The Jaguar XF is unlikely to spring to mind or be a first choice for those looking for a mid-size luxury sedan but there’s a lot to like about this 2022 XF P300 R-Dynamic. With both diesel and supercharged petrol having left the building, the turbocharged petrol P300 is now the sole model in Australia.

Specified in the highest HSE trim and available only as a four-door sedan, Jaguar has thrown everything it has at the XF in a last-ditch effort to lure buyers away from rival premium European and Japanese competitors before the next-generation model’s switch to full electric power, in-line with Jaguar’s goal to be fully electrified by 2025.

Recently updated (again) to see it through its last few years, the slow selling XF is still a relatively handsome car even after all these years with a timeless wedge shape silhouette and excellent proportions.

There’s now a more aero-efficient front bumper, bigger air- intakes and slimmer LED headlights with new double ‘J’ DRL. The Jaguar ‘leaper’ logo is now laser-etched within the headlights and can be found on the side vents, too.

Around the rear, the rear bumper has been redesigned to enhance the XF’s stance and comes with an enlarged diffuser.

It’s always been a fringe player in Australia and perhaps its downward spiral has more to do with buyers’ unrelenting obsession with SUVs than the car itself, as it’s always been quite accomplished in the ride and handling department.

It could also be due to the outdated interior and connectivity, which we are glad to report, has been substantially updated in this facelift.

How much is the Jaguar XF?

Priced from $106,376 plus on-road costs and options, the XF undercuts its rivals by a substantial margin, with the BMW 530i M Sport costing $13,024 more, while the Mercedes-Benz E350 a whopping $24,024 dearer.

Sure, you could get into a BMW 520i M Sport for $99,400, or a Mercedes E200 for an almost line ball $103,016, but you’d have to be prepared to sacrifice a few kilowatts. And by that, I meant 221kW versus the BMW’s 135kW and the Merc’s 145kW!

Like it rivals, the Jag comes with a long and expensive list of options which we’ll come to below.

Is the Jaguar XF well equipped?

You’ll get most of the features you expect in a car and a few more in the XF, including:

• LED headlights with fresh double ‘J’ DRL and LED taillights
• Heated, electric folding, memory door mirrors with approach lights and driver’s side auto dimming
• Front animated directional indicators
• Powered boot lid
• Toughened front and rear side glass
• Rain sensing wipers
• Auto high beam assist
• 20-inch 5-split-spoke, gloss sparkle silver with gloss black inserts alloy wheels
• 16-way electric driver and passenger memory front seats with 2-way manual headrests (used to be an option)
• Satin charcoal ash veneer
• Electrically adjustable steering column
• Ebony suede headlining
• 10 colour configurable ambient lighting, zone control, dynamic start-up sequence
• Two-zone climate control with rear air vents

On the infotainment and connectivity front, there’s:

• 400W, 13-speakers including sub-woofer Meridian Sound System with Active Road Noise Cancellation
• Bluetooth
• A gorgeous 11.4-inch touchscreen
• DAB+ digital radio
• Apple CarPlay and Android Auto (wired)
• AM/FM radio

NCE 08B is further equipped with the following options:

• Sliding panoramic sunroof – $3,370
• Adaptive Dynamics – $2,165
• Head-up Display – $1,950
• ClearSight Interior Rear-View Mirror (which uses a roof mounted camera to feed an unimpeded rear view) – $1,275
• Leisure Activity Key – $910
• Configurable Dynamics – $670
• Privacy Glass – $845
• Boot lid spoiler – $405
• Wireless device charging – $180

That’s an extra $7,770! $180 for wireless charging, really Jaguar?

How safe is the Jaguar XF?

The Jaguar XF is currently listed as ‘unrated’ by ANCAP. However, the pre-facelifted model was a five-start crasher.

Standard safety gear includes:

• 3D surround camera
• Adaptive cruise control
• Lane keep assist, including oncoming vehicle detection and edge detection, the latter prevents the car from running off the road
• Front and rear parking sensors
• Tyre pressure monitoring system
• Front, side and curtain airbags
• Blind spot assist
• Clear exit monitor for all passengers
• Driver condition monitor
• Rear collision monitor
• Rear traffic monitor including autobrake
• Traffic sign recognition and adaptive speed limiter
• Rear ISOFIX
• Deadlock and drive-away locking

What is it like inside?

Sticking to the mantra of don’t fix it if it ain’t broke, Jaguar has wisely spent most of its development budget on the aging interior knowing that that’s where buyers are more focused on these days.

JLR’s new ‘EVA 2.0 electronic vehicle architecture’ has finally made its way to the XF, supporting the brands dual sim infotainment system and over-the-air tech along with AI to learn driver’s habits for media, phone and comfort settings. It’s a major step up.

Taking centre stage is a massive 11.4-inch curved glass touchscreen that is chemically strengthened and coated to reduce glare and fingerprint marks. It’s also easy to use with most commonly used functions just two taps away from the home screen.

While the dual sims allow things like online routing and live traffic updates, we find the sat nav doesn’t do lane guidance as efficiently as Apple or Google Maps.

Elsewhere, the analogue instruments have also been banished for a more decade-appropriate customisable 12.3-inch digital display, while the gorgeous steering wheel caps off the thoroughly overhauled cabin.

Thankfully, Jaguar designers have left us with the rotary controllers for the climate control instead of having to poke the screen to change temperature. Speaking of which, the system comes with an air ioniser to remove allergens and particles.

However, the lack of wireless Apple CarPlay/Android Auto is a big letdown on a six-figure luxury car and its 459 litre boot capacity is about average.

Overall, the crisp and clutter free cabin is a vast improvement over the pre-facelifted model.

What’s the Jaguar XF built quality like?

On the whole, fit and finish is good with all panels aligning properly as they should and most of the interior materials top-notch, including the expensive looking aluminium, although the centre console trim reflects the sun badly.

However, our tester had a few small niggling issues while on test.

The keyless entry stopped working on a number of occasions as we have to resort to pressing the buttons on the remote itself to lock the car instead of just touching the door handle.

The trip computer also mysteriously switched from kilometres to miles with no apparently reason one day.

What’s under the bonnet?

Like we mentioned earlier, just one engine is on offer in Australia – a 2.0-litre four-cylinder turbocharged petrol producing 221kW at 5,500rpm and 400Nm of torque at 1,500-4,500rpm. It’s connected with an eight-speed automatic that sends drive to all four wheels.

The engine isn’t very sonorous at start-up or tickover but gets slightly better once on the move. It lacks the more solid and bassy noise that some rival four-cylinders make.

Jaguar claims the XF P300 is capable of dashing from 0-100km/h in 6.1 seconds, however, off the mark, it isn’t as punchy or responsive as one expects but the chubby mid-range makes up for it.

The engine is rated at 7.2L/100km in the combined cycle, though our test average saw it hovering around the 10L/100km mark on a mix of urban and freeway driving.

What is the Jaguar XF like to drive?

Jaguar has always been known for their ride and handling balance and the XF is no exception. The skilfully calibrated electric power steering is sharp and well weighted, and the way the XF soaks up road undulation makes it perfect for long distance cruising.

It corners with poise thanks to the expertly tuned double-wishbone front and multi-link rear suspension, while standard all-wheel drive ensures its sure-footed even when the roads are glistening with summer rain.

The powertrain feels refined though not very sonorous at start-up or tickover. Once on the move, there is little engine noise, helped by decent soundproofing and the active noise cancellation function.

There are various drive modes that are accessible via a very expensive feeling pop-up drive mode controller.

Verdict

2022 Jaguar XF P300 R-Dynamic AWD Sedan pricing and specification

Competitors: Audi A6, BMW 5 Series, Mercedes-Benz E-Class, Genesis G80

The post 2022 Jaguar XF P300 R-Dynamic Review appeared first on ForceGT.com.

Jaguar has given its XF mid-size luxury sedan a facelift for 2021 that not only brings an updated exterior design, but also a major refresh for its interior, along with technology upgrades.

On the outside, the 2021 XF gains a revised front grille flanked by a set of slimmer headlights with ‘Double J’ LED daytime running lights at the front, and tweaked LED taillights at the rear. Jaguar’s designers have also given the updated model new front and rear bumpers that are slightly more aggressive than before.

Rounding out the updates is a new set of 19-inch five-spoke wheels in silver or gloss black finish, or 20-inch wheels in satin or gloss black.

While the exterior updates are minor, the bulk of the makeover budget was spent where it’s needed most – the interior. Inside, the highlight of the 2021 XF is its new 11.4-inch curved glass HD touchscreen infotainment system.

Not only is it 48 per cent bigger than the outgoing model’s screen but it’s also three times brighter and promises to be more intuitive with a simplified structure that allows access or view up to 90 per cent of common tasks from the home screen in two taps of less. It features Jaguar’s latest Pivi Pro operating system with over-the-air updates as well as Apple CarPlay and Android Auto connectivity.

The new XF is also fitted with a configurable 12.3-inch digital instrument cluster, Head-Up Display and a conventional gear lever replacing the rotary dial of the outgoing model.

Locally, Jaguar Australia has taken an axe to the range, offering only the XF R-Dynamic HSE with a 2.0-litre turbocharged four-cylinder producing 221kW and 400Nm.

Badged as the P300, the engine is connected to an eight-speed torque-converter automatic transmission and all-wheel drive that promise to launch the car from zero to 100km/h in a claimed 6.1 seconds.

The XF wagon has also been dropped.

Pricing for the 2021 Jaguar XF starts from $100,200 plus on road costs and is available to order now, with deliveries scheduled for the first quarter of 2021.

The post Jaguar XF refreshed for 2021 with major new interior appeared first on ForceGT.com.

It’s been two years since Jaguar introduced its baby SUV, the E-Pace locally and in the intervening years, we’ve had plenty of new metals coming into arena, including the new BMW X1, Audi Q2, as well as Jaguar Land Rover’s own second-generation Evoque.

As a refresh, the E-Pace is the British marque’s entry-level SUV based on the previous-generation Evoque. Unlike Jaguar’s larger offering, the F-Pace, the E-Pace is available only with four-cylinder engines in a transverse layout.

When it first burst onto the scene, the E-Pace came with a bewildering number of iterations (38 different configurations at last count) which makes the buying decision harder than picking Lotto numbers.

Wisely, JLR streamlined the range last year to make things easier. It now consists of two engine options – the D180 with a 2.0-litre four-cylinder turbo-diesel producing 132kW and 380Nm, and the P250 tested here with a 2.0-litre four-cylinder turbocharged petrol generating 183kW and 365Nm. The entry-level D150 diesel has been dropped.

The D180 is offered in four trim levels – the regular S and SE, and the sportier R-Dynamic S and SE, while the P250 can be had in six trim options – S, SE, HSE, R-Dynamic S, SE and HSE.

A limited edition Chequered Flag variant also joins the range this year, bridging the gap in terms of equipment and price between the S and SE.

Prices begin at $58,730 for the D180 S and work their way up to $74,012 for the P250 R-Dynamic HSE. Our P250 R-Dynamic S here starts from $62,730, with the Chequered Flag duo coming in at $67,380 (D180) and $67,600 (P250) – all before on-road costs and options.

All variants feature all-wheel drive and a nine-speed automatic transmission; a combination that Jaguar claims could propel the P250 E-Pace tested here from 0-100km/h in a respectable 7.1 seconds.

That’s relatively impressive considering the P250 R-Dynamic S tips the scale at a porky 1,832kg, a significant 250kg more than the BMW X1 xDrive25i and a whopping 310kg heftier than the lithe Audi Q2 40 TFSI. Astonishingly, it’s also around 100kg heavier than its big brother, the Jaguar F-Pace.

There’s a simple explanation, though. Unlike the F-Pace aluminum intensive underpinnings, the E-Pace is based on the previous Evoque’s steel platform. Still, Jaguar engineers have done a commendable job in disguising those kilos.

Jaguar press vehicles usually come with an exorbitant amount of options, and while the $10,000 added on to our tester may sound like a lot, we have had cars that were packed with over $25,000 worth of extras.

Things like Head-up Display, which is standard on a $24,000 Mazda 3 costs $1,630 here. Jaguar even charges $190 to activate the fancy rear animated indicators. Really?

However, to be fair, the Drive Pro Pack which used to cost $1,020 to add things like Adaptive Cruise Control, Blind Spot Assist and Intelligent Emergency Braking is now standard, along with DAB+ digital radio.

Two years can be a long time in the car world and the E-Pace’s interior is starting to look dated compared to fresher offerings. The all black interior does little to help the course. A splash of colour here and there wouldn’t go astray. Then, there’s the angle of the 10-inch infotainment screen which catches the full glare of the Australian summer sun, making it hard to see.

Nevertheless, the sweeping dashboard is sportily driver oriented with most controls angled towards the driver, while the front passenger gets a useful grab handle. Speaking of which, that’s the only handle you’ll find in the entire cabin as puzzlingly, Jaguar has omitted any form of overhead grab handles.

Cabin materials are good with soft touch plastic to most surfaces including the door cards. It’s also pleasing to see the more conventional gear lever making a come back to JLR vehicles instead of the rotary dial.

The driving position is good with pedals that are well placed and the steering adjusting for both reach and rake. The optional electrically operated front seats operate in 10-ways.

At 2,681mm, the E-Pace has the longest wheelbase compared to the X1 and Q2 with most of it being put to good use. The cabin feels roomy with generous head and should room for two adults at the back.

There are rear air vents to keep rear occupants comfortable, while three USB ports take care of charging duties for on board devices and the fold-down rear armrest also incorporates two cupholders.

Further aback, the boot space offers up 484 litres seat up compared to the X1’s 505 litres, and the Q2’s meager 355 litres.

What lets the E-Pace down is its drivetrain. The 2.0-litre turbocharged four-cylinder Ingenium engine certainly looks good on paper with healthy power and torque, but the reality is quite the opposite. It’s slow to respond to inputs and the nine-speed auto compounds the situation with its tardiness, too. Flicking the transmission into sports mode gives the drivetrain a little more urgency but there’s no hiding the serious lack of engine response.

That’s a shame because the E-Pace’s handling is still one of the better ones in its class with decent steering feedback. The passive suspension as strikes a good balance between ride comfort and cornering sharpness.

Jaguar claims the P250 consumes an average of 7.7L/100km on the combined cycle but we managed 8.6L/100km after a week of mixed driving, including plenty of demanding country B-roads.

All Jaguars are covered by 3 years, 100,000km warranty, while service interval is a generous 26,000km or 12 months, whichever comes first. Servicing costs $1,750 for the first five years or 102,000km under the Jaguar Servicing Plan. This works out to be $350/year.

Verdict

2020 Jaguar E-Pace P250 R-Dynamic S pricing and specs

Competitors: BMW X2, Volvo XC40, Infiniti QX30, Audi Q3, Mercedes-Benz GLA, Range Rover Evoque

The post 2020 Jaguar E-Pace P250 R-Dynamic S Review appeared first on ForceGT.com.

Jaguar’s F-Type sports car has undergone its most dramatic facelift ever with the two-seat coupe scoring a new front fascia matched by restyled taillights and an updated cabin.

The new front of the F-Type is highlighted by the slim pixel LED headlights with updated signature J daytime running lights, and sweeping direction indicators. The new headlights blend into the new clamshell bonnet updated with ‘liquid metal’ surfacing.

Rounding up the frontal makeover is the new front bumper and subtly enlarged grille for greater road presence.

The dramatic rear haunches of the F-Type now flow into new slender rear lights that have been updated with new LED chicane signature, inspired by the Jaguar I-PACE all-electric SUV, with subtle monogram pattern detailing and a fine ‘pinstripe’ beneath.

Inside, the biggest change comes courtesy of the new 12.3-inch configurable digital instrument cluster which offers a choice of different displays, including full map mode but, as befits a true sports car, the default mode is characterised by the large central rev counter.

Elsewhere in the cabin, new F-Type details include monogram stitch patterns in the seats and door trims, Jaguar Leaper motifs in the headrests, and subtle ‘Jaguar Est.1935’ markings on the centre console finisher, glovebox release button surround, and seatbelt guides.

The F-Type continued to be available with a choice of three petrol powertrains: the 221kW turbocharged four-cylinder, 280kW supercharged V6 and the flagship 423kW supercharged V8. All engines feature switchable active exhaust systems.

Enthusiasts will appreciate the new F-Type R’s 423kW supercharged V8, which output has been raised from 405kW and 680Nm to 423kW and 700Nm. Paired with an eight-speed automatic transmission, the benchmark sprint from 0 to 100 km/h takes just 3.7 seconds, while maximum speed is an electronically-limited 300 km/h.

The F-Type R’s increased power is matched to an uprated chassis with new, wider, 20-inch, 10-spoke wheels in Gloss Black, and new adaptive dampers, springs, anti-roll bars and stiffer rear knuckles and ball joints, promising greater agility and responsiveness. The 8-speed auto is also said to have been meticulously recalibrated for a more engaging driving experience.

A limited First Edition model based on the R-Dynamic trim is available for one model year and features refinements such as the Exterior Design Pack in contemporary Dorchester Grey and five-spoke, 20-inch wheels in Gloss Technical Grey with contrast Diamond-Turned finish, complementing the choice of Santorini Black, Eiger Grey or Fuji White paint.

The interior features 12-way Windsor Performance Leather seats in Ebony with Light Oyster stitching, or Mars with Flame Red stitching.

Other highlights include the instrument cluster wrapped in Alcantara with Monogram embossing, aluminium gearshift paddles, an Engine Spin centre console finisher with First Edition branding, and an Ebony Suedecloth headliner.

2020 Jaguar F-Type range and pricing (excluding on-roads)

F-Type R-Dynamic Coupé:

• 221kW 2.0-litre turbo four-cylinder; 8-speed auto, RWD – $126,400
• 280kW 3.0-litre supercharged V6; Quickshift; 8-speed auto, RWD – $173,100

F-Type R-Dynamic Convertible:

• 221kW 2.0-litre turbo four-cylinder; 8-speed auto, RWD – $145,100
• 280kW 3.0-litre supercharged V6; 8-speed auto, RWD – $191,800

F-Type First Edition Coupé:

• 280kW 3.0-litre supercharged V6; 8-speed auto, RWD – $205,300

F-Type R Coupé:

• 423kW 5.0-litre supercharged V8; 8-speed auto, AWD – $263,300

The post Jaguar F-Type gets fresh face in 2020 update appeared first on ForceGT.com.

There is a lot to like about the Jaguar XE. Our first drive of the baby Jag in range-topping S form back in 2017 had us impressed with its superb driving dynamics, potent F-Type derived supercharged powertrain and lusty good looks. Yet, there was room for improvement. The transmission wasn’t the most polished and the interior had a few missed opportunities.

For 2019, the Jaguar has given the XE a thorough top-to-bottom makeover, while simplifying its line-up – here in Australia at least – to just a single powertrain offering. The XE is arguably the British luxury marque’s most important model, as it plays in the popular premium compact executive segment, going up against the established German trio of Mercedes-Benz C-Class, BMW 3 Series and Audi A4, plus strong rivals Volvo S60, Lexus IS and Alfa Romeo Giulia.

How does the facelifted model-year 2020 Jaguar XE stack up against a tough competition set? Let’s find out.

What’s new for 2019?

Simplified from 15 variants when the XE first went on sale in 2015, the 2019 line-up is now available in just the sport-focused P300 R-Dynamic SE and HSE trims, both powered by the 221kW/400Nm 2.0-litre Ingenium turbo petrol engine shared with the E-Pace compact crossover and Range Rover Velar mid-size SUV. The engine is paired exclusively with an 8-speed automatic transmission.

The rejigged XE range means Jaguar will no longer offer the previous 3.0-litre supercharged V6 in the S performance variant and 2.0-litre turbo diesel model.

The XE has always been a great looking saloon car and the new facelift has given it an even more purposeful and assertive stance. At the front the new full LED headlights are slimmer as they merge toward the grille, giving the car the ‘look of a cat about the pounce’. They also get a more pronounced ‘J’ blade daytime running light signature. The front bumper has also been restyled with a larger intake aperture.

The R-Dynamic trim now gets a more distinctive rear bumper design to further differentiate it from the rest of the range (not that it matters here in Australia as only R-Dynamic is offered), while the all-LED taillights mimic the front with a slenderer design to accentuate the visual width of the car.

Down the side, the side skirts are now painted body colour instead of gloss black to give the car a lower visual stance.

Our test car is fitted with the optional 19-inch 5 split-spoke wheels in gloss silver ($1000) which no doubt look much better than the standard 18-inch items, but if budget permits opt for the larger 20-inch alloys ($1850) as seen in our 2017 XE tester for that maximum visual impact.

Highlight of the updated interior is the new steering wheel, shared with the all-electric I-Pace and features hidden-until-lit graphics and tactile switches.

Also shared with the I-Pace, the XE gets Jaguar’s new Touch Pro Duo infotainment system which is standard on the HSE trim but part of the optional $2160 Technology Pack in SE grade. It essentially replaces the conventional climate and audio controls with a touchscreen. Together with the infotainment touchscreen above, the pair of high-resolution displays eliminate most of the buttons and knobs in the centre console for a cleaner look.

For 2019, DAB+, as well as Apple CarPlay and Android Auto smartphone mirroring have been made standard, though wireless device charging is still optional (part of the aforementioned Technology Pack).

What’s it like on the inside?

While the 2019 updates for the XE have focused on adding a wider range of comfort and technology-related features, a large part of the refresh has also emphasised on improving the interior. The pre-update cabin copped widespread criticism for the odd location of the power window switches and questionable trim materials in certain areas. Well, it seems Jaguar has taken all those critics seriously and gone to work.

The new interior of the 2019 XE is a significant step up from before, with a noticeable lift in the quality of the materials and an overall tighter fit and finish. The odd-ball rotary gear shift knob is gone and in its place a more conventional stick shifter carried over from the E-Pace. The plasticky trim surrounding the shifter has also been replaced with a more premium looking gloss black trim to match the rest of the centre console.

Just fore of the gear shifter, the centre cup holders now have a sliding cover over them which when closed provides a grippy surface for placing your phone or other small items.

We totally dig the new futuristic steering wheel, which not only looks absolutely fantastic but also falls nicely to hand. And if you think the hidden-until-lit buttons are a bit too space-age, afraid not as they are just as easy to use as conventional steering wheel buttons.

The paddle shifters mounted behind the wheel feel expensive and look beautiful with their all aluminium construction, a far cry from the old scratchy plastic items.

Elsewhere, the door cards have been totally redesigned, and for the better of it. Heeding critics, Jaguar has moved the power window switches from higher up in the door to a much more comfortable location at just before the door grab, which itself is in a new location and larger than before.

Overall, the new XE interior exudes a much more premium feel than before and is now on par if not better than the best from Germany.

Now let’s talk about the Touch Pro Duo. While the infotainment touchscreen interface is fairly intuitive, the one below it takes a bit of getting used to. Make no mistake though, it looks pretty darn fancy, with two physical knobs and touchscreen integrating seamlessly together. The problem is the knob combines temperature adjustment with seat heating and fan speed functions – rotate to adjust the temperature, pull and rotate to adjust fan speed and push and rotate to set seat heating. This means it requires an additional step to get to the fan and heating functions.

The Touch Pro Duo also failed to load on start up on two occasions during the week we had it, losing all climate control and navigation functionality.

Cabin space is no more generous than it was in the pre-update model. The front occupants get plenty of space but it is pretty tight in the rear. Taller back seat passengers will find their heads scrubbing against the roof liner or their knees bashing against the front seat back. It’s worse for the unlucky one seated in the middle rear seat as they will have to put up with its raised position – more scrubbing against the roof – and the massive driveshaft hump.

For those digitally connected rear passengers, it’s sad to say that there’s no USB port in the back.

At the back the XE’s 455 litres of boot space is down on the Germans but can be augmented by the optional 40/20/40 split rear seats ($460).

What’s under the bonnet?

As mentioned, you can have any engine in the XE as long as it’s the 2.0-litre four-cylinder turbo petrol unit. It develops a respectable 221kW at 5500rpm, accompanied by a strong 400Nm of torque from 1500 to 4500rpm, all channeled to the rear wheels. It’s one of the most powerful 2.0-litre engines in the segment, capable of hauling the 1523kg sports sedan from 0 to 100km/h in a claimed 5.9 seconds.

It doesn’t feel that quick in real though and the 8-speed torque converter auto is to blame with its slow shift and poor calibration (more on that later).

Fortunately, the XE makes the kind of noise you’d expect from a Jag, with the turbo four sounding properly enthusiastic and raspy once uncorked.

Still, there’s no match for the XE S’ supercharged V6 both in terms of drama and performance. Here’s hoping that Jaguar would bring the V6 back to the line-up and reignite the fight against the AMG C43, S4 and M340i.

What’s it like to drive?

The XE’s greatest trait has always been the way it drives, and it continues to impress three years on even in non S guise. One of Jaguar’s main focuses since reinventing its brand image in the late noughties has been distinctly on handling, and the XE is a perfect example of just how good Jag’s dynamic and chassis tuning team is.

On a stretch of challenging roads, the XE truly has a genuine edge against the competition – and this includes the 3 Series. The chassis is superbly neutral and balanced, which allows for super sharp turn in with next to no understeer. There’s amazing grip from those Pirelli P Zero tyres which allow you to take corners at stupid speeds. Feed in power mid corner and you can even tighten its line further, that’s how throttle adjustable the XE is.

The steering is precise, well weighted and provides good feedback for an electric rack, while the paddle shifters have good response time. It’s just a shame that the transmission doesn’t shift quite as quick as rivals’ torque converter ‘boxes and simply no match for snappy dual clutches.

Still, the XE is one of the most engaging and finest handling sports sedans around, perhaps second only to the Alfa Romeo Giulia.

You might think its dynamic prowess comes in the expense of ride comfort. No, not at all. Around town, the XE’s well judged suspension polishes bumps and ruts with aplomb, even in sports-focused R-Dynamic tuned. It’s not a Camry so it does ride on the firm side and lets you feel just enough of the road – which is exactly how a sports sedan should be – but it’s never harsh and intrusive. It’s brilliantly balanced. The XE is perfectly suitable as a daily, yet always ready for the weekend spirited drive.

There’re a few issues though. You feel the gearbox’s last couple of downshifts when slowing to a halt, which is unnecessary as it robs away low speed refinement, and the auto idle stop start (can be turned off) isn’t throttle adjustable, activating every time you come to a stop which is annoying when you’re just trying to inch through slow moving traffic.

Then there’s the speed sign recognition which somehow struggles to correctly read our posted speed limit.

How economy is it?

The XE is claimed to return an average combined fuel consumption of 6.9L/100km, which seems a bit optimistic. On test, we achieved an average of 9.5L/100km with mainly urban driving plus plenty of seat time around our regular twisty test routes. Not bad for a performance sedan.

All XE models are offered with a fixed-price service plan which costs $1750. The once-off cost covers servicing of the car for five years or 100,000, whichever comes first. Service intervals for the XE in four-cylinder petrol form are 12 months or 16,000km, whichever comes first.

Verdict

2019 Jaguar XE P300 R-Dynamic pricing and specification

Competitors: Audi A4, BMW 3 Series, Lexus IS, Infiniti Q50, Mercedes-Benz C-Class, Volvo S60, Alfa Romeo Giulia, Genesis G70

The post 2019 Jaguar XE P300 R-Dynamic Review appeared first on ForceGT.com.

Here at ForceGT, we like to do things a little differently. While the V8-powered Jaguar F-Type is likely the natural rival to the Ford Mustang GT, it’s also nearly three times more expensive than the $66,290 (before on-roads and options) blue collar Mustang.

Happily, the F-Type now also comes in a more ‘affordable’ but still expensive $112,078 (again, before on-roads and options) turbocharged four-cylinder variant that isn’t lacking too much. Just 118kW if you have to know.

However, like any good novel, that isn’t the fully story. The four-pot F-Type is almost 260kg lighter than the Mustang GT, thanks to its aluminium intensive body.

So, we have lined up the cheapest F-Type you can get, the still potent 221kW F-Type turbo four, against the hairy cheated 339kW 2019 Ford Mustang GT, to see if less cylinders means half the fun.

Equipment and value

Before we get into the nitty-gritty, let’s compare the specs.

On the blue corner, or in this case a very orange one, the Mustang GT comes stacked with kit. New for 2019 are autonomous emergency braking with pedestrian detection, lane departure warning and lane-keeping assist, adaptive cruise control, all-LED headlights including trademark tri-bar daytime running lamps and auto highbeam, 19-inch wheels and a swanky 12-inch fully customisable digital instrument cluster.

The 8.0-inch SYNC3 now includes Emergency Assist that automatically calls emergency services in the event of an accident. Apple CarPlay and Android Auto are also standard along with a heart thumping 12-speakers B&O sound system.

However, there are no seat warmers for the leather wrapped sports seats although the Ford scores extra points for its 5 years, unlimited mileage warranty which is 2 years more than the Jaguar.

Despite costing nearly twice as much, the F-Type rolls on smaller 18-inch wheels and its headlamps are Xenon type with LED daytime running lights (ours have been upgraded to LEDs for $2,510).

It also lacks autonomous emergency braking and a reversing camera is a $1,060 option.

The F-Type claws back points with a crisp 10” Touch Pro infotainment screen with Apple CarPlay and Android Auto, along with a magnificent 824W Meridian Sound System.

Space and comfort

While the Ford professes to be a four seater, the rear pair of pews is as useful as a pair of thongs in a marathon. The F-Type on the other hand is a true indulgent, with only two front seats.

Slide inside and the F-Type is also the sportier of the two despite its age. The Mustang’s American interior just does not exude the same kind of sports car feel as the British coupe, albeit upgraded with better materials and finishes.

The F-Type’s cockpit feels like a cacoon and wraps you in the right places while the Mustang’s doesn’t have that sophisticated feel to it.

However, the F-Type’s laughably small boot makes the Mustang’s luggage space seems ginormous.

Ride and handling

The F-Type’s passively damped suspension is simply brilliant. The ride is firm, which allows you to tackle corners with confidence, yet is never uncomfortable around patchy urban roads.

Point it towards an open road reveals a fluidity and lightness that the 2.0-litre F-Type brings to the party compare to its cylinder rich siblings and rival. It’s steering feels beautifully connected and there’s genuine engagement to the way the car talks to its driver, with the rear end locked in a synchronised ballet with the front.

Our Mustang is equipped with Ford’s MagneRide adaptive dampers which varies its damping rate depending on the drive mode selected but the difference between them is relatively subtle. It’s almost as firm as the F-Type in Normal mode around town, which makes it perfect for corners where it is actually my preferred mode. Just flick the transmission to Sport and away you go.

While the Mustang GT might be the porkier of the two, its weight is well masked behind the wheel with decent body control and cornering flatness. However, its chassis isn’t as nuance as the four-pot F-Type.

Its tail end can also be a little twitchy if you’re not judicious with the throttle – just ask the owners of countless Mustangs that slide out of control coming out of the supermarket car park.

While it can’t match the F-Type’s agility and delicate crispness, treat it with respect and the Mustang is a wonderfully rewarding car to drive and the one you’d be jumping back into time and time again.

Performance and economy

Here, the two can’t be more different. The Mustang screams old school and large capacity whereas the F-Type is on trend with a downsized blown four-pot.

With 339 of galloping kilowatts and 556Nm of torque, the Mustang easily outguns the 221kW and 400Nm F-Type to the horizon, taking 4.5 seconds against 5.7 seconds.

You’ll pay a penalty at the bowser though, with the big drinking Mustang slurping 12.7L/100km versus the F-Type’s 7.2L/100km. Push it hard like we did and it will climb to over 15.0L/100km without much effort. What’s more, the Mustang demands the priciest 98RON, while the F-Type is happy with 95.

However, $45,788 will buy a few years’ worth of premium unleaded.

Verdict

We admit, it’s a little harsh to pit the 2.0-litre F-Type against the much cheaper Mustang GT but both are rear-drive performance coupes with a similar concept aimed at different markets.

The Mustang’s charismatic V8, dashing American good looks and great chassis certainly makes it the true performance car bargain of the decade. It’s unpretentious yet demands respect and rewards its driver accordingly.

If sophistication and head-turning supermodel looks are what you are after, the turbocharged F-Type holds its own. There’s just as much drama from its downsized mill as its rival with a symphony of pops and crackles . To me, the lighter four-pot and rear drive combination make this the sweet spot of the range and much more engaging than its supercharged V6 siblings.

Now where’s the key of that Mustang….

	2019 Ford Mustang GT	2019 Jaguar F-Type 2.0
Equipment & Value	8.0/10	7.5/10
Space & Comfort	8.0/10	7.5/10
Ride & Handling	7.5/10	8.0/10
Performance & Economy	8.0/10	8.0/10
Our Score
+ Pros	·      Can’t get enough of that V8 noise ·      Unpanelled bang-for-your-buck	·      Lovely turbocharged engine that makes great noise ·      Supermodel looks
– Cons	·      It’s heavy	·      It’s expensive

Pricing and specifications

The post 2019 Ford Mustang GT vs Jaguar F-Type 2.0 Review appeared first on ForceGT.com.

The next-generation Jaguar F-Type could adopt a mid-engine layout and take its design cues from the ill-fated C-X75 concept.

Jaguar designers and engineers are understood to be working on the direction of the next-generation Porsche 911 rival, with two proposals being considered – stick with the current front-mid-engined layout or turn it into a fully electric sports car with mid-mounted powertrain.

And according to Autocar those close to the project, including recently departed design boss, Ian Callum, revealed the latter is favoured.

“There’s still a formula within Jaguar for a front-mid-engined car. I have a preference for mid-engined cars. It’s certainly something I would like to see,” he told Autocar.

“For an electric sports car,” he continued, “you could make a shape like [the C-X75] with the batteries in a T or H-shape through the middle. Or you could make it as a longitudinal internal-combustion mid-engined car. It would be short enough. So the style won’t dictate the drivetrain, but the drivetrain may dictate the style.”

However, this would all depend on whether Jaguar Land Rover has the resources to develop a bespoke platform for the model from scratch, given the company’s current financial predicament where it lost £395 million in the last quarter.

To that end, there are suggestions the company could join forces with BMW, as the German brand is considering turning the next-generation i8 into a fully electric sports car. By sharing the development of the new EV sports car platform, both parties could reduce costs considerably while sharing engineering expertise and resources.

Another option is to use a modified version of Jaguar’s own I-Pace electric car platform.

Whichever direction Jaguar decides to take, the current F-Type is set to soldier on for another three years with updates to bring it into line with fresher rivals.

Note: Jaguar C-X75 concept pictured

Source: Autocar

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The modern small SUV has replaced the humble hatch back as a jack-of-all-trades, offering space, style, and the all-important elevated driving position we can’t seem to get enough of.

And if you want something a little bit fancier, there are rich pickings, too from the premium brands where it’s possible to nab one for less than $45,000. The options are virtually limitless.

The catalyst for our comparison is, of course, the box-fresh Lexus UX and newcomer to this thriving segment. The other two brought along for the test are the Volvo XC40 and the Jaguar E-Pace, both of which are still relatively new.

The Lexus UX and Jaguar E-Pace here are the sportier variants of their line-up, in F-Sport and R-Dynamic guise, respectively, while the Volvo XC60 supplied for this test is the luxury and comfort focused Inscription, and not the more athletic R-Design.

To make things just a little more interesting, the Jaguar E-Pace is diesel powered, while the others are petrol motivated, although all three displace 2.0-litre in capacity.

As you can see, finding the model that matches exactly with what you want can be as challenging as threading a needle with your eyes shut. And while the three models presented here may differ in specifications, peel back the layers of equipment and choice of diet and their fundamentals and outputs are closely matched.

All three are entry-level models of their respective line-up with room for five, a jacked up driving position and comes with technologies that resonate with their intended demographics.

So which one of these three gets our tick? Read on to find out…

Inside and out

All three are youthful in their styling as you might expect given their target audience of young urbanites.

The Lexus UX is undoubtedly the most adventurously styled of the three, which is somewhat surprising given the Japanese brand isn’t traditionally known for being…well, adventurous.

There are plenty of lines, creases and shapes to give the little Lexus character compare to its more restraint European rivals. Its rear end is especially attractive with the classy 3D LED taillight stretching across the entire width of the tailgate and is especially spectacular at night. The F-Sport’s larger 18-inch alloy wheels also fill the muscular wheel arches better than lower end models.

The Volvo XC40 on the other hand can only come from Sweden with its efficient use of lines. Its Thor’s Hammer daytime running lights tell you it’s a Volvo from afar, while those L-shaped taillights, door scallops and funky upturn C-pillars make the baby Volvo stand out from the crowd, too. Decked out in Inscription trim and dressed in champagne Luminous Sand paintwork, the XC40 looks decidedly mature compared to the others.

Meanwhile, the E-Pace is all cutesy and adorable, although our optionally blacked out tester with its Santorini Black Metallic paint and optional 20” black wheels does go a long way in dialling up the aggression.

Jump inside and the UX continues to impress with high-quality, soft touch plastics all round and the largest infotainment screen of the group. The 10.3-inch high-resolution screen dispenses crisp graphics and is complemented by an LFA-inspired digital instrument cluster with trick sliding ring that glides across the instrumentation to display different driver info.

Ergonomics are excellent with everything angled towards the driver, while the front seats are easily the most supportive in the group. What let the UX down are tight rear legroom and the clunky infotainment screen touchpad that is hard to use even for a left-hander. To add insult to injury, it’s the only one in the group without Apple CarPlay and Android Auto.

Compared to the UX, the E-Paces interior looks like it’s from an era when Paula Abdul still rules the airwaves. While I have no issue with the old-school analogue dials, the dashboard design looks uninspiring and dated against the others. It also suffers from poor ergonomics with the touch screen tilted in a way that it reflects sunlight, making it hard to use especially in summer. It is also placed a little too far away to be able to reach comfortably.

Happily, cabin materials are top notch with plenty of leather and aluminium trim to remind you that you are in a premium marque (although curiously, the rear parcel shelf looks and feel cheap), and it’s sat-nav graphics and usability are one of the best. You can pinch, drag and do pretty much what you do to your smartphone on the Jag’s screen and it will respond instantly.

The Volvo – like the Lexus – has a cabin that is modern, classy and well laid out. There are large carpet-line door pockets, a gigantic centre console which incorporates a removable rubbish bin, and a large portrait infotainment screen.

Rear seat legroom in both the E-Pace and XC40 are better than the UX, thanks to their longer wheelbases (2,681mm vs 2,702mm vs 2,640mm) and better packaging.

Behind the automatic tailgate, the Lexus UX loses out with the smallest boot at 371 litres, followed by the Volvo XC40’s 460 litres. The Jaguar E-Pace comes with the most commodious boot here at 484 litres. All three can be expanded by folding the rear seats.

While the E-Pace clearly lags the others in this round, it’s harder to split the UX and XC40 but the tick goes to the XC40 for its simple, effective and practical interior.

Winner: Volvo XC40

Equipment and features

All three cars are very well equipped straight out of the box, with leather upholstery, LED headlights, powered tailgate, electric front seats, sat-nav, cruise control and keyless entry as standard.

The UX and XC40 go one step further with digital instruments, wireless phone charging and adaptive cruise control.

The UX and E-Pace both get useful adaptive matrix LED headlights that automatically dip select LEDs to prevent dazzling oncoming vehicles while on high-beam.

Being a Lexus, all of the above come as standard, while the European duo also come loaded with a bunch of cost options some of which should have been standard such as heated front seats (XC40), DAB+ digital radio (E-Pace) and Keyless Entry (E-Pace).

Jaguar also charges extra for its Adaptive Cruise Control, Blind Spot Assist and Autonomous Emergency Braking, which are bundled in the Drive Pro Pack for $1,020.

Winner: Lexus UX

On the road

Under the bonnet, all three features transversely-mounted 2.0-litre four-cylinder engines paired to automatic transmissions.

Being an aspirated petrol unit, the Lexus UX 200 is the least powerful, with just 126kW and 205Nm of torque directed to the front wheels via a continuously variable transmission (CVT).

The Jaguar E-Pace D180’s 2.0-litre turbo-diesel four meanwhile produces a decent 132kW and a stout 430Nm. It is married to a nine-speed ZF automatic driving all four wheels.

However, both are overshadowed by the Volvo XC40 T4’s turbocharged 2.0-litre four-cylinder petrol producing 140kW and 300Nm that drives all four wheels via an Aisin eight-speed and Haldex-type all-wheel drive system.

But while the Lexus UX 200 might be the least powerful, it is also the lightest of the trio, tipping the scale at just 1,540kg compare to the XC40 T4’s 1,705kg. The E-Pace D180 is the portliest of the three, weighing in at a hefty 1,843kg.

As a result, the UX’s real-world performance is almost a match for the E-Pace and not far behind the XC40.

While the E-Pace and XC40 certainly feel perky, the same can’t be said about the UX, as it just lacks the zing that the turbochargers bring to the party. The CVT – although much better than earlier iterations, especially with Lexus’ trick new separate first gear to banish that slipping clutch feel – is still no match for conventional automatics for true driver’s engagement.

But all that changes the moment you hit a corner because with less weight to deal with and a sportier suspension tune, the UX feels light on its feet with less body movement. In fact, you’ll be hard pressed to tell it’s only front wheel driven as it darts around from corner to corner. Along with a low set driving position and a responsive chassis, the UX feels properly car-like and athletic.

However, that isn’t to say the other two aren’t as agile. Far from it. All three have excellent levels of body control, especially the E-Pace R-Dynamic. Even the XC40 with its more comfort focus suspension feels surprisingly lively around corners.

Of course, you can get on the throttle much earlier on exits with the all-wheel drive pair where they just dig in and power out, leaving the front-drive UX in their wake.

Steering feel and response are also decent in all three which enables you to place their varying noses where you want them to be. Depending on how heavy you like your steering, the Volvo’s the lightest followed by the Lexus, while the Jag is the heaviest.

Of the three, drivers would gravitate towards the E-Pace for its jacked up hot hatch feel and tight handling. In R-Dynamic guise, it’s the sportiest of the three followed by the almost equally athletic UX. The XC40 in comfort focus Inscription trim isn’t far behind.

It is also worth noting the UX and E-Pace are equipped with adaptive suspension giving them a slight edge, while the T4 comes with fixed rate dampers.

At the end of this round, it’s a hard decision, as all three handles positively well. But the E-Pace’s slightly firmer ride around town looses it a few points. The UX, while the least powerful, makes up for it in its all round endearing dynamics and agility – something not usually used to describe Lexus of old.

But the surprise here is the Volvo. It is comfortable around town, yet sharp enough around the bends. Its sweet turbocharged petrol is also refined and responsive. It threads the fine line between comfort and handling the best. Along with a beautifully crafted interior, it has to be the winner of this round.

Winner: Volvo XC40

Running costs

Owners of both the XC40 and E-Pace are able to purchase servicing plans that cover all their servicing costs for the first five years.

Diesel-powered E-Pace models are offered with a simple five-year/102,000km plan that costs $1,750, which works out to be $350/year.

Volvo has also just revamped their fixed price service offering and is more compelling than ever. The XC40 now costs just $1,595 to service for the first three years or 45,000km, which translates to $531.67/year. While it’s still more expensive than the E-Pace, it is a far cry from the eye-watering SmartCare plans of old.

Meanwhile, Lexus has no official capped-price servicing plan like its rivals but expect to pay around $600 at least every 12 months, which equates to $3,000 for the first five years.

Fuel consumption on test is equally disparate, with the UX coming in at a very reasonable 6.3L/100km in the combined cycle, while the Volvo sipped 9.5L/100km. As expected, the diesel E-Pace is the most frugal, drinking just 6.1L/100km.

In terms of running costs, the Jaguar E-Pace clearly gets the tick.

Winner: Jaguar E-Pace

Verdict

The UX brings fresh styling, the latest technologies and newfound dynamism to the brand but falters when it comes to rear seat legroom and boot space. We also question Lexus’ persistence with fitting its cars with CVT transmission – especially an F-Sport model with sporting intentions.

Finally, its lack of Apple CarPlay and Android Auto is unforgivable (although Lexus will introduce them gradually on all models later this year)

Jaguar’s engineers should be applauded for making the E-Pace drive the way it does when it weighs so much. It feels like a hot hatch on stilts and comes with the biggest boot of the three. It also has the lowers running costs of the three.

The Volvo XC40 has beaten the Jaguar E-Pace in our previous comparison and it has emerged the victor in this three-way shootout.

Its combination of style, practicality, dynamics, comfort and technology see it getting the big tick from us, and Volvo’s competitive new capped price servicing further marks the baby Volvo as a compelling proposition.

Nonetheless, all three baby SUVs here are delightfully capable and likeable, and you wouldn’t go wrong putting money on any of them.

Overall winner: Volvo XC40

Pricing and specifications (excluding on-road costs)

	2019 Jaguar E-Pace D180 R-Dynamic	2019 Lexus UX 200 F Sport	2019 Volvo XC40 T4 Inscription
Price (excluding on-road costs):	From $65,590 As tested: $75,010   Tested options: ·       Fixed panoramic roof – $2,160 ·       20” Style 5051 Gloss Black – $1,370 ·       Santorini Black Metallic Paint – $1,370 ·       Drive Pro Pack – $1,020 ·       Keyless entry – $950 ·       Privacy glass – $690 ·       Performance Pack – $660 ·       Configurable ambient interior lighting – $580 ·       DAB radio – $430 ·       Rear animated directional indicators – $190	From $53,450 As tested: $59,050   Tested options: ·       Enhancement Pack 2 o   Moonroof o   13 speaker Mark Levinson System with subwoofer o   Head-up display o   360-degree camera o   Smart key card	From: $50,990 As tested: $56,920 Tested options: ·       Technology Pack – $2,500 ·       Harman Kardon Premium Sound System – $1,200 ·       Tinted Rear Glass – $700 ·       Heated Front Seats – $550 ·       Heated Rear Seats – $350 ·       Heated Steering Wheel – $350 ·       Power Folding Rear Backrest – $250 ·       Lockable Glovebox – $30
Warranty:	3 years/100,000km	4 years/100,000km	3 years/unlimited km
Warranty Customer Assistance:	1 year roadside	N/A	3 years roadside
Service Intervals:	12 months/26,000km	12 months/15,000km	12 months/15,000km
Country of Origin:	United Kingdom (Built in Austria)	Japan	Sweden (Built in Belgium)
Engine:	2.0-litre turbocharged common rail direct injection in-line four-cylinder diesel: 132kW @ 4,000rpm, 430Nm @ 1,750rpm	2.0-litre direct injection in-line four-cylinder petrol: 126kW @ 6,600rpm, 205Nm @ 4,800rpm	2.0-litre turbocharged direct injection in-line four-cylinder petrol: 140kW @ 4,700rpm, 300Nm @ 1,400-4,000rpm
Transmission:	9-speed automatic	CVT automatic (with fixed ratio 1st gear)	8-speed automatic
Drivetrain:	All-wheel drive	Front-wheel drive	All-wheel drive
Power-to-Weight Ratio (W/kg):	74.7	83.4	82.1
0-100km/h (seconds):	Claimed: 9.3	Claimed: 9.2	Claimed: 8.5
Combined Fuel Consumption (L/100km):	Claimed: 6.0/Tested: 6.1	Claimed: 5.8/Tested: 6.3	Claimed: 7.4/Tested: 9.5
RON Rating:	Diesel	95	95
Fuel Capacity (L):	55	50	54
Body:	5-door SUV, 5 seats	5-door SUV, 5 seats	5-door SUV, 5 seats
Safety:	·       5-star ANCAP ·       7 airbags including pedestrian airbag ·       ABS, BA, EBD, ESC ·       Autonomous Emergency Braking ·       Blind Spot Assist ·       Adaptive Cruise Control with Queue Assist ·       Driver Condition Monitor ·       High-Speed Emergency Braking ·       Lane Keep Assist ·       Rear Traffic Monitor ·       Park Assist ·       Rear view camera ·       ISOFIX	·       5-star ANCAP ·       8 airbags ·       Pre-Collision Safety System ·       Autonomous Emergency Braking ·       Lane Departure Alert with steering assist ·       Auto High Beam ·       Active Cruise Control ·       Blind Spot Monitor ·       Rear Cross Traffic Alert ·       Adaptive headlights with auto high beam ·       Reversing camera with guide lines ·       ISOFIX	·       5-star ANCAP ·       7 airbags ·       ABS, BA, EBD, ESC ·       City Safety suite including: Pedestrian, vehicle, large animal and cyclist detection; and Intersection Collision and Oncoming Mitigation with Brake and Steering Support ·       Intellisafe Assist suite including: Adaptive Cruise Control including Pilot Assist (optional), Driver Alert, Lane Keeping Aid, Adjustable Speed Limiter, and Oncoming Lane Mitigation ·       Intellisafe Surround suite including: Blind Spot Information with Cross Traffic Alert, Front and Rear Collision Warning with mitigation support, Run-off Road Mitigation, Hill Start Assist, Hill Descent Control, Park Assist Pilot (optional), 360-degree camera (optional), Emergency Brake Assist, Emergency Brake Light, and Intelligent Drive Information System ·       ISOFIX
Dimensions (L/W/H/W-B):	4,411/2,088/1,649/2,681	4,495/1,840/1,521/2,640	4,425/1,910/1,652/2,702
Boot Space (min/max) (L):	484/1,141	371/NA	460/1,336
Turning Circle Between Kerbs:	11.4	10.4	11.4
Ground Clearance:	204	160	211
Kerb Weight (kg):	1,843	1,540	1,705
Towing Capacity (kg):	Braked: 1,800/Unbraked: 750	Braked: 750/Unbraked: 750	Braked: 2,100/Unbraked: 750
Entertainment:	·       10-inch colour touchscreen ·       Satellite navigation ·       AM/FM ·       Bluetooth ·       Apple CarPlay/Android Auto ·       USB and AUX ·       iPod ·       380W Meridian sound system with 11 speakers	·       10.3-inch LCD ·       13-Speaker Mark Levinson Premium Surround Sound System (Sports Luxury) ·       AM/FM/DAB+ ·       AUX and USB ·       Bluetooth ·       Satellite Navigation	·       9.0-inch colour touchscreen ·       AM/FM/DAB+ ·       Bluetooth ·       Apple CarPlay/Android Auto ·       USB and AUX ·       iPod ·       600W Harman Kardon Premium Sound System with 14 speakers including air-ventilated subwoofer
Rating:

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Australian pricing for the all-new Jaguar F-Pace SVR has been announced, starting at $140,020 plus on road costs.

Engineered by Special Vehicle Operations (SVO), with a 44 percent uplift in power, the F-Pace SVR’s 5.0-litre V8 supercharged petrol engine produces 404kW and 680Nm, enabling it to reach 0-100km/h in 4.3 seconds with a top speed of 283km/h.

Aerodynamic enhancements include larger air intakes at the front and side fender vents that lower pressure in the wheel arches, reduce lift and provide additional cooling while also optimising high-speed stability. In addition, unique wheel arch extensions and lower body mouldings provide a low-slung muscularity that sets the SVR apart.

An exclusive SVR bonnet features vents to help extract hot air from the engine bay and provide visual evidence of the SVR’s dynamic intent.

At the rear, a unique spoiler is joined by a new bumper housing the quad tailpipes of the Active Exhaust system. The bumper incorporates side strakes that aid aerodynamic performance by smoothing airflow away from the rear of the SUV.

The uprated chassis has progressive front and rear springs that are 30 and 10 per cent stiffer respectively and incorporate an anti-roll bar specification that is said to reduce body roll by 5 percent. New, lightweight forged 21- and optional 22-inch alloy wheels are wider at the rear by 25mm compared to the front. The 22-inch wheels are 2.4kg lighter on the front and 1.7kg lighter on the rear and are designed to deliver greater airflow to the uprated larger 395mm front and 396mm rear brake discs.

The F-Pace SVR also features Jaguar’s Variable Valve Active Exhaust System that not only provides a sportier soundtrack but is also 6.6kg lighter than the standard F-Pace system.

The first F-Pace to utilise Jaguar’s rear Electronic Active Differential (EAD), the F-Pace SVR features a torque on-demand All-Wheel Drive system with Intelligent Driveline Dynamics (IDD) control technology for sharper handling. This is paired with Adaptive Dynamics suspension, Electronic Power Assisted Steering (EPAS) and Dynamic Driving Mode tuned specifically for the SVR. Engaging Dynamic mode initiates faster, more responsive gearshifts, sharper throttle responses and increased steering response for a more engaging driving experience.

Inside, the F-Pace SVR features slimline performance front seats that provide enhanced lateral support and have signature lozenge quilting and embossed SVR logo. In addition, unique rear seats echo the heavily sculpted designs up front and the SUV’s sports car character is underlined by the Sport Shift Selector. In the cockpit, the SVR branded steering wheel features tactile aluminium paddle shifters.

Four interior colour themes help to highlight the SVR’s high performance personality; Red with Jet, Light Oyster with Jet, Siena Tan with Jet and Jet with Light Oyster stitching.

The post Jaguar F-Pace SVR brings stonking supercharged V8 from $140k appeared first on ForceGT.com.

The 441kW Jaguar XE SV Project 8 super saloon has beaten its own Nürburgring Nordschleife lap record for a production four-door, cutting 2.9 seconds off its previous lap time set in November 2017 to 7min 18.361 seconds.

The Project 8 is also the first vehicle to set an official whole lap record in the Nürburgring’s mid-range production car class, lapping the 20.8km circuit in 7min 23.164 seconds.

The records were set by a production-specification two-seat Track Pack version of the Project 8 driven by development driver, Vincent Radermecker. The car’s height-adjustable twin-spring coil-over suspension was set in ‘track’ ride height, with the adjustable front splitter and carbon fibre rear aerodynamic wing positioned for maximum downforce and stability.

To maximise performance and steering precision, for the final record runs, the Project 8 was fitted with new off-the-shelf ultra-high-performance Michelin Pilot Sport Cup 2 R tyres. Tested and chosen by SV engineers for their capability on the track, the road-legal tyres use rubber compounds directly transferred from Michelin’s competition tyres.

The Project 8 is powered by a highly tuned 441kW version of Jaguar’s 5.0-litre Supercharged V8 that is capable of hurling the super saloon from 0-100km/h in 3.7 seconds, before hitting a top speed of 320km/h. It also features a fully-enclosed flat underbody for enhanced aerodynamics, which according to Jaguar, is key to its performance.

It’s offered in three specifications:

• Lightweight two-seat Track Pack – as used for the record lap times
• Four-seat configuration with same aero package and performance as Track Pack
• Touring specification with discreet fixed rear spoiler, which is limited to 15 examples world wide

Production of the limited run Project 8 will finish this year, with Australian pricing starting at $325,000 for the four seat, and $349,000 for the two seat Track Pack.

Sadly for Australians, all vehicles are left-hand drive and cannot be registered for road use in Australia.

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