Ford Puma Gen-E Review 2025: Prices, specs and verdict

What is the Ford Puma Gen-E?

In simple terms, the Puma Gen-E is a long-awaited fully electric version of what has been the UK’s most popular car for two years on the trot.

Ford is very late to the small electric car game, with pretty much every large carmaker offering something in that space. Stellantis, for example has offered electric versions of the Puma’s Vauxhall, Peugeot and Citroen rivals for half a decade now.

The Puma Gen-E serves as a bit of a stopgap model before a partnership with Renault produces a bespoke electric small SUV in a few years time . In essence, it’s a petrol Puma with the engine and fuel tank replaced by batteries and an electric motor.

However, today’s electric Puma is still relevant, not least because it was the first EV to be eligible for the full £3,750 Electric Car Grant. But should you pick it over established electric rivals? Our review aims to find out.

Verdict: is the Ford Puma Gen-E a good car?

We reckon the Puma Gen-E is well worth considering if you want a small electric SUV that’s fun to drive yet cheap to run. Excellent efficiency combined with low prices and a spacious boot makes it a smart rational choice, but the firm ride won’t be to all tastes and the Puma lacks the special feel inside and out that makes rivals like the Renault 4 more desirable.

Pricing, specs & rivals

The Ford Puma Gen-E looks like decent value on list price terms, particularly because of its eligibility for the highest Electric Car Grant band. Prices start at £26,245 including that (as of December 2025).

That’s a lot less than a Jeep Avenger Electric or Volvo EX30, but as the Renault 4 E-Tech has recently qualified for the full £3,750 grant too it’s a full £3,000 cheaper than the Puma. Still, Ford regularly offers incredibly keen lease deals to shift them.

Select trim gets 17in alloy wheels, LED headlamps with auto high beam, keyless start, privacy glass, a heated windscreen, climate control, front and rear parking sensors, cruise control, rain-sensing wipers and the full suite of in-car infotainment tech.

The Puma Gen-E Premium is the only other spec on offer. At £28,245, this upgrades the alloy wheels to 18in and brings adaptive beam headlights, keyless entry, power-folding mirrors with logo projection, an upgraded sound system, an electric tailgate and a rear-view camera.

The Winter Pack and Driver Assistance Pack (optionally available on Select) are also included in Premium. They add heated front seats and a heated steering wheel, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert.

Rivals

There’s no shortage of other small electric SUVs to consider alongside the Puma Gen-E. We’d be cross-shopping with the brilliant Renault 4 first before considering cars like the Jeep Avenger Electric, Volvo EX30, Peugeot e-2008 and Vauxhall Mokka Electric.

More expensive but longer-range options include the Skoda Elroq, Kia EV3, Hyundai Kona Electric and BYD Atto 2. The MINI Aceman is also worth a look, as is the bigger Smart #1, while at the other end of the scale the roomy but affordable Citroen e-C3 Aircross and Vauxhall Frontera are options.

Ford Puma Gen-E: Interior comfort, quality & technology

The Puma Gen-E doesn’t offer the commanding SUV-like driving position of a Kia EV3, but the sportier, more cocooned feel suits the Ford’s driving experience. There’s also plenty of adjustment in the seats and steering wheel to get comfortable.

Visibility is a bit compromised by smaller side windows than most SUVs, but it isn’t too bad. Where the Puma does fall behind the best small electric SUVs is in the interior design and finish.

It’s perfectly functional, and there are enough soft-touch plastics on key touchpoints for it not to feel low-rent. But the cabin lacks the visual appeal of many EV rivals, and there are a few too many cheaper feeling plastics dotted around.

Overall, a Renault 4, Kia EV3 or Leapmotor B10 feel a good deal more upmarket inside than the Puma Gen-E.

Infotainment, sat-nav, stereo and connectivity

Every Puma Gen-E gets a 12.8in touchscreen in the centre of the dash. While it’s not high up directly in your line of sight, it’s easy to reach on the move, with big icons that make selecting functions a doddle.

It also has simple yet sharp graphics and mostly quick response times, so while it isn’t as slick as the system in a Renault 4 it’s more intuitive than a lot of affordable Chinese alternatives.

One area where older Pumas are better is in offering physical climate controls – the latest versions make you operate heating and ventilation via the screen. But at least those controls are always fixed along the bottom of the display, and there are some buttons for other key functions (unlike a Volvo EX30).

Every version has built-in sat-nav along with wireless Apple CarPlay and Android Auto. There’s also a 12.3in driver’s display that isn’t laid out as well as some alternatives, but at least you get physical wheel buttons to control it.

All versions come with a wireless phone charging pad below the dash, while you also get USB-A and C charging ports in a slightly awkward to access location under the centre console. There are also two USB-C ports for rear passengers.

The standard sound system in the Select version is a basic six-speaker system delivering okay sound, but those after punchy audio should upgrade to Premium with its 10 speaker, 650-watt system with a soundbar on the dashboard.

How practical is the Ford Puma Gen-E?

You’ll notice no difference in space between the petrol Puma and the Gen-E up front. That means six-footers will find little issue getting comfortable, with more cabin width than a MINI Aceman. There is less of an airy feel up front than bespoke EVs such as the Kia EV3, however.  

There’s slightly more legroom in the back of the Puma Gen-E than you’ll find in a Renault 4, but it isn’t a huge difference, and although headroom is okay the car’s floor is raised slightly over a regular Puma due to the batteries sitting under the floor. This reduces foot space and raises your knees a bit.

Overall, the Puma is more practical than a Jeep Avenger, for example, and fine for those looking to carry adults only occasionally. However, it certainly isn’t as spacious for growing families as a Kia EV3 or Smart #1.

Storage and boot space

One of the few visible changes to the Puma Gen-E over the petrol Puma is found inside, where the lack of a physical gearlever changes the centre console design.

Instead, you’ll find a split-level storage area housing a dual wireless phone charging pad, a space for your wallet and a pair of cupholders. Underneath that is a handy storage space for a small handbag or suchlike. This makes up for the average-sized door bins and glovebox.

You’ll find some much smaller door bins in the back seats and a pair of pockets in the front seatbacks, but the Puma has no centre armrest or dedicated cupholders back there.

The Puma’s rear seats fold in a 60/40 split, which is typical for this class – though a Hyundai Kona Electric offers a 40/20/40 split and some alternatives offer sliding rear seats to juggle legroom with bot space.

What’s impressive, though, is that the Gen-E has more boot space than a regular Puma. With the petrol model boasting 456 litres, the electric version manages an impressive 523 litres – far ahead of the Renault 4’s 420 litres.

Most of that extra boot area isn’t found in the main boot itself. Lift the adjustable boot floor and you’ll find what Ford dubs the ‘Gigabox’, a step above the petrol Puma’s ‘Megabox’. The 145-litre space is wide, deep and can hold up to 100kg. It also has a recess and a drain plug, making it great for rinsing muddy wellies after a family walk.

It’s also good to see Ford install a ‘frunk’ storage area under the bonnet, although it’s a long and narrow 43-litre space that’s best used for charging cables.

Performance & drive: What is the Ford Puma Gen-E like on the road?

There’s only one choice of power output with the Ford Puma Gen-E currently, and that’s 168hp put through the front wheels only.

That’s a little more than you’ll find in the Renault 4 and Vauxhall Mokka Electric, but much less than a Volvo EX30 or higher-end Skoda Elroq offers.

However, the Puma lighter than the electric car norm, with a 1563kg kerbweight making it a modest 200kg lighter than an equivalent petrol Puma. The resulting eight-second 0-62mph sprint time is perfectly respectable.

In fact, the Puma Gen E feels faster than that figure suggests. It’s very nippy about town, but you also don’t feel a drop-off in performance at motorway speeds like many cheaper EVs. While there certainly isn’t much of a shove in the back, the Puma is brisk enough to be engaging to drive.

Throttle response isn’t too sharp, so it isn’t jumpy at low speeds. Similarly, the brake pedal is less grabby than in a Renault 4, taking less time to get used to.

The Puma’s regenerative braking system defaults to very gentle regen effect, but allows you to select a stronger ‘L’ mode on the drive selector stalk. Full one-pedal driving is only accessed via the touchscreen and offers very strong regen, but it’s a shame you can’t switch between modes easily via steering wheel paddles like on the Renault 4.

Power, 0-62mph times

• Ford Puma Gen-E: 168hp/ 8.0 secs

Ride and handling

Ford has a reputation for making great driving cars, and the petrol-powered Puma is already the best handling small SUV in its class. We’re pleased to report than the Gen-E is no different.

While it isn’t quite as nimble as the petrol Puma, it’s not far off, with excellent grip levels, quick and confidence-inspiring steering and a feeling of sharpness when you chuck it into a bend. There’s also much less body lean than in a Renault 4.

As a cheap yet fun electric car, the Puma Gen-E is among the best. But while keen drivers will like the firm yet very well-damped ride comfort, the more casual motorist will likely prefer the smoother, softer Renault 4, which is better at isolating occupants from low-speed potholes and speed bumps.

Noise and refinement

The Puma Gen-E is a decent motorway cruiser, with a ride that gets better the faster you go. Having said that, there is a touch more wind noise and road roar than you’ll find in a Renault 4 or Skoda Elroq. At least there’s very little motor whine.

Euro NCAP: is the Ford Puma Gen-E a safe car?

The Euro NCAP crash test safety rating is the same for both petrol and electric versions of the Puma, but the safety body has tested both models. They’ve achieved a rating of four stars out of five, which is decent but not class leading.

Cars like the Leapmotor B10, Skoda Elroq and safety pack-equipped Kia EV3 manages the maximum five-star rating. But the Ford matches the Renault 4 and does pretty well for a smaller EV.

One of the main reasons preventing the Puma from achieving the maximum rating is the lack of a centre airbag to prevent occupants being thrown to the other side of the vehicle in a crash. That’s typical for cheaper cars, but it’s disappointing to see advanced ‘eCall’ tech (which calls the emergency services in the event of an accident) doesn’t feature.

Still every Puma Gen-E gets the usual automatic emergency braking with pedestrian and cyclist detection, traffic-sign recognition, lane keeping assistance and a driver attention monitor. Blind-spot monitoring, rear cross-traffic alert and adaptive cruise control is added in the Driver Assistance Pack.

Charging, range and running costs

All versions of the Puma Gen-E have a battery pack with a modest 43kWh of usable capacity. That gives an official range of 233 miles on a charge in WLTP testing.

While that’s a chunk more range than base versions of the MINI Aceman, BYD Dolphin and Smart #1, it’s less than the Renault 4 and several other alternatives. That might write off the Puma for some that do regular long-distance driving.

For those that have a more typical driving profile, though, it should be plenty. And the Puma’s key selling point is its efficiency – the official tests give it an outstanding 5.4 miles per kWh figure.

While you might not achieve quite that in reality, expect the Ford to have one of the lowest pence-per-mile figures of any electric SUV on sale. That matters if you’ve got a daily commute.

For those not in a hurry, ordering a Puma Gen-E in early 2026 will get you a boost in range from a redesigned (but not bigger) battery. That is said to boost the range to 250 miles on a charge – right up there with key competitors.

Range on a charge (WLTP figures)

• Ford Puma Gen-E (all versions)

The Puma’s compact battery has other benefits, particularly when it comes to public charging.

Its maximum DC charging speed of 100kW is about in line with rivals, but because the capacity is so small it only takes 23 minutes to charge the Puma from 10-80% with a suitable charger.

Most alternatives take around half an hour. While that’s hardly going to be a deal-breaker, it will help cut down the amount of waiting if you’re undertaking a long trip.

It also means that home charging is quicker than rivals. Just 7 hours for a full charge from a typical home wallbox means that, however late you arrive home, you should be fully topped up before you’ve woken up in the morning.

Charging speeds

(Figures from EV Database)

• 7kW charging: 7 hours  
• 11kW charging: 4hrs 45 mins
• 50kW rapid charger (10 to 80% charge): 43 mins
• 150kW+ rapid charger (10 to 80% charge): 23 mins

How much does the Ford Puma Gen-E cost to insure?

The Puma Gen E’s already impressively low running costs get even better, because it’ll be one of the cheapest electric cars to insure if insurance groups are anything to go by.

The Gen-E starts in group 18 for entry-level Select trim. That’s less than pretty much any EV bar the much lower-range Mazda MX-30 – even the basic Dacia Spring sits in higher insurance groups. Premium trim only boosts that to group 19.