Written by Ted Welford Updated: 11 April 2025

Overview

The Ford Puma Gen-E is the new electric version of what has been the UK’s best-selling car for the past two years, bringing some well-needed familiarity to Ford’s electric car line-up and the small SUV segment in general. 

Originally due to arrive on sale in 2024 alongside the facelifted version of the regular mild-hybrid Ford Puma, the electric Gen-E was delayed and is only now arriving in showrooms. While based on the same underpinnings as the regular Puma, Ford has made several changes to it to highlight that it’s like electric. 

These include a blanked-off, body-coloured grille and a new front bumper that improves aerodynamics. It’s also available in two new colours (bright yellow and blue) and gets a longer and lower spoiler. A new raised centre console is also fitted, while the Gen-E retains the standard Puma’s clever MegaBox underfloor boot storage area, which remains unique. 

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Given Ford sold almost 50,000 Pumas in the UK in 2024 alone, the electric Gen-E has huge potential even if it’s only chosen by a fraction of those buyers. Similarly, Ford has a particularly loyal customer base, with the brand targeting existing Puma owners and those driving the now-discontinued Fiesta when they come to change their car. 

But the Gen-E is far from guaranteed to be a hit. Ford has had limited success with its existing electric car line-up so far, with cars like the Mustang Mach-E and new Capri getting plenty of attention but not translating into sales. The Puma also faces lots of credible EV rivals, including the Vauxhall Mokka Electric, Peugeot e-2008 and – most notably – the new Kia EV3, which is among one of the best electric SUVs you can buy.

So had Ford finally cracked the key to having a successful electric car with the Puma Gen-E? We’ve been behind the wheel for the first time in Barcelona ahead of a full UK road test later this year to give you the first verdict. Read more about how we test cars at Parkers. 

What’s it like inside?

We were very disappointed by the updated Ford Puma’s interior when we reviewed it last year, and unfortunately, this electric model’s cabin is not much better. The pre-facelift Puma’s cabin was hardly remarkable, but Ford managed to make it look worse and be harder to use. 

All climate control functions and even the electric boot release are now controlled through the 12.0-inch touchscreen, which isn’t the most intuitive. The driver assistance menu is also buried within several menus, and makes it hard to disable any irritating warning beeps, including for speed assistance. The new squared-off steering wheel is also unpleasant to use, being far too big for a small SUV like the Puma, and it makes it quite awkward to hold. It’s a shame as the Puma drives well, as we will explore in a later section. 

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It’s not a good-looking interior, either, with the air vents plonked on top of the dashboard looking like an afterthought and the digital instrument cluster hardly fitting in the available space within the dashboard. The quality of the interior is also below par, with lots of hard black plastics used throughout. White artificial leather on the door cards and dashboard is the one saving grace, however.

We like the redesigned centre console area, though, which sits higher than in the regular Puma, enabling drink bottles to be stored at a more convenient height, while allowing for more storage beneath. 

Comfort

There’s plenty of adjustment to the seats and steering wheel, though, as we’ve mentioned, the latter’s awkward shape means it’s not very pleasant to hold. Both driver and front-seat passenger get lumbar adjustment as standard for added comfort, though the driving position is quite high. It will likely appeal to many of those buying a small SUV for that raised height, but we wish it could go a bit lower. 

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You can’t have electric front seats, and heated seats are only available on both trim levels as a £350 Winter Pack option, though you also get a heated steering wheel for that. 

Ford Puma Gen-E boot space and practicality

The Puma Gen-E’s trump card is its boot, which is huge for a car of this class. If you open the boot with the floor in the highest position it might not look all that remarkable, but it’s the space beneath that is impressive. In the regular Puma Ford calls it a ‘Megabox’ but it’s been renamed the ‘Gigabox’ on the electric Gen-E, as it’s even larger, measuring 574 litres. In comparison, a Vauxhall Mokka Electric only offers a measly 310 litres. 

The area beneath is plastic-lined and ideal for storing dirty items away from the main interior (such as muddy boots and used beach towels) and has a plug hole at the bottom so it can be rinsed out afterwards. The Puma also features a small storage area underneath the bonnet that’s ideal for keeping charging cables out of the way. 

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But rear seat space is quite tight, and though no worse than anything that comes from Stellantis (Peugeot and Vauxhall) in this class, a taller adult driver would struggle to sit behind their driving position. It’s also not helped by the floor of the Gen-E being raised compared to a standard Puma, meaning there’s even less space in the back. The Kia EV3, or similarly-priced Skoda Elroq, are far more practical choices.

Safety

The Puma Gen-E has not been separately crash tested by Euro NCAP, and is unlikely to be, so it carries over the standard Puma’s four-star rating, which was awarded back in 2022. Its worst score (69%) was given for its safety assist features, which Ford has improved on since. 

More reassuring, for families at least, should be that the Puma’s best safety category was for child occupant protection (84 per cent). Standard safety kit includes lane keep assist, autonomous emergency braking and a reversing camera. 

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If you want more, though, you’ll need to specify the optional Advanced Driver Assistance Pack for £950, which adds adaptive cruise control, a 360-degree camera, blind spot monitoring and reverse brake assist. 

Ford Puma Gen-E electric motors

Unlike most rivals that offer a choice of electric powertrains, Ford is only offering one on the Puma Gen-E.

The single electric motor develops 168hp and 290Nm of torque (pulling power), which are figures that are roughly comparable with Ford’s sportiest Puma ST, which now uses a 1.0-litre turbocharged petrol engine. It can accelerate to 62mph in eight seconds, and would carry on to a 99mph top speed. 

What’s it like to drive?

The regular Puma is the best small SUV to drive and we’re pleased to report the Gen-E carries on that title into the electric segment. Despite being 200kg heavier than the standard car, it doesn’t feel that way to drive at all. Its agile and nimble, with direct steering meaning there’s the potential to have decent fun as and when the road conditions allow. There’s plentiful grip too, meaning you can push the Puma more than you would feel comfortable in many of its rivals. 

The brakes have more bite to them than the often-vague feel you get with many EVs in this segment, such as the Peugeot e-2008, and performance is slightly brisker than that car’s too. It’s nippy around town and offers enough punch at slower speeds and up to 60mph. Beyond that, however, it starts to run out of puff, not feeling as fast on a motorway as we’d hope for when overtaking. That said, it’s not an EV designed for long-distance driving. 

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The ‘EV’ elements are good, too, with a one-pedal drive (activated through the touchscreen) or ‘L’ on the drive selector stalk on the side of the steering wheel, making for easy driving, especially around a city. 

As with the standard Puma, though, the ride quality is on the firmer side, with a level of harshness to it on the roughest surfaces, though it’s not uncomfortable. Our top-spec Premium test car came with 18-inch alloy wheels and we certainly wouldn’t want to upgrade to the optional 19-inch alloy wheels available. 

Range and charging

The Puma uses a 43kWh battery, which is one of the smallest available in this segment. Given the packaging constraints, Ford is unlikely to introduce a longer-range model, either. 

Ford claims a range of 233 miles, which lags behind the 252 miles from a Vauxhall Mokka Electric, while close to a claimed 300 miles is possible from the Volvo EX30, albeit only from a version far more expensive than the Puma. The Kia EV3 is the small SUV range champion, being capable of a claimed 375 miles, though costs £4,000 more than a top-spec Ford, and features a battery almost twice the size. 

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The advantage of using a small battery, though, is that the Puma can charge quickly despite a fairly modest 100kW maximum DC charging speed, with just 23 minutes needed to take the battery from 10 to 80 per cent. 

Ownership costs and maintenance 

While the Puma might use a fairly small battery, it is very efficient in the process. Ford claims 4.5miles per kWh and we still averaged 4.2mi/kWh during our testing without driving with efficiency in mind, albeit in a warmer climate. It should give a real-world range of around 180-200 miles, which is good considering the size of the battery and should make it one of the least expensive electric SUVs to run, but not ideal for those doing long trips. 

Ford’s range of electric cars also now come with an attractive maintenance package called Ford Power Promise. The key attraction is a free home charging wallbox (or the equivalent £500 in cash for those who can’t charge at home), as well as two free services, which will cover the car for five years. Roadside and towaway cover is also included for the same duration. 

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The battery is covered against degradation for eight years and 100,000 miles (as is the case on all new EVs because of governance), though the standard three-year, 60,000-mile warranty lags behind the seven years of cover you’ll get from the Kia EV3. The Peugeot e-2008 is also available with a package called Allure Care, which is where after every service at a Peugeot main dealer the warranty is extended for two years or 16,000 miles up to eight years and 100,000 miles. 

What models and trims are available?

The Gen-E gets a different trim structure to the regular Puma, and instead mirrors Ford’s other electric cars, such as the Explorer. 

Entry-level Select trim comes with a 12.0-inch touchscreen, 12.8-inch digital instrument cluster, 17-inch alloy wheels, wireless smartphone charging and a reversing camera for a £29,995 starting price. 

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The top-spec Premium model adds larger 18-inch alloy wheels, Matrix LED headlights, an electric boot and keyless entry for a £31,995 price. 

The only optional extra we think is worth paying for is the £350 Winter Pack for its heated front seats and heated steering wheel.