and road noise, with the aggressive General tires contributing as well. Thankfully, the B&O audio system easily drowned out these noises. Fuel economy calculated from the Ranger Tremor was quite interesting. The truck is rated at 19 mpg across the board by the EPA, but during the course of our testing we saw an average of 16.43 mpg with a worst tank of 14.93 and best of 22.38. What this tells us is the Ranger Tremor gets quite thirsty when driven hard off-road but can be quite miserly while cruising on the highway. We have no doubt that in normal driving this truck can match or beat its EPA ratings, which is really rather rare.

  

  When The Pavement Ends

  Ford's Ranger Tremor comes packed with off-road features, and these really appealed to our team of judges. Thanks in part to the truck's increased ride height and 32-inch General Grabber A/TX all-terrain tires, the Ranger Tremor boasts an impressive 9.8 inches of ground clearance along with a 30.9-degree approach, 24.2-degree breakover, and 25.5-degree departure angles. This gave the truck plenty of clearance to maneuver over and around obstacles on our rocky trails. The Tremor's suspension features Fox 2.0 dampers with reservoirs in the rear. Wheel travel has increased to 6.5 inches in the front and 8.5 inches in the rear. When combined with the truck's specially tuned front and rear springs and the Fox shocks the Ranger Tremor gives a fantastic ride over moderate-size bumps and rough terrain even at higher speeds.

  The Ranger Tremor also comes fitted with a host of electronic goodies designed to help during off-road adventures. Most important among these is the electronic locking rear differential. Our judges were blown away by the fact that Ford allows Ranger drivers to engage the locking differential in all drive modes, including two-wheel drive. While the locker still disengages at a relatively low speed (about 20-mph), none of the other competitors allow rear locker use in two-wheel drive and most are low-range-only. In addition to the locking differential, the Ranger Tremor also comes with Ford's Terrain Management System, which includes four distinct drive modes. It doesn't stop there; the Ranger also features Ford's innovative Trail Control system which allows the truck to handle steering and braking while on the trail. Finally, Ford recalibrated the Tremor's traction control system for improved acceleration and traction on loose surfaces.

  During the course of testing there wasn't a discipline that our judges didn't rate the Ranger Tremor highly on. The truck performed admirably on our rutted hill climbs, tackled bumpy desert roads with ease and comfort, and had no issues in the rocks (aside from the low-hanging side steps, that is.) The real surprise was in the sand where the Ranger Tremor impressed with its tight chassis, great suspension tuning, and fantastic power.

  

  Bottom Line

  While the 2021 Ford Ranger Tremor might not be the newest kid on the block, it has proven to be a really solid all-around performer. If you can look past the dated interior design, the Ranger Tremor might be the perfect midsize truck for those looking to get deep into the backcountry in comfort and style. The truck's suspension, tires, and wheel package work very well together, while the drivetrain provides plenty of power and efficiency. We'd go as far as to say that the Tremor package might just be the best Ranger available today … just need to ditch those side steps.

  
   

  What's Hot

  • Smooth and powerful EcoBoost Engine, Fox 2.0 monotube dampers, rugged off-road styling

  What's Not

  • Dated interior design, large low-hanging side steps, cramped rear seat

  

  Logbook Quotes

  • "Super fun on rough graded roads and a total surprise in the sand. "
  • "Once the EcoBoost engine's turbo lights this truck really scoots!"
  • "Love this truck's stance. She just sits right. "
  • "Ouch! I just winged my shin on the dumb low-hanging side steps … again. "
  • "Drove a good way with no radio on and this truck has a lot of road and wind noise leaking in. "
  • "This truck's exhaust note when on the gas sounds like an old VW bus. You decide if that's a good or bad thing. "

  

  2021 Ford Ranger Tremor

  • Base Price: $34,745
  • Price As Tested: $44,430
  • EPA Fuel Econ (City/Hwy/Comb): 19/19/19
  • Tested Fuel Econ (Average/Best): 16.40/22.38
  • Engine: 2.3-liter EcoBoost I-4
  • Power: 270 hp @ 5,500 RPM
  • Torque: 310 lb-ft @ 3,000 RPM
  • Transmission: 10-speed automatic
  • Accel 0-60 MPH: 7.61 seconds
  • ¼-Mile: 16.08 seconds @ 88.0 mph
  • Braking 60-0 MPH: 152.22 feet

  https://www.motortrend.com/reviews/ford-ranger-tremor-four-wheeler-of-the-year-2022/
• A gem of the classic American automobile industry was found in Pennsylvania

  If you regularly visit the World car blog website, then you have probably heard us many times talking about a famous brand from this country, the one called Packard. The subject of discussion was mostly the abandoned factory of the brand, which is still located next to Detroit and largely reflects what happened to the former center of the American automobile industry.

  We also talked about how Packard was the best-selling premium brand across the pond, before General Motors and Ford entered the big trade war through Cadillac and Lincoln, respectively. In such conditions, Packard did not have a chance to survive, so in the early fifties of the last century, he allied himself with Studebaker, before he officially went bankrupt.

  

  The last "real" model of the brand left the factory in 1956, while the name survived for another two years, thanks to the sale of "repackaged" Studebakers. In essence, the Packard for 1957 and 1958 was nothing more than a Studebaker with a few design labels and a far higher price. Of course, it is not difficult to conclude that the sale was disappointing, but for that reason, if you find any of the copies today, be prepared to set aside larger sums of money.

  The subject of today's discussion is Packard Hawk from 1958, who recently appeared on the eBay resale site. During that year, this car was based on the Studebaker Hawk model, but had a slightly modified front end with no openings on the radiator grille. It was also cracked with equipment to justify the higher price, while the biggest change was noticed under the hood.

  There was a V9 engine with a volume of 289 cubic inches (4.7 liters) that developed 275 horsepower and a maximum of 450 Nm of torque. Such a figure was achieved thanks to the McCulloch compressor, making the Hawk one of the few cars from that period with such a factory option. The price was certainly not small, and amounted to 3,995 dollars (37,558 "greenbacks" in today's value of money), which was about 700 dollars (today's 6,580 smallest greenbacks) more than was needed to buy a relative from Studebaker.

  

  By today's standards, the Hawk was not an overly fast four-wheeler with acceleration from zero to 100 km / h in about twelve seconds and a top speed of 200 km / h. Only 588 copies were produced before Packard put the padlock on the lock.
  A copy of today's story is in the city of Lenkester (Pennsylvania) and the owner says that he spent the last five decades in the hangar. The chassis and engine numbers match the factory ones, so although the Hawk at first glance seems to have seen better days, finding it in such a configuration is a rarity.

  It was originally sold in the US state of Michigan, and was used in everyday driving until 1968. He was then parked for an unknown reason, and it is stated that he was in a driving condition when it happened. The current owner bought it in 2018 with the aim of restoring it, but gave up when he realized that corrosion “ate” the chassis and that renovation would certainly not be cheap. The owner notes that the engine "started" three years ago, and that the compressor works without a mistake, so we will assume that the new chassis will certainly be the biggest expense.

  The auction has just started and the highest bid so far is $ 8,100. We will mention that the restored Packard Hawk can be worth up to 135 thousand "greens", although when it is in perfect condition, and we hope that one day we will see it just like that.

• And Ford is becoming an electric brand: It will cooperate with Volkswagen

  The acceleration has begun and from now on we will hear almost daily news about which car brand is becoming fully electric in the period ahead. After Mercedes, Jaguar Land Rover, Bentley and many others, Ford has now stated that from 2030 it will offer exclusively electric models in Europe, as well as that the first European Ford on electricity will be made on the VW platform.

  According to the promise from Ford, by the middle of 2026, every model on the European market will be available as a plug-in hybrid or electric, and by 2030, this company will switch exclusively to electricity.

  Full electrification refers to passenger models, while commercial vehicles will have zero emissions by 2024.

  All this fits in with the announcements from numerous European countries that they will ban the sale of gasoline and diesel engines by 2030, among which the United Kingdom is in the lead.

  That is why Honda, Volvo, Nissan and others have announced that they will not even offer models with conventional drive in Europe. Honda will start implementing this plan as early as next year.

  As for Ford, they are investing a billion dollars in the renovation of the factory in Cologne, where the production of the first European fully electric model will begin in 2023.

  It will use Volkswagen's MEB platform on which the ID.3 and ID.4 models are created, and the first EV model from Ford made in Europe will be produced in parallel with the Fiesta. More information will be revealed in the coming period.

• Cancellations and investment delays: Ford in big trouble

  After the news of a few days ago that the American company will lay off 3,000 workers worldwide, Ford has now announced that it will postpone investments in production in Spain.

  The Detroit-based company issued a statement saying it was delaying its manufacturing investment in Spain, citing a "revised outlook for Europe." However, the American brand has announced that it remains committed to the production of cars in Spain and will not suspend work at its factory in Valencia.

  Ford will not seek a share of Spain's EU pandemic relief funds, money that would ensure the first electric cars roll off production lines in Valencia by June 2025. According to a statement from the automaker, Ford will work with authorities to identify other potential public funds that will enable the transition to a fully electric fleet of passenger vehicles in Europe by 2030.

  During June of this year, Ford announced that the new generation of electric vehicles will be produced in Valencia. The latest announcement did not elaborate on the revised outlook for Europe, which the American brand blames for delaying investment.

  Last week it was announced that 3,000 Ford workers would lose their jobs, primarily in North America and India. For now, no layoffs are expected in Valencia, although the American automaker has announced that there will be some workforce restructuring as electric cars require fewer man hours to assemble.

  As a reminder, Ford is abandoning its factory in Saarlouis in 2025, so the production of the legendary Ford Focus model is expected to end as well.

• Ford Bronco may even arrive in Europe!

  It would be a very pleasant surprise for the American brand.

  The new Bronco has just started its career on the other side of the Atlantic and has already made serious earthquakes in the field of off-road vehicles, but the real ones, and not some make-up SUV models. There are few such four-wheelers today, I can count them on my fingers, so Bronco was warmly welcomed due to Ford's courage to return to this segment.

  Ford's ace is currently out of reach of European customers, but that does not mean that the situation in that area will remain unchanged. Jim Farley, the executive director of the American giant, thinks that Bronco would do well on the Old Continent…

  “I see these mighty Defenders, so I believe there are opportunities for the Bronco as well,” Farley said. He added that a decision is currently being made on the final placement in this part of the world, with Ford's European branch having the last word.

  "We are waiting for Ford of Europe to break whether or not the Bronco will," said the first man of Ford. If the Bronco arrives on these shores, it will most likely remain available in continental Europe, with no placement in the UK.

  In that case, Ford’s SUV would be pitted against Jeep’s Wrangler, Land Rover Defender, and several other members of this small segment.

  If Ford of Europe says "yes" to the arrival of the Bronze on the Old Continent, then this model could most likely appear in 2023, because due to the current crisis with microchips, it is unrealistic to expect this four-wheeler in our region earlier.

   

• Ford Equator Sport

  Ford will soon officially offer the new Equator Sport in China, a shorter version of the existing Equator SUV model.

  Unlike the Equator with three rows of seats, the new Equator Sport has room for five passengers, and in terms of dimensions Ford Equator Sport is 4630 mm long (- 275 mm compared to Equator), 1935 mm wide (+ 5 mm), high 1706 mm (- 49 mm) and has a wheelbase of 2726 mm (- 139 mm).

  The weight ranges from 1600 to 1630 kg, and customers will be able to get wheels of 18, 19 or 20 inches.

  The 1.5-liter EcoBoost turbo petrol engine with 170HP and 260 Nm, with an 8-speed automatic transmission and front-wheel drive, was chosen for the drive.

• Ford Escort Cosworth from the Wheeler Dealer series is for sale

  Although it follows the history of a relatively "simple" car driven mostly by those who have not been able to afford anything better, the Escort model is actually a great Ford legend. It has been produced for more than three decades around the world and in that period it found over 20 million customers, and today it can be found in sales in China. As we mentioned, the Escort didn’t often bring some technical revolution, but it certainly had plenty of high-performance versions.

  Perhaps the most famous of them is the one tuned by the famous British house Cosworth, and produced from 1992 to 1996.

  In that period, only 7,145 copies were sold, which was enough for the Escort homologies for the World Rally Championship (VRC). The detail that attracts the most attention is certainly the mechanics, so Cosworth developed a special 2.0-liter engine with 224 horsepower, which allowed acceleration from standstill to 100 km / h in just 5.7 seconds, with a top speed of 237 km / h. h.

  

  Power is normally transmitted to all four wheels via a five-speed manual transmission. An interesting detail is that Ford actually developed this car around the chassis and mechanics of the larger Sierra model, and then somehow "stuck" the Escort shell on it, which acts as a smaller, compact four-wheeler.

  Now that we know all this, we will mention that there is an extremely rare Cosworth in the ad, and for several reasons. First of all, when it was new, this athlete is sold only in Europe, but since certain specimens are now older than 25, its import is also allowed in America.

  The copy from our story is one of only 25 units that Sun International introduced "across the pond", and only twelve of them are currently registered. Then it fell into the hands of the leading popular series Wheeler Dealer, Mike Brewer in the first episodes of fourteen seasons, at a price of 30,000 US dollars. Mechanic Ent Ensted released another 7,665 smallest greenbacks and spent them to refresh the turbo and replace the clutch, brakes and a few visual details, and Frank Stevenson also called for help.

  This legendary designer was actually responsible for the design detail that made the Cosworth brand famous, and of course it is the last connector. He modified and processed modern technology to provide even greater stability in corners, and the car was then sold to the original owner for 50 thousand US dollars.

  We will mention that Stevenson, in addition to Escort, also worked in the team that designed the BMW X5, Mini Cooper, Maserati MC12, Ferrari F430, McLaren MP4-12C and 720S.

  The car is still in America and the federal state of Washington, and it is sold by the company Northwestern Europe, which mainly deals with rare four-wheelers from the continent of Stari. The watch has a figure of 51,000 miles (82,077 kilometers), and the modifications made by Wheeler Dealer were supposed to raise the power to about 280 "heads". This particular model also provides Recaro sunroof and leather seats.

  Northwest Europe did not want to announce the price, but believes that the potential buyer should send their offer, and then it will be said to be acceptable.

• Ford Evos (for China)

  Ford already stopped production of the American Fusion last year, while at the end of March 2022, the production of its European brother Mondeo will stop.

  The company announced earlier that it would stop producing the current Mondeo (limousine and caravan) at a factory in Valencia, Spain, next year, due to growing changes in customer preferences. In other words, due to the growing popularity of SUV / crossover models and the decline in interest in classic sedans.

  On the other hand, this Ford Evos, a serial version of the eponymous concept, has already been introduced in China as a replacement.

  It is a cross-liftback model 4920 mm long, 1920 mm wide, 1600 mm high and with a wheelbase of 2945 mm, while the wheels are 19 and 20 inches.

  The equipment also includes a panoramic roof, automatic braking system, lane maintenance, Ford BlueCruise autopilot, 12.3-inch digital instrument panel, as well as a large screen Sync + 2.0 multimedia system.

  Under the hood is a 2.0 EcoBoost turbo petrol with 238hp and 376 Nm (acceleration to 100 km / h takes 6.6 seconds), with an eight-speed automatic transmission and front-wheel drive.

  Changan Ford is in charge of production in China, and the start of sales is announced for the fourth quarter of this year.

  The question remains whether Evos will be sold in other markets as well. For now, only China has been announced, but a few months ago, some sources mentioned the possibility that this novelty in Europe might be sold as a Mondeo Evos, as well as that it will have a different rear part compared to the Chinese Evos.

• Ford F-150 arrives in Europe

  Hedin US Motor AB, a branch of the Hedin Mobility Group, will import the F-150 pickup truck into Europe with the blessing of Ford Motor Company.

  "The Ford F-150 is the world's best-selling pickup truck for a reason, so we're thrilled to expand our group's import sector by bringing the American icon to Europe," said the company's founder and No. 1 man, Anders Hedin. "We look forward to offering European dealerships the F-150 family of vehicles, complete with a full service program, warranties, spare parts and accessories," added Anders Larkvist, CEO of Hedin US Motor AB.

  Sales are scheduled to begin in November 2022. Pricing information is currently unavailable, but what we do know is that other European markets will follow the lead of Germany and Sweden, where buyers are presented with three options, starting with the Coyote V8-powered Lariat. The PowerBoost hybrid Limited and EcoBoost Raptor are also on their way to the Old Continent.

  What may be a bit surprising is that there is no electric Lightning among the selections, but on the other hand it is also understandable, since Ford can hardly cope with the demand on domestic soil. The importer doesn't mention what cabin configurations are in the game, although we do know that the Raptor comes in a SuperCrew variant.

  The Lariat is available in the US in SuperCab and SuperCrew trims, while the Limited can be configured as a SuperCrew. The logical conclusion would be that Hedin ordered SuperCrew models throughout the range.

  As for pricing, the net price for the four-door Lariat with the 5.0-liter Coyote V8 engine is $54,545. The Limited powered by the PowerBoost hybrid system costs $81,465, while the Raptor costs $72,520.

• Ford Fiesta Active review

  With a strong driving experience and trendy SUV styling, the Fiesta Active has a lot to recommend it – but the standard car is cheaper

   
   
  The SUV boom shows few signs of stopping any time soon, and manufacturers have tried to cash in as much as possible. Ford not only sells ‘proper’ SUVs like the Kuga, but also jacked-up Active versions of the Fiesta, Focus and Tourneo Connect (plus, previously, the KA+ city car).

  The Ford Fiesta Active brings a slightly higher ride height than the standard Fiesta, not to mention roof rails and cladding around the wheel arches to make it look tougher. In pretty much all other respects, it’s the same as the standard Fiesta and features the same qualities.

  About the Ford Fiesta Active

  It’s another option to consider if you’re after a small SUV like the SEAT Arona, Renault Captur, Peugeot 2008 and the Citroen C3 Aircross – though it’s slightly smaller than all these models. Ford also sells two small SUVs of its own: the EcoSport and the big-selling Puma.

  Good things, though, often come in small packages, and that’s true of the Fiesta Active. Because despite having a ride height that’s 18mm taller than the Fiesta on which it’s based, the Active has had its track widened by 10mm. This translates into a planted feel on the road, fun cornering and a car that’s generally true to the Fiesta’s ethos. All in all, it’s an appealing and likeable small SUV.

  The Fiesta Active has two trim levels: the Active Edition and Active X Edition. If you’re familiar with the standard Fiesta range, Active Edition is based on Titanium and features sat nav and cruise control, but adds some extra (mostly aesthetic) trinkets. Active X, like Titanium X, has more equipment by way of keyless entry and a B&O sound system.

  

  In terms of engine choice, you’re limited to three power outputs of a 1.0-litre EcoBoost petrol engine. Versions with 123 or 153bhp come with mild-hybrid technology to reduce fuel consumption, and the former is also available with a seven-speed dual-clutch automatic alongside the standard-fit six-speed manual. On Active Edition models, you can also choose a non-hybrid 99bhp version of the engine.

  Both the Ford Fiesta and SUVs are incredibly popular, so combining the two to make the Ford Fiesta Active must have seemed like a no-brainer for Ford. The company expects 15 per cent of the Fiestas it sells to be the Active variant, after all. But while some may have feared a taller Fiesta would lose the handling finesse Ford’s evergreen supermini has long been known for, in truth, the Fiesta Active is similarly enjoyable to drive. 

  It is, to be fair, more expensive than a standard Fiesta, but the Active gets a plusher entry-level trim, so this isn’t felt quite as keenly as it might be. There’s room for five adults (at a push) inside, while the Fiesta Active gets the same well-designed cabin and up-to-date eight-inch Sync 3 infotainment system as the standard Fiesta. As a bridge between supermini and full-on small SUV, with the impressive qualities of the Ford Fiesta thrown-in, it makes a lot of sense.

  

  Engines, performance and drive

   Agile, competent and above all fun, the Fiesta Active is a welcome addition the growing band of supermini-based SUVs

  The battle car companies face when designing SUVs is that if they make a taller car, they tend to raise its centre of gravity. This, in turn, will lead to more body roll when cornering, which is an enemy of a fun driving experience – something that wouldn’t bode well with the Fiesta’s reputation.  

  Ford must have been well aware of this when designing the Active, so while the car has rugged plastic wheel arches, roof rails and more sturdy-looking bumpers, it actually rides just 18mm taller than the Fiesta hatch. To further minimise the impact an SUV stance might otherwise have and to compensate for the slightly taller frame, the Active’s track has been widened by 10mm.

  These design elements are worth knowing, because they mean that if you’ve driven the standard Fiesta, the Active doesn’t deviate too much from that car’s impressive handling characteristics. There is a fraction more body lean when cornering, but nowhere near enough to dent the Active’s overall handling prowess. It also has an almost identical – albeit marginally higher – driving position to the Fiesta, plus the same snickety gearbox and sharp steering. 

  All models come with what Ford terms “rough road suspension” and a driving mode selector with Eco, Normal and Slippery settings. It’s unlikely the Fiesta Active will get you hugely far off the beaten track, but the slightly raised stance should make taking it into a field, for example, less nerve-racking than it would be in a conventional supermini. The car’s underside will also be that little bit further out of harm’s way when negotiating urban obstacles like speed humps and kerbs. 

  

  Engines, 0-60 acceleration and top speed

  Ford only offers the Active with a 1.0-litre three-cylinder turbocharged petrol engine, although a 1.5-litre diesel was available early in the car’s life. The petrol currently comes in 99, 123 and 153bhp formats.

  Choose one of the EcoBoost petrols and you’ll be getting an eager powerplant. The slightly gruff nature intrinsic to three-cylinder engines gives the EcoBoost a pleasing amount of character when accelerating, but once on a cruise it’s a hushed companion, and an all-round solid performer. Note the least powerful petrol isn’t available with the better-equipped trim.

  Performance, naturally, varies depending on which EcoBoost configuration you choose. The 99bhp version takes 10.8 seconds to go from 0-62mph, the 123bhp version shrinks this to around 9.5 seconds, while the 153bhp engine does the same in 8.9 seconds. We’d argue the 123bhp unit is the one to go for though: it’s swift enough for most needs, and you can have fun wringing out its power, while staying on the right side of the law. A sweet-changing six-speed manual gearbox is standard across the range, with a six-speed auto offered as an option, but only with the 123bhp petrol engine.

  MPG, CO2 and Running Costs

   The Fiesta Active is slightly less economical than its hatchback sibling, but it should still be a cheap car to run

  Remember those compromises we mentioned earlier about SUVs being less agile than more established body styles? The same theory applies to economy. Add size and you reduce efficiency – partly due to extra weight, and partly due to a taller car being less aerodynamic. 

   

  Fortunately, because the Fiesta Active is only slightly larger than the Fiesta, and only weighs an extra 100kg or so, its efficiency losses are pretty minimal.

  Specify your Active with the 1.0-litre petrol engine and official economy sticks around the mid-50s, with the 123 and 153bhp mild-hybrid engines returning 56-57mpg, and the 99bhp version managing 53.3mpg.

   

  The Active stands up pretty well to the competition where economy is concerned, too. The SEAT Arona officially manages 52.3mpg with the base 94bhp petrol engine, but the 148bhp engine with an automatic gearbox offers an MPG figure in the mid-40s.

  As far as road tax is concerned, you’ll pay £145 for the mild-hybrid engines and £155 for the 99bhp petrol engine once the car’s a year old. The first year’s tax is wrapped up in the cost of the car.

  Insurance

  Insurance for your Ford Fiesta Active should be cheap enough. The Active starts in group 10 out of 50, while the 123bhp engine sits in group 15 and you’re looking at group 17 for the 153bhp unit - regardless of the trim level you choose. Cover shouldn’t be expensive, either way, and should be slightly cheaper than it would be with the SEAT Arona, which sits in groups 8 to 18. 

  If cheap insurance is the goal, though, bear in mind choosing a Fiesta hatchback instead of the Active will get you more affordable cover: the Fiesta Trend sits in group 4 – though only if you specify it with the unenthusiastic 74bhp petrol engine.

  

  Depreciation

  Our experts predict the Fiesta Active will retain an average of 42.56 per cent of its value after three years and 36,000 miles, which is roughly the same as the standard, Fiesta. Our choice, the B&O Play model with the 99bhp EcoBoost engine, should hold onto 36.5 per cent of its value, while the 118bhp and 138bhp petrols will be more resistant to depreciation - though they’ll cost you more to buy in the first place.

  Interior, design and technology

   The Fiesta Active features the same interior design as the Fiesta hatch, so it’s up to date and ergonomically sound

  When the new Fiesta launched in 2017, its new interior put criticism of the outgoing model’s button-heavy cabin to rest – so it’s no surprise Ford has stuck with the same layout for the Active model. 

  The driving position, naturally, is ever so slightly higher than it is in the standard Fiesta, but your feet and arms adopt an almost identical position, and you’d be hard pushed to tell much of a difference between the two cars from behind the wheel. This is a good thing, though, as it means the gearlever is where you instinctively reach for it and feels satisfyingly chunky, the steering wheel sits comfortably in your hands, and the pedal box can accommodate even larger feet.

  Interior quality is decent enough. The Volkswagen Polo feels plusher, sure, but in general the Fiesta Active acquits itself well. Unique upholstery patterns help it stand out from the crowd. As is common in the supermini class, lower down in the dashboard there are scratchy plastics, but higher up things are more pleasant, and softer to the touch.

  

  The range starts with the Fiesta Active Edition. This includes a leather steering wheel, keyless start, sat nav, Apple CarPlay and Android Auto, cruise control, rear parking sensors and a range of online features through the FordPass Connect modem. For most buyers, we’d say this is the trim level to pick as it offers a generous level of standard equipment.

  Top-spec Active X Edition cars add power-fold mirrors, part-leather seats, an upgraded climate control system, auto high-beam assist and a B&O sound system. Active X is a further £2,500 or so over the Active Edition though.

  Individual options include an opening panoramic sunroof for £995 (note that this means you lose the roof rails), full LED headlights for £700, pop-out door-edge protectors for £100 (worth having) and a £300 winter package.

  Sat-nav, stereo and infotainment

  Ford’s Sync 3 infotainment system may not be the best in the business but it still has a lot to recommend it. It features physical shortcut buttons at its left and right edges to easily bring up the radio volume, for example, while the central screen hosts large, easy-to-prod icons, and there are physical play/pause and skip buttons at the screen’s base. 

  Apple CarPlay and Android Auto are included in the Sync 3 system, as is a physical knob for the volume and power – no prodding at a screen for these functions. Helpfully, there’s also a button that turns the screen off without shutting the entire system down – useful if you’re travelling at night and want to avoid screen glare while you listen to the radio.

  Practicality, comfort and boot space

   

  The Fiesta Active is a pretty practical supermini-cum-SUV, but don’t go thinking it’s a commodious car

  The latest Ford Fiesta has a more spacious cabin than its predecessor, and the Active continues to make the most of these gains. Although five adults will be a squash, this is true of most cars of a similar size, which tend not to be bought by drivers who regularly carry a full complement of passengers. 

  Legroom, headroom and passenger space

  As with similarly-sized cars, those in the rear of the Fiesta Active will be forced to adopt a relatively upright seating position, and front-seat occupants will have to be considerate of how far they have their seats forward if adults are behind them.

  While the Fiesta Active makes a strong fist of the space its small dimensions provide, and young families should do well with it, if you want to maximise the amount of interior space your small car offers, look into the Honda Jazz– it’s the epitome of clever packaging.  

  Boot 

  At 311 litres with the rear seats up, boot space in the Fiesta Active is identical to the Fiesta hatch. Drop the seats in the Active and luggage space grows to 1,093 litres. These figures are reasonable, if nothing to write home about. The SEAT Arona, for comparison, offers 400 litres of luggage space with the rear seats up, while the Citroen C3 Aircross has 520 litres if you slide its rear seats forward. 

  Towing

  Ford will fit the Fiesta Active with a tow bar for £225 – though not in conjunction with the optional panoramic sunroof. So equipped, the Active will tow up to 1,000kg, and will do so most comfortably if you choose the 118bhp 1.5-litre diesel engine.

  Reliability and Safety

   Ford offers a decent range of safety equipment with the Fiesta Active, though its warranty is only average

  

  The Ford Fiesta was awarded the full five stars for safety by Euro NCAP, and this should apply to the Active variant. Adult occupant protection was rated at 87 per cent, child protection was similarly strong at 84 per cent, and safety assist was given 60 per cent.

   

  Go for the Active X Edition model and you’ll get traffic sign recognition (helpful for sticking to the speed limit), auto-dipping headlights and fatigue detection. A £350 ‘Exclusive Pack’ adds this tech to the Active Edition, plus adaptive cruise control.

  The Driver Assistance pack, meanwhile, bundles adaptive cruise control, autonomous emergency braking (which operates at speeds up to 50mph), blind-spot detection, auto park assist and a reversing camera. It’s not cheap, costing £600 or £900 depending on trim level, but this kit is worth having. 

  It seems a lot of Fiesta owners aren’t particularly enamoured with their cars, according to our 2021 Driver Power owner satisfaction survey. Rated 68th in our list of the top 75 cars on sale, the Fiesta didn’t score that highly in any one area. The best score was for low running costs, but neither the engine or the Ford’s reliability impressed.

  The results aren’t any better for the wider Ford brand, which flopped to a 25th-place finish out of 29 manufacturers.

  Warranty 

  Ford’s three-year, 60,000-mile warranty is average for the industry, A number of other manufacturers, including Toyota, Kia and Hyundai, offer longer, more generous policies.

  Servicing

  Ford’s fixed-price service plans come in a number of flavours. A basic two-year plan covering one service is £260, and high-mileage drivers can opt for a two-year/two-service policy for £500. A three-year/two service policy is £530.

  (https://www.autoexpress.co.uk/ford/fiesta/active-suv)

• Ford Fiesta ST hatchback review

  "Fast and fun yet practical and economical, the latest Ford Fiesta ST is as great a hot hatch as ever"
  
  If you’re in the market for a small hot hatchback you’d be forgiven for being a little overwhelmed. A worthy shortlist of talented candidates includes the Peugeot 208 GTi, Suzuki Swift Sport, Volkswagen Polo GTI and MINI Cooper S – but the Ford Fiesta ST, for many the traditional class leader, was notable by its absence after the previous-generation model went out of production in 2017. Thankfully, May of 2018 saw the return of an all-new version.

  Ford has pulled out all the stops to make sure the latest Fiesta ST can reclaim its crown. There’s a new 1.5-litre, three-cylinder turbocharged engine that produces 197bhp, giving the ST a 0-62mph time of 6.5 seconds – thanks in part to an overboost feature. Despite this performance, economy is respectable; the car’s engine can shut down one of its three cylinders at lower engine speeds to save fuel while you're cruising, helping it return over 40mpg.

  

  During more spirited driving, the short-shift six-speed manual gearbox can be ‘flatshifted’, meaning you don’t have to take your foot off the throttle when changing gear. Launch control is also included if you specify the optional Performance Pack, along with a limited-slip differential to improve traction and gear shift lights.

  Hot hatchbacks aren’t all about straight-line speed though, and the Fiesta ST really comes alive when tackling a twisty road. Fast, accurate, communicative steering and an impressive suspension setup with clever dampers mean the ST feels poised and lively through corners, with plenty of grip. The optional limited-slip differential and standard torque-vectoring make it easy to put power down out of corners, while the car’s electronic stability control system can be backed off gradually via selectable driving modes if you don't want them to intervene prematurely on a race track.

  A Performance Edition version is also offered, adding lightweight alloy wheels and coilover suspension that can be adjusted by the owner. It comes in a bright orange paint and costs around £2,500 extra. For most owners, the standard ST is better value but the Performance Edition is the ultimate version of the car from a handling perspective.

  The good news is that all of this potential for fun has not come at the expense of day-to-day usability. The Fiesta ST loses none of the standard car’s space and practicality, with the same interior layout and identical boot space. Unlike some rivals, both three and five-door versions are available too. The ST also benefits from the same five-star Euro NCAP safety rating as the standard Fiesta. Provided you can afford the higher running costs, there’s no reason why the Fiesta ST couldn’t serve perfectly well as everyday transport.

  

  The Fiesta ST doesn’t give much cause for complaint, but those who value pliant suspension and relaxed cruising may find it slightly too firm, especially over rougher surfaces. While the car’s sporty suspension actually does a fine job of keeping the driver in control over undulating roads, ride quality does suffer slightly even in the most relaxed driving mode.

  If you don’t mind a harder, less relaxed edge to your motoring experience though, the Ford Fiesta ST is one of the best cars in its class. It’s more fun to drive than the Volkswagen Polo GTI, faster and more engaging than the latest Suzuki Swift Sport, and more than a match for the enthusiast-favourite Peugeot 208 GTi.

  For a more detailed look at the Ford Fiesta ST, read on for the rest of our in-depth review.

  Ford Fiesta ST hatchback - MPG, running costs & CO2

  Clever engine technology means the Ford Fiesta ST’s running costs are relatively sensible

  

  Gone are the days when choosing a performance model means taking a massive hit when it comes to running costs. Today’s hot hatches are designed to balance performance with efficiency and the Ford Fiesta ST is no exception. With an engine that can shut down one of its three cylinders when not required (the first time this technology has appeared on a production three-cylinder engine), the ST can return decent fuel economy and emissions figures despite its considerable performance. The 2.0-litre VW Polo GTI is almost as efficient though, presumably because its larger engine isn’t working as hard.

  The Ford Fiesta ST’s 1.5-litre turbocharged three-cylinder petrol engine is powerful, but thanks to some clever technology it manages to be relatively frugal. Between 1,200 and 4,500rpm, or at less than half throttle, the ST’s engine can shut down one of its three cylinders to improve economy by up to 6%, according to Ford. In our experience, the switch between three and two-cylinder drive (and back again) is almost imperceivable.

  Ford quotes an average fuel economy figure of 40.4mpg and CO2 emissions of 158g/km. Road tax will cost £150 per year. Company-car users will have to contend with a high Benefit-in-Kind rate. During our time with the car, we averaged just over 38mpg across several hundred miles of motorway and town driving.

  It’s worth remembering that although the ST is derived from humble stock, its consumable parts will cost more to replace. Its larger brakes and sticky Michelin Pilot Sport tyres will be more expensive to replace when compared to other Fiesta models.

  Insurance group
  The ST is the most expensive Fiesta variant to insure, sitting in group 28 out of 50, or group 30 if you buy the Performance Edition.

  Warranty
  As with all Fords, the Fiesta ST comes with a three-year/60,000-mile warranty as standard. This can be extended to a four-year/80,000-mile or a five-year/100,000-mile plan at a price, though it is not yet clear if prices will command a premium over the standard car. As it stands, an extension to four years is quoted as £190 for the standard Fiesta, or £350 for a five-year plan. Roadside assistance is also included for one year.

  Servicing
  Customers can choose a Ford Protect Service Plan – a one-off payment plan that covers scheduled servicing, replacement vehicle hire and more. Higher-mileage drivers can opt for Ford Protect Service Plan Plus, which adds additional covered replacement parts, like shock absorbers, exhaust silencers and brake pads.

  Ford Fiesta ST hatchback - Engines, drive & performance

  The Ford Fiesta ST lives up to its reputation; it’s both fast and great fun to drive

  Fans of the previous Ford Ford Fiesta ST won’t be disappointed with the latest model, despite its numerous mechanical changes; this is a hot hatch that does everything right. Its smaller engine lacks the character of the four-cylinder found in its predecessor, but there’s still more than enough low-down punch, an eagerness to rev and a suitably sporty exhaust note. Some rivals offer a more traditional four-cylinder engine, but those looking for great performance will not be left wanting by the Ford’s three-cylinder – which itself is lighter and therefore helps towards a better-handling machine.

  Add the optional Performance Pack (costing around £900) and you’ll benefit from a limited-slip differential (LSD) made by specialist company Quaife; this helps the ST put its power down more convincingly, especially when exiting corners, limiting excessive wheelspin. Launch control also comes as part of the pack, making fast getaways a breeze, along with shift lights to let you know when best to change gear.

  Add the optional Performance Pack (costing around £900) and you’ll benefit from a limited-slip differential made by specialist company Quaife; this helps the ST put its power down more convincingly, especially when exiting corners, limiting excessive wheelspin. Launch control also comes as part of the pack, making fast getaways a breeze, along with shift lights to let you know when best to change gear.

  Ford Fiesta ST petrol engine
  The Ford Fiesta ST is powered by a 1.5-litre EcoBoost petrol engine with three cylinders, one turbocharger and plenty of power - 197bhp, plus extra low-down power when the standard overboost feature kicks in. The 0-62mph sprint takes 6.5 seconds and the car’s top speed is 144mph. The engine feels strong, producing a suitably rorty exhaust note that’s helped along by Ford’s Electronic Sound Enhancement, which uses the car’s stereo to further improve the sound. Select Sport or Track modes and the car’s exhaust will pop and crackle when you lift off the accelerator.

  The only real drawback of the car’s switchable modes is the location of the switchgear, which is located low down by the gearstick. This can make cycling through the various modes a bit fiddly on the move but it does become easier with practice.

  The previous Fiesta ST was more keen to rev to its redline, whereas the new model’s three-cylinder doesn’t feel like it needs to be revved past 5,500rpm – something that owners of the old car might miss. However, keen drivers will enjoy the ST’s delightful short-shift six-speed gearbox, which comes complete with a 'flat-shift' feature. Simply keep your right foot flat to the floor on the accelerator pedal and change gear using the clutch as usual; the car will automatically hold the engine on a limiter between gearchanges. However in our experience the result doesn’t feel too kind to the clutch, so we doubt most owners will use it in practice.

   Ford Fiesta ST hatchback - Interior & comfort

  The Ford Fiesta’s interior gets a sporty makeover, but outright comfort is not a priority

  Those familiar with the standard Ford Fiesta will recognise most of the ST’s interior; it’s more or less business as usual, save for a few sporty touches. Chief among these are a set of very supportive Recaro sports seats (with an even more adjustable version as an option), which do a great job of holding you in place during fast cornering. The driving position is excellent, which is more than can be said of some of the Fiesta ST’s closest rivals, which often sit the driver too high up.

  The Fiesta ST is more refined than ever before, but don’t expect this hot hatch to be the last word in comfort and relaxed cruising. The car’s sporty setup means that it rides fairly firmly; this can get uncomfortable over particularly rough tarmac at higher speeds, but generally the ST feels poised and controlled rather than pliant and cosseting. The car feels slightly fidgety on some roads, but that edge is exactly what many driving enthusiasts may miss from some of the ST’s rivals.

  

  Ford Fiesta dashboard
  The ST’s dashboard is carried over wholesale from the standard Ford Fiesta, albeit with a few small changes. Carbon fibre style trim, a flat-bottomed ST-badged steering wheel and a metallic-finished gearlever all feature, while optional shift lights sit in the dial cluster.

  Ford Fiesta ST hatchback infotainment display20
  Build quality is good and materials are generally of a decent quality but neither are a match for the VW Polo GTI. It's a big improvement on the older model, though, with much more impressive tech. Most of the changes for the Fiesta ST Edition are mechanical but it does get unique blue stitching inside, along with some carbon-fibre-effect trim. There's also a new steering wheel with a shortcut button for the Sport driving mode.

  Equipment
  There are two trim levels to choose from: ST-2 and ST-3. There's a comprehensive list of standard equipment, including ST-specific styling inside and out, sports suspension, Ford’s SYNC 3 infotainment system with DAB radio, Apple CarPlay and Android Auto functionality, cruise control and Ford’s ‘NCAP Pack’, which includes lane-keep assist and a speed limiter.

  The ST-2 trim also includes climate control, heated seats, blue seatbelts, a B&O Play stereo and a larger eight-inch infotainment screen are all added. Top-spec ST-3 versions get the largest 18-inch alloys, red brake calipers, sat nav, automatic wipers, an auto-dimming rear view mirror and a suite of driver assistance systems that includes traffic sign recognition, automatic high-beam headlights and driver alert.

  Options
  There are a few good-value options available for the Fiesta ST. Enthusiastic drivers would do well to choose the aforementioned Performance Pack for its limited-slip differential, launch control and shift lights for around £900; LED headlights and a Driver Assistance Pack are also good additions for £500 and £550 respectively. A panoramic sunroof costs £700.

  Technology
  Save for its ST-specific drive-mode selection functionality, the SYNC 3 infotainment system featuring in the sportiest Fiesta is as good as ever. The system’s screen positioning may look like a bit of an afterthought but it’s great to use; pinch-and-swipe gestures are recognised and the system’s wide range of functions means there are far fewer buttons than were found inside the previous Fiesta ST.

  Ford Fiesta ST hatchback - Practicality & boot space

  The Ford Fiesta ST’s extra performance hasn’t dented its practical supermini credentials

  Put simply, the Fiesta ST is no less practical than the more ‘sensible’ Fiesta models. There’s ample space in both three and five-door models, meaning it’s as family friendly as a car of this type can be – the rear doors on five-door versions open particularly wide too. Boot space is similarly unaffected.

  Ford Fiesta ST interior space and storage
  Occupants of the front seats get the best deal in the Ford Fiesta ST, as its excellent Recaro sports seats are supportive, adjustable and comfortable. Legroom in the rear is much the same as standard versions, meaning there’s about as much space as you’d find in the back of a Polo GTI. Headroom is still an issue as in other Fiestas; taller passengers are best carried up front.

  Ford Fiesta ST hatchback boot20
  The same array of cubbies features on the ST as on the standard Fiesta; there’s a glovebox that’s 20% bigger than in the old model, while a one-litre storage bin can be found in the centre console. Each door pocket can carry a 500ml water bottle with ease.

  Boot space
  The Fiesta ST is exactly the same as other models in the range when it comes to the boot, and that’s no bad thing. There’s a wide tailgate that opens to reveal a 292-litre boot; fold the rear seats and this expands to 1,093 litres. As with other Fiestas, an optional variable boot floor will help you make the most of this extended space or to store smaller items separately.

  Ford Fiesta ST hatchback - Reliability & safety

  The Ford Fiesta ST is just as safe as the standard car, though reliability is still relatively unknown

   

  Thanks to its fairly recent arrival on the market, there’s precious little ownership data available for the new Ford Fiesta, never mind the sporty ST model. Its impressive safety credentials have been verified, however, with a five-star rating from Euro NCAP.

  Ford Fiesta ST reliability
  As stated above, the new Fiesta is still a recently launched model, so judging its long-term reliability isn't really possible. However, the standard Fiesta did enter our 2020 Driver Power survey in 71st place, low down in the rankings of the top 75 UK models with 17.3% of owners reporting one or more faults in the first year. It's a worrying result for Ford, suggesting the quality issues of previous years have not yet been fully resolved.

  Ford finished in 24th place from 30 car makers in our 2020 brand survey, with owners complaining of poor exterior build quality and that boot capacity could be more generous. It wasn’t all bad news though, with owners praising the ride quality and handling of their cars. Overall, 15.6% of owners reported a fault in the first year of ownership.

  The previous generation ST sold well and did not suffer from any particularly serious ailments; hopefully the latest car will continue in the same vein.

  Safety
  The Ford Fiesta ST benefits from the standard Fiesta’s five-star Euro NCAP rating. This was broken down into adult and child occupant protection ratings of 87% and 84% respectively, while a rating of 64% was given for pedestrian protection. The Fiesta’s 60% driver assistance rating is only average, but there are a number of systems that come as standard on certain ST models that don’t feature further down the Fiesta range, including lane-keep assist, traffic sign recognition and driver alert. Optional LED headlights and a blind-spot monitoring system are options worth adding to make your Fiesta ST as safe as possible.

  Source: carbuyer.co.uk

• FORD FOCUS ST REVIEW
   
   

  Agile hot hatch combines performance and practicality 

    PROS

  • Entertaining to drive
  • Spacious rear seats
  • Plenty of standard equipment

   CONS

  • Rivals are faster...
  • ...and cheaper
  • Interior quality a disappointment

  Is the Ford Focus ST any good?

  If you’re talking hot hatches, you’ll probably soon start discussing products with a blue oval on their nose. That’s because the Ford Focus ST is the latest in a long line of pumped-up hatches from the brand and one of the most potent. Opt for the 2.3-litre turbocharged petrol engine and you get 280hp and a 0-62mph time of less than 6.0 seconds.

  It’s not quite as fast as some rivals, but it’s certainly more practical with oodles of rear seat space, a perfectly usable boot and five doors. If you want even more practicality there’s a versatile estate version and even a diesel for those with an eye on fuel economy.

  The regular line-up was joined by an even more focused Edition version late in 2021. This runout model ahead of a major facelift in 2022 gains lighter alloy wheels, uprated suspension and a distinctive shade of blue paint to differentiate it from lesser versions.

  The ST doesn’t have an easy time of things, though. It faces stiff competition from the Renaultsport Megane, Volkswagen Golf GTI, BMW 128ti and our current favourite, the Toyota GR Yaris.

  

  What’s it like inside?

  The scene is set by a pair of part-leather clad Recaro sports seats with six-way power adjustment and a heated ST-specific steering wheel wrapped in perforated leather. The seats hold you tightly in place around corners yet provide good comfort as well, while the heating elements are almost too effective on their hottest setting.

  A part-metal gearlever, some contrast stitching and ST branded floormats finish off the sporty makeover and there’s plenty of equipment including dual-zone climate control and a B&O stereo. Infotainment is taken care of by the same touchscreen infotainment system that proves easy to navigate if a bit basic-looking.

   

  A digital driver’s display is standard, but isn’t as customisable as the screen in a Golf GTI although the addition of a head up display is a nice touch. It’s easy to read and projects your speed and other information clearly into your line of sight.

  The rest of the interior is familiar Focus, with quality proving passable but by no means opulent and plenty of space for passengers. Those in the back get more leg room than in a Golf GTI and certainly a GR Yaris, and the boot isn’t bad, either. If you want more information about the interior, infotainment and practicality, take a look at our main Ford Focus review.

  

  What’s it like to drive?

  Two engines are on offer, a 2.3-litre petrol with 280hp and a 2.0-litre diesel with a far tamer 190hp. The former sprints from 0-62mpg in 5.7 seconds with a six-speed manual or 6.0 seconds dead with the optional seven-speed automatic gearbox. The latter takes a yawning 7.6 seconds and is only available with the manual.

  We’d recommend sticking to the six-speed manual as the automatic isn’t as sharp as those found in the Golf GTI and Cupra Leon. Besides, the manual ‘box is enjoyable to use and helps you get the most out of the potent petrol engine. Sure, you can leave the engine in a high gear and feel it pull happily from less than 1500rpm, but it does its best work over 3000rpm. 

  Yes, there are rivals that feel faster still, but it’s unlikely you’ll feel short changed by the way it pushes you into your seat. The noise is a bit disappointing, even with the sports exhausts popping and banging in the sportier modes.

  The diesel is certainly the more economical option and has plenty of shove from low revs, but it doesn’t really feel all that fast and doesn’t allow you to make the most of the car’s agile handling. This option is due to be dropped with the introduction of the updated 2022 Focus.

  The ST is great fun to drive, combining taut body control, sharp steering response and plenty of grip – all while maintaining a comfortable ride quality. The 2.3-litre petrol gets a limited slip differential as standard which boosts traction especially when exiting corners. It helps really pin the nose to the road so you can make the most of the power. It does mean the steering wheel writhes in your hands a little when you accelerate, but it’s easily controlled.

  

  You don’t have to drive very far in the ST before you find yourself building a rhythm down your favourite road, as a result. Think of the ST as more of a Volkswagen Golf Clubsport rival, rather than a Golf GTI– a performance hatchback that’s a little more focused on agility and grip than everyday comfort. It’s certainly more playful than both, tucking its nose into bends more keenly and proving happier to slide its tail if you like that sort of thing. A Megane RS is even more of a hooligan, though.

  Performance Pack models add adaptive suspension that gets stiffer as you move from Normal to Sport then Track drive mode, giving even more breadth to the ST’s abilities. It’s certainly comfier in Normal mode although Track is too firm for the road. We also appreciated the rev matching function which makes for smoother shifts when selecting a lower gear.

  There’s also a Focus ST Edition which you can tell by its unique black lightweight alloy wheels and distinctive light blue paint with a black roof. You also get motorsport-style coilover suspension that’s lower and stiffer. You can adjust it if you’ve got a set of spanners, but the standard settings provide a great compromise.

  It’s certainly firmer than a normal ST, yet the uprated suspension controls body movements exceptionally well even on truly awful roads. It also makes the ST feel even more agile and entertaining and the expense of a little everyday comfort. If you’re a keen driver, it’s the one to have.

  Ford Focus ST verdict 

  

  Should you buy one?

  If driving thrills are at the top of your list of priorities but you still need a thoroughly practical car, the Ford Focus ST is well worth a look. It’s far more spacious than the GR Yaris and beats even the Golf GTI and Megane RS for rear seat space.

  However, the Golf is a little classier inside, the Megane even more exciting to drive and the Yaris the ultimate hot hatch if space isn’t a concern.

  What we like

  The Focus’ agile handling and crisp manual gearbox make it a joy to drive, while the suspension is soft enough for day to day use if you avoid Edition models. Plentiful rear seat space and plenty of standard equipment also appeal.

  What we don't like

  All versions are rather pricey and the interior feels a bit low-rent especially compared to premium-badged rivals like the BMW 128ti.
  
  (https://www.parkers.co.uk/ford/focus/st/review/)

• Ford GT soon with a new engine?

  Ford GT is a very common topic on worldcarblog.com. As one of the biggest icons of the automotive industry, almost every news about this athlete is often accompanied by a mountain of comments, and the public interest is those examples from the 1960s that dominated the racetracks.

  But it should not be forgotten that the GT also exists in a modern edition. It all started in 2003 when it debuted on the centenary of Ford, and the second generation has been on sale since 2016. The company intends to end production after next year and in this second generation 1,350 copies will find a new owner.

  Although the GT is highly valued and respected around the world, there are those who believe that its six-cylinder engine does not fit such a vehicle. We doubt that anyone will have any objections to the power, since the 3.5-liter gasoline engine develops as much as 660 "horsepower" and enables acceleration from zero to 100 km / h in three seconds with a maximum speed of 346 km / h. Ford has invested large sums of money in its EcoBoost technology, so what better way to show their power than a supercar that will "iron" the competition from Italy, Germany and the rest of the world.

  But as colleagues from the Autoblog site write, maybe the American giant is preparing something big for the end or it is already working hard on the third generation GT. Namely, in the federal state of Michigan, a prototype was caught that does not sound like it has "only" six cylinders under the hood. It didn’t take long before speculation started, and Americans as Americans hastily concluded that the company was preparing some special offer with a V8 engine.

  At least Ford has plenty of them, from the standard 5.0-liter Mustang atmosphere, to the more powerful 5.2-liter with 760 horsepower in the Shelby GT500 configuration, to the all-powerful 7.3-liter sold as a separate item. and proved extremely popular in hot rod culture. The tested prototype also has a significantly larger spoiler, so there is no doubt that it will provide even better performance.

  At the end of the day, imagination is one thing, but reality is quite another. The fact is, as we mentioned, that Ford has invested large sums of money and time in EcoBoost technology and will certainly not give it up so easily. At the same time, the GT was developed from day one with a 3.5-liter petrol, so any larger engine would only damage the vehicle’s balance and require major changes in terms of suspension, brakes, mass distribution and more. So at the end of the day, we will probably see some special edition of this athlete, but again, expect six cylinders under the hood.

• Ford is building a new electric car on Volkswagen's platforms

  Ford has announced that it will build a new electric car in Europe using Volkswagen's mechanical frame - a platform for battery-powered vehicles, and that it will spend $ 1 billion on rebuilding a factory in Germany to produce zero-emission cars.

  Ford of Europe President Stuart Rowley told reporters that the factory in Cologne will build one model of electric passenger vehicle, which would enter the market in the middle of 2023, and it is possible that another model will be produced there.

  He said it was part of Ford’s efforts to offer fully electric or gas-electric versions of all passenger vehicles in Europe by 2024, and all will be fully electric by 2030. The company predicts that by 2030, two-thirds of its commercial vehicle sales will be vehicles in Europe be electric or hybrid.

  The agreement with Volkswagen, which allows the use of the mechanical framework of that German electric car company, known by the German abbreviation MEB (modular electric tool set), allows Ford to take advantage of Volkswagen's huge investments in electric cars, while the entire industry is shifting to zero-emission vehicles. pollution.

  The Volkswagen platform uses standard mechanical bases such as the battery, wheels and axles, which can be adapted to produce different vehicle models.

  Carmakers in Europe must sell more electric vehicles to meet new, lower emission limits for carbon dioxide, the main gas that causes global warming. If manufacturers do not keep the average emissions of their entire fleet below the limit, they will pay large fines. Rowley said Ford can avoid fines.

  The company said that commercial vehicles are the key to growth and profitability in Europe, with new products and services through an alliance with Volkswagen and a joint venture between Ford and Otosan in Turkey.

  The announced investment, which will be made by 2025, is among Ford's most significant for more than a generation and "underscores our commitment to Europe and the modern future," Rowley said.

  Ford said that the investment in the factory in Cologne, with more than 4,000 workers, is starting after Ford's European operations returned to profit in the fourth quarter of 2020.

  That investment is part of Ford’s goal to spend at least $ 22 billion on electric vehicles from 2016 to 2025.

• Ford Kuga SUV review

  “The latest Ford Kuga is great to drive, good value and practical, so it should prove to be a very popular family SUV”

  The Ford Kuga is a family SUV that’s an alternative to models such as the Volkswagen Tiguan, Skoda Karoq and Hyundai Tucson. Ford has two other SUVs, the EcoSport and the Puma, and the Kuga is larger than both of them - and costs more to buy.

  If you’re looking for a medium-size SUV, there’s also the Toyota RAV4, the Peugeot 3008 and many more. Almost all the big car manufacturers offer a model like this, as they’re so popular. The Ford Kuga has its own appeal, though, which helps it to stand out.

  Best family SUVs

  The Kuga’s biggest strength, and the aspect that will appeal most, is the way it drives. The original Kuga was known for being the best car to drive of its type when it came out, and while this new model isn’t quite so far ahead of the competition, it’s still really enjoyable to spend time behind the wheel.

  

  There are plenty of engines to pick from; there are two 1.5-litre petrol options, three diesels, a petrol-electric hybrid and a plug-in hybrid (PHEV) model with an official economy figure of over 200mpg. This version can drive for 35 miles on electricity alone, which is how it manages that incredible figure. One of the diesel engines (the 148bhp 2.0-litre model) also features mild-hybrid assistance to boost economy, though it can’t drive on battery power alone.

  You’ll recognise the interior as Ford has carried over most of the parts from its other SUVs and hatchbacks. While it hasn’t got quite the same visual appeal as a Peugeot 3008 or Mazda CX-5, it’s logically laid out and the standard-fit eight-inch touchscreen controls a lot of the features. High-spec cars get a crisp 12.3-inch digital instrument cluster for the first time.

  There are five trim levels to choose from, with the line-up kicking off at the Zetec model. Considering its entry-level position and low price, it’s rather well-equipped with sat nav, wireless phone charging, auto headlights and keyless start, plus a lot of standard safety kit.

  Titanium adds LED lights, two-zone climate control and a premium speaker system, plus that 12.3-inch digital dial display. Then there are the sporty-looking ST-Line Edition and ST-Line X Edition pair, and the range-topping Vignale with unique styling touches and even more equipment.

  A family SUV wouldn’t be much use if it wasn’t practical, but the Kuga impresses in this respect too. The rear seats slide fore and aft so you can prioritise legroom or boot space, and there are 526 litres to fill with the seats pushed forward. That compares well to the SEAT Ateca’s 510 litres and the 472 litres offered in the Renault Kadjar.

  

  The Kuga has already gained a five-star Euro NCAP safety rating, which should be reassuring. However, Ford will hope the new Kuga improves the company’s position on our Driver Power survey; it came 24th out of 30 manufacturers in 2020.

  Ford Kuga SUV - MPG, running costs & CO2

  The Ford Kuga has economical engines and maintenance costs should be very competitive

  Ford still has faith in diesel power, despite a fall in sales. In the Kuga there are three to choose from: a 118bhp 1.5-litre, a 148bhp 2.0-litre with mild-hybrid assistance and a 187bhp version of the 2.0-litre, which goes without the mild-hybrid tech. The mild-hybrid engine returns up to 57.6mpg and is expected to be popular with higher-mileage drivers, while the smaller diesel offers up to 60.1mpg with the manual gearbox (53.3mpg with the automatic) and the 187bhp engine can manage up to 49.6mpg. It’s the only model with four-wheel drive, so that figure isn’t too bad.

  The two petrol engines both return between 42 and 43mpg, so won’t be too costly to run for low-mileage drivers. The normal hybrid model can return up to 51.4mpg. Provided you keep the battery topped up and drive mostly on electric power, the 2.5-litre PHEV model could offer the best economy; Ford says up to 201.8mpg is possible, but we’d recommend taking that with a pinch of salt. On longer journeys when the petrol engine will be the main power source, you’ll likely get an MPG figure in the mid-forties.

  Perhaps more relevant is its claimed 35-mile electric range, as it will allow many commuters and families to complete their daily journeys without using a drop of fuel if the battery is fully charged. The PHEV will also appeal to business drivers, as its 32g/km CO2 emissions figure means a Benefit-in-Kind (BiK) tax rate of just 10% from April 2020. That compares to a 30% BiK rate for most petrols (the normal hybrid is 29%) and 30-32% for the front-wheel-drive diesels. VED costs £150 for petrol and diesel models, while the PHEV qualifies for a £10 annual discount.

  Insurance groups

  Insurance groups cover a relatively wide spread in the Kuga range but it shouldn’t be too expensive to insure.The entry-level petrol model sits in group 10, while the lower-powered diesel is in group 12. The range moves up to the most expensive PHEV model, which is in group 21.

  For comparison, the Skoda Karoq starts in group 10 and the Peugeot 3008 spans groups 11-24.

  Servicing

  Ford has the largest dealer network in the UK, with a garage in most towns, and servicing doesn’t tend to be too expensive. Your dealer will be able to advise on service plans, which will cover a couple of services for an upfront fee or monthly payments.

  Warranty

  Like all new Ford cars, the Kuga features a three-year/ 60,000-mile warranty. That’s about average, but the Toyota RAV4 and Hyundai Tucson both have five-year warranties, and the Kia Sportage and MG HS offer an impressive seven years of cover.

   Engines, drive & performance

  It’s safe to say that previous Kugas have been a mixed bag to drive. The first-generation car was more fun than almost all of its rivals, but Ford tried to make the next one appeal to a wider audience, and it lost some of its sharpness as a result. We’re happy to report that the latest car is a return to form; it’s more agile than you might expect and doesn’t roll too much if you take a corner quickly.

  The downside of that is a slightly firm ride. You’ll notice the imperfections in the road more than you would in a Volkswagen Tiguan, but we didn’t find it uncomfortable and most bumps were absorbed without any fuss. The car can start to feel fidgety at higher speeds but that’s mainly noticeable on rougher surfaces.

  We found the steering light but it still has a lot more feel than plenty of other SUVs. The manual gearbox, standard in all but the 187bhp diesel and the plug-in hybrid, is precise and great to use.

  Ford Kuga petrol engines

  The two 1.5-litre EcoBoost petrol engines have been carried over from the old Kuga, but the entry-level 118bhp engine (only offered on Zetec models) is now almost a second quicker from 0-62mph. It still takes 11.6 seconds to hit that threshold, though, and we’d recommend going for the 148bhp version instead. It’s both more economical and quicker, hitting 0-62mph in a much more reasonable 9.7 seconds. Both these engines come with a six-speed manual gearbox and front-wheel drive.

  Diesel engines

  Also carried over from the old car is a 1.5-litre diesel engine, and it’s the only engine with a choice of manual or automatic gearboxes. Its 118bhp doesn’t feel quite enough to power such a big car, and 0-62mph takes 11.7 seconds for the manual or 12 seconds for the automatic. It’s around a second quicker than the same engine in the Mk2 Kuga, but still a bit pedestrian.

  The diesel sweet spot is the 148bhp 2.0-litre engine, which now comes with mild-hybrid technology - improving fuel efficiency and giving the engine welcome extra grunt. It’s the most efficient diesel and its 9.6-second 0-62mph should be sufficient for the majority of buyers. Above that, there’s a 187bhp 2.0-litre engine without the mild-hybrid assistance, which reduces the acceleration time to 8.7 seconds. At present, this only comes with four-wheel drive and an automatic gearbox.

  Hybrid engines

  The Kuga is available as a normal hybrid (Ford labels it as FHEV) and as a plug-in hybrid (PHEV). Both use a 2.5-litre petrol engine, an electric motor and a battery. The normal hybrid uses engine power to charge the battery, whereas the PHEV can be plugged in, either at home or at a public charger.

  In both models, the Kuga will move off in near-silence thanks to the electric motor. Power is instant and delivered smoothly.

  Both cars use a CVT gearbox. This is different to a normal automatic as there aren’t any individual gears as such, so when you put your foot down it tends to bring revs up, causing an unpleasant droning noise.

  Interior & comfort

  Ergonomic if a little unimaginative, the Ford Kuga’s interior shares much with other Fords

  The last Kuga was generally quite refined but was a little noisy on the motorway. From our drives so far, it seems that its replacement is better in this regard. The 2.0-litre diesel with mild-hybrid tech sounded a little vocal under hard acceleration but it settles down when cruising.

  

  We found that the bases of the sports seats fitted to our Titanium-spec test car were a little flat for our liking, making them uncomfortable on longer drives. Otherwise, the Kuga features plenty of equipment to take the stress out of the daily commute; lane-keeping assistance, all-round parking sensors, cruise control and hill-start assist all come as standard.

  Ford Kuga dashboard

  Ford has decided to keep things simple, giving the Kuga the same interior as the Fiesta, Focus and other models. A Peugeot 3008 certainly has more design flair inside, but the Kuga’s interior is simple and intuitive, whether you’re familiar with Ford interiors or not. Besides, the cabin design is a marked improvement over the old Kuga, which was really showing its age having been around since 2012.

  An eight-inch touchscreen sits on top of the dashboard, plus a 12.3-inch digital dial display on Titanium models and above. Beneath that is a panel for audio controls, the air vents and the heating controls, with a few extra buttons each side of the gearlever.

  The material quality is good in the places where you’ll touch, but there are cheaper, scratchier materials lower down. It all feels well-built, though, so it should stand up to years of family life.

  Ford’s SYNC 3 infotainment system is fitted as standard and provides plenty of connectivity. It includes both Apple CarPlay and Android Auto, allowing your phone’s apps to be displayed on the screen, plus DAB radio and Bluetooth. Voice control is also part of the package, so you can access the screen’s functions without taking your hands off the wheel or eyes off the road.

  Equipment

  Buyers have a choice of five trim levels. Zetec is the entry point, and includes luxuries like keyless start, auto lights and wireless phone charging. It also gets sat nav, cruise control and a handy heated windscreen, but you need to step up to Titanium in order to get dual-zone climate control and auto wipers. Titanium also brings LED headlights, keyless entry, a 12.3-inch digital dial display and a premium B&O sound system, too.

  ST-Line gets sporty detailing inside and out, plus sports seats and cornering LED fog lights. ST-Line X models can be distinguished by larger alloy wheels and a panoramic sunroof. There’s also heated seats in the front and rear.

  The top-spec Vignale model aims to look elegant rather than sporty, and has lots of equipment to offset its high price. You get metallic paint as standard, along with a different grille, leather upholstery and a full set of heated seats.

  Options

  Once you’ve picked your trim, you can then select from a number of options including a Technology Pack (upgraded headlights and a head-up display - £400), a winter pack (heated front seats and a heated steering wheel - £400) or a tow bar for £625. We’d recommend spending £100 on a space-saver spare wheel instead of the standard-fit tyre repair kit.

  Practicality & boot space

  The Ford Kuga can compete with the class leaders on practicality

  The latest Ford Kuga is bigger in most respects than its predecessor, with a little more space freed up inside. It’s still strictly a five-seater, like many of its rivals, but Ford doesn’t offer a seven-seat SUV in the UK - just the S-MAX, Galaxy and Grand Tourneo Connect MPVs. This seems like a missed opportunity, as the seven-seat Skoda Kodiaq, Peugeot 5008 and Nissan X-Trail SUVs have all proven popular.

  Ford Kuga interior space and storage
  We expect that the Kuga will be bought by people who have outgrown the Focus or other cars of that size, and it’s usefully more spacious. Adults will have more than enough space to stretch out in the rear seats, and should be comfortable on long journeys.

  The glovebox and door pockets are a good size, and there are a couple of other little cubbies and storage areas on the centre console. All cars get an electrical charging point in the back of the front armrest, which will keep your passengers’ phones or tablets powered.

  Boot space

  The Kuga has handy sliding rear seats, so you can position them to prioritise legroom or boot space. Even when slid all the way back, most Kuga models offer 475 litres of space - 100 litres more than the Focus - and this increases to 526 litres with the seats pulled forward (measured to the parcel shelf). With the rear seats flipped down and out of the way, you’ve got up to 1,534 litres to fill. A Skoda Karoq is slightly more practical, offering 479-588 litres with the seats up and 1,605 litres with them down, but the difference is unlikely to make you rule out the Kuga.

  Because of where the battery pack’s placed, the plug-in hybrid models get a slightly smaller boot. Wherever the seats are, the boot is about 50-60 litres smaller than petrol and diesel variants. Compared to some other PHEVs, that’s not a huge drop in luggage capacity.

  Towing

  If you plan on towing regularly, make sure you pick the right engine, as all have different maximum towing capacities. The 118bhp diesel can tow a braked trailer weighing up to 1,500kg, increasing to 1,600kg (118bhp petrol), 1,800kg (148bhp petrol), 1,900kg (148bhp diesel) and 2,100kg (187bhp diesel). Not all PHEVs can tow, but the Kuga plug-in can manage up to 1,200kg. Speccing a tow bar costs £625.

  Reliability & safety

  The Ford Kuga has a full five-star safety score but reliability is unknown

  Ford Kuga reliability

  The Ford Kuga is too new to feature in our 2020 Driver Power owner satisfaction survey, but the previous model scored quite well; it placed 44th out of the top 100 cars ranked, and only 8.5% of buyers told us about a fault in the first year of ownership. However, Ford came a meagre 24th out of 30 brands in our manufacturer list. With the new Focus, Puma and Kuga now all on sale, we expect Ford to climb up the rankings in the next couple of years.

  Safety

  Independent testers Euro NCAP put the Kuga through its paces before it even went on sale, and it passed with flying colours. Receiving a five-star score, the Kuga scored 92% for adult safety, 86% for child safety, 82% for pedestrian protection and 73% for the array of safety kit on board.

  Standard safety features include lane-keeping assist, hill-start assist, auto emergency braking and intelligent speed assist. A Driver Assistance pack costs £1,000 and adds kit such as blind-spot monitoring, traffic sign recognition and front and rear cameras.

  Source: carbuyer.co.uk

• Ford Kuga SUV review: PHEV and diesel versions driven

  They say to understand where you’re going you need to know where you came from, but so stark is the contrast between this third-generation Ford Kuga and the Blue Oval’s first European mid-sized SUV – the developed-with-Nissan Maverick of 1993 – that the scholastic learning is worthy of a Masters dissertation in crossover evolution.

  In fact, it’s quite the leap from its immediate eight-year-old predecessor, having grown (89mm longer, 44mm wider), yet become more lithe (6mm lower, up to 80kg lighter) in the process.

  

  Doesn’t it look, you know, very Focusy?
  As with both previous iterations of Kuga, the Mk3 shares its platform componentry with the contemporary Focus, but this time around the styling closely apes its hatchback sibling. Perhaps too much so.

  Lucid Red 2020 Ford Kuga ST-Line First Edition PHEV side elevation driving

  It looks softer, less aggressive, with a lower window and bonnet line than before, giving the impression that it is a Focus that’s been stretched vertically – there’s a fine amount of headroom, incidentally.

  Plus, if you opt for an ST-Line or Vignale trim level – this is an ST-Line First Edition in the pictures – there’s so much colour-coding going on that the Kuga loses some of the visual toughness associated with unpainted plastic bumper mouldings and wheelarches. You’ll have to stick to the lower end of the range if you favour those cues. Or buy a Focus Active…

  

  How’re those Focus underpinnings working out?
  Very nicely. We’ve previously lauded Kugas for their handling prowess among others in a segment where it’s previously been high on the R&D wish list. Certainly, while the competition’s caught up considerably, the latest Kuga still noses ahead.

  It’s not quite the zesty class leader the latest Ford Puma is in the category below, but we’d go as far as to say that the Mk3 Kuga is a better drive than many Focus hatchback derivatives.

  

  Sorry, I nearly sprayed my tea everywhere – better than a Focus?
  Absolutely – don’t forget the majority of the Focus line-up makes do with a less-sophisticated torsion beam arrangement out back, whereas all Kugas benefit from all-round independent suspension.

  Lucid Red 2020 Ford Kuga ST-Line First Edition PHEV front three-quarter driving

  In short, not only does the Kuga feel superbly composed when tackling a series of sweeping bends – aided and abetted by feelsome, if a tad light, steering – body control is well-contained, too, ensuring it doesn’t list around corners like a vessel on the Solent.

  Ride quality is the other beneficiary of the trick suspension, although it’s slightly compromised by the firmer damping arrangement on ST-Line models with their Sports set-ups. Still, the 60-profile rubber further irons-out the sharpness of most road surface imperfections.

  

  What’s new on the engine front, then?
  It’s a blend of EcoBoost petrol and EcoBlue diesel powerplants familiar from across the Ford line-up, with all but the pokiest 188bhp oil burner available solely with front-wheel drive. If you’re considering using a Kuga where the asphalt runs out, you’re off-roading wrong.

  More importantly, Ford’s finally getting its act together in terms of electrification: there’s an EcoBlue mild-hybrid with a 48-volt system, plus the plug-in hybrid range-topper tested here. There’s also a non-plug-in version of the same package.

  

  Unlike rivals’ PHEV offerings where a tiny turbo petrol motor’s used, Ford’s plumped for a 2.5-litre four-pot operating on the more efficient Atkinson cycle. Rather than the electrical powertrain components simply being added to the engine as a bolt-on, here the two work as a package: the electrical energy is used to compensate for the lack of a forced induction system at lower revs, with the engine joining in when it can do so efficiently.

  Together the power units produce 222bhp, with the electric motor accounting for 108bhp of that, confirming the unstressed nature of the engine. Ford claims over 200mpg under the latest, more rigorous WLTP testing regime, but once you’ve sapped the batteries, a figure closer to 40mpg is more likely in the real world.

  Various driving models are on offer, as well as the ability to store electrical energy ready for driving in a ULEZ area. Officially, the 14.4kWh battery pack will serve up to 35 miles of zero-emissions driving and should only take around three hours to charge on a dedicated wallbox.

  It’s brisk, rather than quick – the 188bhp diesel Kuga’s faster, stat fans – but at 32g/km of CO2 this one’s going to have user choosers drooling in a way Mitsubishi’s Outlander PHEV simply doesn’t.

  Channelling that grunt to the forward axle is a Ford-developed CVT transmission, with artificial ratios within its software to mimic a more conventional automatic. It works to a degree, but it still causes the engine to work harder at lower speeds, which sounds loud and gruff in the process.

  

  How easy is the Kuga to live with?
  In typical Ford fashion: very. That it’s a Focus facsimile inside – albeit roomier – is not a shock, so it’s very easy to use, if not the most exciting dashboard to look at. Acres of black plastic and fabric doesn’t help give it much sparkle, either.

  More importantly, it’s riddled with cubbies and sensibly shaped mouldings to keep all manner of cabin detritus located securely. Plus, there’s a smattering of USB points, an optional three-pin domestic plug socket and an available smartphone wireless charging plate with its own rubberised well.

  Lucid Red 2020 Ford Kuga ST-Line First Edition PHEV dashboard viewed from passenger side

  Back seat occupants are especially well catered for in what Ford claims to be the roomiest C-segment SUV for those in the rear. It feels spacious, even on models without a glazed roof, a feat improved further by a sliding 60:40 split rear bench that also reclines.

  Boot space is also generous, but the flimsy, fabric loadspace cover – which completely lifts out of the way when the tailgate’s open – smacks of requiring a Heath-Robinson trademark label.

  

  Packed with tech
  Whether it’s technology to keep you safer on the roads, such as the various driver-assistance systems that contributed to the Kuga’s five-star EuroNCAP rating, or it’s a slicker, higher resolution edition of the Sync 3 multimedia touchscreen with colours that at last don’t look like they’ve been through a boil wash, most versions are well kitted-out.

  Titanium versions upwards feature a generous equipment roster, but we’d especially pick out the quad-projector LED headlamps as an extra worthy of serious consideration.

  ST-Line models and higher also have a very slick 12.3-inch digital instrument cluster that’s configurable and changes colour depending on the driving mode. Most also include an icon of the rear of a Mondeo – well, Fusion, really – but Sport is illustrated by a Mustang GT and Sand/Snow with an F-150 pick-up. Neat touch.

  Don't forget the mild hybrid!
  As Ford ups its electric game – even unveiling an EV version of its F-150 pick-up in the US – it’s easy to overlook the modest-sounding mild-hybrid version of the Kuga. Especially as it’s a diesel – yes, those old things.

  Lurking in the middle of a line-up that also includes petrol, diesel, ‘self-charging’ hybrid and plug-in hybrid, the EcoBlue Hybrid version of the Kuga works extremely well on the road, and for many it could also be the version that consistently delivers true economy and efficiency.

  It’s based on Ford’s 148bhp four-cylinder turbodiesel. The alternator is replaced by a multi-tasking belt-driven integrated starter-generator. It captures energy from braking and coasting, storing it in a 48-volt battery. That energy makes the automatic stop-start system more effective; it can be used to support the engine; and it helps run various electrical ancillaries.

  The BISG works as a motor, but takes up little space and adds little weight. Similarly, the 48V battery has a modest capacity – it doesn’t allow electric-only driving – but it’s enough to help ease the load on the engine, reducing emissions and improving fuel consumption. And it does that throughout every journey, unlike a PHEV, which only works at its best if charged frequently.

  On our brief test drive, we couldn’t match the official 55.4mpg, but we did manage figures in the high 40s, which is impressive considering that we were gettting a move on, and enjoying the EcoBlue unit’s hearty pulling power. On the move it’s smooth and quiet, and married to a six-speed manual gearbox that’s slick enough to encourage frequent shifting, so you keep the engine in its sweet spot.

  Ford Kuga: verdict
  So, how much is all this going to set you back? The Kuga line-up starts at £26,445, and carries on almost as far as £40k. So it's not the cheapest of relatively compact mainstream crossovers. But why should it be? It drives well, it's well equipped and has an all-round air of quality about it.

  It’s going to have user choosers reaching the end of their Outlander PHEV leases clambering for a more satisfying SUV to drive.

  In benefit-in-kind terms, a 20% rate taxpayer’s only going to be looking at a £60 monthly bill to run one as a company car. Expect to see a lot of these on the road, and know that the drivers are enjoying more than just good real-world value – it's also good to drive.

  (carmagazine.co.uk)

• Ford Mustang Mach-E (2020) review: a new breed

   Ford’s latest pony car is a near-silent, totally environment-friendly galloper shaped like a crossbreed cocktail of Aintree winner and steeplechase champion. Badged Mustang like millions of great American sports cars launched since the nameplate first popped up in 1964, the Mach-E is heralded as decidedly dynamic EV which puts street cred above cabin acreage and presence before lollipop aerodynamics.

  Best electric SUVs

  Similar to the reborn Bronco, the e-CUV is designated to build a bridge between the brand’s glory years and a planet-friendlier tomorrow. Question is, where exactly does the electric Ford rank in the fast growing catch-up queue which includes new arrivals like the VW ID.4 and the Volvo XC40 Recharge?

  

  Give me a spec debrief

  Designed in Dearborn, the Mach-E is arguably not quite centrefold pretty but well proportioned, functional and unmistakably Ford; like a grown up Kuga with pursed painted lips and a nicely rounded rear end with Mustang-style taillights.

  

  The cosseting cabin of the electric Ford is a notably more up-market suite on wheels than the loveless driver environment of the Tesla clad in plastified hide and jinxed with below-par build quality, the cheapo somewhat off-the-mark interior of the ID.4, or the iPace work station which appears to be different mainly for the sake of nonconformism. There’s a larger-than-life centre touchscreen running Ford’s new Sync 4 infotainment, complemented by a smaller rectangular display in the driver’s direct field of vision. With the exception of the rotary volume control, the buttons on the steering-wheel and the circular gear-selector first copyrighted by Jaguar, access to all MMI areas is by touchscreen and voice control.

  Ford’s Sync 4 infotainment: does it work?

  All first edition models (like our test car) of the Mach-E are already sold out, so your choice in the UK comprises Standard or Extended Range versions, both available with either rear- or all-wheel drive. Prices start at just over £40k before the plug-in car grant has been applied.

  

  Here are the different versions:

  Standard Range RWD: 265bhp, 6.1sec 0-62mph, claimed 273-mile range
  Standard Range AWD 265bhp, 6.2sec 0-62mph, claimed 379-mile range
  Extended Range RWD 290bhp, 5.6sec 0-62mph, claimed 248-mile range
  Extended Range AWD: 346bhp, 5.1sec 0-62mph, claimed 335-mile range

  Ford is also planning a Performance Edition, though that’s as-yet unconfirmed for the UK. For comparison, the most potent Mach-E is around four grand more expensive than the 340bhp Model Y AWD, which fields a less potent 72.5kWh battery but will accelerate in 5.1sec from 0-62mph, reach a top speed of 135mph and can charge with up to 250kW. While the blue oval effort is restricted to 111mph, it matches its key rival against the stopwatch, and it boasts 21 miles of extra distance.

  Let’s drive!
  Oddly, the first few miles disappoint. What’s wrong with this chewing-gum steering which feels as if a rope with a sack of potatoes attached to both ends was straddling the rack? Switching off the lane guidance fixes it: no more woolly self-centering now, no half-hearted auto-corrections, no vague feedback with increasing lock. The insurance companies love these assistance systems, committed drivers hate them.

  

  After many hours behind the wheel, the steering no longer feels quite so odd, though that V-shaped self-centering phenomenon and the on-lock lightness have not gone away completely. Instead, assets like the pinpoint accuracy, the relatively tight turning circle of 11.6 metres and the balanced damping have come to the forefront.

  The low-speed ride is knobbly, but that weighty skateboard underneath gets into a rhythm above 40mph. Composure remains flat at all times (thanks to the low centre of gravity and a pair of anti-roll bars), and the straight-line stability is as unperturbed as the car’s stance through hurried changes of direction, under hard braking and when staging a borderline overtaking act which is obviously never ever interrupted by a potentially critical upshift action.

  How fast is it?
  Well, to make the best use of the Mach-E is to play with the new drive modes, poetically named Whisper, Active and Untamed. In Whisper, the steering is too light and there is a Do Not Disturb sign dangling from the accelerator pedal. In contrast, Untamed cannot wait to unlock the high voltage corral and speed up the direction determinator, but the computer-generated driving noise sounds like the tumble dry programme of a distant washing machine, lift-off exaggerates that controversial one-pedal feel, and fake downshifts are the rule under braking. No, thanks. So, Active it is, which strikes a purposeful balance between relaxed and excited, makes coasting a way of life, subtly synchronizes the sensations telegraphed to your palms and feet. Sadly, there are no shift paddles to play with, be it to trigger instant energy regeneration or release momentum for a more emphatic flow.

  Still in Active, the brakes are every bit as attentive as the throttle, the stopping power is strong and progressive, and despite repeated attempts we could not detect the exact transition point between electric and hydraulic deceleration. If anything, this time-warp energy-squashing system needs a strong right foot to combat the slowly rising pedal pressure.

  Ford Mustang Mach-E: verdict
  Ford’s first fully electric planet-saver is fun to drive, commendably efficient as well as cool to look at and to be seen in. The brittle low-speed ride and synthetic steering mark it down, but there’s a little more flair here than a Tesla Model Y.

  Source: carmagazine.co.uk

• Ford Mustang Mach-E debuts with 370-mile range

  The Ford Mustang has a historic lineage that spans multiple decades, features hundreds of variations, and amounts to more than 10 million models sold. In the world of muscle cars, it is one of the most successful vehicles to ever do it. But with the future looming, the iconic Pony Car needs to take a dramatic new approach. The Ford Mustang Mach-E is both the first production-bound electric Mustang and the first Mustang crossover. It arrives as a vital stepping stone in Ford's push toward an electrified future, blending capability, performance, and efficiency into a single battery-powered package.

  Mach-E For Everyone
  So let’s get into the fundamentals. The Ford Mustang Mach-E comes with two lithium-ion battery pack options: standard range and extended range. The standard-range version uses a 75.7-kilowatt-hour, 288-cell pack, sending power to a large rear motor, while the extended-range option uses a larger 98.8-kilowatt-hour battery pack with 376 cells, sending power to both a motor at the front axle and rear. All that electricity gives the Mustang Mach-E a maximum range of up to 370 miles (under WLTP regulations) per charge on certain trim levels when equipped with the optional extended-range battery pack and rear-drive layout.

  All-wheel-drive models with the same extended-range batteries will see their range drop to 270 miles (EPA estimated). The standard-range model with the smaller battery pack and rear-wheel-drive can cover 230 miles (EPA), while the same battery pack driving all four wheels drops that figure to 210 miles (EPA).

  The only outlier is the Mach-E GT Performance. While the Mach-E GT Performance gets the same extended-range battery-pack and all-wheel-drive layout as the First Edition and Premium models, its performance-oriented approach means its total range drops to 250 miles (EPA). Naturally, range varies depending on how you spec it:

  The Mustang Mach-E does come in a few different flavours. But consumers can only choose from two options beginning in 2020: Premium and First Edition. The First Edition model comes with the extended range battery pack and all-wheel drive standard, as well as unique visual treatments like red brake calipers, metallic pedal covers, and unique badging. But those hoping to get the least expensive Mach-E will have to wait until 2021, when the base Mach-E Select arrives.

  That more affordable model offers a standard-range battery pack and either rear or all-wheel drive. The more-powerful California Route 1 model, which comes exclusively with extended range and all-wheel drive, won’t be available until early 2021 as well. The range-topping Mach-E GT Performance, the most powerful of the group ( for now), doesn't go on sale until later in 2021.

  The Mach-E’s range figures are extremely competitive for the class. Not even top-end versions of cars like the Kia Niro EV (282 miles), Jaguar I-Pace (292 miles), or Audi E-Tron (222 miles) offer as much WLTP range. The Tesla Model Y, though not in production yet, beats the Mach-E with 336 miles of range on the long range RWD model.

  Power Up
  Ford guarantees its customers have access to 125,000 FordPass Charging Network locations in 21 countries across Europe. With the purchase of the Mach-E, buyers get access to said massive charging network using FordPass Connect, with the ability to recharge up to 57 miles in just 10 minutes with a maximum 150-kilowatt DC fast charging rate. Though, note that competitors like the Porsche Taycan and Tesla Model 3 can charge at rates as high as 250-kilowatts.

  For the U.S. market Ford also offers a few home solutions, as well. A Ford Mobile Charger comes standard with the purchase of any Mach-E. Plugged into a typical 120-volt outlet, the home charger will trickle out an estimated range of about three miles each hour. Plugging the same Ford Mobile Charger into a more-powerful 240-volt outlet yields up to 22 miles of range each hour. Ford says that this application will charge up to 80 percent of the Mach-E’s pack overnight and makes the most sense for consumers.

  But those buyers really wanting to take their charging game to the next level can purchase the optional Ford Connected Charge Station. Plugged into a 240-volt outlet, the higher-powered, 48-amp option adds approximately 32 miles of range each hour to the Mach-E. Ford says this is an easy way to get full charging overnight without utilising a public station. And more importantly, the company works closely with Amazon services for installation of said chargers.

  It is unknown at this point whether the Ford Mobile Charger or the optional Ford Connected Charge Station will be made available in the UK.

  Dial 'E' For Excitement
  Don’t fret, Mustang faithful, performance is still a major part of the Mach-E’s equation. Even with its impressive range and charging capabilities, Ford tells us the Mach-E "still drives like a Mustang." And has the horsepower of one, too.

  The most powerful model, the Mach-E GT Performance, produces 459 bhp and 612 pound-feet of torque, giving it the ability to hit 60 miles per hour in about 3.5 seconds. But, as mentioned, that model won’t be available until the spring of 2021. Until then, buyers will have to make do with the next quickest models available in 2020: the Premium and First Edition.

  With the extended-range battery pack and all-wheel drive, the Premium and First Edition trims produce up to 332 bhp and 417 pound-feet of torque. The extended-range California Route 1 (not available until 2021) and Premium models with rear-wheel drive produce 282 hp and 306 lb-ft.

  Even the lowliest Mach-E is no slouch. The base Select model with the standard-range battery pack and rear-wheel drive produces 255 bhp and 306 lb-ft. Adding all-wheel drive to that same trim bumps the torque figure to 429 lb-ft. The base Select model, though, is the only trim that doesn’t offer an extended-range battery pack.

  The stretched, revised pony logos on the six-sided grille and boot lid give away the Mach-E's family ties. But even the angled LED headlights share something in common with the coupe with which it shares its name, as do the tri-bar taillights. Outside of the obvious crossover cues and four-door setup, there are few areas where the Mach-E stands out next to its sibling.

  For one, the Mach-E has no door handles. Instead, there are pillar-mounted buttons that pop the doors open upon pressing them, and a pull handle on the front driver and passenger sides. The rear doors, for whatever reason, don't get a pull handle. And the wheels don’t carry over from the coupe, either. Each version of the Mach-E gets its own 18-, 19-, or 20-inch wheel designs

  The Mach-E's interior is all new, as well. The animal-free cabin uses high-quality materials like synthetic "Sensico" leather on the seats and steering wheel – a brand-new material for Ford – as well as Premium Black Onyx or Space Gray cloth on the dash and speakers, the latter of which looks ripped from an Amazon Alexa or Google Home unit. The dash, meanwhile, has a shape reminiscent of the first Mustang, which is a neat touch.

  A massive 15.5-inch touchscreen sits front and centre on the dash, though it does feature a physical volume dial. That large touchscreen is standard throughout the range, as is the 10.2-inch digital instrument cluster and all-new steering wheel through which to view it. Ford's newest Sync infotainment system is also standard, as is Co-Pilot 360 2.0, Ford's latest active safety suite.

  In terms of cargo room, the Mach-E offers a respectable 402 litres of space behind the rear seats. Fold the rear row, and there's 1,420 litres of room. And because there's no engine up front, the Mach-E has a "frunk," or front trunk (boot), with up to 136 litres. Not only is the frunk large enough for a traditional carry-on suitcase and then some, but is lined with a washable material and features a drain. Ford designers note it’s great for tailgating. Cabin space is equally impressive; the Mach-E's 1,029 mm of front headroom with the optional fixed glass roof is best in a class that includes cars like the I-Pace, Niro EV, and E-Tron, as is the 1,060 mm of front legroom.

  Availability
  The Mach-E goes on sale in Europe at the end of 2020 in Premium and First Edition trims only. Select, California Route 1, and GT Performance models won't be available until 2021. In the U.S. pricing for the Mach-E will range from just above $40,000 (approx. £30,890 at the current exchange rate) to the mid-$60,000s (£46,335), depending on how it’s spec'd. Ford will release European pricing information at a later date. But buyers interested in ordering the Mach-E early can place a $500 (approx. £390) refundable reservation deposit on the Ford consumer site right now.

• Ford Puma review

  The Ford Puma is back - the small, sporty coupe is now a stylish, practical compact SUV that’s good to drive, but lacks cabin space.

  We’ve waited a while for Ford to give us a proper compact SUV based on the Fiesta. Until now, the firm’s sole offering in the B-SUV market - the EcoSport - has not been good enough. The new Ford Puma hits the right notes and is precisely what you’d expect of the brand, blending practicality and affordability into a package that’s good to drive.

  The Puma’s looks won’t appeal to everyone, but few rivals can better it for boot-space and virtually none can outshine the Puma from behind the wheel - equipment levels are strong too. However, there are more upmarket-feeling and spacious rivals out there for this sort of cash.

  

  About the Ford Puma
  Cast your memory back to 1997, and you may remember Ford launched a fun, small, front-wheel-drive coupe based on what was then the fourth-generation Fiesta. It added a bit of richly needed desirability at the smaller end of the brand’s British line-up. It was a hit - the Ford Puma had landed.

  Now, the Puma name is back, and it’s an extremely similar story save for one very important detail; the new Ford Puma is not a small coupe, but a small five-door SUV. It’s based on the current, seventh-generation Fiesta supermini, sharing its chassis and its engines, as it enters a market that’s overflowing with choice at the minute.

  Chief rivals include the Renault Captur, the Peugeot 2008, Skoda Kamiq and SEAT Arona, while the handsome Mazda CX-3 and spacious Volkswagen T-Cross offer further possibilities for customers considering a small family SUV. Left-field alternatives include cars like the design-led Nissan Juke, chunky Jeep Renegade and the retro Fiat 500 X.

  

  The Puma line-up isn’t quite as expansive as the Fiesta’s, but there are still plenty of models to choose from and even more engine options will be available soon. The trim structure is very straightforward too, with four core versions: Titanium, ST-Line, ST-Line X and luxury ST-Line Vignale. The Puma ST performance model sits at the top of the range.

  The Titanium is the entry-level trim for the Puma range, but it’s still well equipped and finished with flair, including 17-inch alloy wheels, a leather steering wheel, power folding mirrors, navigation via an eight-inch central touchscreen display, cruise control, rear parking sensors and even a wireless charging pad. The other side to this is that the Puma’s starting price is relatively high compared with rivals, many of which start from below £20,000.

  ST-Line models add a bit more standard equipment such as a widescreen 12.3-inch digital instrument display and automatic headlamps. But these cars major on sporty touches including a body-kit, different alloy wheels, sports seats and pedals and a sports suspension setup that helps the Puma to shine as one of the best crossovers to drive.

  

  ST-Line X builds on this with luxury features such as partial leather upholstery, privacy glass in the windows and a 10-speaker audio setup from Bang & Olufsen, while the Vignale upgrade brings heated front seats, front parking sensors, keyless entry and Windsor premium leather upholstery.

  The Puma is front-wheel-drive only and buyers are offered three engine options. The EcoBoost 125 uses a 123bhp 1.0-litre turbocharged three-cylinder engine as found in the Fiesta, while a 48-volt mild-hybrid version of this engine is also available. It doesn’t bring any additional power, although there is a slight increase in torque, and it introduces marginal reductions in CO2 emissions and gains in fuel economy, too. The third option is another 1.0-litre three-cylinder turbocharged petrol with the same mild-hybrid system, but power is pushed up to 153bhp.

  Mild-hybrid versions of the Puma use a six-speed manual gearbox for now, with a seven-speed automatic available with the 123bhp non-hybrid variant, although Ford has plans to introduce the auto transmission throughout the Puma range.

  For the performance enthusiast, the Puma ST is arguably the best-handling compact SUV on sale, powered by the Fiesta ST’s 1.5-litre engine for a total of 197bhp.

  

   Ford Puma review - Engines, performance and drive

  The Puma’s proven 1.0-litre EcoBoost units are a known quantity, but the mild-hybrid system isn’t flawless.

  Ford’s reputation for fun family cars has been sealed with models like the Focus and Fiesta, while the original Puma - though short lived - is another prime example of the Blue Oval’s proficiency in chassis development.

  Much the same can be said of this Puma, thanks in the main to the Fiesta chassis that sits beneath it. It links up with a solid 1.0-litre EcoBoost engine to deliver a family crossover that’s good to drive.

  When we pitted the Puma up against the Renault Captur and Peugeot 2008, we hailed the Ford as being “easily the best to drive.” The driving position is fundamentally sound, and once you’re settled in, you’ll quickly see why the Puma has won plaudits.

  

  Get on the move and the steering feels light - even if you put the Puma into the Sport mode using the drive mode selector. But, it’s well resolved for a car like this, accurate, keen to re-centre and with a great steering ratio. There’s a good level of grip too, so immediately the Puma feels like a crossover that you can flick through corners nicely. The six-speed gearbox is lovely, too, while Ford’s engineers have also done a good job with the Puma’s suspension.

  Even with the sports suspension on the ST-Line model, the damping is very well set up and it has a decent level of compliance. It all comes together to mean that the Puma has brilliant composure and the ability to offer an engaging drive.

  The Puma ST is based on the sublime Fiesta ST hot hatchback, which means a 1.5-litre three-cylinder turbocharged engine under the bonnet, making the same 197bhp and 320Nm of torque.

  Engines, 0-60 acceleration and top speed
  All three engines are based on the same 1.0-litre engine block, but there’s quite a difference between them, owing to the Puma’s various drivetrain technologies and power outputs.

  The 1.0-litre EcoBoost engine has been a really strong contender in its various applications over the last few years, and the Puma is another vehicle where this small engine shines. It may no longer be the outright best three-cylinder engine on the market and some engines - such as the TSI units used in the Volkswagen Group cars - may be more refined these days, but you shouldn’t be disappointed.

  The 123bhp and 170Nm torque served up by the base model is enough for most family motoring, propelling the Puma to 62mph in 10.0 seconds and on to a top speed of 119mph.

  Hybrid badge
  What is a hybrid car? Mild hybrids, full hybrids and plug-in hybrids explained

  
  Pick the mild-hybrid version and the power stays at 123bhp, but torque improves to 210Nm thanks to the small amount of electrical assistance. Top speed is still 119mph, but the 0-62mph time falls a little to 9.8 seconds. The real benefit is lower CO2 emissions from the exhaust pipe and better running costs from improved fuel economy, which we’ll come to on the next page.

  The only downside to the mild-hybrid system is that to fill the small battery pack with energy, the Puma features a very minor amount of brake energy regeneration. It’s set at a constant, unchangeable level, that’s just about detectable when you lift off the throttle and feel the car slow more quickly than it otherwise would, and takes a little getting used to.

  If you need more power, the 153bhp car has you covered. It also has braking recuperation that cannot be altered in strength, but it takes 8.9 seconds to reach 62mph from standstill and goes on to a top speed of 124mph.

  The 197bhp ST performance model dispatches the same sprint in 6.7 seconds, with a 137mph maximum.

   Ford Puma review - MPG, CO2 and running costs

  Ford uses proven 1.0-litre petrol engines for the Puma, with mild-hybrid technology helping to improve economy and emissions.

  Ford’s 1.0-litre three-cylinder EcoBoost unit has received much praise for its versatility and ability to blend decent power with good returns from a tank of fuel. So, it’s probably no great surprise that the engine is at the core of the Puma range.

  

  The flexible 1.0-litre powerplant comes in three guises for Puma customers. The base 123bhp version returns a maximum 46.3mpg, with 138g/km of CO2, while the same unit with 48-volt mild-hybrid assistance is able to improve on these figures a little by delivering a claimed 50.4mpg and CO2 levels of 127g/km.

  The 153bhp variant produces the same economy and CO2 figures as its lower-powered sibling, while the 197bhp Puma ST still performs pretty well with 41.5mpg on the combined cycle and 155g/km of CO2.

  Most economical SUVs, 4x4s and crossovers 2021
  The mild-hybrid system captures kinetic energy naturally lost while driving, particularly during braking, before storing it as electricity in a small battery. This electrical energy is then used to assist the engine during acceleration, reducing the amount of petrol needed to make decent progress.

  Drivers can view a display on the digital instrument panel to see exactly when the system is in action. Alongside it, cylinder deactivation means the engine can run on two cylinders where driving conditions allow, to save more fuel.

  Insurance groups
  Insurance premiums for the Puma range should be competitive with those of rivals. The base 123bhp Titanium model comes in at group 11, while the ST-Line Vignale cars with 153bhp occupy group 15. The 197bhp ST variant is in group 22.

  Competitors such as the Renault Captur start at group 8 for an entry-level 99bhp version and move through to group 21 for a top-of-the range model with 152bhp.

  Depreciation
  Our experts predict the Ford Puma will retain a healthy 51% of its original value over 3 years and 36,000 miles, whereas the Renault Captur keeps an average of 43% over the same period.

   Ford Puma review - Interior, design and technology

  The Ford Puma has a familiar cabin design and good levels of standard kit, but overall quality can’t match rivals.

  Ford’s new small SUV is based on the best-selling Fiesta, which is no bad thing. Despite being one of the smaller B-segment models, the Puma has ensured it stands out from competitors with a distinctive design and impressive levels of standard equipment.

  In the cabin, the dash and centre console will be familiar to those who’ve peered inside a recent Focus or Fiesta, although the visible plastics aren’t the Puma’s greatest quality. There’s far too much hard black stuff to be found, while other small SUVs are available with nicer interiors, and for similar money.

  Ford offers four individual trim levels for the Puma. The entry-level Titanium is still very well equipped with 17-inch alloy wheels, LED rear lights and daytime running lights, body-coloured exterior trim, power-folding heated mirrors, rear parking sensors and selectable drive modes.

  ST-Line models include a muscular body-kit, sports suspension, a leather sports steering wheel and alloy pedals, although the ST-Line X car adds stylish 18-inch wheels, partial leather seat trim, privacy glass and carbon-effect interior accents.

  The luxury Vignale version ups the luxury count with heated seats, Windsor premium leather upholstery, a heated steering wheel, front parking sensors and keyless entry, while the ST car features 19-inch alloy wheels and a body styling kit.

  

  Sat-nav, stereo and infotainment
  All Puma models come with Ford’s SYNC 3 infotainment system, including navigation, Bluetooth, a DAB radio and Apple CarPlay and Android Auto functionality. There’s also a wireless charging pad as standard. Bearing in mind the high list prices as you climb the range, the Titanium trim offers a sweet spot in terms of equipment and on-board tech.

  ST-Line cars feature a 12.3-inch digital instrument display which, along with the central touchscreen, is sharp and easy to navigate. And, if you feel the need for better quality audio while on the move, the ST-Line X models add a B&O Premium stereo with 10 speakers.

   Ford Puma review - Practicality, comfort and boot space

  Although smaller than most rivals, the Ford Puma remains practical for family use and offers clever storage solutions.

  Ford has worked hard to ensure the compact Puma combines its athletic low stance with plenty of practicality and comfort. From the driver’s seat, the links to the Fiesta’s chassis are clear, with ability to tackle the twisty stuff with vigour as well as being a solid, quiet performer at motorway speeds.

  ST-Line cars get sports suspension, and while on the firmer end of the spectrum for SUVs of this size, it’s not overly harsh. The driving position definitely feels sportier while there’s a great level of adjustment in the seat and steering wheel, a typical Ford trait.

  Size
  The Puma is one of the smaller options in the supermini sized SUV class. It measures 4,207mm in length, 1,805mm wide and stands 1,537 tall. By comparison, the Peugeot 2008 and Mazda CX-3 are 93mm and 68mm longer, respectively.

  Leg room, head room & passenger space
  The Puma manages to maintain decent passenger space, despite its sloping roofline. Room up front is very good, while the rear bench is an acceptable size.

  Passenger space in the rear is compromised when compared with a Renault Captur. Passengers in the back sit higher up, which brings your legs back towards the seat base, so although there’s enough space overall, the seating position might not be as comfortable.

  Boot
  A boot of 456 litres is on-par with competitors in this class, and there’s virtually no lip to get over, so awkward items shouldn’t be too tricky to load. In comparison, the Peugeot 2008 offers 434 litres of boot space and the Renault Captur 12 litres less than that, although the Captur has an ace up its sleeve in the form of a sliding rear bench seat. When the bench is pushed all the way forward it frees up a 536-litre capacity.

  One area where Ford has been rather clever is in the Puma‘s adjustable boot floor with the so-called ‘Megabox’ hidden storage area beneath. This is a 68-litre plastic compartment that you can use to store muddy boots or wet clothes, for example. It also has a drain plug so you can hose it out. Plus, Ford claims that using the MegaBox allows you to stand a golf bag upright in the Puma’s boot.

  

   Ford Puma review - Reliability and safety

  Ford has a lot riding on the success of the Puma. It’s previous effort at a small SUV, the EcoSport, was a poor one, so the brand has to get this right. Fortunately, the Puma arrives with proven engines, a chassis based on the best-selling Fiesta and interior tech already in use across other model ranges. We’d expect the Puma to be a car you can rely on, and also one that keeps the driver, passengers and other road users as safe as possible.

  All models include cruise control, a lane keeping aid with departure warning, Pre-Collision Assist with Autonomous Emergency Braking, Pedestrian/Cyclist Detection and Post-Collision Braking. Other useful features include auto headlights, rain-sensing wipers and a tyre pressure monitoring system.

  Those wishing to upgrade further can opt for the Driver Assistance pack (£900), which adds a blind spot warning, adaptive cruise control and a rear view camera among other features.

  The Puma was tested by Euro NCAP in 2019 and achieved a full five-star rating. Adult and child protection was rated at 94% and 84%, respectively, while the car scored 77% for pedestrian safety.

  Although Ford finished a disappointing 24th out of 30 manufacturers in our 2020 Driver Power customer satisfaction survey, it’ll be looking towards cars like the new Puma to guide it to improved results next time.

  Warranty
  Every new Ford car comes with a 3-year/60,000 mile warranty. There’s also the benefit of Ford Assistance for 1 year, providing roadside cover in the UK and throughout Europe.

  If you plan on keeping your car for longer than three years or are a high mileage driver, you can extend the standard warranty to either 4 years/80,000 miles or 5 years/100,000 miles.

  Servicing
  Ford offers the Ford Protect Service Plan giving you the option of scheduled services and extended Ford Assistance. It covers scheduled servicing including associated parts and labour, and vehicle hire for up to 7 days. The Ford Protect Service Plan can be purchased any time before the first service is due.

  autoexpress.co.uk