# data.attributes.metatag[].attributes.content
A supremely complete crossover. And better to drive than it strictly needs to be

# data.attributes.metatag[].attributes.content
A supremely complete crossover. And better to drive than it strictly needs to be

# data.attributes.metatag[].attributes.content
A supremely complete crossover. And better to drive than it strictly needs to be

# data.attributes.metatag[].attributes.content
A supremely complete crossover. And better to drive than it strictly needs to be

# data.attributes.metatag[].attributes.content.description
A supremely complete crossover. And better to drive than it strictly needs to be

# data.attributes.metatag[].attributes.content[]
"description":"A supremely complete crossover. And better to drive than it strictly needs to be"

# data.attributes.field_cars_driving.value
The base petrol gets a 1.5-litre EcoBoost engine, while both FHEVs (full hybrids, available in FWD or AWD) and the PHEV (plug-in hybrid) get the same 2.5-litre Atkinson cycle petrol engine. But it’s there that the similarities really end.

While the hybrid only gets a 1.1kWh battery and cannot be plugged into the mains (it’s recharged by the combustion engine), the PHEV gets 14.4kWh unit. As ever, to get the best out of it you need to plug it into the mains: do so and you’ll get a claimed up to 42 miles of electric range. We saw 27 miles real world.

Is there much difference in power?

The base-spec petrol outputs 147bhp and sees off 0-62mph in 9.5 seconds. Of the full hybrids, the FWD produces 177bhp and manages 0-62mph in 9.1s, and the AWD 180bhp and 8.3s. The PHEV, meanwhile, returns 240bhp and sees off the zero to 62mph sprint in 7.3 seconds.

We’re yet to try the entry petrol just yet – we’ll update this section as soon as we have – but in the FHEV the e-motor’s boost does a serviceable job of keeping engine revs in check without upsetting the CVT ‘automatic’ gearbox. It’s not as moo-ey as a Toyota RAV4 Hybrid, by any stretch. In the PHEV, meanwhile, the handover between electric motor and combustion engine is super smooth.

On the official WLTP cycle the full hybrids claim up to 52mpg (we saw 45mpg real world, not bad going at all) and 123g/km CO2 emissions. The PHEV claims 201mpg (massively dependant on whether you can charge it, and the kind of journeys you make... we got 50mpg) and a paltry 32g/km of CO2.

Does it handle well?

The Kuga steers and rides and handles with agility to make a Qashqai or Sportage or Tiguan look about as appealing as a broken down bus. The Ford feels, well, like a Ford. Like a bigger Puma, and that’s the benchmark in the crossover class. There’s more lean than in a business-like German rival, but it’s a more connected-feeling, well-oiled machine than a Citroen C5 Aircross or Peugeot 3008.

There’s obviously more head toss than a Focus because you’re sat up higher, but it’s by no means ungainly. In fact, it’s very confidence inspiring. Both hybrids do suffer from a slightly dead brake pedal, so judging a smooth stop when balancing regen and actual disc braking takes some learning. There are no paddle shifters on the steering wheel for fake shift steps in the CVT, but you're not missing out.

The Kuga also features noise cancellation, like those headphones that are a godsend on long flights, and the result is a hefty reduction in the usual SUV-wind din. Special props also go to the adaptive cruise control: the semi-autonomous assisted steer is one of the best we’ve tested, accurately keeping the Kuga in its lane at motorway speeds without the unnerving ‘wandering’ most systems exhibit as they ping-pong between the white lines.

# data.attributes.field_cars_driving.processed
The base petrol gets a 1.5-litre EcoBoost engine, while both FHEVs (full hybrids, available in FWD or AWD) and the PHEV (plug-in hybrid) get the same 2.5-litre Atkinson cycle petrol engine. But it’s there that the similarities really end.

While the hybrid only gets a 1.1kWh battery and cannot be plugged into the mains (it’s recharged by the combustion engine), the PHEV gets 14.4kWh unit. As ever, to get the best out of it you need to plug it into the mains: do so and you’ll get a claimed up to 42 miles of electric range. We saw 27 miles real world.

Is there much difference in power?

The base-spec petrol outputs 147bhp and sees off 0-62mph in 9.5 seconds. Of the full hybrids, the FWD produces 177bhp and manages 0-62mph in 9.1s, and the AWD 180bhp and 8.3s. The PHEV, meanwhile, returns 240bhp and sees off the zero to 62mph sprint in 7.3 seconds.

We’re yet to try the entry petrol just yet – we’ll update this section as soon as we have – but in the FHEV the e-motor’s boost does a serviceable job of keeping engine revs in check without upsetting the CVT ‘automatic’ gearbox. It’s not as moo-ey as a Toyota RAV4 Hybrid, by any stretch. In the PHEV, meanwhile, the handover between electric motor and combustion engine is super smooth.

On the official WLTP cycle the full hybrids claim up to 52mpg (we saw 45mpg real world, not bad going at all) and 123g/km CO2 emissions. The PHEV claims 201mpg (massively dependant on whether you can charge it, and the kind of journeys you make... we got 50mpg) and a paltry 32g/km of CO2.

Does it handle well?

The Kuga steers and rides and handles with agility to make a Qashqai or Sportage or Tiguan look about as appealing as a broken down bus. The Ford feels, well, like a Ford. Like a bigger Puma, and that’s the benchmark in the crossover class. There’s more lean than in a business-like German rival, but it’s a more connected-feeling, well-oiled machine than a Citroen C5 Aircross or Peugeot 3008.

There’s obviously more head toss than a Focus because you’re sat up higher, but it’s by no means ungainly. In fact, it’s very confidence inspiring. Both hybrids do suffer from a slightly dead brake pedal, so judging a smooth stop when balancing regen and actual disc braking takes some learning. There are no paddle shifters on the steering wheel for fake shift steps in the CVT, but you're not missing out.

The Kuga also features noise cancellation, like those headphones that are a godsend on long flights, and the result is a hefty reduction in the usual SUV-wind din. Special props also go to the adaptive cruise control: the semi-autonomous assisted steer is one of the best we’ve tested, accurately keeping the Kuga in its lane at motorway speeds without the unnerving ‘wandering’ most systems exhibit as they ping-pong between the white lines.

# data.attributes.field_cars_editor_title
Ford Kuga review: a supremely complete crossover

# data.attributes.field_cars_inside.value
Up front, this is almost all from the Focus. The steering wheel, with over 20 buttons on well-specced versions, along with the dashboard architecture and main console is all from the Focus, which in turn is barely changed from the Fiesta. This means the same’s true of those cars: great ergonomics, but a pretty grey, dowdy ambience.

Even post-facelift it’s still fairly uninspiring to sit in, and the hard plastics on the door handles are a constant reminder that this isn’t a premium-chasing machine like a Peugeot 3008. However, it’s a lot easier to operate than a Vauxhall Grandland or even an Audi Q3, on account of being blessed with a much simpler touchscreen.

Speaking of, how's the tech?

The 12.3-inch standard fit digital instrument cluster is a showroom winner but, besides its party trick of multiple colour schemes as you cycle through the Kuga’s various driving modes, it’s not actually as adaptable as say, Peugeot or Audi’s alternative.

On the plus side, it’s handy in the hybrid for its clear and simple renderings of what power source you’re using when, but do you really need to know how much braking force was harvested into the battery every time you come to a halt? Thankfully you can turn that pop-up off.

All versions post-facelift now get a 13.2-inch infotainment display complete with Ford’s latest SYNC 4 operating system which has twice the computing power of old, along with 5G connectivity, a cloud-based navigation system, wireless Apple CarPlay and Android Auto, and Amazon Alexa.

It all looks very smart, with clear graphics and a nicely responsive touchscreen, but the climate controls are now displayed in a strip along the bottom, instead of the previous physical switchgear. Better than in some rivals for sure, but still not as convenient as before.

Shame. Will my passengers enjoy the ride?

Up front the seats are comfortable and electrically adjustable. In the back there’s room for two adults for long trips, but a third will have to straddle the transmission tunnel. The sliding rear bench allows for up to a metre of legroom. Beat that, Bentley.

Big side windows make the car feel airy in the back, and there’s the option of a full glass roof, but it feels roomy.

The boot measures at minimum 412 litres, though sliding the rear seats forward allows for or up to 140 litres of extra bootspace. Does anyone ever actually deploy that feature though? Or just set the seats once and then forget about it?

# data.attributes.field_cars_inside.processed
Up front, this is almost all from the Focus. The steering wheel, with over 20 buttons on well-specced versions, along with the dashboard architecture and main console is all from the Focus, which in turn is barely changed from the Fiesta. This means the same’s true of those cars: great ergonomics, but a pretty grey, dowdy ambience.

Even post-facelift it’s still fairly uninspiring to sit in, and the hard plastics on the door handles are a constant reminder that this isn’t a premium-chasing machine like a Peugeot 3008. However, it’s a lot easier to operate than a Vauxhall Grandland or even an Audi Q3, on account of being blessed with a much simpler touchscreen.

Speaking of, how's the tech?

The 12.3-inch standard fit digital instrument cluster is a showroom winner but, besides its party trick of multiple colour schemes as you cycle through the Kuga’s various driving modes, it’s not actually as adaptable as say, Peugeot or Audi’s alternative.

On the plus side, it’s handy in the hybrid for its clear and simple renderings of what power source you’re using when, but do you really need to know how much braking force was harvested into the battery every time you come to a halt? Thankfully you can turn that pop-up off.

All versions post-facelift now get a 13.2-inch infotainment display complete with Ford’s latest SYNC 4 operating system which has twice the computing power of old, along with 5G connectivity, a cloud-based navigation system, wireless Apple CarPlay and Android Auto, and Amazon Alexa.

It all looks very smart, with clear graphics and a nicely responsive touchscreen, but the climate controls are now displayed in a strip along the bottom, instead of the previous physical switchgear. Better than in some rivals for sure, but still not as convenient as before.

Shame. Will my passengers enjoy the ride?

Up front the seats are comfortable and electrically adjustable. In the back there’s room for two adults for long trips, but a third will have to straddle the transmission tunnel. The sliding rear bench allows for up to a metre of legroom. Beat that, Bentley.

Big side windows make the car feel airy in the back, and there’s the option of a full glass roof, but it feels roomy.

The boot measures at minimum 412 litres, though sliding the rear seats forward allows for or up to 140 litres of extra bootspace. Does anyone ever actually deploy that feature though? Or just set the seats once and then forget about it?

# data.attributes.field_cars_owning.value
The Kuga starts at £32,095 for the base petrol. The FHEV costs from £38,565 and £40,865 in front-wheel drive and all-wheel drive respectively. Meanwhile the full plug-in hybrid costs from £40,555. Available trims include Titanium (only available with the base petrol), ST-Line, Active and ST-Line X.

What are the kit choices like?

Base-spec Titanium models get silver 17-inch alloys, LED headlights, taillights and daytime running lights, silver roof rails, plastic side cladding, heated windscreen, 12.3-inch digital instrument cluster, 13-inch touchscreen, front and rear parking sensors and much more besides. Not so base-spec after all.

One up ST-Line models are schporty focused and get metallic 18-inch alloys, red brake callipers, ST-Line bodykit, and twin sports exhausts. Inside the theme continues with a flat-bottomed steering wheel, sports seats with black neosuede inserts and contrasting red stitching, plus alloy pedals.

Active trim has a more rugged/adventurous look and includes black machine-finished 18-inch alloys, active lifted suspension, black mirror caps, and roof rails. You get the gist. Inside, there’s Active seats with black neosuede inserts and grey stitching. Wasn’t going to be neutral coloured here, really.

Top of the ST-Line X models build on ST Line trim (shock) and get black machine-finished 19s, panoramic roof, front and rear heated seats and steering wheel. As you’d expect all versions come with Ford’s usual suite of safety systems, while buyers have 12 colours to choose between.

What's the best spec?

Most UK buyers opt for ST Line trim, though if you need something more hard-wearing we’d go for Active trim, which is pretty comparable on price.

On the engine front, we’d likely skip the base petrol and go hybrid: if you have no access to a plug at home or work, the FHEV is arguably the better variant (we don’t reckon you need to look beyond front-wheel drive, either).

However if you do have access to power, and make a lot of short trips, check out the PHEV instead. This is a car most commuters could run as an EV and only wake the petrol engine on longer weekend trips with the family in tow.

# data.attributes.field_cars_owning.processed
The Kuga starts at £32,095 for the base petrol. The FHEV costs from £38,565 and £40,865 in front-wheel drive and all-wheel drive respectively. Meanwhile the full plug-in hybrid costs from £40,555. Available trims include Titanium (only available with the base petrol), ST-Line, Active and ST-Line X.

What are the kit choices like?

Base-spec Titanium models get silver 17-inch alloys, LED headlights, taillights and daytime running lights, silver roof rails, plastic side cladding, heated windscreen, 12.3-inch digital instrument cluster, 13-inch touchscreen, front and rear parking sensors and much more besides. Not so base-spec after all.

One up ST-Line models are schporty focused and get metallic 18-inch alloys, red brake callipers, ST-Line bodykit, and twin sports exhausts. Inside the theme continues with a flat-bottomed steering wheel, sports seats with black neosuede inserts and contrasting red stitching, plus alloy pedals.

Active trim has a more rugged/adventurous look and includes black machine-finished 18-inch alloys, active lifted suspension, black mirror caps, and roof rails. You get the gist. Inside, there’s Active seats with black neosuede inserts and grey stitching. Wasn’t going to be neutral coloured here, really.

Top of the ST-Line X models build on ST Line trim (shock) and get black machine-finished 19s, panoramic roof, front and rear heated seats and steering wheel. As you’d expect all versions come with Ford’s usual suite of safety systems, while buyers have 12 colours to choose between.

What's the best spec?

Most UK buyers opt for ST Line trim, though if you need something more hard-wearing we’d go for Active trim, which is pretty comparable on price.

On the engine front, we’d likely skip the base petrol and go hybrid: if you have no access to a plug at home or work, the FHEV is arguably the better variant (we don’t reckon you need to look beyond front-wheel drive, either).

However if you do have access to power, and make a lot of short trips, check out the PHEV instead. This is a car most commuters could run as an EV and only wake the petrol engine on longer weekend trips with the family in tow.

# data.attributes.field_cars_stand_first
Ford's jacked-up Focus is all grown up, and better to drive than it has any right to be

# data.attributes.field_cars_verdict.value
The Kuga is extremely rounded... notwithstanding its rather ordinary styling. It’s well equipped, very grown up, and showcases all of Ford’s knowhow from the Fiesta and Focus when it comes to how it goes down the road.

Little surprise, then, that it’s Ford’s best-selling SUV in Europe, with over a million sold since it was first launched in 2008. But this is the first time it’s really felt like it’s a class challenger rather than just another car.

# data.attributes.field_cars_verdict.processed
The Kuga is extremely rounded... notwithstanding its rather ordinary styling. It’s well equipped, very grown up, and showcases all of Ford’s knowhow from the Fiesta and Focus when it comes to how it goes down the road.

Little surprise, then, that it’s Ford’s best-selling SUV in Europe, with over a million sold since it was first launched in 2008. But this is the first time it’s really felt like it’s a class challenger rather than just another car.

# data.attributes.field_cars_verdict_against
Bland looking outside, blander and dowdy inside, little physical switchgear

# data.attributes.field_cars_verdict_for
Handling, powertrain choice, simplicity, space, a solid all-rounder

# data.attributes.field_cars_verdict_text
It’s well equipped, very grown up, and showcases all of Ford’s knowhow from the Fiesta and Focus

# data.attributes.field_cars_what_is_it.value
The third-generation Ford Kuga, newly facelifted for 2024. Indeed, this generation has been with us since 2019 so it was well due, as it attempts to stand out in a hugely crowded sector that includes the like of the BMW X1, Hyundai Tucson, Kia Sportage, Mazda CX-5, Nissan Qashqai, Volkswagen Tiguan. You know the type.

You can have it with plain petrol power, as a full hybrid (in two guises, FWD and AWD) that juggles petrol and electric power, or there’s a petrol plug-in hybrid (PHEV) that can run for up to 42 miles on electric power alone. If you’re after a fully electrified Ford, you’ll need to look at the Mustang Mach-E or Explorer.

What's new?

The eagle-eyed will have noticed the new front grille, LED light bar, and repositioned logo, but otherwise the exterior revisions are minimal. The Kuga has always been a little plain looking to our eyes but otherwise entirely inoffensive – which goes some way to explaining why it’s been Europe’s best-selling PHEV for the past three years running – and as the saying goes, if it ain’t broke, don’t fix it.

Inside, it now gets Ford’s latest SYNC 4 infotainment system, while the driver assistance systems have also been upgraded to include Ford’s next-generation adaptive cruise control complete with adaptive braking, plus a 360-degree camera with aerial view.

How big is it in the real world?

Quite a lot bigger than the old Kuga, which Ford says adds up to the most occupant space in the class. We’re inclined to agree: the Kuga feels half a size bigger inside (and it gets a sliding second row of seats too) than something like a Nissan Qashqai or Kia Sportage. Which is great, until you come to park it, of course.

[node:field_onward_journey_card-themed]

There again, Ford reckons the Kuga can tech its way out of a problem, with its fleet of (already impressive) sensors and driver aids also upgraded as part of the facelift. Nothing new for the class, or for Ford, or particularly revolutionary. But if you’re upgrading from the old Kuga, this is going to seem a heck of a lot more advanced.

Fords are meant to be good to drive too, right?

Yep. And just like the truly top-of-the-class modern Fords – the little Fiesta (RIP), and its taller Puma cousin – the Kuga handles with responses it really has no right to. You could almost call it fun.

Most of the time, it’s just a very sensible family car that does nothing a Focus Estate wouldn’t manage, but does it with more ride height, more headroom, and more look-at-me-in-my-SUV zeitgeisty panache. Which is what folks want, from their Renault Capturs right up to their Rolls-Royce Cullinans.

How much does it cost?

Prices start from £32,095 for the base petrol, rising to £38,565 for the full hybrids, and £40,555 for the plug-in hybrids. Full details over on the Buying tab.

# data.attributes.field_cars_what_is_it.processed
The third-generation Ford Kuga, newly facelifted for 2024. Indeed, this generation has been with us since 2019 so it was well due, as it attempts to stand out in a hugely crowded sector that includes the like of the BMW X1, Hyundai Tucson, Kia Sportage, Mazda CX-5, Nissan Qashqai, Volkswagen Tiguan. You know the type.

You can have it with plain petrol power, as a full hybrid (in two guises, FWD and AWD) that juggles petrol and electric power, or there’s a petrol plug-in hybrid (PHEV) that can run for up to 42 miles on electric power alone. If you’re after a fully electrified Ford, you’ll need to look at the Mustang Mach-E or Explorer.

What's new?

The eagle-eyed will have noticed the new front grille, LED light bar, and repositioned logo, but otherwise the exterior revisions are minimal. The Kuga has always been a little plain looking to our eyes but otherwise entirely inoffensive – which goes some way to explaining why it’s been Europe’s best-selling PHEV for the past three years running – and as the saying goes, if it ain’t broke, don’t fix it.

Inside, it now gets Ford’s latest SYNC 4 infotainment system, while the driver assistance systems have also been upgraded to include Ford’s next-generation adaptive cruise control complete with adaptive braking, plus a 360-degree camera with aerial view.

How big is it in the real world?

Quite a lot bigger than the old Kuga, which Ford says adds up to the most occupant space in the class. We’re inclined to agree: the Kuga feels half a size bigger inside (and it gets a sliding second row of seats too) than something like a Nissan Qashqai or Kia Sportage. Which is great, until you come to park it, of course.

There again, Ford reckons the Kuga can tech its way out of a problem, with its fleet of (already impressive) sensors and driver aids also upgraded as part of the facelift. Nothing new for the class, or for Ford, or particularly revolutionary. But if you’re upgrading from the old Kuga, this is going to seem a heck of a lot more advanced.

Fords are meant to be good to drive too, right?

Yep. And just like the truly top-of-the-class modern Fords – the little Fiesta (RIP), and its taller Puma cousin – the Kuga handles with responses it really has no right to. You could almost call it fun.

Most of the time, it’s just a very sensible family car that does nothing a Focus Estate wouldn’t manage, but does it with more ride height, more headroom, and more look-at-me-in-my-SUV zeitgeisty panache. Which is what folks want, from their Renault Capturs right up to their Rolls-Royce Cullinans.

How much does it cost?

Prices start from £32,095 for the base petrol, rising to £38,565 for the full hybrids, and £40,555 for the plug-in hybrids. Full details over on the Buying tab.

# data.attributes.field_cars_what_we_say
A supremely complete crossover. And better to drive than it strictly needs to be