From the Mustang Mach-E and F-150 Lightning to the Explorer, Capri, and even electric commercial vehicles, Ford’s electric lineup has significantly expanded in recent years. Although it currently comprises only SUVs, the range aligns well with the market, and the Puma Gen-E tops off Ford’s comprehensive electric offerings like icing on a cake.
While the Fiesta and other Focus models are gradually fading away, they might make a comeback as electric versions in the upcoming years. In the meantime, the Puma now takes on the role of Ford’s entry-level model. Launched in 2020 with gasoline, micro-hybrid, and even E85 engines, the Puma is now available in an electric variant.
One might expect the worst from a multi-energy platform similar to those used in combustion engine versions, like Stellantis’s platforms for the e-208 and e-2008, where technical constraints force engineers to make specific equipment choices—a problem less prevalent in platforms designed from the start for electric vehicles.
On the upside, this approach helps keep costs down. But does that make it a good electric car? We went to find out in Normandy, near Rouen, on the roads along the Seine.
Technical Specifications
| Model | Ford Puma Gen-E |
|---|---|
| Dimensions | 4.21 m x 1.80 m x 1.55 m |
| Power (HP) | 168 HP |
| 0 to 100 km/h | 8 seconds |
| Autonomy Level | Semi-autonomous driving (level 2) |
| Top Speed | 160 km/h |
| Main Screen Size | 12 inches |
| Car-side Plug | Type 2 Combo (CCS) |
| Base Price | 33990 euros |
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Design: Spot the Differences
In the early days of electric vehicles, manufacturers believed that customers would prefer distinct aesthetic differences between electric and combustion models. However, this isn’t always the case. Worse still, customers might prefer that there be no visible difference in design between the two types of engines.
This has led to models like the BMW i4 and iX3, which are visually similar to their combustion and hybrid counterparts, and the Peugeot e-208, which is a direct copy of its combustion version, or the Citroën ë-C4, which closely resembles its counterpart. The Puma Gen-E follows this trend, subtly based on a car that has already proven itself on the road.
Commercially launched in 2020, it retains the same aesthetic codes as the 2022 facelift. It hasn’t aged a day. The dimensions remain unchanged at 4.21 meters in length, 1.80 meters in width, and 1.55 meters in height.
The overall lines remain unchanged, especially noticeable from the side with its easily recognizable rounded silhouette. The wheel design has been optimized for airflow, as has the full grille. This grille, which is one of the most changed elements on the Puma Gen-E, is painted the same color as the body and framed with a sleek black border.
The bumper is slightly open to cool the electric motor, while above it, we find LED headlights, which can also be equipped with matrix technology in the Premium trim.
The drag coefficient (Cx) hasn’t been announced, but the aerodynamic work is evident, notably through the features mentioned above, fully flat undercarriages, and the addition of a new spoiler on the roof, which is slightly more angled downwards compared to the thermal Puma.
Six body colors are available, including the new Electric Yellow. This exclusive color is quite popular as no less than 40% of orders are made in this color according to Ford France. This makes it quite noticeable on the streets, similar to the vibrant colors of the Renault 5 E-Tech.
Cabin: Quite Spacious for a Small SUV
You don’t buy a Ford Puma to transport large furniture, but if you need more space than its main competitors in the B-segment, the Puma is the go-to model. This was already the case with the combustion version.
It retains an axle distance of 2.59 meters, which allows for relatively comfortable seating for rear passengers, although taller individuals might find it a bit cramped. The batteries raise the floor by 3 cm, but it remains quite livable for a segment B electric SUV, although some might complain about having their knees near their chin, especially taller individuals.
Where the Ford Puma excels is in terms of storage. At the front, it features a new central console incorporating an induction charging space for smartphones. It also includes cup holders and a large storage space in the armrest. Below, there’s another area for stowing additional items, along with two USB-C ports.
And what about the trunk? It simply leads its category with a total of 523 liters, including a huge double floor. That’s almost as much as a large sedan like the former Ford Mondeo. The removal of the exhaust system has allowed an increase of 65 liters in capacity compared to the combustion model, resulting in 378 liters of trunk space, 145 liters of double-floor space, and 43 liters of frunk, the small storage space under the front hood where cables can be stored.
Another positive point is the “Giga Box,” which is entirely made of plastic and can be easily cleaned thanks to a small plug at the bottom that allows water to be drained if needed. This makes it ideal for transporting dirty hiking shoes without worrying about damaging the trunk’s suede!
Overall, the cabin’s presentation is carried over from the gasoline model, and it has been significantly modernized compared to its first iteration. The materials are of good quality and the assembly is solid. This is in line with what we expect from a Ford.
One might simply regret the convoluted presentation and the lack of harmony in the integration of the screens. For instance, the driver’s display, unusually large for a vehicle of this size, seems to have been squeezed in. As a result, the size of the steering wheel is enormous and almost a bit too square.
Infotainment: Comprehensive yet Clunky
The Ford Puma generally suffers from the same issue as all cars that do not feature an Android Automotive system. The interface is messy, and the menu ergonomics are cumbersome, although we have seen worse, unfortunately.
It features a large 12.8-inch central display, which boasts the latest generation of Ford’s infotainment system, dubbed SYNC 4. The system is compatible with wireless Apple CarPlay and Android Auto. The graphics are decent, though navigation could be smoother. It’s too easy to get lost in the menus when searching for a function.
The electric Puma is equipped with an integrated route planner, which helps to optimize trips by locating charging stations and selecting the power level of the station, avoiding slower ones on longer journeys, for example.
In addition to the central screen, the driver also benefits from a 12.8-inch digital instrument cluster. This display shows all the important driving information, such as speed and remaining range, as well as navigation prompts.
Interestingly, the display of energy consumption is imprecise: the figure is always rounded, and there’s nothing after the decimal point. One hopes that when it shows a consumption of 13 kWh/100 km, the actual consumption is closer to 13.1 kWh rather than 13.9!
The vehicle is equipped with a large soundbar that extends across much of the dashboard. This is supplied by B&O in the Premium version.
Driving Experience: A Pleasant Surprise
As mentioned earlier, the platform of the Ford Puma Gen-E was not initially designed with electrification in mind, especially since it was derived from the Fiesta, which had no electric ambitions when it was released. With an additional 300 kg of battery weight (the car weighs 1,560 kg when ready to drive), one could have expected the worst, with makeshift adjustments made to the suspension and brakes.
However, from the first drive, it’s clear that this is not the case. The suspension has indeed been stiffened to curb body roll in corners, while the ground clearance has been reduced by 6 mm compared to a thermal Puma.
This results in a vehicle that is well-planted with a well-maintained set-up in corners, all without compromising comfort. Some stiffness is noticeable at low speeds, but overall, it remains quite bearable. The driving position is also quite comfortable for an electric SUV, without the high seating position often found in these vehicles.
The thermal Puma is generally, along with the 2008, the most agile and dynamic urban SUV. This electric version does not deviate from this pattern despite its additional weight. The front axle is well-guided by a soft yet responsive steering. The balance between comfort and dynamism is arguably one of the best in the segment.
The Continental EcoContact tires that wrap the 18-inch wheels of our test model ensure good grip and are not too affected by the sudden surge of torque typical of electric vehicles. The front-mounted electric motor delivers 168 HP and 290 Nm of torque in Sport mode. In practice, this power is adequate for this type of vehicle, providing comfort in overtaking and sufficient “oomph” for acceleration.
The car completes the 0 to 100 km/h sprint in 8 seconds. The top speed is limited to 160 km/h regardless of the version, particularly to preserve range.
The braking system, however, is not flawless. By default, deceleration when lifting the foot off the accelerator is very pronounced, even without activating the One Pedal mode that enhances regeneration. It’s generally quite hard to modulate, with a clumsy transition between regenerative and friction braking. There’s almost nothing at the beginning of the pedal’s travel; everything happens mid-way and surprises the driver.
In One Pedal mode, it’s even worse, as it causes very abrupt decelerations that can be startling. This system can bring the car to a complete stop and, according to Ford, can recover up to 150 km of range in city driving with its sole force. While that may be believable, the system could still use more smoothness and progressiveness.
Range, Battery, and Charging
In terms of range, the Puma Gen-E remains average for its segment, with a range of 376 kilometers on a mixed cycle WLTP thanks to its battery with a 43 kWh usable capacity. Looking at the technical data, the gross capacity is 54 kWh, which is more than 20% difference. Normally, the gap between gross and net is around 5 to 10%. When asked about this, Ford explained that this choice was made to ensure charging power for the benefit of the battery’s health.
The Ford Puma Gen-E compensates at the charging station with a relatively fast recharge, as only 23 minutes are required to go from 10 to 80% at a power of 100 kW. For slower recharges, an 11 kW charger is standard, allowing a full charge in 4.5 hours. It takes a little less than 30 minutes to achieve the same result for a Peugeot e-2008. Moreover, a smaller battery means reduced weight, and therefore, particularly low energy consumption.
On paper, the Puma Gen-E outperforms all competitors in this area. Ford announces an average of only 13.1 kWh, while the Volkswagen ID.3 reaches 14.6 kWh/100 km and the Peugeot e-3008 shows 15.3 kWh/100 km. More generally, it’s one of the least energy-consuming electric cars in Europe. Even a Tesla Model 3 does not do better, at 13.2 kWh / 100 km.
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Maya Singh is a senior editor covering tablets and hybrid devices. Her work explores how these tools reshape digital productivity and learning. She also contributes to feature editorials on emerging tech.