Ford Puma - five stars but no comet for NZ

Sorry Puma fans – we’re only getting the tame versions, not the wildcat flagship.

GOOD news about the new Ford compact crossover soon on sale here if you’re interested in safety – not so much if sizzle is more your turn-on.

The positive is a top marks safety score for the Puma, decided by an independent crash testing agency whose opinion is most relevant to New Zealand drivers as it is the only organisation that has our Government’s sanction and to be fuelled by NZ tax funding.

The Australasian New Car Assessment Programme’s decision to give the new five-seater a five-star rating has thrilled Ford New Zealand.

It’s a positive for potential buyers, too. ANCAP says the car’s inclusion of autobraking with pedestrian and cyclist detection, lane departure warning and lane keeping, traffic sign recognition, driver impairment monitoring, rear parking sensors, TPM, Isofix and provision of six airbags across the range all weighed into the result.

That kit is available to all versions of the Puma – including one that was announced within a day of the ANCAP score being publicly shared.

The Puma ST, the green car pictured today, is set to stand as the family’s performance flagship, offering a peppier alternate to the one litre model that lands within weeks in two forms.

To refresh your memory, there’s a standard edition going for $29,990 plus ORCs as a launch special. The full RRP is $33,990. The higher specified Puma ST-Line (the blue car) adds adaptive cruise control, sports suspension, seats and body kit, hands-free tailgate, paddle shifters and other gear besides. It will go for $37,990 plus ORCs.

The ST obviously sits above that, being a taller-standing equivalent of the Fiesta ST and Focus ST, which have become popular here though are currently subject to supply disruption.

No good asking about the potential premium, though. As much as it might seem like good addition to the ST push, the performance Puma won’t be coming here any time soon.

The reason why comes down to the transmission. For now the Puma ST only comes with an orthodox, three-pedal manual. Ford NZ doesn’t see it finding it sufficient favour with that choice – they’d prefer it to have the two-pedal automated manual that is solely offered with the Focus ST now. There’s no sign of that happening, sadly.

The decision might leave ST fans a bit confused, given that the Fiesta ST is only available with an orthodox manual and seems to do just fine, regardless.

Ford New Zealand’s comms man, Tom Clancy, steered clear of going into the issue, instead simply stating: “….. no plans for the Puma ST for NZ.”

In respect to Fiesta ST and Focus ST supply, he said both had been affected “initially and again due to hurricanes delaying boats. However, supply is getting back online.

“More Fiesta STs are arriving next month, and dealers have Focus STs available. All of our initial stock of Fiesta ST sold out.”

Focus ST sales ramped up in August, with the type account for more than 30 percent of Focus sales. 

“We’ve seen the hot hatch faithful come in as customers but also new customers.”

The Puma versions signed up for duty here run a 1.0 litre three pot turbo petrol, good for 92kW and 170Nm from 1400rpm and in marriage to a seven-speed auto.

The ST, meantime, has a 1.5-litre three-pot engine with radial-axle turbo and the same 147kW as the Fiesta ST, but with an even beefier 320Nm – up 30Nm.

The extra shove in grunt gives the Puma ST the same 6.7 seconds 0-100kmh time of the Fiesta version, despite a more portly curb mass. 

Power is sent to the front wheels via a six-speed manual. It has a mechanical LSD and torque vectoring to reduce understeer and the same force-vectoring springs of the Fiesta ST. The steering rack is also 25 percent quicker, and the brakes larger than standard. Oh yes, and it sits on 19-inch black alloys with Michelin Pilot Sport 4S rubber.

On offer for the driving experience are Normal, Eco, and Sport driving modes and a new Track mode which disables traction control while limited stability control.  Optional is a launch control function. ST Recaro sports seats make their way inside alongside a flat-bottomed steering wheel and ST gearknob.

Surely it looks worthy of a petition, right? 

Meantime, back to the Puma’s ANCAP score. One interesting aspect is that it is was based on the latest examination standard, the barometer the Isuzu D-Max (for example) faced up so well.

Because? Well, while the Puma is only arriving now, the car launched in Europe in 2019 and subsequently went through Euro NCAP crash testing in December that year. 

That same five-star rating has carried over to the Puma here despite ANCAP changing its testing criteria this year to include a more stringent frontal offset crash, side impact crash and far-side impact crash tests.

ANCAP says the ‘Euro’ rating has carried over because it is still applicable to the Puma despite the tweak in local testing.

Revised Focus now down to three choices

Second time a charm – that’s Ford NZ’s hope for the Focus, having radically revised and slimmed the line up.

New ST-Line X replaces the ST-Line … and costs $6000 more.

TWO trim levels, an engine and a body shape have been axed while two remaining mainstream models have been enhanced yet also rendered more expensive.

That’s the sum total of a sweeping change just announced for the Ford Focus as it represents in New Zealand, the brand acknowledging that it has revised a line-up launched just two years ago – and literally lifted a year ago, when adding the Active – to better attune to what has so far been disturbingly indifferent customer taste.

“These are the cars that are most popular with customers – we’re taking out the complexity,” is how Ford communications spokesman Tom Clancy describes the rationale driving the new lineup, which hits in August.

From now on, there will be just three Focus models, all hatchbacks with eight-speed automatic transmissions, one in the elevated Active format that arrived last October and delivers a crossover look but in a lightweight manner – so, front rather than four-wheel-drive.

The new Active, at $37,990, will cost $1000 more than its predecessor. The ST-Line, which had been the same price as Active was, is now outfitted more richly, to an ‘X’ specification. But the price has gone up accordingly, by a whopping $6000.

Above them is the new ST performance model that is a $59,990 proposition. Introduced just weeks ago, it has remarkably also been improved by the latest round of revisions.

So what’s gone? That’ll be the Trend and Titanium hatches, which ran with the 134kW and 240Nm three-cylinder 1.5 petrol that continues on in Active and ST Line X, and the Trend wagon, which ran with a 110kW/370Nm 2.0-turbodiesel.

Focus Active, which joined the local family last year, now becomes the entry choice.

Ford NZ aspiration to wean off reliance on the Ranger utility – by far and away its biggest monthly seller for the past three years - has been pinned on its passenger, crossover and sports utility models but that strategy has yet to realise positively.

The Focus has at times hardly figured in sales results – ironically a particularly poor period was the end of last year, when it won a newspaper group’s competition.

Clancy says there is high confidence, nonetheless, that the car will deliver better performance now that it is presented in what Ford NZ describes as “three clearly defined choices.”

Local managing director Simon Rutherford, has expressed particular confidence in the ST-Line X, saying it even better represents the Focus’s driver-oriented feel than its predecessor. 

The update delivers a technology spruce-up, with introduction of FordPass Connect, an embedded modem which Ford says brings even greater accessibility, convenience and capability, so long as an owner’s cellphone is compatible. Features include ability to remotely lock and unlock the vehicle plus ability to check fuel level, tyre pressures, oil life and check recent service history, owners’ manual. It also enables contact with a ‘Ford Guide’, who can assist – by phone or email – with any queries about connected services and hooks into services including access to roadside assistance.

The Focus ST-Line X and the Focus ST will be upgraded to the 12.3-inch fully-configurable digital instrument cluster allowing the driver to personalise and prioritise display of information including driver assistance technology and sat-nav notifications.   

All models have Ford’s SYNC 3 system, which includes Apple CarPlay/Android Auto smartphone compatibility, with wireless smartphone charging.

The mainstream editions take LED headlights and have different Daytime Running Lights to present a distinct identity.

What is being called the ‘2020.75’ range also adopts revised rear suspension, the benefits coming in sharper handling and more comfortable, quieter ride.

And the ST doesn’t miss out. The 2020.75 model picks up a 10-speaker B&O audio system and 12.3-inch full TFT/LCD colour instrument cluster screen.

Just-arrived Focus ST also achieves a specification enhancement.

Focus ST: Automatic for the people

It’s been COVID-19 delayed and is $500 dearer than initially signalled but the fourth generation Ford Focus ST hot-hatch has launched.

THE new Ford Focus ST is more powerful and roomier than its predecessor and delivers a significant increase in technology.

And it also gains a new status as the sharpest Focus variant among gen-four following recent confirmation that development has been halted on a successor to the all-wheel-drive RS rocket ship.

Originally scheduled for a first-quarter introduction, the made-in-Germany Ford Focus ST has weathered the COVID-19 delays to join the Fiesta ST, Mustang models and the Ranger Raptor under the Ford Performance banner.

Pricing is $59,490 (back in September a $58,990 price-tag had been advised) and the Focus hot-hatch recipe combines five-door functionality with a high output 2.3-litre four-cylinder turbo engine, front-wheel-drive and a new seven-speed sports automatic transmission with paddle shift.

Ford New Zealand sees automatic transmission as the overwhelming customer preference in this market. There is a six-speed manual with rev-matching function available in most markets including Australia.

It’s the first time a Focus hot-hatch has been offered with only two pedals – a move that widens its reach in the market to deliver something that Honda Civic Type-R and Hyundai i30 N rivals can’t and positions the Focus ST as a Volkswagen Golf GTI competitor.

The previous Focus ST had a 2.0-litre turbo engine. The fourth generation features the all-aluminium 2.3-litre unit derived from the previous RS model with twin-scroll turbocharging, an electronic wastegate and anti-lag system. It develops 206kW at 5500rpm (an increase of 22kW) accompanied by a substantial jump in torque to 420Nm (up from 360Nm) available between 3000-4000rpm.

The sharpening of the Focus also applies to the chassis tuning with 19-inch alloy wheels shod with bespoke 235/35 Michelin Pilot Sport 4S tyres and suspension that lowers ride height by 10mm compared to standard Focus models.

A torsion beam axle is standard on mainstream Focus models but the higher riding Focus Active and the ST model have an independent rear suspension and the ST debuts a new Continuously Controlled Damping (CCD) system.

The CCD system monitors suspension, steering and braking inputs at 2 milli-second frequency to adjust damping responses. 

A Borg Warner electronically controlled Limited Slip Differential (eLSD) plays a key role in applying 420Nm of torque to the road. The system can pre-emptively adjust torque distribution using inputs from powertrain and vehicle dynamics sensors.

Ford says the electric power-assisted steering (EPAS) system is 15 per cent quicker than the standard Focus with just two turns lock-to-lock. And there is ST-specific steering knuckle geometry for sharper responses.

New software titled Steering Torque Disturbance Reduction has the target of reducing torque steer when applying 206kW and 420Nm to the tarmac.

Upgraded brake hardware includes larger 330mm front and 302mm rear ventilated discs with red painted callipers and Ford has developed a new electronic brake booster to provide more consistent pedal feel.

The Selectable Drive Modes offer Slippery, Normal, Sport and Track settings that adjust the eLSD, CCD, EPAS, throttle mapping, automatic transmission shift scheduling along with electronic stability control (ESC) and electronic sound enhancement (ESE) settings. In Track Mode the eLSD delivers maximum traction and the intervention of the ESC system is delayed.

A dedicated Sport button on the steering wheel allows direct access to Sport mode while the Mode button allows drivers to scroll through the Drive Mode options.

Exterior detailing includes a wide honeycomb grille, ST specific bumpers and side skirts, a rear spoiler, LED adaptive headlights, daytime running lights and tail lights.

Colour choices are Ford Performance Blue, Frozen White, Magnetic (grey), Race Red and Agate Black. Ford NZ had originally signalled a $500 premium for the searing Orange Fury seen here but has decided not to charge a premium for prestige paint.

Cabin highlights include heated Recaro sports seats with leather and suede trim and ST logos. The flat-bottom and heated ST steering wheel is trimmed with perforated leather.

Ford Performance instrumentation is standard including shift lights for when the paddles are being used. With the arrival of an automatic transmission the ST adopts the rotary e-shifter and an electronic park brake.

Standard equipment includes keyless entry and push-button start, LED ambient lighting, dual-zone climate control, rear privacy glass and heated power-folding exterior mirrors with puddle lamps. 

Interestingly Australian customers get a premium Bang and Olufsen audio as standard but Ford NZ has opted for a six-speaker system.

The Focus ST is equipped with the SYNC 3 infotainment and communications platform with 8.0-inch touchscreen, Apple CarPlay and Android Auto compatibility while Siri and voice-activated text messaging can be accessed via steering wheel controls. Satellite navigation, a 180-degree rear-view camera and wireless smartphone charger are standard.

Along with a five-star ANCAP (2019) rating the Focus ST safety and driver assist roster includes Autonomous Emergency Braking (AEB) with Cyclist and Pedestrian Detection, Blind Spot Information System (BLIS) with Cross Traffic Alert, Lane Departure Warning and Lane Keep Assist and Hill Launch Assist.

Because the automatic model has been selected for the New Zealand market Adaptive Cruise Control (ACC) with Stop & Go function is standard.

Hotshot RS has gone but Focus ST will still burn

Ford NZ has reacted to news the fabulous Focus RS won’t continue with suggestion the ST is hot enough to fill in.

Will an underdog be accepted as king of the kennel?

More specifically, can a 206kW front-drive hot hatch fill the boots of a far more hyperactive four-wheel-drive big brother that, in the final tuning of its previous format presented to New Zealand, generated 257kW and smashed 0-100kmh in 4.7 seconds?

As hard as it might be for some revheads to accept the Focus ST incoming to New Zealand in June, price and final specification still undisclosed (and Covid-19 notwithstanding), having the cojones to satisfy RS-level expectations, that’s exactly what is going to happen, with news that the latter Focus has been killed off.

Ford New Zealand is pulling on its brave pants in responding to thought that, with the RS gone, it might lose a fanbase and struggle with ST to maintain the traction RS gained as an ultimate Euro-flavoured Blue Oval bad boy.

Corporate communications manager Tom Clancy believes the ST has enough flavour to win at least a look from the RS fanbase.

“The initial reviews from Europe of the … ST have been highly positive so we will see some RS customers and hot hatch enthusiasts in general checking out the new Focus ST.”

Ford has left those hardcore addicts no choice, with news that a famous badge with lineage going back to early Escorts now ends with $76,990 RS Limited Edition that came here in September of 2018.

The idea of developing a fourth generation RS hinged on it working with what’s turned out to be a developmental dead-end – a high-output hybrid turbo four-cylinder engine and an emissions-reducing 48V mild-hybrid system to meet tighter CO2 targets while retaining ballistic capability.

A company statement reads: “As a result of pan-European emissions standards, increased CO2 taxation and the high cost of developing an RS with some form of electrification for a relatively low volume of vehicles, we are not planning another RS version of the Focus.”

This doesn’t necessarily mean the RS will not re-emerge in the future – the statement is careful to apply specifically to this generation Focus – yet it does mean that for the time being the onus of being the ultimate family funster falls on a variant that, until now, has always been a stepping stone between the mainstream and the fully malevolent formats.

The new ST is certainly set to be a faster, more honed car than its predecessor. Notably, it comes equipped with a 206kW/420Nm 2.3-litre four-pot turbo – up by 22kW and 60Nm over the old model.

That means it is offering just 20Nm less than the last RS in its hottest factory format, though the power output is also 49kW shy.

It is also surely set to win a wider audience than the previous ST, or any RS, as they were manual gearbox models, whereas the next transfers to a seven-speed direct shift transmission.

Says Clancy: “The RS was more suited to enthusiasts as was the previous Focus ST.  

“Where we anticipate the largest customer interest/movement is from the fact that this is the first time we’ve offered a 7-speed automatic transmission with paddle shift in a Focus ST.

“We anticipate many new customers and customers coming from competitors who have had autos before the Focus ST.”

However, the ST is patently not on the same level as the last RS in respect to drivetrain tech, which stands to reason.

In production and on sale in its primary markets for almost a year, ST was developed at a time when Ford was committed to doing as it has previously done: Continuing it as a fun, but lower-tier, excitement than the RS which was – back then – was a definite starter. 

Which is why the RS alone had the full-out race-spec tech and aimed at utterly bonkers high-end specialist all-wheel-drive Euro fare – the likes of the Audi RS3 and Mercedes A35 and A45 - whereas the ST was designed more as a foil to front-drive hotties, most notably the Renault Megane RS and the VW Golf GTI.

The RS will certainly be remembered as a marvel of chassis technology and sheer aggression.

As other have noted, it’s been no stranger to variety. The first-generation car relied on turbocharged, 2.0-litre power sending drive to the front axle; the second also put power through the steering set and switched to a five-cylinder unit. The previous Focus RS returned to four-cylinder power, but adopted an all-wheel-drive system and lifted the game all the more. 

 Huge grunt from a 2.3-litre turbo engine (with 1.8bar or 26PSI of turbo boost) channelled via a six-speed manual gearbox and, in most-prized Limited form, a Quaife mechanical (meaning real, not a pretend electronic approximation) limited-slip differential at the front and it had a RS Performance Wheel Pack with 19-inch rims and Michelin Pilot Sport Cup rubber. All this, and a fun-tastic Drift Mode that unleashed it for impressively Hoonigan-style big skids (track use only, of course). 

That clever stuff showed in the price, of course. At $76,990, that last blast RS added $4000 to the sticker attached to the standard model and left it around $25k above the ST. 

So much for so little? As much as the RS sticker seemed to put it beyond the faint-hearted, it sold fast anyway.

And though, of course, the RS car park was always smaller than the ST’s, which in itself held something of a niche presence, it proved how strongly street cred can ‘sell’ a car, being utterly untroubled being noticed by those in the know.