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2018 Jaguar E-Pace Video Review | Jag's smallest SUV is a high-priced hit

The following is the transcript from our above 2018 Jaguar E-Pace video review. To read more about this compact luxury SUV, read our E-Pace first drive review. There's nothing like some Sunday morning driving. And today I am driving the 2018 Jaguar E-Pace, which is Jaguar's latest gasoline-fueled crossover offering, not to be confused with the I-Pace, which is their electric vehicle. This particular model is powered by a 246-horsepower turbocharged, 2.0-liter, four-cylinder engine that makes 269 pound-feet of torque. It's mated to a nine-speed ZF automatic transmission, and my biggest gripe about the engine is that it can be a bit laggy, especially driving around in the mountains, particularly in Comfort mode. I would also appreciate paddle shifters on all of the models, not just the R-Dynamic, the lack of which on a $54,000, so-called sporty crossover is pretty disappointing. My disappointment doesn't linger very long, however, as the nicely weighted steering in this cub makes driving on these mountain roads pretty enjoyable. All-wheel drive does come standard on all varieties, and each feature four drive modes: Comfort, Dynamic, Eco, and then Rain/Ice/Snow. Let's talk about looks. Jaguar chief designer Ian Callum knows how to design an SUV. The F-Pace is my favorite looking vehicle in the segment and the style translates nicely to the smaller E-Pace. While it's not as good looking as its big brother, in my opinion, it definitely takes the crown over the Range Rover Evoque and the Discovery Sport, both of which share its platform. In fact, the E-Pace would rather easily be the best-looking vehicle in its class, if not for the newly-released Volvo XC40. This Cesium Blue paint is one of my favorite colors on the market, well worth the $590 price tag, in my opinion. I'm not a huge fan of chrome in general, and while this car is no exception, you can opt for the Blackout Pack, which replaces all the chrome on the car with gloss black paint. My biggest gripes with the F-Pace? Interior, infotainment and price. Those issues remain in its smaller sibling. When it comes to interiors, the Germans and the Swedes do a much better job, and when it comes to price, there are much better interiors out there. Most of the materials inside that you touch do feel pretty nice, but there are still a few cheap-feeling plastics around the cabin. And until there's a significant update to the infotainment system, JLR is always going to be behind the competition.

Jaguar I-Pace gets discreet nip-and-tuck in global markets

Jaguar has given the I-Pace, its first series-produced electric model, a round of minor visual and packaging updates. The crossover gets a nip-and-tucked front end, additional paint options, and in some markets a restructured trim level hierarchy, among other small changes. The biggest design update is positioned front and center — literally. The new-look I-Pace receives a smooth insert that replaces the grille-like trim fitted to the outgoing model. It's finished in Atlas Gray, and this color also appears on the trim pieces positioned on either end of the lower part of the front bumper. Jaguar also fitted a black and silver emblem to the front end, and it changed the color of some exterior trim pieces from black to gray. The company explains that it made those changes to simplify the I-Pace's design while reducing visual mass. Most of the remaining design changes are subtle: Every I-Pace trim level now comes standard with diamond-turned wheels, and some variants get a Black Pack that adds gloss black exterior trim. Finally, Eiger Gray and Carpathian Gray join the palette of available colors. We're still waiting for the hot-rodded I-Pace that Jaguar alluded to in 2019. In the meantime, the global range includes three trim levels called R-Dynamic S, R-Dynamic SE, and R-Dynamic HSE, respectively. Buyers in England can also select a range-topping model called 400 Sport. It doesn't sound like Jaguar made major drivetrain changes. Power comes from a pair of electric motors (one per axle) that zap the four wheels with 394 horsepower and 512 pound-feet of torque. Jaguar quotes a 4.5-second sprint from zero to 60 mph, and the 90-kilowatt-hour lithium-ion battery pack holds enough electricity to deliver up to 246 miles of range with 20-inch wheels, or 217 miles with 22-inch wheels. Jaguar hasn't announced the aforementioned changes for the American market yet; as of writing, they apply exclusively to models sold on the European market. We've reached out to the company for additional details, and we'll update this story if we learn more. Related video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.

2018 Jaguar XE S AWD Drivers' Notes | Don't stop me now ...

The 2018 Jaguar XE S AWD plays in a tough segment. The relative newcomer jumps into the fray with the BMW 3 Series, the Mercedes-Benz C Class, Audi A4 and Cadillac ATS. While it's available with a number of engine and drivetrain combinations, this model came with the top-tier 380-horsepower supercharged V6, the same one found in the Jaguar F-Type. It transforms the XE from a calm but capable sport sedan into a real hotrod. Our test car had nearly all the bells and whistles Jaguar offers. The Firenze Red paint was accented by blacked-out trim, giving it a far cooler look than the standard chrome brightwork does. The interior features red-and-black heated and ventilated leather seats, carbon-fiber trim, a 10-inch touchscreen infotainment system and more. It comes with adaptive cruise control, but, as we learned, you need to scrape all the ice off the sensors for it to play ball. Associate Editor Reese Counts: I have a love/hate relationship with snow. I utterly despise the white stuff when it's 6:30 a.m. and I'm digging out my driveway and dreaming of the warm pillow I left behind as my pants slowly soak through and the fine motor control in my fingers decides to call it quits. Then I get behind the heated steering wheel of something like the XE S AWD and all my anger fades behind the plume of snow being thrown up by the tires. Sport sedans in the winter are amazing. I'm a big fan of the XE. Our old long-term diesel was a great little sedan, even if not everyone agreed with my sentiments. This platform is capable of so much more than the diesel can deliver. The XE S ditches that car's fuel-efficient-but-clattery oil burner for the sweet soundtrack of a supercharged V6, the same one that's under the hood of our current long-term F-Pace S. It's paired with ZF's ubiquitous eight-speed automatic and sends 380 horsepower to all four wheels. It feels damn near unstoppable in the snow. I'll be honest, I was flat-footing the car everywhere I went. I was searching for unplowed roads or empty parking lots because I just wanted to make the car dance. The all-wheel-drive system is rear biased, giving you enough of a leash to let loose without spinning out. The throttle response from the V6 was smooth and instant. It was easy to manage the car's angle just using the gas. The XE S was so good at clawing its way through the snow, I was convinced it was wearing winter rubber until I looked and saw a set of Pirelli all-seasons.