Ford Kuga 2013 Review

OVERVIEW
>> Ready to rumble, again
The previous-generation Ford Kuga failed to ignite the interests of SUV-savvy Aussie buyers when it was launched here in February last year. Ford Australia’s decision to offer just a pair of highly-specified and pricey petrol-only variants was largely the cause, as was the fact that the four-year old model was already nearing the end of its product cycle.

But it did give us a taste of what was to come, and with the all-new Focus-based model joining Ford’s SUV line-up next month (May), the Blue Oval finally has a chance to play catch-up in this crucial segment.

From the get-go, the second-generation Kuga is poised to redress all of the previous model’s limitations. It is competitively priced, offers a sensible choice of driveline options, and is better specified. It also offers the best (EuroNCAP) safety score of any vehicle in its class.

PRICE AND EQUIPMENT
>> Competitive Kuga starts from $27,990
Ford promised pin-sharp pricing from the outset, and it seems that the Kuga delivers. Staring from $27,990 (plus on-road costs) the Kuga range undercuts Australia’s former top-selling medium SUV, the Nissan X-TRAIL, by $500, and Mitsubishi Outlander and Toyota RAV4 by $1000.

The entry-level Kuga Ambiente (from $27,990) is, like most in this category, offered with a six-speed manual transmission and front-wheel drive. It is powered by the first of three engine offerings, a lower-output version of Ford’s direct injected 1.6-litre GDTi EcoBoost petrol four-cylinder. It is the only model in the line-up to offer idle stop-start technology. The Ambiente variant is also offered with an all-wheel drive and six-speed automatic option (from $31,490).

That same engine is found powering mid-spec Kuga Trend (from $36,240) and high-grade Kuga Titanium (from $44,740) versions. In both instances, the higher-output petrol models are mated to a six-speed automatic transmission and all-wheel drive (see MECHANICAL).

Finally, both Trend and Titanium variants are also offered with the choice of turbo-diesel power courtesy of Ford’s 2.0-litre TDCi Duratorq four-cylinder. The oiler is mated exclusively to a six-speed Powershift dual-clutch automatic transmission and all-wheel drive. The turbo-diesel model variants are priced from $39,240 and $47,740 respectively.

Trend and Titanium versions of the second-generation Kuga are fitted with digital radio and ‘Intelligent’ all-wheel drive technology with torque vectoring control developed specifically for the Focus RS, and now commonplace in Focus and Kuga models. Both grades are also available optionally with a Technology Pack ($2650) which includes a suite of electronic driver safety aids. Amongst the pack are Active City Stop, Adaptive Cruise Control, Auto High-Beam Control, Blind Spot Information System, Driver Impairment Monitor, Lane Keeping Aid and Lane Departure Warning.

At the lower end of the Kuga continuum we find Ambiente variants offering 17-inch steel wheels, halogen headlights, front and rear foglights, cloth upholstery, leather-wrapped steering wheel, push-button (keyless) start, manual air-conditioning, cruise control with speed limiter function, trip computer, power windows and mirrors, capless refuelling system, 3.5-inch TFT infotainment display, and a six-speaker (single) CD/tuner with USB, Bluetooth and SYNC functionality.

Middle-rung Trend variants add 18-inch alloy wheels, rear parking sensors, auto headlamps and wipers, leather-appointed upholstery with electric adjustment for the driver, electrochromatic rear-view mirror, rear seat ventilation outlets, dual-zone climate control, 4.2-inch TFT infotainment display, and a Sony nine-speaker (single) CD/tuner with digital receiver, USB, Bluetooth and SYNC functionality.

While top-spec Titanium models include 19-inch alloy wheels, bi-xenon headlights, power-opening panoramic sunroof, LED daytime running lights, LED tail lights, power folding mirrors, hands-free tailgate, front parking sensors, leather upholstery (heated up front), multi-colour interior ambient lighting, rear seat tray tables, key-free entry, active park assist, sat nav, and a 5.0-inch TFT infotainment display with rear-view camera.

Metallic paint costs an additional $385 across the range. The colour palette extends to seven with a new hero colour dubbed Ginger Ale – a greenish hue said to embody Kuga’s outdoorsy orientation. It tops Sterling Grey, Burnished Glow, Moondust Silver, Ink Blue Panther Black and Frozen White.

The new five-seat Kuga range also includes a ‘KeyFree’ hands-free tailgate that can be opened by waving your foot under the rear bumper, and voice-activated Ford SYNC connectivity with Emergency Assist. A capped-price servicing arrangement is also in place under Ford Australia’s myFord agreement which fixes the Kuga’s service price for seven years or 105,000km (whichever comes first).

For 1.6P FWD models the amount of each service is capped at $260; for 1.6P AWD models the price rises to $285 per service; and for 2.0D AWD models it is $360 per visit. The only exception to this is the 60,000km (48 month) major service which is set at $440, $690 and $635 respectively for the trio of powertrain variants listed.

2013 Ford Kuga pricing:
Kuga Ambiente 1.6P FWD manual $27,990
Kuga Ambiente 1.6P AWD automatic $31,490
Kuga Trend 1.6P AWD automatic $36,240
Kuga Trend 2.0D AWD automatic $39,240
Kuga Titanium 1.6P AWD automatic $44,740
Kuga Titanium 2.0D AWD automatic $47,740

MECHANICAL
>> Three kinds of Kuga
The new Ford Kuga is set to challenge many of its rivals where fuel economy and CO2 emissions are concerned, yet offers idle stop-start technology exclusively with its base-model manual FWD variant. Elsewhere in the range, Ford’s ECOnetic range of environmentally-focussed technologies sees the Kuga equipped with an ‘Eco’ driving mode, gear shift indicator, and an active grille shutter (said to reduce aerodynamic drag and cut fuel consumption on all-wheel drive models).

As we touched on earlier, the new Kuga is offered with a choice of three drivetrain options: Two petrol and one diesel. All share a turbocharged in-line four-cylinder configuration.

Petrol-powered models utilise a low- and high-output version of the same 1596cc EcoBoost GDTi unit.

In base form, and available exclusively in entry-level Ambiente guise, the engine develops 110kW at 5700rpm and 240Nm from 1600 - 4000rpm and is offered with a six-speed manual gearbox and front-wheel drive. It is said to consume 6.7L/100km of 95 RON PULP on the combined cycle while emitting 157g/km of CO2. Six-speed automatic Ambiente variants, with power uprated to 134kW (also at 5700rpm) but still with the same torque figure (240Nm), consume 7.7L/100km and emit 179g/km of CO2.

The higher-output version of the engine is also offered as standard in mid-spec Trend and top-spec Titanium versions. It is fitted in conjunction with a six-speed automatic transmission and all-wheel drive as standard. With a diet of 95 RON premium unleaded these variants consume 8.0L/100km on the combined cycle and emit 186g/km.

Finally, the flagship of the Kuga engine range is Ford’s 1997cc TDCi Duratorq turbo-diesel. The powerful unit develops 120kW at 3750rpm and 340Nm from 2000 - 3250rpm, and offers a 10 per cent improvement in the fuel consumption figure listed for its Euro-only diesel predecessor. It now sips 6.3L/100km (Trend) and 6.4L/100km (Titanium) on the combined cycle. CO2 emissions are listed at 166 and 168g/km respectively.

The oiler is mated exclusively to a ‘Powershift’ dual-clutch six-speed automatic transmission and all-wheel drive.

Like its predecessor the Kuga is suspended by MacPherson struts at the front and a multi-link rear arrangement up back. It is arrested by four-wheel disc brakes (measuring 320mm front / 280mm rear) and offers a hand-operated mechanical park brake. All Kuga models feature an electric power steering system.

As noted earlier, all-wheel drive Kuga variants utilise Ford’s on-demand torque vectoring system which is said to react to changes in road surface 33 times faster than you can blink. Unlike some models in this category, Kuga is not offered with an electronic centre diff lock.

Wheel sizes vary with model grade (see PACKAGING) and include 17 x 7.5-inch steel wheels with 235/55-section Goodyear Wrangler tyres on Ambiente variants, 18 x 7.5-inch alloy wheels with 235/50-section Continental Premium Contact 2 tyres on Trend models and 19 x 8.0-inch alloy wheels with 235/45-section Continental Conti Sport Contact tyres on high-grade Titanium versions. All models are equipped with a (steel) space saver spare.

The front track measures 1563mm while the rear is set 2mm wider (at 1565mm). Kuga variants offer modest offroad capability thanks to a decent 198mm of ground clearance (that’s 23mm more than Ford’s own Territory!). Geometry for approach, break-over and departure angles is listed at 22.0, 17.5 and 27.8 degrees respectively (1.6P auto), while the turning circle is 11.0m.

Manual petrol and automatic diesel models are said to be able to tow 1500kg, when optioned with trailer brakes, or 750kg without. For the automatic petrol this falls slightly to 1200kg. Depending on variant, Kuga tips the scales between 1550 and 1738kg.

Inside, the Kuga offers legroom of 1027mm (front) and 934mm (rear). Headroom is listed at 1013mm for those in the front row and 991mm for back seat passengers (and falls to 991 and 950mm respectively when the panoramic roof is fitted). From door-to-door passengers closer to the windscreen are afforded 1421mm of space while those up back make do with slightly less at 1404mm.

Like most of Kuga’s competitors, the model offers a 60:40 split-fold rear seat, several tie-down hooks and a 12V power outlet in the cargo bay, which also offers a convenient flat load floor.

Ford says it has also gone to considerable lengths to attenuate NVH levels in its new Kuga, the model now touted as one of the quietest in its segment. Build quality was also placed under the microscope with Ford’s engineers going to great lengths to improve panel gap space and uniformity, as well as interior fit and finish concerns. Soft-touch instrument panel and door upper surfaces are nice touches, as is the attention to detail in the omission of exposed fasteners in hinged parts, such as the sunvisors, glovebox lid and tail gate.

SAFETY
>> Five stars come standard
In addition to those features listed for the optional Technology Pack (see PRICING AND EQUIPMENT), the five-star EuroNCAP rated Kuga includes a generous level of standard safety equipment. The European-sourced model scored the highest-ever score for a mid-sized SUV (under the current testing regime), achieving an overall occupant protection score of 88 per cent.

The usual array of acronyms is included on all model grades with the Kuga also offering a high-strength body with a specially-designed ‘ring reinforcement’ structure around the panoramic roof to defend against deformation. Additional electronic driver aids also extend to Roll Stability Control and Trailer Sway Control systems.

The new Kuga boasts front, side curtain and driver’s knee airbags. It is also equipped with three-point seatbelts in all five seating positions, anti-whiplash head restraints, as well as ISOFIX (outboard rear seats only) and top-tether child seat anchor points up back.

COMPETITORS
>> 19:1 favourite?
The current Kuga accounts for less than one per cent of (Medium SUV) category sales, a fact due primarily to the model's single-spec status. But now, with the new Kuga offered in a choice of three powertrain and three model grade alternatives, the future of Ford’s mid-size SUV is beginning to look brighter.

This fact, and the model’s competitive pricing, should now see it better placed to compete with stalwart same-category rivals (of which there are 19!) from China, Europe, Japan, South Korea and the USA, as well as the slightly smaller, but equally relevant, Volkswagen Tiguan (2177 sales YTD) and Hyundai ix35 (4364 sales YTD).

It is anticipated, however, that the majority of the Kuga’s competition will come from the likes of Holden’s South Korean-sourced Captiva 5 (1957 sales YTD), the recently revised Honda CR-V (3685 sales YTD) and Toyota RAV4 (3265 sales YTD) models, former market leader Nissan X-TRAIL (3743 sales YTD) and current category darling, Mazda CX-5 (4774 sales YTD).

Traditional favourites like the Subaru Forester (3531 sales YTD) will also be in the Kuga’s sites, though with that model failing to offer an automatic turbo-diesel option, Kuga could very well leap ahead.

Globally, Ford says it expects to sell more than one million SUVs in Europe over the next six years, which equate to 10 per cent of all Ford models sold there by 2016. The previous-generation Kuga, launched in Europe in 2008, sold just more than 300,000 units.

ON THE ROAD
>> For town and country…
Despite Ford’s claims of improved on-road noise attenuation, it was intriguing to find significant wind whistle emanating from the wing mirrors and considerable tyre hum (the latter in 1.6P FWD Ambiente only).

Kuga proved more capable in tackling moderate and larger bumps, too, contrasting with the ‘jiggly’ ride noted over smaller surface discrepancies around town. Strangely, these all but vanished on dirt roads where our only complaint was a subtle ‘rattle’ from somewhere inside the dashboard.

The other standout point was that Kuga’s performance, especially from the 1.6P AWD automatic, felt flat in comparison to its five-cylinder predecessor, and indeed to that of some competitors. Around town this isn’t such an issue, though country overtaking was a considered task, and this with only two adults and no luggage on board.

The six-speed automatic shifted smoothly and made appropriate decisions it seemed happy to adhere to when tackling hills. The engine did need to be worked slightly to maintain pace on steeper grades, but with a low-capacity forced-induction mill this shouldn’t come as a surprise.

On test, the 1.6P AWD automatic Kuga managed a combined fuel consumption average of 11.4L/100km, perhaps reflecting the engine’s thirst for revs in tackling the precipitous Adelaide Hills.

Moving to the 2.0D AWD automatic Kuga we found an altogether more relaxed performer perhaps better suited to country touring. It’s slightly punchier than the petrol and, after minor initial turbo-lag, offers better roll-on acceleration, perhaps, in part at least, to Ford’s decisive dual-clutch transmission.

Although not as vigorous as some in this category (think Volkswagen), Ford’s Powershift transmission is an agreeable unit in Drive, sharpening only slightly in Sport mode. The manual override, controlled by a thumb-switch on the side of the gearshift, is, for the most part, redundant.

On test, the 2.0D AWD automatic Kuga achieved an average fuel economy figure of 8.9L/100km.

Finally, and perhaps the biggest surprise package of the day, was the 1.6P FWD manual. With less weight to carry, and a delightfully positive six-speed gearbox, the barebones variant offered a character far more enthusiastic than its figures would have you believe. On test, it achieved an average of 9.3L/100km.

Steering feel across the range was decidedly digital, but appropriately weighted for the application. The ratio of the rack felt sportier than we recall of the predecessor, responding quicker to input and feeling more settled on-centre.

On gravel roads the all-wheel drive system could be felt (and seen on the display) to be shifting its torque bias from front-to-rear more readily than it did on the black top. Here, the Kuga predominantly favoured front-wheel drive, shifting its mumbo rearward only when accelerating hard, or climbing steep grades.

The Kuga’s handling proved well composed with competent levels of body control – even from the front-wheel drive. The lighter 1.6P FWD manual felt lithe in bends and was the best ‘driver’s’ choice of the three. However, the lack of rear seat ventilation outlets and higher-set front seats detract from the overall package.

Up front, and on all models, the thicker centre console eats into kneeroom, and this in spite of good ergonomics and simplistic controls elsewhere. The front seats also felt a little skinny, but were otherwise supportive. The same could not be said for the rear seat cushion which was both shallow and firm; a shame considering the obvious improvement in rear seat accommodation levels.

Oddly, and when compared to its competition, the Kuga does have a few amenity shortfalls. The automated tailgate is nifty but can’t be optioned with a tow bar. And, once you open the tail gate (of any model) you’ll find the rear seats can’t be flipped forward from the cargo bay.

The indicator stalk, considerately placed on the right-hand side of the steering column reverts to the left-hand side if you option the technology pack; there’s no 3D map display; and there’s no reverse camera offered on low- and mid-grade variants – a decision as baffling as the walk-up in price between manual and automatic Ambiente variants…

In many ways the Kuga is a more resolved package than its predecessor and, in some instances, is an appropriate competitor in its segment. But when you factor in the performance offered in, say the CX-5 Diesel (129kW/420Nm), the overall refinement of the Volkswagen Tiguan, or the improved amenity of the Honda CR-V, the new Ford Kuga misses the bullseye, if only just.

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site…