Jaguar E-Pace vs Audi Q7

What's the difference?

The Jaguar E-Pace Chequered Flag P250 is a compact, polished premium SUV package. Good value, super safe and spacious, it combines brilliant practicality with comfort and healthy performance. It’s a little thirsty, there are some relatively minor dynamic niggles, and Jaguar’s ownership package needs to lift its game. But for those who don’t have a lot of room to spare, yet don’t want to skimp on the luxury experience, it’s a compelling option in a highly competitive category.  

Overall, changes to the Q7 aren’t quite revolutionary, but that’s okay because it was already a fantastic large SUV.

The fact Audi has kept the price around the same mark and introduced a cheaper entry-grade should be welcome news for prospective buyers.

But even the existing variants are capable and impressive family haulers… and now they’re just that little bit better.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Ian Callum. Jaguar’s design director for 20 years, from 1999 to 2019, evolved the brand’s look and feel from traditional and conservative, to cool and contemporary, without throwing the heritage baby out with the new design bath water.

The E-Pace will be one of the last Jaguars to emerge under his full-time direction (Callum remains a consultant to Jaguar) and at the time of its global launch in 2018 he was keen to highlight the car’s gender neutrality, summing it up as, “Not too genteel; muscular and curvaceous at the same time.”

And it’s hard to argue the point. The E-Pace follows the distinctive Jaguar design template set in place by breakthrough models like the F-Type sports car, and larger F-Pace SUV.

At just under 4.4 metres long the E-Pace is smaller than mainstream medium SUVs like the Mazda CX-5 and Toyota RAV4, but it’s appreciably wider, giving it a broad footprint and athletic stance.

Ultra short front and rear overhangs, and black 19-inch, five-spoke alloy rims enhance that impression, at the same time highlighting a relatively lengthy 2681mm wheelbase.

The Chequered Flag’s dark mesh grilles across the nose, and long tapered LED headlights, complete with ‘J-blade’ LED DRLs around their outer edges, create a recognisably feline face, with dark accenting on the fender grilles and window surrounds adding an extra air of intensity.

A raked, almost coupe-style roofline, tapered side glass, and broad haunches combine to accentuate the E-Pace’s dynamic look, the long, slim, horizontal tail-lights and fat chrome-tipped exhaust outlets both current Jaguar hallmarks.

The interior feels as tightly wrapped and carefully designed as the exterior with the instruments, media screen and key controls clearly oriented towards the driver.

In fact, a specific defining edge sweeps down from the top of the dashboard, around the centre stack and across the console to form a flying buttress barrier (complete with left-side grab handle) between the driver and front passenger.

And if you’re still associating Jags with walnut veneer interiors, think again. An understated ‘Noble Chrome’ finish is used to highlight the gearshift surround, instrument panel, and other details across the dash and doors. 

The upright sports gearshifter is a distinct departure from the rotary controller used in older Jaguar models, yet according to Jaguar, the beautifully tactile front ventilation dials were inspired by the rings of a classic Leica camera lens.

The phrase ‘evolution not revolution’ is applicable here, cliche as it is, with the Q7 having been given a Botox-style lift at the front end.

The standard matrix LED headlights have a higher lighting signature than before, with the lighting elements leading into the lines down the shoulder of the SUV.

The grille now features a hexagonal honeycomb insert, the vertical line styling is now a thing of the past and the functional side vents are a little more aggro.

Overall, it’s a sharper look that brings the Q7 up to date with Audi’s current design language, down to the more angular wheel choices.

At the rear, the new tail-lights are ‘joined’ via a chrome strip spanning the rear, and the lower bumper (with real exhaust exits) has had a refresh.

Audi’s new CI badging (or ‘corporate identity’, pretty sexy stuff) is also present, which includes a new typeface for the ‘Q7’ badge at the rear, which is no longer italicised and is separate from the red ‘S line’ rhombus.

The four rings badge is also flatter and is white with black outlines, rather than a three-dimensional chrome badge.

Inside, the changes are more than skin-deep. In fact, the skin is the same, you’d be hard pressed to notice anything different about the Q7’s interior between pre- and post-facelift without diving into the electronics.

For a car measuring less than 4.4 metres between its bumpers, a 2681mm wheelbase is lengthy, and interior space is also enhanced thanks to the E-Pace’s broad beam and relative height.

Somehow the front part of the cabin feels cozy and spacious at the same time, this strange dichotomy created by the steeply sloping dash and centre console increasing the feeling of space, yet keeping key controls and storage options within easy reach. 

Speaking of which, front seaters are provided with a generous lidded storage box/sliding armrest between the seats (housing two USB-A ports, a micro SIM slot, and 12V outlet), two full-size cupholders in the centre console (with a smartphone slot between them), a loose items tray ahead of the gearshifter, a sizeable glove box, an overhead sunglasses holder and big door bins with enough room for large bottles. 

Special note on the centre storage box. The space extends forward, a long way under the console, so a pair of 1.0-litre bottles can be laid down flat, with plenty of space still on top. And a net pocket on the underside of the lid is great for small, loose items.

Move to the back, and again, despite the E-Pace’s diminutive size accommodation is good. Sitting behind the driver’s seat, set for my 183cm (6.0ft) position, I enjoyed plenty of leg and headroom, even with the inclusion of a standard glass sunroof. 

Shoulder room is pretty handy, too. And backseaters are provided with a lidded storage box and two cupholders in the fold-down centre armrest, netted pockets on the front seatbacks, and useful door bins, with enough room for standard bottles. There are also adjustable centre air vents housed with a 12V outlet and a trio of storage hidey holes.

Cargo space is another plus for the compact E-Pace, offering 577 litres with the 60/40 split-fold rear seat up, expanding to a substantial 1234 litres with it folded down. 

Multiple tie-down anchor points are helpful for securing loads, there are handy bag hooks either side, as well as a 12V outlet on the passenger side, and a netted bay behind the driver’s side wheel tub. A power tailgate is also a welcome inclusion.

Towing capacity is 1800kg for a braked trailer (750kg unbraked) and a ‘Trailer Stability Assist’ system is standard, although a tow hitch receiver will set you back an extra $730. A steel space spare sits under the cargo floor.

Audi has changed the layout and added new apps in the main 10.1-inch multimedia touchscreen, though fortunately it still has shortcuts to all the Big Dogs in terms of functions: media, navigation, phone, etc.

On top of that, everything is still in big, easy-to-see (and press) blocky buttons on the main screen.

The 8.6-inch screen below also still has climate controls readily available, and there are still physical buttons for a bunch of functions including drive modes.

The wide 12.3-inch driver display also remains familiar, though now has a higher resolution and more functionality in terms of on-road help and safety - which we’ll come to later in this review.

Aside from the tech, ‘spacious’ is an understatement when it comes to the big Audi’s cabin. In the front seats especially, the Q7’s central tunnel and dashboard are easy to reach without feeling like an enclosure as they wrap around the front passengers.

However, if I had to level one criticism at the usefulness of the Q7’s front row, it would be that despite there being physically plenty of room, storage is at a premium. 

For something this big, there aren’t many places to put items that aren’t your phone or a drink. 

There are door card holders for bigger bottles, some space for small items, and the cupholders of course, but the space under the central armrest including the phone charger is stingy.

Fortunately, the second row is not lacking space and is modular in its adjustability. Occupants can move seats, adjust their angle, and even sort out the middle seat separately. 

Depending on how high up the variant chain you go, separate climate controls for the middle row and the panoramic sunroof help create a comfortable and roomy feeling.

The second row can also be tucked up behind the front row for easier access to the third row, which (if the second row is slid forward a tad) is just spacious enough for an average adult to be relatively comfortable for a short trip. 

The third row seats are able to be folded or raised with switches that are accessible from the side doors or the (electric) tailgate, where there’s also a switch to lower or raise the rear suspension by 55mm to aid loading.

On that, the Q7 has a claimed luggage capacity of roughly 295L with all seats up, 780L with the third row folded down and 1908L with the second row lowered.

Four variants are available in the Audi Q7 line-up, excluding the performance-bent SQ7. Well, at the time of the launch event, one of those four is yet to arrive, that being the new entry-grade Q7 45 TFSI which starts from $108,815, before on-road costs. TFSI being ‘Turbo Fuel Stratified Injection’ or Audi-speak for ‘turbo-petrol’.

It’s joined by a diesel-powered 45 TDI which starts from $117,284, before on-roads. But ‘entry-grade’ for the Q7 doesn’t mean skint on goodies, both coming in with standard gear like leather-appointed upholstery with heated electrically adjustable front seats, an electric folding third row, wireless phone charging, screens and tech galore, matrix LED headlights, 20-inch wheels, adaptive air suspension, and a slew of safety features including some new stuff, but we’ll get to that later.

The matrix LEDs are one of the main new bits of kit, though a daytime drive route meant not getting to put those to use. They’re pretty, though…

The 45 grades can be upgraded with the $3900 'Premium Package' to add 21-inch alloys, four-zone climate control, black exterior styling and coloured interior ambient lighting.

Stepping up from the 45s are the 50 TDI S line and 55 TFSI S line, which together at $136,815 each form the next rung up from entry.

They’ve got 21-inch wheels and an S line exterior pack along with tinted privacy glass to tell them apart from the entry 45s from the outside, but inside there’s four-zone climate control, ambient lighting, a Bang & Olufsen sound system, a head-up display and proper leather upholstery for the seats.

Australian 50 TDIs and 55 TFSIs come standard with an S line interior pack that includes sports seats, leather steering wheel and shifter, aluminium inlays and door trim, plus black headlining and floor mats with contrast stitching.

There are two option packs at this level: the $4200 'Luxury Seat Package' adds S sports seats that feature an integrated headrest, Valcona leather with diamond stitching, ventilation for the front seats and heating for the second row’s outboard seats.

Then there’s a 'Premium Plus Package' for $5500 which brings 22-inch alloys, sport-tuned adaptive air suspension, dynamic all-wheel steering, a black exterior styling pack and power-assisted closing doors.

Given the update is all up relatively minor, prospective buyers will be pleased to know the same can be said for the pricing changes - even a year ago, the prices for the Q7 variants that were on sale at the time were within a couple of thousand dollars of where they are now.

The E-Pace Chequered Flag P250 is powered by a 2.0-litre, turbo-petrol version of Jaguar Land Rover’s modular ‘Ingenium’ engine, based on multiples of the same 500cc cylinder design.

This ‘AJ200’ unit features an aluminium block and head with cast iron cylinder liners, direct injection, electro-hydraulically-controlled variable intake and exhaust valve lift,  and a single, twin-scroll turbo. It produces 183kW at 5500rpm, and 365Nm from 1300-4500rpm. 

Drive goes to all four wheels via a (ZF-sourced) nine-speed automatic transmission, and an 'Active Driveline’ all-wheel drive system. With a default rear axle bias, it constantly monitors driving conditions, updating torque distribution every 10 milliseconds.

Two independent, electronically-controlled (wet-plate) clutches distribute drive between the rear wheels, the system able to send 100 per cent of that torque to either rear wheel if required.

The four drivetrain options for the Q7 line-up are split between the two ‘grades’, with the 45 TFSI and TDI powering the 'entry-level' cars and the 50 TDI and 55 TFSI as the feature-packed variants.

The most affordable option is the 45 TFSI, which runs a 2.0-litre, four-cylinder, turbo-petrol engine making 185kW and 370Nm.

Like all variants in the Q7 range, the 45 TFSI engine powers all four wheels via an eight-speed automatic transmission. Audi claims the 45 TFSI will hit 100km/h in 7.3 seconds, if that’s your thing when it comes to three-row SUVs.

The rest of the line-up is powered by different versions of the brand’s 3.0-litre V6, all turbocharged, and all with 48-volt ‘mild hybrid’ (MHEV) tech aiming to increase efficiency.

The 45 TDI is, of course, a turbo-diesel 3.0-litre V6 that makes 170kW and 500Nm, also sending power and torque to all four wheels via the same style transmission. Audi says this one knocks over 100km/h in 7.1 seconds.

Similarly, but with more power and torque, the 50 TDI is also powered by a turbo-diesel unit as the name suggests. This one puts out 210kW and 600Nm, making it likely the best choice for towing and such even though all V6 variants boast a 3500kg braked towing capacity. The 50 TDI’s figure to hit 100km/h is a claimed 5.9 seconds.

Finally, the 55 TFSI makes 250kW and 500Nm, and boasts a 5.9-second claimed 0-100km/h time.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.7 litres/100kmL/100km, the Chequered Flag P250 emitting 174g/km of CO2 in the process.

In our week with the car, over close to 150km of city, suburban and freeway conditions (including a cheeky B-road run) we recorded an average of 12.0L/100km, which is getting up there for a compact SUV. That number equates to a real-world range of 575km.

And it’s worth noting that despite the use of lightweight aluminium for key body panel and suspension components, at a touch over 1.8 tonnes the E-Pace is line ball for kerb weight with its larger F-Pace sibling.

Minimum fuel requirement is 95 RON premium unleaded, and you’ll need 69 litres of it to fill the tank.

As you might expect, diesel versions of the Audi Q7 are claimed to use less fuel than their petrol counterparts, so let’s start with those. 

The 45 TDI boasts a claimed 7.0L/100km consumption figure, while the 50 TDI is a little higher at 7.1 litres. Both have 75-litre fuel tanks, and should therefore theoretically get more than 1000km out of a fill.

On to the petrol models, the four-cylinder TFSI 45 has a claimed 9.3L/100km efficiency figure and the V6 TFSI 55's number is 9.0L/100km.

Given the nature of the driving and groups sharing cars during the launch event, we’ll wait until we’re next in a Q7 for a longer time before doing our own efficiency test.

The E-Pace’s bonnet, front guards, roof, tailgate and key suspension components may be made of weight-saving alloy, but this chunky little SUV still tips the scales at a sturdy 1832kg. Nonetheless, Jaguar claims the Chequered Flag P250 will accelerate from 0-100km/h in 7.1sec, which is quick, if not blindingly so.

The 2.0-litre twin-scroll turbo-petrol engine delivers a solid block of (peak) torque (365Nm) from just 1300rpm all the way to 4500rpm, which combined with no less than nine auto gear ratios means healthy mid-range punch is always available.

The transmission’s adaptive shift system reads the way you’re driving to tailor its behaviour accordingly, and it works well. But shifting gears manually via the wheel-mounted paddles adds to the fun and accuracy.

Thing is, despite being finished in racy black, the paddles themselves are plastic which feels ordinary and is a letdown in an otherwise high-end environment. 

Suspension is strut front, ‘integral’ multi-link rear, and ride quality is surprisingly cushy for a high-riding car of this size. No tricky active dampers here, just a well-engineered set-up tuned to cope with a variety of conditions.

That said, the ‘JaguarDrive Control’ system offers four modes - ‘Normal’, ‘Dynamic’, ‘Eco’ and ‘Rain/Ice/Snow’ - tweaking things like the steering, throttle response, transmission shifts, stability control, torque vectoring, and AWD system.

Dynamic is the sweet spot, buttoning everything down just a little tighter, without any major effect on refinement, the car remaining quiet and composed even when driver enthusiasm starts to take the upper hand. 

The variable ratio ‘Speed proportional’ electrically-assisted steering is nicely weighted and points nicely, but road feel is mediocre. On the flip side, the torque vectoring system, which uses the brakes to put the squeeze on a wheel breaking traction in cornering, works seamlessly. 

Brakes are 349mm vented discs at the front and 300mm solid rotors at the rear, and although they arrest the car well enough, initial pedal feel is ‘grabby’, especially at slow speeds. It’s a challenge to grease your pedal application to the point where the effect goes away.

Under the heading of General Notes, the ergonomic layout is hard to fault with super clear instruments and user-friendly switchgear, but the ‘Ebony’ headlining darkens the interior too much. Even though the huge (standard) glass sunroof lets in a lot of light, we’d prefer the lighter ‘Ebony’ shade available on other E-Pace grades (but not this one).

Speaking of the interior, the sports front seats are grippy yet comfortable on longer runs, and their (standard) heating is a big plus on chilly mornings, the (21:9) wide format hi-res media screen is a pleasure to use, and the level of quality and attention to detail all around the cabin is impressive.

Aside from the mild-hybrid now standard on the Q7’s V6 models, there’s not a whole lot to report on in terms of new tricks or surprises from behind the wheel.

But that’s okay, because it means the Q7 remains a supremely comfortable and capable large SUV.

Our test route consisted of plenty of rural driving, with a combination of surfaces that would in some family haulers see the suspension and maybe even steering show cracks in their ability - but the Q7 remains composed.

Given its weight and size, it can feel a little hefty around sharper corners, but the Q7 in these variants (i.e, not its performance-focused SQ7 sibling) isn’t built to be hustled like that.

It feels like the kind of air-suspended loungeroom-on-wheels that would be at home barreling down the autobahn at 180km/h and being completely undramatic about it.

Still, this model shares some moving parts underneath with the likes of the extremely capable Porsche Cayenne, and while the Q7 isn’t quite a giant hot hatch, the sound foundations shine through dynamically.

Of course, when it comes to powertrains, there isn’t really a wrong answer, each engine fits a purpose.

If you’ll ever need to tow (and you can at up to 3500kg braked), the low-down steady urge of the 50 TDI is probably your best bet, but even the 45 TDI is a solid choice for long-range motoring.

The petrol models will better suit those in city situations, and while they never feel truly urgent, the 55 TFSI isn’t without some impressive push for something of this size.

The Q7 is a maximum five-star car according to ANCAP, but the list of safety features is dozens long. 

The highlights include adaptive cruise assist, lane assist and side assist, surround view cameras and new traffic sign recognition plus warnings for approaching cyclists and the like.

In fact, Audi claims there are more than 30 active safety features, and almost all of them are standard across the range. The only one that isn’t is 'Parking Assist' with 'Park System Plus', as Audi calls it - the base 45 TFSI is only equipped with Park System Plus and not Park Assist.

Basically, the 45 TFSI can’t take over the task of parking itself, while the others can.

It’s all handled through radars, cameras, and sensors and when you’re on the road functionality is relatively unobtrusive which is a plus!

For reference, the Q7 has eight airbags including dual-frontal, side-chest airbags for front and second row outboard passengers, plus side head-protecting or curtain airbags for both rows.

On top of that, there are ISOFIX points not only in the second row, but also in the third, totalling five spots all up.

Jaguar’s three-year/100,000km warranty, is well off the mainstream pace, which is five-years/unlimited km, with some brands at seven years. And even in the luxury segment, newcomer Genesis, and the most established of them all, Mercedes-Benz, have recently dialled up the pressure with the offer of a five year/unlimited km warranty. 

Extended Warranty Insurance is available for 12 or 24 months, up to 200,000km.

Service is scheduled every 12 months/26,000km, and a ‘Jaguar Service Plan’ is available for a maximum five years/102,000km, for $1950, which also includes five years roadside assistance.

Audi’s five-year/unlimited kilometre warranty is pretty standard for a premium brand, but five years of free roadside assist and the ability to add a package to extend the warranty both add a little extra to the deal.

For the Q7, a five-year servicing plan is $3820, while the $4370 'Audi Advantage' plan adds two years to the warranty, two more services, and two more years' roadside assist.