Ford presents its electric Puma Gen-E

Ford has unveiled the electric version of its best-selling model in Europe. The Cologne-based manufacturer emphasizes its dynamic acceleration and efficiency. However, the battery and its price make it unclear whether the Puma Gen-E will be well received and also sell well.

One thing is clear: Like many other manufacturers, Ford is not in an easy situation. Sales in Europe are falling steadily, and the decisions made years ago by top management have had a significant impact on Ford’s model range.

Former bestsellers such as the Fiesta small car and the large Mondeo are no longer available, and the days of the Ford Focus are numbered. Its production in Saarlouis, Germany, will end in November 2025, and the plant is to be closed.

At the Cologne plant, Ford is building electric SUVs based on the Volkswagen MEB instead of the Fiesta.  So far, there is no replacement for the Fiesta regarding unit numbers. The Explorer and the Capri EVs are too big and expensive to play this role. It’s the Puma that has to do it. Now also as an EV.

Enter the Puma Gen-E. The crossover series, built in Craiova, Romania, has already become the brand’s bestseller in its first generation as a combustion engine and hybrid. Thus, it makes sense to electrify the model.

Model well-known and appreciated

It is unlikely the Gen-E variant will fail on looks, at least. It is, unsurprisingly, a Puma with a closed radiator grille. Electric cars don’t need a long front, which is not necessary without a combustion engine on board. However, many customers do not want a futuristically styled electric car but simply want to drive their favorite model with an electric drive.

Ford speaks of the “exterior design appreciated by customers,” which has been “refined”, for example, with the closed radiator grille, which is only outlined with a black element in the style of the Mustang Mach-E GT.

“Our customers love the Puma’s design,” says Amko Leenarts, Director of Design. “We built on this for the Puma Gen-E and developed our style with exclusive details without distancing ourselves from the original’s brilliance.”

What about the range?

The front electric motor has an output of 123 kW/167hp and a torque of 290 Nm. It can realistically sprint to 100 kph in 8.0 seconds and reach a maximum speed of 160 kph, which is more than sufficient performance data for a city crossover.

With a WLTP consumption of 13.1 kWh/100km, the drive system built by Ford in Halewood, UK, is also characterized by excellent efficiency, even if consumption rises to up to 14.5 kWh/100km with the premium equipment.

Despite the efficient drive, the battery can limit the Puma Gen-E’s customer base. The Puma uses the same type of battery as its platform brothers, the E-Transit Courier and E-Tourneo Courier, which also roll off the production line in Craiova.

The 43 kWh battery with NMC cells in the Puma Gen-E provides a WLTP range of 347 to a maximum of 376 kilometers, depending on the equipment. This might scare off some customers. Many people hesitating to buy an EV are still haunted by this ‘range anxiety’. Ford does not offer the option of ordering a larger battery for an additional charge.

Luckily, the Puma Gen-E can score points with a short charging time. DC charging reaches a maximum of 100 kW, and Ford specifies the charging time from 10 to 80% in 23 minutes. AC charging times aren’t mentioned, but they will parallel those of the small vans, some 5.5 hours for a total recharge.

Room to offer

The relatively small battery has an advantage elsewhere: with an unladen weight of 1,563 kilograms, the Puma Gen-E is relatively light. More importantly, electrification has no negative impact on the space available in the car.

In the Gen-E, Ford extended the ‘MegaBox’ storage compartment under the boot, now advertised as the ‘GigaBox.’ If you add this storage compartment under the boot floor, 523 liters fit into the Puma Gen-E when all five seats are occupied, which is excellent for a compact car of 4.2 meters.

The Puma Gen-E also has a 43-litre frunk under the front bonnet. “It is ideal for the charging cable and the detachable trailer coupling when the rear luggage compartment is already full,” writes Ford. The trailer coupling is designed for a towing capacity of 750 kilograms, whether braked or unbraked.

Well-known interior

In the interior, the Gen-E offers the same features as those introduced with the Puma facelift of the combustion models this year. There are two displays: a purely digital cockpit with a 12.8-inch driver display and a 12-inch infotainment touchscreen in the center.

It runs the latest version of Ford’s SYNC4 connectivity system with a cloud connection for navigation. There is also Amazon’s Alexa voice assistant or Apple CarPlay and Android Auto if users prefer their systems.

Of course, the center console does not have a classic gear lever and thus offers more storage space, such as an inductive smartphone charging tray. The gear selector lever is located behind the steering wheel. According to Ford, it can be operated with the fingertips, making “engaging the respective gear as easy as activating the indicator.” Energy recovery can be set to four levels, from coasting to one-pedal driving.

How much?

“The Puma is a success story: our customers love its sporty design and dynamic driving characteristics as well as its unique practicality and the largest boot in its class,” emphasizes Jon Williams, Managing Director of Ford Blue and Model e in Europe. “With the Puma Gen-E, we are now introducing the best Puma yet.”

Maybe a more serious problem is that the Puma Gen-E won’t be cheap. In Belgium, the basic version starts at €35,490. The Premium variant will cost €38,000. So, the car will not have it easy in a competitive environment.

It is practically at the same level as cars like a Kia EV3, Peugeot e-2008, or VW ID.3, with a more impressive range. However, it’s a lot more expensive than entry EVs arriving on the market, like the Citroën ë-C3, Opel Frontera, or Renault 5. Wait and see.