Jaguar E-Pace VS Tesla Model X
- Exterior design
- Steering feel
- Affordability (for a Jag)
- Cheap interior touches
- Jiggly ride
- No CarPlay
Tesla Model X
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|
Tesla Model X
Tesla - love the brand, or hate it - has done a lot for the automotive industry. It has made electric cars a talking point, something that competitor companies are finally acting on.
I spent a week in the 2018 Tesla Model X 75D, which happens to be the most affordable version of the US company’s crossover. Affordable? Well, that’s really going to depend on your salary.
Read More: Tesla Model X 2018 review
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.
Tesla Model X7.9/10
The Tesla Model X in 75D specification offers a lot of technology for buyers who want to dip their well-heeled toe all the way into the electric mobility pool. There are more conservative and compelling options for customers who think plug-in hybrids are the first step, though - and if you’re not hellbent on a full EV, then we’d suggest maybe you have a bit of a look at what else is on offer.
Could you live with an electric car? 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.
Tesla Model X
That’s just me, and like everyone I’m entitled to my opinion. I know there are people out there who absolutely love the exterior design of the Model X. If you’re one of them, let me know - I have a great optometrist I can refer you to.
Seriously, though - the Falcon Wing rear doors are design overkill. No-one needs back doors that open up like that, and the amount of compromise that has been built into the rest of the vehicle’s design because of them is noticeable - I couldn’t open the back door on the driver’s side of my test vehicle at home because I was apparently parked too close to the bin - the axis angle at the top of the door limited how far the bottom of the door would open. I can’t understate how rubbish this would be if your home parking space was tight.
Plus this example (and the few I’ve seen/sat in prior) had some issues with quality, like mismatched panel gaps around the doors and hatch. Take a look at our photos to see for yourself.
The massive windscreen stretches to above the front occupants’ heads, and it’s tinted to try and eliminate sunlight overhead - and Tesla has added a mesh shield visor that you can slot in, and although it is welcome, it’s flimsy, and would be easy to knock down when you’re moving the actual (magnetised) sun visors.
Now, as a piece of design, the glass is great - but other vehicles with big glass have smart solutions integrated into them, like the Citroen Grand C4 Picasso, with its pull-down blinds and proper sunvisors.
I guess it’s a bit like an architecturally designed house that’s really cool the first time you see it, but really hard to live with. The sunvisors are very thin, and it’s difficult to position them to block the sunlight, especially driving in an easterly direction in the morning (as I do) and a westerly direction in the afternoon (yep, that’s me). Plus, the visors don’t have vanity mirrors - a disaster for makeup artists on the move.
Things I like? The LED headlights and LED daytime running lights are exceptionally good, and the wheels that this model comes with as standard are nice, even if they look a bit dwarfed by the bulk of this slab-sided high-rider.
And if you’ve ever wondered why every Tesla Model X has its rear spoiler in the ‘up’ position at all times, it’s because it’s a fixed spoiler.
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.
Tesla Model X
There are good and bad elements to the interior design.
The ingress and egress to the third row is better than some SUVs because the floor is so low - meaning it’s easy to step in and out of - but also worse than some SUVs because the shape of the opening is odd.
Space in the third row is better left for children or small adults with limited legroom and headroom, and while there are vents back there the vision for occupants is limited; the seats are low, and if you’re little you won’t be seeing much.
If the Model X had electric sliding doors rather than the Falcon Wing doors, it would be more practical. If you park in a tight space, a sliding door allows you to still get out, but these doors won’t even open all the way if the sensors detect they are unable to. That’s annoying, because this is a really wide vehicle, and some parking lots seem to be making spaces smaller and smaller.
Anyway, I’m not going to win the battle of sliding vs gullwing doors here, am I?
The boot space is good - with seven seats up you can make use of the hidden compartment below the floor, and with five seats in use the cargo capacity is very good, too. Then there’s the front trunk - no engine means you get bonus storage, and Tesla claims total cargo capacity for the Model X is 2492 litres for the five-seat version.
You can get a five-seat, six-seat or seven-seat version of the Model X. This vehicle used to have electric sliding and folding second-row seats, but now there’s a push-button system, which still uses some form of electrical pulse to unlock the rails below the seats. While it’s quicker than electric would have been, it's not as simple as, say, a lever like you’d find in the Mazda CX-9.
For outboard second-row occupants the space is okay - I set the driver’s seat in my position and had enough legroom and headroom to be comfortable in the second row. But anyone in the third row would have been squished. The middle-row middle-seat of our test car was less than impressive, with little head room and not much width available.
Storage is well sorted up front, with two large centre bottle holders, plus bottle holders in the front doors (none in the rear, for obvious reasons) and a pair of cupholders up front. The storage situation is poor for those in the back: there are no cup receptacles at all for the second row, but there are dual USB ports. In the third row there are two cup holders, and all three rows have air vents.
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.
Tesla Model X
How much is a Tesla Model X? It isn’t cheap, that’s for sure. But this 75D version is currently the lowest cost model in the brand’s SUV price range.
The price of the 75D kicks off at $125,000 plus on-road costs, or $142,475 drive away - but where you live will determine the drive-away price, because different states and territories have different stamp-duty implications for electric cars. ACT buyers ($142,475 RRP) get a much better dealer than those in WA ($151,174 RRP), for instance.
Pricing jumps significantly if you want the more performance-focused 100D, which also gains extra battery range (prices from $173,805 drive away) or the flagship P100D we tested recently (from $247,385). That’s right - the Model X we have is more than a hundred grand cheaper than the top model.
The Model X comes pretty well equipped from the factory, with a 17.0-inch touchscreen media display featuring Google Maps sat nav with realtime traffic updates, Bluetooth phone and audio streaming, digital DAB radio and integrated TuneIn app connectivity. There's no Apple CarPlay or Android Auto, though.
Other standard items include keyless entry and a self-opening (and self-closing) driver’s door, an electric tailgate, interior ambient lighting, air suspension with ride height adjustment, auto headlights with auto high-beam lights, LED fog lights, power adjustable and auto-folding heated auto-dimming side mirrors. You get 20-inch wheels as standard, but there's no spare wheel - tyre-pressure monitoring is fitted, and if you get a flat, you'll need to call roadside assist.
There are standard heated seats for every occupant and there’s a heated steering wheel, heated windscreen washer nozzles to help defrost if you’re heading to the snow, and if you download the app you can adjust the temperature inside the car remotely - cold starts on winter mornings are a thing of the past.
The app also allows you to monitor the vehicle’s state of charge, enable someone else to drive your car without the keys present (you just have to input your password in the app), and you can unlock/lock the car and/or open the front or rear trunks, start it, honk the horn, flash the lights, set the speed limit or enable ‘valet mode’, so those pesky parking attendants don’t go using all your juice doing speedy starts.
How many seats in the Tesla Model X? Well, you can have it with five seats as standard, six seats for an additional $8300 (with or without a rear centre console) or seven seats for $4100.
Other options fitted to our vehicle included grey painted 20-inch wheels (as opposed to the silver rims you get on the standard version: $2800), the White Premium interior pack ($4600) and the carbon-fibre upgrade ($350), Deep Blue metallic paint ($2100) and the Enhanced Autopilot system ($6900).
So, in the end, our affordable Model X cost more than $175,000 on the road… ouch. You can get any one of a number of petrol or diesel SUVs from competitor luxury brands for less money, and plenty with plug-in practicality, too.
If you want a luxury plug-in hybrid SUV, consider the Volvo XC90 T8 plug-in hybrid from $122,900, or a Porsche Cayenne e-Hybrid from $135,600, or the Mercedes-Benz GLE500e for $129,500, or the Audi Q7 e-tron from $139,900, or the BMW X5 xDrive40e from $124,990.
Admittedly, none are full EVs, but the Audi e-tron model is due next year…
You should also be aware of the wait time associated with a Tesla - the vehicles are built to personal specifications, so unless you’re buying a second-hand car, or a demo from the company’s (small!) stock list, it could mean a wait time of about three months. The Tesla web configurator allows you to get an idea of approximate delivery dates. Some buyers will take that with a grain of salt, though, given customers have waited about two years for their Model 3s.
If you don’t want to wear the depreciation, you could consider a used car - there are pre-owned Model X and Model S examples on Tesla’s website.
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.
Tesla Model X
Not so much an engine, but a 75kWh battery pack with a claimed 210km/h top speed and a 0-100 claim of 5.2 seconds. The claimed driving range for the Tesla Model X 75D is 417 kilometres. You don’t have gears to play with - Tesla’s run a single-speed transaxle, but the stalk to control it is sourced from Mercedes-Benz.
Remember, this isn’t the ‘fast’ Model X. But the D in the name signifies that it has Tesla’s dual-motor all-wheel drive system, ensuring excellent traction for super-quick acceleration.
As you might expect, stepping up to the Model X 100D with a 100kWh battery pack and dual motors increases the performance considerably (0-100: 4.9sec; 250km/h top speed), and also adds more electric driving range (565km claimed).
Go all out on the P100D and apparently your Model X will do 0-100 in 3.1sec, thanks to the addition of Ludicrous Mode, but the battery range drops away slightly (542km). Tesla says it’s the quickest SUV in history - and even in 75D guise it’s pretty rapid.
Every Tesla Model X is prepped for towing, too - the towing capacity is rated at 750kg for an un-braked trailer, and 2250kg for a braked trailer. The tare mass for the Model X is 2352 kilograms.
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.
Tesla Model X
None. Well, it consumes electricity, so if you’re getting your energy from green sources, you can drive carbon-neutral in the Model X.
As mentioned above, a full charge will get a claimed 417km. On test, we picked the Model X up will a full ‘tank’, and got it down to 7 per cent remaining over about 400km - so the claim is pretty truthful.
But yes, I got range anxiety, and yes, I Googled “how long does it take to charge a Tesla Model X?”
The charge time really depends where you do it. If you go to a Supercharger - Tesla’s network of high-amperage, big power output (up to 120kW per car) fast-charge stations, you can expect to get to 80 per cent from empty in about 45 minutes, or all the way to full in a bit more than an hour. It used to be free to recharge at Superchargers, then increased demand saw Tesla introduce a pay-per-use fee, but all Tesla owners get 400kWh of credits to use every year.
If you charge at a destination charger like I did, the results are far, far worse. I parked up at the Supercheap Auto Penrith charge point, which is capable of up to 22kW’ of power output at just 6 amps, and left the car there for a full business day. It started at 7 per cent, and when I got back, it was at 53 per cent.
These destination chargers make sense if you’re going away for the weekend and can leave the car plugged in while you relax at the resort, but you need to know they’re not Superchargers. The network of Superchargers is getting bigger and bigger, and theoretically you can drive from Adelaide to Brisbane using them now.
Every Tesla comes with a wall connector for you to install at home, but there are options for how powerful it can be, and can be “tailored to your home’s supply” - be it three-phase or single-phase. On single-phase power, the output can be 16, 20, 24 or 32 amps. According to Tesla’s Australian site, 16-amp three-phase power will charge at a rate of about 50km per hour, while at 24-amp you could see 80km per hour added (meaning about five hours to fully charge in this spec).
If you want the specs and figures, our Model X had used 136kWh over the total 507km of its life to date, at an average of 269Wh/km. So, if your energy company bills you $0.22 per kWh, it’ll cost you about $30 to do 500km. Not exactly cheap, but you’re not buying a Tesla to save money - and if you have a good home solar array setup, you should be able to run your house and your car at no extra cost.
And Tesla has a deal with AGL so you can charge your car for $1 per day. That means you can theoretically fill it up every evening with energy, and you won’t spend more than $365 for a year of driving.
So, the Model X gets a 10 out of 10 for fuel consumption. But if these ratings included a ‘time-consumption’ figure, it would be a lot less!
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.
Tesla Model X
With two electric motors and a huge bank of lithium-ion batteries to work with, the acceleration of the Model X is impressive. Throttle response is good, and from a standing start you will still impress your friends - even if you don’t buy the Ludicrous version.
On-the-move acceleration is good, too, because there’s no transmission or turbo lag as you’d find in any of the Model X’s natural competitors. It’s quick, and even if you’re driving it sedately it’s nice to know there’s power in reserve if you need it.
It is a heavy vehicle, but the weight is mainly down low, with Tesla’s skateboard battery platform between the axles making it feel suctioned to the ground. The 20-inch rims with Michelin rubber (255/45 front, 275/45 rear) offer tremendous grip, and the traction is better than you’d likely find in other, more traditional SUVs.
The air suspension does a decent job of cosseting those in the cabin from the road surface below, provided it’s smooth. Some shortcomings are noticeable over sharp edges, such as speed humps, where it can feel a bit stiff-legged, and there’s the typical side-to-side wallow you see from airbag suspension.
The electric steering system offers nice accuracy and response, with a linear weighting that means it’s easy to turn the wheel, whether you’re pushing it through corners or simply trying to park it at the shops.
Some things that could be better? The visibility is the biggest issue, for me. This is a big vehicle, and the rear-view mirror is tiny, as is the vision it offers. If you have people in the third row, there’s almost no point even trying to use it.
I used the Enhanced Autopilot system on my commute, and it worked very well, you just need to ensure there’s some pressure on the steering wheel. This isn’t a full autopilot system, and shouldn’t be treated as such: you need to maintain control of the car and be conscious of your surroundings, because it isn’t perfect, and if you disobey its commands to ‘keep light pressure on the wheel’, it will disable for the rest of your drive.
I was surprised there wasn’t a surround-view camera system fitted to this car, especially given there are so many driving-system cameras and radars fitted.
Other concerns? The creaking and groaning of the body and the rubbers as you turn corners, particularly over offset low-speed bends in car parks and the like. This isn’t the sort of thing you hear in the established luxury SUVs.
And of course, if you’re getting a Tesla, spend the money and get the best home-charging solution you can. It’ll put your mind at ease. Or just move close to a Supercharger.
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.
Tesla Model X
There is no ANCAP or Euro NCAP crash test rating for the Tesla Model X, but the vehicle scored extremely well in NHTSA testing the US, scoring the highest rating in history for any SUV.
The Model X sold in Australia gets an array of safety gear, including a collision-warning system and autonomous emergency braking, a reversing camera and parking sensors front and rear, plus there are airbags for first and second row occupants, but no curtain airbag coverage for those in the rear row.
Models fitted with Enhanced Autopilot (which will be all of them, we reckon) have four cameras and 12 ultrasonic sensors that monitor the road and the vehicle’s surroundings. Engaging autopilot means the car works to maintain the vehicle’s line in a lane of traffic, it can change lanes at the tap of the indicator stalk (thus letting the car do the blind-spot checking for you), and it can adjust speed to mimic other road users. It slows to a complete stop, and will take off again when things get moving once more.
In better news for parents, there are ISOFIX child seat anchor points in four of the five rear seats, plus top-tether attachments for all five rear seats - so baby capsules shouldn’t be an issue.
Tesla Model X
Tesla offers a strong eight-year/160,000km warranty for the vehicle, and the warranty extends to unlimited kilometres for the drivetrain.
The company asks owners to service their Model X (or Model S) every 12 months or 20,000km, whichever occurs soonest. And with few moving parts, you’d expect service costs to be pretty low - however, there is no capped-price-servicing plan.
Considering a Tesla? Make sure you check out our Tesla problems page to read up on any issues, faults, common problems and complaints or defects and recalls issued.