Jaguar F-Pace VS Audi SQ5
- Supermodel looks
- Even more super engine
- More practical than you might think
- Suspension can feel harsh
- Lacks rich exhaust note
- Options as far as the eye can see
- Great chassis
- Loaded with tech
- Petrol engine is smooth and fast
- Could look a bit more exciting
- Now knocking on $100k
- Warranty package starting to look short
New cars are all about sacrifice, right? If you want something sporty, then be prepared to suffer through storage space limited to your internal organs. If you want something practical, then you can kiss the idea of driving something stylish goodbye. And if you want something that can move lots of people, then you might as well head on down to your closest Crocs retailer now, as you clearly value practicality above all else.
But what if you want all three of those things, and all at once? Enter, then, the Jaguar F-Pace.
That Jaguar’s sexy SUV is easy on the eye is a given (I mean, just look at it), but with a supercharged V6 lurking under that shapely bonnet, this S 35t version is not short on performance either. And with oodles of room in both rows of seats, and a boot big enough to swallow an Ikea catalogue’s worth of flat-packed nonsense, it’s pretty damn practical, too.
So what’s the catch?
|Engine Type||3.0L turbo|
Audi's SQ5 is one of those marvellous cars that kind of came out of nowhere and instantly defined a genre. Technically, it probably shouldn't have existed. And for a company that is pretty much straight down the line, the decision to launch it as a diesel seemed extra odd. Not that we minded, of course.
The diesel engine was a masterstroke; André the Giant brawny, and with some clever engineering to make it sound like it actually wasn't an oil-burner. But it wasn't just a straight-line screamer - the SQ5 could corner, and it was tremendous fun while doing so.
So this second-generation car had a lot to live up to. But then - heresy of heresies - we found out that, for the moment at least, the SQ5 would be coming with a petrol engine. Without that Herculean torque figure, it's also slightly slower to the 100km/h benchmark.
So has Audi ended our love affair (by that I mean the one between the SQ5 and me)?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Stylish, practical and a hoot to drive fast, the F-Pace S 35t fills so many briefs it could be an underwear model. It could be louder and more comfortable, though, and the options list can be terrifying.
Jaguar F-Pace or Range Rover Velar; what's your pick? Tell us in the comments below.
It's no hot hatch, but it's fast, stylish and plenty enough fun to be considered the ultimate family all-rounder. Unless your kids are freakishly tall or you need to regularly carry wardrobes, it's a great family wagon that can easily deal with the day-to-day stuff, with a comfortable ride and plenty of space.
Some families, like mine, like some genuine performance with their practicality, and the SQ5 is all the car you'll ever need. It may not be the diesel, it may not have that lovely gravelly silliness, but it still looks and feels great, and is full of some of the most advanced tech in a fast SUV today.
Most important, though, it's just as much fun as it ever was.
Is the SQ5 still on your list without the diesel? Or are fast SUVs the work of the devil?
No doubt about it, the F-Pace was the best-looking SUV on sale (in fact, our very own Richard Berry declared it as such). But that was until the arrival of its Range Rover sibling, the drop-dead gorgeous Velar.
But even now, it would have to be battling it out for second position. Viewed front on, its wide and 3D-effect grille is framed by J-shaped DRLs and this domed bonnet that hints at the F-Pace’s performance potential.
Side-on, massive 20-inch alloys are wrapped in Pirelli P-Zero rubber, while the view from the back captures the dual exhaust tips, roof-mounted spoiler and a sharply raked rear window.
In the cabin, the materials aren't quite up to the standards of newer JLR product (we’re looking at you, Velar), but it’s a very clean, very modern feeling space. The single screen in the centre of the cabin is big, bright and easy to use. Soft touch materials (though they feel a touch old-fashioned ) cover the dash, and the steering wheel is wrapped in lovely leather.
There’s some nice design flourishes, too, like the polished silver elements in the door panels, but it’s not as tech-laden as some of its competitors.
The new Q5 is the usual studied restraint from Ingolstadt. No, it's not a striking piece of design, and some find it hard to tell the new car apart from the old one. Move up to the SQ5 and again it's a bit of a sleeper. The 21-inch wheels look brilliant, and the deeper bumpers and skirts, along with the lower ride height, add a bit of aggression, too.
Inside, the Nappa leather is very nice, especially with the detailed stitching and diamond quilting. There's more space in here than there was before, so while still cosy it doesn't feel tight. As with the rest of the Audi range, the new interior lifts the best bits of the A4, which thankfully did not include the weird pin-stripe detail on the console trim. It has gone the only way it should - out.
Something this good looking shouldn't be this practical. It'd be like flipping Brad Pitt's head open to reveal two cupholders, or discovering Angelina Jolie comes with 745 litres of luggage space. The F-Pace might not be the most practical offering in the segment, but it can carry more stuff and people in more comfort than anything this pretty probably has any right to.
Up front, the cabin is airy and spacious. There are two cupholders hidden beneath a sliding cover, plus another secondary (though quite small) storage bin that separates the front seats, home to the F-Pace’s USB and HDMI inputs, as well as a 12-volt power source. There’s room in each of the front doors for bottles, and quite a large glove box, too.
Climb into the back seat, and there is plenty of room to stretch your legs. Sitting behind my own (178cm) driving position, there’s about 15cm of clear air between my knees and the seat in front. Likewise, there’s plenty of headroom, despite the (optional) sunroof eating into the space a bit.
There's plenty of room across the back of the car for three passengers, but legroom is going to be an issue for the middle rider, with a double whammy of a raised floor section combining with jutting out climate controls, both of which will impact legroom.
Backseat riders can make use of their own climate controls, as well as two 12-volt power sources. A pull-down divider separates the back seat, and is also home to two cupholders. There are two ISOFIX attachment points, one in each window seat in the back.
The auto-opening boot reveals a 508-litre storage space (down from 650 litres in other markets, thanks to inclusion of a space saver spare here), but dropping the 40/20/40 split-fold back seat from the easy-reach controls in the boot will approximately triple that volume.
There’s a 12-volt power source in the boot, as well as luggage hooks. The speed-limited space-saver spare is hidden under a flat load shelf in the boot.
As before, the SQ5 is comfortable but cosy. Front-seat passengers are, of course, perfectly fine, and rear-seat dwellers have reasonable head and leg room - our six-foot-two teenager was happy enough back there. Rear-seat passengers can also choose their own climate-control temperature.
Two cupholders are provided front and rear, for a total of four, and the doors each have pockets with bottle holders.
Based as it is on the Q5, boot space is up over the old model by 10 litres, meaning between 550 and 610 litres when the rear seats are in place, and then 1550 litres with the seats folded. Like its cousin the Tiguan, the rear seats slide forward and back.
Price and features
As always, the devil is in the detail here, with the F-Pace S 35t's $104,827 list price dwarfed by a monstrous options list that shot our test car's as-tested figure up by almost 50 per cent, to $149,717.
Resist the list, however, and you won't be going home empty handed. Outside, you'll find 20-inch alloys, a sport-flavoured bodykit, LED headlights with J-shaped DRLs, red brake calipers and a powered boot all as standard.
Inside, you'll find leather and suede seats, dual-zone climate and a soft-grain leather steering wheel. Tech is covered by an 8.0-inch, navigation-equipped touchscreen that pairs with an 11-speaker Meridian stereo - but there's no Apple CarPlay or Android Auto. A second, 5.0-inch colour screen is housed in the driver's binnacle.
One factoid I really like telling people is that the SQ5 was, for quite some time, the biggest-selling single Q5 model in the country, despite costing upwards of $90,000 on the road.
This new car weighs in at $99,611. Standard are 21-inch alloys, three-zone climate control, a 10-speaker stereo, ambient interior lighting, a comprehensive safety package, reversing camera, around-view cameras, front and rear parking sensors, auto park, keyless entry and start, nappa leather interior, active cruise control, electric heated front seats, sat nav, auto LED headlights, auto wipers, an electric (foot-wavey) tailgate, a wireless hotspot, Audi's 'Virtual Cockpit' digital dash and a space-saver spare.
The media system is Audi's MMI system, which is displayed on the 8.0-inch screen perched on the dash. Controlled by a rotary dial or a touchpad just in front of the dial, it's also got Apple CarPlay and Android Auto as standard. The sound is good and it's even better if you go for the $5600 'Technik package', which adds a 19-speaker Bang & Olufsen system, head-up display and the brilliant Matrix LED headlights, all of which we had on our test car. While $5600 isn't messing about, it's a fair bit of stuff, especially when you consider the Matrix LEDs alone cost half of that on some Audis.
Engine & trans
The headline act here is the thumping supercharged V6 that helps give this performance-focused F-Pace its smile-inducing personality.
The 3.0-litre engine produces 280kW at 6500rpm and 450Nm at 4500rpm, sending its power to all four wheels via a slick eight-speed auto transmission. Those numbers translate to a 0-100km/h sprint of 5.5secs (not bad for a 1.8-tonne SUV), and will push the F-Pace on to a 250km/h top speed.
That engine pairs with a torque vectoring system borrowed from the F-Type, which can apply gentle braking to the inside wheel when cornering, helping the F-Pace stay glued to the driving line. A 'Configurable Dynamics' system (which isn't the sexiest name) also allows you to cycle through driving modes, adding weight to the steering, sharpening throttle response and tuning the gearing to its sportiest setting.
The two-tonne-plus (tare) SQ5 streaks from0-100km/h in 5.4 seconds, with power reaching the road via Audi's Quattro system with a mechanical centre diff. Torque is generally apportioned 40/60 front to rear, but can be 85/15 either way when needed. The eight-speed ZF continues on and is, as ever, brilliant.
Well, there's always a flip-side to prodigious power, and that is inevitable pain at the bowser. That said, Jaguar claims this go-fast F-Pace will sip 8.9L/100km on the combined cycle, which isn't too bad (though if you drive it the way you will definitely drive it, you can expect that number to climb considerably).
Emissions are a claimed 209g/km of C02, and the F-Pace is home to a 63-litre tank.
The mark of a genuinely sporty SUV is that you can forget you’re driving an SUV at all, and even the lightest touch of the F-Pace’s super-sensitive accelerator teleports you into a low-slung sports car.
The power on offer from that thumping V6 is so ample that, in day-to-day driving, you’re only feathering the throttle, with the the tiniest of inputs enough to get you up and moving, while a millimetre more unlocks enough punch to overtake with ease.
But flatten the pedal and the F-Pace lunges forward with startling pace, accompanied by this strange soundtrack (less a guttural grumble, more an orchestral hum) from under the bonnet, both of which serve to whisk you away from the boring world of practical SUVs, at least while you keep the pedal pinned.
The suspension isn’t perfect. In its harshest setting, you can really feel the bad bits of road enter the cabin, and even in its softest settings it can be caught out by badly broken surfaces. It is not as comfortable or as cosseting as some luxury SUVs can be, and the sporty, figure hugging seats are less comfortable on longer drives. But that’s a price I’m willing to pay.
The flip-side, though, is that the F-Pace feels always dynamic. There’s very little roll in the body, the steering is sharp and direct, and it feels far more low-slug than it actually is.
Sportiness is only part of the story, and at city speeds the F-Pace is an easy drive. The vision out of every window is fabulous, there’s ample room in the back seat, and it's really more fun - and more dynamic - than something this practical deserves to be.
One downside, though, is that it’s easy to catch the attention of the traction control. If you’re turning while going over a speed bump, for example, or accelerating too hard from a standing-start corner, the nanny will step in, sucking power away from your right foot for a couple of noticeable seconds before letting you get back on your way.
The old SQ5 wasn't perfect, by any stretch, but goodness gracious was it a barrel of laughs. No car as heavy or as high-riding as the SQ5 had any right to be so much fun, but somehow it was, without the compromise of a super-hard ride or a din from fat tyres.
The numbers are a bit of a compromise; weight is down by around 130kg, but you're also missing 200Nm compared to the old car. The colossal torque figure was a big part of that car's appeal, and I did miss it. However, once I'd got over that, I found something just as fun underneath.
As with the rest of the Q5 range, it's quieter on the cruise and the cabin is once again the best in the business, borrowing much from the A4. With adaptive dampers set in comfort mode, it's comfortable and compliant and road noise is kept to a minimum. I'm not a huge fan of the light steering in this mode, but it's set to be low stress rather than man-handled.
Step up into Dynamic and everything beefs up; the ride stiffens and the car actually drops to lower the centre of gravity. The exhaust opens up and starts popping and farting, too, while the steering weights up and the throttle drops any easygoing slack.
Throwing it down through the bends of some NSW Blue Mountains back roads, this car sparkles. It's tons of fun (literally), with the security of the of the Quattro drivetrain underneath. The exhaust isn't quite enough to make me want to wind the windows down on a cold morning, but it's amusing enough inside given the stereo plumps up the racket a bit.
Despite being down on torque, it still feels very strong in the mid-range. It doesn't quite have the organ-squishing punch of the diesel, but the smoother, more linear delivery feels more conventional, particularly with most of the power heading to the rear wheels.
The F-Pace S arrives with front and rear parking sensors, a reversing camera and six airbags (front, front-side and curtain) as standard, all of which joins more advanced safety equipment like AEB, 'Lane Departure Warning' and cruise control with a speed limiter.
The SQ5's five-star ANCAP rating (May 2017) comes courtesy of eight airbags, ABS, stability and traction controls, exit warning system (which lets you know if you're about to clobber a cyclist, pedestrian or approaching car), cross-traffic assist (stops you turning across approaching traffic), blind-spot warning, forward collision warning (up to 250km/h), around-view camera and front and rear AEB.
There are three top-tether restraints and two ISOFIX points.
The F-Pace S is covered by a three-year/100,000km warranty, and will require a trip to the service centre every 12 months or 26,000km. Jaguar also allows you to prepay your service costs for up to five years or 130,000km, with a service plan currently priced at $1800.
Audi offers its three year/unlimited kilometre warranty, which is competitive in the segment, but much cheaper cars (and Lexus, for that matter) offer more. You can pay for a further four years and up to 160,000km on top of the standard warrant. Roadside assistance is yours for the duration of the standard warranty.
Servicing comes every twelve months or 15,000km, and you can purchase a plan to cover the first three years or 45,000km, whichever comes first, for $1870 - which is $280 more than any of the other Q5s.