Jaguar E-Pace review
The Jaguar E-Pace has its work cut out in the ultra-competitive small premium SUV market
If you’ve lusted after a Jaguar F-Pace but wanted its essence bottled-up in a smaller package, then the Jaguar E-Pace isn’t quite that car. It’s a competent member of the small premium SUV market, though, because it's decent enough to drive, smart enough to look at, and available in a variety of configurations.
Ultimately it fails to really stand out against some particularly strong rivals, in spite of a mid-life facelift bringing welcome improvements to driving feel, efficiency and the on-board infotainment set-up. Have a good long sit in one before you take the plunge, as the interior isn’t the most exciting place to be, while the car's running costs could be better.
About the Jaguar E-Pace
It’s highly unusual for a car to be switched to a new platform mid-way through it’s life, but that’s what JLR did for the E-Pace SUV back in 2020. It was a move that allowed the introduction of a new plug-in hybrid (PHEV) variant which offered more appeal to business customers, and also addressed criticisms of the previous model’s less than sparkling handling and lacklustre infotainment system.
The new E-Pace underpinnings are a version of the PTA platform shared with the latest versions of the Discovery Sport and Range Rover Evoque. They’re lighter and more advanced, but you can’t tell you’re looking at a new E-Pace by what’s lurking under the bodywork.
To help with that, JLR has also provided the 2021 E-Pace with redesigned bumpers at both ends, plus new mesh grille, lights and wheel designs. The interior has been upgraded a little too, with a new drive selector, retrimmed instrument binnacle and a modified transmission tunnel for extra driver knee-room. More importantly, there’s a new 11.4-inch touchscreen with JLR’s Pivi operating system and the 12.3-inch digital instrument cluster has been updated too.
Small premium SUVs are having a bit of a boom at the moment, and the Jaguar E-Pace is in a prime spot to take sales. It's the smallest car for sale in the Jaguar SUV line-up (a range that didn't exist before 2015), and whether you want to pay the list price or lease one, the E-Pace is offered in a wide range of configurations to suit your budget.
But the E-Pace doesn't have the premium small SUV market to itself. There are a number of manufacturers that are fighting for market share in this lucrative sector. Chief among the E-Pace's rivals are the BMW X1 and X2 duo, plus the Audi Q3, Mercedes GLB and the excellent Volvo XC40. There's also the Lexus UX, plus in-house competition from the second-generation Range Rover Evoque.
In terms of design, the E-Pace is recognisably a Jaguar, but the designers haven't just created a shrunken F-Pace. The baby Jaguar SUV has its own distinctive proportions, with shorter front and rear overhangs, while the low roof line is said to be inspired by the F-Type coupe.
Inside, the dashboard layout is more familiar, with lots of existing Jaguar switchgear and materials used to create an upmarket ambience. The R-Dynamic styling pack is now standard for the E-Pace's three available trim levels: S, SE Black and HSE Black.
The E-Pace range includes a reduced choice of 2.0-litre petrol and diesel engines; the P200 is no longer available on the price list, leaving the P160 and P250 petrols, while the D165 has also been discontinued - meaning the D200 is the sole surviving oil burner in the lineup.
The new plug-in hybrid (PHEV) option is badged P300e, and it combines a 197bhp 1.5-litre three-cylinder engine with a 108bhp electric motor for a maximum combined power output of 305bhp.
Prices for the E-Pace start from around £42,000, while at the top of the range, the P300e R‑Dynamic HSE Black is more than £54,000.
Engines, performance and drive
Jaguar’s engineers were hit with a demanding task for the pre-facelift E-Pace; how do you apply the Range Rover Evoque’s heavy D8 platform to an SUV which buyers will expect a degree of driver engagement from?
The answer was evidently ‘with some difficulty’, but the need to produce a PHEV model has also helped to solve the problem as the new platform comes with a significant weight saving. At least it does before the PHEV batteries are added, which should mean the petrol and diesel variants feel a little more nimble. A similar approach in the latest Discovery Sport certainly paid dividends.
That said, the pre-facelift E-Pace hits back against its kerbweight with decent driving dynamics. Push on and you’ll feel the car’s weight for sure, more so than in a BMW X1 or X2, as the E-Pace picks up a bit more body roll and a weighty nose prone to washing out into understeer. It’s safe rather than fun, but at eight tenths it feels composed and could even be described as agile. Jaguar has equipped the E-Pace with a decent power steering system too, which is well weighted, responsive and delivers good feedback considering it’s an electric system. It is a little weighty around town though.
All-wheel-drive models are kitted with Jaguar’s Active Driveline system enabling torque vectoring on the rear axle, although the difference it makes isn’t game changing. You’ll feel a little tug at the rear as the inside rear wheel is braked, and the outside is fed more power, with up to 100 per cent of the rear axle’s torque available in just one corner of the car. It’ll sharpen your line but won’t put a huge smile on your face, and the extra grip quickly gives way to understeer.
All but the entry level, front-wheel-drive D165 car are available or equipped with adaptive dampers. With these, you’ll be able to configure the E-Pace into a relatively comfortable SUV, though the Volvo XC40 remains softer and better at soaking up bumps.
In the new P300e PHEV, which is the heaviest of the latest line-up at nearly 2.2 tonnes, we found the ride to be a little fussy on pock-marked urban roads. Acceleration feels decent with the three-cylinder petrol engine and electric drive transitions coming smoothly, and the engine itself never sounding thrashy in spite of its relatively small size.
The PHEV’s significant weight only really makes itself felt during more aggressive cornering, too, but the E-Pace is best enjoyed as a comfortable and luxurious fast cruiser when it comes into its own.
0-62mph acceleration and top speed
The D165 diesel model is no longer available, but if you track down a used model you'll have a two-litre four-cylinder unit serving up 161bhp and 380Nm of torque. It doesn’t feel sluggish, and for many this might be all the performance you’ll need – a 10-second 0-62mph dash and a top speed of 128mph is respectable enough. The AWD MHEV auto version manages 0-62mph in 9.8 seconds.
The real pick of the current engine line-up is probably the more powerful D200 MHEV diesel. It’s the same four-cylinder unit, only with the wick turned up to 201bhp and 430Nm of torque - taking 8.4 seconds from 0-62mph and topping out at 131mph. It’s respectably refined and smooth but the auto gearbox could be a little better. It’s Jaguar’s implementation of a ZF transmission, and it can get caught out from time to time.
The entry petrol P160 manages the same 0-62mph sprint in 10.5 seconds, while the 246bhp P250 model needs 7.5 seconds, The highly-strung four-cylinder unit is pacey but not outrageously so, and it’s not particularly exciting either, producing a flat, uninspiring engine note. It’ll prove very costly to run, too.
A more efficient option is the new P300e PHEV. Thanks to its 305bhp the plug-in model will crack 0-62mph in 6.5 seconds.
MPG, CO2 and running costs
A diesel E-Pace makes sense if running costs and frequent longer journeys are a concern, although Jaguar's WLTP fuel economy ratings aren't that great in comparison to rivals. The most basic front-wheel-drive D165 model (now discontinued), equipped with a manual gearbox, is the best performer, claiming up to 45.6mpg with tailpipe CO2 emissions from 162g/km.
The overwhelming majority of buyers will specify an automatic gearbox and all-wheel-drive. Here, the D165 AWD auto returns a best figure of 43.4mpg , but emissions climb to 171g/km. Buyers who opt for the extra power of the D200 MHEV auto – will find that there is no meaningful fuel economy penalty.
Despite all being four-cylinder options, the petrols are thirsty. The basic P200 and more powerful P300 petrol models have been discontinued - understandable when you consider the relatively poor economy of both (around 31mpg), compared to the efficiency of some hybrid rivals.
The P300e PHEV model is the most advantageous on tax with a 32g/km of CO2 rating meaning vehicle excise duty (VED) is set at zero and there are big Benefit-in-Kind advantages with business users attracting a 12 per cent rate.
It will cost you less in fuel too if you can make good use of the 38-mile electric-only range, and for comparison the WLTP figure is 197mpg. Charging the PHEV’s 15kWh battery from 0 to 80 per cent takes an hour and twenty-four minutes from a 7kW wallbox, or around 30 minutes from a rapid charger.
Insurance groups
There’s no denying that the E-Pace occupies lofty insurance groups. The most basic D165 model (now discontinued) sits in group 29, while opting for the D200 HSE pushes up the rating to group 38. The plug-in hybrid version is in group 40-41, depending on which trim level you opt for.
Compared to the Range Rover Evoque the Jaguar should theoretically be cheaper to insure, although it should be said that other rivals slip into lower groups. The Audi Q3, for instance, is lower across its entire line-up.
Depreciation
The E-Pace will hold onto its value pretty well after a typical three-year/36,000-mile period of ownership. Expert data suggests Jaguar's baby SUV should retain around 53 to 56 per cent after this period.
To get an accurate valuation on a specific model check out our free car valuation tool...
Interior, design and technology
With one successful SUV already in the bag, you’d forgive Jaguar if it decided to spin the E-Pace off simply as a scaled down version of the popular F-Pace. However, that’s not quite what has happened from a design standpoint.
Look closer and you’ll see that the design language employed by the E-Pace is completely different. While the F-Pace takes after the firm’s established line-up of saloons, this smaller SUV takes its inspiration from the F-Type sports car, the shape of the grille and the headlights are a dead giveaway.
Elsewhere, the E-Pace’s bending roofline and kinked window line are much more aggressive than on the F-Pace, feeding into a chunky little hatch lid spoiler. The car’s overhangs are particularly short too, noticeably at the rear. Finally, there’s a more angular theme to the E-Pace’s tailgate and taillights than on any other Jaguar. All cars feature twin exhausts.
Styling differences between the regular E-Pace and the sportier E-Pace R-Dynamic are subtle, although only the latter is now available to order from the Jaguar price list. The R-Dynamic gets a revised front apron with larger, singular air intakes either side of the grille, front fog lamps plus a slightly different rear diffuser. Some of the black plastic exterior trim elements are transformed too, and become body painted. R-Dynamic cars ride on different alloy wheels too, and come with grilles finished in gloss black. Touches inside include bright metal pedals, metal tread plates, and sports seats.
The interior feels much more conventional in design. The dashboard itself is long and flat, rather than upright, while the positioning of the vents, infotainment display and climate control settings is straightforward and at hand. It can feel a little conservative though, in a class where style and technology are becoming big selling factors.
The metals and leathers used in the cabin feel good, and while the plastics are soft to the touch, it feels like Jaguar has leant a little too much on that material. The entirety of the dashboard surrounding the steering wheel and instruments is covered with plastic, as is the area around the gear selector’s chrome housing. As such it can look a bit drab, depending on spec, but there are plenty of interior colour schemes to choose from.
Sat-nav, stereo and infotainment
All pre-facelift Jaguar E-Pace models are equipped with a 10-inch touchscreen infotainment system called Touch Pro which is far from perfect. Running software known as InControl it’s a little slow to respond compared to the likes of BMW’s iDrive system or a Mercedes COMAND unit, but at least Apple CarPlay and Android Auto were available on S trim models and above.
One of the best bits of facelift news was that JLR has ditched the Touch Pro set-up and all versions now boast a much improved 11.4-inch infotainment screen set-up running the firm’s latest Pivo Pro operating system. It has great graphics and the menus and layout are all greatly improved.
The 12.3-inch fully digitalised instrument panel with configurable interfaces that was standard fit on the fully stocked HSE grade has now been standardised across the line-up too.
Practicality, comfort and boot space
You’ll find that despite the E-Pace’s dynamic and sporty focus, it remains a fairly practical and spacious small SUV. Forward and side visibility is good thanks to the short dashboard-to-axle ratio, although the rear window is a little small in the mirror. Thankfully, a reversing camera is standard kit on all cars.
Overall, the E-Pace a fairly competitive package compared to many of its rivals on many fronts. You’ll find plenty of cubbyholes and storage spaces in the cabin, including a huge one in the central armrest. Two cup holders are present as well.
Dimensions and size
Against the tape measure, the E-Pace sizes up at 4,411mm long, 1,649mm tall, and 1,900mm wide, with a wheelbase of 2,681mm. It means that compared to the car it’s closest to – the Range Rover Evoque – the Jag is a little longer and boasts a longer wheelbase, but is just as wide and a little lower at the same time. Overall the proportions are bang in line with the segment and with the Jag’s varied rivals, including the Volvo XC40 and Audi Q3, while it’s a little smaller than a DS 7 Crossback.
Leg room, head room & passenger space
Four adults should be able to get reasonably comfortable in the Jaguar, though carrying five is ever so slightly hampered by the raised transmission tunnel cutting into rear legroom for the middle seat. Some rivals boast better leg and headroom, but overall the E-Pace doesn’t let you down when it comes to passenger room.
Space up front for the driver and front passenger isn’t tight at all, and the Jaguar’s driving position is very flexible, so you should be able to find a comfortable spot to drive from with ease.
Boot space
Jaguar claims a 577-litre boot, which is impressive on paper. In reality it’s good enough for families to live with. However, the space on offer isn’t completely accessible, and while that 577-litre figure means that officially it’s more practical than many of its rivals, day-to-day you’ll find that cars with better boot layouts, like the Volkswagen Tiguan and Volvo XC40, are more user friendly. The rear bench can’t do clever sliding tricks either, and folds down in a 60:40 split only.
Fold everything flat and you’ll get a 1,234-litre loading bay. In comparison, a BMW X1 sizes up at 1,550 litres.
Reliability and safety
Euro NCAP testing has resulted in a reassuring full five-star score for the E-Pace, which performed particularly strongly in pedestrian crash testing thanks to a standard pedestrian airbag. However, its adult occupant protection score of 86 per cent lags a little behind the safety benchmark for the class – the Volvo XC40.
Across the line-up, the level of standard safety and assistance equipment is as you’d expect of a premium SUV. All Jaguar E-Paces are fitted with lane keep assist, driver monitoring systems, a reversing camera and rear parking sensors. Of course, a sophisticated automatic emergency braking system is included by default as well.
A wealth of other safety and assistance features can be specified. A Drive Pack includes adaptive cruise control with traffic jam assist, which can keep the vehicle moving in stop/start traffic with no input from the driver. Blind spot assistance is optional too.
The E-Pace didn't feature in our Driver Power owner satisfaction survey, although the bigger F-Pace was voted into a respectable 19th-place on a 75-car list. Jaguar itself is a consistent top finisher in the manufacturer poll; seventh out of 29 brands in the 2021 poll, and achieving sixth position in 2022.
Warranty
Jaguar’s standard warranty package stands at three years with unlimited miles, which is more or less the industry standard, although some rivals put a 60,000-mile limit on this cover. Customisable extended warranties are available too, with quotes available on request if you submit your vehicle’s age, condition and mileage online with Jaguar.
Servicing
Jaguar offers tailored servicing plans for the E-Pace, covering new and approved-used models up to 10 years old.
More reviews
