The Puma GEN-E could hardly be more crucial to Ford. Jonathan Crouch Drives it.

Background

Ford desperately needs an affordable full-electric vehicle that will sell in large numbers. That's if it's to get anywhere near the government's EV mandate that penalises car makers with increasing severity if they don't sell enough electric vehicles. And this at last is it, the Puma GEN-E. Unlike the Blue Oval maker's larger EVs, which borrow Volkswagen technology (the Explorer, the Capri and even - to some extent - the Mustang Mach-E), the Puma GEN-E is entirely Ford's own work. It's produced alongside the combustion Puma at the company's Craiova plant in Romania and, like the company's other small passenger EV the E-Tourneo Courier, sits on a B-car platform primarily designed for combustion models. Ford really ought to have got this full-battery Puma to market sooner; was it worth the wait? Let's see.

Driving Experience

Astonishingly, Ford still doesn't have a vehicle platform purpose-designed for electric vehicles. Which is why it borrows Volkswagen's MEB chassis for its larger EVs. And is why it's had to modify a combustion-based B-car platform for this Puma GEN-E. The same underpinnings then, that are used for the combustion Puma, but heavily modified to take a floor-mounted battery. It's hardly an optimum approach and it explains why this GEN-E doesn't have as large a battery (and therefore as great an operating range) as Ford and some of its customers might have liked. In the end, the engineers got a 53kWh pack to fit (though only 43kWh of that is actually usable), which now offers a range of up to 248 miles in the base 'Select' variant we tried (15 miles more than the original version). Early reports - and our own experience - suggest that unless you're over-enthusiastic with the front-mounted 168PS motor, the EV range figure quoted here is rather closer to everyday reality than it usually is with EVs; though we should point out that the officially rated stat falls to 241 miles with the bigger-wheeled 'Premium' spec most will want. Most small EVs deliver steering with all the feedback of a computer game, but with this Ford, you can actually feel what the front wheels are doing, which gives you the confidence to approach a set of twisting corners at hot hatch-like speed, should you be minded to. At which point you'll also find that body control is excellent, helped by weight distribution that's even better than in the sweet-handling combustion Puma - and impressive grip levels. So you can flow with deceptive rapidness from bend to bend in a seamlessly urgent manner that's just not possible with most rivals. The brakes are good too and Ford has done a decent job in blending the friction and regen elements of stopping power. There are no paddles to vary the regen; just an 'L' button on the shifter stalk and a screen-selectable 'one pedal' setting that off-throttle allows you to bring the car almost to a halt without touching the brake pedal.

Design and Build

Because the underlying B-car platform has had to be adapted for this electric model, the GEN-E is a slightly larger kind of Puma, 28mm longer and 5mm taller than the combustion version. What you're more likely to notice though if you know the petrol model is the lack of a front grille. It's been replaced by a flush panel, though Ford has retained a moustache-like upper black outline showing where the grille used to be, which looks a bit odd. The lower bumper section's been redesigned too, with thin strakes and cooling holes, plus a couple of vents that channel air out past the front wheels. Those wheels are also bespoke to this EV, 17-inches in size with the standard version or 18-inches with plush 'Premium' trim. There's also a slightly longer and lower tailgate spoiler and a rear bumper updated around the absence of exhaust pipes. Interestingly, there aren't any GEN-E badges anywhere. Inside, without the need for the petrol model's manual handbrake and gear lever, Ford has been able to redesign the centre console; it now offers a raised centre section with cup holders and a large wireless charging tray. Screens are standard Puma items though, a 12.8-inch digital instrument cluster and a 12-inch SYNC4 centre monitor. You might worry about back seat space given that the drive battery has had to be mounted under the rear bench (rather than under the floor as with virtually every other EV). Actually though, it's better than in the petrol model thanks to an almost completely flat floor, which has liberated some extra foot space. The really impressive thing about the GEN-E though, is its boot. With no exhaust getting in the way, Ford has been able to create a simply enormous under-floor storage bin (which it calls the 'Gigabox') which spans the width of the cargo area floor. As a result, luggage capacity is rated at up to 574-litres, an astonishing amount for a car of this size. Like the E-Tourneo Courier, there's also an extra storage area beneath the bonnet for the charging cables - in this case 43-litres in size.

Market and Model

Puma GEN-E pricing starts from around £30,000, but from that, you can deduct the government's highest level of Electric Car Grant (£3,750) which brings the price of this EV down to about the level of a basic petrol Puma fitted with the brand's 123bhp 1.0 EcoBoost petrol engine. If you compare against that petrol model with an automatic gearbox, the combustion model would be about £1,000 more expensive once the grant is taken in to account. There are two GEN-E trim levels available, base 'Select' or, for around £2,000 more, the plusher 'Premium' version most will probably want. Even base 'Select' trim comes with 17-inch aero wheels, LED headlights, all-round parking sensors, a rear view camera and cruise control with a speed limiter. Inside, you get a 12.8-inch digital instrument cluster and a 12-inch central infotainment screen with the company SYNC4 software and connected navigation. There's also ambient lighting and wireless phone connectivity with wireless charging. There are plenty of standard driver assistance systems too, including the usual Lane keeping aid, Wrong-way alert and Cross-traffic alert with active braking. If you stretch to top 'Premium' spec, you get larger 18-inch wheels, power-folding door mirrors and an automatic powered tailgate, along with Matrix LED headlamps and puddle lamps with the Puma logo. Inside with 'Premium' trim, there's a B&O Premium Sound system and Sensatec vegan leather upholstery. Options include various packs, like the Winter Pack which bundles together things like a heated steering wheel, heated seats and Ford's Quickclear heated windscreen. You can also add a panoramic roof and a detachable tow bar. There are six available paint finishes, including the special 'Electric Yellow' launch colour. Other paint options include 'Frozen White', 'Solid Silver', 'Desert Island Blue', 'Agate Black' and 'Fantastic Red'. And if you add in the optional 'Driver Assistance Pack', the GEN-E will also now feature 'BlueCruise', Ford's hands-free highway driving system.

Cost of Ownership

We gave you the EV driving range figures of this revised model in our driving section - up to 248 miles with base 'Select' trim, or 241 miles with plusher 'Premium' spec. Ford reckons that in an urban environment, as much as 341 miles might be possible in a Puma GEN-E 'Select' if the driver made full use of the car's provided regenerative braking system. There are a couple of advantages to having a slightly smaller battery than is the norm in this class of car. First, charge times are quite fast, though are restricted by the not-especially-quick 100kW charging speed. If you connect the car up to a 100kW DC rapid charger, you'll be able to replenish the 43kWh battery from 10 to 80% in just 23 minutes. A smaller battery means lower weight of course as well; this GEN-E weighs only 247kg more than a petrol Puma. An AC home charge using a typical 7kW wallbox should be possible in under 7 hours. You can reduce that to 4 hours 45 minutes if you're able to charge using a three-phase 11kW wallbox. Whatever your choice of trim variant, the car's connected navigation system will identify up-to-date public charging locations during trips and prompt owners to charge at the most convenient points on each drive - all to help ensure they don't have to be anxious about how much range they have. The brand also gives customers access to the FordPass Charging Network, Europe's largest network of more than 125,000 public charging stations in 21 countries. A Puma GEN-E owner will be able to access any of these and pay for their power from a single account. And all GEN-E owners get what Ford calls its 'Power Promise', which offers customers a free wall box plus standard installation (or vehicle discount), 10,000 free miles through Octopus Energy, 5-year service plan, towing assistance and a 24/7 digital assistant.

Summary

A fully electric version of Britain's best selling car is always going to be big news. Has this GEN-E Puma variant arrived in time to save Ford's European sales operation? It will need to sell in considerable numbers to do so. But it just might. Because it isn't based on a properly bespoke EV platform, it can't set any fresh class standards in terms of range, charging speed or cabin space. You can do significantly better in all three areas with quite a few rivals, most of whom offer better quality cabins. But crucially (mainly because of the generous level of government grant), all of them are significantly more expensive. And it's that sticker price that will really sell this car for Ford. Not that this GEN-E lack unique product selling points. It's better than most of its rivals to drive, is well equipped and has easily the biggest boot in the class. In short then, Gen-Z might quite like a GEN-E. Ford is certainly hoping so.