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The high-performance compact SUV has been revealed online and is expected to go on sale in the UK in April with a price tag in the region of £53,000.

The 2020 Mercedes-AMG GLA 45 S 4Matic+ that was due to be revealed at the cancelled Geneva Motor Show this week, has been revealed online instead. It goes on sale in the UK in April and first deliveries for the high-performance compact SUV are expected in summer with a price tag in the region of £53,000.

Delivering 415hp on full whack from its 2.0-litre turbocharged petrol engine, the GLA 45 S will be one of the fastest SUVs ever built. Aided by its sophisticated 4Matic+ all-wheel-drive system, it can reach 62mph from a dead start in just 4.3 seconds, topping out to an electronically limited 168mph – which should be scary enough for most drivers.

A lesser-powered 387hp Mercedes-AMG GLA 45 will be available in other countries, but not in the UK.

The engine in the GLA 45 S is currently the world's most powerful 2.0-litre and is also wedged into the Mercedes-AMG A45 S hatchback. An eight-speed automatic gearbox is fitted as standard. Interestingly, the engine has been turned around by 180-degrees, so the twin-scroll turbocharger is now at the back and the air intake towards the nose, improving efficiency and allowing for a lower-profiled bonnet. 'Two-stage' fuel injectors have been fitted to keep up with the engine's inevitable thirst for fuel in the higher rev range.

In addition to the omnipotent powerplant, the suspension, brakes and steering have also gone under AMG's knife. An adaptive suspension system dubbed ‘AMG Ride Control’ will be fitted with three settings aimed at comfort and fast driving. Six-piston front brakes should provide more stopping power and can be easily spotted thanks to red painted callipers and black AMG lettering, while the steering has settings for relaxed and ‘enthusiastic’ driving.

Using the infotainment screen, drivers will also be able to switch between different settings for the ESP system for the first time. Labelled 'Basic', 'Advanced', 'Pro' and 'Master', the extra layer of customisation will range from preventing skids in the Basic mode, to allowing some oversteer in Master, which is best left for track use.

Exterior changes include bloated wheel arches, 19-inch AMG alloy wheels, LED headlights and a motorsport-style rear bumper diffuser, while a large rear wing will be optional. Inside there's a Nappa leather sports steering wheel and sports seats with contrasting yellow stitching.

2020 Mercedes-AMG GLA 45 S 4Matic+ The world’s most powerful T2.0-litre!

Everything you need to know about the new 2020 Ford Mustang Mach-E electric car, Fords first electric vehicle

Ford Mustang Mach-E 2020 Review

It’s a Mustang – but not as you know it. Yep, folks, this is a high-riding all-electric SUV – and it’s about as far from a muscle car as you can get.

Well, what I mean by that is, it’s not a gas-guzzler and it doesn’t have a V8 lump under the hood. What it does have, however, is a whopping electric motor and a battery pack big enough to produce brain-liquidating acceleration.

I know, you’re right, Steve McQueen would be turning in his grave right now if he could see the new Mustang Mach-E. But, hey, life moves on – and the electric revolution is here. By 2035 the UK won’t allow the sale of new petrol or diesel cars – and Ford, as well as other major automakers are getting in there early. It’s right that they are, because emissions regulations are getting tighter, and 2035 isn’t that far away – not in the great scheme of things.

The Mach-E won’t hit UK roads for a while, but I got the chance to be one of the first British journalists to go for a spin in it around central London. A weird place for a speedy electric Mustang? Yes, in some ways, but it also demonstrated how quiet the new Blue Oval badged car is. What’s more, even though the electrified SUV looks big and feels large inside, it’s nimble enough to navigate London’s streets – and, somehow, it’s compact enough to chuck U-turns without hassle. 

Is it a beast, though? Well, from the limited acceleration test in an underground carpark in Westminster, I’d say “yes”. My head snapped backwards as the driver (I wasn’t allowed behind the wheel for some bizarre reason) floored the pedal. It wasn’t just me who wasn’t allowed to drive, by the way – no journalist was. The reason? It’s because the only Mach-Es over here are pre-production left-hand drive examples – and Ford wants us to sample the real deal later down the line.

To be honest, you can tell a lot about the Mach-E from just sitting in the passenger seat. It certainly feels flat in corners and it's hushed – very hushed. The quality of the cabin is bang on, too. 

But what about all the electric gubbins and stuff? Well, when the car comes to the UK in a few months, the Mustang will come with standard and extended-range battery options. It’ll also be fitted with rear-wheel drive and all-wheel drive. 

As I’ve mentioned, it picks up the pace rapidly – but more importantly it has a range of up to 370 miles. Ford also plans to offer a performance GT variant, capable of zero to 62 mph in sub five seconds. 

The sporty high-rider delivers a trio of drive modes – Whisper, Engage and Unbridled – each offering driving dynamics parcelled with a sensory experience. Features encompass, ambient lighting, sportier steering controls, sounds and animations that are allied to driving behaviour. 

Making its first appearance in the Mach-E is the next-generation SYNC entertainment and communications system. This interface understands driving preferences quickly and makes it easier to access information with a pinch or a swipe. Furthermore, due to cloud-based connectivity and voice recognition, the system makes music, navigation and connecting a ‘phone to the car faster. 

Using an all-electric architecture that positions batteries inside the underbody, engineers and designers have been able to fashion a machine that's not only true to Mustang but also maximises room for five-up 

The Mach-E is just about recognisable as a Mustang, thanks to its long, sturdy bonnet, rear-haunches, aggressive headlights and tri-bar taillamps. Smart engineering and design deliver surprising rear-seat roominess and civilised load space.

The Ford holds another revelation under its bonnet: a drainable front boot. Providing 100 litres of space, the front cargo area is sizeable enough to hold a carry-on luggage bag. And because it’s drainable, it’s a suitable place to chuck wet or muddy sports clothing in.

As well as the front boot, a rear load compartment boasts 402 litres of cargo capacity. But with the rear seats folded, the Mach-E enjoys 1,420 litres of space. That’s more than enough for camping gear, luggage or whatever else you may want to cart around.

Everywhere inside the Mustang Mach-E represents a meld of modern design and functionality. A B&O sound system includes speakers integrated across the front, floating above the air vents like a soundbar. A flip-up armrest doubles as a place to keep bags or purses. Time-honoured Mustang design cues, like the double-cowl instrument panel, finish the interior off nicely. 

Finally, getting in and starting up the SUV is a breeze with 'Phone As A Key' technology. Using Bluetooth, the Ford can sense your smartphone as you approach, unlocking the Mach-E and allowing you to drive away without getting your ‘phone out or using a key. A reserve code can be tapped into a keypad on the SUV to unlock it, and a separate one can be entered into touchscreen to start and drive the vehicle, in the event your phone battery conks out.

As electric vehicle drivers do around 80 per cent of their charging at home, Ford offers a connected wall box, delivering five times the charging ability of a domestic socket. This means you can add an average range of 38 miles per charging hour. The home charge cable, included with the Mach-E, can add around nine miles per charging hour using a mainstream domestic outlet.

In addition, the connected navigation system will spot public charging locations during trips. It’ll also encourage you to charge up at the most suitable points on each drive – all to help make sure you don’t sweat buckets about range.

The Mustang Mach-E certainly heralds a new age for Ford – but it symbolises more than just zero-emission driving; it’s about anxiety-free experiences, driving fun - and genuine peace-of-mind.

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.

Max output: 180hp @4,000rpm / 430Nm of torque from 1,300 - 3,000rpm.

Transmission: Mild hybrid electric, 9-speed ZF-sourced automatic to AWD.

Emissions: NEDCeq CO₂ EU Combined 155g/km.

Weights (kg): Kerb 1,844. Towing (braked/un-braked 2,200/750. Tow ball 100. Roof 75.

Off-road angles: Approach 22.8°, break over 20.6°, departure 28.2°.

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

2019 Volvo XC60 T6 AWD Review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Tag: SUV

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