Jaguar F-Pace VS Audi SQ7
- 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
- Exhaust sound actuator
- Couldn’t match claimed economy
- Warranty off the pace
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|
Australians can’t get enough of big, burly, luxurious SUVs. Since the Audi SQ7 arrived here in late 2016, a laundry list of high-end, high-performance family trucksters have been refreshed, renewed, or revealed, pushing competition at the top end of the market towards boiling point.
So, after just 18 months in market, how does this brutally quick, seven-seat mothership stand up to a swag of compelling key competitors chasing upper-luxury performance SUV supremacy?
|Engine Type||4.0L turbo|
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.
The Audi SQ7 is fast, beautifully built, and dynamically outstanding. It’s also practical, flexible, and loaded with useful driver assistance, media and safety tech. Can an SUV costing north of $150k be considered good value for money? Yep.
Is the Audi SQ7 your performance SUV of choice? Let us know in the comments.
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.
At the risk of stating the bleeding obvious, the SQ7 is large. At a little under 5.1m long, just shy of 2.0m wide and over 1.7m high, it’s a beefy bus.
But Audi has applied its cool, calm and collected design language to this expansive canvas, resulting in a neat, relatively conservative look that masks the car’s oversize proportions.
A huge version of Audi’s signature ‘single frame’ grille dominates the nose, with confident, straight character lines defining the bonnet shape and the top of the car’s flanks.
Another clue to the SQ7’s size is the fact the optional 21-inch rims fitted to our test example, sitting under gently flared arches, look (proportionally) smaller than the 16s fitted to a Mazda CX-3 Neo.
The rear broadens slightly, while the turret and glasshouse taper distinctly towards the back, and the simple rear end treatment echoes the other 'numbers' in Audi’s SUV line-up (Q3, Q5, and the soon-to-arrive Q8) - although the recently released compact Q2 breaks the mould with a chunkier, more geometric approach.
The interior is all class, with a beautifully finished, swooping dashtop rising over a compact instrument binnacle that houses Audi’s all-digital ‘Virtual Cockpit’ display. The only other interruption is the standard 8.3-inch high-res colour media screen rising proudly from the centre of the dash.
Air vents live inside a long section of horizontal lines across the face of the dash, and ‘our’ car had optional brushed metal and chrome-finish highlights underneath and across the broad centre console.
Standard ambient lighting adds subtle illumination to the centre console and door sill trims, with no less than 30 colours available.
Attention to detail in the look, feel and finish of the ‘Velcona’ leather-trimmed seats is hard to fault, and overall, it’s clear quality was a key driver here.
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.
No surprises here. There’s plenty of room inside, with heaps of breathing space for the driver and passenger, not to mention two big cupholders in the centre console, with a slot for the weighty key in-between them.
There’s also a decent glove box, a lidded storage box between the front seats, a couple of oddments trays (one covered) in the console and generous door bins with bottle holders in the doors. Connectivity is taken care of with USB and aux-in ports, as well as a 12-volt power socket.
Second-row passengers are also sorted, with ample leg and headroom. In fact, Audi claims more than a metre of space between the rear seat base and the headliner.
The centre seat is split 35/30/35, with each segment able to slide fore and aft to increase passenger and load space flexibility. Again, there are door bins with space for bottles, with other storage running to a flip-down centre armrest with twin cupholders (although they’re appreciably smaller than those in the front), and map pockets on the front seatbacks.
Standard four-zone climate control not only means there are air vents for centre row passengers (in the back of the centre console and the rear of the B-pillars), but individual temperature controls for each side of the car. Nice. Plus, there are two 12-volt power outlets back there, as well.
A simple fold-and-roll mechanism for the two outer centre-row seats minimises the acrobatic prowess required to gain access to the 50/50-split third row. As with most seven seaters, the way-back seat is tight for grown-ups but perfectly acceptable occasional accommodation for kids up to about year-nine size, with cupholders and oddments trays thrown in.
When it comes to load space, the SQ7 scores a big tick for its auto tailgate and the sheer volume of its cargo space. Even with the third-row seats upright there’s 235 litres of space available. Enough to hold the CarsGuide pram, with some room for soft bags left over.
Press the buttons on the wall of the load area and the back seats fold (electronically) to expand that number to 705 litres. More than enough to hold our three-piece hard suitcase set (35, 68 and 105 litres), and the pram.
With the second and third row lowered you will have a mega 1890 litres to play with; enough to open a small shop from which you might sell luggage and prams.
The addition of tie-down anchors, a small netted pocket behind the passenger side wheel tub (complete with first-aid kit), yet another 12-volt socket, strategically placed shopping bag hooks and useful lighting push the practicality factor through the roof. The only snag is the lack of a spare wheel (of any description), a repair/inflator kit your only option in the event of a puncture.
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.
With cost-of-entry sitting at $155,511 (before on-road costs), the SQ7 lines up against five well established, performance-luxury SUV competitors at the ‘around $150k’ price point; namely the BMW X5 M50d ($144,990), a relative newcomer in the shape of the Maserati Levante Gransport ($159,990), the Mercedes-AMG GLE 43 Coupe ($146,200), the recently renewed Porsche Cayenne S ($155,100), and the Range Rover Sport SD V8 HSE ($150,200).
So, it’s fair to expect a big basket of standard fruit, and the SQ7 doesn’t come up short.
Highlights include ‘Valcona’ leather upholstery (with S embossing on the front seat backrest), sport front seats (heated and electrically adjustable with electric lumbar support and memory for the driver), four-zone climate control air, ambient lighting, the 12.3-inch Virtual Cockpit instrument display, rain-sensing wipers, a leather-covered sports steering wheel, adaptive cruise control and adaptive air suspension.
You’ll also pick up 20-inch alloy rims, Audi’s ‘Parking system plus’ (sensors front and rear with reversing camera), as well as a 360-degree camera (four wide-angle cameras covering the area immediately around the vehicle), a head-up display (in colour with speed, nav and assistance info), auto LED headlights, LED daytime running lights, and LED tail-lights with dynamic indicators.
And before you start scoffing at those ‘show-off’ scrolling indicators, it’s worth remembering their safety value. As you’ve possibly discovered, too, in misty or foggy conditions, knowing a car up ahead on the freeway is not only changing lanes, but which direction it’s heading in is a huge plus.
But we’re not done yet, the standard features column also includes ‘Audi connect’, including an in-car Wi-Fi hotspot, Apple CarPlay and Android Auto connectivity, a Bose 3D Surround Sound System (19 speakers and a 15-channel 558 watt amp), DAB+ digital radio, and ‘MMI touch’ including nav through the 8.3-inch high-res touchscreen (3D maps, voice control and free text search including handwriting recognition).
Worth noting, though, our test example was loaded with an A3 Sportback’s worth of extras, namely ‘Matrix LED’ headlights - $2200, 21-inch Audi Sport alloys - $4000, the ‘Dynamic Package’ (quattro sport differential, all-wheel steering, electromechanical active-roll stabilisation) - $13,500, a Bang & Olufsen 3D Advanced Sound System - $11,340, Inlays (alternate materials) - $3800, phone box light (wireless charging) - $500, red brake calipers - $950, and premium paint (‘Sepang Blue’) - $7950 (yee-ouch!).
All of that adds up to $44,200, bringing this example within a whisker of $200k.
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 SQ7 is powered by a 4.0-litre, double overhead cam, 90-degree, twin-turbo diesel V8 producing a maximum of 320kW (429hp) from 3750–5000rpm, and 900Nm across a broad plateau of just 1000rpm up to 3250rpm (perfectly placed for peak power to take over at 3750rpm).
Featuring common-rail, direct-injection and variable valve lift (on the exhaust side), the engine gets its added oomph from twin, sequential-charging turbos and an electric compressor (EPC) that acts like a supercharger to keep the turbos spooled up when they’re on low pressure, or completely off-boost.
It’s an amazing set-up that virtually eradicates turbo-lag, with Audi claiming the EPC can accelerate the turbos up to 70,000rpm in less than 250 milliseconds! The arrangement is powered by a 48-volt electrical sub-system delivering a peak output of up to 13kW.
The eight-speed torque converter auto transmission features a Tiptronic function for manual changes via the main selector or wheel-mounted shift paddles.
Drive goes to all four wheels via Audi’s quattro permanent all-wheel drive with asymmetric torque split and self-locking centre diff. Default drive distribution is 40 front/60 rear, with up to 85 per cent able to go to the rear, and 70 per cent to the front axle as required.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.2 litres per 100 km, emitting 190g/km of CO2 in the process. They would be outstanding figures for a hefty, high-performance, seven-seat SUV.
Even with the help of the SQ7’s standard stop-start system, over roughly 300km of city, suburban and freeway driving we couldn’t match the claimed number, recording 11.3L/100km (at the bowser). And speaking of filling up, you’ll need 85 litres of diesel to brim the 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.
With every one of its 900Nm available from just 1000rpm, the SQ7 feels like an erupting volcano from step-off. Audi claims 0-100km/h in 4.9sec, and there’s no doubt it’s properly quick. No 2.4-tonne SUV has a right to accelerate this fast, and the mid-range thrust is formidable, too.
And when it comes to transferring that forward thrust into lateral grip, the SQ7 pulls off a better than passing impression of a much smaller, lighter, lower vehicle.
The electrically-assisted steering delivers satisfying road feel, and the standard air suspension (working in parallel with a five-link independent set-up front and rear) manages to combine excellent ride comfort with impressive body control (thanks in no small part to electromechanical active roll stabilisation) and cornering accuracy.
In ‘enthusiastic’ cornering, grip from the (optional) 21-inch 285/40 Continental ContiSportContact rubber is tenacious, without any discernible penalty in terms of noise or harshness at lower speeds.
The eight-speed torque converter auto transmission features a Tiptronic function for manual changes via the main selector or wheel-mounted shift paddles. It’s quick and smooth in auto mode, and shifts rapidly in the manual setting.
The front sports seats are as comfortable as they are grippy (how good are heated seats on cold mornings, by the way?), and the big ventilated brakes slow this big car calmly and progressively.
While it may not bother you, one thing I’m not a fan of is the sound actuator in the exhaust system. The SQ7 sounds gruff and grunty, more like a petrol V8, but that’s because the system is modifying the noises. It’s like (spoilers) learning Santa Clause isn’t real. Once you know, things are never the same.
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.
As you’d expect, the SQ7 pulls out all stops on active safety tech, featuring ABS, EBD, ESC, ASR, as well as ‘Audi pre-sense city’ with Auto Emergency Braking (AEB) and pedestrian detection (detects impending collisions at up to 85 km/h), and ‘Attention assist’ (alert tone and visual signal if the system senses the driver’s attention may be lapsing).
There’s also an Electronic Differential Lock (EDL), adaptive cruise control with ‘Stop & Go’ function, side assist (including pre-sense rear), rear cross-traffic alert, active lane assist, and ‘Exit warning’ (detects cars and cyclists when opening doors and provides a visual warning to occupants).
Plus, you can expect the Parking system plus system, 'Park assist' (self-parking for parallel or perpendicular spaces), the 360-degree camera, and a head-up display.
But if all that isn’t enough to avoid an impact, passive safety features include airbags for the driver and front passenger, side airbags (seat-mounted for front and rear passengers), head level curtain airbags (for front and rear passengers) and an active bonnet to minimise injuries in the event of a pedestrian collision.
The current (second-gen) Q7 scored a maximum five ANCAP stars when it was assessed in late 2015. And amazingly, top tether and ISOFIX child restraint anchor points are provided for all five seating positions in the centre and rear rows.
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 a three-year/unlimited-km warranty (as well as roadside assist for the same period), which is starting to lag the market when even Ford and Holden are at five years/unlimited km now, without even thinking about Kia’s seven years and Tesla’s eight.
On the up-side, Audi also offers a three-year paint warranty, along with a 12-year rust perforation guarantee.
Maintenance is scheduled by the on-board service indicator (up to 12 months/15,000km), and a three-year/45,000km ‘Audi Service Plan’ fixed-price service plan is available for $1900.