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The Nissan LEAF was the first mass-market battery-only electric vehicle (BEV) and it remains the best-selling BEV in history with more than 460,000 units sold worldwide. The Nissan LEAF has won about every award for green cars - including the World Green Car Award - twice.

Tested: Nissan LEAF e+ 62kWh in Tekna trim.

Prices: Test car RRP £35,895. As driven with options £36,820.

Nissan LEAF range starts from £27,995 (includes £3,500 Government Plug-in Grant).

It’s been a long road for the Nissan LEAF. Introduced in 2011 - several months ahead of the smaller Renault Zoe - the LEAF was the first mass-market battery-only electric vehicle (BEV) and, despite other upstarts making gains in the intervening years, it remains the best-selling BEV in history with more than 460,000 units sold worldwide. The Nissan LEAF has won about every award for green cars - including the World Green Car Award - twice.

Earlier this year, Nissan delivered a redesigned and improved LEAF. The range retained the 40kWh battery model and added a newer, higher-capacity model with its 62kWh battery architecture, offering more power, more durability and more range. That new model is dubbed the e+ and is the subject of our review this week.

From being seen by many as a quirky outsider, the Nissan LEAF has become an electric force to be reckoned with – around half of all BEVs sold in the UK last year wore a Nissan badge. Now into its second generation, the LEAF continues in its quest to 'normalise' electric cars into mainstream daily culture – but does it offer enough to attract drivers away from diesel and petrol?

The test car was provided by the good chaps at Nissan UK and presented in Tekna trim, finished in ‘Magnetic Red‘, with a two-tone ‘Pearl Black’ roof. In between lashings of horizontal wind-borne rain, I made a few soggy notes of all the things I liked about this second-generation Nissan LEAF.

There are many, so pop the kettle on and find a comfy sofa – this will likely borrow the next seven-or-so minutes of your day…

In its earlier years, rivals to the LEAF used to be few and far between and numbered little more than a handful at best. However, in recent years a plethora of car manufacturers have caught up with the LEAF and include the Renault Zoe, Hyundai Ioniq and Kona Electric, Smart ForTwo Electric, Ford Focus Electric, the KIA Soul EV and e-Niro, and Volkswagen’s e-Golf and e-UP, MG ZS Electric, et al.

In an echelon above, there’s also the BMW i3, Mercedes B-Class Electric Drive, Tesla Model 3, Jaguar i-Pace and Audi e-tron, plus others.

The standard 40kWh LEAF is capable of a maximum range of 168 miles (under the new WLTP testing regime), while the LEAF e+ claims a range of 239 miles. Battery charging won't take forever – with the smaller battery 40kWh LEAF a 50kW quick charger will give you 10-80% capacity in around 60 minutes.

The larger capacity 62kWh battery in the LEAF e+ takes around 45 minutes to charge from 20% to 80% capacity using a 50kW quick charger, but using a 6.6kW home wall charger will take around 11.5 hours to achieve a 100% charge – or comfortably overnight.

The LEAF comes with two charging cables, one for a three-pin household socket, and one for a fast charger. They're stored out of the way on each side of the boot, leaving the rest of the space clear for luggage.

Nissan has done a complete 180 with the styling of this new LEAF. Where the first-generation advertised its electric powertrain with futuristic styling, its successor looks like an ordinary hatchback - and is all the better for it. Nissan’s current house styling cues, including the ‘V-Motion’ grille and ‘floating’ roof line, are borrowed from other current Nissan models.

As with the first-generation LEAF, the charge ports are housed in the nose of the car. But this time it’s discreetly hidden under a flap between the grille and bonnet edge. Visually, the e+ model is indistinguishable from the standard-range LEAF, with only discreet badging to show that you’ve invested in the extra range.

The interior also carries over from the standard-range LEAF. Most of it is standard Nissan fare, meaning a rather sober, sensible design but let down by some cheap-feeling materials in the cabin’s critical touch zones.

Fortunately, the overall familiarity with other Nissan models affords the LEAF a reassuringly normal feel – until, that is, you put it into ‘drive’. In place of a conventional lever, there is a circular knob-like device that slides around to select drive, neutral or reverse (‘park’ is a button on top). The shifter carries over from the first-generation LEAF which I like. It is function-over-form-practical and becomes easy to use quickly when performing parking manoeuvres.

Like the standard-range LEAF, the e+ has a reasonably good driving position, but there is limited steering column adjustability (it tilts up and down but doesn’t telescope which is somewhat of an oddity in this day and age).

The front seats are surprisingly comfortable and the car offers good outward visibility aided by a 360-degree camera system on the Tekna trim test car), despite a steeply-raked windshield and thick rear pillars.

The LEAF might not look any bigger than a regular hatchback, but it’s actually 110mm longer than a Ford Focus and 20mm wider than its predecessor. This means you shouldn’t notice where Nissan has squeezed in the larger battery pack, which is kept low down and mostly beneath the rear seats.

It’s reasonably spacious inside the LEAF, with enough room to accommodate four tall adults. Rear passengers sit a little higher owing to the batteries which are stored beneath the rear seat, which means a good view out, but also that their knees are tucked up slightly. Interior space isn't great though, with slim door pockets up front and a small tray in the centre console.

Happily, it's an easy car to get in and out of. The doors open nice and wide and the position of the seats are well-judged and are at the right height for most adults' hips to slide onto.

The extra length pays dividends when it comes to the boot because with 435/1,161 litres of space it’s not only big for a BEV, it’s larger than most regular family hatchbacks. In comparison, the Volkswagen e-Golf has a 341-litre boot, while the Hyundai Ioniq Electric manages 350 litres. In Tekna and e+ Tekna trim levels, the LEAF is fitted with a Bose stereo system that includes a large boot-floor mounted subwoofer, which impinges slightly on usable boot space.

There are three trim levels to choose from when buying a Nissan LEAF: Acenta, N-Connecta, and Tekna. There’s a £1,700 price jump from the range-entry Acenta to N-Connecta, while you’ll need to add around another £1,000 for the top of the range Tekna trim. The e+ model with the bigger battery pack is only available in top-spec Tekna trim as tested.

LED daytime running lights and LED tail lights are standard, as is automatic air conditioning, cruise control, electric windows, a seven-inch TFT screen, Nissan Connect navigation with an eight-inch touchscreen, and Apple CarPlay and Android Auto compatibility. There’s plenty of safety equipment, too, with six airbags, intelligent emergency braking, lane departure warning, cross traffic alert and a blind spot warning.

The N-Connecta trim adds 17-inch alloy wheels, privacy glass, electric folding mirrors, part leather seats and parking sensors. Tekna includes full LED headlights, leather seats, heated seats and steering wheel, an electronic parking brake and a seven-speaker Bose audio system.

The e+ Tekna gets all the standard Tekna kit plus metallic blue front and rear bumper accents, revised suspension and 100kW rapid charging capability.

Single options fitted to the test car were Magnetic Red metallic paint (£575) and a two-tone Pearl Black roof (£350).

As it has more performance and the same near-silent driving experience as the first-generation LEAF, few are likely to be disappointed with the latest model. It’s not especially sporty, but drives better than you might expect and its e-Pedal and ECO mode are successful innovations.

The LEAF's ProPilot technology is fitted as standard in the top of the range Tekna model, but is an option on lesser-equipped models in the range. It can control the car's steering, braking and acceleration while reading road markings and monitoring the car in front. The same technology allows the car to park itself and activate emergency braking to avoid other cars and pedestrians. It's a level of technology rarely seen on cars of this price.

The 62 kWh battery pack in the LEAF e+ increases power to 214hp and cuts the 0-62mph time down to 7.3 seconds. It also raises the car's top speed from 90mph to 98mph.

Driving the LEAF e+ is a breeze, with smooth and seamless acceleration accompanied by a distant hum from the electric motor. Thanks to the nature of electric motors, there’s no hesitation when you press the pedal, just an instant increase in pace.

The steering is quite light, making it well suited to urban driving, while the suspension can be slightly firm at times. The LEAF e+ Tekna as tested features slightly stiffer suspension to compensate for the additional battery weight – but is never uncomfortable.

As you’d hope from such an innovative car, Nissan’s e-Pedal technology represents a real step forward in electric car control - even if it does feel quite ‘aggressive’ in operation. Once activated, this allows you to drive the car using just the accelerator pedal, with the conventional brakes needed only to come to a more abrupt halt when required. 

Allowing a few hours to get used to it, you gently squeeze the accelerator to speed up, and gradually reduce pressure to slow down and stop. This uses the regenerative force of the electric motor to reduce your speed, not only reducing your fatigue in traffic but also putting more energy back into the battery pack and boosting driving range.

Less aggressive in action but serving the same regenerative purpose is the new ECO button which I left activated for most of the test miles driven.

During the seven-day test, I drove the LEAF a total of 341 miles over mixed roads at an average speed of 24mph. The average electricity ‘consumption’ was recorded at 3.6 miles/kWh and the total drive-time equated to a becalmed 11hrs and 14 minutes. In addition, the LEAF’s batteries received a 42-minute, 80% top-up during the test week. 

It’s no surprise the new LEAF scored the full five stars when crash-tested by Euro NCAP. Nissan has a good record here, with the previous LEAF managing a top rating and models like the popular Nissan Qashqai SUV following suit.

Some alternatives offer a greater driving range, more rear headroom and better quality interiors, but not one of them offer all three. Like most things in life, compromises need to be made. Personally, I don’t think any of those negatives would be a deal-breaker – either individually or collectively. The Nissan LEAF isn’t available on the Motability scheme either, which is a pity.

Given that its objective is to make electric-only driving accessible to more people, the new LEAF scores a direct hit. With a contemporary exterior design, a sensibly proportioned interior and longer driving range from the e+ variant, it isn’t an EV for committed environmentalists only.

Buyers after a petrol or diesel Volkswagen Golf or Ford Focus should seriously consider the Nissan LEAF e+ BEV.

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

Max output: 214hp / 320Nm torque (Nm/min-1).

Transmission: Seamless electric drive via the front wheels.

All in all, the XC60 stacks up very well as a capable and safe family SUV of the highest quality. Review: Volvo XC60 T6 AWD

2019 Volvo XC60 T6 AWD Review

Tested: Volvo XC60 T6 AWD in ‘R-Design Pro’ trim.

List: £51,510. As driven with options: £59,485. XC60 Range starts from £38,715.

Successful family SUVs need to be many things to a great number of people. They need to be able to handle the school run, the football club, those long-distance trips with the family, the dreaded IKEA excursions, trips to the skip and maybe the daily commute.

If, while doing all that, you need to chill in considerable comfort and style, the Volvo XC60 should be high on your shopping list…especially since it also comes with practical safety tech that’s a step ahead of most alternatives.

Unlike the predictable looking Audi Q5 and Mercedes GLC, the XC60 cuts a real dash, with Thor’s hammer-style headlights, swept-back windshield and distinctive rear lights.

I spent much of last week in the XC60 T6 AWD variant, presented in R-Design Pro trim and finished in ‘Burst Blue’. In between enjoying myself so you didn’t have to, I made a few notes for your delectation…

Plenty…the XC60 shares a very crowded playing field and very little of it is level. The exemplary Mercedes-Benz GLC and Audi Q5 are both right there, as is the Land Rover Discovery Sport, BMW X3 and Jaguar’s F-Pace. All are implacably competent, but the Volvo feels very different inside. Its decor is as Skandi as Sandi Toksvig and carries far more taste than IKEA’s meatballs.

Owners of Volvo’s first-generation XC60 (2008-2017) will be rightly bowled over by the new model, which leads the class hand over foot for interior quality and design. It might have a lot of hand-me-down trim and technology from the larger XC90, but that’s no reason to complain.

Like many high-riding SUVs, those inside an XC60 tend to look down on most other road users in traffic. For many, that’s pretty much the point. The XC60’s driving position is superb, thanks to plenty of adjustment in the steering wheel and the extremely comfortable and supportive driver’s seat.

Seat height and lumbar adjustment are electric on all trim levels, but you have to slide the seat back and forth and recline it manually on Momentum and R-Design models; full electric adjustment, with memory recall, is standard if you opt for the Pro Pack (as tested) or opt for the Inscription trim. It’s worth mentioning that both central and door armrests are positioned near-perfectly for you to rest your elbows.

After Tesla pioneered its (silly large) portrait-orientated infotainment screen in its Model S, Volvo introduced its Sensus system with the XC90 and it’s fitted as standard here in the XC60. The nine-inch portrait touchscreen is clear and controls almost every aspect of the car, from the navigation, audio, phone, car settings and climate control and, while it takes a while to get used to, I found it works well if a little slow on cold mornings (honest!).

Despite a lower stance and curvier lines compared to its predecessor, the latest XC60 still has plenty of space for five occupants to relax in comfort.

Compared to its larger XC90 stablemate, the XC60 is only 9mm narrower, but it loses 118mm of height and most significantly, is 261mm shorter. Still, there’s good shoulder, knee and headroom in both the front and rear seats. Of course, being so much shorter means there’s no room for a third row of seats. If you want to carry seven, you’ll need to step up to the XC90, or look at alternatives like the Land Rover Discovery Sport.

Before it started making SUVs in 2002, Volvo used to be famous for its box-on-wheels estate cars. Fortunately, the XC60 wears a far more stylish and premium design. This does come at the cost of boot space though, which measures 505 litres to the window line, 635 litres to the roof and expands to 1,432 litres if you fold down row two.

Space behind the rear seats just manages to beat the Porsche Macan and Lexus NX, but both the Audi Q5 and BMW X3 have 550 litres and the longer Jaguar F-Pace has 650 litres. A powered tailgate is fitted as standard

Trim levels are Momentum, R-Design and Inscription, but there’s also a Pro version of each, which adds its own suite of convenience and technology upgrades. From the range-entry Momentum, the XC60 is a very well equipped SUV, with highlights including the nine-inch portrait infotainment screen from the XC90, DAB radio, Bluetooth, navigation, 18-inch alloy wheels, a powered tailgate and keyless entry.

R-Design trim as tested adds a sporty accent, with exterior and interior styling upgrades such as larger wheels, dual exhaust pipes, sports seats and a black interior headlining, while firmer suspension lessens the extent that the XC60 leans in corners. However, it makes for a slightly less comfortable ride without adding greatly to driver enjoyment.

Inscription is the most luxurious offering with its Nappa leather seats and ambient lighting providing a far more upmarket atmosphere inside than its predecessor could offer.

Single options fitted to the R-Design Pro test car: Laminated side and rear windows (£750), CD player in armrest (£100), temporary spare wheel and jack (£150), premium ‘Burst Blue’ metallic paint (£975).

Bowers & Wilkins Pack: Smartphone integration (includes Apple CarPlay and Android Auto), Sensus Connect with premium sound by Bowers & Wilkins (£2,500).

Xenium Pack: Tilt and slide panoramic sunroof with sun curtain, parking camera 360° surround view, park assist pilot (automatic parallel and 90° parking), four-zone climate control including cooled glovebox (£2,500).

Intellisafe Pro Pack: Intellisafe Assist (standard cruise control, adaptive cruise control and Auto Pilot Assist, Intellisafe Surround (blind spot information system with steer assist, cross traffic alert with autobrake and rear collision mitigation (£1,500).

The XC60’s engine line-up can seem a little confusing, so let’s explain; Engine badges with a ‘D’ at the front are diesels, while a ‘T’ signifies a petrol and a ‘B’ is for a mild hybrid.

Volvo has moved to a new streamlined vehicle architecture that only uses 2.0-litre engines, and while they aren’t class-leading in terms of performance, they’re likely to satisfy families and business users alike. With a good blend of economy and a reasonable turn of speed, most will find any XC60 a fine all-rounder, particularly seeing as it’s equipped with four-wheel drive and a choice of manual (D4 engine only) and automatic gearboxes as standard.

In the XC60 T6 as tested, Volvo adds a supercharger to its already strong 2.0-litre turbocharged four-cylinder engine for a grand total of 310hp and 400Nm of torque. That gives it spritely acceleration with satisfying power delivery, thanks to the added boost from the supercharger.

The twin-charged engine is connected to an excellent Aisin-sourced eight-speed automatic transmission with shift paddles that, to be honest, I barely used, simply because the default transmission mapping is perfectly suited to the engine’s performance.

The XC60's all-wheel drive system is laudable and, like the transmission, fades into the background largely unnoticed, allowing all 310 horses to grip the road with little drama when you need to join flowing traffic quickly, and it offers solid reassurance in inclement weather – much of which was experienced during the testing week. 

When it comes time to haul those 310 horses to a controlled stop, the SUV's brakes feel on point with very little fade experienced during frequent testing.

Unlike certain rivals from Porsche and BMW, which favour sportiness, it’s immediately obvious that Volvo has prioritised comfort with the XC60. Our test car rode on optional air suspension and the ride was exceptional, with very little body roll experienced in the corners.

The XC60 feels at its best on the motorway where this supreme comfort comes into its own along with the outstanding refinement. Relaxation behind the wheel is paramount, which helps to explain why there is little in the way of driver involvement.

During the seven-day test, I drove 412 miles over mixed B, A and M roads (much of which was under active cruise control depending on local conditions and speed limits), plus some six-or-so miles of light green-laning. No deliberate attempt at frugality was made at any time during the week.

The total drive-time was a pleasurable 12hrs and 26 minutes and the average fuel consumption was recorded at 29.6mpg, which is pretty much middle-for-diddle when compared to the official WLTP data of 28.0 – 31.7mpg.

Volvo is planning for zero fatalities in any of its new cars by 2020, so there are fewer safer cars in which to put your family. Volvo’s continued focus on safety means the XC60 is fitted with lots of potentially life-saving equipment as standard.

Autonomous emergency braking, lane keep assist, dual-stage airbags and traffic sign recognition are all fitted as standard, while there’s also a system called oncoming lane mitigation, which steers away from oncoming traffic to avoid a head-on collision. The Volvo put in a very impressive performance during its Euro NCAP crash test as a result, receiving a full five-star rating. 

The latest XC60 is a huge step forward for the Volvo brand, with vast improvements in the interior making this latest car feel hugely competitive next to rivals.

Add in a relaxing and comfortable driving experience and an impeccable safety record, and the XC60 makes a fantastic case for itself in the mid-size SUV market. Besides, every driveway needs a little Scandi style, don’t you think?

Some alternatives with a sportier ethos are far better to drive. Fuel economy isn’t great and if that’s a priority, then you should consider a range-entry diesel or lesser powered petrol variant. The Sensus infotainment system can be slow in responding to touch and sometimes refuses to get out of bed at all on cold mornings. 

We tend to think of today's glut of SUVs and crossovers as a bad thing, emblematic of a nation that's given up on the notion of driving enjoyment and instead resigning itself to practicality above all else. The Volvo XC60 challenges that notion.

It's undeniably handsome inside and out, with a tasteful exterior opening up to an interior that's luxurious without being ostentatious.

All in all, the XC60 stacks up very well as a capable and safe family SUV of the highest quality. It’s not an out-and-out driver’s car, but it’s very comfortable to travel in and refreshingly refined when cruising.

Engine: Turbocharged & supercharged, four-cylinder 2.0-litre.

Max output: 310hp @ 5700rpm and 400Nm of torque from 2200 - 5100rpm.

Transmission: Variable AWD, via eight-speed (Aisin-sourced) automatic gearbox.

Weights (kg): Kerb 1,835, towing (braked/un-braked) 2,400/700, tow ball/roof 100/110.

The Audi RS5 Sportback is a fast five-door hatchback that's an alternative to more traditional super-saloons
like the BMW M3, Mercedes C63 and Alfa Romeo Giulia Quadrifoglio Verde.

Review: Audi RS5 Sportback

Tested: Audi RS5 Sportback, Audi Sport Edition

 From the top, it’s important that you know how much I like this car. Enormously, as it turns out. So, you may, at any time prior to the verdict some 1,300-odd words further down, want to revisit this opening paragraph…for the purposes of balance, you understand.

#NotFakeNews: There is such a thing as a car that's too good. Most of the premium quality cars currently available at any price point still carry a few notable flaws – either outright deal breakers or niggly-nagglies – that remind you that humans are still in charge of their respective designs and build.

Rarely does a car come along that makes you wonder if the entire development team was replaced by overly scrutinous androids. The 2019 Audi RS5 Sportback is one such car, and its class-leading antics are almost frustrating in their pitch-perfect execution.

The Audi RS5 Sportback is a fast five-door hatchback that's an alternative to more traditional super-saloons like the BMW M3, Mercedes C63 and Alfa Romeo Giulia Quadrifoglio Verde. You'll pay more for the Audi than the M3 or Giulia but the Mercedes is slightly more expensive than all three.

In many respects, the RS5 Sportback is identical to its coupe sibling, but has two extra doors and an additional 60mm between the axles for improved rear comfort.

Unlike similar feral products from the likes of BMW M or Mercedes-AMG stables, Audi Sport’s fastest models tend not to look like they could kneecap you for no immediately apparent reason. Their performance-oriented styling is usually more subtle and conducive to flying in under the radar.

But while this RS5 Sportback would likely still come across as the more sophisticated member of a trio comprising a C63 and an M3, the 20in alloy wheels, high-gloss black trim pieces and louder sports exhaust introduced as part of the Audi Sport Edition mean it can still turn heads.

Turning more heads and being the trigger for indiscriminate curb side/traffic light chatter was the Sonoma Green paint colour. While undoubtedly a bold left-field choice, I really loved it and thought it well-suited to the character of the car.

Inside, it’s back to RS5 business as usual for this Sportback model. You get a lovely interior with plenty of plush materials, a slick infotainment system with smartphone mirroring, and Audi’s signature Virtual Cockpit digital driver’s display.

Audi’s top-spec Navigation Plus infotainment system comes as standard, along with the brand’s Virtual Cockpit. This replaces the conventional analogue instrument panel with a 12.3in high-resolution digital display that can show information on speed and revs in the form of conventional gauges; satnav instructions or performance data, or several combinations of each.

The driving position is tough to fault, too, with plenty of seat and steering wheel adjustment and a comfortable backrest that provides plenty of upper back support. You can adjust both the bolster and lumbar support to find a supportive position, and they even have a massage function to accompany the heated elements. 

Even if you’re extremely tall, you’re unlikely to have any complaints about how far your seat slides back or how much room there is above your head, despite how its standard panoramic roof reduces ceiling height compared to the regular A5 Coupe or Sportback.

The Sportback also gains a large rear hatch, making it a truly practical vehicle, despite its 465-litre boot being 15 litres down on the Giulia, M3 and C63. With a bigger boot opening than its saloon rivals, it's easier to load bulky items, and with the rear seats folded down there's space for flat pack furniture and even a bike.

It might have an Audi badge glued onto it, but the RS5’s 2.9-litre V6 petrol engine is shared with the Porsche Panamera 4S. Thanks to its twin turbochargers, this engine delivers 444hp and 442lb/ft (600Nm) of torque and feels much more urgent low down in the rev range than the previous V8-powered RS5.

Even so, it’s worth revving the V6 hard to make the most of its performance. Do this and the quattro four-wheel drive system provides traction to slingshot you off the line, making the 3.9sec 0-62mph time seem entirely plausible – and it’ll top out at a governed 155mph.

Once on the move, though, it never feels quite as quick as an Alfa Romeo Giulia Quadrifoglio, BMW M4 Competition Pack or the Mercedes-AMG C63. Mind you, you’ll be in licence-losing territory quicker than you can say Quadrifoglio.

The automatic gearbox has eight well-chosen ratios. It operates smoothly when you’re driving sensibly, although there is a noticeable delay to change down when you ask for a sudden burst of acceleration. It’s smooth and obedient when you take control manually, too, but isn’t quite as snappy to shift as the dual-clutch gearboxes in rivals. 

Set the car into Dynamic mode on the Audi Drive Select system and the automatic gearbox response sharpens up; it’s quicker to change down, allowing much easier overtakes. It also holds onto gears for longer so you can build up through the rev range for even more power.

The Dynamic mode also ramps up the noise from the optional sports exhaust; in this setting, you’ll find the engine howls and parps when you’re revving it, but the downside is a pronounced drone at speed. In Comfort mode, the engine note is more refined, but is sometimes intruded upon by rumbling road noise. 

Dynamic mode also adds weight to the steering, but it’s still quite heavy even in Comfort mode, making it difficult to turn out of T-junctions or parking spaces sharply. Enter a series of corners and you’ll find that it’s easy to place the front of the car, but while the optional Dynamic Steering system (which varies how far you have to turn the wheel, depending on speed) certainly helps you get around tight turns easier, it also reduces the sense of connection with the front wheels and makes it less instinctive to know what they’re doing.

However, no matter how hard you push, the RS5 never feels like it’s going to get too out of shape. Some may miss the sense of adjustability and ‘honed-to-hoon’ dynamism offered by the rear-wheel-drive Guilia, M4 and C63, but in the dry, the traction you get out of corners from Audi’s quattro system is virtually unbeatable.

Fast, frantic but perfectly practical, the Audi RS 5 Sportback aims to be the market's definitive mid-sized high performance five-door hatch. It gets a sophisticated quattro 4WD system and can hit 174mph on the Nürburgring but is just as happy popping to the skip on a weekend, or collecting your dry cleaning. The spec of this revised version looks impressive, including an RS sport exhaust system and a sport differential. You only truly get a sense of just how fast it is by following behind in something else.

Sure. Some alternatives are cheaper and sound more exciting and, while there’s a much-welcomed 60mm more legroom than the coupe, the rear can still feel cramped for those gifted with more height than I (which, to be fair, is pretty much everyone else).

I take nothing away from Audi’s ethos of quality and refinement but, compared with its rivals the RS5 Sportback feels like something of a blunt clinical instrument from behind the wheel, and one that perhaps lacks character. Some may say the RS5’s envelope hasn’t even been opened, let alone pushed.

An Alfa Romeo Giulia Quadrifoglio is more exciting, while the V8-powered Mercedes-AMG C 63 has a greater sense of occasion. But, hey, see paragraph one.

But what other high-performance four-wheel drive mid-sized hatch of this sort is there to challenge this one? The closest thing the market has to offer, a rear-driven Mercedes-AMG C 63 wagon, wouldn't give you the all-round grip and really needs a dry racetrack and a licence to burn rubber if it's to appeal over an RS5 Sportback.

As for a high performance SUV, forget it: you'd be all over the place just trying to keep this Audi in sight. Drive it and you'll experience a slightly guilty thrill as if something this much fun really couldn't be legal. Indeed, one day cars like this might well be legislated out of existence.

In the meantime, enjoy this one while you can. The robot in me loved it.

Fast Facts: Audi RS5 Sportback Sport Edition

Engine: 2.9-litre TFSI twin turbocharged V6.

Transmission: Audi quattro AWD, via 8-speed tiptronic automatic

Often, the decision to buy our next car is one that is thrust upon us by unforeseen circumstances; a broken down banger or sudden vehicle theft, for example. Occasionally, however, we may be lucky enough to plan ahead and choose when we want to make that all-too-precious upgrade to our next car.

Choosing the right time to buy can actually be as tricky as choosing which car you actually want. Should you buy in summer or winter? Start of the month or end of the month? Weekday or weekend? All these are questions we ask ourselves and rarely know what is best.

We'll start with an easy one: If you have the flexibility to visit a dealer during the week you’re more likely to get better facetime as they’ll be quieter. This is an easy way to put yourself in the driving seat. (Sorry, couldn't resist the pun...)

The type of car will also affect when the best time to buy is. For example, convertibles and sports cars tend to be more popular in summer (picture top-down winding roads with the sun beating down on the way to the beach), and so you may find cheaper deals for these during the winter months. On the flip side, 4x4s are more sought after during winter (thinking more about dark, wet and snowy school runs now...), so these could be available at a discount over spring and summer.

Also consider the weather. When it’s pouring with rain or snowing outside, people don’t really want to go out, so the dealerships may be quieter. Similarly, if it’s a glorious day, the average person wouldn’t want to spend it walking round a car showroom (me personally, it sounds like heaven, but that’s just me). And, of course, when it’s quiet in the showroom, the salesperson may be getting itchy feet for a sale… I think I sense a bargain approaching…

You’ll need to consider taxing your vehicle too. These are priced per month, so if you buy at the end of the month you will still have to pay for a full month. So it’s cheaper to collect your vehicle at the beginning of the month. And remember, tax is no longer transferable with the sale of a vehicle.

December and January can be a great time to buy a car too. Around Christmas time and the new year people are not really thinking about buying a car, so demand is much lower. This means dealers will be eager to get a sale if they see you enter their showroom. Consider this advantage you.

Usually, the first thing you'll decide is whether you want to buy new or used, as this will greatly affect when the right time to buy is. If you're still undecided, check out our article Used car vs new car - Which should you buy? for more information.

The majority of new cars are bought through dealerships. These dealers are given targets by the manufacturer and incentives to sell as many vehicles as possible. The rewards they get can be extremely lucrative and tend to be calculated every quarter. That means if you want a good deal, turning up at the end of March, June, September or December could mean you get a big discount if the salesperson needs a quick sale to hit a quarterly target.

Another important factor to consider is the biannual number plate changes. Each year in March and September new registration plates are released. This often means there is a surge in demand in buyers wanting the latest plate on their new car (to hold resale value as much as possible), so beware as the higher the demand, the smaller the discount. At the beginning of these months you’ll be unlikely to see many bargains. That said, if you can hold tight until the end of the month, the initial surge may have died down and you might be able to find some wriggle room.

Similarly, if you’re not too fussed about having the latest number plate, you could try to bag a deal at the end of February or August when demand is often lower. Be careful though, because much of any saving will be coming off your future part-exchange price.

It’s worth noting also, that if you want the car quickly, you’ll likely have to take one of the dealers stock or pre-registered cars (also called nearly-new cars), as these can be turned around quickly. Dealers are often very happy to sell their stock vehicles as they just accumulate dust in their showrooms and plummet in value. They are often models that are soon-to-be-replaced with revised facelifted or brand new models too.

Pre-registered cars are cars that the dealer has bought and registered in their own name to bump up their sales figures. They then intend to sell these on themselves, usually within a few months, albeit at a good discount. They often buy a huge number of these towards the end of March and September to hit sales targets, so if you look around June or December you may be able to scoop a good deal on a pre-reg.

A brand new vehicle made to order will take a few weeks and may not be able to be registered until the following quarter, so bear this in mind too.

Unfortunately, bartering a deal on the actual car is only half the job of buying a new car. If you’re looking at finance packages, or any add-ons such as servicing plans or tyre and paint protection, then expect the haggling game to continue for a while longer yet. Also note that the salesperson will likely have specific targets for each of these too. For more information on the types of finances available, see our article PCP vs HP vs Loan vs Cash vs Lease - What's the best way to buy a car?.

Demand for used cars can follow a similar pattern to new cars. This is because at the change of number plates in March and September, when there is a huge rush for all the latest models with the latest plates, there is naturally a huge influx of part-exchanges that are then sold on the used vehicle market. So consider this a good time to potentially get a 3 or 4 year old car for a steal.

Essentially, if you're in a hurry then you won't have much leway when it comes to choosing when you buy your next car. But, if you've got time on your side, consider some of the tips above and you may be able to get just that little bit extra thrown into the deal. Good luck!

Few electric cars have caused as much of a furore as the Tesla Model 3. It’s been teased and talked about, previewed and – not least – plagued by production issues that have seen the European launch date pushed back repeatedly.

If this be our automotive future, beam me down, Scotty!

Now a common sight on US roads for over a year, Tesla’s more affordable and long-awaited Model 3 has finally arrived in the UK. It brings competitive performance, a practical EV range and stunning technology to the mainstream executive class.

Pricewise and with a premium badge, the closest rival to the Model 3 is the BMW i3 at £35,350. Other less premium EVs include the KIA e-Niro (£32,995), VW e-Golf (£33,785) and Hyundai Kona Electric (£26,900).

Lower down the EV price scale are the Renault Zoe, KIA Soul, Nissan Leaf and MINI Electric, all of which continue to appeal as our driving habits adapt to a new automotive world order.

In the non-EV arena, Tesla has its sights set on sales conquests from traditional ICE-powered executive saloons such as the venerable BMW 3 Series, Audi A4, Jaguar XE, Mercedes C-Class and Volvo S60.

The Model 3 is smaller, cuter and imbued with a style cheekiness missing from the bigger, heavier-looking Tesla S and X models. The front end is short thanks to the extended cabin area and the car is unlocked with a credit card waved against the B-pillar – or you can set up your smartphone to work just like Tesla’s card key by unlocking the car as you approach.

When unlocked, push the left side of the flush door handles to open the door. The handles don’t pop out as they do on the Model S and are a tad awkward to use with one hand if you’re holding anything else.

Inside, you’ll find that space is pretty similar to that in a BMW 3 Series. There’s the added bonus of a flat floor with no transmission hump, but rear headroom might be a little tight for taller adults who could have their heads brushing the sloped, full-length glass roof that the Model 3 gets as standard.

It certainly feels airy and spacious and is quite comfortable throughout and you’ve got a choice of front and rear boots with a combined 542 litres of storage space.

Access to the rear luggage space is good by class standards and the boot lid is hinged to lift higher than most saloons. Meanwhile, the rear seats split and fold to reveal the surprisingly large luggage area.

Slide into the front seats and you are enveloped in openness. It’s a perfect example of just how well ‘minimalism’ can work in a car. Steering wheel aside, there is nothing directly in front of the driver and even the vents are hidden in a single, slim crease that stretches the full width of the dashboard and looks like a design feature rather than a vent.

The dash is dominated by a slim, 15-inch landscape touchscreen. It controls absolutely everything, including the air-flow direction from those vents, steering wheel adjustment, external mirrors – and more.

You may think that having everything on the screen could be problematic, and although Tesla has put the most important driver information as close to the driver as possible, you do have to look further away from the road to check your speed than you would usually.

A head-up display would be a welcome addition and go some way to solving this problem. Otherwise, it doesn’t take much time to become familiar with the screen’s menu layouts and how to use the two switches on the steering wheel.

In practice, it's these wheel-mounted controls that you use to control most functions, including the audio functions, cruise control and the like. 

There are no conventional trim grades as such. Instead, the three available variants of Tesla Model 3 are based more on electric motor power output and battery range.

In the UK, the line-up consists of the ‘Standard Plus’ with its 254 mile range as tested here, ‘Long Range’ (348 miles) and ‘Performance’ (329 miles). The Standard Plus has just one electric motor driving the rear wheels, while the Long Range and Performance models have two motors driving all four wheels. Be warned: the battery range will plummet if you drive the car like you stole it.

The equipment list is pretty much standard throughout the Model 3 range: 18- or 20-inch alloys, electric front seats, heated mirrors, heated seats, parking sensors, navigation, etc.

It might be the least expensive Tesla currently available but, even in range-entry guise few are likely to be disappointed – as even the base model packs a claimed 254-mile range and the ability to sprint from 0-60mph in just 5.3sec. It even comes with Tesla’s ‘Autopilot Drive Assistance’ system, which takes the edge off long trips and brings added space-age feel.

A dual-motor version with all-wheel drive and increased range is available as well; it can cover a claimed 329 miles and serves up a supercar-rivalling 0-60mph time of 3.2sec.

One thing strikes you as soon as you take the wheel of a Tesla Model 3: its steering is surprisingly fast-geared, giving the wheel an immediate response. At first some drivers may find this disconcerting, as it makes the car respond to inputs in a heartbeat, but you’ll quickly learn to enjoy the agility this imparts, and its quick turn-in becomes second nature.

It's quite a heavy car, with a kerb weight stretching from 1645kg to 1,847kg depending on the size of batteries fitted, but it doesn’t really feel it when you thread it along your favourite back road.

The suspension keeps the EV composed through corners, with just a little body roll when you’re really pushing hard. Despite this agility and keen handling, the Model 3 still soaks up the worst road lumps and bumps. If ride comfort is your priority, we would recommend sticking with a smaller choice of alloy wheels, however.

Like most EVs, the Model 3 features a regenerative braking system that helps top up the battery when you’re driving. There are two modes; in ‘standard’, the car slows significantly when you lift off the accelerator, which feeds more energy back to the battery. The ‘low’ mode is less severe and is probably best for most driving conditions. Drive the Model 3 with a measured degree of attentiveness and it’s very possible to match the claimed range in the real world.

Of course, you don't necessarily have to do all of the driving. In the UK, the Model 3 comes with Autopilot as standard, with adaptive cruise control and lane-keeping. You still have to rest a hand on the steering wheel just so the system knows you’re conscious, but the Model 3 will accelerate, brake and steer while monitoring the vehicles around you.

Indicate left or right and Autopilot will also judge if it's safe to change lanes and complete the manoeuvre for you. It's the most intuitive semi-autonomous tech driving available right now and regularly gets better thanks to live, over-the-air updates from Tesla.

Investing in a Model 3 gives you access to Tesla’s own network of Superchargers that allow you to charge the battery (from 10-80%) in as little as 30 minutes. In Tesla UK’s early days, recharging was free but now you have to pay each time, but at around £14, the price is still reasonable.

You can also charge at any public CCS charging point. This method takes longer (around 1hr 15min) for the same 10-80% top-up, whereas a full 0-100% charge at home using a 7kW type 2 charger takes 11hr 45min – or overnight at home or at the office during the day – which is little hardship, to be honest.

The Model 3 has been on sale for some time in the US, where it appears to have been largely reliable but plagued by quality control issues like poor paintwork, large gaps between panels and poorly fitted trim.

In the media, this is often attributed to Tesla's relative inexperience in mass producing cars compared with manufacturers like Mercedes, but Tesla is also keen to show it offers great customer service by rectifying issues quickly under warranty.

The Model 3 has yet to prove itself in the fiercely competitive European market. If it can hold a candle to the century-old, fossil fuel-drinking proletariat here, it can be deemed a success.

Euro NCAP has now crash-tested the Model 3 and it scored the highest-ever figure in the safety assist category, with an impressive 94 per cent. Its overall five-star score includes excellent ratings for adult and child occupant protection, and it scored well in the vulnerable road user category too.

The Tesla Model 3 is one of the safest cars on sale and the manufacturer claims the Model 3 is particularly safe thanks to its compact electric powertrain, which allows for large crumple zones and a rigid passenger compartment.

Thanks to its semi-autonomous Autopilot technology, the Model 3 is also covered in myriad sensors and cameras that can help protect occupants by alerting them to danger and even braking or steering itself around obstacles.

Several reasons: If your lifestyle supports an electric car, the Tesla Model 3 is as good as it gets. Tesla needed to introduce a brand-entry product that is more affordable and available in bigger numbers, and while the Model 3 is by no means a cheap option, it is definitely closer to the mark than what came before. 

Progress with electric cars is really gathering momentum and this car is a good indicator of the state of the art. None of the premium marques (Audi, BMW and Jaguar) come close to matching the Model 3's all-round efficiency as well as the convenience of its own-brand Supercharger network.

If you’re after the cheapest Tesla Model 3 on offer, then a £38,100 Standard Range Plus in two-wheel drive form (as tested) is where you need to head. Bragging right aside, it produces a very green 0g/km of CO2 and capable of a claimed range of 258 miles (WLTP) on a full charge.

“Finally, an EV I would spend my own money on.”

With rivals like the Audi e-tron, Jaguar I-Pace and Mercedes EQC lining up to take a slice of the executive electric class, Tesla has never faced so much competition. And yet, despite very publicly reported company difficulties and that growing competition, the Model 3 still feels like a trailblazer…different, but in all the right ways.

The car is great to drive, packed full of tech, is fast and even quite practical. Sure, the ride is more firm than some of its rivals, but it’s never uncomfortable even over our crusty UK roads. Factor in a competitive price, especially given its sheer pace and it’s in a prime position to steal punters away from both EV and non-EV rivals.

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Your vehicles in one digital garageMOT, Road Tax & Service renewal reminders

The Driver Buddy App

Renewal reminders & Alerts

Stolen vehicle notifications

Full MOT History

Transfer to other users

Digitally store receipts

Accident Report

Beautifully designed, across all your devices

All your vehicles, in the cloud

In the palm of your hand

Instant alerts to your phone, wherever you are

Reminders & alerts

Notifications for stolen vehicles

Our Latest Posts

Review: Nissan Leaf e+

Review: Volvo XC60 T6 AWD

Review: Audi RS5 Sportback

When is the best time to buy a car?

Review: Tesla Model 3

Your vehicles in one digital garage
MOT, Road Tax & Service renewal reminders