Ford Kuga Titanium 2.0 TDCi
We see if new Ford Kuga can build on the success of the great-driving original
While the new Kuga isn’t a giant leap forward over its predecessor, it’s more spacious and better equipped. Plus, it’s cheaper to buy and run than before, while the clever all-wheel-drive transmission delivers safe and secure handling.
The previous-generation Kuga was an overlooked member of the Ford family. Despite its distinctive looks, sharp handling and practical interior, the stylish compact SUV struggled to make an impact on the sales charts.
So in an effort to revive its fortunes, Ford has launched a new version. Developed in the US, the latest Kuga is bigger and better equipped than before, plus it benefits from a completely overhauled engine line-up and a host of hi-tech options aimed at boosting its showroom appeal.
Ford’s designers have attempted to carry over a number of the old car’s styling cues, including the twin ‘power’ bulges in the bonnet and the distinctive profile, but there’s no escaping the new Kuga’s larger dimensions. Still, it looks more handsome than the ungainly Toyota.
Grey plastic cladding on the lower half of the body gives the car a rugged off-roader look, while our Titanium model benefited from 17-inch alloys and extra gloss black and chrome inserts on the grille.
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Climb inside and you’ll find the Kuga’s dash layout has been heavily influenced by the Focus hatch, as there’s the same confusing centre console layout and deeply recessed dials with their distinctive blue needles. There’s plenty of seat and wheel adjustment, to help you get comfortable, while the Kuga’s high-riding stance provides a great view of the road.
It can’t quite match the Mazda for quality, but most of the plastics are soft to the touch and the interior feels robustly put together. There’s also all the kit you could need, with Bluetooth, a USB connection and dual-zone climate control all featuring.
Plus, the car comes with Ford’s SYNC system, which allows voice control of the stereo functions and will read aloud text messages on your phone.
As you’d expect, the Kuga’s larger external dimensions mean more room inside. It’s not quite as spacious as the practical Toyota, but it’s easily a match for the Mazda. In fact, the transmission tunnel isn’t as intrusive as in the CX-5, so three adults can sit more comfortably in the back.
There’s also plenty of useful storage, including the large door bins, a big glovebox and a couple of cup-holders in the centre console.
The 456-litre boot is by far the smallest on test – although you can specify a £700 keyless entry package that includes a powered tailgate which can be opened by waving your foot under the rear bumper.
As with the Toyota and Mazda, the Kuga’s back seats can be folded in one movement. Yet even with the seatbacks lowered, it doesn’t have a completely flat load area.
On paper, the more powerful Ford should have an advantage over the Toyota. At the test track, the cars set near-identical acceleration times, but in the real world, the Kuga has the upper hand; its performance is easier to access, as the engine is slightly smoother and the gearshift far more positive.
The Ford also impresses in corners, thanks to its standard torque vectoring control, which automatically brakes individual front wheels for sharper turn-in and less understeer. Plus, as with other models in the company’s line-up, the newcomer benefits from well weighted steering and decent body control. It’s not as engaging as the CX-5, but it’s still remarkably composed for a high-riding SUV.
Head off-road and the Kuga’s electronically controlled 4WD delivers decent traction, with a neat graphic in the TFT display between the dials showing which wheel is getting the most power. A short first gear helps when climbing and descending steep slopes, too.
Yet the Ford doesn’t get full marks for driver appeal. On the motorway, there’s more wind noise than in either of its rivals in this test, while the engine is also more intrusive. Further compromising the Kuga’s refinement are the tingling vibrations that make their way through to the steering wheel and pedals.
Still, the £25,545 Ford is the cheapest car here, plus its residuals are the strongest and its optional extras are good value. Will this be enough for it to make its mark?
