March | 2018 | The Car Magazine

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Production Jaguar I-Pace crossover EV remains true to stylish concept

2019 Jaguar I-Pace — The production Jaguar I-Pace EV was introduced TV show-style, in front of a live and online audience on March 1st. (Photo: Jaguar)

Jaguar fans that liked the I-Pace Concept and kept fingers crossed that the production version wouldn’t stray too far from its inspirational design can breathe a collective sigh of relief now that the real deal has been revealed, because it’s nearly identical to the prototype launched in Geneva a year ago.

Jaguar introduced the 2019 I-Pace EV to the world on Thursday, March 1 in Graz, Austria, at Magna Steyr’s production facility where it will be built alongside the new E-Pace subcompact luxury SUV. The introduction, which was hosted by British comedian Jack Whitehall (Fresh Meat, Bad Education, panellist on the game show A League of Their Own, host of the 2018 Brit Awards) in a similar format to the BBC’s Top Gear, took place in front of a live audience and simultaneously online, a video of which we’ve included in its entirety at the end of this story (plus loads of event photos within the gallery).

Still scheduled to go on sale during the second half of this year as reported here before, the new I-Pace is admittedly attractive, benefiting from trademark design cues currently in use by the just noted E-Pace, its larger F-Pace SUV sibling, as well as every other Jaguar within the iconic luxury brand’s lineup, including the beautiful F-Type sports car. Production details that differ from the I-Pace Concept include slightly reworked front and rear fascias, larger side mirrors, remoulded side window surrounds, a slightly smaller maximum wheel size of 22 inches (the concept wore 23-inch rims), and other changes both outside and within.

At least as importantly, of all the EVs that have come before, the I-Pace will be one of only two fully electric crossovers available when it hits the market, and the sole compact luxury SUV to be sold without an internal combustion engine (ICE). It’s in good company with respect to the former statistic, its slightly larger competitor being Tesla’s Model X that sold 1,800 units in Canada last year (if their perfectly regular 150 per month totals are to be believed). In case you were wondering, SUV-based electric vehicles are rare amongst mainstream volume brands too, with Kia’s near four-year old Soul EV finally being joined by sister brand Hyundai’s all-new Kona Electric, but that’s it.

Considering the success of crossover SUVs in today’s market and newfound challenge of selling traditional cars, the new I-Pace will have a clear advantage over competitive car-based EVs, such as BMW’s i3 and Mercedes-Benz’ B-Class Electric Drive (the latter not available in Canada). Still, it will soon be forced to face off against SUV EV rivals from Audi and Mercedes that are on the way, so it had better make haste while it can.

Make haste it should. We reported on the I-Pace drivetrain in a previous story, but Jaguar provided some more exact details with its March 1 announcement. For starters, range increases from the previous maximum estimate of 355 km (220 miles) to 386 km (240 miles), which will allow most users multiple days without the need to charge, as well as the ability to head out of town on short trips. The new number is also strategic, as it stretches 5 km (3 miles) farther down the road than the base Tesla Model X 75D.

Providing you’re easy on the throttle, maximize use of the regenerative braking system when coasting downhill, and spend as little time as possible at highway speeds (we recommend leaving during rush hour), such range would allow someone living in Toronto to drive all the way to Blue Mountain and back again with enough battery storage left over for a few side jaunts, while a wine tasting tour to Niagara on the Lake and back shouldn’t require any extra charging at all. A trip to Muskoka, on the other hand, will require a top up in Barrie or somewhere else along the way.

If you’re reading this from the West Coast, Vancouver to Whistler takes less time to travel than Toronto to Blue Mountain (and traffic is often so backed up you’ll have no problem keeping speeds down), so it should be no problem to go there, tour around a bit, and then come back in the I-Pace, while wine tasting in Kelowna is almost reachable from a single charge, theoretically at least (you’ll probably need to top up in Merritt or at best West Kelowna).

The I-Pace uses a 90-kWh liquid-cooled battery that’s housed in an aluminum casing within the floor’s structure, and requires just 40 minutes to fill from a fully drained state to 80-percent capacity when hooked up to a 100-kW DC quick charger. On a regular 240-volt Level 2 home charger you’ll need about 10 hours to achieve the same results, or slightly less than 13 hours (12.9) to fully top it up. Still, considering the range available, a single night of charging, or alternatively multiple nights during off-peak hours makes the I-Pace easy to live with.

If access to a charger isn’t an issue, you might appreciate I-Pace performance more than its range. The British brand calls its newest creation an “all-electric performance SUV,” thanks in part to its balance of power. It uses an electric motor at each axle for standard all-wheel drive, the combination good for 394 horsepower and 512 pound-feet of torque, which means it can sprint from standstill to 100 km/h in 4.8 seconds. This said, eco-enthusiasts looking for I-Pace Concept performance might be a bit disappointed.

The new numbers make it the quickest of all Jaguar’s “Pace” models nonetheless, the fastest new E-Pace R-Dynamic good for 6.4 seconds from zero to 100km/h, and the F-Pace S capable of the same feat in 5.5 seconds. In fact, you’ll need to step up to the 550 horsepower F-Type R Coupe in order to beat the new I-Pace off the line, although with 0.7 seconds to spare (or a full second in SVR trim) the iconic sports car doesn’t have to worry about losing its title just yet.

Likewise for top-speed bragging rights, the I-Pace maxing out at 200 km/h (124 mph), which is 30 km/h (18.6 mph) down on the slowest E-Pace, let alone the 322 km/h (201 mph) terminal velocity of the F-Type SVR Coupe. Still, unless we’re talking Tesla Model X, 200 km/h is mighty fast for any EV.

The Model X can manage 210 km/h (130 mph) in base 75D trim, by the way, but the I-Pace beats it from standstill to 100km/h by half a second. What’s more, the I-Pace is 0.2 seconds quicker than the mid-range Model X 100D, but keep in mind that few production cars can match the Model X P100D that can sprint from zero to 100km/h in just 3.2 seconds. Oh well, you can’t win ‘em all.

Like the F-Type and most other models in the Jaguar lineup, the I-Pace utilizes the automaker’s expertise in lightweight engineering, its monocoque body shell comprised mostly of aluminum. This said it rides on a totally unique EV architecture, the aforementioned battery actually part of the floor’s structure, which allows for much greater flexibility in designing the cabin.

“The I-Pace’s electric powertrain offered us unprecedented design freedom,” said JLR head of design Ian Callum. “Starting with a clean sheet enabled the dramatic cab-forward profile, unique proportions, and exceptional interior space—yet it is unmistakably a Jaguar. We wanted to design the world’s most desirable EV, and I’m confident we’ve met that challenge.”

First of all, the I-Pace starts out considerably longer than the E-Pace and slightly shorter than the F-Pace, slotting between Jaguar’s two conventionally powered SUVs in outward dimensions. By the numbers it’s 287 millimetres (11.3 inches) longer than the E-Pace and 49 mm (2.0 inches) shorter than the F-Pace, the latter of which is already a large compact SUV, but the I-Pace’ wheelbase is 309 mm (12.2 inches) and 116 mm (4.6 inches) longer respectively, for much greater front and rear legroom than either. What’s more, the I-Pace Concept’s roof is 84 mm (3.3 inches) lower than the E-Pace’s and nearly 86 mm (3.4 inches) down on the F-Pace, resulting in a sleeker, sportier profile. Added to this is much greater width for a sportier stance and greater side-to-side spaciousness, the I-Pace measuring 155 mm (6.1 inches) wider than the E-Pace and 69 mm (2.7 inches) more so than the F-Pace.

The unique layout allows for a cab-forward design featuring a windshield that reaches far over the front wheels, as well as a shorter more steeply raked hood, plus shorter front and rear overhangs, with each wheel pushed out as far to its corner as possible, resulting in much greater interior volume and a strong, athletic stance.

Having much of its weight down low, thus reducing its centre of gravity, plus endowed with the advantages of the lower roof height, increased wheelbase and the more substantive track that comes from the greater width mentioned a moment ago, handling should be another I-Pace strongpoint. The standard chassis appears to use unequal-length control arms and a stabilizer bar up front, plus an Integral Link setup with a stabilizer bar in the rear, while it all floats upon a standard Active Air Suspension featuring auto-leveling as well as the ability to reduce the I-Pace’ drag by automatically lowering a half inch at highway speeds, which should combine for an exceptionally good ride quality and handling compromise. Additionally, Jaguar says the I-Pace achieves ideal 50:50 weight distribution, so we should prepare ourselves for a particularly well-balanced EV.

Jaguar’s driver-configurable continuously variable Adaptive Dynamics system is optional, which analyzes vertical wheel positions, vehicle acceleration, steering inputs, plus throttle and braking actuation before it automatically adjusts the suspension damping settings depending on your personal drive mode choice (Dynamic being the sportiest setting), while Adaptive Surface Response is also available, this system harvesting info from myriad sensors in order to calculate approximate adhesion levels on low-grip surfaces, such as ice, before you even apply steering input, and then after making your turn it minimizes understeer and oversteer levels by controlling throttle and braking inputs.

Speaking of those binders, two levels of regenerative braking are part of the I-Pace’s standard package, with either its high or low settings providing different degrees of “engine braking” when lifting off the throttle. It’s in the nature of EVs to slow down when lifting off the accelerator pedal, but providing firmer automatic powertrain braking makes using the brake pedal less necessary, easing everyday driving and saving on brake maintenance plus otherwise expensive repair costs.

As anyone familiar with modern-day Jaguars will appreciate, the I-Pace will combine contemporary design with rich traditional materials, not to mention state-of-the-art digital interfaces. The overall interior design is very similar to the I-Pace Concept, featuring available contrast stitched padded leather over most surfaces that aren’t finished in standard metals or hardwoods. To be specific, Jaguar will include its best Windsor leather as standard unless opting for a sport interior that features a premium textile in Dapple Grey. The four leather-covered cabin motifs will include Ebony (black), Light Oyster (light grey), Mars Red (crimson), and Siena Tan (caramel/saddle), while light beige and black headliners will be available in woven cloth or Suedecloth. Even the steering wheel rim will be available in Suedecloth or traditional leather, while decorative inlays, which highlight key areas on the instrument panel and doors, include Gloss Charcoal Ash veneer, a piano black lacquer Gloss Black, a patterned Monogram Aluminum, and Aluminum Weave Carbon Fibre.

Like with other Jaguar models a head-up display system will be optional, but take note that a fully configurable 12.3-inch primary gauge cluster will be standard fare, as will two infotainment touchscreen displays that Jaguar dubs InControl Touch Pro Duo, the main top screen measuring 10 inches diagonally and a 5.5-inch secondary display, used primarily for the climate controls, sitting lower on the sloped centre console. All displays feature voice activation via Amazon’s Alexa, which should promote the use of hands-free interaction.

Speaking of the latest tech, the I-Pace’ climate control system makes use of an artificial intelligence (AI) system that senses the number of occupants on board before adjusting the temperature, while the AI system is also capable of calculating the I-Pace’ remaining range based on climate control usage, weather conditions, topography, driving style, and traffic conditions.

The HVAC controls sit atop a centre console that slants up toward the main display upon two flying buttress-style supports that house controls for the gear selector and driving mode switchgear, this at least partially paying homage to a design theme used by Jaguar in its F-Type sports car and new E-Pace utility, although the overall look of the new climate control interface, which incorporates large dials that appear as if they’re floating on top of a digital background, is more reminiscent of the new Range Rover Velar.

Interestingly, a total of 12.2 litres (0.43 cubic feet) of storage space can be found under the centre armrest, its impressive size due to the absence of a transmission tunnel, whereas the rear seating area incorporates trays for tablets and laptops, not unlike what Jaguar offers in its top-line XJ.

A large panoramic sunroof will shed light over both rows of occupants, while rear passengers will have the option of another two automatic climate control zones for a total of four. Rear passengers will also be able to enjoy Jaguar’s “Click and Go” front seatback attachment system, which will allow features such as display screens to be mounted quickly and easily, while plenty of cargo area add-ons will help enhance load space functionality.

That cargo area measures 656 litres (23.1 cubic feet), incidentally, which makes it considerably larger than the E-Pace’s 577-litre (20.4 cubic-foot) rearmost compartment and similar to the F-Pace’s 685 kilos (1,510 lbs) of usable luggage space when the rear seats are upright. Jaguar hasn’t included a photo of the cargo area, but it’s likely finished nicely with high-grade carpets, chromed tie-down hooks, and split-folding rear seatbacks, hopefully in the most useful 40/20/40 configuration, or at least with a centre pass-through.

Jaguar Canada is currently touting S, SE, and HSE trims on its website (yes, you can configure everything but pricing already), but so far there’s no sign of a First Edition. Jaguar normally offers special First Edition trim in a new model’s initial year, and has already announced it will do so in the U.S., but we’ll need to wait and see if a First Edition gets added to the Canadian offering.

Of course, the I-Pace will also qualify for any provincial rebates, which are currently set to a maximum of $14,000 in Ontario, $8,000 in Quebec (which also offers a $4,000 rebate for purchasing a pre-owned EV), and $5,000 in BC, although West Coast buyers should be aware that new rules don’t allow for rebates for vehicles costing more than $77,000, and it’s likely the new I-Pace will exceed this number.

While you can place an order immediately, we won’t know exact pricing until closer to launch, but take note the automaker’s U.S. division has already confirmed it’s targeting an MSRP below $100,000 USD ($128,940 CAD at the time of writing). Jaguar will probably undercut the larger 2018 Tesla Model X that starts at $111,950 in Canada, goes up to $135, 250 for the mid-range 100D, and tops off at $199,800 for the most powerful P100D, but we can’t expect something this stylish, luxurious, well made, high-tech, performance-oriented and prestigious to be fighting it out with the $45k Chevy Bolts of the world.

Jaguar has promised that half of its vehicles will incorporate some sort of electrified drivetrain by 2025, so it’s quite possible plug-in models will eventually appear both above and below the new I-Pace.

While you’re waiting for the new I-Pace to arrive, make sure to check out this entertaining video introducing the new 2019 I-Pace at its Graz, Austria production facility (1:00:04):

Or if you don’t have an hour to dedicate to a video right now, check out this shorter 12-minute video on its features and benefits (12:21):

Or how about an even shorter 4-minute video showing the new I-Pace going head-to-head with the Tesla Model X SUV? (3:47):

New Car Reviews

2018 Nissan Armada Platinum Reserve Road Test

If you’ve ever traveled to some of the less developed regions of the world, from parts of Africa and Middle East to Central and South America plus much of Asia, Nissan’s Patrol is part of the landscape. It’s a regular sight on 24-hour news channels as a vehicle of choice in troubled war-torn areas too, albeit painted white with big UN decals on each side, the rugged Nissan SUV capable of going just about anywhere. In fact, in most other jurisdictions the Patrol is as legendary as Toyota’s Land Cruiser, but for reasons unknown it’s never been imported to North America, until recently that is.

If you haven’t already seen one, meet the Nissan Patrol, a.k.a. Armada. In my second home of Manila, Philippines (actually Antipolo, a suburb just east of the city core), the previous generation is still sold as the Patrol Super Safari, whereas this more luxurious version is dubbed Patrol Royale. Most other markets merely sell the new Patrol in various states of trim, just like we do under the Armada nameplate.

Our previous Armada was based on the first-generation Titan pickup truck, which meant it was built at Nissan’s Canton, Mississippi production facility instead of Yukuhashi, Japan, where the new one has been fabricated alongside Infiniti’s version, dubbed QX80, since 2016. To be clear, the current sixth-generation Patrol has been around since 2010, when the Infiniti version arrived on our market as well, while previous Patrols date back to 1951. For this reason I believe Nissan missed an opportunity to rebrand the Armada as the Patrol here in North America, which would have allowed it to tie 65 years (now 67) of heritage into its marketing efforts, but alas they never asked for my opinion.

In similar fashion I can only speak for myself by saying I not only like the looks of the new Armada more than the outgoing model, but also prefer its tougher more truck-like design to the ritzier, more refined QX80. Then again this sentiment changes depending on the day of the week as I quite like both, but on the whole I tend to lean toward rugged, utilitarian styling in my SUVs, rather than elegance. To each ones own, but at least my preference saves money.

The 2018 Armada starts at just $64,998 compared to $75,650 for the 2018 QX80, and while there’s plenty to justify the $10k and change requested for the premium-branded utility, the Armada is nothing to scoff at. This is especially true with my top-line $74,998 Platinum Reserve tester that comes pretty close to matching lower-end QX80s as well as other premium SUVs.

Platinum Reserve trim is new for 2018, last year’s highest echelon of Nissan SUV goodness being the Platinum that I also reviewed here. This “Reserve” badged Armada differentiates itself by adding a stealthier dark chrome to the grille, side mirror caps, door handles, and wheels for a richer look overall, while the interior gains attractive two-tone leather upholstery featuring unique square-quilted perforated inserts and orange contrast stitching on the bolsters, headrests, armrests and most everywhere else leather is applied, as well as authentic looking and feeling matte open-pore woodgrain in key areas around the cabin, not to mention second-row captain’s chairs surrounding a padded centre console trimmed in the same realistic faux wood, black lacquer and leather. It’s certainly a premium experience, and more so than the majority of its competitors.

Weaknesses? The tiny monochromatic multi-information display between the analogue dials of the otherwise attractive primary gauge cluster needs updating, while some of the switchgear could be criticized for being a bit dated in design. Still, it’s all very well put together, the composite materials quite dense and solid feeling, the damping near perfect, with no sloppy wiggle at all for any of the buttons or knobs. Speaking of those rotating controllers, they’re all beautifully finished in metal, some even knurled around their edges for an elegant look and easy grip.

My tester was finished in a beautiful Hermosa Blue metallic contrasted by a lovely Black/Brown cabin motif, but this in mind exterior alternative colour combinations are few with just Superb Black and Pearl White next to the same charcoal and chocolate interior theme, which makes sense in a market as small as ours. Then again, the 10-times-larger U.S. market only adds Forged Copper that we dropped last year, with no additions to interior colourways.

Speaking of our small market (which set a record for growth last year, instead of falling backward like auto sales did in the U.S.), I was surprised to learn that a total of 1,105 Armadas drove off Nissan Canada dealer lots last year, which puts the SUV up a shocking 54.3 percent from calendar 2016 to 2017. Only Chevy’s Tahoe, GMC’s Yukon, and Toyota’s Sequoia saw gains over the same 12 months, but their respective 1.6-, 15.7- and 8.3-percent growth paled in comparison to the Armada’s, while the Chevy Suburban and Ford Expedition actually lost ground by 3.5 and 14.1 percent apiece.

Some could argue the Armada only had one way to go, up, because its sales are significantly lower than the domestic producers, with Ford still number one despite its tumble to 3,204 units, Chevy’s collective Tahoe/Suburban sales of 3,110/2,096 at 5,206, and GMC’s Yukon/Yukon XL deliveries of 3,514/2,788 totaling 6,302 units (basically GM clobbered everyone in the mainstream volume-branded full-size SUV segment with 11,508 units), but Nissan nevertheless sold 350 more units than its Japanese rival, leaving Toyota dead last.

I’m going to guess the majority buying into this class go full load, or at the very least buck up for $71,498 Platinum trim with respect to the Armada. Most everything that comes standard with the Platinum gets raised up to Platinum Reserve trim as well, which means it gets double-stitched leather door trim, heated and ventilated front seats, Nissan’s new Intelligent Rear View Mirror (more on that in a moment), lane departure warning with mitigating assist, blindspot intervention, a rear entertainment system with dual 8.0-inch monitors, a DVD player, remote, two wireless headphones, and audio/video input jacks, plus more.

This all comes on top of an SUV that could easily pass as a premium model thanks to standard features like 20-inch alloys, signature-enhanced LED headlamps, fog lights, power-folding, auto-dimming, heated side mirrors with integrated turn signals and puddle lights, remote start, proximity access, pushbutton ignition, adaptive cruise control, rain-sensing wipers, a power-adjustable steering column, a heated leather-wrapped steering wheel, an auto-dimming rearview mirror, a HomeLink garage door opener, dual-zone auto climate control, rear air conditioning with second-row controls, an 8.0-inch infotainment touchscreen with a 360-degree surround parking monitor featuring Moving Object Detection (and even a front camera that provides multiple viewpoints), navigation with detailed mapping (that was perfectly accurate each time I used it), SiriusXM NavTraffic and NavWeather, 13-speaker Bose audio, satellite radio, a household-style 120-volt AC power outlet, a powered glass moonroof, front and rear parking sensors, 10-way powered driver’s and 8-way powered front passenger’s seats with lumbar support, memory for the driver’s seat, steering wheel and side mirrors, leather upholstery, wood-tone trim, heated front and second-row outboard seats, a powered liftgate, a (very handy yet painfully slow) powered 60/40-split third row, and much more.

Some standard features not yet mentioned that are new for 2018 include a totally revised infotainment interface design that’s more graphically appealing, plus it now includes NissanConnect services, enhanced voice recognition, hands-free text messaging, and there’s now a total of four USB ports throughout the cabin.

Additionally, the Intelligent Rear View Mirror I mentioned earlier can either be used as a regular mirror or a rear-facing camera capable of providing obstruction-free visibility out the back. This is a first in an SUV from a non-luxury brand, and it works well for the most part. Then again it makes cars appear much closer than they really are. For instance, you’ll only see the roof of a small compact car if it pulls up behind you at a stoplight, making it seem as if it’s parked underneath your bumper.

I’d like to see Nissan rework the Intelligent Rear View Mirror to help when hooking up a trailer, as towing is the Armada’s forte. The big SUV comes standard with a tow hitch receiver as well as a seven-pin wiring harness plus trailer brake pre-wiring, allowing up to 3,855 kilos (8,500 lbs) of towing capacity thanks to its substantive girth and the beefy 5.6-litre V8 under hood, which makes a sizeable 390 horsepower and 394 lb-ft of torque.

It launches quickly off the line due in part to low initial gearing of its seven-speed automatic, while shift lever-actuated manual mode provides a modicum of sportiness. Still, fun as it is to stomp on when taking off and immediately reactive when all four wheels bite into tarmac, gravel, dirt, sand, or just about any other type of ground surface, the Armada is more about comfort than sport.

It truly has a nice ride, which isn’t uncommon amongst premium truck-based SUVs due to their long suspension travel and deep tire sidewalls. The Armada is designed to be comfortable when rock crawling after all, so it’s hardly upset by minor pavement irregularities. In fact, it tracks well around fast-paced corners, not as brilliantly as the QX80, but adeptly enough. It’s an SUV you can drive fast without worrying too much about its tall, obviously high centre of gravity, but you’ll probably want to keep this in check for more than just safety reasons.

Digging too deeply into the throttle may impact your fuel budget more than you’d like, as its 17.5 L/100km city, 12.8 highway and 15.4 combined five-cycle Transport Canada rating is sobering to say the least. Still, it’s friendlier on regular unleaded than the Sequoia and similarly powered GM SUVs, with only the less potent GMs and Ford’s turbocharged V6-powered Expedition providing a substantial gain in efficiency.

I’m going to guess that comfort is more important to Armada buyers than fuel economy, and to that end its front seats are wonderfully accommodating and thoroughly supportive while I had no trouble adjusting them, along with the powered steering column, for an ideal driving position. Part of the Armada’s advantage is a near unparalleled view over surrounding traffic. Visibility is great for rear passengers too, while the second-row captain’s chairs provide comfort that neared those up front, plus more room in every direction than I needed to measure. Likewise the third row is accommodating, providing ample legroom, headroom and width, yet was a bit limiting for foot space, which means the Armada can carry seven as configured or eight in lesser trims.

Likewise you can load it up with most of life’s gear thanks to 470 litres (16.6 cubic feet) of cargo capacity behind the third row, 1,494 litres (49.6 cubic feet) behind the second row and 2,692 litres (95.1 cubic feet) when both rear rows are laid flat, plus additional storage can be found under the load floor. The Armada might be the ultimate camping companion, not to mention the perfect choice for hitting the hardware store after dropping the kids off at school.

Ok, it’s neither the largest in its class nor the most versatile, but it’s one of the most luxurious from a mainstream volume brand and one of the best performers, while this year’s enhanced infotainment system and other updates will help extend its shelf life a little longer. The Armada is also one of the best values when comparing full-size SUVs feature for feature, which is just one more reason you should consider it.

Let’s face it. Luxury brands that haven’t yet anted up to the subcompact SUV segment are missing out on a lot of business, not to mention the loss of entry-level luxury buyers in the thousands, all…

New Car Reviews

2018 Jaguar E-Pace P250 AWD S Road Test

Last year BMW sold 6,120 X1s, Mercedes-Benz delivered 4,090 GLAs, Audi purveyed 3,724 Q3s, Land Rover retailed 1,734 Range Rover Evoques, and Infiniti hawked 997 QX30s. All of these sales totals were 100 percent higher than Acura, Cadillac and Lexus achieved in this market, not to mention Volvo and Jaguar.

We’re still waiting to find out whether Acura’s Chinese-exclusive CDX will be sold here, as well as when Lexus’ just revealed UX and Cadillac’s upcoming XT4 will go on sale, the former scheduled to arrive at the Geneva motor show in a week’s time and the latter expected to debut at the New York auto show on March 28, but we know for sure the new Volvo XC40 will arrive this spring. Even better, the new 2018 Jaguar E-Pace is primed to do battle with the five aforementioned luxury marques right now, and believe me it’s a worthy contender.

Walking around my brand spanking new 2018 E-Pace P250 AWD S tester, I couldn’t help but noticed how much longer and leaner it looks in the metal than it does in pictures. The front fenders are especially low-slung and obviously inspired by the beautiful F-Type sports car, while the same can be said of its slender LED taillights and diffuser-style rear bumper cap that comes fitted with sporty dual exhaust pipes at each corner.

Inside, there’s even more F-Type design elements in use, the most noticeable being the centre stack and lower console combination with its leather-wrapped passenger grab handle and more traditional shift lever, rather than the rotating dial selector that wow’s newcomers to every other Jaguar model. I especially like the metal-edged rocker switch that juts up out of the console for selecting JaguarDrive modes, which once again is pulled right out Jaguar’s sports car. We’re off to a good start and I haven’t even put my foot to the floor.

The base P250 all-wheel drivetrain isn’t the most potent in the E-Pace lineup, but at 246 horsepower and 269 lb-ft of torque from only 1,200 rpm the 2.0-litre four-cylinder delivers considerable off-the-line jump and plenty more energy when revs climb. It felt best when the aforementioned driving mode toggle was set to its sportiest Dynamic setting before flipping the gear lever to the left “S” mode for manual actuation, this feature altering throttle response, transmission shift points, climate control efficiency and more, its other modes being Comfort, Eco, plus a Rain/Ice/Snow setting that would be ideal for clambering out of ski hill parking lots, but don’t look to Jaguar’s AWD to lure you as far into the hinterland as the Range Rover Evoque’s Terrain Response system—the two have different agendas.

Speaking of that Landy, the E-Pace’ shifter connects through to a ZF-sourced nine-speed automatic transmission that would be a class-exclusive if it weren’t for the more established, slightly higher end SUV this E-Pace shares much of its underpinnings with. That Evoque gets renewed with the same in-house JLR Ingenium engine lineup this year, while both SUVs can be upgraded with more potent versions of the same engine making 296 horsepower and 295 lb-ft of torque, Jaguar’s version dubbed E-Pace R-Dynamic P300 AWD.

Fuel economy is competitive too, with the P250 AWD rated at 11.0 L/100km city, 8.4 highway and 9.8 combined and the P300 AWD good for a claimed 11.2, 8.6 and 10.1 respectively.

This new naming scheme is my only very minor complaint, as it causes some confusion when sizing it up against its familial F-Pace, the larger compact luxury utility given 25t AWD and 30t AWD designations when fitted with the same powerplants respectively. I can only guess we’ll see Jaguar’s older naming convention completely replaced later this year, for reasons that will likely make perfect sense to the British brand yet leave everyone else dumbfounded, similarly to how other luxury manufacturers have lapsed into momentary unreasonableness with their respective model naming schemes. Still, if this is its only negative, Jaguar has a good thing going.

Back on the road my just-above-base P250 AWD S tester was more than just a good time in a straight line, it also provided the type of high-level agility expected in a modern-day Jaguar. Looking back, the F-Pace commanded respect right out of the box, even from Audi SQ5 and Porsche Macan owners, and while I wouldn’t go so far as to say this high-strength steel-intensive subcompact outpaces its larger aluminum-skinned sibling, it’s easily one of the best at managing corners in its segment.

Underfoot were upgraded 19-inch alloys on Pirelli Scorpion 235/55s, an obvious advantage even in the wet, slippery, water and slush covered streets that wound their way through my city after an unexpected snowfall, allowing the little ute to grip tarmac with a little more tenacity than its base 17s would’ve otherwise provided. While wonderfully capable through fast-paced S-curves and thoroughly stable at freeway speeds, its ride was never choppy despite its shorter wheelbase, and while bordering on firm I think most should find it pleasant enough. More importantly the E-Pace felt solid and well-made, much more so than a number of others in this class.

Along with an extremely tight turning circle that made it easy to park, I also found the E-Pace’ ride height a little taller than most segment rivals, which aided visibility all around. Its rear windows are narrower than some, this providing the sharp profile that makes it so attractive, but rearward vision was never hampered while the view out the passengers’ side is excellent.

On that note the driver’s seating position is also superb and overall ergonomics as good as this class gets, albeit take note my tester’s seats offered no powered or even manual lumbar adjustment. Nevertheless I was able to set up my seat perfectly, and could also extend the telescopic steering wheel to the point that it was ideally positioned for optimal control, enhancing both performance and safety. This is one aspect of Jaguar ownership I appreciate more than with some other brands, such as Lexus that rarely provides enough steering wheel reach and therefore rarely fits my body type. Additionally, the E-Pace seat squabs extend more comfortably under the legs, while the backrest is carved out nicely for the lower torso.

When the driver’s seat was set up for my five-foot-eight frame I still had about five inches of open air ahead of my knees when seated in back, plus plenty of space to move my feet around when wearing winter boots, while there was room to move from side-to-side too thanks to five or so inches next to my outside shoulder, about four inches next to my hips, and more than four inches above my head. Yes, the E-Pace is truly sizeable for a subcompact SUV, meaning someone substantially taller should fit in back comfortably, making this a suitable conveyance for a small family with large teens, or a couple that regular transports adults in back.

The cargo area is generously proportioned as well, measuring 577 litres (20.4 cubic feet) under the nicely finished hard shell cover behind its rear seatbacks, which makes it two litres (0.1 cubic feet) more accommodating than the Evoque and (for reference) 349 litres (12.3 cubic feet) less so than the Discovery Sport. The E-Pace has 685 litres (24.2 cubic feet) of cargo space when including the area above the cargo cover, while if you fold its 60/40-split rear seatbacks down it can manage up to 1,487 litres (52.5 cubic feet) of gear, which once again is exactly two litres (0.1 cubic feet) more than the Evoque albeit 407 litres (14.4 cubic feet) less than the Disco Sport. In other words, the E-Pace fits squarely within the subcompact luxury SUV camp.

While accommodating, the seatbacks’ 60/40 division was a tad disappointing, as I prefer a 40/20/40-split or at least a large centre pass-through so as to lay skis down the middle while rear passengers enjoy the more comfortable window seats and rear seat heaters if equipped, but as buyers in this most affordable luxury SUV segment will know, you can’t always get what you want. They fold easily via buttons on the seat tops, and the cargo compartment is nicely finished with high-quality carpeting up the sidewalls and rear seatback, four chromed tie-down hooks at each corner, plus webbed netting and an elastic holder on the passenger’s sidewall.

As we should expect from a Jaguar the passenger compartment is nicely finished too, although I admit to being surprised when finding some surfaces more upscale than the larger, considerably more expensive F-Pace noted earlier, particularly the dash top that’s covered in a more generous piece of soft touch synthetic. It’s even doused in high grade pliable plastic overtop the primary instruments, which is unfathomably made of hard plastic in the F-Pace. Some of that squishy stitched pleather goodness glides all the way down the side of the centre stack before wrapping around the lower console and shifter too. The front and rear door uppers are made from premium-padded composite as well, while hovering above are the segment’s usual fabric-wrapped A-pillars. Like others in the class the B- and C-pillars weren’t covered in cloth, but instead finished in hard plastic, which is also the case for the lower dash and door panels. Just the same, the E-Pace fit and finish is excellent, and the quality of most materials is on par with or above the class average.

This is especially true of switchgear, which is extremely tight fitting and nicely damped. I’d point to the three metal-rimmed, colour display-topped dials that make up the dual-zone auto climate control interface as personal favourites, as they incorporate a seamless minimalism that’s appealing even for the E-Pace’s premium sector that prides itself in going at least one step above its mainstream volume-branded counterpart, while metal-trimmed window switches and other niceties make it clear this little SUV represents the luxury class.

Those features are standard in all E-Pace trims incidentally, as are auto on/off LED headlamps, branded metal treadplates, pushbutton ignition, an electromechanical parking brake, heated power-adjustable side mirrors, an attractive and fully featured colour multi-information display within the gauge cluster, rain-sensing wipers, the segment’s largest 10-inch TouchPro touchscreen infotainment display with tablet-style swipe, pinch and zoom gestures, voice activation, a rearview camera, six-speaker 125-watt audio, front and rear parking sensors, plus more for just $42,700.

The base E-Pace includes all the expected passive and active safety equipment too, as well as and plenty of advanced driver assistance systems like semiautonomous low-speed cruise control that automatically adjusts engine and brake settings to help drivers maintain control on slippery surfaces, autonomous emergency braking from 5 km/h to 80 km/h for frontal collisions and 5 km/h to 60 km/h for pedestrians, lane keeping assist, All Surface Progress Control, Hill Launch Assist, a Driver Condition Monitor that sounds an alert if the driver is getting drowsy, and more.

My tester was in second-rung S trim, which meant that for $45,200 it comes with one-inch larger nine-spoke 18-inch alloys, signature LED daytime running lights on the lower edges of each headlamp, auto-dimming, power folding, heated side mirrors with approach lights, an auto-dimming rearview mirror, 10-way power-adjustable front seats, leather upholstery, a rear centre armrest, upgraded Navigation Pro infotainment, Smartphone and Connect Pro packages, plus more.

On top of this, Jaguar added the aforementioned 19-inch alloys for $1,120, Santorini black metallic paint for $670, heated front seats for $510 (yes, shocking these aren’t standard in Canada), an $820 Cold Climate package with a heatable steering wheel, a heated windscreen, heated windshield washer jets, and a higher grade soft grain leather steering wheel, a head-up display for $1,020, an Ebony Morzine (black) headliner for $410, three rear power sockets for $230, a powered liftgate for $360, and Configurable Dynamics for $360, bringing the total up to $50,860 before freight and fees.

While I was happy the way it was outfitted, if this were my personal ride I’d be more than tempted to go with a sportier looking set of 19-, 20- or 21-inch rims that range in price from the same $1,120 as my upgraded wheels to $3,670 for the largest on offer, while the $1,180 panoramic sunroof would be a must-have add-on. Audio quality is important to me too, and while the base 125-watt six-speaker stereo was passable I’d upgrade to either the $410 380-watt 11-speaker Meridian system or the $1,230 825-watt 15-speaker surround sound alternative, while the $570 fully configurable digital gauge cluster would be a good choice too. That said adding auto high beams for only $260 is a no-brainer, as are any number of other options available with this S trim, or you may want to consider moving up to the SE package or for that matter R-Dynamic or First Edition trims. I cover all available trims, packages, options, prices and more in a separate E-Pace news story that I recommend you check out, as I’ve got to cut this review off now before it gets bogged down in minutiae.

I could also bore you with fine details like the dual powered USBs, 12-volt charger, and micro SIM card slot in the velvet-lined front centre console bin, multiple rubberized trays for stowing phones up front, handy webbed pockets on the backsides of the seats, and more, but suffice to say that Jaguar has put a lot of time and effort into making sure its new E-Pace targets the wants and needs of today’s compact luxury SUV buyer, which should help it pull buyers away from those competitors named earlier, some that have been around too long without updates and therefore aren’t as compelling.

The E-Pace is as fresh as fresh gets, impressively finished, well equipped for the money, plenty of fun to drive, and great looking, so it should definitely be on your shortlist.

News & Reviews- Month: March 2018