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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.

The Vauxhall Grandland X Hybrid (2WD) and Hybrid4 (AWD) are the plug-in hybrid (PHEV) versions of the Grandland X, a mid-sized SUV introduced in 2017 as a replacement for the ageing Antara. Here, I take a closer look at the Hybrid4 driven at its UK media launch.

Tested: VA69 MDX is a Grandland X Hybrid4, petrol auto in ‘Ultimate Nav’ specification.

RRP £46,650 as driven. Model starts from £36,790 (Business Edition Nav Premium).

One of the first models launched by Vauxhall following its takeover by the French PSA Group, the Grandland X Hybrid4 shares its EMP2 chassis and other components with the Peugeot 3008, which also features a PHEV variant.

Inside, there is little change from the regular Grandland X apart from a few PHEV-oriented inclusions in the infotainment screen and instrument cluster in front of the driver.

As this is the brand's flagship SUV, you get a high driving position, a good view out, an appealingly imposing stance and sufficiently desirable looks to match the competition. The Grandland X’s dashboard design will be familiar to anyone who’s sat in the latest Insignia or Astra, so it’s a plainly styled – if well-built and ergonomically sound – place to spend some lengthy road-time.

The Grandland X is a thoroughly sensible car. Sure, some rivals are perhaps more glamorous, but once the showroom experience is over and you’re making yet another trip to your local recycling centre or collecting a twice-removed aunt from the bus station, it will dawn on you why you chose the Vauxhall.

There are two generously sized cup-holders next to the central armrest, a wireless charging spot for your phone in the central cubby, a reasonable glovebox, decent door bins and a pleasant sense of space. And while the front seats don’t provide a huge amount of lateral support, you’re unlikely to notice this unless you’re cornering hard – which is not the Grandland X’s raison d'être.

Space in the rear is worthy of special mention with excellent leg, head and shoulder room. However, boot space of 380 litres in the Hybrid4 is much less than the 514 litres in the regular Grandland X, but this is mainly down to the lack of an underfloor compartment, so it shouldn't be a big problem day-to-day. Fold the back seats down and space increases to 1,528 litres.

Four trim levels are available on the Hybrid4 – Business Edition Nav Premium (£36,790), SRi Nav (£41,500), Elite Nav (£43,400) and top-spec Ultimate Nav as driven (£46,650) – the muddy red one pictured.

Standard equipment is impressive and includes an eight-inch touchscreen with satellite navigation, front and rear parking sensors, blind spot monitoring and climate control. SRi Nav features traffic sign recognition and rides on smaller 18-inch alloy wheels for improved comfort.

Elite Nav brings heated seats, ambient interior lighting and a fixed panoramic sunroof, while flagship Ultimate Nav versions bring a whole host of extra hit – including a premium sound system, park assist, a panoramic parking camera and keyless entry/start, to name but a few luxuries.

Combining a pleasantly punchy 197hp turbocharged 1.6-litre petrol engine and two electric motors (one for each axle), the all-wheel-drive Hybrid4 produces a muscular 296hp and 520Nm of torque in total and gets from 0-62mph in just 5.9 seconds, making it the quickest car Vauxhall currently sells. To put that in to perspective, that’s quicker than a Volkswagen Golf GTi.

You can drive the Grandland X Hybrid4 in four pre-set driving modes. The Hybrid mode will automatically put the vehicle in its most efficient method of propulsion. For instance, it will switch to EV mode when reaching a city centre. There’s a Sport mode that enables more dynamic driving combining both the petrol engine and the electric motors. However, this mode won’t be as efficient as EV or Hybrid. Finally, there’s an AWD mode that activates the electrified rear axle for maximum traction.

You can also use the e-Save function to reserve battery power for six or 12 miles to ensure you can run in electric-only form in low emission zones. When running solely on battery power, there’s a small blue light on the rear-view mirror – but only visible from the outside – to tell others you’re in zero emission mode.

Power is sent to both axles via a conventional eight-speed automatic gearbox and not one of those CVT noise-generators. The exact same powertrain is also used in the DS 7 Crossback E-Tense and the Peugeot 3008 Hybrid4.

It’s also the cleanest powertrain thanks to combined emissions of 34g/km for this model, with the 2WD hybrid version emitting 35g/km. On a WLTP-tested average fuel cycle, the Hybrid4 offers 204mpg (2WD 192mpg) – but not if you deploy Sport mode with some degree of frequency.

Either way, they are impressive figures and bode well for keeping taxation at a manageable level and to help offset the rather optimistic pricing structure.

The Vauxhall Grandland X Hybrid4 isn't available with fast- or rapid-charging technology. As standard, the SUV comes with a 3.7kW on-board charger, while a 7.4kW version is available as an option.

Using the latter, Vauxhall says the Grandland X Hybrid4 will charge in ‘less than two hours’ from a home wallbox of the same speed. In addition, Grandland X Hybrid4 buyers get six months' free membership of the Polar Plus public charging network.

The Grandland X Hybrid4 pulls away from cold in EV mode, unless the outside temperature has dropped and the system reckons the battery needs a bit of warming up to be at its most efficient. On our chilly drive at the end of February (it had snowed an hour before setting off), the all-electric mode gave smooth, serene progress with strong acceleration when needed to join faster flowing traffic.

When the 1.6-litre turbo petrol engine cuts in, it’s all but imperceptible and remains impressively refined at all speeds. The eight-speed auto is equally good at gliding through its gears with no obvious interruptions. You can also sense the 1,800kg mass as you slow when approaching a bend, with the regenerative braking helping to recoup power to the battery.

As is usual with hybrid cars, the suspension is strengthened in an attempt to offset battery weight. How delicately the engineers get that balance right is a defining factor in ride comfort. The ride is a little firmer in the Hybrid4 than other Grandland X models, but otherwise it’s much the same and the engineers are to be commended.

In Sport mode it's certainly quick in a straight line, but to be fair this is not a car you'll relish driving on a twisty country road. The suspension setup isn’t bad but the light steering and automatic gearbox hardly encourage enthusiastic driving, and it's obvious you're in a fairly tall SUV.

Toting up the sums to see if the Vauxhall is best for you will depend to some extent on the type of driving for which you use it.

As a plug-in hybrid with an electric-only range of up to 35 miles, the Grandland X Hybrid4 could potentially be driven without ever consuming a drop of petrol. Vauxhall says they chose this powertrain set-up as 80% of commutes fall within that 35-mile range and the petrol engine negates any anxiety about longer drives.

While the Grandland X Hybrid4 does have four-wheel-drive, it is not an all-out off-roader and is more suited to a spot of muddy green-laning. I drove the car over boggy conditions on a special course in Windsor Great Park. It felt sure-footed and was never in any danger of getting stuck in the mud, even on ordinary road tyres.

The Hybrid2 and Hybrid4 versions of the Grandland X have not been specifically tested by crash-test boffins Euro NCAP. However, the regular petrol and diesel versions have and secured the full five stars when it was assessed back in 2017.

This is thanks in part to the fact that every Grandland X gets forward collision alert, autonomous emergency braking, lane-keeping assistance and a driver drowsiness detection system. In addition, there is keyless entry, high-beam assistance and rear parking sensors.

The Grandland X Hybrid4 is Vauxhall's first plug-in SUV. It's far from perfect, but is not without a good degree of Greta Thunberg appeal. It presents as a practical, no-nonsense family SUV with the potential for rock-bottom running costs, but the 296hp and 0-60mph time of 5.9 seconds is pleasingly bonkers for a family SUV.

The interior is functional and logically laid out and if you spend most of your time ferrying the children to school or running short errands – with the ability to charge regularly in between – then Vauxhall’s first plug-in hybrid is a rational choice.

2020 Vauxhall Grandland X Hybrid4 timeline:

2020: January		UK model line-up and prices announced, order books open.

2020: February		UK media launch, first deliveries to retail network.

Engine: Front-mounted 1.6-litre 4-cyl turbocharged petrol, with an electric motor on each axle.

Transmission: Eight-speed conventional automatic gearbox.

Emissions/EURO Class: 34 CO₂/km (EURO 6.3).

Roadside assistance: 8 years / 100,000 miles.

The 2020 Citroen C4 and e-C4 EV has been revealed. Gone are the librarian looks of the previous C4 – last updated in 2015 – as the all-new model has an eye-catching coupé-cum-SUV design, which is bang on trend in the current market.

The 2020 Citroen C4 and e-C4 EV has been revealed. Gone are the librarian looks of the previous C4 – last updated in 2015 – as the all-new model has an eye-catching coupé-cum-SUV design, which is bang on trend in the current market. The internal combustion-engined C4 and its all-electric e-C4 will replace the C4 Cactus, which arrived on our shores in 2014.

Like the Cactus it replaces, it’s safe to say that the new Citroen C4 will certainly stand out, even against sharply styled rivals like the new Volkswagen Golf 8, Mazda’s new and sleek 3 and SEAT’s all-new Leon.

At the front, the top rung of daytime running lights is slimmer than we’ve seen before. It also looks like there’s a second LED bar in the redesigned headlamp cluster, while the Citroen chevron badge continues into the grilles.

With the sculpted bonnet, razor-sharp body creases and a ‘floating’ roof, you could easily mistake the new C4 for a recently unveiled concept car. The eye-catching styling continues around the back; the tail-lights are joined by an LED light bar that connects to the spoiler mounted across the rear windscreen.

Electric Citroen e-C4 models are marked out by unique badging and blue accents on the front and sides. There are no exhaust pipes, and the charging port is located under the fuel filler cap.

Inside, it’ll be luxurious rather than sparsely pared-back like the outgoing Cactus, with lots more soft-touch materials and proper door handles (as opposed to the fabric straps on the Cactus). There’s a new touchscreen with crisp graphics, a head-up display and a digital instrument cluster and it seems the climate control can now be changed using physical buttons as well as via the touchscreen. There also looks to be a wireless smartphone charger and a sunken rocker switch instead of a bulky gear lever for automatic models.

The new C4 will offer buyers the option of petrol, diesel and battery-electric power for the first time, making it a potential alternative to the new Volkswagen ID.3 hatchback, plus the ID.4 SUV and Peugeot e-2008.

Citroen will reveal more details about the powertrains on 30 June but it may be safe to expect the e-C4 to come with the same 50kWh battery capacity as the Peugeot e-208 and Vauxhall Corsa-e. This should offer a range of just over 200 miles and 100kW rapid-charging capability, allowing 100 miles of range to be added in around 20 minutes. The Peugeot e-208 is fitted with a 134hp electric motor getting it from 0-62mph in 8.1 seconds.

Unlike the C4 Cactus that shared its PF1 platform with the Citroen C3 and C3 Aircross, Citroen said that the new C4 will ride on the smaller CMP platform already used for the Peugeot 2008 SUV and smaller Peugeot 208 and Vauxhall Corsa superminis. This is newer, more lightweight and flexible – and designed specifically to accommodate petrol, diesel and electric powertrains – all on the same production line.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2016: March – I-PACE concept revealed in Geneva

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

2018: November – First customer deliveries.

Powertrain: Dual electric motors, each over axle.

Transmission: Single-speed to all wheels.

Skoda is a major player in the SUV and crossover market, thanks to its ability to build family-friendly cars that are easy to drive, well-equipped, comfortable and highly practical. Few models demonstrate this process better than the Kamiq.

Tested: Skoda Kamiq SE L, 1.5-litre TSI, 148hp, DSG auto.

RR Prices: £24,630 (BIK 27%). As tested: £27,855 (see options fitted below).

Kamiq range from £18,295, which buys a 1.0-litre TSI, 94hp, 5-speed manual in S trim.

The new Skoda Kamiq completes the line-up of three SUVs offered by the rapidly-growing Czech carmaker. It is the compact range-entry model in that trio, with the mid-sized Karoq and larger Kodiaq above it.

What you see is entirely new, but under the skin it’s all comfortingly familiar as it shares lots of its mechanicals with the Skoda Scala and its VW Group siblings, the SEAT Arona and Volkswagen Polo and T-Cross.

Considering the success of rivals in the compact SUV arena, it’s something of a surprise that Skoda has taken so long to release the Kamiq. Launched two years after the Karoq, the Kamiq follows the release of the Skoda Scala hatchback earlier in 2019. If you’d been putting off the purchase of your next car until the Kamiq arrived, it’s unlikely you’ll be disappointed - it’s every bit as good as hoped.

Earlier this month, I had the pleasure of a week with ‘MJK’ – a Skoda Kamiq SE L finished in Black Magic pearl effect paint. Before it was retrieved by its rightful owners at Skoda UK PR, I made quite a few notes. Pop the kettle on and crack open the Hobnobs…

The Skoda Kamiq’s 4x4-inspired styling will appeal to many buyers and, just like the Karoq and Kodiaq, it comes with split-level headlights and LED daytime running lights. It rides 60mm higher than the Scala hatchback and its roof rails and faux scuff plates make it look rugged and outdoorsy. I think it’s one of the smartest compact SUVs, with handsome yet inoffensive styling.

The Kamiq’s attention-grabber has to be those font headlights. On the Karoq and Kodiaq, the dipped beam projectors sit just above the daytime running light strips as part of one combined unit. On the new Kamiq, though, the DRLs are above and the headlights themselves sit – separately, as it happens – just below.

The rear LED light clusters offer scrolling indicators, which move outwards, light by light, in the order of indication. It's these little factors that give the Kamiq a modern edge.

As with most new cars in the market today, you will find some harsh plastics if you look for them – usually lower down in the cabin – and that’s acceptable. There are few giveaways that this is a Skoda rather than a Volkswagen – the manual handbrake is a nice ‘retro’ touch – but the Kamiq’s cabin feels close to premium.

There are lots of soft-touch materials and I think it has the edge over the very similar SEAT Arona. Some might find the interior a little on the dull side, but you don’t buy a car like this for interior flair.

To be fair, there's plenty of quality, acres of ergonomic design, little to surprise and nothing to disappoint. Upper-spec models can have digital instrument cluster dials, and all get the Czech brand's shiny smart glass-fronted centre-dash screen that sets the class standard for infotainment. The controls are intuitive, while many of the bits you’ll touch are trimmed in leather or soft-touch materials.

The driver seat is positioned lower down than you might expect of a compact ‘SUV’, but is very comfortable, nonetheless. Rear legroom isn't of the order you'd find in the kind of Scala or Octavia family hatch model you could buy from Skoda for similar money. 

The Kamiq may ride on the smallest version of VW’s MQB platform but there’s more boot space available than many family cars from the class above. Small SUVs like this tend to be bought by young families, so it’s reassuring to see that Skoda has made the Kamiq as practical as possible.

It also comes with a range of handy ‘Simply Clever’ features that make life easier, the most known of which is the umbrella hidden in the driver’s door, but there’s also an ice-scraper in the fuel filler cap, a boot light that doubles as a removable torch, and an in-built funnel where you refill the screen wash.

Having enough space for two six-footers to sit behind each other is very impressive in a car of this size, and the large windows help to make it feel airy and spacious. Buyers can spec a panoramic sunroof to flood the cabin with light, but this is certain to reduce headroom slightly. There are a few storage cubbies dotted around the cabin and each door pocket can hold a large water bottle.

In a reverse of the norm, the Kamiq prioritises interior space over outright luggage space. At 400 litres, it may not have as much boot space as the Renault Captur, but it equals the SEAT Arona and is even bigger than many family hatchbacks including the Ford Focus, Volkswagen Golf, Mazda3 and Mercedes A-Class.

Lay the 60:40 split-folding seats flat and you’ll free up 1,395 litres. That’s only 15 litres shy of the Scala, and a useful 125 litres more than the outgoing Golf with its seats folded. A variable boot floor is available, meaning you can eliminate the load lip and have a flat floor to carry bulky items.

Trim levels are typical for Skoda, and they mirror those of the Scala: S, SE, SE L and the sportier-looking Monte Carlo range-topper. 

All models come with LED lights, alloy wheels, air-con, touchscreen infotainment and DAB radio. You'll want to move up to SE for automatic control of the headlights and wipers and a bigger media screen with Apple CarPlay and Android Auto connectivity. 

SE L is more luxury-focused with micro suede upholstery, keyless entry and ignition and gloss black interior trim, while the Monte Carlo features black exterior detailing, a panoramic roof, dark alloy wheels and LED ambient lighting in red.

The test car arrived with the following options factory fitted: 18-inch ‘Vega’ alloy wheels (£420), front and rear parking sensors (£360), full LED headlights with adaptive front light system, scrolling indicators, cornering function and fog lights (£1,050), high beam control (£225), Skoda sound system (£525), sports chassis control (£495), space-saver spare wheel (£150). Total value: £3,225.

Because the Kamiq rides on Volkswagen Group's MQB AO architecture which is shared with most smaller SEATs, Skodas, Audis and VWs, it has a straightforward torsion beam rear suspension on the lesser grades and all-independent suspension on pricier versions. However, if you’re looking for an all-wheel drive Kamiq, there isn’t one as it’s strictly front-wheel drive only.

Skoda SUVs generally ride more softly than their SEAT, Audi and Volkswagen cousins, and it’s very much the case with the new Kamiq, although it still feels nicely balanced and almost as sporty as a SEAT Arona. This would explain why the Kamiq is optionally available with Sport Chassis Control, which gets adjustable dampers and a 10mm lower ride height, while remaining impressively comfortable at other times.

There is little to surprise in the Kamiq’s engine line-up, with a pair of 1.0-litre TSI petrols (95 and 115hp) as well as the 1.5-litre TSI Evo developing 150hp (as tested). If you want diesel, the 1.6-litre TDI in 115hp form is also offered. There’s a choice of six-speed manual and seven-speed DSG gearboxes available depending on the engine configuration.

Whilst few compact SUVs are designed to be really good to drive – with the exception of the Mazda CX-3 and SEAT Arona being exceptional in this regard – the Skoda Kamiq doesn’t fall far behind and is certainly better than most.

Despite picking up surface imperfections through the wheel and not being quite as soft as the Volkswagen T-Cross, ride comfort improves with speed and even motorway driving becomes very smooth and comfortable. The softer suspension setup smooths out harsh bumps in the road and even the large 18inch wheels on the test car did little to make the Kamiq less comfortable.

There are three driving modes from which to choose; Eco, Normal and Sport, with Sport mode adding weight to the steering. The Kamiq doesn’t sway around as much through faster corners and is rather agile, even more so when the (optional) Sport Chassis Control suspension is set to Sport Mode.

Steering is perhaps a tad too light but doesn’t sacrifice accuracy, navigating town driving with ease but wouldn’t be out a place on twisty B-roads, either.

The test car was fitted with the 150hp 1.5-litre EVO petrol engine and was well paired with the seven-speed DSG automatic ‘box. My only criticism would be turbo-lag when pulling out of a junction. Apply the accelerator in a normal controlled fashion and a tangible hesitance is followed by a palpable rush of power as the turbo kicks in and applies unnecessary wheel spin. It can catch you out like that…often.

No. With its front-wheel drive set-up, the Kamiq is well suited to a spot of mild greenlaning at best. Those seeking any degree of off-road ability had better look elsewhere.

During the test week, a total of 251 miles were driven over mixed – and storm-ravaged – roads at an average speed of 27mph, with 09:22hrs of driving time. While no attempt was made at being economical, the average fuel consumption was recorded at 44.7mpg, which exceeded the official 38.2 - 43.5mpg (WLTP combined) by 2.7%.

Because the Skoda Kamiq is so heavily based on its Scala sibling, it’s no surprise it has received the same five-star Euro NCAP rating. Its range of standard safety features includes automatic city braking and driver aids that stop you from drifting out of lane. There is plenty more safety tech available on the options list - like rear cross-traffic alert and blind-spot monitoring.

The Skoda Kamiq is a very practical and sensible car that does exactly what it needs to do to compete with the best of the best in the range. It’s family-friendly, comfortable, well-built and never feels like it would do anything unexpected.

For those who simply want spacious yet modern family transport that’s wrapped up in a compact, affordable package, then you’d do well to take a closer look at Skoda’s newest SUV pup.

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

2019: March – world premiere at the Geneva Motor Show.

2019: November – first deliveries to retail network.

Key Facts: Skoda Kamiq SE L, 1.5-litre TSI, 148hp, DSG auto

Engine: 1.5-litre, turbocharged 4-cylinder petrol with cylinder deactivation technology

Max output: 148hp @5,000rpm / 250Nm of torque from 1,500 - 3,500.

Transmission: Via a seven-speed dual clutch (DSG) automatic to front axle.

Towing capacity: 1,250kg braked / 630kg unbraked.

Warranty: 3 years/60,000 miles. 12-year body protection.

Servicing: Every 18,600 miles or 24 months.

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Review: Skoda Kamiq 