Displaying items by tag: Ford

Wednesday, 13 October 2021 05:51

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.

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Thursday, 07 October 2021 04:01

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)

Published in Ford
Wednesday, 29 September 2021 07:27

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.

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Monday, 20 September 2021 07:05

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.

 

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Friday, 13 August 2021 04:29

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.

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One car used to shoot the movie "Ford v Ferrari" will be sold at auction.

The movie "Ford v Ferrari" appeared in cinemas in 2019, and won two Oscars. It is a passionate and exciting drama about the battle between Ford and Ferrari at the 24 Hours of Le Mans race in the late 1960s, and now wealthy fans can own one of the used cars.

In fact, it is one of the six replicas of the Ford GT40 used during the filming, and the car will be sold at auction in September.

This car carried No. 3 Gurney Day in the 24 Hours of Le Mans race scene and then No. 88 by William Wonder for the 24 Hours of Le Mans race scene. It is one of six cars made by Race Cars Replicas in Michigan for the purpose of shooting the film. The replicas have the precise specifications of the 1966 Ford GT40, and it is also the only car with a chassis number which means it can be registered and driven on public roads.

The photos show a reddish-orange car with gold rims and stickers typical of race cars. The interior is stripped and done in black, the steering wheel is on the right, and the gear lever is placed between the driver and the door.

The car is powered by a 5.7-liter V8 engine paired with a 6-speed manual transmission through which power is transmitted to the rear wheels. Strength figures have not been revealed, but they should be impressive.

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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.

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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)

Published in Ford

How the average "redneck" will react to the fact that Ford's largest, most sought-after and loudest pick-up model F-150 will no longer make noise, we can only imagine. Despite that, the best-selling vehicle in the United States received an electric edition for the first time this year, called Lightning. It will have 563 hp, 4WD drive, it will arrive on the market next year, and its main rivals will be the electric Hummer and Tesla Cybertruck. Its trump card is the price, which is not significantly higher than standard models.

Ford's F Series has been made since 1948, and the 14th generation of the legendary model is currently in use. The best-selling vehicle in the United States was bought by as many as 730,000 people during the last extremely difficult year alone. Now, for the first time, this legendary "worker" received an electric version, which was presented last night.

The Ford F-150 Lightning will have all-wheel drive, two electric motors with a total power of 563 hp and 1,050 Nm, which is also the highest torque ever offered in this pick-up model.

The huge truck will reach 100 km / h in just 4 seconds. It will be offered in two options when it comes to the battery, so the more powerful version will have a range of 480 km, and the weaker one 370 km. Charging on a fast charger will take about 40 minutes.

The largest load capacity will be 907 kg, and towing up to 4,536 kg. New technologies will also enable the F-150 to immediately calculate the electric range with the help of a scale for measuring the weight of cargo.

Since the electric motors are smaller than the conventional ones that powered the large pick-up, the Lightning version will also provide luggage space under the hood with a volume of 400 liters.

The new electric version retained the chassis of the classic F-150 (which is also offered as a hybrid), and an independent rear suspension.

The new F-150 will also debut Ford's new and huge 15.5-inch Sync 4A infotainment system, while the driver will have a 12-inch digital instrument panel in front of the driver.

The starting price with the electric pick-up will be 32,972 dollars, which is not much different from the versions with SUS engines.

Watch the video where Ford shows that the new F-150 Lightning can power even a house, as well as a number of electrical appliances.

Published in Blog/News
Tagged under
Friday, 19 March 2021 06:40

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

Published in Ford
Tagged under
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