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As its onslaught of model-electrification continues, the Audi Q8 is the marque’s latest model to get plug-in hybrid power with two potent options for Audi’s flagship SUV.

Badged 55 TFSI e and 60 TFSI e, both use the same powertrain and are able to manage 28 miles of zero-emission driving. Prices start at £73,860 and £85,760 for the 55 and 60 models respectively.

These two models share a 3.0-litre V6 petrol engine and a 17.8 kWh battery, plus a 134 bhp electric motor integrated neatly into the eight-speed automatic transmission. In total, the powertrain produces 376 bhp in the 55 TFSI e and 456 bhp in the 60-badged model. The 55 TFSI e shoots from 0-62 mph in 5.8 seconds, while the 60 TFSI e knocks nearly half a second off that time.

However, with all that power comes a caveat – the Audi Q8 plug-in hybrids aren’t hugely economical. Still, a 28-mile electric-only range and up to 100 mpg means they’ll be the least expensive Q8 models to run – as long as the battery is kept topped up. CO2 emissions of 65 g/km mean a surprisingly low 12% Benefit-in-Kind rate for company-car drivers.

You can charge the Audi Q8 PHEV from a domestic three-pin socket or a 7.4 kW wallbox, with the latter recharging the battery in around 2.5 hours from empty. The car starts in EV mode unless the battery is empty, while the ‘Hybrid’ setting comprises ‘Auto’, ‘Hold’ and ‘Charge’ modes that tell the car how to use the two power sources.

There’s predictive efficiency assist, which determines whether to freewheel or recharge the battery when you take your foot off the accelerator. Pricier ‘Vorsprung’ models which are due later, will also have adaptive cruise assist, which also helps you to drive more economically.

AUDI: Q8 flagship SUV gains two new PHEV versions

It’s been 24 years since Audi introduced the A3 as a compact hatch back based on the same ‘A’ (PQ34) platform as other cars in the Volkswagen group, including the Mk3 Golf of that era.

Tested ‘KV20 XUL’: Audi A3 Sportback 35 TDI 150PS S line S tronic, £31,655 OTR.

Range-entry model: Technik 30 TFSI 6-speed, £23,300 OTR.

Originally designed by Belgian Dirk van Braeckel, the success of the model convinced Audi that other body variants of the A3 were feasible and the first Sportback arrived in 2004.

Thanks to low demand and the pressures of VW Group's post-dieselgate cost-cutting measures, the three-door A3 met its demise last year, handing its ‘Sportback’ moniker over to this larger, all-new, five-door iteration, while the new MQB Evo platform has also allowed the four-door saloon variant to grow in size, making its rear seat passengers feel a little more welcome.

I recently enjoyed a week with KV20 XUL, an A3 Sportback presented in S line trim and finished in Glacier White metallic (£575). Pop the kettle on and crack open the Hobnobs…

Apart from the trusty VW Group engine range, the 2020 A3 is entirely new from the rubber up. Style wise, Audi will have you believe that the new interior and exterior is heavily inspired by Lamborghini. To be honest, I don’t see it. But, that’s not to say the new A3 Sportback doesn’t look classy, because it most certainly does.

The car is three centimetres longer and wider than the previous model while the wheelbase length has remained the same. This allows for more interior space for passengers including the boot which is now 380 litres with the seats up, and 1,200 litres with the seats folded down.

Another change is the introduction of mild-hybrid technology – something that helps to give the car increased responsiveness and efficiency. But, more on that later.

Even after eight years in production, the third-generation A3 remained a hugely capable car, with one of the best interiors in the business. That is something Audi was keen to continue with this new car, which sees big changes being made on the technology front.

The biggest change is directly in front of the driver. Audi’s Virtual Cockpit digital instrument display comes as standard across the new A3 range and shows all your driving information on a crisp, 10.3in screen, with various layouts available.

The seats come in the usual Audi materials and feature contrast stitching, there's a new design for the gear shifter, and the centre console has changed shape to become more ergonomic.

An excellent driving position is attained with loads of steering wheel and seat adjustment. All of the controls and screens you tend to use frequently are within clear sight and easy reach, helped by the central area of the dashboard being angled towards the driver. That includes simple physical switches to operate the climate controls, which really helps with ease of use.

At launch, there are four trim available – Technik, Sport, S line (as tested) and Edition 1 which will eventually give way to a top-end Vorsprung model.

Standard kit includes 16-inch alloys, LED headlights and DRLs, MMI Navigation Plus with 10.1” touch screen, Audi Virtual Cockpit 10.25” display and Audi Pre-sense front with pedestrian recognition.

Sport ups the alloys to 17-inch, adds Audi Drive Select (Comfort, Auto, Dynamic, Efficiency and Individual), leather furniture, climate control and dimming door mirrors. Stepping up to the S line trim adds 18-inch alloys, LED rear lights and dynamic rear indicators, privacy glass, front sport seats and an LED interior lighting pack.

Top-end Edition 1 is superbly equipped with oversized 19-inch diamond-cut alloys, Audi matrix LED headlights, a black styling pack, Audi Virtual Cockpit ‘Plus’ and a sporty, flat-bottomed leather steering wheel.

In addition to the expansive list of kit on the S line trim, the test car was also fitted with Audi’s Driver assistance pack (£1,750) which includes high beam assist, adaptive cruise control and cruise assist, road sign recognition and parking assist.

Also ticked on the options list was a memory feature for driver (£1,150), matric LED exterior lighting pack (£675), storage pack (£175), heated front seats (£330), extended ambient lighting pack (£110), four-way lumbar support for the front seats (£260), ‘progressive’ steering (£240), and a Bang & Olufsen premium 3D sound system (£760).

The range-entry engine is a 108 bhp / 200 Nm 1.0-litre turbocharged petrol (badged 30 TFSI), which comes mated to a six-speed manual transmission or seven-speed S tronic auto. It isn’t the best match for the now larger A3, but it can still manage the 0-62 mph sprint in a respectable 10.6 seconds and top out at 127 mph.

The other petrol engine is a 148 bhp / 250 Nm 1.5-litre unit (badged 35 TFSI), which can reach 62 mph in 8.4 seconds, achieve around 46 mpg with a top speed of 139 mph. You can choose it with either a six-speed manual gearbox or a seven-speed S tronic automatic gearbox. This is an excellent powerplant and the same one as in my own 2020 SEAT Leon Xcellence, which I thoroughly enjoy driving when I’m not pootling about in fancy press cars.

On the diesel front, a new 114 bhp / 300 Nm 2.0-litre engine (30 TDI) replaces the 1.6-litre variant found in its predecessor. While not brimming with power, it can still send the A3 from 0-62 mph in 10.1 seconds, peaking at 128 mph. It is only available with a six-speed manual gearbox.

A second, more potent diesel is a 2.0-litre four-cylinder (35 TDI) unit that offers 148 bhp / 360 Nm and is said to achieve around 60 mpg. It is available only with the seven-speed S tronic dual-clutch automatic. 

Following the launch engine line-up early next year will be a second version of the 1.5 TFSI with a mild hybrid system (MHEV). In addition, Audi will gradually expand the A3 range by adding other TFSI and TDI powerplants, including some with quattro drive, as well as a plug-in hybrid in two power levels.

The Audi A3 has always been a smooth, assured car to drive and, now riding on an ‘Evo’ upgrade of the existing MQB platform, there's little about the latest A3 that tears up the rulebook and the A3 has similarly mature and slick manners as before.

The lesser-powered models have a standard suspension set-up while those offering 148bhp get a more sophisticated system. While I have only driven the A3 in this S line trim, I reckon the standard setup will be the financial sweet spot in the range, providing a good combination of handling and comfort. It’s less firm than sporty rivals, which will suit the majority of A3 buyers.

However, if you want something a bit more dynamic, S line models have sports suspension, which sits 15mm lower to the road. This provides a firmer ride, not helped by the S line’s standard-fit 18-inch alloy wheels. It’s not uncomfortable, but we reckon the standard springs suit the A3 better – and they’re a no-cost option.

In typical Audi fashion, the A3 Sportback remains very composed during cornering, but enthusiastic drivers will find the steering a little too numb for enthusiastic drivers. That said, it does translate into nice, light steering around town.

Not recommended. Until the quattro arrives early next year, your front-wheel drive A3 is best kept to a spot of mild green-laning.

While the Audi A3’s compact dimensions means it’s unlikely to be a popular tow car, it should be up to the job of towing a light trailer or even a small caravan. With its 360Nm of torque, the 2.0-litre 35 TDI will be the pick of the range for towing. With this engine, the A3 Sportback has a 1600kg towing capacity, while its 1410kg kerb weight means inexperienced towers should be able to lug around 1200kg going by the widely-accepted 85 per cent rule.

During the week’s test, I spent a total of 13.5 hours driving the car over a total of 433 mixed road-miles at an average speed of 32 mph. The average fuel consumption was recorded at 60.6 mpg, which exceeded the official 57.6mpg WLTP.

No attempt was made or conscious effort given to achieving an above-average mpg at any point during the test week. I do, however, deploy the active cruise control at every available opportunity.

Euro NCAP – the independent body responsible for crash testing new cars – is yet to give the 2020 A3 Sportback a safety rating. I’d be very surprised if it received anything less than five stars, though, seeing as the mechanically similar Volkswagen Golf received the top five out of five safety rating.

There’s a huge level of passive and active safety equipment including Audi’s pre sense front – the marque’s automatic braking system – across the 2020 model range. The optional Driver Assistance Package adds useful lane change and exit warnings. The former alerts the driver to a vehicle in their blind spot when changing lanes, while the exit warning will warn you of vehicles and cyclists approaching from behind when the car is at a standstill.

Rear parking sensors are standard while you should look for examples with the Comfort and Sound Pack if you’re concerned about parking. This features a reversing camera as well as parking assist with parking system plus. This sounds complicated but essentially lets the car reverse into parallel or perpendicular parking spaces for you at the touch of a button.

The 2020 Audi A3 Sportback is a masterclass in how to put premium gloss on a humble hatchback. The latest A3 iteration combines angular and aggressive new styling with a swanky cabin bristling with the latest technology. The foundations beneath play it a little safer but Audi knows its customers and the style and content are enough to make it a desirable alternative to its mainstream rivals.

Would I? You bet…quicker than you can say Mercedes-Benz A-Class.

2020: March		Revealed online in lieu of the cancelled Geneva Motor Show.

2020: August		First deliveries to UK customers.

Key Facts: Audi A3 Sportback 35 TDI 150PS S line S tronic

Engine: Front-mounted, inline 2.0-litre 4-cylinder turbo diesel.

Power /torque: 148hp (150PS) @ 3,000-4,200rpm / 360Nm @ 1,600-2,750rpm.

Transmission: Seven-speed automatic gearbox (S tronic).

Fuel tank capacity: 50 litres (11 Imperial gallons).

Emissions: 128 CO₂/km (in diesel S line trim)

2020/21 BiK (Benefit in Kind): 28%, 29% (2021/22), 30% (2022/23).

Warranty & roadside assistance: 3 years / 60,000 miles.

Following the launch last year of the Levante Trofeo with its 580 hp Ferrari-sourced V8 powerplant, the new Quattroporte and Ghibli are now available in top-end Trofeo specification, both fitted with the same 3.8-litre bi-turbo engine.

The Trofeo-badged pair are the fastest standard Maserati production cars yet, capable of a 203 mph top speed. The Ghibli Trofeo (the first Ghibli to feature a V8) can reach 62 mph from a standing start in just 4.3 seconds. The Quattroporte Trofeo takes just 0.2 seconds more.

While Maserati recently launched a mild-hybrid petrol Ghibli as it gears up for a big electrification push, the Italian marque hasn’t forgotten its customers wanting high-performance petrol variants.

Whereas the Levante Trofeo has four-wheel drive, the saloons are rear-wheel-drive, with power sent through a ZF-sourced eight-speed automatic gearbox. Peak power of 580 hp arrives at 6,750 rpm, while peak torque of 730Nm is created at 2,250 - 5,250 rpm.

Maserati has added a new Corsa driving mode to both Trofeo super-saloons, which improves throttle and engine responses, quickens gearshifts, fully opens the exhaust valves, stiffens and lowers the suspension and limits the intervention of the electronic chassis control systems. It also includes a Launch Control function.

Both the Ghibli and Quattroporte saloons get muscular styling upgrades to distinguish them from their lesser siblings and improve aerodynamic efficiency and cooling. Larger 21-inch alloys are also fitted. There are sporty new trims and leather sports seats inside to match, along with Maserati’s latest MIA infotainment, which is controlled via an enlarged touchscreen.

Maserati hopes this new sixth-generation four-door will boost its sales, but does it offer the necessary blend of performance and comfort?

The Ghibli and Quattroporte Trofeo are available to buy now, with the former at £103,890 and the latter at £126,890.

To highlight Maserati’s all-Italian identity, the colours chosen for the Trofeo collection launch are those of the country’s flag: green for Quattroporte, white for Levante and red for Ghibli, which combine with the burnished chrome-work and glossy red trims for a particularly aggressive and elegant look.

Ghibli and Quattroporte Trofeo will be built at Maserati’s Avvocato Giovanni Agnelli Plant in Turin, while the Levante Trofeo is built at the Mirafiori plant, also in Turin.

MASERATI: Hardcore Trofeo Ghibli and Quattroporte saloons

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

The UK EV market grew by 21% in 2019 with more than 72,000 new plug-in cars registered in the UK – that’s one registered every seven minutes.

Plug-ins on the rampage as one is sold every seven minutes

UK electric car registrations continue to set records, as latest figures place the total number of new 100% electric and plug-in hybrid cars registered last year at 72,834, making 2019 the most successful year for electric cars to date. That equates to one new electric car registration every seven minutes in the UK. The total also means the market grew by 21% compared to 2018.

The end-of-year figure marks a continued trend, which saw consumers and businesses switch to ultra-low emission vehicles. The fourth quarter of 2019 saw a further 24,722 plug-in cars registered between October and December.

For the first time, fully electric cars accounted for more than half of the plug-in market, with 52% of sales. This takes the number of 100% electric and plug-in hybrid cars registered in the UK to date to 271,524.

From a regional perspective, the South East saw the highest demand across the nation, with 26,136 vehicles registered – a 22% increase on 2018. Other leading regions include the West Midlands (11,623), South West (8,128), Yorkshire and the Humber (7,566) and East Anglia (5,373), making up the top five British regions for electric car uptake this year.

2019 marked the eighth consecutive year of growth for the electric car market. This has in part been driven by an increase in the models available, with over 50 for consumers and businesses to choose from.

2020 has the potential to be another strong year for registrations as a host of models are set to be introduced, including the Peugeot e-208, Volkswagen ID.3, Mercedes-Benz EQC, Vauxhall Corsa-e, Skoda Citigo E, and MINI Electric just some of the new cars due to hit the roads.

The continued growth of the EV market has also been accompanied by new charge points being installed in response to the increased demand. There are now over 29,000 public charging connectors in the UK, making it one of Europe’s largest charging networks.

These numbers are set to rise thanks to continued Government funding and investment from the private sector. In September, the Government committed a further £35 million worth of investment into the UK’s rapid charge network, which combined with a matching £35 million from the private sector, will result in the delivery of a further 3,000 rapid chargers by 2024.

Electric or Plug-in Hybrid Vehicle Sold Every Seven Minutes

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.

Tag: premium

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