A member of the class “typical small SUV powered by a diesel engine”. What is the daily cost of the Ford Kuga 2.0 Ecoblue AWD ST-Line X with all-wheel drive? “Unfortunately for Mazda, the Ford has more agile bends, a more comfortable ride, and a somewhat more frugal engine. Also, the Kuga is a highly changeable vehicle, particularly at the back.” This concludes Clemens Hirschfeld’s comparative test of the classic small SUV with a diesel engine to the Mazda CX-5 D 184 AWD Sports-Line. Our author has previously said in his assessment that he favors prudent consumption. However, does the Ford also operate on a budget in everyday life?
However, let us focus on consumption for the time being. The WLTP standard specifies an average of 6.1 liters. However, the Ford Kuga 2.0 Ecoblue AWD ST-Line X burned 7.5 liters of gasoline per 100 kilometers throughout the test. As a result, the gasoline cost for this trip is 11.54 euros.
When the diesel SUV is driven with the same caution as during our environmental trip, consumption lowers to 5.3 liters and the cost of the gasoline drops to 8.16 euros. On the other hand, the sports driver’s usage of 9.6 liters and corresponding fuel expenses of 14.77 euros are at the other end of the scale.
Costs of monthly maintenance
Year after year, the Ford Kuga 2.0 Ecoblue AWD ST-Line X is subject to a vehicle tax of 338 euros. Liability insurance, according to Allianz Direct *, costs 320 euros for the same time. A partial coverage upgrade costs 417 euros, while a fully comprehensive coverage upgrade costs 777 euros.
The bottom line is that if the Ford SUV is driven 15,000 kilometers a year, it costs 283 euros per month. If the mileage is doubled, the total becomes 496 euros. This formula makes no allowance for value loss.
This is the method through which it is evaluated.
The auto motor und sport consumption test consists of three consumption excursions with varying weightings. 70% is referred to as “commuter usage.” This is an average 21-kilometer commute from home to work. A extremely frugal, around 275-kilometer eco-lap accounts for 15% of the rating. The remaining 15% is accounted for by the lap of the sports driver.
The duration is similar to the eco-lap, but the route direction includes a greater amount of freeway, resulting in higher average speeds. The gasoline expenses are always calculated using the price offered on the “more fuelling” site on the day the item was generated.
Monthly maintenance expenditures comprise routine maintenance, worn parts, and vehicle taxes based on an annual mileage of between 15,000 and 30,000 kilometers without depreciation. The calculation is based on the test consumption, a three-year holding period, a no-claims class SF12 for liability, and fully comprehensive insurance with Allianz Direct, including discounts for garage parkers and the restriction to certain drivers (accident-free / annual 15,000 km / not under 21 / partner drivers over 25 years).
The Ford Kuga 2.0 Ecoblue AWD ST-Line X with a 190-horsepower 2.0-liter four-cylinder turbodiesel costs at least 44,850 euros and consumes an average of 7.5 liters per 100 kilometers. Monthly maintenance expenditures are 283 euros for a 15,000-kilometer yearly mileage. If the distance is increased to 30,000 kilometers, the cost rises to 496 euros.
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The Ford Kuga has grown in stature, but not just in size. The new Kuga, which is based on Ford’s C2 platform, benefits from a much larger wheelbase, which results in increased stability and interior space. The single level that drops adds to this increased stability as well: the vehicle’s height. Overall, the Kuga retains the impression of a big SUV that has undergone significant changes.
It has evolved into a more daring appearance, with an enlarged bonnet front evocative of the Ford Puma, eye-catching side lathes, and a reduced roof drop leading to a considerably more powerful and less vertical rear than its predecessor had.
The outcome is peculiar, particularly from the side. For starters, the lowered bonnet contrasts with the elevated beltline that extends all the way to the back of the car. It’s as though one language and the other are incompatible. On the other hand, the 2017 Ford Kuga’s overall design is rather beautiful when viewed in natural light.
The Ford Kuga PHEV’s cabin begs to be driven. Without a particularly concentrated driving position on the driver, it’s enjoyable to get started and drift aimlessly for the sake of driving. The seats are supportive, and the layout of the pieces promotes pleasant driving. What more could you possibly desire?
The adjustment at the controls is rather intuitive, allowing for a reasonably wide range of heights, but other elements, such as the Head-Up Display, have somewhat more restricted settings, forcing the driver to watch in an excessively slanted plane. to read the data that the system provides.
On the other hand, visibility is considerably restricted in the vehicle’s front right corner, owing in part to the new Kuga’s long and unassuming front end, and in part to the Kuga’s naturally high driving position.
When reserving a seat in the back rows, it is appreciated that the roof does not obstruct passage through the door, a problem that regrettably is becoming more prevalent in cars in this sector. Additionally, the Kuga’s five seats accommodate five adults. That this should not be remarkable, yet it is. Additionally, it is appreciated that there is a very large distance between the knees, shoulders, head, and everything else. This is very appreciated.
Why is there so much admiration? Very simple. We are accustomed to cars growing in size from generation to generation, but this growth is frequently offset by an interior space that has not kept pace, for example, because panels and trims are used to create the appearance of medieval castle walls, so that you frequently end up elbowing against handles and plastic panels.
That is when someone gets in the automobile and informs you of the following: “You have to observe how large it seemed on the outside, and how collected it is on the inside… I’m sorry; I struck you in the neck with my elbow. Where has my belt gone?”
The cargo volume is a crucial aspect of the Ford Kuga PHEV, affecting notably the plug-in hybrid version of the Ford SUV, with a space of 411 liters that expands to 581 liters when the rear seats are folded down.
By the way, these backrests may be folded down by a remote unlocking mechanism. The boot, on the other hand, features a changeable mat made of high-quality velor on one side and a firm rubber surface on the other for more rigorous use. Even here, the degree of detail is exceptional.
The cargo area is quite uniform in design, with no nooks and crevices that lose capacity. The loading height is a little high (833 mm), but the loading floor is properly placed, and beneath the floor, the tested unit includes a spare wheel, which limits the amount of space available for the loading cable if we intend to use a supply point without its own connector.
And now that the automobile has been shelled while still standing, it’s time to transfer it.
Driving the Ford Kuga plug-in hybrid
The Ford Kuga PHEV’s hybrid powertrain is comprised of a 2.5-liter four-cylinder Atkinson cycle direct injection gasoline engine, an electric motor, a generator, and a battery. When used in conjunction, this hybrid engine produces a maximum of 225 horsepower (165 kW) for a total mass of 1,844 kg.
Additionally, for highly aggressive driving, the gear selector’s “L” mode allows for harsh decelerations, which enables drivers, particularly in urban areas, to drive with just one pedal: the accelerator pedal.
The Kuga’s handling in urban driving is unexpected. Despite its very big dimensions, it is quite easy to get behind you. The only thing emphasized here is a sense that the automobile brakes slowly. With regard to how well resolved the acceleration is, the brakes passes with flying colors.
Moving that bulk introduces a second dynamic issue: transverse strains and weight shifts on curvy roadways. In this setting, anticipating circumstances is advantageous, since the plug-in hybrid Kuga has a propensity to understeer, that is, to turn nose-to-nose before turning in the direction we specified for it.
The steering is quite responsive, which comes in handy when the car is hesitant to turn in the most challenging conditions. However, the default feel of that direction is too elastic, which detracts from the packaging of an otherwise incredibly nimble system. Fortunately, that sensation can be altered with the use of Drive Mode technology, which enables you to customize the throttle response, steering weight, and traction control.
Regarding the suspension, it’s surprising that it’s relatively stiff, especially given that this is an SUV designed with the goal of maximizing stability and comfort. Fortunately, the tires (Bridgestone A005, 225/60 R18 all-season tires) do an excellent job of dampening uneven terrain, boosting overall comfort.
The Ford Kuga comes equipped with five driving modes: Normal, Sport, Eco, Slippery (for use on slippery terrain such as snow or ice), and Deep Snow or Sand (for soft and deformable surfaces). These modes are selectable consecutively through a button positioned on the bottom console, above the gear selector and even the parking brake, making it impossible to use this control without looking away from the selection and concentrating entirely on it.
We got the opportunity to try three of the five modes: Normal, Sport, and Eco. All three have a very pleasant feel, particularly in terms of response to the accelerator pedal and power delivery, which is more focused toward consumption reduction or responsiveness, depending on the situation.
The hybrid system has four modes: EV Auto, EV Now, EV Later, and EV Charge, which may also be accessed consecutively through a second button located next to the driving modes button. Both the placement and the requirement to cycle through the modes sequentially make it impossible to alter the hybrid system’s operating mode while driving.
This is critical, as switching to preserve battery power, forcing it to charge, or simply letting the device operate automatically is frequently something we select while on the road. If doing so requires averting one’s gaze, this is terrible business.
And here is the first request of this letter: why not locate these controls in a more hospitable location? And, having already made the first suggestion, here’s the second: why not use two little wheels in instead of two buttons? This manner, mode selection might be far more direct and faster.
Typically, these technologies maintain the car centered in the lane. When driving on a normal road with a single lane in each direction, it is safer (and, at least in Spain, more legal) to keep as near to the road’s edge as feasible. It would be able to restrict the trajectory corrector from approaching cars approaching us from the front using a tolerance selection similar to those used by active cruise controls to set the forward distance.
And because I’ve been a nice kid this year, I’m hoping that some of these requests may be granted. And if that is not the case, then nothing. In any case, I’d like to express my gratitude and all that.
The Ford Kuga PHEV’s lithium-ion battery has a capacity of 14.4 kWh and a range of 56 kilometers on electric power alone. Ford estimates that the recharge duration will be between three and six hours, depending on the charging power offered. We utilized a sluggish charging station in our test, and it took 5 and a half hours to fully charge the battery.
With the battery fully charged, the true autonomy attained in electric-only mode was 54 kilometers, much over the 40 kilometers necessary to get the DGT’s ZERO Label. However, during other times of the week when we drove the car, the system reported a range of 54, 62, or up to 63 kilometers, depending on our driving style.
The Ford Kuga PHEV favours electric mode, making it extremely tough for us to spend fuel in the city. On the other hand, by charging the battery during decelerations, the electrical autonomy may be maintained. Not to the same extent as Hyundai, which is the undisputed champion in this segment, as demonstrated last year, but it is not far behind.
In brief, with a light touch, it is able to travel freely in electric mode, however stomping would quickly result in a loss of electric autonomy, even more so if we increase speed to take advantage of the electric motor’s top speed of 135 km / h. Naturally, as we accelerate, our electric autonomy will decrease.
And what happens if the car’s battery runs out? Nothing occurs, except that the automobile begins to operate only on gasoline, emits a distant roar when we step on the pedal, and then consumes between 7 and 8 liters of gasoline every 100 kilometers on the road, depending on driving needs. In the city, on the other hand, we made no measurements since the same propensity of the system to promote electric vehicle use leads urban gasoline consumption to plunge until it reaches zero.
Ford Kuga 2020 Test 290
Indeed, it is possible that the instrument panel indicates we have 0 kilometers of electric range, we park the car, and upon our return discover a reserve of 3 or 4 kilometers. We already know that no hybrid or electric vehicle should ever run out of charge, first and foremost to safeguard the battery, and secondly because some functions of the vehicle require power.
With everything and everything, it’s fascinating to observe that even when the battery is nearly empty, we can exit the parking lot without producing a single gram of CO2. As in those automobiles of yore that had a magical pocket concealed in the gas tank that laughed at the dim reserve light and allowed us to coil the loop before reaching the gas station, but in electric mode.
In terms of energy use, 18 kWh was the value that appeared the most frequently on the instrument screen during the week-long test. Which is not terrible for a car with 225 horsepower and a curb weight of 1,844 kg crammed into an SUV body. They have reason to be pleased in Valencia, since the Ford Almussafes factory is producing a plug-in hybrid SUV. The outcome is just spectacular.
The new Ford Kuga establishes a before and after in Ford’s small SUV history. Now, more automobiles are being manufactured, and this plug-in hybrid variant allows you to enter via the front door of one of the most gorgeous SUVs on the market today.
On its own merits, the Ford Kuga PHEV is an excellent SUV for getting around without worrying about emissions, as long as we keep the battery filled. With simply dynamic recharging, you can keep your fuel usage pretty low for a car with these features.
Keyword: Ford Kuga 2.0 Ecoblue AWD ST-Line X in Test