Jaguar E-Pace VS Range Rover
- Exterior design
- Steering feel
- Affordability (for a Jag)
- Cheap interior touches
- Jiggly ride
- No CarPlay
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|
As part of the Jaguar Land Rover family, Range Rover will be part of the group's push into an electrified future from 2020 - and it's already had some practice, albeit not very successfully.
The brand new PHEV 400e, though, already looks better than its previous efforts. With up to 51km of pure electric range claimed, is this the Rangie for a new age?
|Engine Type||4.4L turbo|
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.
Our testing was far too brief to give a considered opinion of the PHEV's capabilities, particularly when it comes to the claimed 51km range of the car under battery power alone. We'll need to drive it locally, and with a juiced battery, to rate its abilities properly.
In terms of it having the chops to be a proper, luxurious Range Rover, it's possible to say that yes, that box has been ticked. Even with a smaller engine, the Range Rover (as tested) passed muster for ride, quiet running and comfort.
Is a petrol-electric hybrid your kind of Range Rover? Tell us 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 Range Rover Sport is the smaller sibling of the Rangie, but both share the same DNA if not the same body panels.
Both shapes remain pretty faithful to the original Range Rover that first surfaced in the 1980s, with its distinctive floating roof, angular rear aspect and bluff nose, though features like the vertical door handles – and indeed the two-door design – of the original are long gone. Both present bluff, vaguely masculine visages, with large glasshouses accentuating their relative sizes.
Inside, both cars are spacious and airy, thanks to that big glasshouse, while the luxury quotient of both is high, thanks to highly refined surface areas and touch points.
About the only let down is the new dual multimedia screen's propensity to show both finger marks and glare, though adjusting the angle of the lower screen does reduce the latter.
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.
Both PHEVs are five-seat propositions only, with additional features set aside for rear seaters including climate controls and vents, loads of connectivity points, touch LED courtesy lights and a comprehensive middle armrest that offers storage and two cupholders.
ISOFIX points are mounted to the outside seats, bottles can be slotted in the doors, and both heating and massage functions can be optioned, along with headrest mounted control tablets.
Front seaters are equally cossetted, with heating, venting and massage seats available via the options list, along with a new, deeper centre console bin, a pair of cupholders and small bottle holders in each of the doors.
One of the big omissions on the hybrid car is any form of spare wheel, thanks to the battery array under the boot floor. A sealant kit and compressor is included, but if the hole is big enough, it won't help.
How do we know? A double flat down the right side of a test car rendered it a lame duck, thanks to large tears in the sidewall of one tyre.
The rear storage area loses 98 litres of space to the regular cars, too, with 802 litres available behind the rear seats, thanks to the load space floor height increasing by 46mm.
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.
To start off, Range Rover Australia will only offer the PHEV drivetrain in two variants; the Range Rover Vogue PHEV 400e will cost around $210,000, while the smaller Range Rover Sport HSE PHEV 400e will start at around $146,000.
Both models will share the same drivetrain, which uses a turbocharged 2.0-litre petrol engine and an 85kW electric motor to output 297kW/640Nm in total. Both cars are all-wheel drive, and have eight-speed autos as the only transmission option.
The Range Rover is the second most expensive variant in the four-engine line-up, only $1000 cheaper than the top-spec V8. The Sport, meanwhile, is about $3800 under the top spec HSE, and $12,000 dearer than the base six-cylinder powered version.
The pair makes up part of Range Rover's MY18 updated line-up, and both will score a new front bumper and grille, as well as new matrix LED headlights that can dim individual diodes to prevent blinding oncoming traffic. The rear bar has been lightly tweaked, too.
Inside, the pair come with the same dual multimedia screen system that launched with the Range Rover Velar, along with other small tweaks to interior finishes.\
As you'd expect, the Rangies are pretty well equipped, given their price point, with automated lights and wipers, leather interior, up to 17 (!) USB and 12v ports, heated and vented seats, sat nav, DAB+ digital radio, a Wi-Fi hot spot, a heated steering wheel, digital TV and Bluetooth streaming.
They both come with AEB as standard, but other driver aids like blind spot monitoring and adaptive cruise control are buried within the extensive options lists.
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.
Parent company Jaguar has supplied its top spec Ingenium 221kW 2.0-litre four-cylinder turbocharged engine, eight-speed auto and proper 4x4 drivetrain for the PHEV, matching it with an 85kW electric motor, 13.1kW/h battery array, transformer and inverter, as well as a charging plug under the front grille.
Combined outputs equal 297kW/640Nm.
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.
Range Rover claims an impressive combined fuel economy total of 2.8 litres per 100km... with the caveat that the battery array must be charged to full capacity.
A 13.1kWh battery that promises an EV range of 51km from a full charge complements its 105-litre petrol tank. Given, however, that our road test loop was less than 20km and the battery wasn't fully charged, we'll wait until we drive the PHEV on home soil to confirm the figures.
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.
Our time aboard the PHEV involved a little on-road work and a proportion of muddy, slick, off-roading that went a long way towards showing off the Rangie's dual personality.
With its array of digital off-road modes that includes snow, grass, gravel, rut and sand, the Rangie tackled some truly testing unsealed scenarios, including a river ford at 600mm (the Sport has an 850mm wading depth, the Rangie itself a 900mm rating), along with some of the slickest mud sections this tester had ever encountered.
And it handled them with aplomb, too. Whether you plan to take your $200k SUV off-road or not is irrelevant – the point is that it's built to do it, all day every day if need be.
On road, the 221kW 2.0-litre turbocharged engine is strong enough to haul the 2500-odd kilogram Rangie up to the national limit without too much fuss, thanks to the 85kW electric motor chiming in as required to boost the bottom line.
Unfortunately, we're not able to verify Range Rover's claims of 51km of electric range, because our tester was presented to us with less than 25km range – and that was quickly burned away on a two km EV-only off-road section.
We managed to restore five per cent of charge through regenerative braking and, erm, excessive revs over our short test run back to base, but we'll have to wait until it's on home soil to get a definitive read on the range of the PHEV.
Other road manners are typically Range Rover-like, with an imperious ride over road bumps, almost eerie silence from road and wind noise and excellent road manners in all modes – including the new-to-Range Rover 'Dynamic' mode.
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.
While AEB and lane departure warning are standard along with a rear view camera and front and rear sensors, other driver aids like adaptive cruise control and lane keep assist must be purchased as optional extras.
Both the Range Rover and the standard Range Rover Sport hold maximum five-star ANCAP ratings.
Range Rover recommends servicing every 12 months or 26,000km, or more regularly if you use it in the bush on a regular basis. It offers a three-year, 100,000km warranty as standard, with free roadside assistance for the duration of the warranty.
No fixed price service plan is currently offered.