Ford Puma

Let's get straight to it: we loved the original Puma ST.

And this updated version is still an exceptionally fine-handling small SUV.

But with the replacement of the original model's 200PS 1.5-litre four cylinder Fiesta ST-derived engine with the 1.0-litre three cylinder 170PS unit that now features here, it's lost a lot more than just 30PS of power. Initially, you might not notice this very much - unless you start to rag the thing about.

It actually starts with quite a nice burble, as an ST-badged Ford ought to.

And first impressions are of beautifully sharp and direct steering.

Get beyond the city limits and start to push along and you'll find yourself admiring the exception corner turn-in and body control.

And once you get over 3,000rpm, there's quite a bit of low speed punch, given that the engine's just a litre in size.

The rest to 62mph sprint is still quite eagerly dispatched - in 7.4s en route to 130mph. Those figures are, respectively, 0.7s and 7mph slower than the pre-facelift version, but all of this might still be fine, providing you've no experience of the previous model.

If you have, then you'll instantly miss the way that there's now no incentive to rev the thing out like a shopping rocket; this car's lost its zing.

Which of course isn't helped by the way you now have to have it with an automatic gearbox, rather than the primary transmission choice with the old car, a slick-shifting 6-speed manual.

The 7-speed dual clutch Powershift auto is a paddleshift affair of course, but it isn't a particularly engaging or quick-responding set-up and sometimes hesitates just when you need a quick response. At least there's still plenty of Ford Performance engineering incorporated here in a bid to give this fast small SUV some real handling credibility.

As with the pre-facelift model, an optimised chassis features bespoke twist-beam, anti-roll bar and damper configurations.

Plus, also as before, the steering response is 25% faster and the brakes are 17% larger than the standard Puma.

Specially-developed Michelin Pilot Sport 4S tyres help deliver an agile Ford SUV driving experience, plus thick front and rear anti-roll bars add to cornering stability. On the test drive, you'll immediately notice how firmly this car rides the bumps - inevitably so as a hallmark of the Puma ST has always been that its rear suspension is stiffened by 50%, plus there are big 19-inch wheels.

But you could probably live with the firm damping on your daily commute - which is just as well because there's no built-in selective damping system or optional adaptive set-up available.

At cruising speeds, this ST feels much like any normal Puma.

Like any ordinary variant in this model line, the ST version features selectable Drive Modes - 'Normal', 'Eco' and 'Slippery' are the everyday ones, plus there's a more red-blooded 'Sport' setting that deepens the exhaust note and to which you can go directly via this S button on the right hand steering spoke.

On the original Puma ST, there was also the possibility of having a further drive mode setting - an extra 'Race Track' driving mode, if you paid extra for Ford's optional 'Performance Pack', which more significantly included a limited-slip differential and launch control.

Another disappointment with this facelifted model is that this Pack is no longer available, replaced by an optional 'Handling Pack', whose only dynamic inclusion is more agile KW Coilover Suspension.

The Puma's sporty styling - including a sloping roof line silhouette and pronounced wheel arches - lends itself to the more extreme design of this ST variant.

A Ford Performance-embossed splitter is integrated into the front bumper to increase front end downforce by almost 80% for greater stability and traction.

The large rear roof spoiler also supports optimised aerodynamics, with a distinctive diffuser incorporated into the rear bumper.

Signature ST upper and lower grilles are designed to deliver increased engine cooling capability.

And of course this ST gets the revised grille and headlights that mark out models in the facelifted Puma range.

Ford says that the beady daytime running lights are a nod to its GT supercar.

Maybe. The interior is equally charismatic; even before entering, standard power-foldable door mirrors project the ST logo onto the ground when unlocking.

Inside, heated, bolstered Ford Performance sports seats - embossed with the ST logo and finished with synthetic leather and suede inserts - hold driver and front passenger firmly in place.

Ford Performance skid plates, a flat-bottomed leather steering wheel and an ST gear knob also feature. Otherwise, it's just as in any other version of this improved Puma.

So the redesigned dashboard is less cluttered than before and features slim air vents, a wraparound feel and a revised two-spoke squared-off steering wheel.

The displays are larger too: there's now a 12.8-inch customisable digital instrument panel with higher-definition graphics.

And a 12-inch SYNC4 central infotainment monitor which apparently has 'twice the computing power' of the previous SYNC3 system.

Underneath that screen lie new 'soft' buttons for the climate control and heated seats.

Plus there's a new 'phone storage compartment with an intregrated wireless charging mat.

As before and as you'd expect from a supermini-based SUV, there isn't a great deal of space in the rear, but a couple of adults can be accommodated reasonably easily for medium-length journeys.

We continue to be impressed by the boot.

At 456-litres, it remains one of the very biggest trunks in the small SUV segment and can be accessed by a powered hands-free tailgate.

There's also an adjustable-height floor that can be folded back against the back seats.

Under the floor, there's still a drainable 'Megabox' for dirty items, a strong selling point.

At the time of our test in Autumn 2025, Puma ST pricing for the single remaining 1.0-litre 170PS auto model was pitched from just under £34,000, with around £1,000 more needed for the version fitted with Ford's Handling Pack.

At least you get plenty of kit for that, with 19-inch alloy wheels, ST suspension, a 360-degree surround view camera, Ford Performance sports seats and a bespoke ST interior based around two screens, a 12-inch landscape touchscreen display and a fully digital 12.8-inch instrument cluster.

You also get heat for the front seats and steering wheel, a powered tailgate, keyless entry, a quickclear heated windscreen, rear privacy glass and a wireless 'phone charging mat. Standard FordPass Connect modem technology allows Puma ST owners to remotely control a selection of vehicle features - including Door Lock Unlock and Vehicle Locator - via the FordPass mobile app. The modem also enables cloud-connected Local Hazard Information, which can inform drivers of a hazardous situation on the road ahead, even if the incident is not visible due to a bend in the road or other vehicles. Included driver assistance technologies include Pre-Collision Assist with Active Braking, which has pedestrian and cyclist detectiuon.

there's also Adaptive Cruise Control with an Intelligent Speed Limiter.

Plus a Blind Spot Information system, a Driver Impairment Monitor and Post-Collision Braking.

Obviously the main reason for ditching the original Puma ST's 1.5-litre engine and manual gearbox combination lies in a drive towards improved efficiency.

Given that, it's a little disappointing to find that the 1.0-litre 170PS three cylinder model that remains isn't really that much more efficient than the much faster 200PS four cylinder variant it replaces, despite its much-trumpeted mild hybrid tech.

The official figures are up to 47.9mpg on the combined cycle and up to 135g/km of CO2, which is 6.4mpg and 16g/km better than that old 1.5.

Servicing is required every two years or 18,000 miles - whichever comes first.

As for the warranty, well like all Fords, this one comes with a 36-month 60,000-mile package that also includes one year of Europe-wide breakdown assistance.

On top of that, there's an anti-corrosion guarantee for 12 years.

You might hope for some insurance savings with the power drop and the switch to a smaller engine.

You might be disappointed.

Insurance is rated at group 21E, just one group lower than before and four groups higher than any other Puma.

On the plus side, this ST enjoys the highest residual values of any model in the Puma range - around 55% after 3 years and 36,000 miles; the remainder of the Puma line-up is below 50%.

This is now the car we thought the Puma ST would be before we first tried it back in 2021 - and in this case, that's not a good thing.

It's now more of a fashion accessory - though hints of the old driver's car still remain.

It's still a fun thing to buzz about suburbia in - in fact, if that's what you want, with its Powershift auto 'box, it's more user-friendly than before.

But where the old Fiesta ST-engined model really shone - on your favourite back road on the way back from the school run, this updated model's lost a lot of its previous fizz.

Which makes it all the more difficult to take that it's so much more expensive than it used to be.

Perhaps in that regard, Ford's taking advantage of the fact that there's so little competition in the properly sporting section of the compact SUV combustion segment these days.

Still, we can still see why you might be tempted.

But try not to be.

Instead, search the classified for a lightly-used pre-facelifted model fitted out with the 'Performance Pack' you can sadly no longer have with this replacement.

Save yourself some money; have a lot more fun.

And enjoy the car this Ford really ought to be.