Jaguar E-Pace VS BMW X4
- Exterior design
- Steering feel
- Affordability (for a Jag)
- Cheap interior touches
- Jiggly ride
- No CarPlay
- Bold, in-your-face styling
- M40i is a little beast
- Good ride
- Limited room in the back seat
- Boot practicality reduced by sloping rear window
- Steering feels a bit numb
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|
Love it or hate it you can’t say the X4 hasn’t been a hit for BMW, just like the bigger X6. Now the completely new version is here – the sequel to the original, the second-generation X4. But is it better?
This one is bigger – but does that solve the practicality issues of the previous one? The outside is completely restyled, but has the ageing interior of the past been turfed? And now that this is not just a rebodied X3 like the previous car was – does it feel like it has its own identity? And then there’s the wilder M40i - could this be the X4's ultimate form?
I found out this week at the new X4's Australian launch.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
This is the X4 I wish BMW started with in 2014 – it feels a far more complete SUV and looks confident in its identity, with a thoroughly modern and cool interior. The M40i feels almost like a completely different car to the xDrive20i in the way it drives. Which reminds me, the X4 M will be here soon – now that is going to be a little monster.
As far as value goes the sweet spot in the range is the xDrive30i – a good price, a great engine, plenty or equipment.
Is this car this or that? Tell us what you think in the comments section below.
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.
The X4 is all about the design, well maybe not all but a large part of the appeal of this SUV is its styling, which can polarise opinion more than a dinner party conversation that turns to politics. These opinions don't matter anyway, because it seems the reason some people don’t like it is exactly why some do.
Like the X6, the X4 is an in-your-face SUV with fastback styling. The X4 does look like a ‘Mini Me’ version of the X6, but it’s actually the X3’s twin under the skin, sharing the same platform and engines. But unlike the first generation this new X4 was built in conjunction with the X3 and not just a rebodied afterthought version of the X3.
While this second-generation X4 shape may appear to look a lot like the original X4 from 2014, there have been some big changes.
Let’s start with dimensions, because this SUV is now slightly bigger. At 4752mm end-to-end the length (4733mm for the M40i) has grown by 81mm and it’s 37mm wider at 1918mm (1938mm for the M40i), but 3mm shorter in height at 1621mm tall.
Its profile is less humpy and more sleek, too. Edges have been smoothed especially around the tailgate which now looks more minimalistic, while the big taillights have been replaced by thin blade-like units.
The headlights have been redesigned and the kidney grille is now enormous – and possibly too large, with structural supports behind it being clearly visible. Have a look at the video above – when the SUV is driving towards the camera they are hard not to see, and once you notice, it’s hard to unsee.
You can tell the sporty top-of-the-range M40i by its grey grille treatment and side vents, plus a trapezoidal dual exhaust. The front bumper is more aggressive than the lower grades, but there’s not much in the way of a tough body kit – even the roof spoiler is low key.
The changes to the X4’s cabin are just as significant. See, there’s only so much cosmetic surgery a car company can do to slow the aging of a cabin before a new generation is needed to start fresh.
The previous X4’s cockpit was starting to date with its small-ish touch screen, analogue instrument dials and older styling, but the new X4’s cabin is impressive with a large dash-top display, a fully digital instrument cluster and modern styling. BMW owners will still find it familiar, with the layout of controls almost identical to every car in the BMW line-up.
Have the interior dimensions grown as well? Is there more legroom? And how does that roofline affect anybody with a head in the back seats? Skip forward to practicality or keep reading to find out what you get for your money.
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.
I was afraid you were going to ask this. Even though the X4 shares so much of the X3’s engineering the body itself limits space inside – which is just the price you pay for the coupe roofline.
So, while the boot capacity may sound good at 535 litres (and that’s only 25 litres less than the X3) the sloped rear window and roof will limit you from carrying taller items. With the rear seats folded down you have 1430 litres at your disposal.
Legroom in the second row of the previous X4 was pretty good, but it’s been improved further now that the wheelbase of has been increased in this second generation. At 191cm tall I can sit behind my driving position with 30mm to spare, thanks also to the cleverly designed front seatbacks, too.
Headroom is where it starts to get ‘iffy’. If you’re as tall as me, you’ll be ok, just, but that roofline drops towards the back so quickly that anybody taller is going to be uncomfortable, especially if there’s a sunroof, which lowers ceiling further.
Up front there are no space issues. BMW says it’s a driver-orientated car which I have a feeling is a diplomatic way of saying only the driver will have the plenty of space and comfort, that and all the dials and control are angled in the pilot’s direction. I was the front passenger for a couple of hours and can report that leg, head and shoulder room was fine for me during my time riding shotgun.
Cabin storage isn’t bad, but could be better. There are large bottle holders in all of the doors, and there are two cup holders up front, but there aren’t cupholders in the back and the bin under the front centre armrest isn’t huge.
Price and features
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.
How much does an X4 cost? It depends which one you get – there are four grades in the line-up. The range starts with the petrol xDrive20i with a list price of $76,900 and there’s its diesel twin, the xDrive20d for $79,900.
Both come standard with a 10.25-inch touchscreen with sat nav, reversing camera, digital radio, six-speaker stereo, cloth-leather seats, auto parking, a head-up display, adaptive suspension, LED headlights, M leather steering wheel and 19-inch alloy wheels. If you want Apple CarPlay you’ll have to option it for $623. Like all BMW's, there's no Android Auto available.
The next grade up is the xDrive30i and it looks to be the best value in the range with a list price of $83,900. It adds full leather upholstery, a 12.3-inch virtual instrument cluster, proximity keys, adaptive LED headlights and 20-inch alloys.
At the top of the range is the M40i at $109,900, and it brings adaptive M suspension and an M Sport differential. There’s a 16-speaker Harman/Kardon stereo, panoramic sunroof, wood trim, heated front seats, ambient lighting and 21-inch M alloy wheels.
The optional Innovations package adds wireless charging, proximity keys and the 12.3-inch virtual instrument cluster for $2200 on the 20i and 20d.
There’s also the $2800 Comfort package which brings heated seats with lumbar support, ambient lighting and wood trim.
As for colours only Alpine White is free – the rest you’ll pay for. Carbon Black, Glacier Silver, Sophisto Grey, Flamenco Red and Phytonic Blue cost $1950, while Sunstone Metallic is $2300.
How does the X4’s price compare to rivals? As a model comparison there’s the Mercedes-Benz GLC Coupe which starts at about $70,000 and heads north to a bit more than $100,000; also check out Jaguar’s F Pace which lives in the same price range and Porsche’s Macan is more expensive at $80-147,000 but did you consider you can step into a Porsche for $10,000 more than the base X4?
Engine & trans
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.
There are four grades in the X4 line-up, a different engine for each and the most affordable is the least powerful.
The xDrive30i is also a 2.0-litre petrol four but makes 185kW and 350Nm, which should be enough for most people but if it isn’t then there’s the six-cylinder turbo petrol xDriveM40i which puts out 265kW and 500Nm.
While the X4 is all-wheel drive, dirt and gravel roads are as adventurous as you should probably get in this SUV. Ground clearance is 204mm which is better than most regular cars.
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.
According to official combined figures, the four-cylinder diesel engine in the xDrive20d uses the least fuel of all X4s at 5.8L/100km. The most fuel-efficient petrol engine is the 2.0-litre four-cylinder in the xDrive20i and the xDrive30i, with both rated at 7.8L/100km. The six-cylinder petrol in the M40i is the thirstiest at 9.2L/100km.
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.
My main takeaway from the original X4 launch in 2014 was that the suspension seemed to be over sprung, which resulted in a jittery, pogo stick-like ride.
This has been fixed for the new X4. The ride is outstanding, even on the giant 21-inch wheels of the M40i.
Helping achieve this is the M40i’s M Sport adaptive suspension – you can either lock it in Comfort or Sport, but adaptive will adjust the dampers on the fly by ‘reading’ your driving style.
I only had the chance to drive the M40i and the xDrive20i – so the top and bottom of the range. The pick for me is surprise, surprise, the M40i. While it’s not a hardcore M car, it comes under BMW’s M Performance banner, or somewhere in between mild and wild.
Its straight six is a beautiful engine. The sound, the grunt, and the power delivery through the eight-speed auto is wonderful, with great acceleration. BMW claims it will do 0-100km/h in just 4.8 seconds.
Don’t get me wrong, the 2.0-litre four cylinder in the xDrive20i isn't flawed, but to me it just doesn’t have the bark or power to match those fighting-dog looks. Or the handling. The M40i feels taut, planted and confident in the corners despite it being an SUV with a high centre of gravity. That M Sport differential is there to reduce under and oversteer, too. The xDrive20i handles well, but more body roll reminds you that you’re not in a Z4.
What didn’t I like, about the driving experience? Visibility out the slim rear window from my driving positition is terrible, but the auto parking system and reversing camera partially solves that problem. Also, the steering in the xDrive20i feels a little numb – it’s accurate and well weighted but I like more feedback. The M40i has the same issue, but to a lesser degree.
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.
The new-generation X4 is based on the X3 which was given the maximum five-star ANCAP rating in 2017. Coming standard across the range is AEB, but in the xDrive20i and xDrive20d it’s a city version which only operates at lower speeds. Step up to the xDrive30i and you’ll get the full AEB which also operates at highway speeds and brings adaptive cruise control and lane keeping assistance. All grades come with LED headlights, lane departure warning and auto parking.
For child seats you’ll find two ISOFIX mounts in the second row and three top tether anchor points.
All grades come with run-flat tyres rather than a spare.
I gave the X4 a better score here than the first-generation car I reviewed earlier in 2018 because of the increase in advanced safety technology. That said, the new X4 did not score an even higher mark because the AEB offered on the 20i and 20d is limited to city speeds. They also miss out on blind spot warning and lane keeping assistance. Also, considering the poor rearward visibility, all X4s should be equipped with reverse AEB and rear cross traffic alert.
The X4 is covered by BMW’s three-year, unlimited kilometre warranty, which is in line with its German luxury competition but lags behind the five-year status quo among mainstream brands.
Servicing is condition-based but you can pre-purchase a variety of service packages to add a bit of certainty to the maintenance bills. Terms range from three years or 60,000km to 10 year or 200,000km, and are available in Basic or Plus levels, with the Plus adding brake pad and disc, clutch and wiper blade replacement.
As an example, the Basic pack costs $1495 for five years/80,0000km, while the Plus package costs $2680 for the same terms.
I'm giving the X4 a fairly low mark here based on the short warranty and the need to pre-purchase the service packages.