Jaguar E-Pace vs Mercedes-Benz GLE-Class

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.  

There’s little wonder the GLE63 S is back for a second go around, after  clearly putting the frighteners on the Audi RS Q8 and BMW’s X5 M Competition and X6 M Competition.

After all, it’s a large SUV that sacrifices little in the way of practicality (especially the wagon) in its pursuit of high performance.

And for that reason, we’re itching to go for another drive – with or without the family.

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

First things first, the new GLE63 S is available in two body-styles, with the wagon appealing to the traditionalists out there, while the coupe targets the style-conscious.

Either way, few large SUVs are as imposing as the GLE63 S, which is a good thing considering it wants to be taken seriously.

Up front, it’s immediately identifiable as a Mercedes-AMG model thanks to its distinctive Panamericana grille insert.

The angry look is punctuated by the angular daytime running lights integrated into the Multibeam LED headlights, while the chunky front bumper has large air intakes.

Around the side, the GLE63 S stands out with its aggressive wheelarch extensions and side skirts, with the wagon getting 21-inch alloy wheels as standard, while the coupe gets 22-inch items.

From the A-pillars onwards, the differences between the wagon and coupe body-styles start to become apparent, with the latter’s roofline much more steeply raked.

At the rear, the wagon and coupe differentiate themselves even more clearly with their unique tailgates, LED tail-lights and diffusers. That said, they do have a sports exhaust system with squared-off quad tailpipes in common.

It’s worth mentioning that the difference in body-style also means a difference in dimensions, with the coupe 7mm longer (4961mm) than the wagon, despite having a 60mm-shorter wheelbase (2935mm). It’s also 1mm narrower (2014mm) and 66mm shorter (1716mm).

Inside, the GLE63 S separates itself with its flat-bottom steering wheel with Dinamica microfibre accents, and multi-contour front seats, which are upholstered in Nappa leather alongside the armrests, dashboard and door shoulders and inserts.

The door bins are of the hard plastic variety. That’s underwhelming in a vehicle that costs this much, as you would hope cow hide – or at least a soft-touch material – would be applied to them.

The black headliner acts as another reminder of its performance focus, and while it makes for a darker cabin, metallic accents feature throughout, while the trim (our test vehicle had open-pore wood) adds some variety alongside the ambient lighting.

That said, the GLE63 S is still filled to the brim with cutting-edge technology, including two 12.3-inch displays, with one the central touchscreen and the other a digital instrument cluster.

Both use Mercedes’ MBUX multimedia system and feature Apple CarPlay and Android Auto support. This set-up is still the benchmark, thanks to its speed and breadth of functionality and input methods, including always-on voice control and a touchpad.

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.

Being a large SUV, you’d expect the GLE63 S to be quite practical, and it is, but what you wouldn’t expect is the coupe to have 25L more cargo capacity than the wagon, at a generous 655L, due to its higher window line.

That said, when you stow the 40/20/40 split-fold rear bench via the second row’s release latches, the wagon has a significant 220L advantage over the coupe, at a cavernous 2010L, thanks to its boxier design.

Either way, there’s a small load lip to contend with, making loading bulkier items a little more difficult, although that task can be made easier with the flick of a switch, as the air springs are able to lower the load height by a handy 50mm.

Better yet, four tie-down points are on hand to help secure loose items,  alongside a couple of bag hooks, while a space-saver spare resides under the flat floor.

In the second row, things are even better, with the wagon offering a crazy amount of legroom behind our 184cm driving position, as well as two inches of headroom for me.

With its 60mm-shorter wheelbase, the coupe naturally sacrifices some legroom, but it still provides three inches of legroom, while its sloping roofline trims headroom to an inch.

No matter the body-style, the five-seat GLE63 S is wide enough to seat three adults abreast with few complaints, with the transmission tunnel on the smaller side, meaning there’s plenty of room for feet.

There’s also plenty of room for child seats, with two ISOFIX and three top-tether anchorage points on hand for fitting them.

Amenities-wise, rear occupants are treated to map pockets on the front-seat backrests, as well as a fold-down armrest with two cupholders, while the door bins can accommodate a couple of regular bottles each.

A  fold-out cubby is positioned below the air vents at the rear of the centre console, containing two slots for smartphones as well as a pair of USB-C ports.

In the first row, occupants have access to the centre console’s cubby, which features two temperature-controlled cupholders, in front of which are a wireless smartphone charger, two USB-C ports and a 12V power outlet.

The central storage bin is pleasingly large and contains another USB-C port, while the glovebox is also on the larger side, and you get an overhead sunglasses holder too. Stunningly, the front door bins can take three regular bottles apiece. Not bad.

While the wagon has a large, square rear window, the coupe’s is a letterbox in comparison, so rearward visibility isn’t one of its strong suits.

Priced from $220,600 plus on-road costs, the new GLE63 S wagon is $24,571 dearer than its predecessor. While the rise is unfortunate, it is accompanied by the fitment of a lot more standard equipment.

And the same is true of the new GLE63 S coupe, which is priced from $225,500, making it $22,030 more expensive than its forebear.

Standard equipment for both cars includes metallic paintwork, dusk-sensing lights, rain-sensing wipers, power-folding side mirrors with heating, side steps, soft-close doors, roof rails (wagon only), keyless entry, rear privacy glass and a power-operated tailgate.

Inside you score push-button start, a panoramic sunroof, satellite navigation with live traffic, digital radio, a 590W Burmester surround-sound system with 13 speakers, a head-up display, a power-adjustable steering column, power-adjustable front seats with heating, cooling and massaging functionality, heated front armrests and outboard rear seats, four-zone climate control, stainless-steel pedals and an auto-dimming rearview-mirror feature.

Rivals for the GLE63 S include the less expensive Audi RS Q8 ($208,500) and BMW’s X5 M Competition ($212,900) and X6 M Competition ($218,900).

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 GLE63 S is powered by Mercedes-AMG’s ubiquitous 4.0-litre twin-turbo V8 petrol engine, with this version pumping out a hard-hitting 450kW of power at 5750rpm and 850Nm of torque from 2250-5000rpm.

But that’s not all, because the GLE63 S also has a 48V mild-hybrid system called EQ Boost.

As its name suggests, it has an integrated starter-generator (ISG) that can provide up to 16kW and 250Nm of electric boost in short bursts, which means it can also reduce the sensation of turbo lag.

Mated to a nine-speed torque-converter automatic transmission with paddle-shifters, and Mercedes-AMG’s fully variable 4Matic+ all-wheel-drive system, the GLE63 S sprints from a standstill to 100km/h in just 3.8 seconds, in either body-style.

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.

The GLE63 S’s fuel consumption on the combined-cycle test (ADR 81/02) varies, with the wagon achieving 12.4L/100km, while the coupe needs 0.2L more. Carbon dioxide (CO2) emissions are 282g/km and 286g/km respectively.

When you consider the high level of performance on offer, all of these claims are fairly reasonable. And they’re made possible by the engine’s cylinder-deactivation technology and the 48V EQ Boost mild-hybrid system, which has coasting and extended idle-stop functionality.

That said, in our real-world testing with the wagon, we averaged 12.7L/100km over 149km. While that’s a surprisingly good result, its launch drive route mainly consisted of high-speed roads, so expect a much higher number in metropolitan areas.

And in the coupe, we averaged a higher but still respectable 14.4L/100km over 68km, although its launch  route purely involved high-speed country roads, and you know what that means.

For reference, the wagon has an 80L fuel tank, while the coupe has an 85L unit. Either way, the GLE63 S only takes more expensive 98RON premium petrol.

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.

Make no mistake, the GLE63 S is a big beast, but it certainly doesn’t act its size.

Firstly, the GLE63 S’s engine is an absolute monster, helping it to hunker down off the line and then charge on towards the horizon with serious vigour.

While there’s so much initial torque to begin with, you still get the added benefit of the ISG, which helps to eliminate lag as the new twin-scroll turbos spool up.

That said, acceleration isn’t always brutal, as the electronic stability control (ESC) is often quick to cut power when under full throttle in  first gear. Thankfully, engaging the ESC system’s Sport mode solves this issue.

This behaviour is somewhat ironic as the 4Matic+ system is seemingly never short of grip, with it's working hard to find the axle with the most traction, while torque vectoring and a rear limited-slip differential proportion torque from wheel to wheel.

Regardless, the transmission provides predictably smooth and predominantly timely gear changes, although they’re definitely not dual-clutch quick.

What’s more memorable, though, is the sports exhaust system, which keeps your neighbours relatively sane in the Comfort and Sport drive modes, but will drive them mad in Sport+, with hilarious crackles and pops heard loud and clear on the overrun.

It’s worth noting that while the sports exhaust system can be manually engaged in the Comfort and Sport drive modes via a switch on the centre console, it only makes the V8 rumble grow stronger, with the full effect only unlocked in Sport+.

Of course, there’s more to the GLE63 S experience, like the fact that  it somehow rides like a large SUV yet handles like a sports car.

The suspension’s air springs and adaptive dampers offer up a luxurious ride in the Comfort drive mode, with the GLE63 S wafting along with confidence. Not even its large-diameter alloy wheels pose too much of a threat to this quality on poorer country roads.

The ride is still more than liveable in the Sport drive mode, although the adaptive dampers become a  too firm in Sport+, with the ride becoming a little too jittery to be bearable.

Of course, the whole point of the adaptive dampers becoming progressively firmer is to help the GLE63 S handle even better, but the real revelations here are the active anti-roll bars and engine mounts, which effectively limit body roll to such a level that it’s almost imperceptible.

In fact, overall body control is impressive, with the GLE63 S not feeling like the 2.5-tonne-plus behemoth it is. It really has no right to attack corners the way it does, with the coupe feeling a touch tighter than the wagon, thanks to its 60mm-shorter wheelbase.

Further confidence is afforded by the sports brakes, which include 400mm discs with six-piston calipers up front. Yep, they wash away speed with ease, which is exactly what you’d hope for.

Also key to the handling is the electric power steering, which is speed-sensitive and has a variable ratio. It’s really quick in the wagon, and even more so in the coupe, thanks to its more direct tune.

Either way, this set-up is well-weighted in the Comfort drive mode, with plenty of feel and just the right amount of heft. That said, Sport and Sport+ make it gradually heavier, but neither make the driving experience better, so stick with the default setting.

Meanwhile, Noise, Vibration and Harshness (NVH) levels are pretty good, although tyre roar is consistent at highway speeds, while wind whistle is prominent over the side mirrors when travelling above 110km/h.

ANCAP awarded the second-generation GLE range its maximum five-star rating in 2019, meaning the new GLE63 S gets full marks from the independent safety authority.

Advanced driver-assist systems generously extend to autonomous emergency braking with pedestrian and cyclist detection, lane-keep and steering assist (including emergency), adaptive cruise control with stop and go functionality, traffic-sign recognition, driver attention alert, high-beam assist, active blind-spot monitoring and cross-traffic alert, tyre pressure monitoring, hill-descent control, park assist, surround-view cameras and front and rear parking sensors.

Other standard safety equipment includes nine airbags, anti-skid brakes, electronic brake-force distribution and the usual electronic traction and stability control systems.

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.

As with all Mercedes-AMG models, the GLE63 S comes with a five-year/unlimited-kilometre warranty, which currently sets the standard for the premium market. It also comes with five years of roadside assistance.

Better yet, the GLE63 S’s service intervals are relatively long, at every year or 20,000km – whichever comes first.

It’s also available with a five-year/100,000km capped-price-servicing plan, but it costs $4450 in total, or an average of $890 per visit. Yep, the GLE63 S isn’t exactly cheap to maintain, but you expected that.