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Autocar

http://www.autocar.co.uk/car-review/jaguar/f-pace/first-drives/2016-jaguar-f-pace-30-v6-s-review


What is it?

The Jaguar F-Pace is a watershed moment for the ascendant British car-maker. As the company’s first SUV it is, in principal, the catalyst to transform the brand from upwardly mobile minnow to truly global player; to broaden its reach for a much wider customer base, boost its production volumes into the hundreds of thousands per year and give it a presence in one of the fastest-growing market segments in the world. To describe it as important is selling it a bit short.

And yet it’s not just another medium-sized, middle-of-the-road upmarket soft-roader, nor – quite plainly – a Jaguar as we might expect it to be. It’s a bit different; different to look at, to sit in and very much so to drive, as a day on a frozen lake in Sweden with one has just demonstrated.
Arriving in UK showrooms this April, the F-Pace, which has been four years in the making, shares its ‘D7A’ platform with the XE and XF saloons. The car’s body-in-white is almost identical to that of an XF from the B-pillar forwards – with a bespoke front subframe slotting in to allow for the longer-travel suspension that an SUV needs – but unique from the B-pillar back. Almost 80% of the superstructure is lightweight aluminium, and almost 90% of the car’s components are new (rather than common with either XE or XF).

Powertrain options start with a 178bhp 2.0-litre Ingenium diesel, manual gearbox and rear-wheel drive, ranging upwards to include automatic and four-wheel drive Ingenium options. Then further upwards to a 296bhp, 516lb ft 3.0-litre twin-turbocharged diesel and a 375bhp 3.0-litre supercharged petrol – both of the latter offered exclusively with eight-speed automatic gearboxes and four-wheel drive.

But unlike Land Rover’s smaller 4x4s, which use transverse engines and clutch-based four-wheel drive systems, the F-Pace has a longways engine sending 100% of its torque to the rear axle as a default. Active all-corner traction comes courtesy of the same electrohydraulic coupling you’ll find in an F-Type AWD, which can send up to 100% of power to either axle within a tenth of a second when called to, although in the F-Pace that drivetrain operates through a beefier front differential.

Suspension is common in concept to the all-independent set-ups of both the XE and XF, with front double wishbones and an ‘integral link’ multi-link arrangement at the rear. Non-height-adjustable steel coils, passive dampers and conventional anti-roll bars feature as standard, with a healthy 213mm of ground clearance trumping what most of the German opposition can offer, yet in the Jaguar's case without the aid of optional air springs.
Continuously variable damping adds some breadth of capability to upper trim level cars, as does a clever traction and stability control system, called Adaptive Surface Response, which reads the grip level underneath the car’s wheels by the millisecond and adjusts its throttle map, torque split and stability and traction control settings to suit.
We drove a top-of-the-range 3.0-litre V6 S AWD model on 20in wheels shod in Continental winter tyres which are due to be optional fit in the UK.



What's it like?

A touch softer and more soulful than its key German rival, while at once being more poised and engaging to drive than all of its others. It's simultaneously more practical, capable and secure to drive than any of its rangemates, too. But we’ll get to that.

First, it’s worthwhile pausing to consider how different the F-Pace might have been if not for the launch, midway through the Jaguar’s development process, of the car that rocketed straight to the top of our mid-sized sports SUV charts two years ago: the Porsche Macan.

Until the Macan came along, Jaguar had been benchmarking the BMW X3 for driving dynamics and the Audi Q5 for cabin quality, practicality and functionality. “The Audi set us a high standard,” says Jaguar engineering manager Dave Shaw, “But while we liked the way the X3 handled, we were confident about beating it dynamically.”

But the Macan threw everything up in the air, putting the F-Pace project back months. “We had some big decisions to make,” says Shaw. “Could we match the Porsche on ride and handling using the car we’d got, retuned and rethought, and still end up with something that felt like ‘us’, like a Jaguar?”

They decided they could, and promptly fitted firmer coil springs and anti-roll bars then retuned the dampers and altered the wheel angles for crisper on-centre steering response, ending up with the F-Pace more or less as it is now. “I’m glad the Macan came along when it did,” another engineer explains. “Because before that the F-Pace felt like a more normal SUV to drive. I’d have worried that we’d made it too much like what Land Rover offers. Afterwards, the car became the modern sports crossover we intended it to be all along.”

By that, you can take it that he means inherently more sporting than the class norm without feeling at all too highly strung for the road. It must have been a tricky compromise to strike, but Shaw sums it up neatly with reference to the F-Pace’s rangemates rather than its competitors.
“We’ve aimed for the comfort and refinement of XF, and the handling response and driver appeal of XE,” he says, “and I think we’ve achieved that. The
http://www.autocar.co.uk/car-review/jaguar/f-pace/first-drives/2016-jaguar-f-pace-30-v6-s-review
Porsche probably grips harder on perfectly smooth, dry roads with all of the optional chassis kit dialled up, but I think the F-Pace is more engaging and better handling on most roads.”

Ah, the road: not somewhere we were permitted to drive the F-Pace prototype at this juncture, with the European press drives planned for April. Ho hum. However, on 500mm-thick Swedish lake ice and densely packed snow – which is nothing like as smooth in reality as you might expect – the car certainly did everything necessary to back up those claims.

The hip point is medium-high, and pretty typical of its competitors, so getting in requires no bending or stooping. Once you’re in, the seats are wide and comfy and the driving position promisingly recumbent – with a close roofline and high-feeling waistline making you feel particularly nicely ensconced. Occupant space isn’t as generous as some medium-sized SUVs, but a 6ft 4in adult can easily find comfort in either row, while boot space is generous below the windowline.

The cabin looks and feels very much like that of an XF, with a few distinguishing features. Variable-colour LED strip-lighting gives the cockpit a pleasant glow after dark. Elsewhere, Jaguar’s next-generation InControl Touch Pro infotainment system is available, whose screen is an impressively wide 12.3in and whose processing power is evidently much greater than in the systems available on the XE and XF, leading to quicker responses and better usability.
Adaptable LCD instruments are another high-end touch, with an option to display navigation mapping across the full width of the 10in binnacle screen – although not quite with the graphical brilliance of Audi’s Virtual Cockpit.

Like other Jaguars the F-Pace has Normal, Dynamic and Eco driving modes, added to which is the Adaptive Surface Response mode for slippery surfaces and a new fully configurable ‘custom’ mode allowing you to tailor steering weight, damping and powertrain response to your own preference. The V6 S version doesn’t have the active sports exhaust of the equivalent F-Type, and doesn’t sound nearly as throaty under power nor as cracklingly theatrical on the overrun. The combustive soundtrack is far from plain though, and seems well-judged for the role of the car.

All Surface Progress Control and Low-Friction Launch modes allow you to calm down throttle response as much as you like when ice and snow call for delicacy with your right foot – but in truth, even in its angrier modes, the measure and progressiveness in the F-Pace’s controls make it easy to drive smoothly. Wheelspin can be dutifully avoided, and even when courted needn’t be excessive at either axle, the drive system working very quickly to juggle torque fore and aft.

Though it’s hard to get much of an idea about cabin isolation when driving at low speeds on snow, the F-Pace seems to suppress wind, chassis and surface noise well. Its ride is more choppy and less supple over high-frequency ruts and bumps taken at low speed than the class norm, but it’s not without compliance, while fluency builds into the mix as your speed increases. Pitch, head toss and all-round close body control are particularly impressive, with the chassis controlling the car’s mass very cleverly even under high lateral loads and when tested with bumps.

Meaty, faithful steering filters back just enough contact patch feel to let you know how hard the front axle is working and guides the car with an incisiveness just off-centre that keeps it stable and reassuring at high speeds but keen-feeling on turn-in.

The handling balance has been quite expertly struck. On ice at least, the car is a little bit more stability-biased and surefooted than Jaguar’s saloons during steady-state cornering, although still ultimately responsive to a trailing throttle mid-corner.

In the more gentle drive modes, throttle-on cornering is utterly foolproof and reassuring, with the car going exactly where you point it. But cycle through Dynamic, TracDSC and DSC-off modes and the cornering attitude gets steadily more and more lively and throttle-adjustable, although even in the last of those modes, the rear axle moves around very benignly.

So where most of the F-Pace’s rivals would simply dive head-on for the snowbanks with a large mid-corner application of power, the Jaguar shows its poise and pedigree and remains supremely controllable and hugely flattering – which, for such a big car, is an even bigger compliment.



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Should I buy one?

It’s a bit early to answer that with any certainty. The jury’s still out on exactly how sweetly Gaydon has struck the F-Pace’s on-road ride and handling compromise. Specifically, how well it can satisfy the demands of SUV buyers for distinguishing ride comfort and isolation while simultaneously offering more to the keener driver.

Likewise, the car’s big-selling diesel engines will need to be every bit as good as its supercharged petrol V6 if it’s really going to tempt buyers away from Porsche Macans, higher-end BMW X3s and Audi SQ5s. A very quick stint in a V6 diesel suggests that particular F-Pace at least has plenty going for it – but the 2.0-litre Ingenium still has plenty to prove.

Be assured, however, that if Jaguar has done as thorough a job across the board with this car as it seems to have with its handling and all-round driver appeal – and there’s every reason to expect as careful attention to detail from them as you get from any premium brand – the F-Pace will be an outstanding car. An outstanding addition to its class, too, not to mention a proper bumper-to-bumper Jaguar that is well capable of taking the brand places.

Jaguar F-Pace V6 S AWD
Location Sweden; On Sale April; Price £51,450 Engine V6, 2995cc, supercharged, petrol; Power 375bhp at 6500rpm; Torque 332lb ft at 4500rpm; 0-62mph 5.5sec; Top speed 155mph; Gearbox 8-spd automatic; Kerb weight 1861kg; Economy 31.7mpg (combined); CO2/tax band 209g/km, 37%
 

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I read the full supplement in the magazine. Thought the features in the supplement were very well written and interesting. Seen a few in dealerships now and sat outside dealerships. I think the cars look massive inside the showrooms and yet they never look as big when parked outside in the open air. Could see myself getting one of these, I really could
 

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I want one, but the 3.0 is a bit dear, same for the new 3.0 XF :eek:

Struggling with next car desires :(
 

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Conclusive proof that the F-Pace is a fatty:

http://www.carscoops.com/2016/07/video-jaguar-f-pace-faces-off-against.html

380 horsepower + 1,860 kg(stated weight) = 6.1 secs 0-62 mph

Is there a slower near-400 hp vehicle in the world?

Why is it so slow?

It's not because of the 8-speed ZF slusher, as JLR-loving Carscoops tries to make out, it is because a V6(V8 block) F-Pace weighs 2,050-2,200 kg, depending on panoramic roof, 22" wheel fitment and so on.

The problem comparing the Macan to the F-Pace is the Macan is a Q5 in drag, which is based on an A4, so a 'D segment' car, whereas the F-Pace is on the platform of the Range Rover/RR Sport, which is based on the XJ, which is an 'F segment' car, i.e two classes bigger.

If Jaguar were honest, they would market the F-Pace as a cut-price Range Rover Sport, which is what it is, same powertrain, 4WD system, at about 40% less price.

But because the Macan is thee premium hot-selling crossover currently, and Jaguar's brand USP is supposed to be 'sportiness', not mudplugging a la Land Rover/Range Rover, they have tried to market it as the Porsche's competitor, which it can't hope to be, due to its 2-size bigger platform.

Basically, they've bollocksed up the marketing. It's not fast or an agile crossover like the Macan. It's a full-size SUV with its roof and tail partially sawn off.

The 2-litre 20d model is even worse, with a real 10 sec. 0-60 mph, and not frugal, as the engine is under strain hauling so much weight. 177 bhp to haul 2 tonnes plus? Ridiculous.

Stop with the "Porsche Crossover Competitor" nonsense, and start with the "Budget Range Rover Sport Competitor" truth.

Trouble with that of course is cannibalisation of RR Sport sales, which at typical one-third higher pricing would mean a huge profit margin loss for JLR.

So you see their dilemma: persist with the Macan-competitor nonsense, and see more real world test humiliations, as word gets around how pathetically slow 'The Sports SUV' actually is, or give up on that and pitch it as a bargain RR Sport for those in the know, and see your profit margins collapse, and Tata Motor's share price. What a pickle!
 

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Couldn't care less about marketing, share prices or humiliations. It's a good-looking vehicle which will sell in bucket loads.

The comment above would be well-suited for a competitor forum, but I'm sure Jaguar is watching closely and will make corrections as suggested before profit margins dry up.
 

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Couldn't care less about marketing, share prices or humiliations. It's a good-looking vehicle which will sell in bucket loads.

The comment above would be well-suited for a competitor forum, but I'm sure Jaguar is watching closely and will make corrections as suggested before profit margins dry up.
If so, JLR are playing with fire. Jaguar is sports.

Range Rover can get away with 'all mouth, no trousers' Evoques and so on.

Jaguar is being turned into a Range Rover brand clone by JLR. Might work in UK, where style is all, but not elsewhere, where measured performance is still important.

You forget that the resurgence of Mercedes-Benz in the last 3 years was built on AMG and F1. They have substance to back up the sporting claim. Jaguar has none - no current competition programme and no class-leading or class-competitive engines/models.
 

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Yup. Jaguar is doomed. I'm surprised that anyone is debating this. Anyhow, I'll just go back to enjoying my XF before the company collapses.
 

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The F Pace is built on the new XF/XE platform and not that of any Range Rover past or current.

The F Pace is not particularly heavy for a vehicle of its type but it is of course much heavier than the sedans it is related to.
 

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sat in one today - great piece of kit. actually sat in all new xf/xe - it was said before, they lack of same exclusive feel i got sitting in mine, but they are still great cars. f pace? would have one if i could afford it now. 0.2s slower from 0-60 comparing to my xf? so what? in real world it won't make ANY difference.

all in all it will be to end user preference between looks, space and price :)
 

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The F Pace is built on the new XF/XE platform and not that of any Range Rover past or current.
no. JLR's house mag, Autocar, had already said the F-Pace was on the RR/RR Sport platform, plus some member here, 'Bink' perhaps, confirmed the same recently.

It's just a RR Sport without the air suspension. The 'FFRR' has a low-range transfer case.

Those saying performance doesn't matter are whistling in the wind. It is marketed as a 'performance SUV/crossover', targeting specifically the Porsche Macan for class-leadership. Take it up with Jaguar Marketing - it was their idea.

Real world testing is showing it is hopelessly off the pace of the Macan, and will be trampled by genuinely new from the ground up products like the GLC 43 AMG, 2017 SQ5 and X3 M.

As to "selling by the bucket load", except for a pre-prod around April, I haven't seen one on the road in its heartland since its customer delivery launch in May.

The hype says it is "sold-out", with 8 months waiting time, in UK, yet reports on this forum say cars are coming through in normal 8-12 week leadtime. The US is also supposed to be breaking records, but all we have is wholesales to dealerships, with early reports of large stock availability on dealer lots.

Then there's ICTP, which alone has the potential to kill F-Pace stone dead. It's a beta release at best.

There are already reports from dedicated F-Pace owner forums of cars being rejected, and potential owners put off.

I wager the F-Pace will be another F-Type: huge media hype, also touted as a "Porsche(911)-Killer", early tales of "sold-out", long waiting times etc., and then it'll go quiet, like the F-Type in 2014/15, until JLR desperately has to kick off variant after variant, to inject some customer interest due to novelty.

They should have delayed the F-Pace until they at least had a new, potent engine, befitting a proper Jaguar, the I6 Ingenium perhaps, with minimum real 400 bhp, and ideally a genuine new platform, to target 1,800 kg, and make it fit its class size, not two above - 1.9 metres wide, not 2 metres.

As it is, it's neither fish nor fowl - not sporty, as claimed, and not sufficiently multi-purpose, on-/off-road, as it has no air suspension for greater ground clearance.
 

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No, the F Pace is based on the JLR D7a. The Range Rover Sport is based on the JLR D7u.

Not only is the RRS longer it weighs 300 kg+ more than the F Pace. The F Pace is between the XE and the XF and weighs appropriately more than the XF upon which it is based.

If you saw all three vehicles together in one showroom this would be obvious, even to you.

Well, perhaps not.
 

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The F-Pace is the best SUV that could have come out of Jaguar.

Yes, Jaguar does not have competitive engines. Yes, Jaguar does not have the budget to do the Infotainment/Electronics correctly.

But given all that, the F-Pace is the best they could do, and it is very good. And No - they shouldn't have waited longer. SUVs is where the action is. You are either in that market or you see your best customers walk away from the brand.

The F-Pace is nothing like the F-Type. The F-type was a ridiculously bad car dynamically. 500-1000 lbs heavier than the competition, with atrocious handling and inability to put power down. And it didn't look good at all. The front and back are like from 2 different cars. The front is ridiculously high for a sports car - twice the hight of my Corvette or a Porsche - all because of the ridiculously tall engine and ridiculous engine placement over the front "axle".

The F-Pace in contrast, has the best interior room in its class, competitive weight and competitive handling (a bit worse than Porsche, a bit better than Mercedes and BMW). The styling is extremely attractive. The pricing is spectacular in the US. By far the cheapest. And it has a 5 year/60,000 mile warranty.

It is a winner. Given the hand they were dealt (engines, electronics, money) Jaguar engineers and designers did a great job. Better than I thought they could do it.
 

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sat in one today - great piece of kit. actually sat in all new xf/xe - it was said before, they lack of same exclusive feel i got sitting in mine, but they are still great cars. f pace? would have one if i could afford it now. 0.2s slower from 0-60 comparing to my xf? so what? in real world it won't make ANY difference.

all in all it will be to end user preference between looks, space and price :)
Bik3rz, I'm convinced now you'll be " number 3 " ( you know where ) ;)
 

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So the F-Pace is 'hopelessly off the pace' and 'competitive' at the same time. I suspect it doesn't matter, and only boy racers will care.

For the average punter, looks comes first, then price, then performance. In that regard, I reassert that they will sell in bucket loads (not present tense, future tense)...
 

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Bik3rz, I'm convinced now you'll be " number 3 " ( you know where ) ;)
man, i will get there in the end, although it will take me a while as another 32y to retire LOL ;)

unless will win lottery earlier :D
 

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A thousand apologies, I was so wrong, the definitive judgment is in:

http://www.autoexpress.co.uk/jaguar/f-pace/96350/jaguar-f-pace-vs-porsche-macan

who knew? - the Macan depreciates like holidays in Turkey.

Baron95 is right though, the F-Pace is nothing like the F-Type, it's worse.

The hype is another level more hysterical. JLR and its media pals know this really is make or break, and have gone to town.

Instead of doing the graft of delivering a proper infotainment system, quietly developing new engines, doing something about chronic worst-in-industry build quality(the F-Pace is built in Solihull) they assail dupes with dog whistle marketing to lowest common denominator jingoism, for an Indian company.

My money still says flop, to go along with F-Type, XE and XF II.

ICTP, Solihull's 'Black Hole' build quality, UK/Europe overpricing, pathetically slow 2-litre diesel, ancient V6s, imminent all-new competitors, etc, etc..
 

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BMVIrep

you talking about weight/power ratio all the time, but looking at your link:

f-pace being 'soooo' heavy stops quicker than 'sooooo lighter' macan
f-pace has better mpg (8spd vs 7)
look at the torque: f-pace 700, macan 580...believe me that's more important than time on 0-60 in day to day driving
you mentioned depreciation already
look at the option prices - LED lights: f-pace 895, macan 1814!, satn nav: f-pace included, macan 1052!
1st 3 y servicing cost - macan is a joke!

f-pace base rpice is higher, but has a lot more stuff in, where macan has them as options and at what prices!

kerb weight - macan is only 4kg lighter?


f-pace is a winner between them two, bit pricey, but much more in std, and day to day costs are less - this combined with looks and performance not that far off? asnwer is only one...
 

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BMVIrep

you talking about weight/power ratio all the time, but looking at your link:

f-pace being 'soooo' heavy stops quicker than 'sooooo lighter' macan
f-pace has better mpg (8spd vs 7)
look at the torque: f-pace 700, macan 580...believe me that's more important than time on 0-60 in day to day driving
you mentioned depreciation already
look at the option prices - LED lights: f-pace 895, macan 1814!, satn nav: f-pace included, macan 1052!
1st 3 y servicing cost - macan is a joke!

f-pace base rpice is higher, but has a lot more stuff in, where macan has them as options and at what prices!

kerb weight - macan is only 4kg lighter?


f-pace is a winner between them two, bit pricey, but much more in std, and day to day costs are less - this combined with looks and performance not that far off? asnwer is only one...
must be Sunday. Where's Jagular's Whoosh parrot?
 

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Why waste time debating the theoretical merits of the car? The results are already in. F-Pace is Jaguar's best selling vehicle in North America - it's launch market. So clearly it is a vehicle that has a ton of appeal to Jaguar customers, and given that it drove Jaguar sales up by 250% in North America it is obviously taking share aways from other brands.

No need to rely on theoretical analysis. Practical results are in.

XJ = total rejection by buyers, discounts exceeding US$30,000 - because it is ugly as sin
F-Type = minimum volumes, by posers unconcerned by handling/capabilities, no resale value, discounts of $20,000
New XF = selling in normal volumes, normal discounts = par for the course
XE = too early to tell, but not selling in great volumes
F-Pace = run away sales success, not discounts, all selling within days of hitting dealers = Winner!!!
 
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