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Range Rover


Jaguar E-Pace

Summary

Range Rover

Range Rover. Straight away, you know exactly what I'm talking about. Despite a growing model line-up that now includes the Evoque, Velar and the Range Rover Sport, just about everyone on Earth pictures the brand's big bruiser whenever they hear the name.

A true motoring icon, it might have started life as a posh farmer's tool, but it is now a fixture on suburban driveways everywhere. Big and bold, it's now far more stylish than the utilitarian original, yet still manages to be super-impressive off-road. I know this because I once drove one up a river. Not across, but up. Against the current, in water almost a metre deep.

For 2018, the Range Rover's interior has scored an upgrade and, as ever, a minor tweak in the specifications. But it's still a car that has few genuine rivals.

Safety rating
Engine Type3.0L turbo
Fuel TypeDiesel
Fuel Efficiency6.9L/100km
Seating5 seats

Jaguar E-Pace

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.

Jaguar claims the E-Pace is “the coolest SUV” reasonable money can buy, and with prices starting under $48,000, this really is a Jag for the workers, rather than the bosses.

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.

Safety rating
Engine Type2.0L turbo
Fuel TypeDiesel
Fuel Efficiency5.6L/100km
Seating5 seats

Verdict

Range Rover7.5/10

The Range Rover is a car everyone knows - it's amazingly capable off-road, actually seats five full-size humans and casts a (huge) stylish shadow like no other. Now well into its sleeker fourth generation, it's ageing well and still holds its position as king of luxury SUVs, despite pretenders piling in from all corners.

I wasn't expecting to like the Range Rover. I knew I would respect it, but like? It turns out it's super-quiet, relaxed and, if you spend a few more bucks, has all the gadgets you need to manouevre it about and enjoy the ride, long or short.

Is the Range Rover still top of the pile? Tell us what you think in the comments.


Jaguar E-Pace7.9/10

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.

Design

Range Rover8/10

One of the extraordinary things about Land Rover and sister company Jaguar is the sheer consistency of the design teams over the past decade or so. The Range Rover is a hefty machine, and while it looks big, it does not look as overbearing as a car five metres long and over 180cm tall could.

No, it's not a lithe CX-9 approach, but it maintains the muscular Rangie look with the blacked-out pillars and floating roof and the now-signature laid-back grille and lights. And on our black car, the blacked-out gills on the front doors looked terrific - sometime the lighter-coloured versions look a bit cheap.

Inside is swathed in leather with wood or, if you prefer, metallic finishes. Everything looks and feels substantial. The new 10-inch screen looks a lot more modern than the older version, and it sits atop a redesigned centre console with the new HVAC controls. The old dials on the steering wheel have also been replaced with touch-sensitive dials with digital displays. It's a nice mix of traditional shapes with advanced tech.


Jaguar E-Pace8/10

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.

Practicality

Range Rover9/10

From the get-go, it's huge inside. There is lounging-room aplenty in the first and second rows, and rear seat occupants score their own set of climate controls.

Storage is everywhere, with two deep bins in the front and two front cupholders that slide away to reveal a space big enough for a beagle (okay, slight exaggeration). The rear also features two cupholders and each door will hold a bottle.

Boot space starts at a massive 639 litres and expands to 1943 litres with the rear seats down. There's a ton of space in the boot for things or a hefty dog.


Jaguar E-Pace8/10

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

Range Rover7/10

The Vogue TDV6 starts at a fairly hefty $190,000. You might think that's a lot of money for a seven-seat SUV - and you'd be right.

You do alright for your money, though. The list contains 20-inch alloys, climate control, keyless entry and start, a comprehensive safety package, twin-view front screen, dynamic dampers, front and rear parking sensors, cruise control, digital dash, electric heated front seats, auto LED headlights, auto wipers, acoustic heated windscreen, heated rear seats, partial leather seats, head-up display, active air suspension, heated steering wheel, powered gesture-activated tailgate and a full-size spare.

The new 'InControl' system now pairs with an all-new 10-inch touchscreen, and it looks terrific. The system is finally making some inroads (sorry) into the German competitors' in-car multimedia dominance.

Obviously it has sat nav, but it also has DAB, a Wi-Fi hotspot, a TV tuner, app connectivity (iffy, if I'm honest), and various off-road based stuff. The 13-speaker stereo is a belter, but, frustratingly, no Apple CarPlay or Android Auto. JLR keeps saying "watch this space", and after Mazda recently proved me wrong, it's a claim I'll take a little more seriously.

The car I had for the week also had the 'Pixel Laser' LED lights ($6490), 22-inch gloss black wheels ($5110), sliding panoramic roof ($4420), adaptive cruise ($3600!), black exterior pack ($2730), 'Vision Assist Pack' (foglights, interior ambient lighting and around-view cameras; $2040), Park Pack (rear cross-traffic alert, and side parking sensors; $1280), laminated windows ($830), 'Drive Pack' (blind-spot monitor; $820), wade sensing ($600), ebony headlining ($680), and few extra bits taking us to a grand total of $222,440.


Jaguar E-Pace8/10

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.

Spec levels range through S, SE, HSE and R-Dynamic, and you can have each of those with your choice of five different engines, three diesels and two petrols - the D150, D180 D240, P250 and P300.

All E-Paces sold in Australia are fitted with all-wheel drive, despite European models offering a front-drive only option.

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

Range Rover7/10

Being a Range Rover, it's obviously all-wheel drive with a centre differential for the rough stuff. The TDV6 designation tells us it has a 3.0-litre turbodiesel good for 190kW and 600Nm to shift its substantial frame, weighing in at 2249kg. The dash from 0-100km/h comes up in a surprisingly spritely eight seconds dead, and towing capacity is a muscular 3500kg for a braked trailer.

The eight-speed transmission comes from ZF, and the Vogue even has an incongruous set of paddles for manual changes.


Jaguar E-Pace8/10

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 D240 makes 177kW at 4000 rpm and 500Nm at 1500rpm, and is far more fun, with a 0-100km/h time of 7.4 seconds, and plenty of grunt down low.

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.

Fuel consumption

Range Rover6/10

Land Rover's official combined cycle figure for the Vogue is listed at 6.9L/100km, but in my week with the car doing largely suburban running about, with some highway mixed in, we didn't event get close, returning 12.3L/100km.

Even so, the huge 86-litre tank will ensure you won't have to visit the servo too often.


Jaguar E-Pace8/10

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.

Driving

Range Rover8/10

A Range Rover drives like no other car. It feels big, but with that upright driving position, it's oddly relaxing. Despite needing a little extra attention to keep the car in the lane, the view out over the flat bonnet is pretty unique.

The air suspension provides a plush ride, but can occasionally get itself into a bit of a heaving-sea movement - as it did along a particular road near where I live. The rest of the time it completely insulates you from the road.

Of course, if I'd had the bravery to tackle some serious off-roading, the air suspension can lift the car from its low-riding city stance to 22cm, meaning you can wade through 90cm of water, which is around half the car's height. The people down the road weren't keen on me testing it in their pool. Spoilsports.

You can't easily escape the fact it's exactly five metres long - it squeezes into parking spaces, and the big mirrors help, too. At least the height is rather more commonplace than it was a decade or so ago, so you're less likely to bang into low ceilings.


Jaguar E-Pace8/10

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.

Safety

Range Rover8/10

The Vogue sports six airbags, ABS, stability and traction controls, rollover-stability control, hill-descent control, forward-collision warning, forward AEB, corner-braking control and trailer-sway control.

The Rangie scored a five star ANCAP safety rating in 2013.


Jaguar E-Pace8/10

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.

In active-safety terms, the E-Pace has Emergency Braking tech, with pedestrian detection, which will first prime the brakes after identifying danger, and then activate them if you don’t.

Ownership

Range Rover7/10

Range Rover offers a three-year/100,000km warranty with roadside assist for the duration, which is now starting to look a bit skinny. The website assures me that not only does it cover the usual stuff, but you'll also be rescued if you're on four-wheel-drive only tracks, too.

You can cap your service prices with a service plan of up to five years/130,000km, and servicing is required every 12 months or 26,000km.


Jaguar E-Pace7/10

Jaguar's new E-Pace comes with a three-year/100,000km warranty, which is okay, but not quite the full Kia seven-year deal. It does however, include paint and a six-year anti-corrosion warranty.

A servicing plan is available at a cost of $1500 for five years. Service intervals are 12 months/26,000km for diesel engines or 24 months/34,000km for petrol models.