Alfa Romeo Junior – Pulpaddict

Ford Puma Gen-E review

First chance to get behind the wheel of the new Ford Puma Gen-E – the electric version of the UK’s best-selling car of 2023 and 2024

How time flies. Five years ago, I attended the press launch of the original (petrol) Ford Puma in sunny Spain.

I remember it well. Not only was the sporty compact SUV impressive, but it was the last major new car event before the first lockdown.

It’s a mark of the success of the Ford Puma that it’s now become one of the most familiar cars on the road.

A worthy successor to its big-selling ancestors sporting the “Blue Oval”, such as the Fiesta and Focus, the Puma is still topping sales in the UK, despite the shift towards hybrids and EVs.

Sure, the Puma is available as a mild hybrid petrol (EcoBoost in Ford speak), but it’s never been able to compete with zero emissions newcomers such as the Kia EV3, Jeep Avenger, Peugeot 2008, MINI Aceman, Alfa Romeo Junior and Volvo EX30 – until now.

Apart from its bluff nose (no need for a radiator/grille in an EV), white badging on the boot lid and a bigger tailgate spoiler, the Puma Gen-E looks just like the regular car, though if you look really hard down below, the battery pack is visible below the sill.

And it’s this 43kWh lithium-ion battery that’s the heart of the Puma Gen-E.

Integrated into the car’s modified platform, it’s good for an official range of up to 233 miles – or up to a claimed 325 miles of city range.

Paired with a 165bhp electric motor that drives the front wheels, it manages 0-62mph in 8.0 seconds, tops out at 99mph and develops 214lb ft of torque.

A 10-80% recharge time of just 23 minutes is quoted, with a peak rate of 100kW.

Ford has worked wonders inside, where despite its new innards, the designers have actually managed to increase the Gen-E’s luggage capacity from the petrol Puma’s 456 litres to 566 litres, which includes a 43-litre ‘frunk’ under the bonnet (ideal for storing charging cables).

The caveat there is that 145 litres of that space is made up of the ‘GigaBox’ in the boot, which is underfloor storage that would have housed a spare wheel back in the day.

Interestingly, the regular Puma gets a slightly smaller ‘MegaBox’, because the exhaust pipe nibbles into the underside space.

Whether you get a GigaBox or MegaBox, it is very useful, and even includes a plug, so you can stick items such as muddy wellies in there and then hose it down.

For the record, the maximum load capacity with the rear seats flipped down is 1,283 litres.

Up front, there’s a 12.8-inch digital driver’s display and a 12.0-inch centre touchscreen with Alexa built in, plus Apple CarPlay and Android Auto connectivity.

The driver’s display is relatively big and there’s a fair amount of information on it such as speed, range, traffic sign recognition and a charging/brake regen meter.

Annoyingly, even with the huge, slightly oblong steering wheel, some of the screen is obscured.

The gear selector is now on a column stalk, so space is freed up in the centre console (the handbrake has also gone), resulting in more space between the seats too.

The Ford Puma Gen-E is well put together, though there are a few too many hard surfaces on the dashboard and lower down for my liking.

Overall, it’s possible to transport four adults in the Puma (five at a push). However, rear passenger space is cosy. I could just squeeze in behind someone of the same height (5’11”), but it would be uncomfortable on a long journey. Also, taller rear seat passengers might struggle if you opt for the full-length sunroof which takes up some of the headroom.

Standard-fit safety and driver assistance systems include AEB (autonomous emergency braking), a Rear View Camera, Cruise Control with Intelligent Speed Limiter, Lane Keeping Aid and Lane Departure Warning.

On the road, the Puma Gen-E is smooth and refined – or at least it was on the lovely roads in and around Barcelona in Spain, where the international launch event was staged.

If whisper-quiet electric motion isn’t enough for you, then you can switch on the digital propulsion sound. You’ll either like it or loathe it. For me, the novelty soon wore off.

The Puma Gen-E’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – controlled.

It’s nimble and agile too, helped by a kerb weight of 1,560kg, which is modest for an electric car. And even though it’s about 300kg heavier than its petrol sibling, it still drives like the Puma adored by so many.

The reality is that many may prefer the electric version, because it’s simplicity itself to drive. Just push the Start button, engage Drive, press the accelerator and you’re off with no gears to worry about. In fact, if you choose one-pedal mode, it will even bring the car to a standstill when you lift off the accelerator.

For me, one of the great things about the EV version of the Puma is the driving position. You don’t feel perched like some small EVs, so it is possible to hunker down and feel more involved with the car. This is despite the Puma Gen-E being about the same height as a Jeep Avenger or Volvo EX30.

With instant torque, impressive grip and little body lean in more challenging corners, the Puma Gen-E delivers an engaging drive. Add the strong yet progressive brakes, and it generates confidence, encouraging you to push on.

It will be interesting to drive it on UK roads, where I suspect some may find the suspension on the stiff side at lower speeds on rough roads, but for now, the Puma’s zero emissions transition has been a success.

Four driving modes are offered – Normal, Eco, Sport and Slippery – which tweak the steering and throttle response. Have a play, but as ever, Eco dulls the driving experience, Normal offers the best blend of performance and efficiency, and Sport dials up the fun.

I didn’t get to try Slippery mode, but it’s meant to optimise the car’s performance in less than ideal conditions, such as snow, ice, and wet surfaces.

The Ford Puma Gen-E is not perfect though, and the range of 233 miles is likely to shrink to below 200 miles in real-world driving, though it could creep above if it’s mainly driven in a low-speed urban environment.

Bear in mind that the average car in the UK travels around 20 miles a day (about 140 miles per week) – and that figure is skewed by a small number of high-mileage drivers – so the reality is that a range of less than 200 miles probably won’t trouble most motorists, especially if they have a home charger.

Ford claims it’s the most energy-efficient powertrain, and judging by the limited data I collected on my test drives, there’s some truth in that assertion.

At worst I achieved around 2.5 miles per kilowatt-hour, but at best I managed 4.4miles/kWh, rising to 5.1 miles/kWh on one run – the most impressive energy efficiency I’ve managed in any EV.

The new Ford Puma Gen-E is available in two different specs (Select and Premium) and there are six colours to choose from: Frozen White, Electric Yellow, Agate Black, Solar Silver, Fantastic Red and Digital Aqua Blue.

Crucially, it’s priced from below £30,000 (£29,995) and Ford is also offering its Power Promise in a bid to take the stress out of EV buying and owning.

The scheme includes a free home charger with installation included, up to 10,000 miles of free charging credit and a five-year service plan.

Ultimately, the Puma Gen-E is a little late to the electric compact SUV party and it’s up against stiff competition from rivals that have been designed from the ground up as EVs – many with bigger battery options and longer range.

That said, Ford has created an electrified Puma that loses none of the appeal of the petrol-powered original, yet delivers huge potential savings and is kinder to the planet.

Verdict: The Ford Puma Gen-E is an ideal entry-level electric car that’s likely to be a particularly big hit with the legions of Puma and Fiesta owners out there looking to make the big switch to zero emissions motoring. Easy to drive, just as practical inside and out, and arguably more engaging to drive, the electric Puma should definitely be on your EV shortlist.

Ford UK

Alfa Romeo Junior Veloce review: Behold, a proper EV hot hatch

We test the performance version of the Alfa Romeo Junior Elettrica – on track and UK roads for the first time…

At the end of last year, I spent an entertaining week with the entry-level Alfa Romeo Junior – the first electric car from the iconic Italian brand.

I concluded: “If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.”

Recently, I was invited to get behind the wheel of the range-topping Junior Veloce for the first time in the UK.

Just to recap, the Alfa Romeo Junior line-up is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce. If you prefer petrol, there’s also a mild hybrid (Ibrida).

All three EV models are front-wheel drive and use a 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the Veloce is uprated to 278bhp.

Significantly, the Veloce also has a lower ride height, wider track, stiffer anti-roll bars, bigger brakes, a quicker steering rack, uprated tyres and a mechanical Torsen D limited-slip differential.

The location for my introduction to the Veloce was Bedford Autodrome – owned by former Formula One driver Jonathan Palmer’s MotorSport Vision organisation.

There I got to drive the Veloce on the North Circuit’s long straight and challenging corners, plus a small handling course featuring two identical mirror-image layouts with straights, hairpins and doughnut circles, followed by a road route.

First impressions are great. Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is elegant and compact, managing to look both delicate and aggressive.

The Veloce enhances the sportiness of the standard Junior Elettrica with 20-inch diamond cut alloy wheels, contrasting black roof, tinted rear windows, red brake calipers and a sports styling kit.

Inside, there’s a leather steering wheel, sports pedals and kick plates, plus a supportive, six-way electrically operated driver’s seat with massage function.

There’s also a diamond black Scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo.

And just like the regular Junior, the cabin is very driver-centric, with a large central 10.25-inch infotainment screen angled towards you.

Crucially, and unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

And this pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

I selected Dynamic for the track sessions, then experienced all three on the road route.

The Veloce’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – totally controlled, with just a touch of torque steer.

For the record, it has a swift 0-62mph time of 5.9 seconds, a top speed of 124mph and 254 lb-ft (345 Nm) of torque.

The other important statistic is the Veloce’s kerb weight of 1,560 kg, which is light for an EV, and helps with the handling, which is nimble, yet planted.

I’m no track pro, but thanks to some excellent coaching, my lap times improved considerably as I worked on braking points and racing lines, pushing the Veloce to its limit.

The grippy Michelin Pilot Sport EV tyres deliver ample grip and the Veloce holds the road well. I could feel the differential working as I accelerated out of corners, with controlled body lean, yet without a hint of understeer.

I haven’t driven a go-kart like electric MINI Cooper on track, but I suspect the Alfa is smoother and more fun because of the well-judged chassis compliance.

Overall, the car itself feels remarkably assured – even on the edge – and the steering is quick and direct.

Ultimately, driving a good electric car on track is relatively straightforward because there’s instant torque and no gear changes, but when an EV is set up as well as the Junior Veloce, it’s even more fun and, frankly, flattering.

No car is perfect, and the Alfa is no exception. Though the brakes are effective, there’s a fair amount of pedal travel before they kick in big time. So, while the braking system is a step up from most other EVs, it could be better, and this is turn would inspire more confidence.

My only other quibble is the simulated sound, which helps create a sense of speed and power, but is no substitute for a combustion engine – or the audio delights of the clever Hyundai Ioniq 5 N.

The Alfa Romeo Junior Veloce is also entertaining on the road, whether you’re cruising along in Normal drive mode (for the best blend of performance and efficiency) or pushing on in Dynamic (fine for fun, shorter bursts with maximum power on tap). Advanced Efficiency mode dulls the engagement factor and is best left for motorway runs.

The other thing to say about the DNA drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Elsewhere, the Veloce is much the same as the basic Junior Elettrica and Junior Elettrica Speciale.

Visibility is decent at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

The biggest compromise with the Veloce is when it comes to price and range. Capable though it is, £42,295 is on the steep side. I suspect the sweet spot is just below £40k.

Also, Alfa Romeo claims the Junior Elettrica and Junior Elettrica Speciale can manage up to 255 miles on a full charge, but this drops to 207 miles for the Veloce.

In other words, in real-world driving, the entry-level Junior should have a range north of 200 miles, and the Veloce closer to 170 miles.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency. And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 20-80% charge time of less than 30 minutes at speeds up to 100kW DC.

Verdict: The Alfa Romeo Junior Veloce is a revelation. Stylish, sporty looks combined with superb handling and a great driving position have produced an engaging EV that feels much like an old-school hot hatch.

Alfa Romeo UK

Alfa Romeo Junior review

We get behind the wheel of the first electric car from iconic Italian brand, Alfa Romeo…

If all had gone to plan, Alfa Romeo’s debut EV would have been called the Milano. However, after a political row, the company had to dip into its heritage to resurrect the Junior moniker.

You see, Alfa Romeo isn’t the thoroughbred Italian than it once was because it’s now part of the giant Stellantis group, which also includes Citroen, Peugeot, Fiat, DS, Jeep and Abarth.

So, the Junior is built some distance from Milan at the Tychy plant in Poland, and it shares its platform with the Jeep Avenger and Fiat 600, which are also manufactured there.

The good news is that the Alfa Romeo Junior (also available as a mild hybrid) is one of the best compact SUVs on the market.

The EV version, marketed as the Junior Elettrica is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce.

All three use the familiar Stellantis 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the range-topping Veloce is uprated to 278bhp. Drive on all three is via the front wheels.

In acceleration terms, that’s 9 seconds compared to 5.9 seconds for the Veloce to reach 62mph from standstill. The downside is that the official range for the latter drops from 250 to 215 miles.

The Elettrica is well equipped and comes standard with 18-inch alloys, rear parking sensors, LED lights, auto wipers, a 10.25-inch infotainment with Apple CarPlay and Android Auto, 10.25-inch driver’s display and safety kit including AEB, Adaptive Cruise Control and Active Lane Assist.

The Speciale adds privacy glass, an electric driver’s seat, a180-degree camera, a hands-free tailgate, sports styling tweaks and keyless entry with proximity access technology.

The top-rung Veloce gets 25mm lower suspension, red brake callipers, 20-inch alloys, leather steering wheel, and sports pedals.

I tested a mid-range Elettrica Speciale in stunning Brera Red, with a contrasting black roof.

Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is an attractive car, managing to look both delicate and aggressive.

There’s even a new take on the scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo. Personally, I think it looks like a 3D printing exercise and some of the Alfa Romeo identity has been lost in the process, but judge for yourself.

Inside, it’s very driver-centric, with the large infotainment screen angled towards you.

The seats are comfortable and supportive, while visibility is good at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

The infotainment is a mixed bag. It’s by no means best in class in terms of graphics, layout and response times, but it does the job and you can always connect your phone via Android Auto or Apple CarPlay.

The system’s saving grace is the row of real buttons below the touchscreen with key features including temperature, fan speed and volume. If only the likes of Tesla and Volvo would do the same, because physical controls for essentials are easier and safer than prodding and swiping a screen on the move.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

So far so good, but it’s when you get behind the wheel of the Alfa Romeo Junior that it starts to become, er, speciale.

Unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

This pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

With a decent turn of speed, plus light, yet sharp and accurate steering, it’s nippy and easy to drive in town.

Overall ride quality is on the firm side, but not uncomfortably so, chiming with the Junior’s sporty driving characteristics.

Push it on more challenging roads and it handles well. Body lean is well controlled and there’s decent traction. If the brakes were more progressive, it would be even better.

Weighing in at 1,545kg, it’s relatively light for an EV, so it does feel agile, but if you want more of a hot hatch experience you’ll have to pay £42,295 for the Veloce which has more power, a lower ride height, beefed-up suspension, stiffer anti-roll bars, bigger brakes and uprated tyres.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

As ever, Dynamic is fine for fun, short bursts with maximum power on tap and Advanced Efficiency dulls the engagement factor, so best to stay in Natural for the best blend of performance and efficiency.

The other thing to say about the drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency, but my experience after a week of mixed driving is that the real-world range from the 154bhp Elettrica Speciale is closer to 200 miles, which is a bit disappointing.

And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 10-80% charge time of 30 minutes at speeds up to 100kW DC.

Ultimately, the Alfa Romeo Junior Speciale isn’t perfect, but it’s brimming with character, and it does deliver an engaging drive, unlike most of its rivals.

Verdict: If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.

Alfa Romeo UK

MINI Aceman review

We road test the newest member of the MINI family – the five-door, all-electric Aceman compact crossover…

Effectively replacing the MINI Clubman estate, the Aceman plugs the gap between the Cooper hatchback and Countryman SUV.

Looking not unlike a pint-sized Countryman, the Aceman borrows heavily from its big brother with blocky styling and short overhangs. It also gets angular lighting units and an octagonal grille.

Built in China initially with UK production set to follow, the Aceman is also the first MINI only to be sold as an EV.

It’s not short of a few rivals either, with the likes of the Ford Puma Gen-E, Hyundai Kona Electric, Alfa Romeo Junior, Kia Niro EV, Jeep Avenger, Volvo EX30 and the Vauxhall Mokka Electric in its sights.

Priced from £31,220, the Aceman comes in three flavours – E, SE and John Cooper Works (JCW). Entry level E gets a 42.5kWh battery and 181bhp electric motor, which is good for a claimed 192-mile range and a 7.9-second 0-62mph time.

The SE benefits from a 54.2kWh battery pack and more potent 215bhp e- motor. It’s quicker to 62mph with a time of 7.1 seconds, while range is up to 252 miles on a full charge.

The sport JCW version also gets the 54.2kWh battery, plus a meaty 255bhp motor, resulting in a 0-62mph sprint time of just 6.4 seconds.

Rapid charging speeds peak at 70kW for the E and 95kW for the SE and JCW, so a 10-80% charge will take as little as 29 minutes in the E and 31 minutes in the SE and JCW versions.

What’s the interior like? Well, very similar to the Cooper and Countryman, which means that its fairly minimalist, compared to previous generation MINIs.

Built around MINI’s unique circular central OLED touchscreen, it’s largely button free, but thankfully a row of toggle switches has been retained.

There’s no driver’s instrument cluster, but at least all versions come with a head-up display – so you’re not forced to glance at the central screen to view essentials such as speed.

There are three trim levels (Classic, Exclusive and Sport) – each with its own theme. All get a 2D knitted textile trim on the dash panel.

Premium quality of the cabin has always been a MINI strength. Except for the soft synthetic leather seats, I’d say the new model isn’t quite as classy, with its blend of rough-textured ‘knitted’ fabric made from recycled materials and scratchy plastic surfaces below.

Cabin space in the back is a huge improvement on the basic MINI Cooper with just enough space for an adult to sit behind another adult. However, there’s a luggage capacity of only 300 litres in the boot, which might be challenging for family trips.

MINIs are known for their go-kart driving experience, and the Aceman EV doesn’t disappoint. I drove the E and SE versions and there’s fantastic performance thanks to all that instant torque, while sharp-steering, superb grip and almost no body lean make it feel like it’s running on rails.

That said, some may find the ride on the stiff side, and the handling can get fidgety on twisty, fast sections of road, so hold on tight.

At its worst it feels like you’re being jostled around in the cabin, but for the most part, it’s a classic MINI driving dynamic.

Maybe if the seating position was a tad lower (like the Cooper) the overall experience would be improved?

I suspect owners will probably stick to default Core mode with its light steering feel and moderate acceleration, but it’s fun to shift it into Go Kart for short bursts too, with its heavier steering and sharper throttle response.

Frankly, there not much to choose between the E and SE on the road. If anything, the lighter E (smaller battery) is a tad more nimble, despite having fewer horses.

Unlike many EVs, the brakes are progressive, while the regenerative system works well, with a good selection of levels. Traction is surprisingly good too, considering the Aceman is front-wheel drive.

In real-world driving, we’d expect the Aceman E to manage around 160 miles and the SE closer to 200 miles, depending on the weather, driving style and terrain. However, in urban driving, the range should be closer to the official WLTP figures.

Verdict: Uniquely styled, safe, genuinely fun-to-drive and packed with tech, the MINI Aceman EV crossover is a solid and practical step-up from the three-door Cooper, offering a bit more space and reasonable range for everyday trips.

MINI UK