Jaguar F-Pace VS Jaguar E-Pace
- 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
- Exterior design
- Steering feel
- Affordability (for a Jag)
- Cheap interior touches
- Jiggly ride
- No CarPlay
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|
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|
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 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.
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.
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.
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.