- Doors and Seats
5 doors, 5 seats
- Engine
1.0T, 3 cyl.
- Engine Power
92kW, 170Nm
- Fuel
Petrol 5.3L/100KM
- Manufacturer
FWD
- Transmission
Auto (DCT)
- Warranty
5 Yr, Unltd KMs
- Ancap Safety
5/5 star (2019)
2021 Ford Puma ST-Line V review
From its launch, the 2021 Ford Puma ST-Line V injected a sense of style and sportiness into a segment that is frequently described as a little bland. Here we take a look at the range-topping Puma, our choice as the DCOTY Best Compact SUV for 2021.
- Engine is a little cracker
- Excellent DCT calibration at any speed
- Standard features list is impressive
- Second row best seen as occasional
- Driver’s seat needs to be able to adjust lower
- Despite the value there are cheaper options in the segment
Not so long ago, the ‘compact’ or ‘light' SUV class didn’t even exist, and yet in the short time that it has existed, the popularity of the segment has grown sharply in Australia.
Ford’s Puma is FWD only - as much of this segment is now - and covers a three-model range. The eponymous Puma starts from $29,990, then there’s the ST-Line from $32,340, and finally the ST-Line V as tested here, which starts from $35,540, all before on-road costs.
Our full pricing and specification guide breaks down the range in more detail.
Chief competitors to the Puma in a sales sense include the Hyundai Venue, Kia Stonic, Mazda CX-3, Nissan Juke and Toyota Yaris Cross. It’s an interesting segment, too, because the likes of the Citroen C3 Aircross are in there, along with a ‘proper’ 4WD in the form of the Suzuki Jimny.
Much of the Puma’s appeal comes from the character of what’s under the bonnet - a willing and entertaining three-cylinder engine that injects a level of fun and frivolity to the driving experience most first-time drivers won’t expect from this segment. The diminutive engine measures in at 1.0-litre and generates 92kW and 170Nm - not massive by modern standards, but more than enough to push the Puma along snappily.
Power is sent to the front wheels via a seven-speed dual-clutch automatic and the ADR fuel claim on the combined cycle is just 5.3L/100km. On test, we conducted nearly all of our testing around town with only a short highway run and used an indicated 6.8L/100km. It’s also worth noting the little Puma does need 95RON.
That powertrain is standard across the range, and so is a host of features as well, ensuring the value proposition stays strong. There’s AEB with pedestrian detection, lane-departure warning, lane-keep assist, and traffic sign recognition. Puma also gets cruise control, rear parking sensors, tyre pressure monitoring and emergency assistance as standard.
Key details | 2021 Ford Puma ST-Line V |
Engine | 1.0-litre turbocharged three-cylinder petrol |
Power | 92kW @ 6000rpm |
Torque | 170Nm @ 1500-4500rpm |
Weight (tare) | 1267kg |
Drive type | Front-wheel drive |
Transmission | Seven-speed dual-clutch automatic |
Power to weight ratio | 72.6kW/t |
Price (MSRP) | $35,540 |
Puma’s bug-eyed visage is what first captures your attention, and it’s a sharp design on the road. Mixing it up with suburban traffic, the stylish 18-inch alloy wheels stand out, but there’s also a chrome-highlighted grille, chrome window surrounds, darkened privacy glass, and a generally sporty look to the lines that mean it looks good even when it’s parked.
The headlights are automatic LED units, as are the DRLs, and you get high-beam assist along with LED tail-lights as well. In fact, the more you look at the Puma’s spec sheet - especially in range-topping garb - the more you realise that Ford’s MO here has been to pack as much quality gear into the Puma as it can justify for the asking price. No longer is the entry into a brand left feeling like the forgotten child.
The cabin is a highlight too. A clear 8.0-inch touchscreen display is standard, along with Apple CarPlay and Android Auto, wireless phone charging, an embedded modem, climate-control AC, a 12.3-inch driver’s instrument cluster, paddle shifters, push-button start, DAB+ radio and a rear-view camera. In addition to the wireless charging option, there are two USB inputs.
Perhaps most crucially, it’s technology that works. We found the smartphone connection for both operating systems worked neatly, and the primo Bang and Olufsen audio system is also a good one. Ford’s SYNC 3 system is an excellent user interface, and it never dropped out for us or froze up on test. The Bluetooth phone connection also worked nicely, as well as audio streaming via that connection. SYNC 3 is snappy to respond to inputs, doesn’t seem to need time to think between actioning something you’ve asked it to do, and while it doesn’t have the most up-to-date graphics, it works well, and that’s more valuable the way we see it.
The driver’s display is both broad and really nicely executed. It works well, and seems to bring a feeling of premium to the driving experience in a way that is hard to define. I remember when manufacturers first started moving to digital driver’s displays, and many of us lamented the loss of conventional gauges. Now, however, a sportier car feels like it’s missing out if it doesn’t have such a display ahead of the driver.
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I reckon the cabin, in terms of both design and execution, strikes a neat balance between comfort and sportiness. The leather-trimmed seats feature an attractive stitched pattern, and are supportive without being hard. Again, sporty without the compromise. Likewise the steering wheel, which has that sporty heft to it we love when hooking into a corner.
While there are some hard plastics in various parts of the cabin, the overall finish at the touchpoints is good, and with the door closed, the ST-Line V feels like a pretty premium place to be. Certainly for the cost of ownership in any case.
One negative we can report is the seating position. Especially the taller you are. Beyond, say, 180cm, you’re likely to find that the seating position is just a little bit too tall. Now, I’m willing to counter that with two factors. One, I always prefer to sit down into the cabin where possible, and two, the higher seat squab makes getting in and out as easy as it could possibly be.
Space up front is good, with tall occupants able to get comfortable and not feel as if their knees are hard up against the dash fascia. Put two burly blokes up front and they’ll be sitting almost shoulder to shoulder, but that’s par for the course in a compact vehicle of this size.
It’s perhaps best to forget the concept of leg room if you have tall occupants up front, but to be fair that’s the case with almost all the combatants in this segment. Head room is also light on for adults, making the second row either children only, occasional for adults, or an extra luggage solution.
At a glance | 2021 Ford Puma ST-Line V |
Fuel consumption (claimed combined) | 5.3L/100km |
Fuel consumption (on test) | 6.8L/100km |
Fuel tank size | 42L |
Tow rating | 750kg (braked) |
Boot volume | 410L / 1170L |
Length | 4207mm |
Width | 1805mm |
Height | 1548mm |
Wheelbase | 2588mm |
Turning circle | 10.4m |
ANCAP safety rating | 5-star (tested 2019) |
Warranty | Five-year, unlimited km |
Servicing cost | $897 (3 years) / $1516 (5 years) |
Price (MSRP) | $35,540 |
Colour as tested | Grey Matter |
Options as tested | Prestige paint ($650), Park pack ($1500), Panoramic sunroof ($2000) |
Competitors | Kia Stonic | Nissan Juke | Hyundai Kona | VW T-Cross |
Our tester gets a powered tailgate standard, and it gives way to a decent boot space. There's 376L on offer when the second row is up, opening out to 1170L with the second row folded down. There’s also a clever, plastic-trimmed area beneath the removable floor and above the included space-saver spare tyre.
On the road, the Puma really does come to life and put forward a strong case for light city-focused platforms and punchy little engines. Whereas we lament shrinking engine capacities in heavy platforms, we love the way a small three-cylinder works under the bonnet of something like the Puma.
Off the mark, it gets up and moving quickly and without lag. The torque figure might not be high, but what it does generate is delivered low and fast, and the three-cylinder is willing to keep revving. The engine’s best shove is delivered through the meat of the rev range, but it’s more than happy to sing to redline if you ask it to, and accompanied by an addictive exhaust note.
We loved the behaviour of the seven-speed DCT, so smooth is the way it works in both stop/start traffic and out on the open road. It doesn’t matter whether you cruising lazily or coaxing it more enthusiastically, the gearbox is one of the better dual-clutches we’ve tested at any price, from any manufacturer.
The sharpness and composure of the platform are also worthy of mention. Precise, direct steering is one feature of the way the Puma attacks a twisty road, but the chassis is balanced and responsive too. Ford has obviously injected some ST DNA into this platform. We noted the ride to be firm but not harsh, and while you will feel the worst of our urban roads underneath you, the cabin isn’t ever unsettled or uncomfortable. Where the Puma’s suspension does take a nasty hit, it settles quickly.
All Pumas get a five-star ANCAP rating and are covered by a five-year/unlimited-kilometre warranty. You’ll need a service every 12 months/15,000km, and they cost $299 for the first four visits.
Ford’s Puma is a winner in terms of its value, its quality and the way it drives. Just as happy on a highway as it is around town, it’s an exceptional compact SUV in a segment that is gaining momentum every year. There’s no doubt it’s the best option either, and sure to make the buyer feel like they’ve gotten a fun car at a reasonable price. Not only is it a surefire way to remember the Ecosport it replaces, it’s a fitting return for the Puma nameplate.