2018 Jaguar E-Pace P250 S AWD Interior and Exterior Overview

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No cat metaphors were harmed in the writing of this review. You are perhaps as relieved to read this as we are to write it. What we must tell you, however, is that after a string of very fine all-new vehicles that includes its first-ever sport-ute, the F-Pace, Jaguar’s second attempt, the E-Pace, leaves us a bit wanting.

For starters, we wanted a more luxurious interior and even more upscale materials for the $54,190 price. That said, there are bright spots—literal and figurative—in the silver trim surrounding the climate-control vents, around the gearshift, below the door pulls, and elsewhere. The seats and the dashboard are handsomely trimmed—especially nice are the quilted leather seats, exclusive to the optional 18-way Windsor leather seat package in our test example—but the matte-black plastic bezel around the infotainment touchscreen is dull and uninspiring, and the leather wrapping the steering wheel is put to shame by that of the Jeep Compass.

We also wanted shift paddles (they’re offered on the more powerful, P300 R-Dynamic model). In a vehicle trading on its maker’s reputation for sportiness, the omission is a small yet telling detail. With nine speeds on tap, we occasionally found ourselves wanting to drop down a gear or two for an extra bit of go, only to fumble futilely at the backsides of the steering-wheel spokes. The BMW X2 and the Volvo XC40 have paddles; so does the Honda Accord, for that matter. You can at least manually select gears with the shift lever, and said gearchanges are smooth and crisp. Moving from park, reverse, or drive, however, can be tricky due to the fussiness of the shift-lock button on the lever itself.

Less weight would be nice, too. At 4223 pounds, the E-Pace is 537 pounds heavier than a BMW X2 xDrive28i and 369 more than a Volvo XC40 T5 AWD that we’ve recently put through our testing regimen. Those extra pounds didn’t help our E-Pace P250 AWD’s 246-hp turbocharged 2.0-liter inline-four in the zero-to-60-mph contest, where it did the deed in 7.2 seconds (versus 6.4 seconds for the X2 and 6.5 for the XC40). That mass also contributed to both the longest braking distance from 70 mph at 184 feet (against 169 feet for the BMW and 175 for the Volvo) and the least amount of grip on the skidpad at 0.83 g versus 0.91 g for its German competitor and 0.85 g for the Swede. It’s worth noting that the Bimmer wore summer tires, while both the Jaguar and the Volvo were equipped with all-seasons.

The EPA estimates 21 mpg city and 28 mpg highway for the E-Pace P250; in our real-world 75-mph highway test, we recorded 27 mpg. After nearly 1000 miles, in conditions that included stints of more spirited driving, the E-Pace returned 18 mpg, some 25 percent worse than its EPA combined estimate of 24 mpg. As with any vehicle, your mileage will vary based on how mild or wild your driving style is.

Now that we’ve piled on the demerits, here’s the surprise: Through some sort of clever alchemy, Jaguar has created a vehicle that is greater dynamically than its numbers suggest. The E-Pace performs marvelously while being tossed around on the whoop-de-doos and hurly-burlies of the rural back roads that compose our 10Best test loop. Its relatively low grip makes it easy to slide around with impunity, while the accurate and progressive steering allows for simple course corrections before things go horribly wrong. The engine has a delicious growl at wide-open throttle, and it revs eagerly to its redline. “Frisky” is the word that comes to mind after a romp in the E-Pace.

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