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The new 2020 Volkswagen Golf GTD is now available to order for a starting price of £32,790. It’s the most powerful and efficient GTD yet and packs all the new Mk8 Golf’s latest technology.

Diesel hot hatchbacks aren’t as common as petrol versions but both the Ford Focus ST and Skoda Octavia vRS are offered with powerful diesel engines. Less potent but also in the mix are the BMW 1 Series 120d and Mercedes A-Class A220d.

Similar to the new Golf GTI, the GTD gets a sportier looking body kit with a more aggressively styled front bumper. LED headlights and daytime running lights are standard, with an optional LED light bar that spans the width of the front grille. The lower section of the nose sports a honeycomb grille and X-shaped LED fog lights.

Elsewhere, the car gets 18-inch alloy wheels as standard with larger designs on the options list. Silver and black contrasting bodywork accents also feature, with ‘GTD’ badges located on the front wings and the centre of the tailgate. The rear of the car gets a restyled bumper and diffuser, with a twin exhaust located on the left side.

The new GTD is powered by a turbocharged 2.0-litre TDI diesel engine producing 197bhp (a 15bhp increase over the old car), making it the most powerful diesel engine ever fitted to a production Golf. Power is sent to the front wheels via a seven-speed dual-clutch (DSG) automatic gearbox as standard. A manual cogbox is not an option.

With a slight rise in performance comes a quicker 0-62mph time, down from 7.4 to 7.1 seconds, and a top speed of 152mph. As a result, it’s only half a second slower from 0-62mph than the petrol-powered Golf GTI but promises up to 54.3mpg (about 15-20mpg more than the GTI) when driven more sedately.

Three core driving modes are available, called ‘Eco,’ ‘Comfort,’ and ‘Sport’. Switching between these sharpens the car’s steering and throttle response, and drivers can customise the car’s setup with a fourth ‘Individual’ mode. Optional adaptive suspension is also available as part of VW’s ‘Dynamic Chassis Control’ system.

Full UK specifications have yet to be confirmed, but it’s likely the new Golf GTD will have a 10.25-inch digital instrument cluster and 10-inch infotainment touchscreen system including VW’s ‘Discover Pro’ sat nav as standard. Connectivity tech is borrowed straight from the standard Mk8 Golf, including Apple CarPlay and Android Auto, and Car2X networking functionality that communicates with other cars nearby to help you avoid traffic jams.

As with previous versions, the GTD gets front sports seats trimmed in black and grey upholstery. A flat-bottomed multifunction sports steering wheel is also fitted, featuring touch controls along with ambient interior lighting.

The GTD gets lane keep assist and autonomous emergency braking (AEB) with pedestrian detection, which is capable of automatically bringing the car to a halt if a hazard is detected.

The car also features VW’s ‘Travel Assist,’ which essentially combines the lane assist function with adaptive cruise control so that the car can proceed with minimal driver input on the motorway.

In line with current trends and to reduce production costs, only a five-door version of the GTD will be available. It’s more practical than the old car, with increased dimensions making it more spacious inside.

However, a new Volkswagen Golf estate has now been revealed, leaving the possible introduction of an estate version of the Golf GTD at a later date.

VOLKSWAGEN: Order books open for 2020 Golf GTD

Nissan had a mega hit on its hands with the original Juke crossover, selling over 1.5 million of them in global market since its introduction in 2010. With that revolution already under its belt, there can be little surprise that this second-generation leans more on evolution.

Tested: 1.0-litre DIG-T 117, seven-speed DCT, presented in Tekna+ trim.

Range-entry model: Visia 1.0-litre DIG-T 117 Manual 6-speed 2WD - £17,860.

Both the original and this new Juke were designed at Nissan Design Europe in London and further refined at Nissan's Design Centre in Japan. The model rides on Renault-Nissan-Mitsubishi Alliance’s new CMF-B platform it shares with the new Renault Clio and Captur.

While production of the original Juke was shared between the UK and Japan, this second-generation Juke is built exclusively at Nissan’s Sunderland in the UK plant for all global markets.

The raft of Juke rivals that inevitably followed the original tried to make more space for families, but that gave them contemporary but mostly boring silhouettes. Juke buyers loved the shape and uniqueness of the car. The brief with the new one was to keep the individuality of the design, but improve space inside the cabin and luggage area and up the ante on material quality, too. All boxes ticked, then.

The new Juke wears a more rounded front end and fewer assertive creases. The old, googly-eyed motif has been retained, but now have three-bladed running lights placed within the circle. Alloy wheel options go up to an unnecessary – but attention-grabbing – 19-inch. Even so, this Juke is probably more conformist than the old one, having lost its hunched-hyena proportions.

To make extra space inside the cabin and the boot, the wheelbase (the distance between the front and rear wheels) has been stretched by a significant 10cm. However, the overall length has grown just 7cm, so the overhangs are shorter. Commendably, this extra space comes with a reduction of 20kg in overall weight. 

Inside, the front feels more spacious. The old one was cramped for not-even-very-tall people, whereas the new one will accommodate pretty much one and all. The steering column now telescopes as well as tilts, as you’d expect.

In the back, two adults can fit fairly comfortably but they’re squished towards the centre as the roofline is narrow. So there isn’t really much space for anyone in the middle. Also, the shallow glass and thick rear pillar still make it seem far too cosy than is comfortable back there and the view out is limited. Kids might not like it and grumpy teens will not be overly amused – should they bother to look up from their hand-held screens, of course.

The rear seat gets just the one USB power outlet for said teens to fight over and some door bins but that’s about it for amenities – no directional air vents, for instance.

The boot now has a capacity of 422 / 1,305 litres, whereas Mk1 Juke owners got by on 354 litres. The hatch opening, while wider than it was, still isn’t huge. A double-height floor divides the space should you need to.

There's no shortage of trim levels, with Visia (£17,860), Acenta (from £19,460), N-Connecta (£21,460), Tekna (£22,960), Tekna+ (£24,360) and the top-o’-the-shop Premiere Edition (£24,460).

The range-entry Visia gets some good features like LED headlights, DAB, Bluetooth and cruise control, but you'll need to step up to Acenta to get the eight-inch display with Apple CarPlay and Android Auto compatibility. Considering it also comes with a rear-view camera and 17-inch alloy wheels, this is the lowest trim most will opt for.

N-Connecta adds a seven-inch display in the instrument binnacle, keyless start, a leather steering wheel, ambient lighting and climate control.

Tekna sees the wheels jump in size to 19-inches, while Nissan's Safety Shield tech, BOSE stereo, heated seats and a heated windscreen are added. A two-tone paint job and personalisation inside and out separates the Tekna+, while Premiere Edition comes fully loaded with kit, including leather and Alcantara seats.

Nissan makes a lot of noise about the connectivity in the new Juke, with middle and upper grades getting a live system for traffic on the maps and permanent connection to an app on your phone. This allows web-enabled locking, checks on fuel level, diagnostics and an easy way to send navigational directions to the car before you set off (as seen on TV). It also means Google’s voice assistant can answer questions and commands specifically related to the car.

There were no options fitted to the Tekna+ test car.

Unsurprisingly, due to low take-up, the all-wheel drive version has met its demise and there’s no more 1.6-litre engine available. The only engine offered this time round is a turbocharged 1.0-litre 3-cylinder unit sending its 115hp and 200Nm of torque to the front axle via a six-speed manual gearbox or seven-speed DCT dual-clutch automatic (as tested).

The little engine is obviously not meant for heavy towing or mud plugging – the Juke is definitely not that sort of car. But in the context of normal city and motorway pootling, its output from the little three-pot motor is perfectly adequate.

Zero to 62mph takes 11.1 seconds (10.4 with the manual cogbox), which isn’t swift but performs well and without drama. Under acceleration, it emits a now-familiar three-cylinder thrum, but settles down to a more regular hum under motorway cruise. The engine does its best work in the middle revs and power peaks at little over 5,000 rpm. Although it can and will rev to 6,500, it’s likely you won’t – or at least shouldn’t.

Like most three-pot engines, there’s just enough flexibility to have some fun over your favourite quiet twisty road. The DCT automatic is one of the better ones of its kind, shifting smoothly and selecting among its seven ratios in a sensible and timely way.

The new Juke’s combination of direct steering, taut damping and stiff anti-roll bars work well together to give a well-calibrated and precise feel through the bends. There’s even a useful hint from steering feedback at the limit, and very little understeer – even when actively sought on the ‘roundabout test’.

The roll stiffness and high seating position claim a price in straight driving though. Rough roads impart a fair dose of lateral rocking but the worst edges of ridges and potholes are eased away.

Not recommended. With no AWD in the range, your front-wheel drive Nissan Juke II is best kept to a spot of mild green-laning.

During the week’s test, I spent a total of 14:25 hours driving the car over a total of 368 mixed-road miles at an average speed of 29.7 mph. The average fuel consumption was recorded at 45.2 mpg, which is 2.5% above the official 44.1mpg (combined WLTP data) for the DCT auto model.

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.

On the safety front, six airbags are fitted as standard and there are two Isofix points in the rear as well as one in the front. Even though the rear doesn’t really fit three people comfortably, it has belts and head restraints for all.

All versions get a decent pack of active safety tech. The intelligent emergency braking function detects vehicles, pedestrians and cyclists. The lane assist nudges you back if you cross the line. A beep sounds if you exceed the speed limit signs and traffic sign recognition is linked to the cruise control.

Upper trim grades get an extra pack, consisting of adaptive cruise control, and a blind-spot system that nudges you back into lane if you attempt to move out with a faster vehicle overtaking. It also adds 360-degree cameras for manoeuvring.

On cars with the DCT automatic transmission, that upper-level pack also includes ProPILOT, Nissan’s so-called ‘level-two’ semi-autonomous assistance.

It might have been a trend-setter, but the original Juke was far from perfect. This second generation makes for a better family car. It's less radically styled, more spacious, better equipped and better to drive.

Ten years on and now faced with a myriad of excellent rivals, it's unlikely the second Juke will become as successful as the first but it remains an arguably stronger proposition.

Would I? This Mk2 model perhaps, but I’d take a very close look at its rivals before committing.

2019: September	Simultaneous reveal in London, Paris, Milan, Barcelona and Cologne.

2029: December: 	First deliveries to UK customers.

Manufactured:		Now exclusively for all global markets in Sunderland, England.

Key Facts as tested: Nissan Juke 1.0-litre DIG-T 117, seven-speed DCT

Engine: Front-mounted, 1.0-litre inline 3-cylinder turbocharged petrol.

Power /torque: 115 bhp (117PS) @ 5,250 rpm / 200 Nm @ 1,750 - 3,750 rpm.

Transmission: Seven-speed DCT automatic gearbox.

Fuel tank capacity: 46 litres (10.1 Imperial gallons).

2020/21 BiK (Benefit in Kind): 26%, 27% (2021/22), 28% (2022/23).

Towing weight (braked/unbraked): 1,250 / 638 kg.

Service intervals: 12 months / 12,500 miles.

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

Jaguar’s popular F-Pace SUV has undergone a midlife refresh for its 2020 model year. The changes over the previous iteration include subtle exterior styling tweaks, a fresh new interior design and updated technology.

Jaguar’s popular F-Pace SUV has undergone a midlife refresh for its 2020 model year. The changes over the previous iteration include subtle exterior styling tweaks, a fresh new interior design and updated technology. A range-topping plug-in hybrid (PHEV) model is now available and mild-hybrid assistance has been added to other engines.

The new F-Pace is on sale now, with prices ranging from £40,860 to £64,990. When it arrives, the refreshed F-Pace will renew the car’s rivalry with the Volvo XC60, Audi Q5, Alfa Romeo Stelvio and in-house sibling the Range Rover Velar.

Styling updates for the facelifted F-Pace are subtle, with the front getting new LED daytime running lights that look similar to those seen on the I-Pace. The front grille is now slightly larger and more prominent than the one on the old car. The back of the car features a new LED tail light design with tinted surrounds.

However, it’s inside where the new F-Pace has undergone the biggest overhaul, with an almost entirely new interior design. The dashboard features a new curved 11.4-inch touchscreen that runs JLR’s Pivi Pro infotainment software and Apple CarPlay and Android Auto. According to Jaguar, this system is easier to operate than before, with nearly 90% of the car’s functions accessible with only two taps from the home screen.

The revised dashboard is now split into two, with a contrasting dividing trim piece spanning the width of the interior. Buyers can spec the top half with wood or aluminium trim, with the lower section trimmed in leather to match the seating. The door cards have been redesigned and now feature larger door pockets.

The centre console is more practical than before, with a storage cubby behind the gear stick and optional wireless smartphone charging. The rotary gear selector used in the current F-Pace has been replaced by a smaller automatic gear stick, finished with aluminium trim and stitched leather. The surrounding switches have also been redesigned, with fewer physical buttons than before.

Jaguar has introduced six new engines to the F-Pace for 2020, with a plug-in hybrid, two petrol engines and three mild-hybrid diesel engines. The flagship P400e PHEV is powered by a turbocharged 2.0-litre petrol engine, a 17.1kWh battery and an electric motor, which combine to produce 400bhp. This results in a 0-62mph time of five seconds. It also offers 33 miles of pure-electric range, fuel economy of 130.2mpg and CO2 emissions of only 49g/km.

The range-entry petrol model is powered by a turbocharged 2.0-litre four-cylinder engine, producing 247bhp. It manages 0-62mph in 7.3 seconds and returns 30.4mpg with emissions of 209g/km. A new 3.0-litre straight-six engine features mild-hybrid assistance and produces 296bhp. It reduces the 0-62mph sprint to 6.4 seconds, and manages economy of up to 38.1mpg with CO2 emissions of 194g/km.

Every diesel engine features 48-volt mild-hybrid assistance. The base turbocharged 2.0-litre engine is available in either 161bhp or 202bhp power outputs, with the more powerful unit covering 0-62mph in 7.6 seconds. Both engines return up to 45.4mpg, with CO2 emissions starting from 163g/km. A new 3.0-litre six-cylinder diesel engine has also been introduced which produces 396bhp and capable of 0-62mph in 5.1 seconds. It is said to return up to 38.1mpg with CO2 emissions starting at 194g/km.

JAGUAR: 2020 F-Pace gets updates and new PHEV powertrain

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.

Tag: family car

VOLKSWAGEN: Order books open for 2020 Golf GTD

Review: 2020 Nissan Juke II

JAGUAR: 2020 F-Pace gets updates and new PHEV powertrain

Review: Volvo XC60 T6 AWD

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