Jaguar takes bold step
Jaguar is dipping its toes into the compact SUV market. And, writes David Thomson, with the EPace it’s going to make quite a splash.
AQUINT ESSENTIALLY British sports and luxury carmaker, these days owned by Indians, is looking to an Austrian-built SUV to spearhead its drive for increased global sales. Welcome to the 21stcentury automotive world and the story of the modern Jaguar, and the EPace.
No matter what a brand’s heritage, it’s now impossible to succeed on the international stage without providing sports utility options. Never mind the SUV options now on offer by Jaguar’s obvious rivals, Audi, BMW, Lexus, Mercedes and Volvo, just look at Bentley, Ferrari, RollsRoyce and Lamborghini — all now either have SUVs in their range or on the way.
Jaguar took its first steps in this direction a couple of years ago with the midsized FPace. Now a second, more compact model — the EPace — has joined the lineup.
As part of a wider automotive grouping that includes Land Rover, Jaguar had a ready source of SUV underpinnings for the EPace — it is based on a modified version of the platform used for Land Rover’s Evoque and Discovery Sport, and sits somewhere between the two in terms of size.
Worldwide, the EPace is set to become Jaguar’s bestselling model, with 80% of buyers being firsttime Jaguar owners. The company isn’t talking specific targets for New Zealand, but in launching the EPace as a range comprising a mixandmatch of petrol and diesel engine choices and three levels of trim, its intent is clear.
Those engines comprise two 2 litre turbodiesels (150kW/380Nm and 180kW/430Nm), and a two
2 litre turbopetrol (250kW/365Nm or 300kW/400Nm). Trim levels are S (150kW diesel and 250kW petrol engines), RDynamic S (180kW diesel or 250kW petrol) and RDynamic SE (180kW diesel or 300kW petrol).
Prices start at $69,990 for the EPace D150 S and run to $89,900 for the flagship EPace P300 RDynamic SE. All models feature fourwheel drive as standard, along with a ninespeed automatic transmission equipped with paddleshifts.
Jaguar supplied the midrange $79,900 P250 RDynamic S for appraisal.
Visually, the RDynamic S differs from the entry level S in having bodycoloured door cladding, front fog lamps, twin tailpipes and a sportier nose and front grille with a metallic surround and subtle RDynamic badging. It also sits on 19inch alloys and 55profile tyres.
The EPace is taller than many of its rivals and this, along with a large grille and blunt, upright nose, makes it appear larger than it actually is. A similar impression is conveyed from behind the wheel and, to a lesser extent, from the rear seats, which rate well for shoulder and head room for a vehicle of this size.
The boot isn’t quite as capacious, though its capacity is still good, and its split load cover is cleverly configured to provide outofsight security with a minimum of fuss.
A poweroperated tailgate is reserved for the topflight SE variant. This, along with the absence of keyless entry, adaptive cruise control, and passenger grab handles above the doors are odd omissions for a midspec model.
Comfort and convenience features that did come as standard on the test car included leather trim, power adjusting heated front seats, dual zone climate control and metal scuff plates. There’s also 360degree camera, rear cross traffic alert, lanekeeping assist and parking assist functions but, once again, a step up to the SE is required to secure blind spot monitoring and highspeed emergency braking.
The test car’s 10inch centre touchscreen was an absolute delight. Mounted low on the dash, the system’s home menu gives access to satellite navigation, media and phone functions. A simple screenswipe activates submenus for economy data, web browsing, contacts, live system (news, notifications, weather, flight tracker), voice control set up and valet mode.
Bluetooth connectivity is seamless and plugged connectivity is provided via dual USB charge points in the lidded bin between the front seats.
The cabin is lifted visually by extensive double stitching on the many leather and faux leather surfaces, and although there are hardtouch plastics lower down, the quality of materials, fit and finish is generally very good.
The EPace’s height ensures a commandstyle driving position. Visibility is especially good forwards and to the side, although somewhat restricted to the rear.
Selectable via a switch beside the gear shift, the EPace provides eco, comfort, dynamic and soft-surface (rain/ice/snow) drive modes, with engagement of the latter requiring an additional confirmation step.
Initial impressions were of a vehicle that is solid and easygoing, but not as mechanically lively as expected. Ride quality and general comfort were good and noise levels — aside from the inevitable coarsechip road rumble — well contained.
The test car’s felt surefooted and the brakes were excellent, but the steering offered little feedback, and hard cornering provoked a combination of body roll and understeer.
Enthusiasts who, like me, have long admired Jaguar for its sports and luxury cars, may find themselves frustrated by aspects of the new EPace. Yet these frustrations are, in part, an entirely predictable outcome of a first step into the compact SUV segment by a brand that has traditionally shunned vehicles of the type that are now key to its success.