Ford Kuga Titanium 2013 Review

Price Guide (recommended price before statutory and delivery charges): $47,740
Options fitted (not included in above price): Technology Pack $2650, Metallic Paint $385
Crash rating: Five-star (ANCAP)
Fuel: Diesel
Claimed fuel economy (L/100km): 6.4
CO2 emissions (g/km): 168
Also consider: Kia Sportage Platinum; Mazda CX-5 Grand Touring; Toyota RAV4 Cruiser, Volkswagen Tiguan 103TDI

Ford courted controversy with the first-generation Kuga last year – limited by its 2.5-litre turbo-petrol five-cylinder and the steep asking price.

A year on Ford has released the new generation of Kuga – this time with the works and starting at a sub-$30,000 price.

The flagship Kuga Titanium on test was diesel-powered, but there is also a 1.6-litre turbo-petrol model that is cheaper (and less powerful) than the earlier 2.5-litre variant.

Odds are in favour of Kuga Titanium buyers paying the extra for the diesel variant, which develops 120kW/340Nm, versus 134kW/240Nm for the petrol engine in four-wheel drive variants.

But the diesel's fuel economy around town – at 10.3L/100km – was actually worse than the 1.6-litre turbo-petrol engine in the FWD Kuga Ambiente tested earier. The entry-level model's idle stop-start system saves fuel at traffic light-controlled intersections and in bumper-to-bumper traffic. However, the diesel did finish the week at 8.8L/100km after notching up a few freeway kilometres.

There's bountiful performance available from the Kuga, but the diesel is not in the same league as Mazda's SKYACTIV-D for all-round competence. Strong torque was offset by occasional turbo lag. Around 1500rpm it rattled or vibrated lightly under load, although at open-road speeds there was just a distant hum from the engine, augmented by wind and road noise.

The dual-clutch ‘Powershift’ transmission was not as smooth as the latest generation of DSG in the Volkswagen Golf 7. At low revs and low speeds the Getrag box's clutches were felt disengaging. And being linked to the stability and traction control meant that the transmission held off shifting down – sometimes for several seconds. This leaves the more ambitious driver waiting for a lower gear long after the time for it has passed.

There are no shift paddles for the transmission. A thumb-actuated toggle on the shift lever performs the same function and was very easy to use. It could be handy while rocking the car out of a bog, but shift paddles allow the driver the option of keeping both hands wheel-bound on the road.

The Kuga proved sure-footed in the wet. Handling was consistent, but the stability control intervened sooner than entirely necessary. Steering response was slower than the front-drive Ambiente's, but still better than most rivals, and the electrically-assisted system also delivered proper feedback. The Kuga is a very 'puntable' small SUV, but doesn't match an X-TRAIL or Grand Vitara in the bush. Ground clearance was lacking for a start, and both departure and breakover angles were borderline.

Continental tyres kept traction in check as the Kuga waded through a short stretch of shallow, muddy water up to the door sills – even after stopping and restarting mid-stream. And they held the car fast on a smooth section of rocky outcrop on one uphill grade when the final drive system gave up.

Ride comfort has improved; it's still firm over larger bumps and at speed, but around town it's acceptable for most owners.

The driving position was exceptionally good, with a commanding view of the instruments and an appropriate relationship to wheel and pedals. Restful and easy to read at a glance, the major instruments featured blue needles on black dials with white increments (or red for the critical increments). The high-resolution trip computer readout was complex, but informative once familiar.

The otherwise stylish interior was complicated by myriad buttons for climate control and mobile phone connectivity. Trim was a combination of leather for the seats, piano black gloss for the centre fascia and coordinating brushed aluminium for decorative accents. There were no striations on the control knobs to set the temperature with the dual-zone climate control, hampering useability.

The seats were comfortable and snug. In the rear, single-handed operation made light work of folding the seats flat, and privacy glass and two picnic tables – each with their own built–in cupholder – enhanced the rear-seat experience for passengers.

Even with sunroof fitted there was abundant headroom and the rear was accommodating enough for grandparents, who will appreciate the high hip point. The Kuga is not overly large outside, making it easy to park, but it's high enough for most drivers to enjoy a good view ahead without clipping the 'maximum 2.0m clearance' signs around suburbia. Yet the Kuga certainly doesn't feel as close to the road and car-like as our long-term Honda CR-V test vehicle.

A kick delivered beneath the rear bumper unlatches the power tailgate hands-free. But the tailgate won't open from the rear while the engine's running, if the transmission is not in park. It's a worthwhile safety and security feature, albeit inconvenient until shifting to Park becomes second nature while dropping the kids off at school.

Boot space (406/1603 litres) was marginally larger than that of Volkswagen's Tiguan, and probably up to snuff for most families.

Intelligent high-beam assist and active cruise control formed part of the optional technology pack, taking the price of the Kuga Titanium above $50,000. The latter reduces speed to less than 30km/h before it cancels, but won't bring the car to complete halt.

Forward Alert, which sounds an alarm and flashes a large, bright orange signal in the trip computer read-out if it detects an obstacle ahead, was fooled by vehicles ahead completing a left turn, making the safety feature's alarm redundant within two or three seconds.

But the car's over-active safety systems are minor gripes really; this is a car that will meet the needs of family SUV buyers who enjoy their driving – and there's not much else around that can compare.

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