CORSICA – If Jaguar’s predictions are astute, the SUV on these pages will soon be its bestselling car globally, usurping the F-Pace – it’s first-ever SUV – by drawing in 80% new buyers to the British brand. No wonder, then, that the mood at the global launch of the new E-Pace on the French Mediterranean island of Corsica was notably buoyant. The designers espoused the thrill of penning the E-Pace and the engineers spoke enthusiastically about its new Active Driveline AWD system, backing up their bravado with stints along the drive route on gravel and sand where the setup displayed its traction advantages (and occasional tail-happy countenance).
But, before we find out whether the E-Pace lives up to the hype, some context.
Is there an E-Pace for me?
Launching here in March 2018 in a range comprising a whopping 38 derivatives across five engine variants – D150, D180, D240, P250 and P300, with the letter denoting the fuel type and the numbers representing the power output in PS – four trim levels – standard, S, SE and HSE (plus a First Edition for the first year) – and an additional R-Dynamic package available across all four main grades, Jaguar South Africa certainly appears bullish that it has a model for every need. Pricing spans R601 579 to R901 856, which naturally begs the question: which vehicles would count as E-Pace rivals? (Need more info on the range, including full pricing? Read our news story here.)
The Jaguar’s size and pricing allows us to draw some comparisons. At a whisker short of 4,4 metres, it will go head to head with the BMW X2, as well as the upcoming Volvo XC40, the next-generation Mercedes-Benz GLA and Audi Q3, and even such leftfield options as the bigger Alfa Romeo Stelvio and Lexus NX. Perhaps even the F-Pace? I’m sure Jaguar wouldn’t want us to entertain the idea…
Attractive on the outside … and the inside
All the test vehicles waiting for us in the unseasonably pleasant winter weather when we touched down in Corsica were D240 and P300 models in S grade, with a smattering of R-Dynamic packages in the mix. Especially resplendent in Caesium Blue pictured here, the E-Pace looks expensive, taut and compact. The F-Type headlamps do wonders to distinguish it from the F-Pace (their rear-ends, however, are quite similar in execution) and the optional 20-inch rims on the launch vehicles fill the arches to the brim. Would standard models on 17-inch items look as lavish? Probably not, but there are a variety of wheel designs to tick on the options sheet.
Jump aboard and what strikes you first is the grab handle that bisects the facia and angles the controls towards the driver (there’s that F-Type effect again), then you notice the absence of Jaguar’s rotary transmission controller, here replaced with a traditional pistol shifter, all before the 12,3-inch TFT instrument screen piques your interest. The latter one is optional on most models, mind, but a 10-inch Touch Pro infotainment system is standard across the range (with sat-nav incorporated from S models up).
The standard of fit and finish is as good as anything in this class – after a period of interiors that did not fully convince (XE and XF), Jaguar appears to have judged the balance just right on the E-Pace. There are sturdy plastics at the bottom of the doors that are easy to wipe clean when soiled, and slush-moulded surfaces on the facia and door tops with neat lines of stitching here and there. Only the large swathe of ungrained plastic shrouding the steering column and extending onto the facia detracts from the quality feel.
Overall, there’s just enough room for four adults to get comfy (if five squeeze in, they’ll each find a USB port), with sufficient legroom and scalp clearance, and comfortable seats that are more supportive than is the norm for a second-row bench.
The same can’t quite be said for the front seats, however. Both my driving partner and I failed to get completely comfortable. I struggled with the firmness of the backrest, despite deflating the lumbar-support pockets, while she had issues reaching the pedals. Visibility from the driver’s seat is acceptable, but the heavily slanted A-pillars do obstruct your view at roundabouts and the like.
Does it drive like a Jaguar, though?
I had a chance to sample both the P300 and D240 Ingenium four-cylinder engines, and would unreservedly recommend the latter. There’s nothing notably amiss with the petrol, but because the E-Pace is built on the older Land Rover Discovery Sport platform and not the lighter one that underpins the F-Pace, the E-Pace isn’t exactly a featherweight. At nearly 1,9 tonnes – JLR should really do better with kerbing the mass of its vehicles – the P300’s engine occasionally feels reedy when a swift overtaking manoeuvre is required. It also taxes the nine-speed transmission, which is prone to becoming flummoxed.
The D240, on the other hand, may not match the P300’s overall refinement levels, but its additional 100 N.m of torque is just what’s required to shoot the E-Pace forward with more gusto.
And you might just want to drive the E-Pace with gusto. Despite its arguably outdated platform that’s tasked with striking a balance between on-road prowess and off-road ability, the vehicle is a pleasure to thread along twisting mountain passes (of which Corsica has an embarrassment of riches; if you have the means, pay a visit and rent a car to experience the Tour de Corse tarmac route).
Like all Jaguars, the E-Pace is the product of chief vehicle engineer and chassis god, Mike Cross, and features the company’s Configurable Dynamics drivetrain-management system with four settings – normal; dynamic; eco; and rain, ice and snow. And like most of these systems, I couldn’t really detect a difference in the E-Pace’s responses. So I left it in comfort and revelled in the firm but superbly damped ride on 20-inch wheels; the oily, direct steering that made it simple to place on narrow village streets; and the chassis’ ability to remain relatively flat through fast corners despite the relatively high centre of gravity. Eventual understeer is its main cornering attitude, but that can be countered thanks to the new Active Driveline system that distributes torque between the two rear wheels through two independent, electronically controlled wet-plate clutches. At a steady-state cruise, meanwhile, torque heads forward to kerb parasitic drivetrain losses, aiding fuel consumption in the process.
The result is that the E-Pace looks, feels and drives like a Jaguar. And that’s no mean feat when the product in question is a compact SUV from a manufacturer most known for its elegant, large saloons and sporty two-doors. What this strong brand DNA also suggests is that the E-Pace will be a formidable competitor in the segment for premium midsize SUVs, where brand cachet counts for a lot and exciting design wins admirers. I foresee no reason why the newest addition to the Jaguar stable won’t quickly overtake the F-Pace as its bestseller globally.
