The Ford Puma, the "little mountain lion", celebrates its 25th birthday in 2022. For some, it may seem like yesterday when this speedy sports coupé first rolled off the assembly line in Cologne-Niehl to sink its rubberized claws into the asphalt. Especially as the Puma still looks so modern on the road today that the term "youngtimer" seems almost inappropriate. On the other hand, two decades can be a gray time. 1997: That was the year in which, in addition to the Ford Puma, a clone sheep named Dolly was born, the single-parent welfare recipient Joanne K. Rowling launched a certain Harry Potter and his "Philosopher's Stone", Ozzy Osborne had his bad boy combo Black Sabbath play again and the Borussia Dortmund footballers defeated the stars of Juventus Turin 3:1 in the Champions League final.
Ford Puma - sporty coupé with 1.7-liter 16V engine
A Ford press release in March 1997 stated: "The new Puma already signals its sporting virtues with its individual design. Powered by a new ZETEC-SE engine (92 kW/125 hp) with variable camshaft timing, the sports coupé is aimed at customers who are looking for driving pleasure and everyday practicality in a compact, powerful vehicle and want to document these characteristics. At the same time, the Ford Fiesta platform, which has proven itself millions of times over, provides a solid basis for safety without compromises.
The marketing department took a much more emotional approach: "What makes a sports coupé a fascination for the senses today?" asked the glossy brochure and provided the answer: first and foremost energy, dynamism and elegance. The result is an automobile that inspires in every respect. A fast sprinter and a powerhouse with a sporty, firm chassis that not only awakens ambitions, but also fulfills them, mile after mile. A dream of a coupé.
For less demanding performance requirements, there were two other ZETEC engines below the 1.7-liter top engine. The 1.4-liter version added in 1998 with a still lively 66 kW (90 hp) formed a solid base, while a third version was added in 2000 in the golden mean - it drew 76 kW (103 hp) from a displacement of 1.6 liters.
Small car, big theme: the design
Alongside the more middle-class Ka and Fiesta model series, the Puma was the third model on an identical platform. It also came at least partly from the computer: as the first Ford model whose entire design development had taken place on the computer and whose development to the finished 3D model had only taken four months, the Puma marked a milestone for Ford. Using conventional methods, it would have taken over a year. "New Edge" was the name of the new, expressive design language with which, after the Ka, the Puma now also addressed its audience.
So it's no wonder that the design chapter took up the most space in the press release:
The brief to the designers was to develop a sports coupé based on the Fiesta platform. In just one weekend, the team presented around 50 freehand drawings, from which some more concrete concepts were derived. In just another week, six real-size illustrations were created with the help of Ford's own paint system computer and presented to the management. Two concepts were selected with the code names "Red" and "Blue". Further work was carried out exclusively on the computer until the final design was officially approved a few weeks later. It was only at this point - the red design had prevailed - that a three-dimensional clay model was created. Eight weeks later, a complete model with interior fittings already existed. This meant that the Puma had almost reached its final form within 135 days of the idea being conceived.
Claude Lobo, then design director for small and medium-sized model series at Ford, emphasized further advantages of this strategy:
"Using the computer models, we were also able to carry out the usually very time-consuming customer surveys in the shortest possible time. Whereas we usually had to transport the finished models to at least five European countries and set them up there, with the Puma we were able to show the computer models at all locations at the same time."
Sporting priority: handling takes precedence over Cw value
However, the designers' brief was not limited to indulging exclusively in the spirit of design in creative happenings, but also to create a compact car suitable for everyday use. As if that wasn't task enough, the Puma's dress also had to cut an aerodynamically good figure in the airstream. But the developers managed to reconcile all of this very well, as some of the key figures of the end product make clear. The Puma offered four seats, 892 millimetres of headroom in the rear, 240 liters of load volume and a respectable Cd value of 0.346 in this class - especially as driving stability and smooth handling were given higher priority than simply minimizing drag.
Visually, the little mountain lion spoke for itself anyway. With its "New Edge" design, it combined elements of classic sports coupés and new ideas to create an appealing mix of taut lines and soft shapes. The headlights and radiator grille visually shortened the front overhang and - together with large wheels, flush glass surfaces, largevoluminous bumpers in body color, recessed door handles, a relatively flat windscreen and the gracefully curved roof arch. The headlights and rear lights, each with three round light units behind almond-shaped polycarbonate eyes, were designed with great attention to detail and reinforced the individuality of the car.individuality, while at the rear a chrome-plated oval tailpipe and two rear fog lights integrated into the bumpers add attractive finishing touches.
"The Puma will undoubtedly be an eye-catcher"
The design polarized because it did not fit into the mainstream. However, the majority of car testers and the media welcomed the independent appearance of the small sports car. The Puma will undoubtedly be an eye-catcher, praised the Süddeutsche Zeitung, for example, because the side line emphasizes the dynamic wedge shape, even if the corners and edges are rounded. The raised rear may take some getting used to, but with the almond-shaped lights below the raised trunk lid, it certainly shows that the designers have not run out of ideas at the rear.
"Wow" outside - and inside too
If you want to bring a racy sports coupé onto the market, the Ford advertisers explained, you need a powerful engine, an excellent chassis and a top designer who can conjure up a beautiful, curved and classic coupé skin. If you have a thoroughbred sports coupé in mind, you continue this concept in the interior. Just like the Puma.
The interior also reflects classic sports car flair and attention to detail. Soft shapes, high-quality materials and warm blue as the dominant interior color created a sporty, relaxed atmosphere, while sports seats with heavily profiled backrests offered lateral support when it was time to take a cheeky bend on a short leash. A padded three-spoke leather steering wheel gave the driver a firm and comfortable grip on the controls. To his right was a cool and smooth ball of brushed aluminum, reminiscent of the good old Ford GT days, which dictated the gearbox stroke on crisp, short gearshift travel - in precise interaction with a pedal set whose low operating forces, according to the advertising, virtually invite you to tap dance.
The entire cockpit had a sporty aluminum look. The center console shimmered in matt silver, as did the door handles and the switch console for the electric windows. Another "appetizer" for brisk drives was the subtle play of colors on the instruments with white dials, black numbers and red hands: The Süddeutsche Zeitung praised the Puma cockpit's interior details, such as the aluminum gear knob and the shiny silver metallic dashboard and center console trim.
The whole thing could also be spruced up and functionally refined. Technical features such as a parking aid, a basic mobile phone package with cell phone holder, the Ford/Becker "Traffic Pro" navigation system and visual delicacies such as door sill trims and carpet floor mats with "Puma" lettering were available on request. An alternative aluminum gearshift knob, an aluminum-look handbrake lever, additional aluminum rims and leather seats are also available.
Because you certainly don't want to share your life with the Puma in spartan harshness (original advertising), the Puma also came with pleasant comfort features. On board were, for example, thermal insulation glazing, electric windows, driver's seat height adjustment, ergonomic front sports seats with "tip-slide" function for easier rear access and even drinking cup holders for the second row of seats.
And because it wasn't just the engine sound that made the music in the Puma, you could further enhance your car with audio systems - the term "infotainment" did not yet exist. There was a choice of the 5000, 6000 and 7000 systems, whereby the five-thousandth was still equipped with a classic cassette drive. According to Ford, the top-of-the-range 7000 system marked the pinnacle of the audio program and really got down to business acoustically. Powered by a separate amplifier, the system supplied eight loudspeakers including two subwoofers with 384 watts of music power and also offered the option of connecting a six-disc CD changer.
And, as already mentioned, the cheeky fun-to-drive vehicle was also a practical vehicle: 725 liters of storage space with the rear seat backrest folded down was quite impressive.
ZETEC-SE: fine motorization for the big cat
Anyone interested in a sports car will ask about performance at some point, the product brochure advertised, and certainly not just at the end. We can reassure you: The Puma has it, the performance. And because we knew that sports drivers "with a clue" are less interested in absolute performance than in the weight of each individual horsepower, the statement was followed by ... which gives the Puma a convincing power-to-weight ratio of just 8.3 kilograms per horsepower.
The new 1.7-litre ZETEC-SE engine mobilized 92 kW (125 hp) and was the first Ford engine with variable camshaft timing (VCT) - and thus, according to the press release, not only a novelty in this vehicle class, but also a technical delicacy that has few equals in the luxury car class.
In principle, the Puma engine was based on the highly acclaimed 1.25 and 1.4 liter versions of the ZETEC engine family, but with a longer stroke and larger bore diameters. The "technical delicacy" was an adjusting sleeve with internal and external helical teeth that could be axially moved on the intake camshaft, allowing it to be rotated by up to 40 degrees relative to the crankshaft - controlled by the map and actuated by engine oil pressure. The result: more bite and pulling power for the predator, more stable idling and less NOx in the exhaust.
The fact that the Puma was ready to jump at any speed and in any load condition was ensured not only by the pure maximum torque, but above all by the powerful torque curve. More than 85 percent of the maximum value of 157 Nm was available between 1,500 and 6,750 rpm, i.e. practically over the entire speed range. The engineers had also gone to great lengths in other respects: Forged crankshaft, forged connecting rods, floating piston pins, pistons and cylinder walls with a special coating to minimize friction - there was no shortage of features of true fine motoring.
And there was no lack of output either: 9.2 seconds from standstill to 100 km/h. A top speed of over 200 km/h was possible if desired. This means you are still accelerating while others are already operating at the limit, as the advertisers modestly summarized the driving experience. However, the test department of auto motor und sport confirmed this self-confident assessment. The 1.7-liter four-cylinder engine is lively, responsive and can also be moved at high revs if required, which should appeal to sports car fans just as much as the close-ratio five-speed gearbox with its short shift travel. However, there is also sufficient pulling power available below 6,000 rpm.
Despite such resilience, the Puma did not mutate into a drunkard: 7.4 liters of unleaded premium fuel per 100 kilometers according to the then New European Driving Cycle (NEDC) was enough to get by. What's more, the heart of the Puma was refined and pure, as Ford assured us: Like all ZETEC engines, the 1.7-liter unit runs very quietly and produces little vibration. At the same time, its low emission values meet the so-called EURO III standard.
However, the Puma - after all, its namesake goes by the name of mountain or silver lion - would not be such an engine if it had not been taught to roar like a big cat: the engineers paid particular attention to the intake noise of the engine. Studies have shown that buyers have a certain idea of how the engine sound alone signals a sporty vehicle. This engine sound was achieved by specially tuning the intake system. A new intake manifold with equally long ducts was developed for this purpose. The result was a sonorous but well-damped intake sound when driving slowly and a clearly sporty sound when accelerating.
For maximum sprinting ability, the IB 5 five-speed manual gearbox used in the Puma had a closely stepped gear set, while a gearshift spring with lower preload was used to compensate for the additional effort required when changing gear (shortened gearshift). Two drive shafts also ensured that interference with the steering could not occur in the first place and that it was even more stable when accelerating hard in bends and changing lanes quickly.
Chassis: power cleanly implemented
However: What good are a strong heart and strong muscles if a lack of coordination and balance mean that the power comes to nothing? Only the right suspension turns a sports coupé into a real sports car, as the product brochure notes. For this very reason, the chassis from the Ford Fiesta was modified in a number of points. A wider track at the front (+19 mm) and rear (+36 mm), revised springs and dampers, increased roll stiffness and 6 x 15-inch aluminum rims, stylishly clad in the tight-fitting 195/50 R 15 tire format, ensured a taut but not stiff ride.taut, but not too hard, suspension with sporty precision and stability, which, according to the advertising, is good for extreme grip.
The front wheels are guided on McPherson struts and are linked to a suspension stool. A welcome side effect of this elaborate design is the additional stiffening of the Puma's front structure. A twist beam axle with track-correcting geometry is used at the rear. Standard gas pressure shock absorbers ensure that the wheels are where they belong even in poor road conditions or at high cornering speeds: on the road. Even if acceleration tends to be emphasized in connection with sports cars, we believe that deceleration is just as important, which is why the Puma comes with a powerful braking system.
In fact: in order to be able to discipline the Puma's urge to move with pinpoint accuracy when required, 240 millimeter disc brakes were used on the front axle and classic drums at the rear - assisted by anti-slip regulation (ASR), electronic brake force distribution and the latest generation of four-channel ABS (at the time). The sporty steering was just as direct as the engine and chassis. Only 2.9 turns from stop to stop, speed-dependent servo assistance and high-guidance low-profile tires ensured clean feedback and close contact with the road.
The result also impressed the test professionals. According to auto motor und sport, the Puma immediately conveyed a great deal of driving pleasure, a result of the good handling characteristics already familiar from the Fiesta and Ka, with which the Puma shares the platform. The small front-wheel drive car whizzes around bends and corners like a kart with a low tendency to understeer, and can be effortlessly steered at all times thanks to the directly responsive, very precise power steering.
Forming a pack: The Puma one-make cup
What makes a sports coupé a sports car? Competition on the race track. From 1999 to 2002, a one-make cup pitted Puma against Puma against Puma against P... and so on. The cup was held as part of the "Beru Top 10" series of events, started "on the fly" and lasted 25 heated minutes of racing plus one lap.
The 1.7-litre engine, which was brushed to racing perfection, generated 107 kW (145 hp) thanks to special piston, throttle valve and camshaft configurations (without variable adjustment) and a performance-optimized exhaust system. Brake discs from the Mondeo V6 (front) and the Escort RS 2000 (rear) ensured the best deceleration values.
The Puma was built in Cologne
From June 1997 to December 2001, the Puma was not only to be found at Cologne Zoo, but also at the Ford production plant in Cologne-Niehl, where it was built exclusively for the European market. As with the design development, Ford also broke new ground here. Because the design of the small sports car was based on the "more sensible" brand companion Ford Fiesta, it was possible for the first time to integrate a new model into an existing large series production and thus limit the investment volume of the overall development to around 120 million Deutschmarks. This fulfilled one of the requirements of the "Ford 2000" strategic plan - namely to be able to meet the wishes of smaller target groups with niche models. In practice, this meant that 1,290 vehicles per day rolled off the production line in two shifts at the Cologne assembly plant; in addition to 160 Pumas, this included 1,000 Ford Fiesta and 130 units of the Ford Scorpio.
Despite its technical relationship with the Ford Fiesta, with which the Puma shared over 70 percent of all components, there were still 450 new parts left over, which made adjustments to the production process necessary. The largest single investment went into the facilities for assembling the bodyshells, where four welding robots in an area of just 2000 square meters helped the Puma to achieve inner strength and its unmistakable shape. Major changes were also made to the direct glazing, the door assembly, which was mainly carried out by hand, and the engine assembly line. In addition, production techniques were used that deviated from the usual mass production practice. For the hood, for example, automated spot welding was replaced by manual riveting, i.e. classic coachbuilding craftsmanship.
"Can you tame it?" ...
... was how the advertising at the time tickled the nerves of potential Puma drivers. And showed someone who really had what it takes. In artfully recreated and reworked scenes from the legendary 1968 US action thriller "Bullitt", Ford not only resurrected the Puma from the chain, but also the lead actor Steve McQueen in the role of police lieutenant Frank Bullitt.
The "King of Cool", who was extremely keen on cars and racing throughout his life, delivered the most legendary car chase in film history to his pursuers, but this time not at the wheel of a Ford Mustang GT. Thanks to ingenious editing and Paul Street's brilliant direction, "Bullitt" chased through the streets of San Francisco in a Puma.
2001: Production ended barely four years after the debut
But as many heroes like to do, at least in the fictional spheres of film and literature, the cougar also left the stage relatively quickly. In December 2001, just four years after its debut, production came to an end after around 129,000 units had already been produced.
Ford did not launch a direct successor, but a good two years later launched the StreetKa - not a closed coupé, but a roadster with at least the same cheeky styling, a kind of pure joie de vivre cast in New Edge form. The StreetKa is now also history. But the refreshing independence of automotive free spirits: In current performance models such as the Fiesta ST, Focus RS, Mustang or, at the very top of the automotive Olympus, GT - it lives "Ford".
"Successor" as a crossover
It didn't stop at a Ford Puma, in September 2019 a successor to the name was launched on the market, but it had nothing in common with the angular coupé from 1997 except the name, after all, the new Puma is a so-called "crossover", an amalgam between SUV and four-door coupé.
