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For buyers who prioritise style and technology over driving verve, the updated Audi Q5 is a handsome choice with plenty to like. It offers a plush interior and fairs well when parked next to rivals.

Model tested: Audi Q5 45 TFSI quattro S tronic, ‘Edition 1’.

Price: £48,980. Price as tested: £59,450 (see options below)

Regular Audi Q5 priced from £43,625 in range-entry ‘Sport’ trim. On sale now.

There are four trim grades from which to choose, along with petrol, diesel and PHEV powertrains and the chassis delivers a refined ride and quiet interior. The Q5 offers plenty of technology with a large infotainment display and a suite of driver-assistance features. For 2021, the Q5 gains a little extra power and updated styling.

The Audi Q5 has been around since 2009. The second-generation reached the UK in 2018 and during last year the mid-sized SUV received a refresh for its 2021 model year and is the subject of this week’s test.

The Q5, according to Audi, is the brand’s best-selling global SUV model, so this lightly updated version is designed to maintain that momentum against a myriad of rivals in a burgeoning SUV market. Based on the same ‘MLB’ platform as the Audi A4, A5 et al, the Q5 SUV sits above the smaller Q3 but under the gargantuan seven-seat Q7.

The current Audi Q5 went on sale in June 2020 with first deliveries taking place in October last year.

Earlier this month, ‘KY70 CKO’ checked in for a week’s sojourn. It was an updated Q5 45 TFSI (261 bhp) S tronic quattro, presented in ‘Edition 1’ trim, clad in ‘District Green’ metallic paint and wore a stealth-like black exterior pack.

For an in-depth read, pop the kettle on and crack open the custard creams (other savoury treats are available, but why bother)…

The SUV market has changed dramatically since 2009 when the Audi Q5 first made an appearance, with nearly every manufacturer introducing a high-riding model. In this time, the Q5 has continuously evolved thanks to tweaks to keep it competitive in what is now a fiercely contested premium SUV market.

Today, the Q5 finds itself up against a host of talented rivals, including the Alfa Romeo Stelvio, BMW X3, Mercedes GLC, Land Rover Discovery Sport, Porsche Macan and Jaguar F-Pace, to name but a few.

The recent update brought a few minor tweaks to the already classy exterior of the Q5 range. These included new LED headlamps, new rear light clusters, a reshaped radiator grille and a restyled front bumper with larger air intakes. With a 90kg weight loss over the previous model, the updated Q5 has managed to avoid the pies during lockdown…whereas, some of us – oh, never mind.

Audi has also fitted a pair of reprofiled side skirts – while at the rear there's some updated trim. There is also a pair of new paint finishes to the regular Q5’s nine-colour palette – District Green and Ultra Blue, along with a choice of 18- to 21-inch alloys.

The exclusive ‘Edition 1’ as tested is based on the S line exterior, but deploys a black trim package that excludes any brightwork. The front and rear Audi rings are in black and there are black rings at the base of the rear doors. The ‘Edition 1’ offers a choice of four metallic colours included in the price. 

The engine line-up receives a 12-volt mild hybrid assistance to give performance and fuel economy a small boost.

Inside, the more noticeable change is the new 10.1-inch touchscreen sprouting from the dash top – as if mounted there by a workshy Halfords apprentice.

Unfortunately, it replaces the outgoing model’s non-touchscreen unit which was operated by an intuitive rotary dialler located conveniently under your left hand on the centre console. Now, the new touchscreen requires you to lean forward to swipe through menus and sub-menus as the lack of any physical shortcut buttons make for a distracting and thus dangerous, experience while on the move.

Note to car manufacturers: Your unchecked adoption of touchscreen technology is a dangerous, irresponsible and retrogressive step. You peaked at rotary dials, so just stop it. Please.

When stationary, Audi’s MMI navigation plus operating system is intuitive and easy to get your head around, not something that can be levelled at every carmaker’s proprietary software.

There is Smartphone mirroring via wireless Apple CarPlay, although those with Android devices will still need to plug-in using one of the four USB points (two at front, two in the second row).

There’s also a 12.3-inch digital instrument cluster running Audi’s excellent Virtual Cockpit. This used to be the reserve of the top-spec Vorsprung models, but is now standard across the Q5 range.

Overall cabin presentation is a bit understated, even by Audi’s usually austere but elegant standards. The front seats are comfortable, especially with the standard-fit lumbar support, and the materials used throughout feel solid and well-screwed together.

A central storage bin with a padded lid doubles as a height-and-reach-adjustable arm rest and can swallow up most of the detritus of daily automotive life, while the deep and generous door pockets easily accommodate larger bottles. The front cup holder count stops at two.

The second row is spacious and comfortable too, with creature comforts for back seat passengers including air vents and separate climate controls. There are a couple of USB points as well as a 12V outlet while the fold-down central armrest conceals dual cup holders.

The door pockets, like in the front, can take larger bottles. The middle seat is compromised though in terms of space, the large driveline tunnel eating into valuable foot and legroom.

The cargo area – accessed via an electric tailgate – is generous, with 520 litres with the second row in place, expanding to 1,520 litres with the 40:20:40-split back seat uprights set flat. This is slightly down (by 30 litres) on the outgoing model, but few if any will notice.

There are currently four trim grades in the standard Q5 line-up – Sport, S line, Edition 1 and Vorsprung.

The Edition 1 model (as tested) takes the well-equipped S line and adds Audi Matrix LED headlights with LED rear lights and dynamic front and rear indicators, 20-inch V-spoke diamond cut alloy wheels, MMI Navigation Plus with MMI Touch and Audi Virtual Cockpit Plus, extended Black Styling Pack, sports suspension and Nappa leather furniture.

This reviewer quite liked the look of the Edition 1, but the less-expensive S line (£46,505) on which it’s based makes better sense.

As you would expect, the ‘Edition 1’ as tested is a well-specified launch model of the updated Q5, based on the S line trim grade. Below is detailed the range of options available on the model, with an asterix indicating its fitment to the test car.

Comfort & Sound pack* (£1,395): Advanced key with electric hands-freeboot opening system, Bang & Olufsen sound system, 360° camera and extended LED interior lighting pack.

City Assist Pack (£500*): Includes Audi side assist, exit warning, cross-traffic assist rear, Audi pre sense basic / Audi pre sense rear, front and rear parking sensors, reversing camera.

Park Assistance Plus*: (£1,250): 360° camera, park-assist plus.

Tour Pack* (£1,250): Includes: Adaptive cruise control with Stop & Go and Traffic-jam assist, predictive efficiency assistant, Pre-sense Front, camera-based traffic sign recognition, collision avoidance assistant, Turn assist and Active Lane Assist.

Other: Panoramic glass sunroof* (£1,400), folding towbar (£765), storage pack* (£225), adaptive air suspension £1,700.

As it stands, the regular Audi Q5 – including the Edition 1 – is available with just two engines, one petrol, one diesel. A plug-in hybrid version is also available, called the TFSI-e. I say 'regular' Q5 because there's also a performance-focused version called the SQ5 available.

Audi switched to a curious numerical engine naming structure in 2018 instead of engine sizes and power outputs (see below for full structure). As a result, the two engines currently available in the Audi Q5 need an accompanying explanation (see full chart here). The ‘40’ TDI is a 2.0-litre diesel with 201 bhp, while the 45 TFSI is a 2.0-litre petrol with 261 bhp. The latter was fitted to the Edition 1 test car.

Both engines come with Audi’s iconic quattro all-wheel drive and a (ZF-sourced, thus excellent) seven-speed automatic gearbox as standard. Both engines have some mild-hybrid electrical assistance to give performance and fuel economy a small boost.

Assuming you’re willing to consider a diesel these days – and you should if high-mileage forms part of your work-life balance – the 40 TDI is a brilliant engine; it's effortlessly strong from low revs and the acceleration arrives smoothly and progressively as the revs rise.

The 45 TFSI petrol unit is ultimately a fair bit faster, managing 0-62mph in 6.1 seconds (1.5 seconds quicker than the TDI oil burner), but needs revving harder to get the best from it.

While an undoubtedly premium offering, the Audi Q5 isn't the most dynamic-handling mid-sized SUV you can buy, but it is arguably the one that rides best and is most refined.

Audi’s Drive Select is standard across the range allowing various aspects of the Q5’s handling parameters – throttle response, transmission shift pattern and steering response - to be varied or mixed depending upon personal preferences.

Steering is an area in which Audi has received justified criticism in the past, but this Q5 – along with the A4 and A5 ranges it shares its underpinnings with – have come on significantly. But more on that later. There’s an enhanced degree of feel through the wheel itself, more so when you switch to Dynamic mode.

Most Q5 drivers are likely to leave the Drive Select in ‘Auto’ mode and just let the electronic wizardry get on with the business of keeping you and yours safe, come what may.

I must admit to keeping the mode in Comfort for the majority of the test drive – switching to Dynamic or Efficiency to experience for test purposes. It’s great for traversing poorly surfaced roads or plying motorways with ease, isolating you further from the outside world. It still feels controlled and composed, though and avoids the degree of ‘float’ experienced by similar rivals, particularly on the Mercedes-Benz GLC.

Dynamic mode – which lowers the car’s ride height by 15mm – sharpens up the Q5’s responses, reining in body roll that bit further, yet while its immediately firmer, it’s not jarringly so – sharper ruts still feel as though their edges have been rounded off.

Grip levels are huge with the quattro system clinging onto the tarmac with neck-straining ability, and body roll is kept well in check providing you select the Dynamic drive mode.

The only real driving complaint remains with the steering which is still overly light and devoid of feel. It doesn't inspire confidence like the set up in more driver-focused cars like the Porsche Macan. As a result the Q5's best work is done with a lighter right foot, rather than being driven at ten tenths. Besides, it’s not that type of car and as such it makes for a superb family shifter.

During the test week, I spent 09:24 hours piloting KY70 CKO over a total of 332 mixed-road miles at an average speed of 35 mph. The average fuel consumption was recorded at 33.4 mpg, which was a little better than the official 32.1 mpg (combined WLTP data) declared by Audi for this model specification.

Note: During all my road tests, no attempt is made or conscious effort given to achieving an above-average mpg. However, I deploy the cruise/active cruise control at all available opportunities.

As expected the crash testing experts at Euro NCAP awarded the Audi Q5 a full five-star safety score when it was assessed in 2017.

Every Q5 gets six airbags as standard as well as automatic emergency braking (AEB), while the optional City Assist pack (standard on top Vorsprung trim) adds further preventative safety aids, including blind spot monitoring and a system that warns you about approaching vehicles when you're backing out onto a road.

Meanwhile, the optional Tour pack (standard on Vorsprung trim) includes turn assist, which stops the Q5 if you fail to spot a car when pulling out of a T-junction, plus adaptive cruise control and traffic sign recognition to keep you informed of the prevailing speed limit. All Q5s come with a Thatcham-approved alarm and immobiliser as standard.

Audi nailed the premium mid-sized SUV formula with the original Q5 eleven years ago. In 2017, the arrival of the second generation not only enhanced the formula, but improved on it measurably.

This midlife update for 2021 has elevated the bar yet again, ensuring the Q5 will remain near the top of buyers’ consideration list. It would be hard to bypass the petrol-powered 45 TFSI, which offers a premium, refined and becalmed experience, but with enough performance to satisfy most buyers’ needs.

While the Edition 1 is an exceptional all-rounder, sensible money leans towards the S line 45 TFSI model on which it’s based.

KEY FACTS: 2021 Audi Q5 45 TFSI quattro S tronic ‘Edition 1’:

Engine: Front-mounted, four in line, 2.0-litre turbocharged petrol.

Engine: Power / torque: 261 bhp @ 5,250 rpm / 370 Nm @ 1,600 - 4,500 rpm.

Transmission: Dual clutch, 7-speed ‘S tronic’ automatic.

Fuel tank capacity: 70 litres (15.4 UK gallons).

Volkswagen has opened the sales order books for the new ID.4 SUV. It is expected to be a big seller for Volkswagen, as it taps into demand for electric cars and SUVs.

Volkswagen has opened the sales order books for the new ID.4 SUV. As is common with new car introductions these days, the electric SUV will initially only be available as a high-spec ‘1st Edition’ model, which starts from £37,800 after the plug-in car grant has been applied.

It’s scheduled to arrive in dealerships in March, while a less-expensive range-entry trim grade and upwards will be introduced later in the year.

The ID.4 is expected to be a big seller for Volkswagen, as it taps into demand for electric cars and SUVs. It shares its underpinnings with the previously-introduced ID.3 and the forthcoming Skoda Enyaq iV and will be a direct rival to other electric SUV models like the Tesla Model Y and Nissan Ariya, both due later this year.

Bespoke ‘1st’ badging marks out the launch edition model, alongside brown interior highlights, 20-inch alloy wheels and the option of Honey Yellow paint (pictured), which is one of four metallic paint colours available. Standard equipment includes efficient LED headlights, a reversing camera, front and rear parking sensors, heated seats and steering wheel, a 10-inch infotainment touchscreen, sat nav and adaptive cruise control.

The ID.4 ‘1st Edition’ manages 0-62 mph in 8.5 seconds, on to a top speed of 99 mph. It’s powered by a single rear-mounted electric motor producing 201 bhp, and a 77 kW/h battery with a range of up to 310 miles. When connected to a 125 kW rapid charger, a 30-minute top up will add around 190 miles of range.

The remaining trim levels for the ID.4 range are yet to be confirmed but if VW follows the ID.3 trim structure, different models will be aimed at business and family buyers, plus a ‘Max’ version with all equipment included and a ‘Tour’ model offering the most range.

Inside, the ID.4 features a digital instrument cluster and an infotainment screen mounted on the dashboard, like the ID.3. There are capacitive controls for the climate control and 30-colour ambient lighting for the fascia and door trims. An LED strip along the bottom of the dashboard can change colour and blink to alert the driver to notifications, and work with the sat nav and safety systems to suggest direction changes.

Piano Black and silver trim adds to the interior design, while the seats are upholstered in an eco-friendly mix of artificial leather and Velours made from 20% recycled plastic bottles. The front seats will also offer a massaging function and pneumatic lumbar support.

The ID.4 is slightly longer than the Volkswagen Tiguan, but there’ll be as much space as a larger SUV because there’s no engine or drivetrain tunnel. This is in keeping with the Golf-sized ID.3, which has a similar amount of space to the bigger Volkswagen Passat.

It’s also been confirmed that the ID.4 will offer 543 litres of boot space behind the rear seats; not far behind the 615 litres offered by the Tiguan when its sliding rear seats are pushed forwards. Flipping the rear seats down frees up 1,575 litres of space. Fitted with the optional towing bracket, the ID.4 can tow up to 1,000 kg.

The German manufacturer has confirmed that the launch ‘1st Edition’ of the ID.4 will be rear-wheel drive. An all-wheel drive model featuring two electric motors (one driving each axle) will follow afterwards.

Like the Golf-sized ID.3, the ID.4 will be based on VW’s modular MEB platform, which was developed specifically for electric cars. The platform can accommodate a variety of different electric powertrains, allowing VW to offer less expensive variants.

Battery packs used in MEB-based cars currently range from 45 to 77 kW/h and the ID.4 ‘1st Edition’ offers only the larger of those. Later this year, the ID.4 will be available with a smaller 52 kW/h battery, which will offer a range of up to 224 miles, says VW. This version will get a single electric motor on the rear axle and be offered with a power output of either 146 bhp or 168 bhp.

A 177 bhp version will also be available with a 77 kW/h battery. A performance version is also thought to be in development. Dubbed the ID.4 GTX, it would use the 302 bhp twin-motor powertrain from the forthcoming Enyaq vRS, giving it a 0-62 mph time of just over six seconds.

VOLKSWAGEN: Order books open for ID.4 electric SUV

BMW has introduced a new M Mesh Edition trim level to its X2 range. It is now available to order with first deliveries expected in March, 2021.

BMW has introduced a new M Mesh Edition trim level to its X2 range. It is now available to order and prices start at £34,510. First deliveries are expected in March, 2021.

The M Mesh Edition features cosmetic changes from the regular X2 to make the car stand out. All models are presented in an exclusive Brooklyn Grey paint shade. The 19-inch bi-colour alloy wheels are equally unique, or you can specify a set of 20-inchers at extra cost.

The car’s body cladding is finished in a new black-brown colour (not particularly noticeable in these poor images provided by BMW UK). At the front, a new mesh grille like the one fitted to the fast BMW X2 M35i gives the trim level its name and is painted in gloss black. This finish is also applied to various other exterior trim pieces, including around the pillars, the exhaust tips, the bottom of the door mirrors and window surrounds.

Inside, you get black leather upholstery with contrasting grey stitching, plus special threshold plates and M Sport badges on the steering wheel, car key and manual gear lever.

The M Mesh Edition is available with 18i/18d and 20i/20d petrol or diesel engines and the xDrive25e plug-in hybrid. Depending on the engine you choose, it’s possible to have a manual or automatic gearbox, and front-wheel drive or with BMW xDrive all-wheel drive.

The new 2008 is a completely different car from the original Peugeot 2008 (2014-2020) which, while it was good, fought for sales with rivals such as the MINI Countryman, Renault Captur and Nissan Juke.

Model tested: 2008 GT, 1.2L PureTech, 130hp, 6-Speed Manual (£26,180).

Peugeot 2008 ICE range priced from £21,030 to £30,930.

Peugeot e-2008 EV range priced from £30,680 to £36,630 (incl. PiG grant).

In the UK and most global markets, three types of propulsion are offered for the new 2008: petrol, diesel and all-electric. PSA’s ‘common modular platform’ under the new 2008 (which it shares with the 208 hatchback) is rather clever and allows all powerplants to slot into the same structural front end, permitting all three versions to be built on the same production line.

A little while back, the boldly-hued ‘KO69 CWF’ came to visit – a Peugeot 2008 presented in GT trim, with a 130bhp three-cylinder 1.2L PureTech petrol engine, paired to a six-speed manual gearbox. It was finished in dual-tone ‘Fusion Orange Metallic’ with a black roof and pillars…

Everything. With typical Gallic flair, Peugeot has created something pretty special to look at in the new 2008. Park one of these on your driveway and your curtain-twitching neighbours will be suitably impressed (I did and they were).

The design is radically different from that of the outgoing model, which now looks rather librarian by comparison. An imposing vertical grille, a jutting chin spoiler and fang-like LED daytime running lights give it a quirky look.

Overall length has grown considerably by 141mm (to 4,300mm) and the distance between the wheels now measures 2,605mm (up 65mm), which translates to more cabin space.

Inside, the new 2008 gains Peugeot's latest, third-generation 'i-Cockpit' design. However as before, the driving position can be something of an acquired taste: instead of looking through the upper half of the steering wheel to see your instruments like you normally would, an extra-small oval-ish steering wheel is fitted over which you peer instead.

Some will like the unconventional feel this gives, but others might struggle to get comfy. The dials themselves are pretty conventional on the most affordable Active trim level, but for the Allure and upwards they are replaced by digital 3D ones that have a range of different configurations. They look cool and they work pretty well, while the touch-screen infotainment system is large and easy to operate when driving.

A neat cabin detail is the fold-down flap located underneath the 'piano key'-style switchgear, which conceals an area for your smartphone while it charges – either inductively or via two charging points.

While the 2008 is based on the same underpinnings as the smaller Peugeot 208 supermini, there's 65mm more bodywork between the front and rear wheels. The most noticeable gain is improved legroom and knee room for rear passengers and there's also plenty of space for their feet under the front seats.

Boot space should impress most families, with 434 litres available behind the rear seats (1,467 litres with row two folded). That compares well against rivals and while the Renault Captur can carry more luggage, you'll need to slide its rear seats forward to acquire it, which reduces space for rear passengers.

Just like the smaller 208 supermini, the 2020 Peugeot 2008 compact SUV is offered in Active Premium, Allure, Allure Premium, GT and GT Premium trim levels. All five trim grades are available on the e-2008 EV as well.

Equipment is very generous, with the range-entry Active Premium getting 16-inch alloy wheels, air conditioning, LED headlights and a basic version of i-Cockpit. Allure adds bigger wheels and gloss black exterior trim, part leather-effect seats, climate control and parking sensors, folding door mirrors, LED fog lights, an anti-dazzle rear-view mirror and navigation, or Allure Premium that brings satnav and the latest 3D i-Cockpit instruments.

GT versions get a style upgrade in the form of 18-inch wheels, more aggressive bodywork and a black roof. Lime green stitching contrasts with the rest of the interior, while ambient lighting with eight colours illuminates the interior at night. There's also some impressive technology, including a 180-degree rear-view camera, heated front seats, 10-inch infotainment display, satnav, full-LED headlights and wireless smartphone charging.

The range-topping GT Premium trim as tested is exclusive to the top petrol and electric versions and adds twin-exhaust tailpipes, a panoramic roof, adaptive cruise control and extra safety features.

Depending on your budget and needs, Peugeot offers its award-winning 1.2-litre turbocharged PureTech petrol engine in three states of tune – 100bhp, 130bhp or 155bhp. Every 2008 is front-wheel drive, and while the 100bhp version is manual-only, the middle 130bhp petrol is also available with an eight-speed automatic, which is standard fit for the strongest 155bhp engine.

All three are excellent, offering smooth power and decent refinement, although it can get slightly louder at higher revs.

The single diesel offered is a 110bhp, 1.5-litre turbocharged unit which, while it has less power than most of the petrol range, its 250Nm of torque is higher than all but the electric model. It comes fitted with a six-speed manual gearbox and can top out at 115mph, so a 70mph cruise should prove fairly relaxing.

All Peugeot e-2008 EV models come with a 134bhp electric motor and a 50kW/h battery. Besides the 155bhp petrol engine, it’s the most potent in the range and 0-62mph is dealt with in nine seconds. That’s similar to the KIA e-Niro, and the e-2008 feels very punchy as a result. There’s no gearbox to slow things down either, so acceleration is seamless and immediate. Its top speed is sensibly limited to 93mph so as not to drain the battery too quickly.

Ride comfort, particularly on the smaller 17-inch wheels fitted to the Active and Allure models, is impressively assured and copes well with both twisty roads and urban obstacles such as speed humps. Top-heavy vehicles like this often suffer from significant body roll compared with more conventional hatchbacks but Peugeot engineers have done a good job of keeping body roll in check, without compromising the ride comfort with excessively stiff springs.

The 18-inch wheels on GT models are a little less refined over sharp bumps but, overall, the 2008’s ride is one of its more appealing qualities.

Peugeot has also calmed the somewhat twitchy response to the steering found in its larger 3008 brother, meaning it’s more relaxing to drive while still feeling direct and surprisingly agile.

Those opting for the e-2008 should enjoy an equally rounded driving experience. A 300kg weight penalty means the 134bhp electric motor doesn’t deliver as much of a shove as you might expect from an EV, but for moderate, everyday driving, the electric model is a truly excellent package.

As a bang-up-to-date model, the 2008 benefits from the latest safety equipment and comes as standard with an impressive array of technology to keep you out of trouble.

Standard features include active lane-keeping assistance, which actually tweaks the steering to keep you between the white lines should you start running wide. Automatic braking meanwhile brings you to a halt should a pedestrian step out in front of the car while the screen-mounted camera relays speed limits and other traffic sign information to the dash display.

This is good enough for a 2019 four-star NCAP rating, which increases to a full five-star score on Allure and up, thanks to more sophisticated automatic braking that works in dark and low-visibility situations too.

Flagship GT version gets the full kit, including blind spot detection that steers you out of a collision should you fail to see a vehicle alongside and full active cruise control with stop and go function in traffic. These functions can be added as a cost option to Allure and GT Line models when you also choose the automatic transmission.

The all-new 2008 adopts Peugeot’s ‘Power of Choice’ philosophy - you simply choose your Peugeot trim grade and your petrol, diesel or electric powertrain – and the rest falls neatly into place.

There can be no denying the design work that’s gone into this car, on which so many hopes are pinned. Launching one car with petrol, diesel and electric powertrains is brave and far-sighted. Overall, the new Peugeot 2008 is entertainingly cheerful, good fun to drive and unmistakably French.

KEY FACTS: Peugeot 2008 GT, 1.2L PureTech, 130bhp, 6-Speed Manual

Engine: Front-mounted 1.2-litre inline 3-cylinder turbocharged petrol.

Power / torque: 130bhp @ 5,500rpm / 200Nm @ 1,750.

Fuel tank capacity: 44 litres (9.68 Imperial gallons).

Theoretical range: Approx. 440 - 510 miles.

Towing weight (braked/unbraked): 1,200 / 600 kg.

Service intervals: 12 months / 12,500 miles.

Warranty & roadside assistance: 3 years / unlimited miles.

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.

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.

Tag: suv

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