Ford Puma Gen-E review: Still the leader of the pack?

January 28, 2026 Matt Allan

In this Ford Puma Gen-E review we find out if giving the best-selling small SUV an electric makeover is enough to keep it ahead of rivals

The Ford Puma Gen-E is an important car for the Blue Oval. Yes, it has other electric models but they’re big and relatively expensive, and since the death of the Fiesta, the Puma has been Ford’s only small car – a segment the brand used to dominate with ease.

The Puma does still dominate. It’s the B-SUV leader and has been for some time. But with the all-electric side of that segment booming, it’s important for Ford to get in on that action as well. So it’s taken a regular petrol Puma, binned the engine in favour of an electric motor and thrown it out there to compete with everything from the Renault 4 and BYD Atto 2 to the Peugeot E-2008 and Suzuki E Vitara.

But is simply swapping one powertrain for another enough guarantee the Puma continued success in an increasingly competitive field?

Design, interior and technology

The Ford Puma has always been a little challenging to look at and its EV makeover hasn’t really helped. The bug-eyed look remains but the EV replaces the petrol car’s gaping grille with a smooth, closed-off panel and a black trim line that looks like a fake moustache. If anything, this actually makes the Puma look more awkward, but clearly some people like it – the Puma is Ford’s best seller.

The powertrain swap has also brought minor interior changes but these are for better. With no gearstick to worry about, the centre console has been redesigned. It’s now a neat high-level unit with just a couple of cupholders and a wireless phone charging pad. Underneath is a generous open storage space hiding a couple of USB ports. It’s a small but oddly effective touch that refreshes the look and feel of the cabin.

Ahead of the new centre console there’s a 12-inch touchscreen running Ford’s Sync4 system as well as supporting wireless Android and Apple. The screen is big and clear, with obvious icons but the underlying system is frustratingly sluggish in operation and too many functions rely on the screen and its myriad menus.

The Puma sits somewhere between the Renault 4 and Suzuki E Vitara in terms of size, which is reflected in passenger space that is neither the best nor worst in class. An average sized family of four will fit but the Puma’s interior does feel pretty snug. The same can’t be said for the boot, which is enormous. With the regular boot board in place, it’s a competitive size, but slide the board out to expose the “Gigabox” and you’ve got 523 litres of usable storage space, plus a 43-litre frunk. No rival can compete with that.

Battery, motor and performance

The Puma Gen-E is derived from a petrol platform, so there’s no great spread of powertrain choices here.

If you want a Puma Gen-E then you’re getting a 165bhp motor that drives the front wheels and is powered by a 43kWh battery.

That output is a little above average for the class and more in line with higher-spec versions of the Suzuki E-Vitara or BYD Atto 2. It delivers 0-62mph in 8 seconds which is quick enough but not blistering. Initial low-speed response from the throttle is good but the Puma does quickly run out of puff at higher speeds.

Multiple driving modes adjust throttle response but like a lot of modern cars, the differences aren’t huge and don’t make much difference to overall range. There are also three levels of braking regeneration ranging from very subtle to full one-pedal driving, which is effective if a little aggressive.

The Puma’s 43kWh battery is small for the class and it shows on the open road. Cold-weather efficiency of 3.1m/kWh is respectable enough compared with something like the R4 or Peugeot E-2008, but during my week with it the trip computer was predicting just 130 miles on a full charge – well short of the official figure and of rivals I’ve driven in similar conditions.

Maximum DC charging of 100kW is at least at the top end of what cars in this class offer and should allow a 10-80% charge in around 25 minutes.

Where the Puma Gen-E stands out among rivals is in its driving experience. The petrol version has long set the benchmark for dynamics in the class and the EV version maintains that superiority.

Admittedly, it feels heavier than the petrol model but still cuts along with a proverbial spring in its step. The Gen-E’s steering is sharper, livelier and more accurate than any rival you care to mention. This is a small electric crossover that you’ll enjoy driving on a twisting road, rather than enduring. That being said, the ride is distinctly firmer than some alternatives.

Price and specification

The Ford Puma Gen-E was the first car confirmed to qualify for the top-end Electric Car Grant.

That means buyers get £3,750 off the list price, cutting the cost of this tested Select grade car from £29,995 to £26,245.

Select is the entry-level car in the Puma line-up. Above it sits the Premium model, which is an extra £2,000.

That allows the Puma Gen-E to undercut rivals like the BYD Atto 2 and Suzuki E-Vitara, which don’t qualify for the ECG, but leaves it more expensive than the segment benchmark, the Renault 4, which also gets the full grant..

Select variants get 17-inch alloy wheels, LED headlights and tinted rear glass as standard. They also get the 12-inch touchscreen with wireless Android and Apple mirroring, a wireless phone charger, ambient lighting, cruise control and powered mirrors.

Premium adds adaptive headlights, a 10-speaker B&O stereo, powered tailgate and keyless entry, plus 18-inch wheels. Neither model offers heated seats as standard – those and a heated steering wheel are part of a £350 Winter Pack. Adaptive cruise control – an increasingly common feature on rivals is also only available as part of a paid-for pack.

Verdict

The Ford Puma Gen-E’s small battery and associated short range are undoubtedly a turn-off compared with many rivals. If getting as far as possible between charges is central to your needs, it’s probably not the car for you.

But for buyers with less intensive requirements it has other appeals. It’s more fun to drive than anything else in its class, offers unbeatable boot space and decent performance. It’s also keenly priced thanks to the ECG, which helps balance out its technical limitations.