Crossover stays close to its sporty roots
Entry-level Jaguar E-Pace delivers performance with SUV practicality and a touch of luxury
TPORTO-VECCHIO, Corsica he fourth largest island in the Mediterranean, Corsica, birthplace of Napoleon Bonaparte, is mountainous. Monte Cinto is the highest peak, at 2,706 metres, and there are some 120 other summits of more than 2,000 m.
You could navigate the island at a snail’s pace, which means just about any form of transportation will do. But, if you’re in a bit more of a hurry, it would be beneficial to be driving something with a sportier bent because most of the roads bisecting the island tend to resemble a plate of spaghetti. They are also less than forgiving of inattention, having narrow, steep drop-offs and stone walls, (plus rain, fog and standing water).
So, a vehicle with exemplary handing, a firm suspension and decent scoot would come in handy: a Jaguar sports car, for instance. But, as the company has proven with its F-Pace it can successfully package most of those attributes into a crossover.
This brings us to the newest Jaguar SUV, the five-seat, barely compact-sized E-Pace, baby brother to the F-Pace. Among many other things, the 2018 E-Pace, based on Land Rover Evoque underpinnings, is the new gateway to the Jaguar brand, starting at $42,700 and slightly undercutting the XE sedan. There is also the R-Dynamic ($51,000) and the First Edition ($59,000). The base E-Pace selectively available in Standard, S, SE and HSE trims.
Family resemblance to the F-Pace
is readily apparent, so no hardship there. The combination of short front and rear overhangs, roofline sweep, contoured profile and bold grille stylistically define the newest crossover. As this type of vehicle goes, it’s definitely one of the sexier ones.
The E-Pace’s price is at or a bit higher than its nearest rivals, namely the Audi Q3, Mercedes GLA, Infiniti QX30 and the upcoming Volvo XC40, and at 4.4 metres, the Jaguar is about equal to them in length. But the baby Jag sticks it to the majority of its rivals in power, courtesy of the crossover’s turbocharged 2.0-litre four-cylinder engine, hooked up to a nine-speed automatic transmission. In base and First Edition form, the
turbo four squeezes out a solid 246 horsepower. In the R-Dynamic, that same engine is goosed to 296 ponies.
Our ride took place in a European-spec R-Dynamic S. Not only did this model provide the necessary torque to power out of hairpins, it had the upgraded Active Driveline all-wheel-drive system. This setup can transfer almost all the engine torque (295 pound-feet) to either the front or rear axles.
During steady cruising, Active Driveline disengages the AWD system, sending power only to the front axle, yet it will re-engage AWD within 300 milliseconds when a change in driving conditions is detected. Also, at the rear axle, two independent
electronically controlled wet-plate clutches distribute torque between the rear wheels, with the capacity to direct 100 per cent of that torque to either the left or right rear wheels in 100 milliseconds. It was possible to induce understeer in some of the wetter, tighter corners, but the feeling was fleeting as Active Driveline diverted power and gathered up the Jaguar.
The E-Pace’s front suspension uses a lightweight hollow-cast aluminum front knuckle designed to provide additional camber for improved turn-in and reduced understeer.
Much of the drive was conducted in Dynamic mode, not because the other modes (Normal, Eco and Rain, Ice and Snow) weren’t up to snuff, but because Dynamic was the one most appropriate for the wet road conditions.
The most aggressive drive setup, Dynamic affects the steering, throttle response, Active Driveline, transmission, dynamic stability control and torque vectoring by braking.
The E-Pace was given a workout on a fairly gnarly trail, with steep, heavily rutted hills and streams to ford. Even fitted with Pirelli Scorpion Zero all-season rubber, the Jaguar scampered through the dirt and mud without too much effort.
In the cabin, the E-Pace mirrors the driver-focused dash layout of the F-Pace with large, easily readable gauges and a 10-inch touch screen for the infotainment system that reduces the number of hard switches, while a trio of rotary dials operates the climate control functions.
The rear-seat passenger comfort level is entirely dependent on the size of those occupying the front seats. Taller back-seat occupants could find legroom at a premium, though headroom is good. Aft of the 60/40-split folding back seats, there’s 685 litres of cargo capacity, 1,486 l when they’re folded.
The E-Pace comes as close to being a sports car as any crossover since Porsche introduced its best-selling (and pricier) Macan in 2015. While embracing current market demand, it will undoubtedly introduce a legion of new, younger fans to the brand. The E-Pace will be in dealerships later this month.