BMW X5 VS Jaguar E-Pace
- Aggressive styling
- Genuine practicality
- Ferocious performance
- Half-baked exhaust system
- Far from fuel-efficient
- Substandard warranty
- Exterior design
- Steering feel
- Affordability (for a Jag)
- Cheap interior touches
- Jiggly ride
- No CarPlay
Way back in 2009, the X5 was the first SUV to get the go-fast treatment from BMW’s high-performance M division. At the time, it was a crazy thought, but in 2020, it’s easy to see why Munich went down the (then) road less travelled.
But just exactly how good is the X5 M Competition? We had the unenviable task of putting it to test to find out.
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
The E-Pace is a new Jaguar, or is it? Jaguars used to be something your boss drove, cars with a whiff of snob about them, as well as subtle scents of cigar, whisky, mahogany and Old Spice.
They were also loud, powerful and proud machines, and as British as referring to Australians as “colonials”.
The E-Pace, on the other hand, is a small SUV that smells, sounds and seems like a lot of other cars in what Jaguar refers to as, “the hottest segment in the car world; premium soft-roaders". If that sentence alone, coming out of a Jaguar spokeshead’s mouth, doesn’t sum up the way the company has changed, I don’t know what does.
Making your brand more affordable while still making it look desirable is a hell of a profitable trick, if you can get away with it.
What does set it apart, however, aside from that tempting price point, is its looks. Jaguar’s genius designer, Ian Callum, has done it again, creating a simply sexy vehicle that’s so instantly desirable that Australians have piled in with pre-orders, so many of them that the company is already certain the E-Pace will be its biggest-selling model.
Those customers who’ve slapped down deposits without even sitting in one, let alone driving it, might be in for a few surprises.
The E-Pace might not be the full Jaguar, but is it a cute enough cub to cut it? We drove as many variants as we could at the Australian launch to find out.
|Engine Type||2.0L turbo|
After spending a day with the BMW X5 M Competition, we can’t help but wonder if it’s the ultimate vehicle for families.
On one hand, it nails the practicality brief and is loaded with standard equipment, including the key advanced driver-assist systems. On the other, its performance in a straight line and around corners is otherworldly. Oh, and it looks sporty and feels luxurious, too.
That said, we could absolutely live with the high fuel bill if this was our daily driver, but there’s only one problem: does anyone have a spare $250,000?
Is the new BMW X5 M Competition the ultimate family vehicle? Tell us what you think in the comments below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
There is absolutely no question the Jaguar E-Pace will be a huge success for the company, and will increase the number of Jags you see on the road exponentially. Much as the German brands have done, since way back when Mercedes launched its A-Class, the British brand has now made itself attainable to the masses.
There’s plenty to love about the way the E-Pace looks, particularly from the outside, and about how it drives. There are, however, some niggles that suggest you might want to test drive one before slapping down your hard earned, and the cheap-feeling plastics in the interior, even in up-spec models, will disappoint some people. Overall, though, Jaguar has built an absolute banker.
Check out Peter Anderson's E-Pace video from its international launch earlier this year.
Could the E-Pace be your first Jaguar? Tell us what you think in the comments below.
In our humble opinion, the X5 is one of the best-looking SUVs on the market today, so it’s no surprise the X5 M Competition is a knockout in its own right.
Up front, it cuts an imposing figure thanks to its version of BMW’s signature kidney grille, which has a double-slat insert and is finished in gloss-black like most of the exterior trim.
That said, it’s the front bumper that sucks you in with its large air dam and side air intakes, all of which have honeycomb inserts.
Even Laserlight headlights add a touch of menace thanks to their integrated dual-hockey-stick LED daytime running lights, which look plain angry.
Around the side, the X5 M Competition is a little more restrained, with the 21- (front) and 22-inch (rear) alloy wheels the obvious giveaway, while the more aggressive side mirrors and air breathers are a lesson in subtlety.
At the rear, the visual aggro is most apparent thanks to the sculpted bumper, which incorporates a chunky diffuser that plays host to the bi-modal exhaust system’s black chrome 100mm tailpipes. Utterly delicious, we say.
Inside, BMW M has put its best foot forward to make the X5 M Competition feel that little bit more special than the X5.
The eyes are immediately drawn to the multifunction front sports seats, which manage to be super supportive and super comfortable at the same time.
Like the middle and lower dashboard, door inserts, armrests, knee rests and door bins, they’re covered in supple Merino leather (Silverstone grey and black in our test vehicle), which even has honeycomb insert stitching in some sections.
Black Walknappa leather trims the upper dashboard, door shoulders, steering wheel and gear selector, with the latter two unique to the X5 M Competition, alongside the red start-stop button and M-specific seat belts, scuff plates and floor mats.
A black Alcantara headliner adds some more luxury to the equation, while our test vehicle’s gloss carbon-fibre trim ensures there’s some sport in it, too.
Technology-wise, there’s the 12.3-inch touchscreen, which is powered by the now-familiar BMW Operating System 7.0, although this version gets M-specific content. That said, it still has gesture and always-on voice control, but both fall short of the rotary dial’s greatness.
The 12.3-inch digital instrument cluster and windshield-projected head-up display get the biggest M makeovers, though, with the new M Mode giving them a focused theme (and turning off the advanced driver-assist system) for spirited driving.
Frankly, design might just be the E-Pace’s most important feature. It manages to make a small SUV look genuinely desirable by being sexily shapely and perfectly proportioned. This is a seriously difficult trick to pull off, but it’s one that Jaguar has done before, with the hugely successful F-Pace, so this is a case of giving people slightly less of the same.
There really isn’t an angle from which the E-Pace doesn’t look good, but the more money you throw at your car, the better it looks, as the wheels grow from the standard 17-inch ones to very tough looking optional 21-inch units.
At the bottom end of the spec chart, on that sub-$50,000 version that almost no one will actually buy, you don’t even get exhaust tips, and indeed at first glance it looks like the car doesn’t have pipes at all (a weedy little pipe is tucked away underneath), and this does look a bit ordinary.
More chrome and shiny bits are thrown at the car as you move up the price points, and the R-Dynamic spec is obviously the sexiest version of all.
What’s interesting is how different the design feels once you get inside. Imagine being given the famous blue box from jewellers Tiffany and finding a plastic cereal-box ring inside and you’re somewhere near the E-Pace experience.
There is some really quite nasty cheap plastic around the gear lever, in the doors, and right around the window switches in an area you’ll touch every day. The shabby grey plastic surround of the shifter is made of the kind of nasty stuff Hyundai no longer uses.
Not only can you see that it will mark up and wear quite badly, but if you tap on it it makes the kind of noise you’d expect from a kids’ lunch box.
Fortunately, the steering wheel still feels premium, the touchscreen is large and top quality and there’s plenty about the E-Pace that reflects Jaguar design, but it’s hard to get past the feeling that the corners that have been cut to save money are showing so clearly you could cut yourself on them.
Measuring 4938mm long, 2015mm wide and 1747mm tall, the X5 M Competition is well and truly a large SUV, and that means good things for its practicality.
Cargo capacity is generous, at 650L, but can be increased to a truly massive 1870L with the 40/60 split-fold rear bench stowed – an action that can be done via the boot’s manual-release latches.
The boot has six tie-down points for securing loads, as well as two bag hooks and two side storage nets. There’s also a 12V power outlet, but the best part is the power-operated parcel shelf, which stows itself underfloor when not in use. Awesome!
There are plenty of genuine in-cabin storage options, too, with both the glovebox and central bin of the large variety, while the front door bins can carry an astounding four regular bottles. The rear door bins can fit three apiece.
The two cupholders at the front of the centre console actually have heating and cooling, which is pretty hot/cool (bad pun intended).
The second row’s fold-down armrest has a pair of basic cupholder as well as a shallow tray, which joins the small driver-side cubby as the two most random storage spaces on hand, while map pockets are attached to front seat backrests.
Given the size on offer, it’s no surprise the second row is nice place to sit in. Behind my 184cm driving position, more than four inches of legroom is on offer, while headroom is also generous, at two inches, despite the standard fitment of a panoramic sunroof.
Better yet, the transmission tunnel is quite short, meaning there’s plenty of footwell to go around, which will come in handy given the rear bench can accommodate three adults abreast with relative ease.
Child seats are also a cinch thanks to the outboard seats’ top-tether and ISOFIX anchorage points – and the generous aperture of the rear doors.
Connectivity-wise, there’s a wireless smartphone charger, a USB-A port and a 12V power outlet ahead of the aforementioned front cupholders, while a USB-C port is found in the central bin.
Rear occupants only get access to a 12V power outlet, which is below their central air vents. Yep, the kids won’t be happy with the lack of USB ports to recharge their devices with.
While the interior might feel cheap in places, it’s certainly spacious, with excellent headroom front and rear, and a sense of light and airiness that’s much helped by optioning the panoramic glass roof (for a hefty $2160).
Jaguar claims its rear seats are so large customers will shop the E-Pace against bigger vehicles, like BMW’s X3, rather than just direct competitors like the X2. This might be a stretch, but I certainly found it comfortable enough to sit behind my own seating position (I’m 175cm/5'9") without my knees touching the seat back. Shoulder room is also good and four adults could certainly ride in this car in comfort.
Sadly, the seats aren’t quite as comfortable as you might hope, being slightly flat and unsupportive, particularly in the cheaper models.
There’s a cheap-feeling oddments tray that covers two differently sized cupholders between the seats, which can be lifted off and stowed in a good-sized storage big under your left elbow. Another oddment storage tray, made of a quite ugly plastic, sits underneath the head unit and there are large storage pockets in the doors, front and rear, as well as storage for large bottles. Boot space is also reasonably capacious at 484 litres.
Price and features
Priced from $209,900 plus on-road costs, the new X5 M Competition is $21,171 dearer than its non-Competition predecessor and commands a $58,000 premium over the M50i, although buyers are compensated for the extra spend.
Standard equipment not already mentioned includes dusk-sensing lights, rain-sensing wipers, auto-folding side mirrors with heating, soft-close doors, roof rails, a hands-free power-operated split tailgate and LED tail-lights.
Inside, satellite navigation with live traffic, wireless Apple CarPlay support, DAB+ digital radio, a 16-speaker Harman/Kardon surround-sound system, keyless entry and start, power-adjustable front seats with heating, a power-adjustable steering column, four-zone climate control, an auto-dimming rearview mirror and ambient lighting feature.
Our test vehicle is finished in stunning Marina Bay Blue metallic paintwork, which is one of several no-cost options.
Speaking of which, the options list is surprisingly short, but a highlight is the $7500 Indulgence Package, which bundles in some features that should be standard at this price point, such as cooled front seats, a heated steering and heated rear seats.
The X5 M Competition’s main rivals are the wagon versions of the yet-to-be-released second-generation Mercedes-AMG GLE63 S and Porsche Cayenne Turbo ($241,600), which has been kicking around for a couple of years now.
There’s no doubting the perceived value of offering a vehicle with a Jaguar badge that starts under $50,000, an idea that would have seemed unimaginable not so long ago.
And if we all bought cars by the kilogram, the E-Pace would certainly be a bargain, because it’s a heavy beast of a thing, far outweighing any of its competitors at not far off two tonnes.
And there’s certainly an astonishing amount of choice in the range, with no less than 38 variants, thanks to what Jaguar calls its 'Ultimate Customer Choice', which allows you to build any kind of E-Pace you fancy.
In Australia, the company says it will be competing aggressively in the $50,000-$70,000 price range and pin points its $62,430, D180 SE model as where its volume, and its conquest sales, will come from.
Early adopters, though, might be tempted by the First Edition, which will only be available for the first model year and comes with all sorts of temping goodies at a price of $80,952 for the D180 or $84,370 for the P250 version.
The First Edition gets spiffy 'Caldera Red' paint, 20-inch 'Satin Grey Diamond Turned' finish alloy wheels, a 'Black Pack' exterior and the fixed panoramic roof, which really does improved the interior ambiance.
Inside you get special mats, branded tread plates, 'Ebony Windsor' leather and a head-up display (which really should be standard across the range, for safety’s sake, but is largely optional).
Other gimmicks include configurable ambient interior lighting, extra power sockets, the sexy 'Jaguar Activity Key' and the gesture tailgate. Overall, this does look like strikingly good value, if you’re willing to spend that much on a small SUV (it's more than 300mm shorter than an F-Pace, at 4411mm long).
In terms of standard features across all models, the list is reasonable, with classy-looking 17-inch wheels, LED lights, space saver steel spare wheel, air vents for the back seats (an absolute must for those with kids), eight-way adjustable seats, which are cloth at the bottom end, 'All Surface Progress Control' - which sounds Land Rover-like but doesn’t mean you can climb boulders - push-button start, a 10-inch 'Touch Pro' screen, which is lovely but does not offer Apple CarPlay, even as an option, and plenty of safety kit, including lane-keep assist, 'Driver Condition Monitor', Front and Rear Parking Aid and Emergency Brake Assist.
The base E-Pace, with no bling spec at all, starts at $47,750 for the showroom-bait D150 diesel, and rises to $50,150 for the D180 (you get an extra 22kW, up to just 132kW) or the same price for the P250 petrol (with 174kW).
Step up to S spec - which includes 18-inch wheels, approach lights on your door mirrors, leather seats, and 'Navigation Pro' and 'Park Assist', plus a Wi-Fi hot spot - and prices range from $55,200 for the D150 through $57,600 for the D180, $64,020 for the D240 (yet another version of the diesel) and then $57,600 for the P250 and finally the same $64,020 pricing sweet spot will get you an S spec P300, the full-fat petrol model with 221kW.
The SE - stepping up to 19-inch wheels, a powered tailgate, 14-way adjustable seats rather than just 10-way and a Meridian sound system and Adaptive Cruise Control - ranges from $60,020 to $70,265 across the same models, while the (almost) top-line HSE (with lashings of leather and colourful stitching, plus 20-inch wheels and a 12.3-inch Driver Display) starts at $65,590 for the D150 (and honestly, who’s going to go for the top spec with the least-wondrous engine, honestly?) up to $77,493 for the P300.
The final choice, for extra icing on your icing, comes with the R-Dynamic pack, which you can add to your base model, or your S, SE or HSE, for around $4500 a throw, offering a range of $52,550 to $83,733.
In proper European gouge style, there are plenty of options as well, including heated and cooled seats that can cost up to $1870, and leather packages that can cost north of $8000, red brake callipers for $660 and a whopping $430 for a DAB radio, or the panoramic roof for $2160. Even keyless entry can set you back $950.
Not offering CarPlay is a mysterious and annoying omission in a brand-new model, but overall there is value to be found in the range, or you can spend yourself silly if you still want to pay $100K plus for your Jaag, but you want a small SUV.
Engine & trans
The X5 M Competition is motivated by a monstrous 4.4-litre twin-turbo V8 petrol engine, which punches out a formidable 460kW of power at 6000rpm and 750Nm of torque from 1800-5800rpm, with the former up 37kW, while the latter is unchanged.
Once again, a near-perfect eight-speed torque-converter automatic transmission (with paddle-shifters) is responsible for swapping gears here.
This combination helps the X5 M Competition sprint from a standstill to 100km/h in a supercar-scaring 3.8 seconds. And, no, that is not a typo.
Truly, it is amazing what feats the modern 2.0-litre four-cylinder engine is capable of, and the more expensive choices out of the E-Pace’s five offerings really do perform wonders, particularly considering the weight they have to haul.
There’s slightly less excitement at the bottom end, though, as you’d expect, with the 2.0-litre Ingenium D150 diesel making 110kW at 3500rpm and 380Nm at 1750rpm, and taking a leisurely 10-seconds plus to accelerate from 0-100km/h.
The D180 gets 132kW at 4000rpm, and 420Nm at 1750rpm, and runs 0-100km/h in a still sluggish 9.3 seconds.
The two 2.0-litre Ingenium petrol turbo units offer 183kW at 5500rpm and 365Nm for the basic P250, or 221kW at 5500rpm and 400Nm, available between 1500 and 4500rpm, for the top-spec P300, the fastest thing in the range at just 6.4 seconds 0-100km/h.
All E-Paces are fitted with a slick-shifting nine-speed automatic, which makes changing gears manually annoying. Only the R-Dynamic offers shift paddles.
The X5 M Competition’s fuel consumption on the combined-cycle test (ADR 81/02) is 12.5 litres per kilometre, while its claimed carbon dioxide (CO2) emissions are 286 grams per kilometre. Both are a little keen considering the level of performance on offer.
In reality, though, the X5 M Competition really likes a drink – a very large drink. We averaged 18.2L/100km over 330km of driving, which predominately took place on country roads, while the rest was an even split between highways city and traffic.
Yes, there was plenty of spirited driving, so a more balanced real-world figure would be lower – but not by much. Indeed, this is a vehicle you buy if you don’t care how much it costs to fill up.
Speaking of which, the X5 M Competition’s 86L fuel tank takes 95RON petrol at minimum.
Obviously, running such small engines is a move aimed at fuel economy, so you’d expect the figures to be good, but imagine if the E-Pace was some 400kg lighter, like an Audi Q3 is, how much better the figures could have been.
Still, a claimed 5.6 litres per 100km for the two base diesels, and 7.7 for the perkier and petrol powered P250 is pretty good going. The top diesel D240 can give you 6.2L/100km and you’d still be pretty happy with an 8.0L/100km return from the P300, if you ever managed such a figure, which we seriously doubt.
We averaged closer to double figures in all the variants we drove (albeit enthusiastically).
The CO2 outputs range from 147g/km for the bottom two diesels, stepping up to 162g/km for the D240 and 174 and 181g/km respectively for the two petrols.
Surprise, surprise: the X5 M Competition is an absolute hoot in a straight line – and around corners.
The level of performance on tap is unhinged, with the 4.4-litre twin-turbo V8 serving up body shot after body shot.
Off the line, the X5 M Competition hunkers down and then delivers its 750Nm just above idle (1800rpm), holding it all the way to 5800rpm. That’s a staggeringly wide torque band, one that ensures it will relentlessly pull in any gear.
And just as the torque curve springs back into action, peak power arrives at 6000rpm and reminds you that you’re dealing with 460kW underfoot. Make no mistake, this is a truly epic engine.
A lot of the credit has to go to the eight-speed torque-converter automatic, though, as it is almost flawless. We particularly like its responsiveness – it literally kicks down a ratio or two before you think you’ve pushed the accelerator pedal hard enough.
That said, it often has a hard time recognising when the fun is over, holding onto lower gears for longer than required before eventually upshifting.
And while it’s smooth, it is still quick in operation. Just like the throttle, the transmission has three settings, which progressively up the ante. For the latter, the softest setting is too soft, while the medium setting is just right, and the hardest setting is best left for the track.
Needless to say, we adore this combination, but one word of warning: the bi-modal sports exhaust system doesn’t serve up enough aural pleasure. There’s no mistaking this for anything but a booming V8 soundtrack, but characterful crackles and pops are absent.
Now, put your hand up if you assume every M model has a bone-crunching ride… Yes, us too… But the X5 M Competition is surprisingly the exception to the rule.
It comes with Adaptive M Suspension Professional, which consists of double-wishbone front and five-link rear axles with adaptive dampers, which mean there’s bandwidth to play with, although BMW M usually targets sportiness over comfort, even for their softest setting.
Not this time, though, as the X5 M Competition rides a lot better than expected, no matter the setting. Simply put, it’s compliant when other M models are not.
Does this mean it deals with all road imperfections with aplomb? Of course not, but it’s more than liveable. Potholes aren’t nice (but when are they?), and its firmer tune makes speed bumps more challenging to deal with as a passenger, but they’re not deal-breakers.
Despite the apparent focus on in-cabin comfort, the X5 M Competition is still an absolute beast through the bends.
When you’ve got a 2310kg kerb weight, physics are well and truly working against you, but BMW M evidently said, ‘To hell with the science’.
The results are mind-boggling. The X5 M Competition has no right being this agile. In the twisty stuff, it feels like a much smaller car to drive.
Yes, there’s still body roll to contend with in the corners, but most of it is cancelled out by the stunning active anti-roll bars, which do their best to keep things balanced. Handling is also improved by the chassis’ increased torsional stiffness.
Of course, the X5 M Competition’s electric power steering also deserves a shout-out here. It’s super direct, so much so that it’s almost twitchy, but we really love how sporty it feels. Feedback through the wheel is also excellent, which makes cornering even easier.
As always, the steering has two settings, with Comfort well-weighted, while Sport adds a little too much heft for most drivers.
This set-up goes a step further with all-wheel steering, which adds a lot of the agility. It sees the rear wheels turn in the opposite direction to their front counterparts at low speed to improve manoeuvrability, and in the same direction at high speed to optimise stability.
And, of course, the rear-biased M xDrive all-wheel-drive system provides prodigious grip alongside the Active M Differential, which makes the rear axle a better performer when powering out of corners with earnest.
As we found out on some very icy country roads, the electronics let the driver get away with just enough fun (or terror) before stepping in and keep things on track. M xDrive also has a looser Sport setting, but needless to say, we didn’t explore due to the prevailing conditions.
Given the outputs on hand, the X5 M Competition comes with an M Compound Brake system that consists of massive 395mm front and 380mm brakes discs with six- and single-piston callipers respectively.
Braking performance is strong – and it needs to be – but of greater interest is this set-up’s two pedal-feel options: Comfort and Sport. The former is relatively soft from the get-go, while the latter gives plenty of initial resistance, which is right up our alley.
The good news is there’s plenty of genuine Jaguar in the way the car feels to drive, up to a point.
Through long sweeping bends of the medium to high-speed variety, it is great, fluid fun, with minimal body roll, and properly involving, muscular steering.
You can actually feel you’re in a car that’s related to the hugely enjoyable and tough-feeling F-Type. Turn-in is crisp and involving and the front-end set-up feels as sporty as Jaguar people enthusiastically suggest it will be.
And then you arrive, quite quickly, at a 35km/h-marked corner, throw it in and remember that you’re not sitting with your bum anywhere near the ground, and you are piloting a top-heavy machine that weighs nearly two tonnes.
At this point you will get a mild scare, but even then the Jaguar doesn't really misbehave, it simply puts you back in your box and reminds you that a sports car, this is not.
The E-Pace really is a surprisingly heavy vehicle, though, and while that weight can feel like solidity and premium quality while you’re cruising along, it does dull the driving experience on a twisty road.
With diesel-engined cars weighing “from” 1936kg and petrol-engined versions just slightly less, the E-Pace not only weighs in significantly heavier than competitors like Audi’s Q3 or BMW’s X2, it’s actually heavier than its big brother, the F-Pace, despite being a lot smaller (4731 mm vs 4411mm overall length).
The reason is that, while the F-Pace is made of expensive aluminium, the smaller Jag is built on a more steel-heavy platform, a revised version of the architecture Range Rover’s Evoque sits on.
Jaguar says the E-Pace platform is all-new from the firewall forward, so it can have more Jag-like handling, but the decision to share an older design rather than giving it new, lightweight underpinnings of its own is yet another case of saving on cost to get the price tag down.
As sporty as the performance of the up-spec engines is, it’s interesting to wonder just how much better this car might be if it was shaved of 200kg or even 400kg, of weight.
The fact is the E-Pace is not really about being sporty, it’s about stretching the Jag brand as far as possible. If it feels and looks like a Jaguar, and a lot more people can afford one, then genuine sportiness really won’t matter.
For all that, Jag has genuinely managed to engineer in enough Jaguar DNA, particularly in the steering department, to please customers.
On the downside, the ride is unfortunately jiggly and jarring on our rough and broken Aussie roads, particularly if you spec the larger and more attractive 19-, 20- or 21-inch wheels rather than the more sensible standard 17s. And there is quite a bit of tyre roar on coarse-chip surfaces.
The top-spec diesel is meaty and pleasant to use and manages to sound enthusiastic under strain, only becoming slightly clattery at low throttle openings in traffic.
The only time you really notice it’s an oil-burner, however, is when the start-stop system kicks the engine back into life with a cough and a splutter.
Slip down the diesel engine range, however, and the weight-versus-performance equation becomes more noticeable. The base diesel is a bit of a slug, with a 0-100km/h time on the wrong side of 10 seconds, and seems to pause and take a deep breath each time you apply the throttle, or at the base of a hill. Those using the E-Pace for the school run probably won’t mind.
The top-spec petrol engine is, not surprisingly, the pick of the bunch; willing to rev and genuinely quite remarkable when you consider that it is merely a four-cylinder 2.0-litre unit that’s being asked to haul around more than two tonnes of machine and human.
It’s fair to say that, being the hardest working four-cylinders in show business, they sound like they’re straining at high revs rather than having a good time.
It should also be noted that there is absolutely none of the traditional Jaguar growling or howling to be found in the E-Pace.
ANCAP awarded the diesel versions of the X5 a maximum five-star safety rating in 2018. As such, the petrol X5 M Competition is currently unrated.
Advanced driver-assist systems impressively extend to autonomous emergency braking, lane-keep and steering assist, blind-spot monitoring, front and rear cross-traffic alert, adaptive cruise control with stop and go functionality, speed-limit recognition, high-beam assist, driver attention alert, tyre pressure and temperature monitoring, hill-start assist, hill-descent control, park assist, surround-view cameras, front and rear parking sensors, among others. Yep, there’s not much missing here…
Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), the usual electronic stability and traction control systems, anti-lock brakes (ABS) and brake assist (BA), among others.
It seems fair to give extra points to a car that cares about pedestrians, particularly after the autonomous Uber accident, so hats off to the E-Pace for its class-leading pedestrian airbag system, which pops out of the trailing edge of the bonnet to protect slow-moving humans.
Jaguar also combines its blind-spot monitor and its lane-keep assist to come up with something called 'Blind Spot Assist', which will help to prevent you from sideswiping motorcyclists, using flashing lights and corrective steering. Handy. Sadly it's not standard, but it can be had as part of a $1020 'Drive Pack'.
The E-Pace is yet to be crash tested by local authorities, but offers an “optimised body structure” to help it “exceed all safety standards worldwide”.
Six airbags are standard, and there are two ISOFIX points.
Like all BMW models, the X5 M Competition has a three-year/unlimited-kilometre warranty, which is well behind the five-year standard set by Mercedes-Benz and Genesis in the premium segment.
That said, the X5 M Competition also comes with three years of roadside assistance.
And its service intervals are every 12 months/15,000km, whichever comes first. Several capped-price servicing plans are available, with the regular five-year/80,000km version costing $4134, which, while expensive, is not surprising at this price point.