There was a certain inevitability to the Jaguar E-Pace. With its midsized F-Pace, Jaguar’s first ever SUV, powering an 80-plus percent increase in global sales for the storied British brand over the past year, and demand for the compact Range Rover Evoque blasting past 600,000 units worldwide since 2011, the decision to build a small Jaguar SUV was a no-brainer. Especially as the Evoque and the Land Rover Discovery Sport had provided Jaguar with a platform and a parts bin as a starting point.
The E-Pace shares its basic body structure, powertrains, and sundry other pieces of hardware with the Evoque and the Discovery Sport. But JLR has worked hard to keep the two brands distinct, giving the E-Pace a unique character that’s more than skin-deep. Quicker and sportier, the E-Pace is more fun to drive than either of the Rovers. Which is as it should be. Eager to see it? It has just gone on sale in the U.S., priced between $39,000 and $55,000,
Critics will note that this is only the second-ever Jaguar built on a front-drive architecture, with a transverse-mounted engine under the hood. (The other? The unloved X-Type sedan, which was based on the Ford Mondeo.) Nevertheless, the E-Pace successfully morphs the studied emotion of Ian Callum’s design language onto a tall package with a short dash-to-axle ratio. The trapezoidal grille, power bulge on the hood, and slimline taillights are key Jaguar family visual triggers. A bold, crisply defined haunch over the rear wheels and a greenhouse that riffs on that of the F-Type sports car give the E-Pace its own personality.
Inside, the PRNDL shifter and the flying buttress that arcs down from the dash to the center console give the E-Pace cabin a dash of F-Type spice. And the TFT instrument panel and InControl Touch infotainment interface are straight from the JLR parts bin. But careful attention to materials—both in terms of quality and execution—has made the E-Pace cabin appear more discreetly upscale than that of the F-Pace. Impressive, given the price leap to the larger crossover. Significantly, there’s no wood trim available, not even as an option. The E-Pace truly is a modern Jaguar.
Dimensionally, the E-Pace is an inch longer than the Range Rover Evoque, a half-inch taller, and has a wheelbase nine-tenths of an inch longer. The difference in wheelbase is due to a different rear suspension. Whereas the Evoque has struts, the E-Pace rear axle has the same integral link design as the F-Pace and the Discovery Sport; the rear knuckles are the same as the F-Pace’s, and the subframe and control arms are shared with the Discovery Sport. The E-Pace therefore has a different rear floor to the Evoque, with more legroom for rear-seat passengers and more room for luggage—there are no strut towers intruding into the load space.
Early in the E-Pace development program insiders acknowledged the biggest problem with using the all-steel Evoque platform—which traces its ancestry back to Ford’s ownership of Jaguar and Land Rover—was its weight. Developing a new, lighter platform from scratch simply wasn’t an option, so the engineering team applied what weight-saving countermeasures it could. The E-Pace’s hood, front fenders, roof panel, and tailgate are aluminum, delivering weight savings of almost 75 pounds over comparable steel parts. The bodysides are also stamped from special, thinner steel that saves almost 8 pounds. Even so, a base E-Pace still weighs 155 pounds more than the entry-level version of the larger F-Pace, which is built on JLR’s aluminum-intensive D7a architecture.
The E-Pace is the first Jaguar in history available only with four-cylinders under the hood. No V-6. American-market buyers can choose between two different versions of JLR’s 2.0-liter turbocharged Ingenium gas engine, driving through a ZF nine-speed automatic transmission. The regular E-Pace, which is available in standard, S, and SE trim levels, gets a 246-hp variant that also develops 269 lb-ft of torque from 1,200 to 4,500 rpm. In E-Pace R-Dynamic form, available in S, SE, and HSE trim levels, the engine has been tweaked to deliver 296 hp and 295 lb-ft of torque from 1,500 to 4,500 rpm. Peak power in both arrives at a modest 5,500 rpm. Jaguar claims the R-Dynamic’s extra horsepower cuts the 0-60-mph acceleration time from 6.6 seconds to 5.9 seconds.
JLR’s 2.0-liter Ingenium engine isn’t the smoothest in class. There’s almost a diesellike graininess at idle and under light throttle at low speed, especially when cold. But it delivers good performance and drivability on the road. The nine-speed automatic transmission has been recalibrated to deliver smoother and faster shifts, especially in Dynamic mode, and R-Dynamic models also benefit from having paddle shifters on the steering wheel for drivers who like DIY driving in the twisty bits.
Although the platform is front-drive-based, all-wheel drive is standard across the E-Pace range. There are, however, two systems available. The regular E-Pace lineup gets a conventional setup that simply varies torque between the front and rear axles, depending on load. The R-Dynamic models come equipped with Jaguar’s electronically controlled Active Driveline, which is capable of rapidly shifting 100 percent of the torque to either the front or rear axles and between the rear wheels. In steady state cruising, the Active Driveline switches to front-drive only, decoupling the prop-shaft to the rear axle to help save fuel. But it can funnel needed power back to the rear wheels in just three milliseconds. Two electronically controlled wet plate clutches on the rear axle also send precise measures of torque to each rear wheel to help control understeer and oversteer.
Subtle chassis and suspension tweaks have given the E-Pace a more alert and agile rear-drive feel than the Evoque. On the rear axle, positive camber has been increased to help initial turn-in response, particularly at low to medium speeds, and brake-induced torque vectoring is standard. Up front, there’s more negative camber to help get the nose of the car into corners, and the two rear-mounting points of the front subframe have been bolted directly to the body to deliver a more rigid platform. The E-Pace is 20 percent stiffer than an Evoque and 25 percent stiffer than a Discovery Sport, says lead engineer Matt Eyes. In turn, that stiffness improves steering feel and response.
What’s more impressive is that this fun-to-drive character happens with smoothness and silence, too. Our tester, a loaded R-Dynamic HSE riding on 20-inch alloys and 245/45 R20 Pirelli P Zero summer tires, felt calmer, quieter, and more relaxed on jittery British back roads than Evoques we’ve driven on 20s. Impact harshness is better suppressed, and there’s much less tire noise from the rear axle.
In terms of off-road capability, the little Jaguar doesn’t give much away to the baby Range Rover. All E-Pace models can be switched between four drive modes—Normal, Dynamic, Eco, and Rain, Ice, and Snow. The latter setting allows drivers to activate the standard All Surface Progress Control (ASPC), the low-speed, off-road “cruise control” system developed by the off-road specialists at Land Rover. ASPC is masterful at exploiting every last vestige of available traction, especially when working with the Active Driveline system.
Worldwide sales of compact SUVs last year totaled 9.8 million vehicles, according to JLR, and are forecasted to grow substantially in the near future. As it gives Jaguar the opportunity to play this white-hot segment for the very first time, the E-Pace is arguably one of the most important new Jaguars in history.
Although comparisons with the Range Rover Evoque are inevitable, the E-Pace’s real targets are BMW’s X1, Audi’s Q3, and the Mercedes-Benz GLA, along with buyers moving up from mainstream U.S. and Asian brands. Its mission is one of conquest, and early indications show that’s exactly what’s happening—more than 90 percent of customers who’ve placed an order for an E-Pace in the U.S. are newcomers to the brand. A lot of buyers are looking for a stylish, accomplished, competitively priced premium compact SUV, and they are likely going to see that Jaguar has a definite place in this segment.
