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If you’re going to make an entrance to a growing automotive sector– this is how you do it. Jaguar’s first foray into the all-electric car market is the I-PACE, a good-looking car, setting a new benchmark for EV handling and refinement, while giving the sector a swift kick in the pants.

RRP £74,995 as tested (no Plug-in Grant on cars over £50,000)

Jaguar I-PACE range from £64,495 (I-PACE EV400 in S trim).

Global EV sales rocketed by 58% last year alone. Couple that to our undying love for SUVs and you can begin to understand just how timely and important this car is for Jaguar. It is built by contract auto manufacturer Magna Steyr in Graz, Austria.

I’ve driven most battery-only electric cars that have come to market in recent times – from the Tesla Model 6 saloon, the Model X SUV and compact Model 3 hatchback along with the KIA e-Niro, Hyundai IONIQ Electric, MINI Electric and the more humble, work-a-day Nissan Leaf+ and MG ZS Electric. None, not one, comes anywhere near as good as this new breed of Jaguar. Its excellence makes it even harder to comprehend that it was conceived in just four years.

Inside, the I-PACE is smart and a welcome differentiation from the familiar but uninspiring Jaguar design seen in current models in the range. The range-entry S trim comes with plenty of standard equipment expected of a premium marque.

The I-PACE dashboard represents another modernisation of the design deployed in the existing Jaguar range, with the main digital instrument cluster taken from the sleek Range Rover Velar. It’s still a conventional layout and no aesthetic ‘jazz hands’ have been added to draw attention to the all-electric nature of the I-PACE, which is as it should be.

It feels bigger inside than you might expect looking at it from the outside and offers plenty of space for rear-seat passengers. The shape of the car results in plenty of headroom and the lack of a transmission tunnel makes sitting in the middle rear seat more comfortable than in a conventionally powered car. Seating three adults in the back shouldn’t be a problem, although some will find shoulder room to be a tad cosy.

The interior offers occupants a total of three 12V sockets and six USB ports, as well as handy storage trays under the rear seats for laptops and tablets.

At the rear you’ll find a generous 656 litres boot, which grows to 1,453 litres with row two folded down. When the split rear uprights are out of the way, the boot is totally flat, making it easy to slide in long, heavy items. As with most EVs, the I-PACE has a small cubby space under the bonnet which offers 27 litres of additional storage.

The Jaguar I-PACE is offered in three trim levels, called S, SE and HSE. The range-entry S has 18-inch alloy wheels, LED headlights, sports seats, a 10-inch touchscreen, navigation, DAB radio, cruise control and a rear camera.

The mid-spec SE gets larger 20-inch alloy wheels, LED headlights with daytime running lights, a powered tailgate, auto-dimming power-folding wing mirrors and leather upholstery.

Step up to the range-topping HSE as tested and you’ll find an alternate 20-inch alloy wheel design, matrix LED headlights, gesture-controlled tailgate, Windsor leather upholstery and a surround-sound stereo.

A 90kWH lithium-ion battery is mounted underfloor between the front and rear wheels and is covered by an eight-year warranty and Jaguar claims 292 miles of range (WLTP).

Using a 50kW DC charge point – the kind typically found at motorway services and public car parks – requires 85 minutes to take the I-PACE’s 90kWh battery pack from zero to 80% capacity.

Currently, the UK is in the early stages of seeing 100kW DC rapid chargers being introduced and using one of these a 0-80% charge will take just 40 minutes.

Most electric car owners recharge their vehicles overnight using a dedicated wall box: for a 0-80% recharge using a 7kW AC supply requires 10 hours, which should suit most owners.

Jaguar doesn’t yet quote a time for charging the I-PACE using a conventional three-pin domestic plug. While this isn’t the most ideal way of replenishing its battery, it’s a useful fall-back facility if more appropriate connections are unavailable.

Smart charging can replenish the battery during low-tariff electricity hours, while pre-conditioning allows owners to cool or heat the car while it’s still on charge, saving battery.

The I-PACE delivers all-wheel drive performance and remarkable dynamism courtesy of two electric motors – one over each axle – that produce a combined 394hp and 695Nm of torque. That energy provides rapid and seamless acceleration with 62mph arriving a mere 4.8 seconds from the off, which is none too shabby considering the car’s kerb weight of 2,133kg.

Sure, a top-spec Tesla Model X is quicker than the I-PACE but the Jaguar is about so much more than straight-line speed. The sense of accuracy, refinement and composure, along with the car’s surprisingly nimble feel means the I-PACE sets a new class standard for the way electric cars drive.

The steering feels a little light on the dead ahead but it quickly weights up through the corners instilling confidence to drive enthusiastically thanks to its precision. You do however, feel the weight of the car through the twisties but coupled with the impressive lack of body roll, you have a luxury executive land yacht that feels more like a sports car when pressing on.

During cornering, the electric motors constantly distribute power between the wheels to generate the most amount of grip possible. The suspension is similarly engineered to that in the Jaguar F-Type, meaning the I-PACE stays flat and athletic during quick directional changes.

The only major weakness of the driving experience is the brakes – a recurring problem in electric cars that have brakes with a regenerative function; the brake pedal feels soft when you first press it and then firms up in an artificial way.

Fortunately, the regenerative braking of the electric motor means you don’t need to use the brake pedal much, because the car starts to slow down as soon as you come off the accelerator. This is very intuitive and, once you get more used to slowing the car in this way, it’s quite possible to drive the I-PACE with just the accelerator most of the time.

While the I-PACE looks sporty and low-slung, Jaguar has used its Land Rover know-how to ensure it's also surprisingly good off-road. Along with four-wheel drive, there’s All Surface Progress Control, which is similar to cruise control, but for treacherous conditions. It makes it easy to keep going in muddy fields or up the steepest slope anyone is likely to tackle, relying on clever software to juggle power and traction between each wheel.

Again, as you would expect of a premium marque, the I-PACE comes with plenty of safety equipment and, like all other current Jaguar models, has scored five stars in Euro NCAP crash tests. It scored well across all four assessment categories, including 91% for adult occupant protection and 81% for both the child occupant protection and safety assist categories.

The car is offered with various safety systems as standard including traffic-sign recognition, lane-keeping assistance, driver condition monitor, emergency braking, a rear traffic monitor and clear exit monitor. SE spec and above gets the Drive Pack, comprising blind-spot monitoring, adaptive cruise control and high-speed emergency braking.

The Jaguar I-PACE is one of the very best electric cars on sale and interrupts EV innovation in favour of making the genre more desirable.

With electric vehicles becoming more commonplace, the electron-fuelled Jaguar I-PACE adds some excitement to a largely sedate segment. Its alluring exterior makes a statement that rivals don't, while its welcoming interior offers up an excellent mix of luxury and technology.

2016: March – I-PACE concept revealed in Geneva

2018: July – Revealed in London. Order books open.

2018: November – First customer deliveries.

Powertrain: Dual electric motors, each over axle.

Transmission: Single-speed to all wheels.

Until the refresh, Jaguar has introduced a new Chequered Flag model. It’s a high-end trim grade previously introduced on the XE and XF saloons.

Tested: Jaguar F-Pace P250 Auto AWD Chequered Flag

Prices: Chequered Flag from £49,850 (BIK 37%). As tested: £55,450 (see options fitted below).

Jaguar F-Pace range starts from £36,820 (Prestige, 163PS diesel manual, RWD).

It’s hard to believe that one of our favourite SUVs has been on sale for almost four years. The Jaguar F-Pace is due a mid-life refresh sometime this year to keep it fresh against similar premium rivals which unsurprisingly are many, including the Volvo XC60, BMW X3, Audi Q5, Mercedes-Benz GLC and perhaps, the Alfa Romeo Stelvio.

Until the refresh, Jaguar has introduced a new Chequered Flag model. It’s a high-end trim grade previously introduced on the XE and XF saloons and takes the mid-spec R-Sport (from £41,530) as a donor model and adds a plethora of extra aesthetic enhancements and extra kit inside and out to create a new, stand-alone trim grade within the current Jaguar F-Pace model range.

Earlier this month, I had the pleasure of a week with ‘OTV’ – a Jaguar F-Pace P250 Chequered Flag Edition, finished in metallic Eiger Grey. Before it was retrieved destined for the press fleet depot, I made a few pointers…

The Chequered Flag is marked out from other F-Pace models by the aggressive front bumper, borrowed directly from the F-Pace S, the large air intakes of which don’t have centre lateral splits.

More noticeable is the replacement by gloss black of all the chrome brightwork, including the grille surround, side window trims, door claddings, roof rails, and side vents featuring a unique integrated Chequered Flag logo.

Standard kit on the Chequered Flag edition is a set of 20-inch wheels. However, the test car arrived with a set of handsome 22-inchers finished in a similar gloss black. When you order an F-Face Chequered Flag, your exterior colour choice will consist of just Yulong White, Santorini Black and Eiger Grey as tested, which I think suits the large car best.

Inside, the exterior Chequered Flag theme continues when you open the doors and are greeted by model-specific sill plates. The leather upholstery and roof lining are both presented in black and what little contrasts there are in an otherwise dark and gloomy cabin are some silver stitching and aluminium trim panels.

Still, just like inside a regular F-Pace, it’s all ergonomically appealing and Jaguar’s upgraded InControl infotainment system with its 10-inch touchscreen and 12.3-inch digital driver’s display mark it out as being every inch a modern, premium SUV. The system includes both Apple CarPlay and Android Auto.

The steering wheel adjusts four ways, while the front seats offer decent comfort and eight-way adjustability. Rear-seat passengers benefit from comfortable furniture and good legroom, although the standard (non-sliding) panoramic sunroof on the Chequered Flag may impinge on headroom slightly, depending on their height, of course.

Despite its appealingly rakish exterior, the Jaguar F-Pace is remarkably accommodating inside and truly can deliver on the ‘utility’ element of ‘SUV’. Some of its attractive interior appointments, though, might not stand up well to the rough-and-tumble of family motoring.

Getting into an F-Pace is easy thanks to its raised ride height and wide-opening doors. The door bins and glovebox are a good size and shape, but the storage box between the front seats is a little small.

The F-Pace has a bigger boot than the Porsche Macan and BMW X4 and its 650-litre capacity actually matches cars from the class above, like the BMW X5. This load-carrying ability is all the more impressive, as the F-Pace looks sleek and stylish despite its vast boot.

The 40:20:40 split-folding rear seats are easy to drop (even more so with the standard remote release levers fitted to the boot of the Chequered Flag) and, when lowered, increase the SUV’s load area to a gargantuan 1,740 litres.

The boot opening is large and well-shaped, although while the metal scuff plate at its base looks good, this is prone to getting scratched unless you’re careful.

Beyond the exterior cosmetic previously mentioned, the standard kit list of the Chequered Flag is enhanced over the donor R-Sport by a fixed panoramic roof, a heated steering wheel, heated windscreen and electrically adjustable front seats. There’s also an excellent 380W Meridian sound system and CD/DVD player.

The test car arrived with the following options fitted: Four-way driver’s electric lumber adjust (£250), electrically adjustable auto-dimming, power fold, heated door mirrors with approach Lights (£420), 22-inch alloys (£1,225), privacy glass (£395), sliding panoramic roof (£320), Meridian sound system (£570), keyless entry/go (£530), 360° surround camera (£990), adaptive LED headlights (£750) and auto high beam assist (£150). Total cost £5,600.

There are currently two diesels and just the one petrol engine from which to choose when ordering your F-Pace Chequered Flag. The 2.0-litre turbodiesel engines are well-powered at 178hp/430Nm and 237hp/500Nm and will be sufficient for most drivers opting for diesel to match their work/life balance.

The test car was fitted with the sole petrol engine choice – an Ingenium 2.0-litre 4cyl turbocharged unit delivering 247hp and 365Nm of torque.

With a respectable 0-62mph time of 7.0 seconds paired with 30mpg economy, it's tricky to recommend the 247hp petrol F-Pace Chequered Flag, as it is run close on performance by the two diesels and they'll use less fuel.

That said, this 250T engine is marginally cheaper to buy, almost silent on the motorway, and gives the F-Pace an enthusiastic and willing edge – even if it's a little noisy when being revved hard.

All Chequered Flag F-Pace models are paired with an eight-speed ZF-sourced automatic gearbox and feature all-wheel drive as standard.

The Jaguar’s AWD system only comes into play if the electronic system senses extra grip is needed, meaning that even with this option fitted, the F-Pace behaves like a rear-wheel-drive car by default – although 100% of the engine’s power can be sent to the front wheels if needed.

The Jaguar F-Pace is a thoroughly involving and rewarding car to drive.

Its steering is accurate and inspires confidence and responds intuitively to your inputs. The development work Jaguar has performed on the F-Pace’s suspension has clearly paid off, as potholes and poor road surfaces are nicely smoothed out.  It’s worth noting that the optional 22-inch alloy wheels can cause the worst road surfaces to send shudders through the car. Road noise is still minimal, though, even with big wheels fitted.

In corners, the F-Pace displays relatively little body lean, and it’s easy to forget you’re driving a big SUV on a twisty back road. The automatic gearbox suits the F-Pace better than the manual, switching seamlessly between its eight gears, although it can be a little sluggish at the off.

The only gripe was that set of optional 22-inch alloys which, while they do fill the wheel arches nicely, did compromise the ride quality. You would be well advised to leave your vanity – and the £1,225 they cost – in your pocket and stay with the standard 20-inchers for a more pliant, relaxed ride.

While a Range Rover or Land Rover Discovery Sport will ultimately be able to tackle rougher terrain, the F-Pace Chequered Flag is more than capable of venturing off-road.

There are a variety of electronic gadgets to help you keep control, beginning with the standard Drive Control system that allows you to choose between Rain, Ice and Snow settings.

I drove roughly five miles of green lane with the occasional boggy section and the car performed very well, dismissing the 10-inch mud ruts as if they weren’t even there. Drifting around a wet grassy field was huge fun, too, but less about that.

During the test week and with friends visiting from Cape Town, a total of 544 miles were driven over mixed roads at an average speed of 28.8mph. The average fuel consumption was recorded at 29.7mpg, which is 96.7% of the official 30.7mpg (combined).

The F-Pace shares many mechanical elements with the Jaguar XE and XF saloons, which are tried-and-tested.

Safety is assured too as the Jaguar F-Pace has gone through independent Euro NCAP safety tests and received the full five stars, with an impressive 93% score for adult occupant protection. Jaguar fits all examples with autonomous emergency braking and emergency braking assistance, which help you to stop in a hurry or, if it detects you haven't reacted, will brake on your behalf if an obstacle strays into your path.

This is on top of all those safety features like anti-lock-brakes and stability control that have to be fitted by law.

Attractive, practical, and engaging to drive, the Jaguar F-Pace S is a strong contender in a crowded market. While it may not be the sharpest knife in the luxury SUV class drawer, it’s a versatile blade that’s anything but dull.

Because you’re here and you have been, thanks for reading - WG.

2015: September - Official F-Pace public debut at the Frankfurt Motor Show.

2016: April –Jaguar F-Pace price list released, order books open.

2019: May – Chequered Flag Editions were announced for the F-Pace and its more compact sibling, the E-Pace. Order books opened in August and first deliveries took place in November.

Fast Facts: Jaguar F-Pace P250 Chequered Flag Edition

Engine: 2.0-litre, turbocharged 4-cylinder Ingenium petrol.

Max output: 247hp @5,500rpm / 365Nm of torque from 1,300 - 4,500.

Transmission: Via a ZF-sourced 8-speed automatic, driving all four wheels.

Fuel tank capacity: 60 litres (13.2 gallons).

Towing capacity/ (kg): 1,600 braked / 750 unbraked. Nose weight 175. 

Warranty: 3 years/unlimited mileage. Servicing: Every 16,000 miles.

Review: Jaguar F-Pace P250 Chequered Flag

As facelifts go, this is much more than just a nip and tuck. Land Rover takes a clutch of knives to its most popular medium-sized SUV and the result is so impressive, you can barely see the cut lines.

Tested: Land Rover Discovery Sport D180 in S R-Dynamic trim.

Prices: Test car RRP £41,825. As driven with fitted options £46,630.

Land Rover Discovery Sport range starts from £31,575.

‘From the ground, up’, ‘new’, ‘all-new’, ‘completely redesigned’, etc. These are terms you’ll hear often in the automotive industry. Five years into its life, the Land Rover Discovery Sport has received a mid-life facelift - but so much has changed that you could argue that it’s an all-new model.

There’s little to indicate how deep these changes run from the outside. The overall look has gently evolved - new lights, revised bumpers, but similar proportions overall. All but the keenest eyed observers will need an old and new one parked side-by-side to spot the difference.

This week, I test the new Land Rover Discovery Sport D180 AWD R-Dynamic, presented in range-entry S trim (OV69 OOE) and finished in Eiger Grey metallic paint.

2014: The Land Rover Discovery Sport is a mid-sized SUV that went on sale in September 2014. It replaced the Freelander in a revised range of Land Rover-branded vehicles.

2017: Subtle styling tweaks to keep it fresh against strengthening rivals. Jaguar Land Rover’s own Ingenium Si4 petrol and Sd4 diesel engines were introduced.

2018: All engines received particulate filters to meet EU6d TEMP/WLTP emissions regulations which came into effect from September.

2019: In May, the new Disco Sport was revealed for its 2020 model year. It has been designed to mix things up a bit, blending fashion and practicality with a pinch of style. It rides on the same JLR Premium Transverse Architecture (PTA) platform as the new and much-improved Range Rover Evoque and introduces significant updates inside and out, along with new mild-hybrid Ingenium engines and updated technology.

Many, and their numbers are rising. With premium SUVs such as the Volvo XC60, Audi Q5 and Mercedes-Benz GLC appealing to the heart, while practical but cheaper rivals such as the Hyundai Santa Fe, Skoda Kodiaq, Lexus NX and Tiguan Allspace offer the same blend of seven-seat practicality in modern, good-to-drive packages. Rivals higher up the automotive food chain include the Porsche Macan, Mercedes-Benz G-Class and the in-house Range Rover Velar.

One of the Disco Sport’s biggest attractions is its impressive interior and refinement, which has improved markedly for 2019 and slots neatly between the stylish Range Rover Evoque and rugged Land Rover Discovery, although it does lack the design flair of the BMW X3 and Audi Q5.

The revised dashboard loses some of the chunky switchgear buttons and controls of the previous model. In their place are modern, touch-operated controls, which are thoughtfully arranged with most in easy reach giving the dash a clean and organised look. 

The steering wheel design has been simplified somewhat with a new design layout. But there are a large number of buttons, which could be confusing at first as to which one does what. The rotary gear selector found in the previous car has been replaced with a traditional ‘joystick’ style gear selector.

A 12.3-inch digital instrument cluster adds a modern look to the dashboard as well, and is complemented by a centrally mounted 10.25-inch touchscreen infotainment screen.

Most of the trim feels robust, but there are some cheap feeling materials too close to critical touch zones – especially the panel around the gearstick. Lighter seat upholstery covers will show up dirt far more quickly than the darker options. But, even with darker trim and headlining, the Discovery Sport never feels claustrophobic inside.

With seven seats as standard across a majority of the model range – even if the third row is only really suitable for kids – the Land Rover Discovery Sport has the jump on the old Freelander, as well as many of its current rivals.

The Discovery Sport makes excellent use of its relatively compact dimensions – it's about the same length and width as a Skoda Octavia. It's easy to get comfortable, as the driver's seat adjusts for height and the steering wheel adjusts up and down as well as in and out.

All of the furniture is comfortable and provides good support, with up to a metre of legroom available in the second row, which can be slid back and forth to prioritise passenger or boot space as necessary.

This helps with space in the third row, with the second row sliding forward to give more space to the rearmost passengers. But even with this adjustment, the back row is really only suitable for adults on shorter journeys or grumpy ‘inbetweeners’ likely glued to their phones and eroding their opposing thumbs anyway.

Land Rover has also fitted USB and 12-volt charge points in every row of seating, as well as heating and ventilation controls front and rear.

The rear doors open to almost 90 degrees, so climbing in is easy, while the second row of seats folds to allow access to the third row. 

There are plenty of useful storage spaces in reach of passengers, along with numerous cup-holders and USB ports for all three rows. The door pockets are deep, there's a large tray in front of the front-seat passenger and a storage box with a lid between the front seats.

The boot measures 754 litres with the third row of seats folded, but with all seven seats in place this shrinks to 157 litres, which is, only really enough room for a couple of squashy bags. Fold rows two and three and a cavernous 1,794 litres is revealed.

The boot is well thought-out, with few intrusions to get in the way of bulky cargo. While there’s no underfloor storage, you can box-tick an optional system of adjustable rails to hold luggage in place, while a number of handy hooks, a 12v power sockets and USB chargers are fitted to all models.

The Discovery Sport is split into to trim lines – Standard and the sportier looking R-Dynamic. Each of those is available in four trim grades of Standard, S, SE and HSE.

Stepping up to the SE gets you upgraded LED headlights, a power-operated boot lid and front fog lamps. You also get the same 10.25-inch Touch Pro infotainment system and navigation as the standard model, with Android Auto and Apple CarPlay. Opting for the sportier looking R-Dynamic trim line adds dark 19-inch alloy wheels and leather upholstery with contrasting stitching.

The HSE model adds Windsor leather trim, 14-way power-adjustable seats, keyless entry and a 'ClearSight' rear-view mirror that can switch to a camera view if passengers or luggage are obscuring the inside rear view. It takes some getting used to and some refocusing of the eye. After a while, I didn’t bother with it and relied on correctly repositioned side mirrors.

Single options fitted to the R-Dynamic S test car: Metallic paint (£670), 19-inch alloys (£965), privacy glass (£400), heated steering wheel (£225), 360° surround camera (£575), ClearSight interior rear view mirror (£325), InControl tracker (£545), fixed panoramic roof (£1,100). Total: £4,805.

Apart from the most basic D150 diesel engine (which also doesn’t get the third row of seats), the entire engine range gets a mild-hybrid setup, which assists the engine at lower speeds.

Just one diesel engine is available in the Discovery Sport: a 2.0-litre Ingenium unit which, along with offering better fuel economy and lower emissions, is also smoother and quieter than the chatty 2.2-litre that powered the Sport's predecessor, the Freelander. Improved engine mounts and a stiffer chassis have also made the updated 2019 Discovery Sport noticeably more refined.

Available in three power outputs (150, 180 and 240hp), I found in testing that despite the 180’s decent performance numbers, it can feel a bit sluggish. Push down the accelerator to get things moving and you’ll find a lot of power arriving all too quickly and can catch you out as it did me more than a few times.

I haven’t driven it, but I expect the power delivery of the 240hp model to be more linear and less impatient. If you can afford it, it’s also likely to be the ideal engine to go for if you plan on doing any towing.

The entry-level 150hp engine is also offered with front-wheel drive, providing better fuel economy, with no real penalties during day-to-day driving. If you don’t plan on heading off-road or towing a heavy trailer, this shouldn’t be seen as too much of a negative. 

With a standard nine-speed automatic gearbox, the 180hp version as tested registers a 0-60mph time of 9.4-seconds, while the 240hp model takes 7.4 seconds.

There’s also a 2.0-litre turbocharged petrol engine, badged P200 and P250, with 200 or 250hp respectively. The former can get from 0-60mph in 8.6 seconds, while the P250 takes 7.3 seconds and boasts a 139mph top speed, making it the fastest Discovery Sport on offer. Like the D180 diesel, the 200hp petrol feels like it needs working quite hard, making the more powerful P250 option a likely better bet.

The Land Rover Discovery Sport feels agile and composed on the road, yet the range of equipment offered makes it extremely capable off-road, too. It borrows heavily from the Range Rover Evoque, which is a good starting point. But the Sport uses a completely revised rear suspension system, primarily to increase interior space.

At low speeds, the suspension can be firm with the odd jolt from poor road surfaces, which copes better at higher speeds smoothing out the road imperfections, making for a very quiet and comfortable long-distance cruiser.

While not exactly living up to its Sport name, it boasts improved handling as well. The steering is car-like and impressive for an SUV and reacts quickly, making it good fun to drive on a twisty back road, and better than the more pliant Volvo XC60.

There isn’t much feedback through the steering wheel, which can make it harder to ascertain what’s going on at the front end. Still, there’s plenty of grip thanks to the four-wheel-drive system and that raised driving position means the Sport is easy and relaxing to drive.

Somewhat naturally given its heritage, four-wheel drive is the Discovery Sport's selling point. Even if you don't plan to take the car off the road, it’s good to know the Terrain Response system will always optimise grip. You can choose to tweak the setup to tackle a variety of surfaces, such as mud, sand, snow and rocks. When the terrain gets more rugged, though, the Disco Sport takes it all in its stride - from faster off-road tracks to light green laning or even mud-laden downhill sections.

The Sport will also wade through up to 600mm of water, and because there isn't much bodywork overhanging the front and rear wheels, it can traverse deep ruts and ravines like few other cars of its type.

During the week’s test, I drove the Disco Sport a total of 406 miles over a variety of M, A and B roads at an average speed of 33mph. Much of that total was under cruise control, the use of which was subject to local conditions and speed limits and includes two or three miles of light green-laning and river wading.

The average fuel consumption was recorded at 37.1mpg, which is almost spot on when compared to the official WLTP data of 39.6 – 37.2mpg (combined).

The original Discovery Sport scored a full five-star rating in Euro NCAP crash-testing in 2014 and did significantly better than the Evoque in the adult, child and pedestrian protection categories at that time. This new 2019 Disco Sport has yet to be tested by Euro NCAP, but I see little reason why it shouldn’t again be awarded the full five stars.

Standard safety kit includes automatic emergency braking, nine airbags and various electronic stability systems to improve grip. There’s also a pedestrian airbag mounted at the base of the windscreen and two ISOFIX child seat mounts in the second row –plus a third on the front passenger seat.

Land Rover's Terrain Response system is fitted to all models. This allows you to select the type of surface you’re driving on, including snow, sand and rocks and adjusts the car to cope accordingly. There’s also hill-descent control, which controls the brakes to stop the Sport running away from you down a steep slope.

Another cool trick is Land Rover’s Advanced Tow Assist, which when reversing, essentially does the counter-steering for you, by transforming one of the rotary dials in the car into the steering knob.

A few, such as the rather thirsty D180 diesel as tested and, as is expected in most three-row MPV-wannabe SUVs, the rear is quite cramped. It’s pricey, too and not too far removed from the Evoque, if the third row isn’t required. Runnings costs are likely to make your eyes water and not with happy tears, and then there’s the car’s questionable reliability record. Though this 2019 model has plenty of new components, the poor reputation of the previous car should not be ignored.

That Land Rover keeps on hitting the nail directly on the head continues to impress, especially given the onslaught of rivals the new Discovery Sport now faces.

Overall, the Sport in its name refers to exterior aesthetics for an active, outdoorsy lifestyle rather than how it drives. As a comfortable, versatile and attractive family SUV with more off-road capability than most will ever require, there is much in the new Disco Sport to warrant its recommendation.

Fast Facts: Land Rover Discovery Sport D180 R-Dynamic S

Ingenium 2.0 litre 4-cylinder 180HP Turbocharged Diesel.

Max output: 180hp @4,000rpm / 430Nm of torque from 1,300 - 3,000rpm.

Transmission: Mild hybrid electric, 9-speed ZF-sourced automatic to AWD.

Emissions: NEDCeq CO₂ EU Combined 155g/km.

Weights (kg): Kerb 1,844. Towing (braked/un-braked 2,200/750. Tow ball 100. Roof 75.

Off-road angles: Approach 22.8°, break over 20.6°, departure 28.2°.

Tag: luxury

Review: Jaguar I-PACE

Review: Jaguar F-Pace P250 Chequered Flag

Review: 2019 Land Rover Discovery Sport

Tag: luxury

Review: Jaguar I-PACE

Review: Jaguar F-Pace P250 Chequered Flag

Review: 2019 Land Rover Discovery Sport

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