FORD KUGA:Ford may seem to be late to the SUV party, but with the Kuga it has a good looking contender, writes Michael McAleer, motoring editor
THE OVER-RIDING question mark hovering over Kuga, is why did Ford leave it so long to join the party? For a US car giant with a long pedigree in SUVs in its home market, it's incredible that Ford has taken so long to enter the compact SUV market.
Ironically, it's just as the fad for these vehicles appears to be waning that the Blue Oval brand now deigns to join in.
In its defence, the operations of Ford in Europe are very different from the US, and it's hard to criticise them too much. After all, the Europeans at Ford have consistently shown healthy profits, while their SUV-clad cousins in the US have been writing their financial reports in red ink for some time.
Another difference is the quality of cars they produce on either side of the Atlantic. Where the US models are largely also-rans in its home market, European models continually rank tops among the motoring press. Think of the S-Max, the Galaxy and the new Mondeo. Every one is at the top of its game. US bosses could learn a thing or two from their European counterparts.
So what of Kuga? Ford says it's a crossover; that all-encompassing term used by marketing folk afraid to utter those dreaded three letters: SUV. In reality it's the same as a host of other cars also known as "soft-roaders", effectively school-run favourites that have added height and bulk to make their occupants feel a little more butch and a little less vulnerable. In turn, the trade-off is a heavier vehicle that's not as nice to drive, not as easy to handle and not as economical as a regular car. For us that would seem a trade-off too far, but clearly there are plenty of folks prepared to make such a sacrifice.
In the current climate it may seem slightly mad to even consider buying anything bigger than a Reliant Robin with all the doom and gloom out there, but there is, surprisingly, a strong case for Kuga.
For a start, this car is unquestionably good looking and could be considered a stylish alternative to the Focus estate. It also offers many of the capabilities of the Focus model range when it comes to handling, and that's something its competitors should note. For all the hype, Ford may be following others into this market - and rather tardy it is too - but what it offers is well-placed to steal a lot of thunder from the competition.
Its more rugged credentials are reserved for the optional four-wheel-drive versions, which sends up to 95 per cent of the engine's power to the front wheels, but can call upon the rear axle when needed.
It doesn't match the likes of Land Rover's Freelander 2 in terms of off-road gadgets and ability, but it's a decent mud-plugging system to get you out of the wet grass. In all likelihood however, few Irish buyers will add the four-wheel option to their Kugas - an addition that costs up to €1,840.
As you might expect from its size, the underpinnings of the Kuga are largely taken from the Focus parts bin.
However, that does not make it merely a high-set Focus. Its bigger in virtually every detail, right down to the wheelbase, while it is also 240kg heavier with the four-wheel-drive system on board. That's one reason why Ford opted for a single engine line-up: a 2-litre 134bhp diesel engine with six-speed manual gearbox. The extra weight forces the engine from band C in the Focus to band D in the Kuga, kicking the annual motor tax up from €290 to €430.
The four-cylinder turbodiesel is a solid powertrain, if not very sporting and quite noisy when in full song. It's the one area where we would have hoped the Kuga could have excelled, but there is nothing like the sparkle from this engine that we had hoped for. It needs quite a bit of work on the gearbox to get the most out of it. We can understand now why Ford opted to leave its well-regarded 1.8-litre diesel out of the Kuga mix.
Where this car really sparkles, however, is in its handling. It may be significantly higher set than the average Focus, but Ford has managed to retain much of the family hatchback's dynamics and cornering ability. That's no mean feat.
It's a surprisingly responsive and tightly-wound package that feeds your confidence the more you drive it. Other off-roaders should take note: you don't have to roll into a corner as if you're leaning a motorbike: putting a wheel at each corner should mean you don't need a kneepad to round a bend.
An example of the Kuga's ability was evident from one of our tests: on some private ground we tested the car's ability to hold a turn at varying speeds. It's a very rough guide to how a car might react if you find yourself at the wrong speed in a corner apex or roundabout.
What impressed with the Kuga is that it held its line remarkably well before giving in to understeer or reverting to the electronic safety net of ESP and traction control.
It doesn't take an engineering PhD to understand the principles behind the trade-offs in suspensions you have between a car that doesn't roll that much, and one that does. The benefits of tight cornering and little body roll generally means the ride can be quite harsh. However, the Kuga has a good balance between the two, though you may find it hard when descending from one of the mountainous speed bumps littering our roads these days.
Of course the Kuga's handling has its limitations when compared to the Focus, but then it is nearly 500mm higher and half a tonne heavier. Taking those factors into account, it does perform remarkably well.
For all that, there is a question over whether this car is actually a better buy than a Focus estate. Despite the Kuga's tall stance and roofline, none of its interior dimensions match those of the Focus estate. In fact the Kuga's rear seats are pretty disappointing in terms of legroom for a long journey and offer less space than the significantly cheaper Nissan Qashqai. The interior trim is nice, the dials and controls are to be commended, but we're still not won over by the shiny silver plastic of the central console.
If you are determined to own one of these high-set cars, then the Kuga is a good buy. Its chassis is one of the best in this class in terms of handling and dynamics, and it is better looking than most of its rivals and significantly more fetching than the Focus estate.
Ignore the hype: this is not some mould-breaking crossover but merely the Ford entrant in an already crowded market. And for all the praise we heap on its handling, it's still not as sharp as the regular Focus. The over-riding laws of physics mean that taller and heavier cars will never beat its equivalent hatchback in terms of driving pleasure. However, it's a real alternative to the Honda CR-V or the Toyota RAV-4.
Starting at €32,565 for the Zetec version in two-wheel-drive, it makes the likes of the VW Tiguan look particularly pricey. It's also a real alternative to the Hyundai Tucson, the current five-seater favourite.
In Titanium specification it's hard to find anything more you would need from the options list.
It may not match the Nissan Qashqai when it comes to price - nor motor tax when compared to the impressive 1.5-litre diesel in the Nissan - but it has a more premium presence and feels more in keeping with the likes of the Honda or Toyota than the diminutive Nissan.
Overall the Kuga is a real contender in this market. Whether these crossovers actually provide any additional service to their owners over an equivalent estate car remains to be seen, but if you accept that people are keen to buy them then the Kuga is right up there with the leading models on offer. If these are the type of cars that sate your motoring appetite, then it's worth a test drive at least.
FORD KUGA 2.0 TDCi Titanium 2WD FACTFILE:
ENGINE: 1997cc inline four cylinder turbodiesel transverse engine putting out 134bhp @ 4,000rpm, and 320Nm of torque @ 2,000rpm
SPECIFICATION: ESP with traction control; ABS; front, side and curtain airbags; tyre pressure monitors; dual-split tailgate. Standard features on Zetec entry model includes: keyless start with Ford Power button; sports front seats; leather steering wheel; manual air conditioning; front fog lights; USB portable audio device connector; tonneau cover for boot; 17" steel wheels; roof rails. Titanium adds: blue-tinted glass; partial leather trim; 17" alloy wheels; automatic rain-sensing wipers; automatic headlight control; cruise control; front seatback tables.
L/100km (mpg): Urban - 8.1 (34.9); Extra-urban - 5.4 (52.3); Combined - 6.4 (44.1)
CO2 EMISSIONS: 169g/km
TAX: Band D - VRT is 24 per cent and annual motor tax is €430
PRICE: €37,155 (2WD Zetec - €32,565; 4WD Zetec - €34,400; 2WD Titanium - €37,155; 4WD Titanium- €38,995)