Car Reviews

By Alisdair Suttie

History is bunk. So said Henry Ford and he could well have been talking about his company’s latest model, the Kuga. Given Ford’s recent inglorious past with SUVs in Europe, the Kuga sure has a lot to live down. Howlers such as the Explorer, with its disintegrating tyres and a throttle with a mind of its own, and the first generation Maverick that was a lukewarm makeover of the Nissan Terrano did little to help Ford at a time when SUV sales were booming. Then there was the second generation Maverick that tried to move into the mainstream lifestyle SUV market but fell flat because it was bland. Bland, bland, bland.

Luckily for Ford, the Kuga sweeps aside these past misdemeanours in one go to wipe the slate clean. It also looks set to wipe the floor with much of the opposition thanks to Ford’s insistence that the Kuga must be good to drive on-road rather than pretending its new SUV is some trans-global expedition vehicle.

You need look no further for proof of the Kuga’s disinterest in off-roading than the lack of any dirt-defying gadgetry. There’s no fancy locking centre differential, hill descent control or low-ratio transfer gearbox. What you do get is part-time four-wheel drive that sends power to the rear wheels via a Haldex system. When it senses the front tyres are beginning to scrabble for traction, it punts some power to the rear wheels. There’s also a front-wheel drive-only model arriving at the same time, but Ford expects most buyers to choose the four-wheel drive versions.

The only off-road work a Kuga is likely to see is a slippery car park after Saturday football and the four-wheel drive system can cope with this. More importantly, the Kuga’s all-wheel drive endows it with superb poise in greasy corners, whether they’re on country roads or city roundabouts. The Kuga is balanced and confidence-inspiring, and it puts the Ford straight in at number one in its class for driving ability.

Underlining the Kuga’s fine driving manners is the way the suspension copes with mottled road surfaces. Using the Ford Focus as the base for the Kuga is a great starting point for an adept suspension set-up, but it’s surprising just how competent Ford’s new SUV is. There’s just the right amount of give to cast off badly surfaced roads, yet there’s none of the cornering lean experienced in several rivals. Just about the only slight gripe on this front is the steering is a shade too over-assisted for keener drivers, but then the Kuga is also a doddle to drive in town and when cruising on the motorway.

Long trips present no problems thanks to top drawer refinement, and not just for the SUV sector. The Kuga is very hushed, with little discernible wind or road noise on the Spanish roads I tried the car. When it comes to Ireland in June, I suspect there will be a little more hum from the tyres on our coarser tarmac, but nothing to detract from the Kuga’s composed conduct.

The 2.0-litre turbodiesel engine is also another calm element of the Kuga. Even when worked hard through its six-speed manual gearbox, it remains commendably free of din or diesel clatter. Its 134bhp and 320Nm are not the brawniest in this class, and 0-100kmh in 10.7 seconds is not the fastest, but the Kuga is nippy enough never to feel outgunned.

Those seeking more performance will be happy to hear a 2.5-litre, five-cylinder petrol engine with 197bhp is on the way towards the end of 2008, along with an automatic gearbox option for the diesel. However, the first version of the Kuga to go on sale with its diesel engine and six-speed manual gearbox is the pick of the range, and not just for its driving ability.

This combo offers 6.4l-100km economy, which puts the Kuga on a par with the very best in class. Then there’s the Ford’s carbon dioxide emissions of 169g/km that make it the lowest emitting car in its sector and handily helps the Kuga fall into the 24% VRT Band D from July onwards (which also means it'll be just €430 a year to tax).

Ford is aiming the Kuga at the upper end of the mid-size SUV market. While not quite in competition with the BMW X3 and forthcoming Audi Q5 and Volvo XC60, the Kuga is equipped to appeal. The Trend version comes as standard with Ford’s Power button keyless ignition, ESP, six airbags, air conditioning, CD stereo with MP3 connector, and a Quickclear windscreen for rapid demisting. It also has 17in alloy wheels, front sports seats and a fuel flap that prevents the car being filled up from the wrong pump.

Head up to the Titanium trim and you also get part-leather upholstery, upgraded stereo, cruise control, automatic wipers and headlights, and blue-tinted glass.

All of the equipment adds to the fundamental elements of decent cabin space and a good driving position. Think of the Kuga as a Ford C-Max with a loftier driver’s seat and you’re on the money. There’s good vision all round for the driver, and a seat and steering wheel that adjust to fit all shapes. Knee room in the rear is not quite as generous as the Subaru Forester or Land Rover Freelander, and nor is the Ford’s boot as big as some rivals’, but it does have a split tailgate for extra practicality. It’s also well screwed together, good looking and laid out sensibly with none of the pseudo-off-road affectations of some others in this class.

Taking the non-off-road approach for its new SUV has reaped huge rewards for Ford. They’ve stuck to what they know best to come up with the finest driving car in its class, which counts for a lot when some others in this sector trade handling and refinement for superfluous 4x4 credibility. The Kuga uses its four-wheel drive to make it more fun and safer on proper roads. It’s also good looking, well fitted out and leads the way on emissions. Forget history and bunk, the Kuga shows the future is funky.

Ford Kuga 2.0 TDCi
Price: €33,165
Capacity: 1977cc
Power: 134bhp
Torque: 320Nm
Top speed: 179kmh
0-100kmh: 10.7sec
Economy: 6.4l-100km (44.1mpg)
CO2 emissions: 169g/km
Euro NCAP rating: Not yet tested.

Review courtesy of Drive Magazine.