Ford Kuga Ambiente 2013 Review

Price Guide (recommended price before statutory and delivery charges): $27,990
Options fitted (not included in above price): Metallic Paint $385
Crash rating: Five-star (ANCAP)
Fuel: 91 RON ULP
Claimed fuel economy (L/100km): 6.7
CO2 emissions (g/km): 157
Also consider: Kia Sportage Si (from $26,990); Nissan X-TRAIL ST (from $28,490); Skoda Yeti 77TSI (from $26,290); Volkswagen Tiguan 118TSI (from $28,490)

Ford's latest TF-series Kuga is a fairly faithful rendering of the Vertrek concept revealed in Detroit two years ago. It's a smart-looking SUV with the sort of refinement and dynamic ability that has become the default standard for Euro-designed Fords.

Only one thing though... this particular test vehicle won't go off-road. It's a front-wheel drive model at the entry level, but it makes up for its lack of go-anywhere competence with a decent equipment list at an affordable price.

For the sort of jobs the typical buyer is likely to throw at it, the Kuga's small, turbo-boosted engine delivers diesel-like torque and is more about mid-range urge than revving its head off.

Turbocharged, and displacing 1.6-litres, the EcoBoost engine reaches its redline with minimal fuss and vibes. Torque enables the Kuga with this engine to trickle along in higher gears at low revs without shaking teeth loose, and in fifth gear it will hold a speed of 80km/h on a steep hill with the cruise control set, and the engine spinning at 2000rpm.

As with the 2.0-litre EcoBoost in the Falcon and Mondeo, the 1.6 hardly sounds inspiring, but it is subdued. At freeway speeds it is as quiet as the grave, leaving just some rumble from the road and some wind noise to intrude on your conversation.

Average fuel consumption for the week was nudging 10.3L/100km and still coming down when we handed the car back to Ford. It wasn't spared the whip and notched up mostly around-town kilometres, making the fuel consumption figure for the week a fairly good result.

The engine in this entry-level model drives through a six-speed manual gearbox with well chosen ratios for strong acceleration out of corners. With drive to the front wheels only, there was evidence of torque steer on occasion, and there's enough urge available from launch to break traction. We only drove the Kuga in the dry and can commend it for its safe roadholding (particularly for an SUV) in that sort of environment.

Choosing the right line in a corner enabled the Ford to muster tenacious grip -- well beyond the point where the tyres began getting raucous. The steering did its bit too, with a surprising amount of feedback given the level of electric assistance provided. On that point, the steering was actually quite light, which would be a welcome trait for drivers who don't like their steering too communicative, because that typically means hauling hard on the wheel at lower speeds. The Kuga offers a fine balance for drivers of either persuasion.

Ride comfort was adequate around town, but frequently embarrassed by smaller bumps. That lack of initial compliance is the price one pays for capable cornering.

While the shift quality from the six-speed manual was a bit rubbery and the throws were quite long, the lever was perched close to the driver (as was the handbrake lever), and was light and easy to use -- basically foolproof.

Shifting gear was also made easier by the driving position, with everything in the proper spatial relationship to everything else -- pedals, for instance, and steering column adjustment. The indicator stalk was on the right of the column -- which actually took a while to become familiar, since I'm so used to European Fords having the stalk located on the left.

All the controls and instruments were grouped around the driver within easy reach. Only the infotainment display seemed remote from the action, placed where it was, high up in the dash top, under the windscreen.

Instruments were your conventional white calibrations (and red where appropriate) on a black background, but the electric blue needles for the major instruments enhanced the overall style. Liquid Crystal Displays for the infotainment and trip computer looked a little 'jaggy', but the blue-on-black colour scheme was restful for the eyes at least.

Seating featured a well shaped squab and delivered firm support without major detriment to comfort. Height adjustment and the reach and rake adjustment for the steering column provided a great deal of scope for drivers of any physique and retained a clear view of the instruments through the wheel.

Rear-seat accommodation was roomy for adults -- better indeed than the Kuga's predecessor. Gaining entry was easier than recalled of the earlier car, and there was plenty of headroom for adults. Under the front seats a tonne of toe room allowed rear-seat passengers to stretch out a bit as well.

Luggage capacity with the rear seat upright was 406 litres, according to Ford, edging out Volkswagen's Tiguan by 11 litres.

A temporary-use spare under the floor was not a spacesaver as such, but it did save space and was only recommended for speeds up to 80km/h. The 17-inch wheel was shod with a 155/70 tyre, versus the tyres fitted on each corner, which measured 235/55. The difference in overall width between the two differing tyre types left us to wonder whether Ford actually saved much weight and luggage capacity by going with the spare chosen.

But you're not heading up the Birdsville Track in this Kuga, so does it really matter? If you think it does, then this particular Kuga is not the car for you. But it is a car for an urban family wanting roominess and value-for-money comfort, a mix of adequate performance with fuel economy, and fun-to-drive character.

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