The Kuga’s lesser engines aren’t part of the Vignale range, but you can choose between 180bhp 1.5-litre turbo petrol, 148bhp 2.0-litre diesel or 178bhp 2.0-litre diesel powerplants, as well as automatic or manual gearboxes.
Ford would, of course, be quick to add that, like its other Vignale models, the Kuga goes through 100 extra quality checks during assembly compared with a regular model. It’s dusted with ostrich feathers prior to painting, for heaven’s sake. So what more, exactly, could the company have done to be worthy of that hard-earned splash of cash?
What's it like?
The Kuga’s ride and handling isn’t the problem here. It’s more that the car’s top-of-the-line diesel powertrain isn’t the match of it, while packaging, material quality and infotainment system sophistication aren’t up to proper premium-brand standards either.
Like its range mates, the Kuga Vignale is an agile and often encouraging kind of SUV to drive. There’s a bit of elasticity to the steering feel and an occasional clunkiness to the ride quality over harsher urban roads if you go for the optional 19in wheels. But still, the car blends a taut yet compliant ride with direct, darty directional response, strong body control and good grip levels, constructing a keen sense of dynamism that’s rare in a car of this kind and, in isolation, might be worth paying extra for.
But the 178bhp 2.0 TDCi engine is noisy at high revs compared with the premium-brand opposition, and its dual-clutch automatic gearbox can be a bit clumsy and slow to kick down - although both work well at a normal cruising pace. Acceleration feels fairly strong, but it comes as no surprise to discover that this Kuga gives up more than two seconds to its German-branded rivals on the claimed 0-62mph sprint.
The Kuga Vignale’s leather front seats are comfortable and tactile, but the rear ones are still rather thin in the cushion, and passenger space in both rows could be better. And for every material highlight and flourish around the cabin, there's also a dull, hard plastic moulding or a flimsy bit of trim to burst the bubble of luxury you’d momentarily been enjoying. In a £25k car, those cheaper materials may be okay – but in a £35k one they’re difficult to forgive.
The one addition that could have done most to elevate the Kuga into premium-brand territory for 21st century car buyers, Ford’s new Sync3 infotainment system, also leaves a mixed impression. Navigation mapping is displayed at a more useful scale than before on the 8.0in screen, and the addition of smartphone mirroring systems for both Apple and Andoid phones is long overdue. But the system responds only reluctantly when you try to pinch and swipe your way around its maps, and its online connectivity options are still limited.
Should I buy one?
Although that poised, precise drive is as distinguishing and likeable as ever, the Kuga is out of its depth at a near-£35,000 showroom price. Private buyers would certainly be well advised not to gamble on the commitment of Ford, and its main dealer network, to keep residual values high, and instead simply see how well the Vignale brand stands the test of time.
At a lower price point, avoiding the Powershift transmission, the Kuga still makes a competitive case for keener drivers. But as raw material for the Blue Oval’s already shaky-looking attempt to expand upmarket, it simply lacks the necessary class and polish to shape up.