Image Gallery

Exterior Styling

The basic shape of the Jaguar F-Pace is a nice one. It takes styling cues from the F-Type sports car and XF saloon, combines them and builds on them to create an SUV that still manages to be sleek and sporty.

The F-Pace SVR is the sportiest of the bunch and, as such, gets treated to the most striking visual design. There is evidence of this car’s performance from just about every angle.

At the front, you’ll notice all the air intakes have grown. The result is a rather gaping, shouty-looking mouth that will bear down on people’s rear-view mirrors with purpose. In addition, there are two vents on the bonnet to let some of the hot air escape. Look closely and you’ll spot the SVR badge on the front grille.

At the side our test car had optional 22-inch alloy wheels finished in gloss black. Just behind the front wheel is another vent on the wing. But that’s not even the best feature here. The side skirts incorporate a diffuser at the front. The subtlety of this only adds to its effect.

At the rear, there are similar diffusers incorporated into the rear bumper at the outer edges. Just above these are slits in the bumper. They aren’t vents, but simply highlight the SVR’s broad and muscular body. A rather large roof spoiler and quad exhausts let you know this big cat is ready to pounce.

Of all the colours available on the F-Pace SVR, our test car was finished in our favourite, the magnificent Firenze Red. It may not be an exclusive colour – in fact, it’s quite common across the Jaguar Land Rover range – but it looks extra special on this car.

Interior Finish

In our recent review of the Alfa Romeo Stelvio Quadrifoglio we were left wanting more when it came to interior quality. And that point was hammered home when, immediately after the Alfa went back, the F-Pace SVR arrived.

For two cars that cost roughly the same, the difference in cabin quality couldn’t be starker. In the Jaguar you feel like you are in a luxury car just as much as you are in a performance one. There are lashings of the finest quality leather everywhere, from the seats to the dashboard, the door cards and even the instrument panel.

Our test car had the red and black interior, which was a perfect match for the exterior colour scheme. The vibrancy of this colour scheme brings the cabin to life, making a change from the sometimes-dull black-on-black interiors.

The front seats are fixed-back bucketed numbers which are extremely inviting. The outer rear seats, whilst not quite as bucketed, mirror their shape in terms of the headrest and shoulder shape. This attention to detail is to be admired.

There’s plenty of contrast red stitching to marry the red and black sections of the cabin, and an alcantara headlining is a sporty touch. The finisher on the door trims is a patterned aluminium trim, with some gloss black on the centre console.

All the switchgear has a quality feel to it, with special merit given to the aluminium gear shift paddles and start button. The digital instrument cluster gives a crisp display for the driver, whilst a widescreen multimedia screen uses touchscreen technology to reduce the clutter of buttons on the centre console.

We also like the slim dashboard; exaggerated by the two-tone colour scheme. It aids visibility and makes you forget you’re in a big, hefty SUV.

Engine/Performance

When you talk about high-performance Jaguars there is only one engine that comes to mind: a supercharged V8 petrol. And the one in the F-Pace SVR is particularly good.

It’s a 5.0-litre V8 with a monumental 550PS and 680Nm of torque. This is sent to all four wheels via an 8-speed automatic gearbox. This makes the 1,995kg Jaguar surprisingly sprightly; 0-62mph takes just 4.3 seconds and the top speed is 176mph.

That’s a serious shove in the back, and the F-Pace SVR seems to pick up wherever the revs are. It pulls from low down right up the red line, coaxing you to keep your foot in the carpet and watch the speedo climb.

And then there’s the noise. Oh the noise. There is a button on the centre console that opens flaps in the exhausts and brings that V8 to life. It was the first button I pressed on getting in the car. Every time.

The F-Pace SVR has so much audible character for your ears to enjoy. At low revs, there’s an unmistakeable V8 rumble; raw and bassy. As you climb higher into the rev range this turns into a delightful roar. Throw in a fierce crack on upshift and a satisfying burble on downshift/overrun and you have the complete audible package.

From the driving seat you are kept somewhat insulated from the full force of the exhausts. But open the windows in a tunnel or built-up area and you can appreciate it in all its glory. Smiles are guaranteed.

The gearshift is rapid, moving through the gears to keep you on the power. The response from the steering wheel paddles is instantaneous, and using these allows you to control the intricacies of the exhaust. Pops and bang on command; it doesn’t get better than this…

Ride/Handling

With several drive modes to choose from, the Jaguar F-Pace SVR is able to make the most of whatever surface you find yourself on. Each drive mode alters the suspension, steering, throttle, gearbox and exhaust.

In comfort and Eco modes the Jag is soft and supple – it eats up motorway miles and is as comfortable as you could hope for. The exhaust flaps close to allow for some quiet relaxation, and the gearbox stays in as high a gear as possible to save fuel.

At the opposite end of the spectrum is dynamic mode. This makes the F-Pace SVR firmer, and fiercer. The throttle response is sharper, the steering heavier, and the gearbox more eager: holding you at the perfect revs for instant acceleration.

The result on a twisty B-road is incredible. Suddenly this big, heavy SUV becomes agile and athletic; capable of carrying impressive speed through even the tightest of corners. What’s more, the 5.0 supercharged V8 is one of the best slingshots you could have – flinging you out of one bend to the next.

The AWD system in the F-Pace SVR gives you the confidence to use every last ounce of the 550PS available. You never struggle for grip, even when the conditions are sub-optimal. And above all else you never get the feeling it’s going to snap and bite your hand off; reassuring in such a powerful car.

Sure, the Alfa Romeo Stelvio Quadrifoglio would be the better drive on a track. But in all honesty few performance SUVs will ever find themselves on track. In the real world, the Jag does absolutely fine and is a more balanced car. You don’t have differentials fighting each other either, so the overall driving experience is more luxurious.

Economy

Now you don’t get a dog and proceed to complain about the barking when postie brings your letters in the morning. Likewise, you don’t buy a Jaguar F-Pace SVR and proceed to complain that its 5.0 Supercharged V8 has you at the petrol station every twenty minutes.

And if you have appropriate expectations the fuel economy of the Jag isn’t half bad. Combined fuel consumption is 22.7mpg on the combined WLTP cycle. Based on our time with the car, this figure is on the mark too – you can expect to see this in the real world.

CO2 emissions – also on the WLTP cycle – are 281g/km, which results in first year VED of £2,175. But as that’s built into the price it’s never as noticeable. Subsequent years are at the standard rate – currently £150 – and subject to the VED surcharge for cars over £40,000, which adds a further £325 in years 2 to 6.

Several tricks up the SVR’s sleeve contribute to this reasonable efficiency. Start/stop technology cuts out that big V8 in traffic to save fuel. Eco drive mode makes use of higher gears and reduces throttle response to encourage more economical driving.

Practicality

One of the biggest selling points of a performance SUV is the ‘SUV’ part. That implies there is a high level of practicality and usability for you and the family; and that’s certainly not what you’d expect from a ‘traditional’ performance car.

And with the Jaguar F-Pace SVR you certainly get a great family car. It’s spacious in the rear: more than enough room for three kids to fight amongst themselves, or for two adults to sit in absolute comfort.

The boot, at 650 litres, will easily swallow up the weekly shop, or luggage for a family holiday. If you fold down the rear seats you can go mad at Ikea and still get it all home in one trip.

But practicality goes further than that. What if you have a lovely touring caravan, or a boat? Ordinarily you might expect that would rule a performance SUV out; you’d certainly have to rule the Alfa Romeo Stelvio Quadrifoglio out. But not the F-Pace SVR. That will gladly bring something in tow: capable of pulling 2,400kg braked and 750kg unbraked.

And whilst the Jag may not have the same performance credentials as the Alfa when it comes to the extremes – i.e. on track – it is far more pleasant to drive on the road and is therefore far better to live with. The luxury of the interior ensures it is a nice place for the family to travel.

The proof of the pudding comes thanks to COVID-19, which meant that the F-Pace SVR couldn’t be collected from us.

We ended up having the car for four months, and it performed everything asked of it: from carrying loads to the recycling centre, to family days out. And then, when driving alone, it would happily blast down the country roads.

Equipment

As the flagship in the line-up, the F-Pace SVR boasts a comprehensive standard specification that is designed to make life on the road as luxurious as it is exhilarating.

For your comfort and convenience, the SVR has keyless entry and go, a powered tailgate, electrically-adjustable steering column, 14-way electrically-adjustable front seats with memory function and power-fold, auto-dimming, heated door mirrors with approach lights.

The front seats are heated and cooled, whilst the steering wheel and outer rear seats are heated for those cold mornings. There’s also a heated windscreen, dual-zone climate control, rain-sensing windscreen wipers and a headlamp washing system.

The multimedia offering is brought to you via a Meridian sound system, and comprises DAB radio, Bluetooth connectivity, InControl Apps, Apple CarPlay and Android Auto. There’s a 10-inch touch screen and 12.3-inch digital instrument cluster, the combination of which can be configured to show trip information, navigation directions, map data, media information and much more.

With a fierce 550PS V8 under the bonnet, it’s nice to know the F-Pace SVR is safety-minded too. Standard equipment includes cruise control with speed limiter, lane keep assist, 360-degree parking aid with rear-view camera, traffic sign recognition with adaptive speed limiter, and emergency brake assist.

There are many electronic systems to aid life on the road, including Torque Vectoring by Braking (TVBB), electronic active differential, Dynamic Stability Control (DSC), All Surface Progress Control (ASPC) and Trailer Stability Assist (TSA). Lots of acronyms, but all useful to have.

We think the F-Pace SVR is perfectly equipped. The basic specification is more than enough to make the Jag a great car to live with. The optional extras are more for adding your personal touch to the SVR – colours/wheels and the like – and for the ‘top-shelf’ gadgetry you may or may not want.

Value For Money

We would like to think that by this point we’ve highlighted many reasons why the Jaguar F-Pace SVR is an attractive proposition. Which means you could be waiting, with bated breath, to see how much it costs. But don’t worry; because we think the Jag represents outstanding value.

The base F-Pace SVR (if there is anything ‘base’ about this car!) is £75,375. Consider the level of performance and standard equipment, that’s not bad at all. Especially when you consider that the Range Rover Sport SVR starts at £101,850.

Not only is the Jag cheaper than the Range Rover Sport, but it is lighter too. And that means it’s faster than its big cousin, despite having 25PS less. That could cause some upset at the traffic lights…

So with such good value on offer here, you may wish to explore the options list. Our car had quite a few fitted, including privacy glass (£415), sliding panoramic roof with electric sun blind (£1,600), 22-inch alloys with gloss black finish (£1,320).

It also had the upgraded Meridian Surround Sound System (£420) and Adaptive Surface Response (£165). On the technology front, the head-up display and solar attenuating windscreen (£1,295) was something that was nice, but not what we’d class as essential.

One that would be a must-have for us is the Driver Assistance Pack (£3,160). It may be pricy but brings with it loads of useful tech, such as adaptive cruise control with steering assist, 360-degree surround camera system, park assist, blind spot monitoring, high-speed emergency braking and rear traffic monitor.

Even with this liberal approach to options, our test car was £83,750. Considering the Alfa Romeo Stelvio Quadrifoglio we tested was £89,285 that still seems an absolute bargain.

All things considered then, the Jaguar F-Pace SVR seems a no-brainer to us.

Facts and Figures

The post REVIEW – Jaguar F-Pace SVR 5.0 V8 Supercharged appeared first on Simply Motor.

Image Gallery

Exterior Styling

SUVs come in all shapes and sizes these days – from shoe boxes to ocean liners and everything in between. So if you’re after a Jaguar SUV you have the choice of two: the larger F-Pace and its baby brother the E-Pace.

Sharing a platform with the Range Rover Evoque – a car we drove recently and absolutely loved – the E-Pace appears cute, and compact. It’s well proportioned, with coupe-like styling.

The Chequered Flag edition is based on the sportier R-Dynamic trim, but benefits from 19-inch Satin Dark Grey alloy wheels, a Black Design Pack and Fixed Panoramic Roof. It’s available in a whole three colours – white, grey or red.

Our test car further improved the exterior styling by adding 21-inch diamond-turned alloys, which more than adequately fill the arches. It also had privacy glass and matrix LED headlights for a premium flair.

The side profile, despite being slightly taller, is distinctly coupe-like. The windows taper up at the rear, and the rear arches are broad and muscular.

Around the back the lights are distantly similar to the F-Type. In keeping with the coupe theme, the rear window is small and is framed by a rather large spoiler. The rear bumper incorporates two exhaust tail pipes rather neatly.

Instead of the more common winged diffuser, the E-Pace R-Dynamic gets a simple piece of body-coloured trim. It creates a clean line, perfectly rounding off an exterior package which oozes style. Park this outside the local shops and you’ll be glad to see it when you return.

Interior Finish

Inside, the E-Pace continues the coupe styling theme. Elevated driving position aside, the actual design and styling is very sporty. In fact, there are several styling cues from the F-Type.

First of these is the passenger grab-handle incorporated into the centre console. Also, the passenger side of the dashboard is sharply raked so as to not obscure the view out of the windscreen.

Much of the interior is black, and leather. There is, inevitably, some faux leather but this can be forgiven with the E-Pace being the baby of the Jaguar family.

Red stitching is about all the contrast you get in the E-Pace. Thankfully the panoramic roof lets a lot of light in, because it’s very much black on black in the cabin.

The front seats are inviting, with good side and leg bolster support to hold you comfortably in place. They’re not quite a fixed-headrest bucket, but – with winged shoulders – they appear almost so.

Jaguar has also fitted a round steering wheel on the E-Pace. As crazy as that may sound, it seems that every single sporty car has a flat-bottomed one these days. And somehow that doesn’t suit the SUV, no matter how sporty. So good call, Jaguar.

Ahead of the steering wheel is a fully-digital instrument cluster. This can be customised to show a combination of map, dials, trip and media information that best suits you.

It may be a bit monotonous, but there are no questions with build quality. The E-Pace feels well built, and there are no dodgy plastics to be had anywhere. Yet somehow, the interior on the Range Rover Evoque feels that little bit more premium. And, of the two, it’s the one we’d rather be sat in.

Engine/Performance

With the E-Pace Chequered Flag comes a choice of four engines; two diesel and two petrol. On the diesel front, the power outputs are 150PS and 180PS. Petrol-wise, there are 200PS and 250PS variants. All of the engines are 2.0-litre, four-cylinder units.

Our test car had the D180, which is the diesel with 180PS and 430Nm of torque. It sends the power to all four wheels via an 8-speed automatic gearbox. Be under no illusions though, with the D180 under the bonnet the E-Pace is not what you’d call quick. Not even close.

0-62mph – on paper at least – takes 9.1 seconds. And if you can stay interested enough to keep going, it will reach a top speed of 127mph. So for all its sporty appearance this particular Chequered Flag is unlikely to reach the finish line in first place.

Once behind the wheel, things aren’t quite as drab as the paper figures would suggest. Once on the move, the 430Nm ensures you make decent in-gear progression. The gear changes are both fast and smooth, allowing you to ride the wave of torque.

That being said, this is a very good four-cylinder engine. Even if you let it run towards the red line, it doesn’t become rattly and insufferable, which is good. And it doesn’t seem to run out of puff either, perhaps because there isn’t much puff to run out of…

Ride/Handling

The Jaguar E-Pace behaves itself rather well on the road. On the hand that’s not at all surprising, given that the E-Pace is based on the brilliant XE saloon. But then there’s the other hand: as an SUV with a taller frame the E-Pace is starting off on the wrong foot for handling prowess.

Seeing the low-profile tyres wrapped around the 21-inch alloy wheels didn’t instil any confidence either. Having recently driven the Range Rover Velar with a similar setup, and finding it a little firm and unforgiving, there was a sinking feeling this would be much of the same.

But alas, the E-Pace is somehow much better. Sure, you notice lumps and bumps in the road. After all, 21-inch alloy wheels on a car this size doesn’t leave a lot of protection from the road. But it never felt uncomfortable or unpleasant.

There’s no fancy air suspension, but our test car did have the optional Adaptive Dynamics, which includes adaptive dampers. This system changes the handling characteristics based on the drive mode selected. Which means that in comfort mode, the damping is soft enough to overcome those low-profile tyres.

And yet in Dynamic mode, the E-Pace tackles corners remarkably well. Considering it weighs a not-so-sleight 1,768kg it resists body-roll tremendously. If anything, its cornering ability only further proves that the D180 is not powerful enough for the E-Pace. You just know that with the P250 petrol engine it would be a hoot and a half.

Steering weight also varies by drive mode: light and effortless in Comfort mode, heavier and more engaging in Dynamic mode. Sadly there’s not much in the way of steering feel, but the directness is nice.

Economy

So with the D180 feeling a little underpowered, it must be that this is the frugal diesel where efficiency is more important than power? Well, it would appear not, because the D180 leaves a bit to be desired on this front.

The combined fuel consumption under the WLTP testing cycle is 36.1mpg. That’s not exactly awful – it’s certainly more than the petrol engines offer – but with a smaller, less powerful engine a figure in the 40s would have been hoped for.

That being said, the E-Pace tries its best. The 8-speed automatic is designed with efficiency in mind. There’s an Eco drive mode which selects the optimal gear for efficiency and reduces throttle responsiveness to discourage heavy acceleration.

There’s start/stop technology to save fuel when in traffic, and the Ingenium engines make use of Diesel Exhaust Fluid technology. The system works by injecting AdBlue into the exhaust system to break down nitrogen oxide emissions into water vapour and nitrogen gas, cutting nitrous oxide emissions by up to 90%.

CO2 emissions are 158g/km, resulting in VED of £530 for the first year and £145 thereafter. With this particular model – the D180 Chequered Flag – the P11d value is £39,890. So if you choose any options you’ll be paying the £320 VED surcharge.

The Benefit In Kind (BIK) tax rate percentage is 37% – which means a basic rate taxpayer will pay £2,952 per year, or £246 per month.

Practicality

Compact SUVs are never quite as large as you might think. As a result, some of the interior dimensions are less generous than you might expect.

In the E-Pace however, it’s only really the rear seats where you notice. And even then, it will only be 6ft-plus adults who find the legroom sub-optimal. Headroom, on the other hand, is fine throughout the cabin.

The boot isn’t exactly vast but, at 577 litres, is still plenty for family life. You won’t struggle with the food shop or the family pooch, providing it’s not a Newfoundland.

If you want to use the E-Pace as a tow vehicle, you’ll be pleased with the 1,800kg braked and 750kg unbraked towing limit. That torquey diesel with all-wheel drive will have no trouble with a caravan or small car trailer.

The all-wheel drive system itself is worth a mention, too. Jaguar may not have the pedigree of its sister company; Land Rover. But let’s not forget that the companies now share technology and, as a result, the E-Pace is a rather capable car.

It never struggles to put its power down, though with 180PS nor should it. And the majority of E-Pace owners will never take their cars anywhere even remotely off-road. But when it snows, or when the rain is relentless, it’s nice to know that the Jaguar has your back.

Being more compact also has the advantage of being easier to potter around the village in and, rather importantly, easier to park.

Equipment

The Chequered Flag trim is a special edition on the Jaguar E-Pace. It has been designed to offer an extremely attractive styling package with a decent amount of tech, that doesn’t cost the earth.

Standard specification of the E-Pace includes automatic LED headlights, rain-sensing wipers, keyless start, front and rear parking aid and a reversing camera.

For comfort and convenience you get dual-zone climate control, heated front seats, heated windscreen and heated washer nozzles.

The 10” Touch Pro infotainment system is standard, as is a 125W Jaguar Sound System with DAB, Bluetooth and voice control.

Safety equipment is plentiful, with driver condition monitor, lane keep assist, emergency brake assist and power operated child locks.

The Chequered Flag edition features all the standard R-Dynamic styling additions – body kit, twin tailpipes and such – but builds on this with even more goodies.

You get keyless entry, power tailgate, 10-way electrically-adjustable front seats, digital instrument cluster, satellite navigation, Apple CarPlay and Android Auto. Styling-wise, the Chequered Flag models feature the exterior Black Design Pack. This comprises gloss black window surrounds, grille surrounds and side vents. Last, but by no means least, is a stunning fixed panoramic roof with retractable sun blind.

There are, inevitably, many options that can be added to the E-Pace to bolster the specification, but it has to be said that for a car in this segment it comes generously equipped.

Value For Money

The E-Pace range starts at £29,080 for the D150 manual front-wheel drive. At the opposite end of the scale is the P300 R-Dynamic HSE automatic all-wheel drive, at £49,395 on the road.

The D180 Chequered Flag model we tested, which is all-wheel drive and automatic, costs £40,800 on the road: pretty much slap-bang in the middle of the range. But its well-balanced specification makes it a very tempting proposition indeed.

Sure, the R-Dynamic HSE has more. But do you really need 18-way adjustable, Windsor leather seats over the 10-way non-memory ones of the Chequered Flag?

Then we come to the options. There are a fair few available, and our test car had many of them fitted.

Some of these were no-brainers: privacy glass (£350), Adaptive Dynamics (£820) and the Drive Pro Pack (£765) comprising blind spot assist, adaptive cruise control with queue assist and high-speed emergency braking.

On the tempting, but not exactly essential, list are heated steering wheel (£200), configurable ambient interior lighting (£310) and the Park Pro Pack (£565) which comprises park assist, 360-degree parking camera and rear traffic monitor.

Other options on our test car included premium carpet mats (£205), 21-inch alloy wheels (£1,550), head-up display (£920) and matrix LED headlights (£950). These options were all nice – especially those fetching alloy wheels – but also cost a lot considering none of them would be particularly missed if they weren’t there.

The main problem with this particular car, however, is the D180 engine. It just leaves too much to be desired, in terms of performance, for a car that costs £47,435 as tested: you can have a P300 R-Dynamic SE for less.

If you like the E-Place Chequered Flag – and there’s a lot to like – then spend a little more on the P250 petrol, which starts at £42,810.

Facts and Figures

The post REVIEW – Jaguar E-Pace Chequered Flag appeared first on Simply Motor.

In my recent review of the F-Pace, I explained that Jaguar has been refreshing its model line-up, and that the newest cars were some of the best in its history. So now, as I sit here to write about my time with the XF, I can echo those sentiments once more. This is a car that was definitely due a bit of cosmetic surgery. First unveiled in 2007, it had a facelift in 2011. But after that long, it was time for an overhaul. What you are looking at here is the second generation XF. And I couldn’t wait to get behind the wheel. If the XE and F-Pace were anything to go by, this would be a great week. So let’s get on with it…

Looks – 10/10

The restyling of the XF brings it in line with the current Jaguar model line-up, and it now looks like the big brother to the XE that it is. To the front, that rounded grille and ‘J’ LED daytime running lights are very Jaguar. The headlights are slimmer and more angular than before, and the lower front bumper is carved in a sporty manner. The side profile is recognisable from the old model, but is improved by the addition of some new alloy wheel designs. At the back the rear quarter line flows seamlessly into a slight lip spoiler, and two prominent exhaust tips highlight that this is the R-Sport model. The gloss black window surrounds can be added to with the ‘black pack’ (£665) comprising black side vents, front grille surround and boot detailing.

Open the door, and the cabin beckons you to get in and get comfortable. For the R-Sport the addition of sumptuous, body-hugging sports seats are a welcome treat: nicely bolstered, hunkered down and available in a variety of trim and colours (the black/red combo is particularly nice!). A leather dashboard brings heaps of quality, as do the high-end finishers: from aluminium to the expensive carbon fibre (a £1,125 option). The cool swivelling air vents remain, although not for the centre console vents: this has been redesigned to incorporate the larger multimedia screen. The dials are analogue with a central TFT display, unless you opt for InControl Touch PRO, when you get the delightful virtual instrument cluster. My favourite feature in the cabin is the line running from one door to the other, running under the window. I first saw this in an XJ and have always thought it a brilliant piece of styling.

Handling/Performance – 9/10

There are a few engine choices in the Jaguar XF, ranging from a 2.0-litre diesel with 163PS up to a 3.0-litre V6 petrol with 380PS. Mine was the 2.0-litre diesel with 180PS and 430Nm of torque. It had the 8-speed automatic gearbox and, best of all, came with AWD. It’s a good engine, and enough to haul the XF from 0-62mph in 8.4 seconds and on to a top speed of 136mph. The 8-speed gearbox is a must for me: it’s slick, smooth and has steering wheel mounted paddles for that truly engaging drive. Power delivery is smooth, and the Jaguar engineers have done well to keep that diesel engine noise from entering the cabin. On the motorway the XF is as good a cruiser as any, and the 180PS feels enough. Having said that, it did lack that bit of oomph when pushing harder. Fear not though, because there is a 240PS version of the diesel available.

As for the handling; Jaguar has worked hard on the chassis for the XF. With a double wishbone front suspension with aluminium components (and that’s similar to what you get on an F-Type by the way), you get the sense this has been designed as a driver’s car. My test car had the adaptive dynamics package (£1,020) which continually monitors the damping along with driving style and road conditions to ensure that the XF is always set up best. When cruising on the motorway, the XF felt comfortable. Pushing hard on an A-road, the car felt firmer and more composed. Couple that to the AWD grip, which is reassuring in even the wettest, slipperiest conditions, and you have a car which handles very well indeed. Everything about the XF, from the driving position to the steering weight and responsiveness, highlights that this is a car designed around the driver. I’d love to see just how good that 380PS S version is…

Practicality – 10/10

As a car to live with day to day, the XF is faultless. The size difference over the XE is even more noticeable when you study the cabin space: the rear legroom is more than adequate for even tall adults. The boot is a fair size too, although the saloon body means that the opening is somewhat restrictive. For extra convenience an electric tailgate can be chosen, and this takes the chore out of closing the boot. First world living at its finest. The R-Sport models are generously equipped as standard, including rain-sensing wipers, keyless entry and go, autonomous emergency braking, lane departure warning, traffic sign recognition with intelligent speed limiter, heated front seats and rear parking aid. This may be the sporty trim level but it doesn’t compromise on luxury, and that’s part of the attraction to Jaguar. And, if you feel yourself wanting that bit of extra practicality, then why not look at the XF Sportbrake which is available now with the same improvements as the saloon.

Fun – 8/10

Concluding Remarks

Total Score – 47/50

The post REVIEW – Jaguar XF R-Sport appeared first on Simply Motor.

Jaguar Land Rover has significantly upped its game in recent years, making cars people actually want to buy. Whilst the Range Rover Sport has been experiencing success for a fair few years now, things haven’t been quite so rosy on the Jaguar front. Then all of a sudden we get the F-Type, XE, revised XF and palatial XJ to give Jaguar some serious brand appeal. That makes the launch of the marque’s first-ever SUV well-timed. Called the F-Pace, it promises a harmonious blend of SUV practicality with Jaguar’s sporting pedigree. Now there was just one question to answer: could the F-Pace put the ‘Sports’ into Sports Utility Vehicle? Time to find out.

Looks – 10/10

There are two approaches to styling an SUV. You can go big, aiming for a bold presence. Or you can go for coupe styling and take the sleek option. Jaguar has opted for the latter, and it absolutely works. That’s not to say that the F-Pace isn’t big – you only have to see one in the flesh to appreciate the size – but it hides it well. The S is the model to go for. And my test car was a dreamy spec: Italian Racing Red metallic paint contrasted by the gloss black accenting on the grille, side vents and window surrounds. The optional 22-inch alloy wheels give serious kerb appeal, and fill the arches wonderfully. From the front the big, shouty grille is framed by distinct LED daytime running lights, and is am imposing image when viewed in your rear view mirror. From the rear three-quarter view you can sense the nods to the F-Type styling, and twin exhausts hint at the performance lying under the bonnet.

The cabin is inviting to say the least: sumptuous sports bucket seats allow the driver to sink comfortably behind the controls. There’s a fabulous line which runs from one front door, underneath the windscreen, to the other side. The interior is complimented by LED mood lighting, and there’s a customisable one available as an option. The large, deep-dish dials change colour depending which drive mode you are in; the red of ‘Dynamic’ is by far the best. The widescreen multimedia screen is nicely nestled in the centre of the dashboard. The rear seats are also ever-so-slightly bucketed, and look great if selected with one of the two-tone trim options. A panoramic roof lets a good amount of light into the cabin, and also creates that ‘wow’ factor when you pick up your friends.

Handling/Performance – 10/10

If you opt for the F-Pace S, you have the choice of two engines. The first – which I tested – is a 3.0-litre, turbocharged V6 diesel engine. It produces 300PS and a colossal 700Nm of torque: this is no slouch. Power is sent to all four wheels via an 8-speed automatic gearbox, and 0-62mph takes a brisk 6.2 seconds. The top speed is 150mph. If that’s not quick enough for you, the alternative engine is a 3.0-litre, supercharged V6 petrol engine. This one puts out 380PS and 450Nm, capable of going from 0-62mph in 5.5 seconds. In SUV terms that’s damned quick. The S features Jaguar Drive Control with different drive modes – from Eco to Dynamic – ensuring you get the responsiveness you need. Acceleration on the diesel is staggering. From a standstill it just gets up and goes, and those 700Nm ensure you have some serious in-gear acceleration and overtaking grunt whenever you stick your right toe into the carpet. Being a V6 there’s not a rattle to be heard: this engine is as smooth as it is powerful. Sure, the petrol would have more bark, but this diesel still has a serious bite!

Jaguar has put a lot of effort into the chassis and handling dynamics of the F-Pace. Being a big, tall SUV is no longer an excuse for sloppy handling, and Jaguar definitely got this memo. For starters the F-Pace gets Torque Vectoring technology, which provides controlled braking of the inside rear wheel. The result is staggering. From behind the wheel you completely forget you’re in an SUV. You can chuck the Jag into a corner and hit the apex perfectly. You could even describe it as agile. The ride is great too. The optional 22-inch alloys rode comfortably and quietly on the motorway, and the low-profile tyres helped cornering stability. The engineers in the suspension department have done a brilliant job of virtually eradicating body roll. Sure, if you chuck it around with all you have then there is a bit of pitch, but this is only at the absolute limit, and even then it’s not enough to deter driver confidence.

Economy – 10/10

Having raved about the performance of that mighty V6 diesel engine, you may well be expecting that the downside would come with economy. Happily I can report that this is not the case. The 8-speed automatic gearbox, start/stop technology and ‘eco’ driving dynamics mean that CO2 emissions are 159g/km. That means the first year rate is £500, and £140 thereafter. The only other complication is that because the F-Pace costs more than £40,000 there is a supplement of £310 a year for 5 years, rendering the subsequent road tax is £450 as opposed to £140. This is slightly unfortunate, but this car with this engine is worth the annual tax. Combined fuel consumption is a respectable 47.1mpg, and that’s a credit to Jaguar’s engine department. The silly road tax aside, which ultimately you won’t care about, the F-Pace is a reasonably cheap car to run.

Practicality – 9/10

The ‘U’ in SUV stands for “Utility”, so the Jaguar should be practical. The signs are good, with a generous boot and plenty of room in the front. Despite the sleek, coupé styling, there’s still a lot of headroom in the back. What I was a little surprised at was the rear legroom. I’m only 5ft7in and don’t like to stretch too far to reach things. Behind me there was a good amount of legroom, but I can only go so far as ‘good’: for such a big car I would have expected more. Jaguar Land Rover has invested in technology to enhance driver experience. Gone is the clunky sat-nav, replaced by Jaguar InControl: a suite of services and apps to fully integrate you with your car. This is operated via an 8-inch touchscreen display. Also standard on the ‘S’ is lane departure warning, keyless entry and go, traffic sign recognition with intelligent speed limiter, powered tailgate and 10×10 way electrically-adjustable front seats. Whether you are a sole commuter or a family of 4, the F-Pace makes life on the road a dream. Stick a tow bar on it and you could drag a caravan (or rally car in my case!) behind you with ease.

Fun – 10/10

Although I got to spend a week with the F-Pace, it left me wanting more. I did a reasonable amount of driving over the course of the week, some of which was a boring, traffic-riddled commute to Leeds. It may only be 35 miles or so, but it takes a good hour and half on a good run. Despite this soul-destroying journey, I never got angry or stressed in the jaguar. In fact, I was glad to spend more time behind the wheel. And stop-start traffic gave other motorists time to admire the stunning lines and aggressive styling of the car. Finally, when I reached the end of the traffic and found myself on an open dual carriageway I could unleash the full extent of that 3.0-litre V6 diesel. Accelerating away from roundabouts was a welcome treat, and I never tired of it. Jaguar makes sports cars with excellent driving dynamics. And this is still true of the large, tall F-Pace. Well done Jaguar, well done.

Concluding Remarks

And there you have it: a week with the Jaguar F-Pace S, over in an instant. I think it is one of the most handsome cars currently on sale. It looks aggressive, and the styling nods nicely to the mighty F-Type coupe. My test car may have come with a diesel, but that In no way took away from the sportiness. It’s an absolute gem, and makes me wonder how good the V6 petrol would be. Despite a sleek design the cabin is spacious, although the rear legroom isn’t quite as generous as you might expect from such a big car. Prices for the F-Pace start at £34,730. The diesel ‘S’ model starts at £51,450 and with a few options my test car came in just shy of £60k. But for this blend of style, performance and practicality, it represents good value. For more information head over to the Jaguar website or pop in to a local dealer. The F-Pace bolsters the Jaguar model line-up, and the S model showcases Jaguar’s sporting pedigree, literally putting the “S” in SUV.

Total Score – 49/50

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Jaguar Land Rover has gone from strength to strength in recent years. The new Range Rover Sport has proved more popular than the last model. There is an eagerly-awaited new Discovery on the Horizon. The F-Type has put Jaguar back in the mass market for sports cars. But what about a rival for the BMW 3-Series and Audi A4? This is been a void in Jaguar’s model line up since the X-Type, until now. The new XE has arrived, with a range of new engines to boast power and efficiency. It all sounds rather good, so I just couldn’t wait to get behind the wheel. I’ve always had a soft spot for a Jag, so let’s see how I got on.

Looks – 10/10

I think the design team at Jaguar (and Land Rover for that matter) are making a rather good job of things at the moment. The F-Type is stunning, and the F-Pace is a beautiful design. The XE is a rather handsome beast as well, especially with the R-Sport touches added on. At the front, there are sleek, rounded grilles. Headlights are angular, with jagged LED daytime running lights to create a distinct presence in the rear-view mirrors of fellow motorists. 17-inch alloys come as standard, but my test car had optional 19-inch wheels. Window surrounds in gloss black give a sporty image. At the back there’s a twin exhaust and a smooth, rounded bumper design. The bootlid is lipped with a subtle spoiler, and the whole car looks very classy, with sporty touches. It looks like a Jaguar; standing proudly alongside other models.

On the inside there’s nothing at all to grumble about either. On opening the door you are greeted by inviting, sumptuous seats. The leaping Jaguar logo sits proudly on the steering wheel. Crisp dials sit inside deep pods in front of the driver’s eyeline, whilst you can’t help but notice the sweeping curve running from the door handles right round beneath the windscreen, and brandishing the word Jaguar in the middle. Anyone who’s been in an XJ will recognise it, but it is a wonderful piece of design. The gear selector rises from the centre console, and there are some lovely angular features such as the air vents and door handles. The whole interior is sleek and stylish, which is exactly what you’d expect of a Jag. The plastics are of a high quality, and the finish is top notch.

Handling/Performance – 10/10

The new Ingenium engines are, to put it simply, breath-taking. Take the engine in my test car as a prime example. It’s a 2.0-litre, turbocharged diesel engine. There is a 163PS version, but my car had the more, producing 180PS and 430Nm of torque. Sent to the rear wheels via an excellent 8-speed automatic gearbox, it will dash from 0-62mph in 7.8 seconds and go on to a top speed of 140mph. No slouch then. The 6-speed manual, I am told, is very good. But for me it would have to be the auto. These ZF gearboxes have greatly improved in recent years, and when coupled to an engine as good as this makes for an excellent drive. Changes are smooth, and the engine’s torque is utilised to the fullest. Motorway cruising in 8th gear is effortless, and yet if you drop a few cogs the XE can get a bit of a sprint on when you need it to.

The XE is also a brilliant car to drive. The chassis is balanced and agile. Steering is direct and weighty, giving a sharp turn-in and allowing you to point the front exactly where you want it. My car was the RWD version, and through corners the car will sit and squat, giving improved traction. The traction control system works well, allowing the back end a little bit of movement, but stepping in before you get yourself in too much trouble. The paddles behind the steering wheel work well on a B-road, allowing you to keep your hands on the wheel whilst being able to change up or down in an instant. It’s actually rather engaging, and makes you feel more ‘at one’ with the car. Suspension on the R-Sport is good; comfortable on the motorway and composed on a B-road.

Economy – 10/10

As well as being good in the performance category, the Ingenium units are even better here. The 180PS auto RWD of my test car emits 111g/km on the optional 19-inch wheels. That’s a mere £30 road tax, and free in the first year. The intelligent start/stop technology works well with the automatic gearbox; something that’s easy to take for granted. But it’s not just emissions where the XE shines. The average fuel consumption is a very respectable 67.4mpg, which will please anyone who chooses to buy one. The Ingenium engine range is a testament to how for engine technology has come, and has completely reshaped the Jaguar Land Rover brand image when it comes to economy.

Practicality – 10/10

The XE has all the features you would expect of a saloon car. The boot is large, albeit with a somewhat limited opening. The cabin is spacious; adults will be comfortable in both front and rear seats. The R-Sport has a host of standard equipment to make it a great car to live with, including cruise control with speed limiter, Bluetooth hands-free, iPod connectivity, auto-dimming rear-view mirror, dual-zone climate control, rear parking assist, hill start assist and traffic sign recognition. Various options are also available to suit personal requirements and make life even easier. The Highway Technology Pack (£2,665) which adds adaptive cruise control with queue assist, blind spot monitoring, infrared reflective windscreen and a heads-up display. Power Convenience Pack (£920) adds keyless entry and a power tailgate. Auto-dimming, power-fold heated door mirrors with approach lights are just £285.

Fun – 10/10

There is just something about Jaguar. It has an air of British-ness about it, and in doing so brings with it a great sense of pride. From the moment you lay eyes on it, it will win you over. You may be forgiven for thinking that the economy of the Ingenium engines would be to the detriment of performance. That is until you head down a decent B-road, where the XE comes to life. And when it comes to life, the XE will have you grinning from ear to ear. Make no mistake about it; this is a driver’s car. But it’s also a family car, and a rather good one at that. It’s a commuter car too; eating up the motorway miles. The infotainment system is brilliant and easy to use, making sure you have your favourite soundtrack for any type of journey.

Concluding Remarks

And that just about brings my week with the Jaguar XE to an end. It was a rather insightful week; I now know just how good it is. To me, this is the car of choice in the small executive saloon market. It looks great. The Ingenium engines are sublime. You can opt for an AWD version. It ticks all the boxes. Prices for the XE start at £26,990 with the R-Sport starting at £29,740 for the 2.0-litre petrol, 200PS version. Be careful with the option boxes though, because you can rather easily get to the wrong side of £40k; my test car came in at £45,862. But after all is said and done, you can’t help but like the XE. For more information head over to your local dealer, or visit the Jaguar website where you can configure your own. The Audi A4 and BMW 3-Series better watch out… Jaguar is back.

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