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The first thing that might spring to mind when you think of the Subaru Impreza is its rally heritage – which is fair enough when it wore the famous WRX moniker (World Rally eXperimental). Fortunately, this one doesn’t. What it is, is a good, contemporary, safety-focused family hatchback which does everything expected of it, while simultaneously failing to excel in any particular area.

Tested: Subaru Impreza 1.6 SE Lineartronic AWD.

The fifth-generation Impreza no longer carries the iconic WRX logo – at least in the UK. Instead, this inoffensive and honest hatchback is the only place where you’ll find the Impreza badge. It also retains a few characteristics of the old model, such as Subaru’s Symmetrical All-Wheel-Drive set up that is now standard in every new Subaru bar the sporty BRZ two-door coupe (itself a sister model to the Toyota GT86).

On the outside, the Impreza looks sharp, modern and well-designed, let down perhaps by an underwhelming rear end. The tail light clusters and boot design seem a little off and the test car had a tow bar which I found rather superfluous given that the uninspiring 1.6-litre naturally aspirated petrol engine only produces 112hp and around 150Nm of torque – giving it just about enough power to tow an empty wheeIie bin.

That aside, the current Impreza is a handsome looking car with a nicely aggressive look to its front end, some nice sharp lines and decent size doors.

A major criticism of the previous Subaru Impreza was the disappointing quality of its interior, but the current model is a noteworthy improvement. Mind you, European rivals set the bar quite high and the Japanese car doesn't topple the Volkswagen Golf as the undisputed leader when it comes to family hatchback interior quality.

Comfort too, has made forward strides with more space in the front and rear and a smooth ride that eclipses the Mk4 Impreza, despite the car's keenness for corners. The trouble is that the ride still isn't as comfortable as that of the VW Golf.

For the driver, the dials are clear and flank a central digital information display, while the eight-inch touchscreen infotainment system is mounted high for good access and visibility. There's an additional high-mounted central colour display that shows additional driving information, clock and climate control settings.

Most drivers will have plenty of room to adopt a comfortable position behind the wheel, while front-seat passengers aren't left wanting for legroom.

The same is true in the rear, where most occupants will find enough headroom thanks to a recess carved into the roof lining, while the Impreza's generous wheelbase means all but the most long-legged adults will be comfortable.

Decent everyday practicality means the Impreza sits well among the rugged estate cars and SUVs that make up the rest of the Subaru range. It also complements its stablemates when it comes to dealing with foul weather conditions and poorly surfaced roads – a customary Subaru forte.

Maximum luggage capacity is up just 5 litres over the previous model, but the Impreza can only muster 385 litres of boot space. For comparison, the new Golf has a 380-litre boot, while the Honda Civic offers 487 litres. However, few cars rival the Skoda Octavia hatchback, in which you’ll find a cavernous 590-litre boot.

The Impreza’s 60/40 split-folding rear seats lie flat when folded down and are operated via levers next to the headrests. Doing so reveals a practical 1,310 litres of luggage area. 

With only one SE trim level, every Impreza has the same high level of standard equipment. Despite the large central touchscreen, the infotainment screen has no native satnav capability, but standard Android Auto and Apple CarPlay mean you can use the navigation system on your phone.

17-inch alloy wheels are standard, as are cruise control, a reversing camera, LED headlamps and wipers, dual-zone climate control and heated front seats.

Autonomous emergency braking – controlled by Subaru's ‘EyeSight’ technology – is among a long list of standard safety features which also includes lane-changing assistance, rear cross-traffic alert and auto-dipping headlights.

Other than a choice of paint colours, no optional extras are available for the Impreza.

…and here is the Impreza’s Achilles heel. The offered combination of the 1.6-litre engine and transmission is not optimal, with just 112hp and 150Nm of torque from the normally-aspirated flat four. Opt for some brisk acceleration and your reward is an uncouth drone from the stepless CVT transmission and it’s a racket that hangs around longer than you'd like it to, noting the thoroughly lethargic 12.4-second 0-62mph time.

This isn't a light car at 1,376kg, so the upshot of regular calls for power is less than brilliant fuel economy. The quoted WLTP average is 35.9mpg, but in reality I achieved a little more than 32mpg average over the 381 test miles during the week.

Better news here…this time round, Subaru has reinforced the bodywork to make much stiffer than before, while the suspension has been redesigned for a ride height that's 5mm lower.

These efforts have paid off: the car leans only a little during enthusiastic cornering, encouraged by nicely weighted steering and huge reserves of grip from its four-wheel-drive system – a package the brand has been perfecting since 1972.

This is a 'proper' four-wheel drive layout - by which I mean a set-up that constantly shunts power to each wheel, rather than, as with cheaper systems, simply reacting when the front wheels slip.

The Impreza returned the highest-ever score in Japanese crash-testing and Euro NCAP, our equivalent body in Europe, have also been impressed. It scored five stars overall when last tested in 2017.

The Impreza's stiff body bodes well for crash tests, but an impressive roster of standard safety features mitigates the likelihood of an impact occurring in the first place. Subaru is proud of its EyeSight technology, which scans the road ahead to identify lane markings, pedestrians and bikes as well as other vehicles, activating autonomous emergency braking or lane-keeping assistance where appropriate.

Blind-spot monitoring is standard, as is rear cross-traffic alert and auto-dipping headlights Meanwhile, a reversing camera helps to reduce the risk of low-speed car-park impacts, while hill-start assist makes life easier when pulling away on steep gradients.

The current Subaru Impreza is far from a bad car – the handling and chassis are probably the best you’re going to get from a hatchback, but the CVT transmission and power deficit from the 1.6 engine make it a bit of an odd-ball.

In removing the 2.0-litre engine option, no manual transmission and no affordable, base-specification version, the current Impreza is probably not going to bring Subaru the mainstream appeal it so desperately needs in the UK.

Likelihood is that the car will continue to be bought by folk who trust the brand, trust the cars and genuinely need the all-weather capability afforded by the impressive all-wheel drive system. And if you’re one of those, you’ll like Impreza as much as ever.

2018: January – First customer deliveries to Subaru retail network.

Engine: 1.6-litre, 4-cylinder, naturally aspirated.

Transmission: Stepped CVT (constantly variable transmission).

Luggage capacity (row 2 seatbacks up/down): 380 / 1,310 litres.

With battery-powered vehicles coming at us left, right and centre, it’s a little odd that BMW has taken so long to bring us the MINI Electric – particularly as BMW has been experimenting with electric versions of its iconic little MINI for over a decade.

RRP £30,900 as tested (includes Plug-in Car Grant of £3,0001)

MINI Electric range from £24,9001 (‘Level 1’).

With battery-powered vehicles coming at us left, right and centre, it’s a little odd that BMW has taken so long to bring us the MINI Electric (Cooper SE in other markets) – particularly as BMW has been experimenting with electric versions of its iconic little MINI for over a decade when a handful of electric MINI prototypes were first let out to play in the late Noughties.

Anyway, BMW decided that the i3 was to be their first Group all-electric vehicle and released it in 2014. MINI, meanwhile, had to make do with the larger Countryman plug-in hybrid as their first (at least part-) electric model.

Larger electric car rivals are plentiful these days, but the MINI Electric is one of a new crop of smaller electric cars like the Peugeot e-208, Vauxhall Corsa-e, the imminent Fiat 500 EV and the aforementioned BMW i3. One of the MINI’s most important rivals will be the Honda e – a totally new model which offers similar range but focuses much more on being a high-tech and unique buying prospect compared to the contemporary MINI Electric.

A few days before our world turned upside down by an undercooked bat, I popped up to MINI UK HQ in Farnborough to spend a few hours with ‘LRO’, a Level 3 MINI Electric presented in ‘Enigmatic Black’. Here’s what I thought…

The MINI Electric is based on the familiar three-door hatchback and is distinguished by embossed logos on the side sills, unique wheel design to look like a plug, tailgate and front radiator grille. The latter is closed off as you’d expect from a ‘motor’ that requires no cooling.

At the rear, the bumper is smoother and free of any exhaust pipes. The car’s black plastic wheel arches have been slightly reshaped too, as the MINI Electric sits a little higher than the standard petrol and diesel models. Regular cars offer between 15 and 18-inch alloy wheel options, while only 16s and 17s are available for the electric MINI. The charger is located behind the regular fuel filler cap.

I think the yellow accents on the test car are quite well balanced and not too over-the-top. However, these can be removed, as can those retro-styled ‘Corona Spoke 2-Tone’ alloy wheels if they’re not your thing.

Again, familiarity is buzzword inside the MINI Electric as much of the interior is carried over from the rest of the range. It’s just as classy as you’d expect from a MINI and feels well-built, with lots of soft-touch materials and retro design features.

One feature that’s unique to the Electric is the 5.5 digital display in place of conventional dials behind the steering wheel. This provides the usual necessary information such as speed as well as details on the battery’s charge levels and range remaining. It doesn't look as sharp as similar systems deployed by rivals, but at least it's not overloaded with information.

While there’s plenty of space in the front, things aren’t quite so good in the back. As mentioned, the MINI Electric is only available as a three-door, meaning passengers will have to clamber into the rear seats. And once they're there, it's all quite gloomy. The rear seats really are for kids or occasional adult or light luggage use only.

The MINI Electric’s boot is unchanged in capacity over the regular three-door MINI, so you get 211 litres, which is around 100 litres less than both a Peugeot e-208 and Renault Zoe.

As such, you really can’t fit much inside, and although there’s a false floor that helps eliminate any loading lip, some of the space beneath is taken up by the car’s charging cables.

All told, you’ll be able to squeeze a single large suitcase or a couple of carry-on cases inside. However, fitting a set of golf clubs or a large pushchair isn’t possible without first folding down the 60:40 split rear seats, when 731 litres becomes available.

Selecting which MINI Electric is best for you is as easy as 1, 2, 3 – literally. The line-up is made up of Level 1, 2 or 3 models – if you want more equipment or more luxury, you move up a trim. Simple.

Plenty of equipment comes as standard, including a 6.5-inch central touchscreen with navigation, along with MINI Online, Apple CarPlay, and Real Time Traffic Updates. Outside you get grey door mirrors (optionally yellow, along with the horizontal blade on the front radiator grille) and the choice of a body-finish roof, plus black or white. Full LED lights, auto lights and wipers, driving modes and dual-zone automatic air-conditioning are standard, equipped with a heater that uses 75% less energy than in the regular car.

Level 2 cars come with part leather-look, part fabric upholstery, keyless entry, parking sensors, rear view camera, heated seats, driving assistant pack and an interior lights pack, while the top of the line Level 3 (which received the most pre-orders) has park assist, a Harmon-Kardon sound system and a head-up display. You also get a panoramic roof, matrix LED headlights and an 8.8-inch infotainment screen in the most expensive model as part of the ‘navigation+’ pack.

There is just the one powertrain offered on the MINI Electric – a 32.6kWh battery pack paired to a 184hp electric motor and maximum torque of 270Nm. It’s the same powertrain offered in the BMW i3, but here it powers the front rather than rear wheels.

The official range is given as 141 miles, but a more realistic 120 miles should be expected, depending on the weather.

From rest, 62mph takes just 7.3 seconds, but as with all EVs, the maximum speed is restricted – in this case to just 93mph. The car’s centre of gravity is lower because more of the mass is concentrated further down. Weight distribution is quite different to a normal MINI hatch too, the battery's bulk dictating a 54/46 front-to-rear ratio rather than the usual 60:40-split.

To get the most from the electric motor's torque, you'll need to master the various driving modes - 'Normal', 'Green' and 'Sport'. The digital dashboard provides information on the current flow of energy and the range, as well as offering ways of increasing range by deactivating comfort functions or boosting energy regeneration.

On the navigation map, a circle that indicates the car's range can be shown. When the route guidance starts, it displays the fastest and shortest route and also suggests a GREEN route involving the lowest level of power consumption.

The MINI Electric’s charge port is where the fuel filler is on regular MINIs and using a domestic three-pin socket it'll take around 12 hours. If you have a wallbox fitted at home, the charging time falls to three hours and 12 minutes. Alternatively, a rapid public charger will do the job in just 36 minutes. All of these are charging from 0-80%, as the final 20% takes a bit longer.

MINI has partnered with energy provider Ovo to offer buyers 5,000 free miles when they opt in to the company's ‘EV Everywhere’ home energy package. Energy provided is 100% renewable and the free miles come from charging at home. Also included is a free Polar Plus membership, giving access to over 7,000 public charging locations.

If you want a wallbox at your house, you can get a MINI-specific one, or a BP Chargemaster option as the carmaker has partnered with them as well.

In true MINI fashion, the Electric feels nimble and quick, particularly around town. Like other EVs, there’s no waiting for the revs to build or the automatic gearbox to drop down – as soon as you hit the accelerator it surges forward with next to no noise. It’s huge fun and exactly as a MINI should be.

The steering is superb and the Electric’s low centre of gravity means it feels extremely agile. This is an electric car for people who enjoy driving. However, MINIs are generally on the firm side and the extra weight of the batteries means the Electric rides rather harsh on broken British roads. Potholes thump through the car, particularly with the 17-inch wheels of my test car.

Drivers can choose from two levels of regenerative braking. With this in the more extreme mode, it’ll slow down quite heavily as soon as you lift off the accelerator, pumping energy back into the battery and meaning you’ll barely have to use the brake pedal around town.

The MINI Electric has not been crash-tested by the safety boffins at Euro NCAP. The regular MINI hatch received four out of five stars when tested way back in 2014.

In terms of safety equipment, the MINI Electric boasts six airbags, ISOFIX child-seat mounts front and rear, a passenger airbag deactivation switch, a tyre-pressure-monitoring system and various electronic systems to improve stability and grip.

All MINIs come as standard with MINI Teleservices and MINI eCall, which can alert the emergency services if the car is involved in an accident.

The MINI Electric is a ‘happy feeling’ little EV. It delivers on pretty much everything we like about a standard MINI but has zero emissions. Okay, so the Electric’s practicality is somewhat impinged by it only being available as a three-door…and in true MINI fashion, it rides quite firmly and its driving range of 120 miles could be better. 

However, it has funky looks, is very easy to drive with a healthy dollop of enthusiasm. Plus, it’s quiet, has a high quality interior and a very simple trim line-up.

2019: July – MINI UK reveals the MINI Electric.

2020: March – First demo models and customer deliveries to MINI retail network.

Powertrain: 32.6kWh battery pack paired to an electric motor.

Transmission: Single-speed to front wheels.

Luggage capacity (row 2 seatbacks up/down): 211 / 731 litres.

At CUPRA – the performance arm of Spanish automaker SEAT – a team of innovative engineers is transforming the way vehicles are developed by printing car parts.

CUPRA is using state-of-the-art, multi-jet fusion technology to fashion parts in a fast and efficient way. For its new Leon Competición racing car, engineers at CUPRA have 3D printed the model’s door mirrors, air intakes and cooling intakes.

The technique enables the manufacturer to reduce the vehicle’s fuel consumption while also increasing stability, speed and safety – vital in both motorsport and road car applications. 

The process of printing a mirror can take around 20 hours, but CUPRA can print six at a time, giving the team the ability to create different designs simultaneously. This means CUPRA can quickly test the varying prototypes in a wind tunnel to find out which is best for aerodynamics.

When taken to this controlled environment, the printed parts are fitted to the car and face winds of more than 180mph while sensors study the impact on individual surfaces. The car's resistance data is displayed on screen where engineers and designers compare the results for the different printed parts.  

As the smallest margins can make the difference in motorsport, it is crucial the 3D printed parts play their part in reducing fuel consumption while also increasing stability, speed and safety. 

Xavi Serra, head of technical development at CUPRA Racing, said: “For the new CUPRA Leon Competición, we modelled the steering wheel's centre control module, the bonnet air vents, door mirrors and the brake and water-cooling inlets.

“The main goal is to have a lot of parts in a short time. We can quickly test a wide variety of designs and furthermore, this technology enables us to react swiftly to any changes in the design process.

“The bigger the variety of parts we can test in this facility, the better. It enables us to make much faster progress. The results were excellent and some were even surprising, because we were looking to push the material to its limits.

“This technology is and will continue to be key in countless fields to make the most complex ideas a reality.”

The final development of the 3D printed parts was on a racing circuit, with CUPRA testing the Leon Competición on the Portimao track in Portugal.

So far, CUPRA has been printing parts for its Leon Competición – its 180mph 335hp, 2.0-litre touring car inspired by the new SEAT Leon family hatchback – and the e-Racer, an electric touring car which does 0-60mph in 3.2 seconds.

CUPRA: 3D printing deployed for car development

Audi has revealed two ‘drive concept’ cars that could essentially be more powerful versions of its E-Tron and E-Tron Sportback in the form of sportier and more performance-oriented ‘S’ models.

The regular E-Tron’s two-motor setup has been increased to three, with one powerful motor located on the front axle helped by two additional motors at the rear. Combined, they produce 496hp and 973Nm of torque when at full boost during eight-second periods when the driver pushes the accelerator past a certain point. During normal driving, the combined output of the motors is 429hp and 808Nm.

The S models are able to access 91% of on-board battery power, compared with 88% on the standard car. Though Audi hasn’t released official figures on battery mileage range, it’s likely that the added weight of the additional motor will have a slight effect on how far each of the cars can go on a single charge. The regular E-Tron offers a range of between 209 and 280 miles, depending on model.

The electric S models can be charged with up to 150kW of DC power, which translates to a charge time of just half an hour from five to 80%. Facilitating such a rapid charge rate is a thermal management system with a standard heat pump, which cools and heats the battery, the interior and the electric motors with four circuits. In addition, the Audi models will also be able to charge with up to 11kW of AC current.

The two E-Tron S models also benefit from retuned steering, a stiffer suspension setup with firmer bushings and wider tyres for enhanced grip and agility over the regular E-Tron models.

They also receive brake-based torque vectoring technology and larger six-pot brake calipers. The discs themselves have also been beefed-up to give better performance. Regenerative braking systems are incorporated too, capable of capturing up to 270kW of energy in a regeneration-only stop from 62mph.

Though Audi is calling these new cars ‘drive concepts’, there is a strong likelihood that they will enter production. However, no official release date for the cars has yet been forthcoming.

AUDI reveals S version ‘drive concepts’ of its E-Tron and E-Tron Sportback

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

Tested: Jaguar F-Pace P250 Auto AWD Chequered Flag

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Fast Facts: Jaguar F-Pace P250 Chequered Flag Edition

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

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

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

Fuel tank capacity: 60 litres (13.2 gallons).

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

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

Review: Jaguar F-Pace P250 Chequered Flag

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Ingenium 2.0 litre 4-cylinder 180HP Turbocharged Diesel.

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