A few years ago Jaguar announced its intentions to build a crossover and I reacted with undisguised confusion — why would Jaguar need an SUV when Jaguar Land Rover is one company and the legendary Land Rover brand already offered models in almost every possible SUV niche?
Then the C-X17 concept appeared, giving a very clear indication of what the company’s first high-riding model would look like, and I even managed to attend its premiere. Yes, I liked the way it looked, but I still remained rather sceptical about JLR’s decision to create a “tall cat”. Much later, however, I realised I had been completely wrong all along, because the Jaguar F-Pace is a genuinely brilliant product. Here is why:
Design
Design is naturally the first thing customers notice. It communicates the brand, the class and the purpose of the vehicle. And with the F-Pace, Jaguar Land Rover enriched its line-up with the modern lifestyle crossover it had been missing. Because if such a car had appeared under the Land Rover badge, it simply would not have suited the history of the famous off-road brand and might even have damaged its image. Sounds logical, doesn’t it?
So, let us get to the essence of the F-Pace’s design. Although it is Jaguar’s first SUV, the F-Pace can instantly be identified as a 100 percent Jaguar at first glance. That is thanks to the car’s overall presence, which combines sportiness, elegance and, of course, the brand’s familiar styling elements such as the headlights and front grille.
As for the rear, I consider it the cherry on top, because it looks extremely dynamic and beautiful, while strongly reminding me of the F-Type sports car. What could be better than that? In my opinion, many manufacturers manage to create harmonious and attractive front ends, but the rear design is always the greater challenge.
Personally, I find the F-Pace to be the best-looking model in its class. Bravo, Ian Callum!
Interior
The cabin matches the exterior with modern styling and a number of interesting solutions and details that leave a good impression, such as the low dashboard line, the “gear lever” that is not actually a lever and retracts into the centre console when the engine is switched off, as well as the storage compartments on both sides of the central tunnel.
In terms of materials, Jaguar performs quite well, although I was slightly surprised by the large amount of hard plastic used on the doors. I say surprised rather than disappointed because at first I did not even notice it — visually it looks fine and it is not located in an area your fingers regularly touch. Still, it feels somewhat strange. The multifunction steering wheel buttons also feel a little cheaper than what would ideally suit a car like this.
That said, these shortcomings and oddities are not enough to spoil the overall positive impression of the interior. Besides, the new generation infotainment system has become noticeably better and easier to use, although I still dislike the fact that it is entirely touchscreen-based and lacks a joystick controller.
What I see as a major advantage is the generous amount of space and overall comfort inside the cabin. The front seats offer more than enough room, as expected, although once again, just as in the Jaguar XE, I found the armrest arrangement slightly odd — the central armrest sits noticeably higher than the ones in the doors. Apart from that, the driving position is excellent, providing good visibility in all directions and solid ergonomics. The sports seats are also very comfortable, offer a wide range of adjustments, strong lateral support and, in the case of our well-equipped test car, ventilation as well.
The rear seats can also boast plenty of space. They are positioned very well and sit high enough so taller passengers do not have to drive their knees into their ears. Overall legroom is very good and the seating position is pleasant. The only downside is the more limited visibility because the doors are tall, as are the backs of the front seats, and it is not particularly enjoyable sitting in the rear without being able to properly see what is happening outside the car.
On the road
The major difference between the Jaguar F-Pace and Land Rover models became obvious the moment I got behind the wheel and started driving. In a Land Rover there is always a specific feeling that you are sitting on top of the vehicle, while here you clearly feel like you are sitting inside it — slightly cliché perhaps, but you become one with the machine. And that feeling works perfectly with the powerful engine in our test car — a three-litre six-cylinder diesel producing 300 hp and 700 Nm of torque, capable of 240 km/h and 0–100 km/h in 6.2 seconds.
The engine itself is very pleasant. It delivers strong performance, effortless overtaking and smooth, refined operation. However, an F-Pace equipped with it starts at approximately €59,700, meaning that if you want a properly equipped example, you will need at least €66,300. At the same time, the four-cylinder 180 hp diesel costs roughly €10,200 less… a matter of priorities.
Anyway, back to the journey. This time I decided to test the F-Pace on a wide variety of roads, travelling from Sofia to Veliko Tarnovo along the northern side of the Balkan Mountains before returning along the southern side.
So I left Moto-Pfohe Lyulin and headed towards the newly opened Northern Speed Tangent around Sofia, which already boasts a respectable amount of bumps and imperfections thanks to the “efficient absorption of public funds”, before continuing onto the Hemus motorway. I set the adaptive cruise control to 150 km/h and, with the clear feeling that a storm was about to hit me at any moment, headed towards Veliko Tarnovo.
At this speed, the typical Jaguar isolation from the outside world immediately stands out, both in terms of tyre noise and aerodynamic sound. Regarding aerodynamics, I was genuinely impressed because given the car’s height and ground clearance, I expected significantly more wind noise. Nothing of the sort — the F-Pace is quiet, although I could hear a slight whistle from the panoramic roof (Mercedes models, for example, tend to isolate that area better).
As always in a JLR product, I was also pleased with the suspension, which filters road imperfections very effectively while still providing strong stability through corners and during changes in direction. The short transverse bumps on the Hemus motorway predictably caused slight body movement, but without any sensation of instability or serious discomfort.
As for the storm, it only caught up with me near the end of the motorway section — fortunately without hail — where the trip computer displayed fuel consumption of 9.4 l/100 km.
After turning onto the first-class road beyond Yablanitsa, I reduced my speed to around 100–105 km/h and continued calmly. A major advantage on this section was the elevated seating position, good visibility and, naturally, the powerful engine. Combined with the eight-speed automatic gearbox from ZF, overtaking is easy and enjoyable and the whole journey feels relaxed and effortless.
In reality, I did not overtake much because it turned out the average speed of most other drivers was well above 120 km/h. Countless cars that reached adulthood quite some time ago overtook me — some without visibility, others in corners — and then people wonder why there are so many accidents on Bulgarian roads… Anyway, I continued calmly at a moderate pace and despite the heavy traffic, I reached my destination with fuel consumption for the secondary-road section standing at 7.9 l/100 km.
The next day, somewhere deep in the Balkan Mountains, I found an empty mountain road full of corners. It was time to switch into Sport mode and discover the “bad” side of this Jaguar. I attacked the steep road enthusiastically and almost immediately forgot I was driving a crossover.
I think quite a few conventional passenger cars could envy the F-Pace for its road manners. The vehicle’s weight is relatively low for this type of machine — under 1,900 kg, which is nearly 100 kg lighter than equivalent BMW and Mercedes models — thanks to the extensive use of aluminium in its construction. And yet, to me, it felt lighter still, as if another 200 kg had disappeared.
The car is extremely stable, body roll is minimal and it simply feels agile and alive through corners. As the most practical Jaguar on the market, the F-Pace was probably not created with this sort of driving in mind, but I absolutely approve of the fact that it is capable of it.
Overall, I have no complaints regarding the F-Pace’s road behaviour. I really like its balanced character because it delivers strong comfort while also offering genuinely enjoyable handling. Yes, the Mercedes GLC deals with bumps and potholes even better, while the BMW X3 offers slightly more engaging steering, but the F-Pace provides a balance that I find extremely important in everyday driving.
Conclusion
I think I have a new favourite in this class. The Jaguar F-Pace sets high standards from the very beginning. The car offers impressive design, excellent road manners and comfort, as well as a spacious cabin and luggage compartment — all essential qualities for a modern crossover.
On the other hand, there is the relatively high price of the V6 engines, the lack of a broader range of more affordable versions (a diesel with around 230–240 hp would fit perfectly into the line-up) and, to some extent, an interior that could feel slightly more solidly built.
Overall, I believe Jaguar has done an excellent job with its first crossover and I am convinced sales will be strong across Europe — including Bulgaria, although larger and more expensive SUVs tend to be more popular here. With a starting price of approximately €43,400 for the rear-wheel-drive version and around €56,100 for the four-wheel-drive automatic in top Portfolio specification, the F-Pace has a lot to offer, and its rivals certainly have something to worry about.
Eng. Tsvetan Iliev
