Jaguar F-PACE 2016 Review

Jaguar F-PACE 35t S,
Jaguar F-PACE Prestige 20d,
Jaguar F-PACE R-Sport 30d
Local Launch
Byron Bay, NSW

Brand dilution and erosion of Land Rover's sales base were two good reasons for Jaguar to forego development of an SUV, despite the rapidly growing popularity of high-riding wagons around the world. Yet the F-PACE is now here, and Jaguar execs reckon it's a winner. It's hard to argue otherwise, with the new car's rear-wheel-biased on-demand grip, passenger-car dynamics, advanced technology and dashing good looks. And don't forget the starting price: $74,030.

There was puzzlement when BMW introduced its original X5 in the late 1990s. And the puzzlement turned to outrage when Porsche announced its first-generation Cayenne.

Companies known for the dynamic prowess of their passenger cars are not supposed to build and market SUVs.

Yet Jaguar has done exactly that with its F-PACE – and it appears to have been accepted. The F-Pace is due to go on sale here August 1, and JLR is already holding hundreds of orders for the car.

For the car's local launch in Byron Bay this week, motoring.com.au went along for the ride.

Three variants were sampled, a four-cylinder turbo-diesel (20d), a supercharged V6 producing 280kW (35t) and a turbo-diesel V6 (30d). All three engines drive through a ZF eight-speed automatic and a 'torque-on-demand' multi-plate clutch system to the rear wheels, with full all-wheel drive traction available within 165 milliseconds.

Jaguar claims the F-Pace handles and steers like a finely tuned rear-wheel drive wagon, but with the added versatility of off-road traction when required. Not ultimately as capable in the bush as the Range Rover Evoque, the F-PACE did however wade through a moderately deep crossing – its claimed wading depth is 525mm – and negotiated a deep ditch that had one wheel off the ground. Also impressive was the 'ice cube' – a 30-degree gradeability test with slippery steel plate wheels on the right side. The F-PACE climbed the ramp using Adaptive Surface Response, Jaguar's 'off-road cruise control', to maintain momentum with just the two left wheels driving it up the ramp.

Selecting the appropriate (high-grade InfoControl Touch Pro) infotainment screen in the centre fascia brings up an interactive display for the drivetrain. With power applied the system automatically shifts from rear- to all-wheel drive – and the infotainment system immediately updates and displays the changed power-flow status.

Reduce power and the F-PACE moves back into rear-wheel drive only. This is likely to prove its worth on muddy tracks or towing boats up a ramp. But one of the Jaguar event staff told motoring.com.au that this set-up is ideal for trailing throttle oversteer into a corner (with help from a Scandinavian flick, perhaps), and exiting cleanly with power applied through all four wheels.

Out on the road, the F-PACE impressed with dynamic traits more in line with Jaguar's traditional character. The steering was highly communicative for an electrically-assisted system. The F-Pace was easy to place precisely on the road, and steering response was a lot quicker than many SUVs available for the same money. Substantive grip was complemented by flat, neutral handling.

Torque vectoring keeps the F-Pace tracking where the driver wants it to go, and the car's stance and attitude can be finely adjusted on the throttle. All in all, the F-Pace proved surprisingly nimble, and safe.

Even in the case of the 30d variant, which is the F-Pace you would choose for towing caravans and boats, the car was always in constant dialogue with the driver when pressing on harder. On the subject of towing, the F-Pace is rated at 2400kg capacity, with a ball weight of 100kg.

Not only is the 30d the right choice of F-Pace for heavy hauling, the diesel V6 was also the F-Pace variant that was effortlessly quick. It's all about power delivery; the 30d was responsive from minimal revs and its peak torque of 700Nm was easily exploited. Furthermore, there was none of the traditional diesel NVH tell-tales, no labouring vibration or clatter.

In contrast, the four-cylinder diesel 20d variant provided brisk acceleration – just not the full-strength thrust. It was prone to clatter when cold, but settled down once operating temperature was reached. Where NVH suppression is concerned, the Ingenium engine clearly shows how far the game has moved on after driving any of Jaguar Land Rover's other four-cylinder diesel offerings.

The Supercharged V6 – in 280kW form – was happier revving higher for more performance; the petrol V6 seeming at odds with propelling an 1800kg SUV at speed. As we discovered in the F-Type sports car at our Australia's Best Driver's Car comparison earlier this year, the same supercharged engine in the F-Pace makes a lot of noise – and noise of the good sort too.

But it also needs to kick down much sooner than the diesel V6 – and that somehow doesn't translate in an SUV, despite the supercharged V6 in either state of tune outperforming the diesel V6. The petrol F-Pace can certainly be hurried along. Quite simply though, the diesel V6 seems the better fit for the F-PACE. It's the one you should probably buy...

The ZF auto transmission in the F-Pace shifts smoothly, it's highly adaptive, with well-spaced ratios and it nicely complements all three engines. One of the transmission's obvious virtues is its cruising ratios – to lower engine speeds on the open road and reduce driveline NVH and save fuel accordingly.

With reference to fuel consumption, the F-PACE did receive a fair flogging at times, and the figures posted by the trip computer reflected that: 10.5L/100km for the F-PACE 35t (on a gentler drive section), 8.9L/100km for the F-PACE 20d, and 10.1L/100km for the F-PACE 30d.

On the open road the F-PACE was generally quiet, but tyre noise was quite prominent on occasions. One of the cars did suffer from a few persistent squeaks and low-level rattles. The F-Pace 20t variant tested rode harsher than the other cars, and its lighter steering also hinted at higher tyre inflation than the rest.

The front seats in all variants were comfortable, but weren't outstanding for holding the occupant in place during high-speed cornering. They weren't terrible, but simply didn't match the car's actual roadholding ability.

Other than that the driving position was fine, with a couple of minor exceptions. Finding the Terrain Response switchgear in a hurry requires taking one hand off the wheel and floundering around until you find it, unless you take eyes off the road. That said, none of the Jaguar's competitors have come up with a better solution.

Some models of the F-PACE come with manual steering column adjustment – a locking knob on the right side, where the ignition lock barrel would normally be located. It works adequately, but smacks of being different for difference sake.

But there are other instances of the F-PACE running its own race – and winning. Take the Activity Key for instance, a wearable device that wraps around your wrist, like a watch. It's unpowered, but contains a transponder that can receive and relay back a signal from the 'J' letter in the 'JAGUAR' legend on the tailgate. You place the key in the car and use the Activity Key to lock it with the key inside, safe from being pinched at the beach. Naturally you can wear the Activity Key in the water and then return to the car afterwards and unlock it. Quite a sensible idea, on balance.

Another sensible idea is the reversible boot floor, which covers the (space-saver) spare wheel. Lift it out and turn it over for a water-resistant side for scuba gear, fishing equipment or anything else that could otherwise ruin the carpeted side.

There are plenty more examples of the practical nature of the F-PACE. It's roomy in the back, for instance, and there are finger pulls in the boot to fold the rear seat almost flat. Catering to junior members of the family, there are two USB ports and a 12-Volt outlet in the rear, plus another USB port and another 12-Volt outlet joined by an Aux jack in the front, under the centre armrest.

Finally, a semi-concealed storage bin in the centre console adjacent the front passenger's right knee provides an additional cubby hole for a purse, keys or sunglasses (although there's also a sunglass holder in the overhead console).

All up, the F-PACE is a remarkable effort for a first-time attempt at building an SUV. Granted, Jaguar's engineers would have received some useful tips from the Land Rover side of the office. But the F-PACE aims to present more of an 'urban' profile, which is not to say it can't mix it in the bush with its direct competitors.

And what of those competitors? Is the F-PACE a better car than Macan, say, or BMW X4? In some ways yes. But a more definitive answer might have to wait for a comparison though. We look forward to making that final adjudication.

2016 Jaguar F-PACE 20d pricing and specifications:
Price: $74,340 (plus on-road costs)
Engine: 2.0-litre turbo-diesel four-cylinder
Output: 132kW/430Nm
Transmission: Eight-speed automatic
Fuel: 5.3L/100km (ADR Combined)
CO2: TBA
Safety Rating: TBA

2016 Jaguar F-PACE 30d pricing and specifications:
Price: $84,544 (plus on-road costs)
Engine: 3.0-litre turbo-diesel V6
Output: 221kW/700Nm
Transmission: Eight-speed automatic
Fuel: 6.0L/100km (ADR Combined)
CO2: TBA
Safety Rating: TBA

2016 Jaguar F-PACE 35t pricing and specifications:
Price: $83,745 (plus on-road costs)
Engine: 3.0-litre supercharged petrol V6
Output: 280kW/450Nm
Transmission: Eight-speed automatic
Fuel: 8.9L/100km (ADR Combined)
CO2: TBA
Safety Rating: TBA

Also consider:
Audi Q5 (from $63,210 plus on-road costs)
BMW X4 (from $74,900 plus on-road costs)
Porsche Macan (from $91,900 plus on-road costs)