Jaguar F-Pace vs Polestar 2 Long Range

What's the difference?

The F-Pace has been gifted new styling, new engines and more practicality making it an even better SUV than it already was. You could seriously pick any of the grades and be happy with your purchase. Then there’s the question of the engine…

Jaguar says there’s a few more years left in the combustion engine yet, but we know exactly how many years – four, because the company has gone on the record announcing it will go fully electric by 2025. The question for you is – how will you ring out the end of an era – with a four-cylinder petrol, a six-cylinder turbo diesel, an inline turbo six petrol or a cracking V8? 

The sweetspot in the range is the R-Dynamic SE 400, with just enough luxury and more than enough grunt.

This latest update for the Polestar 2 is lovely, but driving the original is a reminder of how solid this car has always been if you overlook the inherent impracticalities of being an EV on a combustion-engine platform.

The fact you still get steady flow of over-the-air software updates bringing new features, plus you can now upgrade to the new Qualcomm processor chip, saving some coin and getting a second-hand model that’s a couple of years old isn’t a bad option at all.

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

The very first F-Pace arrived in Australia in 2016 and even after all these years and the arrival of more rivals I still think it’s the most beautiful SUV in its class. The new one seems to look a lot like the old one, but the styling updates have kept it cool.

If you want to see instantly how the design of the F-Pace has evolved from the original to the new one, be sure to watch my video above.

Short story is, this new F-Pace has been given a pretty major styling overhaul inside and out.

Gone is the old F-Pace’s plastic beak. That sounds weird but the previous F-Pace’s bonnet stopped short of the grille and a nose cone had been fitted to cover the rest of the distance. Now the new bonnet meets a larger, wider grille and its flow from the windscreen down isn’t disturbed by a large join line.

Also more pleasing to the eyes is the badge on the grille. The snarling jaguar head is now larger and no longer mounted on a terrible looking large plastic plate. The plate was for the adaptive cruise control radar sensor, but by making the Jaguar badge bigger, the plate was able to be house in the badge itself.

The headlights are slimmer, and the tail-lights have a new design which looks futuristic, but I miss the styling of the previous ones and the way they dipped into the tailgate.

Inside, the cabin has been made over with a giant landscape screen, new chunky climate control dials, a new steering wheel and the rotary shifter has been replaced by a regular upright one which is still small and compact, with cricket ball stitching. Again, take a look at the video I’ve made to see the transformation for yourself.

While all F-Paces have a similar look, the SVR is the high-performance member of the family and stands out with its giant 22-inch wheels, a tough body kit, quad tailpipes, a fixed SVR rear wing, and bonnet and fender vents.

For this update the SVR has been given a new front bumper and larger cooling vents flanking the grille. But it’s more than just tough looks, the aerodynamics have been revised to decrease lift by 35 per cent, too.

What hasn’t changed are the dimensions. The F-Pace is a mid-sized SUV measuring 4747mm end to end, standing 1664mm tall and with the mirrors out is 2175mm wide. That’s not huge, but make sure it’ll fit in your garage.

I’ve always been a fan of the Polestar 2’s exterior design and unlike many new cars it has aged like fine wine over the years. You need to remember the Polestar 2 dates back to 2016 when it was first revealed as a Volvo concept.

It still has clean lines, iconic lightning signatures, plus a tough stance that evokes just a touch of muscle car.

While it has taken me a while to come around to the new blanked-out grille insert, it suits the character of this car given it’s an EV. It also aligns with the wider Polestar design language.

For 2026 there haven’t been any major changes to the exterior. There’s a new sandy-like ‘Dune’ exterior paint colour replacing the silver ‘Jupiter’, plus a new 20-inch forged alloy wheel design for the Long range Dual motor Performance.

Inside, the Polestar 2 looks fundamentally the same as it did when it first launched, in the best and worst ways.

I appreciate how traditional car-like the layouts of the steering wheel, digital instrument cluster and touchscreen multimedia system are. Sure it doesn’t scream ultra high-tech anymore like some of its rivals, but there’s still an understated premium feel to it.

The same can be said for the rest of the Polestar 2’s interior. Everything feels purposeful in a minimalist way which helps make for a clean design.

Speaking of purposefulness, the optional Bowers and Wilkins sound system features a prominent tweeter on top of the dashboard. It looks stunning and is functional, helping to create an incredibly punchy and full sound stage in the cabin.

One of the few finishes I dislike in the interior is the glossy piano black on the steering wheel buttons. You interact with these frequently and it doesn’t take long for fingerprints to present themselves.

There’s now a new synthetic leather upholstery finish for those who opt for the $4700 Plus package. It’s quilted which helps emulate a premium puffer jacket-like look.

Although it’s expensive, the $4400 ‘Bridge of Weir’ Nappa leather upholstery is beautiful and required if you want ventilated front seats. You can only get black and white finishes, which is fine, but bringing back a tan or caramel option would be delicious.

The F-Pace was always practical with a big 509-litre boot and great rear leg and head room for even me at 191cm tall, but the cabin re-design has added better storage and usability.

The door pockets are larger, there’s a covered area under the floating centre console and in a victory for common sense and practicality the window switches have been relocated from the window sills to the armrests.

This is along with a deep centre console storage area, and two cupholders in the front and another two in the rear fold-down armrest.

Parents will be happy to know that all F-Paces come with directional air vents in the second row as well. And there are ISOFIX outboard child-seat anchors and three top-tether restraints, too.

This has always been the downfall of Polestar 2 and it remains true.

While it’s pretty and has a cockpit-like design, the cabin can feel compromised in terms of space and storage. This is primarily due to the centre console which angles upwards sharply, aggressively segmenting the driver and front passenger space.

The only storage spots on the centre console include a shallow shelf under the centre console, a wireless phone charger and another uncovered storage nook under the touchscreen.

It doesn’t help that the cupholder situation doesn’t allow for a proper centre armrest. You either have no cupholders and an armrest, one cupholder and your arm barely reaches the armrest, or two cupholders and the centre armrest flops into the backseat space. It’s not ideal.

Gripes aside, there are still positives to the Polestar 2’s front row. The seats are comfortable on longer drives and allow for a large degree of electric adjustment.

Ahead of the driver the steering wheel thankfully has physical buttons, allowing for easy use on the move. I also love how satisfying the indicator stalk thwack is. It’s the little things that count.

The digital instrument cluster has a minimalist look and can be customised with a few layouts. I particularly like the Google Maps layout which shows your navigation when using the in-built app.

Moving across, the Google Built-in software for the multimedia system is still up there as one of the most usable out there currently. It’s easy to navigate, plus if you get lost there’s a convenient home button at the bottom of the screen.

Both screens are now driven by a more powerful Qualcomm processor chip which allows for better responsiveness, smoother performance and higher download speeds for in-car apps.

Although we didn’t get a huge opportunity to stress test this new chip, it’s definitely an improvement on the old one. You can technically upgrade your old Polestar 2’s chip through a Polestar service centre, though it conveniently doesn’t list how much this costs.

While physical switchgear is limited, there’s still enough to get by. Over the years I’ve grown accustomed to using the touchscreen to change the climate control, though some physical dials and buttons would be nice.

Apple CarPlay and Android Auto are available in wired form only, which is surprising as wireless smartphone mirroring is now commonplace. It does mean however that your phone will charge up reliably.

Moving to the second row, it’s arguably where the Polestar 2 is at its worst. At a leggy 182cm I do fit behind my driving position but headroom is tight.

It doesn’t help that there’s a huge transmission tunnel which technically isn’t needed given this car is fully electric. That’s a downside of using a combustion-engine platform.

Second-row amenities include air vents, two USB-C ports, as well as a fold-down armrest with cupholders. Heated outboard seats are optional.

At the back the button to pop the boot is down where the number plate is. It’s not overtly obvious unless you know where to look.

As standard the tailgate is manually operated and you need to get the $4700 Plus pack in order to get it electrically operated. It also gets a hands-free function which is handy if you’ve got your hands full with bags.

Boot space is 407L with the rear seats upright, expanding to 1097L with them folded. This includes a 43L underfloor section which is large enough for some cables. The boot size is fairly standard for a vehicle of this size and type.

There’s also a 41L front boot which can be used for further cable storage or other various storage needs.

The 2026 Polestar 2 starts at $62,400, before on-road costs, for the Standard range Single motor and extends all the way to $85,080, before on-road costs, for the Long range Dual motor with the Plus and Performance packages.

This is more expensive than the similarly premium-pushing Tesla Model 3 ($54,990 to $80,900, before on-roads), as well as the more budget-oriented BYD Seal ($46,990 to $61,990, before on-roads).

Despite this, Polestar currently has some major deals and offers on new 2026 Polestar 2 stock to the tune of up to $13,000 off the drive-away price. This can see you drive away in a brand-new model for as little as $55,763, drive-away, in Victoria, which is around $5000 less than a base Model 3 RWD.

There’s a catch though… options. There is a slew of option packages and singular options available and they add up quickly.

Most notable is the new $3500 14-speaker Bowers & Wilkins sound system that must be bought in conjunction with the 'Plus package' which is $4700 on all trims besides the Long range Dual motor as it’s already standard.

Annoyingly, a heat pump is part of the $1500 'Climate package' which also brings heated rear seats, a heated steering wheel and heated wiper nozzles. So many carmakers now include heat pumps as standard fare in EVs as they help reduce energy consumption during colder months.

Beyond this, there’s a standard base of equipment which is fine for the price point. Highlights include LED headlights, a 12.3-inch digital instrument cluster, 11.2-inch touchscreen multimedia system, wired Apple CarPlay and Android Auto, wireless charger, dual-zone climate control and heated front seats with electric adjustment.

Jaguar’s engine names sound like forms you have to fill in when you apply for a home loan.

The P250 is a 2.0-litre four-cylinder turbo petrol engine making 184kW and 365Nm; the D300 is a 3.0-litre six-cylinder turbo diesel producing 221kW and 650Nm; while the P400 is a 3.0-litre six-cylinder turbo petrol with outputs of 294kW and 550Nm.

The P550 is a supercharged 5.0-litre V8 producing a colossal 405kW and 700Nm.

The SE grade gives you the choice of the P250, D300 and P400, while the S only comes with the P250 and the SVR of course is powered only by the P550.

The D300 and D400 are new engines, both are straight sixes and replace the V6 engines in the old F-Pace. Superb engines, they are also found in the Defender and Range Rover.

Jaguar calls the D300 and P400 mild hybrids, but don’t be misled by the terminology. These engines are not hybrids in the sense that an electric motor is working to drive the wheels along with a combustion engine. Instead, a mild hybrid uses a 48-volt electrical system to help take the load off the engine by helping it start and running the electronics such as climate control. And yes, it does help save fuel, but not stacks.

There’s plenty of grunt from all these engines no matter which you choose, they all have eight-speed automatics and all-wheel drive.

You are also very likely looking at the last combustion engines to go into an F-Pace. See Jaguar has announced that it will only sell electric vehicles beyond 2025.

Four years and that’s it. Choose wisely.

No changes have been made to the Polestar 2’s electric motor set-up for 2026.

Both the single-motor versions have been rear-wheel drive now for a few years and produce either 200kW or 220kW, depending on the battery pack.

The Long range Dual motor adds a front-mounted electric motor bringing total system outputs to 310kW and 740Nm. It’s capable of doing the 0-100km/h sprint in 4.5 seconds.

The $8980 Performance pack (available only on the Long range Dual motor) bumps the total system power output to 350kW. It also reduces the 0-100km/h sprint to 4.2 seconds.

It doesn’t make sense that Jaguar has announced that it will be going all electric by 2025 yet doesn’t offer a plug-in hybrid in its Australian line-up, especially when there is one available overseas.

Jaguar says it doesn’t make sense either, but by that they mean business sense, in bringing one to Australia.  

So, for fuel economy I’m marking the F-Pace down. Yes, the D300 and P400 use clever mild-hybrid tech, but it doesn’t go far enough to reducing fuel use.

So the fuel consumptions, then. The official fuel consumption for the petrol P250 is 7.8L/100km, the diesel D300 will use 7.0L/100km, the P400 is stated to sip 8.7L/100km and the P550 V8 petrol will drink 11.7L/100km. Those figures are "combined cycle" numbers, after a combination of open and urban driving.

Although we didn’t get to drive it at this media launch, the entry-level Polestar 2 Standard range Single motor has arguably received the biggest refresh of the line-up with this MY26 update.

It now has a slightly larger 70kWh lithium-ion battery pack sourced from CATL, replacing the LG Chem-sourced 69kWh lithium-ion battery. As a result there’s 554km of WLTP-claimed range with up to 554km (up from 546km).

Long range versions still have a CATL-sourced 82kWh lithium-ion battery with between 568km and 659km of WLTP-claimed range, depending on the variant. This is good but Tesla has moved the game forward with its Model 3 Long Range RWD which offers up to 750km of range.

We didn’t get a chance to fully test out energy consumption during this media event, but Polestar claims between 14.8kWh/100km and 17.2kWh/100km, depending on the variant. This is much better than when the Polestar 2 first launched.

While the maximum AC charging rate remains at 11kW across the line-up, the Standard range versions can now DC fast-charge at rates up to 180kW (up from 135kW). This means a 10 to 80 per cent charge can now take as little as 26 minutes.

Maximum DC fast-charging for Long range versions is still up to 205kW, allowing a 10 to 80 per cent charge in 28 minutes. Lots of newer rivals offer faster charging now.

My two test cars at the Australian launch of the new F-Pace were the R-Dynamic SE P400 and the R-Dynamic S P250. Both were fitted with the road noise cancellation system which comes with the optional $1560 Meridian stereo and reduces the level of road noise coming into the cabin.

Which would I rather? Look, I’d be fibbing if I didn’t say the SE P400 with its smooth inline six that has seemingly endless shove, but it’s $20K more than the S P250 and neither engine is low on grunt and both handle and ride almost identically.

That ride has been improved in this new F-Pace with the rear suspension being retuned so that it’s not so firm.

Steering is still on the sharp side, but body control feels better and more composed in this updated F-Pace.

On the twisty and quick country roads I tested the S P250 and SE 400, both performed superbly, with responsive engines, great handling, and serene cabins (thanks to the help of the noise cancelling tech).

The second part of the test was driving both in city traffic for the best part of an hour each which isn’t pleasant in any car. The now wider F-Pace seats were comfortable and supportive, however, the transmission seamlessly swapped gears and even rolling on 22-inch wheels in the SE and 20-inch alloys in the S the ride was excellent.  

While outright practicality isn’t the Polestar 2’s strong suit, once you get on the road this melts away almost instantly.

This EV is and has always been a driver’s car that’s engaging and rewarding to steer. It’s a shame that many people’s first experience with it was likely in the second row as a rideshare with a driver that has a bad case of taxi foot.

Surprisingly, during the media launch drive program we had the opportunity to sample the original MY22 Long range Single motor and compare it back-to-back to the MY26 models. It’s rare this kind of thing happen.

This is notable because single-motor versions made the switch from front- to rear-wheel drive back in 2024.

While the MY22 example feels like a bulldog yet still capable of carving up corners, it holds up well if you ignore the odd cabin rattle and creak. You can also feel a marked difference with how the rear guides the latest MY26 Long range Single motor instead of the front when pushed.

This isn’t apparent in calmer, everyday driving situations. If you’re not a car person you likely wouldn’t be able to tell the difference.

The rear-mounted electric motor produces an adequate amount of oomph, allowing you to get up to speed with ease. Like all EVs you get snappy acceleration from a standstill, which is thrilling.

This is dialled up to 11 in the Long range Dual motor Performance. Although the Model 3 Performance is technically faster, it still feels like this Polestar 2 is quick enough.

In the fully loaded all-wheel drive trim you’re able to carve corners enthusiastically. It’s incredibly confidence-inspiring to chuck into corners as there’s grip for days and a bucketload of power to back it up.

Although the regenerative braking system is pretty powerful already, the Performance pack adds chunky Brembo physical brakes for added peace of mind. Perhaps Tesla could take note of this?

The aforementioned Performance pack also adds manually adjustable Öhlins dampers with a ‘Polestar Engineered’ performance chassis. It’s an incredible package with a dialled-in feel, though if you want to adjust the dampers you need to jack up the car.

If you’re not keen on outright performance, the regular Polestar 2’s suspension set-up still holds its own but has an added level of all-around comfort. It’s an improvement from the original which was a little too firm.

Across the line-up the steering is direct and makes this car feel nimble regardless of where or how you’re driving. You’re able to select from different steering feels which increase or decrease the resistance.

Given EVs have no engine noise, they can sometimes have more noticeable road and wind noise out on the open road. Thankfully the Polestar 2’s cabin is quiet enough, that is unless you’re driving on coarse-chip roads.

The Polestar 2 received a maximum five-star ANCAP safety rating based on testing conducted in 2021.

Standard safety equipment includes eight airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, lane-keep assist, lane centering, front and rear parking sensors as well as a surround-view camera system.

This amount of safety tech is pretty standard fare now, but I particularly like how well they are tuned. It’s more noticeable in a world where new cars from new carmakers continually chime at you even though you’re driving normally.

There are ISOFIX child seat anchorages on the two outboard rear seats, plus top-tether points on all three rear seats.

At the launch of the new F-Pace Jaguar announced that all of its vehicles would be covered by a five-year unlimited/kilometre warranty, a step up from the three-year coverage it used to offer.  

Service intervals? What are they? The F-Pace will tell you when it needs maintenance. But you should sign up for a five-year service plan which costs $1950 for the P250 engine, $2650 for the D300, $2250 for the P400 and $3750 for the P550.

The Polestar 2 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered by an eight-year, 160,000km warranty.

While this battery warranty length is standard, a five-year warranty is getting a little short now in the grand scheme of things as many brands are moving to seven-year warranties.

Owners also get five years' of roadside assistance which can be accessed by pressing the ‘Connect’ button on the overhead console. It’s available 24/7 and includes car recovery and alternative transport, if required.

Logbook servicing is required every 24 months or 30,000km, which is standard for EVs. At the time of writing Polestar Australia was finalising service pricing for the MY26 2 and we'll update this review as soon as we receive the details.

There are a total of 23 Polestar service centres around Australia, a number of them shared with Volvo.