OCCASIONALLY, IF I’VE got a lot of travelling to do, I’ll buy a Jack Reacher novel I know they’re not Dickens or Booker Prize-winning, but by golly they’re page-turners and immensely enjoyable if you like a good yarn; easy to pickup, hard to put down and something of a guilty pleasure. Sometimes you don’t want the best, you want to satisfy a craving for a story, and Lee Child provides. The motoring equivalent? Continue reading “Jaguar F-type R Coupe AWD”
It’s been less than 10 years since Jaguar stopped building the self-consciously retrostyled S-type sedan. You remember, the car with a grille exactly the shape of a wallmounted urinal?
The original Jaguar E-Type was the sexiest car in the world before they stopped making it in 1974. Thanks to the craftsmen at Eagle, a British custom-motors shop, the legendary vehicle is reborn — and better than ever.
DESPITE the best efforts of ultra-disruptor and leading Silicon Valley iconoclast Elon Musk, the fully electric vehicle has always suffered from two major problems. The first, and worst, was “range anxiety”. Even the Tesla Model S that once borrowed – and loved, by the way despite a lifelong addiction to internal combustion -left me crawling along the inside lane of the M25 in a desperate bid to eke out its batteries’ remaining charge. We made it, with just a solitary mile of range left. Gulp. Continue reading “Jaguar And Its Luxury Sports Car Revolution”
TO SHOW OFF ITS RANGE, JAGUAR HAD THE BRILLIANT IDEA OF INVITING ME TO A PERSONALISED TRACK DAY AT KYALAMI. Not only was I chauffeured there in a Range Rover SVR by a woman who turned out to be as much of a petrolhead as myself, but I found myself in motoring heaven upon encountering the line-up. Continue reading “The Ride Of A Lifetime With Jaguar’s Wildcat SVR”
Well, they’ve got away with it, haven’t they? Land Rover’s sister brand parked its tanks on the family lawn by building a wilfully stylish, clumsily named SUV, but Jaguar’s F-Pace hasn’t brought about civil war in middle England. Because the most handsome SUV money can buy is not a 4×4 that feels hamstrung away from rough terrain. It wants to live on the road.
Usually, the enthusiast should buy the hard-top version of a sports car. Better handling, bit cooler, usually cheaper.
But the F-Type SVR Convertible bucks that trend. Because when an exhaust emits the same sound as the Corvettes at Le Mans, you want as much of that to reach your lugs as possible. Even if you do sometimes wonder if making such a racket on the road is legal.
Half of all Jaguar Land Rover vehicles will be offered with hybrid or electric powertrains within five years, company chief Ralf Speth has pledged.
In the wake of the launch of the Jaguar I-Pace battery electric vehicle, which has been described by Jaguar design boss Ian Callum as being as significant as the E-Type, the British manufacturer has committed to an ambitious programme of electrification.
In addition to fully electric cars and a range of diesels and petrols, JLR is developing plug-in hybrid and mild hybrid powertrain options. The company showcased plug-in and mild hybrid versions of the Range Rover Evoque last year.
However, one fuel type that is unlikely to feature in JLR’s future plans is hydrogen. “We are shaping the future, developing our own approach to autonomy, connectivity and electrification to offer our customers more choice,” Speth said.
Jaguar Land Rover has already begun laying the groundwork for its future powertrain plans. Last year it announced it would be doubling the size of its advanced engineering and design centre in Whitley. The expanded facility will house highly skilled product development engineers and support the creation of high-tech, ultra- low-emissions vehicles for customers around the world.
JLR vehicle line director Ian Hoban told that the I-Pace’s electric architecture had been future-proofed for other applications, suggesting it could also form the basis of future Land Rovers. “The technology is vastly scalable and transferable,” he said. “If you get the fundamentals right – stiffness, weight, centre of gravity, immediate torque – it will float the boat of any brand.”
There is also the prospect of different versions of the I-Pace. Hoban said the battery architecture under the new car was flexible enough to be offered with different power outputs. Tesla already offers a range of performance options on its Model S.
“The potential is there, for sure,” Hoban said. “We’re comfortable with how we’re positioning this car in terms of the range and performance. Beyond that, there is a lot of potential to take it in other directions, although this I-Pace will feel plenty quick enough already.”
Speth anticipated that pure electric and hybrid vehicles could account for up to 40% of JLR’s overall sales by 2021.
If ever there was a Jaguar to banish the old-fashioned view of the brand, the XE is it. Remove all thoughts of the X-Type from your mind, as this time around, the Midlands-based firm has hit a bullseye. Launched last year to wide acclaim, the aluminium bodied XE is now available with all-wheel-drive, paired to the most powerful 2.0-litre diesel engine currently offered. Costing £1,800 more than its rear-wheel-drive stablemate, the extra traction means a weight gain of 110 kilograms, a penalty at the fuel pumps of 7.2mpg and 12g/km of extra CO2.
Vehicle excise duty rises to £110 a year, and for company car users, the benefit-in-kind taxation increases from 22 to 24 per cent. But all of those disadvantages are a small price to pay for the extra peace of mind that the all-wheel-drive system delivers, especially if you live in a remote part of the country. There’s also a neat function called ‘All Surface Progress Control’. Designed to limit the amount of torque being transmitted through the wheels, it helps the driver to make progress on more slippery surfaces, like wet grass, snow and ice.
Jaguar cars have long been at the pinnacle of driver satisfaction, and this latest XE is no different. Fluid handling, exceptional body control and an absence of lean when cornering makes this a real driver’s car. You can really throw the baby Jaguar into a bend and the chassis just grips, all in a totally effortless way. It helps that the steering is well weighted and responsive, with the driver always aware of what the front wheels are up to.
Our car came with adaptive suspension, and despite being billed as a firmer sport setup, all but the deepest of potholes and ruts were shrugged off effortlessly, and is worth the additional £1,045 that the system costs. Under the bonnet is Jaguar’s 177bhp 2.0-litre diesel Ingenium engine, which delivers plenty of punch off the line and a strong dose of mid-range torque. The unit is a little grumbly from cold, and you’ll hear it working away in the background, however, at motorway speeds it is nicely hushed. And that combined with little wind and road noise, it is great on long distances.
Jaguar designers are famed for creating some of the best interiors in the business, and this trend continues with the low-slung, wraparound dashboard in the XE. Most of the materials are soft and sumptuous, though there are a few surfaces that seem lower rent compared to the rest. The excellent seats provide masses of support, and there’s a generous amount of adjustment to both the chairs and the steering column. While there’s a decent amount of leg and headroom up front, things aren’t quite so generous in the back, where space is tight. Things aren’t helped by the door apertures being small and truncated, making access to the rear more difficult. Boot space is a little smaller than class rivals, though is sensibly shaped with a low loading sill. Oddment space is similarly well catered for with a handy flat surface ahead of the trademark rising gear selector, and a decently sized glovebox and armrest cubby.
Thought the F-Pace was Jaguar being brave? You ain’t seen nothing yet …
For anyone who still perceives Jaguar as an oldie brand – all lacquered wood trim, fat cigars and Classic FM – put this in your pipe and smoke it: Jaguar is going Tesla-hunting. And we’re not talking about maybe in five or 10 years’ time, we’re talking now. This hunk of futurism is the new I-Pace concept: a 394bhp, 4WD, pure electric SUV that’s the size of a Macan but has Cayenne levels of space inside, and you’ll be able to buy something virtually identical in mid-2018.
“It’s a concept car, but honestly it’s pretty close. There’s a few little details here and there that you won’t see in production, but most people won’t notice much of a difference.” That’s Ian Callum, Jag’s charismatic design director, who gave TG a personal tour of the concept before it was crated up and shipped to the LA motor show. “It’s really quite different from anything we’ve done before, or indeed anyone’s done before, really.”
He’s not wrong. If you’re having a hard time getting your head around the car’s proportions right now, that’s because they’re the polar opposite to its running mate, the F-Pace. By starting with what Callum calls a “skateboard” platform – a flat battery between the axles with an electric motor at either end, all developed in-house – he and his team had total freedom to place things wherever they wanted.
“There’s no point in a long bonnet because it doesn’t have a great six-cylinder engine like the E-type. I found it fascinating that we could take an SUV and give it the characteristic of a mid-engine sports car in its profile because you’re bringing the cab forward and nestling it between the wheels,” Callum explains.
And it’s not just mechanical layout that encouraged him to throw the visual mass forwards, getting the drag coefficient down to a remarkably slippery 0.29 (the F-Pace is 0.34) was a constant consideration. Hence the scooped bonnet, which raises the front end and smooths air over the roof, and that most un-Jag-like rump. “Perhaps the high and square tail is in conflict with the boat tails from Jaguar’s history, but square back ends are aerodynamically efficient, so we bought into them and made it work, hopefully in an elegant way,” says Callum.
“I was once quoted as saying a Jaguar should look like it’s moving when it’s standing still, and that an SUV looks like it’s standing still even when it’s moving… until now.”
To better understand the shape we need to start from the bottom and work our way up. This is a bespoke aluminium architecture, not a carry-over or a battery slotted into an existing platform. It places the batteries between the wheels and as close to the road as possible, dropping the centre of gravity by 120mm. The upshot is a wheelbase that’s 115mm longer than an F-Pace’s, but overall it’s 40mm narrower and 50mm shorter. Not that you’d notice inside, because by exploiting that cab-forward design, there’s actually more rear legroom and a marginally smaller, but still vast, 530-litre boot.
And the benefits keep on coming, because a motor at each end means near perfect weight distribution. The permanent magnet motors in question are a concentric design – where the driveshaft runs through the middle – helping them to be packaged into an incredibly tight space. As for torque, the cars brain can distribute it to the front or rear as it sees fit, while an open differential on each axle sends more of it to the side where the most grip is. It can even control the level of regen deceleration on each wheel to help balance the ear. Springs and dampers are lifted from the F-Pace (because why wouldn’t you?), and the production car will feature the same wheel design, albeit 22s with more sidewall to fill the arches and slightly narrower in width to better slice through the air, in place of these show-pony 23s.
Outside of limited-run madness like Project 7 the F-type SVR Roadster is the most expensive production Jaguar currently on sale, and from a single glance you can tell the kitchen sink has been thrown in its direction.
As with the coupe the SVR treatment nets you a host of upgrades, including a lightweight titanium exhaust, uprated spring and dampers, more power, enhanced aero and, as is the way of such things, a series of consonants from the end of the alphabet. But it is that aero package that has the greatest effect on the SVR.
In standard form the F-type Roadster is almost certainly the prettiest Jaguar on sale, nodding deferentially to E-type yet happy in its own skin. But in SVR guise that subtlety is lost; its chin juts out more aggressively while the rear has to carry a wing that does nothing for its feminine grace, like abumbag worn on the rear. Ian Callum must be rotating in his Herman Miller chair.
Still, such appendages are chiefly in the interests of greater stability at speed, which is something the SVR has in abundance. The additional 25bhp released by the revised engine software might be hard to detect, probably because you’ll be too busy paying attention as all 567bhp is unleashed. The combination of large capacity and supercharging gives the SVR torque across the rev range, and a prolonged prod of the throttle delivers great lunges of acceleration, all accompanied by that borderline anti-social exhaust note. Kids love it, whatever their age. The carbon ceramic brakes are optional but entirely justified with this amount of wallop so easily available.
The SVR updates haven’t tinkered too greatly with the F-type’s sweet balance either. Getting the rear-biased four-wheel-drive set-up as standard allows you to push with a little more confidence, safe in the knowledge that when the inevitable happens it will shift torque to the front to help you out. The Roadster does sacrifice some stiffness – the coupe is 80% stififer – but unless you’re planning to break lap records the open-roof experience is worth the sacrifice. It can still do a passable impression of the traditional Jaguar waft too; you’re never in any doubt that it is firmly sprung but you won’t spend your time deftly swerving between potholes either.
Inside it’s a little less convincing. Upgrades include leather sports seats and suede on the dash (which helps to cut reflections) but it remains snug, with modest storage and the occasionally dozy infotainment system. The roof folds smartly though and even at high speeds hair tousling is well within acceptable levels as long as you’re using sufficient product, while the boot offers 207 litres albeit in an odd shape.
But the biggest problem with the SVR is little sister. Grabbing less attention but more naturally beautiful, the R AWD Convertible is £18,320 less than the SVR (£23,175 if you opt for two-wheel drive) and offers near-as-dammit the same performance. Hedonists will always seek the ultimate, but for the F-type you might be best taking one step back.
Jaguar F-Type SVR Roadster
Engine: 5000cc supercharged V8
Power: 567bhp @ 6500rpm
Torque: 516lb ft @ 3500rpm
Transmission: eight-speed automatic, four-wheel drive
Top speed: 195mph
On sale: Now
Still great, just not the greatest
An F-Type SVR, Jag’s first car since the XJ220 with a 220mph top speed, needs delivering to the Red Bull Ring via Germany. This is it then: Mission 200.
I can feel it coming, a faint tickle in the sinuses, but I can’t stop now. The battered Audi A3 I’ve been following at a steady 110mph has just peeled right, revealing a stretch of three-lane autobahn perfection – empty, approximately straight, well-sighted, dry. Systems check: vmax mode sinks the carbon spoiler closer to the bootlid, switch the exhausts to Spitfire and any stragglers up ahead should have fair warning. I give it all the throttle, mashing the pedal into the footwell with unnecessary force, searching for an extra millimetre of squidge from the carpet covering the bulkhead.
In the F-Type SVR, you don’t just drop the hammer, you drop a branch of B&Q. Even deep into three figures, it squats and hurtles forward like a demented rhino, snorting on upshifts, intent on gouging the horizon. I watch the speedo sweep past 120mph… 130mph, and there’s that tickle again. No time for that, I’m wired like Bradley Cooper in Limitless – my eyes are on stalks, scanning the distance for trucks, debris and gentle curves that at 150mph-plus tend to morph into hairpin bends. As I hit 160mph, I can’t suppress it any longer, and close my eyes involuntarily before unloading the Hurricane Katrina of sneezes, covering the dash in a thin film of snot. When my eyes open again an ambitious Ford Transit has pulled into our lane 300 metres ahead. I squeeze the carbon-ceramic brakes, and reacquaint myself with breathing.
Subsequent calculations reveal that during the two seconds I was inspecting the back of my eyelids, we had travelled 143 metres, or six tennis courts. That’s the thing with high-speed runs, you need a lot of space. How much exactly? Well, assuming perfect conditions, the SVR will gobble up 1.5 miles of road on its way from 0-175mph, but you’ll need something like another 2.5 miles to claw your way from 175-200mph, through air that’s becoming more treacly by the second.
As for the supercharged V8’s 567bhp output, it might sound unnecessary, but if you want to build a 1,705kg, AWD, 200mph supercar, every horse needs to pull its weight. That’s because power required rises with the cube of velocity. So, if Jag’s engineering team had a boozy lunch and decided to up the SVR’s output by 200bhp to 767bhp, the top speed would climb to 221mph – a 21mph increase. Turn it up by 400bhp to 967bhp and the vmax would be 238mph – only a 17mph improvement. It’s a game of diminishing returns.
A Jaguar without the roar? It’s here. As fast as an F-type, as spacious as a 7-series and as clean as a Zoe, the all-electric i-Pace is nothing more or less than ‘the modern car’ according to Jaguar. And it’ll be yours in 2018
Garage door retracts and out – silently – rolls the bluff, stubby nose of the first ever all-electric Jaguar. There’s a pause – choreographed, you’d like to think – for us to take in the sawn-off front overhang, then gargantuan 23-inch ‘Nighthawk’ wheel, before the raked, generous passenger cell begins to ooze through the aperture. It’s like the car’s silvery, aluminium form is being extruded through a mould: cockpit flowing on and on before dropping away sharply to an almost brutally squared-off tail. This is the i-Pace: welcome to the zero-emissions future, Jaguar-style.
Traditionally, the Jaguar form is long of bonnet, backwards of cab. But this silhouette is very different; more like a mid-engined supercar’s, with its cockpit amidships according to design chief Ian Callum. But why the very familiar Jaguar face on this breakthrough car, today a concept but in mid-2018 a production reality? “Because we’re still in the phase when every Jaguar must be instantly identifiable as a Jaguar,” says Callum. “We kept the family face largely unchanged for the electric vehicle, so that more people get to know and understand the brand.”
But when Tesla offers a saloon, a vast SUV and, shortly, a compact saloon, all with myriad drive options, why only one Jaguar, one bodystyle, one drivetrain option and one price? “This is the beginning of a new era,” states project chief Ian Hoban. “We don’t know yet how quickly battery electric vehicles [BEVs] will catch on, so it makes sense to tread lightly for awhile. But rest assured; there is plenty of scope for evolution built into this project.”
While Europe’s premium electric market is today occupied by Tesla (with Renault and Nissan pushing more affordable pure electric cars), consultants McKinsey predict proliferating BEVs will account for 10% of global car sales by 2020. A decade later this penetration is expected to soar to almost 40% as a comprehensive charging infrastructure takes root, and governments and city councils around the world penalise the internal combustion engine as they roll out the BEV red carpet. Which is kind of an anachronism, unless batteries quickly come down in cost, weight and raw material usage.
Some might see the i-Pace as a silent-running coupe version of the F-Pace. Beneath the skin, however, it is a completely different thing. While sharing the same flexible D7a aluminium architecture, the new BEV has essentially been developed from scratch. Just about the only significant carryover item is the double-wishbone front axle – and it shows. The i-Pace concept slowly glides to the end of a semi-circular tarmac patch – Ian Callum always seeks to introduce his new vehicles dynamically – then executes a long-winded about turn. By not making use of the void created by the absence of a combustion engine, the tight turning circle – a typical BEV asset – is conspicuous by its absence. “It does go quicker than this, but we’re just giving you time” to take it in, jokes Callum. “You can see it but you can’t hear it!”
Just enough familiarity with the funk
Design boss Ian Callum talks you around his first EV
“The rear end was very much shaped by wind tunnel work”,explains Callum. “It’s high and square, which is always a challenge for us Jaguar boys! But there’s still quite a bit of sculpture in it and a drag coefficient of less than 0.30 was our objective – 0.29 for this type of vehicle is pretty impressive.”
The i-Pace has a 530-litre rear luggage compartment but no front boot – the short nose houses a motor, charging systems, the inverter and…
Visible sports car DNA
… The silhouette is very dramatic,” says Callum. “The amount of rake we’ve put into the roof isn’t typical of an SUV… There are SUVs with more headroom but this is adequate. It’s very much a sports SUV. There’s a pronounced Coke bottle shape to the car and that, coupled with the positioning of the DLO [daylight opening, or glasshouse] give it the proportions of a mid-engined sports car. On an F-type you work to emphasise the long front and short rear; here I wanted to emphasise the fact that this car doesn’t have an internal combustion engine. You couldn’t fit a transverse engine in there…”
Bringing the drama
“You’ve got the dramatic lines of the roof and the Coke bottle and then the interesting details on the lower half of the car, emphasising the pods coming off the wheels. They help ground the car,” says Callum.
An electric motor turns the front axle, and Jaguar’s multi-link rear suspension was extensively modified to make room for a second electric motor, which requires more space than the differential you’d normally find there. Since there was no need to make room for a transmission tunnel and propshaft, the entire floorpan was turned into one big and heavy battery tray embedded in a liquid cooling circuit. The energy cells are pouch shaped, with 36 modules of 12 pouches per module. Easy underbody access will make it relatively easy to replace a module gone AWOL.
You would think that removing the engine, transmission and mechanical all-wheel-drive system would clear the road for a lightweight whisperliner, but Ian Hoban is quick to dash such hopes. “The kerbweight actually goes up to 2100kg; that’s a 300kg penalty over the F-Pace. “The frame filled with batteries adds 600kg to the tally, each motor brings with it 90kg including ancillaries, and the cooling system makes up for 100kg. That’s not bad for a BEV, but the F-Pace is trimmer.” Stretching the F-Pace’s wheelbase by 115mm to 2990mm has made room for more powerpacks and for more spacious rear accommodation.
Jaguar claims the vehicle offers Porsche Cayenne space in a Macan footprint. The heavy belly section subsides the centre of gravity by a useful 120mm compared with an F-Pace, and that’s before downgrading the concept’s 23-inchers for low-profile tyres on rims an inch smaller. The weight distribution is 50:50, the dimensions (4680mm long by 1890mm wide by 1560mm high) are more compact than those of Jaguar’s other SUV, and the proportions have also changed for the better. “We managed to pull the cowl forward by some 200mm,” explains Ian Callum. “This gives the car a sportier stance, and it creates a fresh visual balance between the shorter front and the stubby rear end. Because of the coupe roofline, a simpler four-lite greenhouse made more sense than the classic six-lite.”
Without going into detail, Jaguar describes the powertrain layout as consisting of two rare earth permanent magnet motors coupled to a synchronous single-speed epicyclic concentric transmission. Each electric drive unit (EDU) produces 197bhp and 258lb ft, which doubles up for a combined output of 394bhp and 516lb ft of torque. All-wheel drive is of course part of the package, as are an electrically fed air suspension and steering. The compact motors are relatively light at 38kg per unit, but auxiliaries such as the rear-mounted performance electronics push the tally to 90kg per EDU.
Stylish with a touch of sinister. Is the new XF still a proper Jag?
Before Jaguar became one of Britain’s most prestigious exports, and a mainstay in the luxury car market, it was a wispy notion in the mind of its co-founder, Sir William Lyons. The man imbued his designs with a distinctly artistic flavour, betraying his own Edwardian underpinnings. His cars had to have a certain dynamism, flair and a touch of the futuristic that would render them immortal. In an era largely devoid of marketing talk, a Jaguar needed to speak for itself.
Beholding the second-generation Jaguar XF in the metal, it’s clear that Jaguar has striven, for over half a century, to maintain some of those values – though with varying levels of success. With the new XF, Jaguar has been wise enough not to overly radicalize the traditional executive sedan form and trade it in for novelty value. So, the changes do remain minimal. That said, even today, with a more homogenous, brand-oriented design philosophy working its way into manufacturer brochures, one can easily trace the XF’s lines to Jag’s grand tourers of yesteryear.
The XF has, since its birth in 2008, sat squarely in the middle of the brand’s portfolio. Jaguar’s routinely sensational concept designs had already created enough of a buzz to make fans forget about the misguided S-Type (the car it replaced) and have them gush over what was clearly a new chapter in Jaguar’s story. With design chief Ian Callum (he of Aston Martin DB7 and DB9 fame) penning the form, there was very little chance of things going wrong. Callum’s hallowed penmanship had brought with it a brand of aesthetics unknown to the premium mid-size sedan space, swatting away any clinical elements which were wont to find their way to a car in this category. Never one to dilute its driving experience, Jag kept things traditionally rear-wheel- driven with an unmistakably predatorial and feline form set to prey upon competitors securely chewing most of the market share.
Jaguar will vault into central Tesla territory with the all-new battery-electric I-Pace, easily the most radical car in its 81-year history. The new car, unveiled this week as a concept at the Los Angeles motor show, changes practically every traditional Jaguar ingredient and is due on the road in about 18 months’time. It marks the start of a bold new chapter in the engineering and design history of Jaguar Land Rover. Jaguar’s brief for its long-anticipated first electric vehicle was to “create a performance SUV that is spacious, sporty and usable”, but the final design isn’t merely an electric version of the successful F-Pace SUV.
Instead, the I-Pace exploits the packaging advantages of an electric powertrain to marry a sleek four-door bodystyle with generous cabin space, four-wheel drive capability and performance on a par with a rear-wheel-drive Jaguar F-Type R. The definitive production version of the l-Pace will be revealed at the end of next year, with most of the concept’s key features likely to be carried over.
The car will go on sale in 2018 at a price expected to be about 10-15% above that of an F-Pace of similar specification, making for an entry-level model costing £40,000-£50,000 likely. The l-Pace will take on Tesla’s Model X, the Audi e-tron and a production version of the Mercedes Generation EO concept shown at the Paris motor show in September.
NEW EV ARCHITECTURE – The l-Pace Concept uses a new, bespoke, battery electric vehicle architecture designed in-house. Jaguar said the electric architecture, informally referred to as the ‘electric skateboard’, is production ready. As with other Jaguars, the l-Pace’s architecture is aluminium-intensive. The housing of the battery pack is made from the material and forms an integral part of the car’s body structure. The I-Pace Concept’s drive is provided by a pair of synchronous permanent magnet electric motors, one integrated into each axle and paired with a single-speed epicyclic transmission.
The powertrain provides four-wheel drive, immediate response from a standstill and rapid torque distribution between the two axles. Each motor produces the equivalent of 197bhp, meaning the l-Pace Concept has 395bhp and 516ib ft on tap. Jaguar’s claimed 0-60m ph time for the car is 4.0sec. “Electric motors provide immediate response with no lag, no gearshifts and no interruptions,” said Ian Hoban, JLR vehicle line director. “Their superior torque delivery compared to internal combustion engines transforms the driving experience.”
The car’s maximum range on a fully charged battery is about 310 miles, as measured on the New European Driving Cycle. A 50kW direct current (DC) charging point – currently the most common type of public rapid charging system in the UK- can replenish the battery to 80% in 90 minutes and to 100% in just over two hours. Jaguar has future-proofed the electrical architecture to accept higher-capacity charging than 50kW DC when such charging points become commonplace. The charging socket is situated in the car’s front wing.
Jaguar’s engineers designed and developed the motors in-house to achieve the compactness, efficiency and power density they desired. The motors have an outer diameter of 234mm, are 500mm long and weigh about 38kg. Permanent magnet motors were chosen in preference to the induction motors used by the likes of Tesla because the efficiency is fractionally better and the weight is lower. Power is stored in a 90kWh lithium ion battery pack.
The battery uses 36 pouch cells selected for their energy density and thermal performance. They operate at a lower heat, so they can run at a high performance for longer than cylindrical cells. Jaguar said pouch cells offer excellent future development potential, especially in terms of energy density. This will enable greater range for a given size of battery, or deliver similar range to today but from a smaller, lighter pack. The pack is liquid-cooled using a dedicated two-mode cooling circuit.
In moderate ambient temperatures, the battery improves efficiency by relying only on a radiator to remove the heat generated by the cells. At higher temperatures, a chiller linked to the vehicle’s main air conditioning system provides greater cooling capacity to keep the battery in optimum condition.
DRIVING DYNAMICS – Jaguar set out to ensure the concept version of the I-Pace can top its class in terms of ride, handling and refinement. The car uses the same double wishbone front suspension and integral link rear suspension that has already been proven in the F-Pace. Siting the battery pack low between the axles helps to lower the centre of gravity and reduce yaw inertia, and spreading the weight of the electric motors on to each axle has helped to enable a front-to-rear weight distribution of almost 50/50.
The concept rides on 23in alloy wheels and bespoke 265/35 R23 tyres and uses electromechanical steering. “It’s a true Jaguar,” said Mike Cross, JLR chief engineer of vehicle integrity. “This will be the first electric vehicle developed for enthusiasts who love driving.” The 1-Pace Concept’s four-wheel drive system is augmented by Jaguar’s familiar traction technologies, including All Surface Progress Control (ASPC) and Adaptive Surface Response (AdSR). The car will also have adjustable levels of regenerative braking force, making it possible to drive the 1-Pace as a ‘one-pedal’ car in some conditions.
CAB-FORWARD DESIGN – Not having to accommodate an internal combustion engine or conventional transmission allowed Jaguar’s designers and engineers to rethink the vehicle’s overall proportions. Although an SUV design wasn’t a prerequisite at the very start of the electric vehicle project, it was a logical choice: the F-Pace is now the company’s best-selling model and Jaguar’s electric car needs to appeal particularly to the US market, where emissions regulations are tightening.
Even so, the 1-Pace is an unconventional SUV, taking some of its styling cues from the stillborn hybrid C-X75 supercar. A cab-forward design, long wheelbase and short overhangs combine to maximise interior space for occupants, improve visibility and enhance driving dynamics. At 4680mm long, 1890mm wide and 1560mm tall, the I-Pace Concept is smaller in each dimension than the F-Pace, in particular its height. However, the most significant difference is in the wheelbase: Jaguar has pushed the electric car’s out to 2990mm, compared with the F-Pace’s 2874mm.
Indeed, the l-Pace’s wheelbase is30mm longer than the XF’s, too. To reduce drag, the door handles sit flush with the body surface and slide out when activated, and side skirts channel air more efficiently around the wheels. A low-set bonnet features a grille that bends back to channel air through a scoop similar to that of the C-X75, helping to reduce drag further. The drag coefficient is 0.29. By comparison, Tesla claims its Model X is the slipperiest SUV, with a Cd of 0.24.
At the rear of the I-Pace Concept’s roof, a slender fixed spoiler reduces lift at higher speeds without generating drag. The dramatically sloping rear window has a hydrophobic glass coating that sheds water, negating the need for a rear windscreen wiper. The squared-off rear end and flared haunches accentuate the short rear overhang but also provide an aerodynamic benefit by encouraging air to cling to the vehicle for longer, stabilising airflow at speed.
Just like politics and honesty, supercars and economy, Jag and SUVs could never be spoken of in one sentence. Unitl now. Is this metamorphosis worth your attenton?
India is the only place where Jaguar and Land Rover is said in one breath. In fact, it was the Indian media and business analysts who coined the term ‘J LR’ when the talks of Tata Motors buying the brands off Ford started to surface. Till then,both had an individual identity and did completely different things. The gap has started to blur, and the first case in point is Jag’s entry into the space that Land Rover has been dominating for so many decades. Never did I imagine that I’d drive a Jaguar on a beach. But, it’s here, the F-Pace, Jag’s answer to the Porsche Macan, jumping on to the bandwagon of carmaker-turned-SUV-maker just like Maserati, Bentley, Porsche and soon Lamborghini.
The F-Pace is as different a vehicle as the name sounds. It has inherited styling cues from Jag’s newer sedans, but you cannot deny that there’s a bit of F-Type, too, in there. The F-Pace isn’t a very big SUV. You could call it the size of a Macan (pun not intended) or a Merc GLC. But it isn’t too small to be mistaken for a crossover. It has quite a presence on the road,and if you go in for a bright paint shade like the car here, it’ll be even more of a head turner.
The cabin is typically Jaguar. The only thing that’s not like any other Jag is the seating position – it’s high and commanding, giving a nice view of the road ahead and the tall, flat hood. The rest will remind you of the XF or the XE. There’s generous use of piano-black finish on the centre console, and there’s plenty of equipment to play with. The F-Pace is strictly a five-seater. But for the five passengers that’ll be on board, there’s ample room. The rear seat is comfortable and roomy and gives you the proper feeling of being in a premium SUV.
Now that Jaguar and Land Rover are under the same umbrella, and Jag has entered the SUV space, someone had to make sure that the SUVs from the two brands appeal to very different customers.
And every inch of the F-Pace is made to be different from the LRs. Things are a bit more chic than the LRs and things are made so that you don’t dare explore off-road. Apart from the AWD system, there’s nothing that encourages you get onto rough terrain. That means, of course, there’s no low range transfer case, ride height control, lockable diffs and stuff that likes muck and rocks. It’s meant to stay on the road.
And on the road, where Jag wants you to drive the F-Pace, it’s a complete hoot. The body manages and controls its weight rather well and maintains composure even when you are pushing the limits of physics. The sort of body roll that you generally associate with SUVs is not present in this Jag, and it seems like the engineers wanted to make the F-Pace true to Jag’s brilliant driving dynamics. And they’ve succeeded. The steering has a good feel and the right weight to make you feel confident around corners and the AWD system comes in handy to find more grip around corners.
Jag’s stayed true to its name for making nice driving cars, but is it as good as the brilliant Porsche Macan? The Macan doesn’t believe in the laws of physics. It just twists and rubbishes them; the F-Pace, on the other hand, stays within the limits of science and abides by things like inertia, gravity and weight issues. And the results of that are a lean in the body around bends and the tendency of being slightly less meticulous around tight bends as against the Macan.
To mate the F-Pace enthusiastic on the road, the suspension has been tuned to be on the stiffer side. By SUV standards, of course. There’s not much travel in the springs and the stiff setup means that your back isn’t going to be too happy. And on a patch of broken road, you can hear the suspension at work and struts bottoming out with a loud thud.
In India, the F-Pace will be sold with either a 2.0-litre turbo diesel that’s good for 177bhp and 430Nm of twist or a 3.0-litre V6 that churns out 296bhp and an earth-moving 700Newtons. Yeah, you read that right. With that sort of torque being channelled down to the road, this 2.5-tonne SUV rushes to 100kph from standstill in 7.2 seconds.
The engine is quick to respond to your needs and has a strong mid range.
It’s mated to an eight-speed automatic transmission. The thing with the transmission is that it goes on doing its thing in the background without anyone noticing it or making too much hue and cry about its speed and precision. In fact, it isn’t the fastest or the wisest transmission on sale. Well, it’s not bad by any standards, but it won’t change cogs in the blink of an eye, and there’ll be times that you’d expect it to give you a downshift, but it simply won’t. However, things that work in its favour are the wide variety of ratios that it has at its disposal, and the flexibility that it can offer to the engine. And with that, it’s reasonably fuel efficient for a 2.5-tonne SUV with a 3.0-litre V6 on board: it’ll go 8.2km in the city and 10km on the highway on a litre of sticky fuel. Not bad, I say.
As I mencioned earlier, the F-Pace isn’t as precise and intuitive to drive as the Macan, it’s got a stiff ride, and when you talk about off-roading, all it can do is be silent, keep a straight face and look at its cousins from Land Rover. But apart from these shortcomings, it has quite a few things that work well. The styling, for instance. Or the plush cabin or the confidence it inspires from behind the wheel. Or the steering feel and willingness to change directions, or even the body control it possesses. And if you put everything together, it turns out to be a rather nice package.
There is one other thing about the F-Pace that may seem like a con. For all the aluminium body panels, tech, toys and mass that the F-Pace offers, Jaguar demands $51,000 for this, the R-Sport variant. A little more and you could get yourself a Range Rover Sport. But to solve the dilemma you may face, trying to decide between the Jag and the Range Rover, all you need to do is ask yourself one question: do you want a nice-driving, road- hugging, performance car in the shape of an SUV or do you need some bulk and off-road hardware and a true-blue brawny SUV?
In a world where manufacturers have started to give cars the ability to multi-task, never mind the body style, Jag has managed to make something it has never made before, and as far as new beginnings go, this one is a hit right from the start. From making side-cars for bikes, to sportscars and now to SUVs, Jag has done a pretty neat job of putting things together. It won’t ou tdo the Macan, the F-Pace, but it’ll surely keep Porsche pushing standards even higher. Because if they don’t, you know who’s going to be right at its doors, waiting for that opportunity to race ahead.
Engine: 2993cc, V6, turbo diesel
Transmission: 8A, AWD
80-0kph: 24.6metre; 2.1 seconds
City efficiency: 8.2kpl
Highway efficiency: 10kpl
Pros: Handling, road presence, steering feel
Cons: Stiff ride, lack of off-road hardware
Bottom line: Drives well, looks nice and has a plush cabin
JAGUAR’S Special Vehicle Operations (SVO) division appears to be working on a hot version of the F-Pace 4×4. Spied testing at Germany’s Nurburgring race track for the first time, the high-performance SUV will go up against the likes of the Porsche Macan Turbo, and could arrive within the next 12 months. The F-Pace will be the second Jag to benefit from the SVR treatment, following on from the F-Type Coupe and Convertible earlier this year.
The prototype spied on test is heavily disguised, but there are a few clues that mark it out as the high-performance model; new alloy wheels which house beefier brakes for improved stopping power are the biggest giveaway. Under the bonnet, Jaguar’s 5.0-litre supercharged V8 is likely to be hooked up to an eight-speed ZF automatic box. It’s the same engine and gearbox combination found in the Range Rover Sport SVR, which develops 542bhp and 680Nm of torque.
Jag’s first-ever SUV may have pulled up beyond fashionably late to the party – the same soiree that’s been keeping certain European marques afloat for a decade – but it arrives ready, with immediate presence, sharp styling and a responsiveness that’s attractive and brutish in equal measure (think Tom Hardy in Bronson). Jaguar’s F-PACE is the most attractive SUV on the market – set to end Porsche’s ownership of the fast family-hauler segment.
ENGINE – The 3.0-litre twin-turbo diesel V6 produces 221 kW and 700Nm, with a 0-100km/h time of 6.2 seconds – not bad for something that’s destined to have the back seats stacked with kids between runs to the shops. The alluring 3.0-litre supercharged V6 petrol engine (as found in the F-TYPE) is available in two states of tune – 250kW/450Nm and 280kW/450Nm – with respective zero to 100km/h times of 5.8 and 5.5 seconds. It’s rumoured that a V8 will make an appearance soon. Here’s hoping.
STYLING – “A svelte car with attitude,” is how Jaguar design guru Ian Callum describes the F-PACE, but it’s also familiar, like a jacked-up, yawning XE. That’s not to say it isn’t attractive – it’s head-turningly so, as we discovered on our drive down the NSW South Coast, thanks to the Jag grille and traditional sports-car proportions of long bonnet, low roof and forged alloy wheels – 22 inches of optional extra and a first for the brand. It’s also worth noting that the F-PACE sits proportionally alone, bigger than a Porsche Macan and Range Rover Evoque, and smaller than the Audi Q7 and RR Sport.
DRIVING – “You know that dad who lavishes his kids with love all week, only to brutalise his opposition on the rugby field of a weekend? Well, that’s the F-PACE. It’s a safe, high-riding vehicle that’ll stand out at school pick-up, before thumping and snarling through every corner on the long way home. Jag execs insist it’s also a decent off-roader (of course they do), but what we learnt was that it’s light and responsive and that, really, every car should come with a HUD. The one drawback is its limited rear vision -while there are cameras, and side mirrors with blind spot detection, it still feels tight.
INTERIOR – This is a luxurious, comfortable and roomy cabin – draped in soft-grain leather – that features everything expected at this price point (seat warmers and adaptable, personal climate control). The forward setup will be familiar to anyone who’s spent time in either an XJ or XE – cue the pop-up rotary gear-shifter – with brilliant, digitised instruments that adapt to each driving mode, as well as what has to be the most intuitive infotainment system ever, run via a 10.2-inch touchscreen. It means connecting via Bluetooth is easier than watching Em Rata dance. Nude.
Jaguar has officially launched its 2016-2017 Formula E team as the British brand returns to factory motorsport for the first time in more than a decade. With electronics giant Panasonic as its title sponsor and the Lear Corporation as its official partner, Jaguar Racing will enter its new Formula E car, the l-Type 1, with drivers Mitch Evans from New Zealand and Northern Ireland’s Adam Carroll. Chinese racer Ho-Pin Tung will be the reserve driver. The l-Type 1 has been developed in collaboration with Williams Advanced Engineering, an offshoot of the Williams F1 team. Jaguar will use the series as research and development for its electric road car programme.
Talking at the launch event, Jaguar Land Rover product engineering boss Nick Rogers said: “The team is a key part of our product development. In future, we will have roads that use a lot of the technology, electronic controls, propulsion systems and batteries. You will soon be hearing about vehicles that use this technology.” Panasonic Jaguar Racing chairman Gerd Mauser added: “Our mission is to change the image of electric vehicles. Over the past five years, there has been an unstoppable momentum towards electric vehicles. We can look forward to a series of exciting advancement.”
Team director James Barclay acknowledged the team would have some catching up to do. “We want to be successful on and off the track,” he said. “We know the challenge will be strong; our competitors have a two-year head start. We will be keeping our expectations in check in our first season. Ultimately we’re here to win, but we’re here to innovate, too.”
BMW has a tie-up with Andretti Autosport and BMW factory driver Antonio Felix da Costa will race for them in the new season, while Audi has announced that its partnership with ABT Schaeffler will become a full factory effort from the 2017-2018 season.
Volvo is also mulling a possible future entry for its Polestar performance brand. The Formula Eventure is Jaguar’s first factory motorsport effort since its underwhelming performance in Formula 1, which lasted from 2000 to 2004. The third Formula E season gets underway on the streets of Hong Kong on Sunday 9 October.
We’ve known for awhile that Jaguar has wanted to add a spicier F-Type to the range – and the new SVR is it.
Like the Range Rover Sport SVR, it’s the work of JLR’s Special Operations division, so the 5.0-litre supercharged V8 pumps out 568bhp and 700Nm of torque. It also has clever new aero and a bespoke bodykit and trim. Our special contributor Steve Sutcliffe sees if it’s worth the £110,000 price.
When Jaguar boss William Lyons, by now Sir William, unveiled the E-Type Jaguar at the Geneva Motor Show in March 1961, its ecstatic reception rekindled memories of the 1948 British launch of the XK120. The E-Type, or XKE as it is known in America, created a sensation. British car magazines had produced road tests of pre-production models to coincide with the launch—and yes, the fixed-head coupe really could do 150.4 mph (242 km/h).