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Ken Gratton24 Jan 2018
REVIEW

Jaguar E-PACE 2018 Review

Jaguar’s new ‘cub’ will deliver competitors a severe mauling in small, prestige SUV segment
Review Type
International Launch
Review Location
Figari, Corsica

Stylish and dynamically capable, the new Jaguar E-PACE has its work cut out for it nonetheless, even before it arrives in Australia. The Jag faces the rampant German badge cachet of known rivals in the small, prestige SUV segment, to say nothing of the added threat posed by upcoming new competitors in the shape of BMW X2 and Volvo XC40. But its range of engines, driveability and value will leave the E-PACE unbloodied and unbowed.

Jaguar will bring the E-PACE to Australia in a comprehensive range of models priced from $47,750 and featuring as standard all-wheel drive, a nine-speed automatic transmission and a diesel four-cylinder engine.

But for the global launch of the new SUV, Jaguar restricted the drive program to two higher-performance variants, the E-PACE D240 S and the E-PACE P300 S R-Dynamic. To decode all that, the model name (‘E-PACE’) indicates its a smaller SUV than the aluminium-bodied F-PACE; ‘D240’ is a 240-horsepower (177kW) diesel four-cylinder engine, and P300 is a 300-horsepower (221kW) petrol four-cylinder engine. Both engines are the most powerful of their respective kind – diesel and petrol – in the range. The trim level for both (‘S’) was just one step up from base grade in the four-tier model walk-up; and the petrol model was fitted with the R-Dynamic cosmetic pack.

So we didn’t get to drive the most affordable D150 diesel variant, which is understandable. Jaguar chose the quickest diesel and petrol alternatives to showcase the performance and driveability of the E-PACE along the twisting, hilly route mapped out for the Corsican drive program. Urban drivers may not need that level of performance for picking up the kids from school, but a broader assessment of the E-PACE will have to wait for its local launch in March.

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Fast, formidable, feline
What can be stated from driving both cars in Corsica is that they do put the ‘sport’ back into ‘Sports Utility Vehicle’. That’s particularly true of the petrol (P300) model, but the torque-rich diesel, with its sequentially-turbocharged induction system is no slouch either.

The diesel in Jaguar’s ‘configurable dynamics’ sport mode could be driven on just the gears, along Corsica's patchy, winding bitumen. Engine braking and positive torque came in handy for the hills and tighter turns on the route, without prodigious application of boot to accelerator pedal. There was more than enough output to maintain above-average speeds with light 'throttle' use, since the nine-speed ZF automatic transmission ensured the right ratio to match the torque, and the paddles fitted enabled responsive gearchanges when warranted.

The shift paddles came as part of the late-arriving R-Dynamics steering wheel option, with Jaguar realising in the car’s final development phase that there was a need for shift paddles without the expense of the full R-Dynamic cosmetic package – previously the only way to specify the E-PACE with shift paddles.

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Fuel consumption ranged from 5.4L/100km to 11.6L/100km for the diesel, depending on whether it was being driven gently on longer, straight stretches of road or the tight, narrow sections that in some cases form the route for Corsica's World Rally Championship round. The diesel sounded sporty under load, yet quiet when cruising. Practically none of the traditional vibration or harshness expected from a diesel was present during the program.

Only when the D240’s idle-stop system restarted the engine did the diesel powerplant reveal any vices. While it's in a different segment and not direct a competitor to the E-PACE, the Volvo XC60 delivers more refined auto starting than the E-PACE.

In contrast with the E-PACE D240, the sporty P300 petrol variant was a willing revver, with the 221kW powerplant happier to deliver stronger output at speeds above the diesel’s redline. Nonetheless there was also abundant torque available at quite low speeds to maintain momentum on hills. Fuel consumption ranged between 8.5L/100km and 20L/100km for the P300 E-PACE, the latter figure posted during harder driving in mountainous terrain – with little opportunity for open-road cruising.

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In ninth gear, with the speedo reading 100km/h, the E-PACE was revving at no more than 1600rpm for either engine. There was no evident labouring or roughness anywhere in the rev range. In fact, the E-PACE was a quiet car on the road generally, occasionally letting loose some forced-induction whooshing when more torque was demanded.

Tauter than Evoque
The D8 platform underpinning the E-PACE is shared with Range Rover Evoque and Discovery Sport, but with modified F-PACE IRS, reduced compliance in the front MacPherson struts and a stronger, stiffer floorpan for significant dynamic gains over the two Rovers.

In Dynamic mode, the E-PACE steered precisely and ramped up the feedback through the wheel. In Eco or Comfort modes the steering was lighter and easier for parking, but the suspension still rode firmly over the patchy bitumen that's common throughout Corsica. And that was despite riding on the 17-inch alloy wheels that came standard with the 'S' trim level.

Roadholding was above expectations, with the front-end grip worthy of note, in particular. Handling was neutral, with the nose tucking in tighter by lifting off the go pedal, and the rear wheels steering the car around with more torque channelled through the rear wheels. On a trailing throttle the E-PACE felt very secure and composed. Brakes provided nice pedal feel for strong but measured stopping too.

Unusually for a media launch, the drive program ran so late that we had an opportunity to try out the LED headlights as night fell. They were truly (and literally) brilliant. And the Head-up display was bright enough also to be (barely) visible while wearing sunglasses.

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Stylish but functional cabin
The driving position was higher than anticipated, so there was no stooping required to ease into the driver's seat from the left of the car. Yet the hip point isn’t too high for kids to negotiate, climbing into the rear. The shapely seats proved to be comfortable over longer distances and held the occupant securely in place when the E-PACE was being hurled around. Curiously however, while the S-grade E-PACE featured a seating position memory for the driver, the steering column was adjusted manually.

Instruments and controls facing the driver follow the standard JLR ergonomic paradigm, which quickly becomes familiar for first-time users. One thing that had me stumped briefly was the electric parking brake – a push/pull control located on the dash, to the lower left of the steering column. It was a little hard to find initially, parked out of sight. For a right-hand drive market like Australia it will likely be located to the lower right of the column.

The advantage to the E-PACE's electric parking brake rests with the way it frees up space in the centre console. Additionally, it’s not something you need to use frequently – not when selecting 'Park' will actuate it automatically anyway, and a prod of the accelerator pedal in 'Drive' will disengage it.

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Jaguar’s centre console storage bin, which the company labels the 'cubby box' in deference to the E-PACE being the ‘cub’ of the family, is one of the most flexible, easy to use systems of its type encountered in recent times. It is genuinely laudable for the tray and bin, both of which lift out for deeper, more accommodating storage, as required. Complementing the functionality of the centre console were the deep door bins, which are good for holding smaller bottles.

The asymmetric sweeping line in the top of the dash is a stylish affectation that lends the E-PACE's interior some cachet otherwise missing from the larger F-PACE. And designers have adopted the F-TYPE's buttresses for the E-PACE, flanking the centre fascia.

Rear-seat accommodation behind the driver’s seat delivered more than enough knee room for an adult of average height, even with the distance of the driver's seat to the pedals and wheel adjusted to suit me – coincidentally a mature-aged person of average height. It’s no long-wheelbase S-Class back there, but adults seated in the rear will remain comfortable enough over longer journeys, especially with headroom that’s also quite generous.

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There were vents back there to keep kids fresh too, and higher-specification variants offer three USB ports for recharging portable devices. According to JLR, the E-PACE in upmarket variants comes equipped with up to five USB ports, and a 4G WiFI hotspot can cater for up to eight portable devices. So the cries of ‘are we there yet?’ should be reduced to a bearable level on holiday jaunts.

That then is the E-PACE, a new contender in the segment that will assuredly shake up the rivals already there, but also with the potential to take the fight right up to the new X2 and the Audi Q3 that’s on the way.

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2018 Jaguar E-PACE D240 S pricing and specifications:
Price: $64,020 (plus on-road costs)
Engine: 2.0-litre turbo-diesel four-cylinder
Output: 177kW/500Nm
Transmission: Nine-speed automatic
Fuel: 6.2L/100km (NEDC Combined)
CO2: 162g/km
Safety Rating: TBA

2018 Jaguar E-PACE P300 S R-Dynamic pricing and specifications:
Price: $70,226 (plus on-road costs)
Engine: 2.0-litre turbo-petrol four-cylinder
Output: 221kW/400Nm
Transmission: Nine-speed automatic
Fuel: 8.0L/100km (ADR Combined)
CO2: 181g/km
Safety Rating: TB

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Written byKen Gratton
See all articles
Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
86/100
Engine, Drivetrain & Chassis
18/20
Price, Packaging & Practicality
16/20
Safety & Technology
18/20
Behind The Wheel
17/20
X-Factor
17/20
Pros
  • Glamorous looks
  • High-performance engines
  • Renowned Jaguar dynamics
Cons
  • No Apple CarPlay or Android Auto
  • Minor ergonomic issues
  • Space-saver spare
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