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2017 Jaguar F-Pace First Drive

We know what you're thinking, and we tend to agree: The world probably doesn't need another crossover. But premium European automakers keep building them because people keep buying them. Before we even got behind the wheel of the 2017 F-Pace, we knew that it would be Jaguar's best-selling model by year's end. Now that we've driven the brand's first crossover, it's apparent that there is more to the F-Pace than future sales success. This is a real Jaguar. It would have been easy for Jaguar to borrow a platform from corporate sibling Land Rover. Instead, Jaguar's engineers decided to chart their own course, starting with the aluminum underpinnings of the XE sedan. As it turns out, that was a brilliant decision. The F-Pace looks and drives like a proper Jaguar, but it has some surprises hiding under its shapely sheetmetal that make it the most practical vehicle the brand has ever offered. The F-Pace sports a familiar face, with a voluminous chrome-ringed grille flanked by twin air intakes that are almost as large. Long horizontal headlamps flow into the fenders, and just behind the front wheels sit additional vents that are the only extraneous bit of styling flair on the entire vehicle. The overall look is smooth and taut, with lots of surface tension along the car's bodysides. Not that Jaguar would have done it, but we're glad this is not an overwrought Lexus RX clone. The F-Pace's proportions emphasize the chassis' rear-drive roots, although Jaguar will only sell the crossover with all-wheel drive in the US. By default, 90 percent of engine torque is routed to the rear wheels, and that can drop to as little as 10 percent as dictated by available traction. While the good old KISS acronym applies to the car's styling, it applies equally well to the driving dynamics with one slight modification: keep it sporty, stupid. A rigid aluminum chassis – it would be all-aluminum if the rear floor weren't steel to ensure proper 50/50 weight distribution – is derived from the same architecture as the XE sedan, rejiggered to sit higher off the ground and allow for greater suspension travel. As you'd expect, the F-Pace drives a heck of a lot like a sport sedan, only giving up the illusion if you notice how high you're sitting from the road. Jaguar has nailed the driving dynamics of the F-Pace. Steering is linear and, in Dynamic mode, perfectly damped. The ride on models equipped with adaptive suspension is firm and controlled, even with massive 22-inch wheels fitted.

Jaguar F-Pace leaps into crossover segment [UPDATE]

UPDATE: Jaguar has issued a statement indicating that the F-Pace cargo volume specified in the original official press release, was incorrect. In short, the correct figure is 33.5 cubic-feet, not 23 cu-ft, and we've updated the text. Here's the statement: "The previous draft of the release we issued incorrectly identified cargo volume in the Jaguar F-PACE using a figure that was not calculated using the US Market standard SAE methodology. The correct specification for rear load space volume in the 2017 Jaguar F-PACE with the second row seats up is 33.5 cu.ft., not 22.95 cu.ft." It's been two years since Jaguar showed off the C-X17 concept crossover at the Frankfurt Motor Show, giving us a deep metallic blue taste of what the world would look like with a leaping-cat in it. Here we have the production result, the 2017 F-Pace, coming to dealerships in Spring 2016. It will be offered in four trims - Premium, Prestige, R-Sport, and S - with three engines. Two supercharged V6 engines come at launch, one with 340 horsepower, the second with 380 hp, both shifting through the same ZF eight-speed transmission from the sedan range. Some time after that a 2.0-liter Ingenium diesel will join the lineup, offering 180 hp and 317 lb-ft. To get in, the price for that eventual diesel is will be $40,9907, while the V6s start at $42,390 and $56,700. If you liked the look of the C-X17 then there's nothing to put you off the F-Pace. The illuminated intakes from the concept are gone and the fender vents have a slightly different graphic, but otherwise you'll find Waldo before you'll find significant exterior changes. The body is one third aluminum, tweaked with high-strength steel, magnesium, and composites creating torsional stiffness numbers that match the new XF. Wheels go from 18 inches to 22 inches, hung at the ends of a double-wishbone setup in front, an integral link suspension in back, and monotube dampers all around, over a wheelbase that's 113 inches. Short overhangs front and back that mean a maximal approach angle of 25.5 degrees, a max departure angle of 25.7-degrees. The standard instrument binnacle is two analogue dials flanking a TFT display, the upgraded unit is a 12.3-inch virtual instrument cluster. It sounds like the interior trim will go as high up as you want it - something has to justify the $14,310 price difference between the V6 models - with "available leather" on the low end, aluminum mesh and satin grey ash at the other end.

550-hp Jaguar F-Pace SVR revealed ahead of New York Auto Show

"I love this car." So said Jaguar designer Ian Callum, quite genuinely, as the Jaguar F-Pace SVR drove onto the stage at the company's new headquarters in Mahwah, N.J. Despite accepting and even embracing Jaguar's decision to produce SUVs, it's quite obvious (because he says so repeatedly) that Callum is still a guy with a lust for high-powered sports cars. The F-Pace SVR melds these two elements to create something he gleefully describes as "ridiculous." Boasting Jaguar Land Rover's now-familiar supercharged 5.0-liter V8, the SVR produces 550 horsepower and 502 pound-feet of torque. Jag estimates it'll hit 60 mph in 4.1 seconds and a top speed of 176 mph, which will make it one of the quickest and fastest SUVs on the road when it arrives in dealerships this summer. View 15 Photos It's not just the big engine, however. Upgraded mechanical improvements and enhancements include stiffer springs, wider and lighter forged alloy wheels (21- or 22 inches), bigger brakes (15.5-inch front, 15.6-inch rear), an electronic active rear differential, a variable active exhaust that's 14.5 pounds lighter than the standard one, and specially tuned software for the adaptive suspension, electric steering, eight-speed automatic, all-wheel drive and Dynamic Driving Mode. Callum's team also massaged the aerodynamics with larger air intakes, rear bumper side strakes, and fender vents that lower pressure in the wheel arches to reduce lift and increase cooling. A unique hood features vents designed to, well, vent hot air from the engine compartment. There are also wheel arch extensions and lower body moldings to create a more muscular appearance, while the rear sees fat quad tailpipes that one would assume should bark and burp like any good Jaguar SVR. Inside, there are thinner, light-weight sport seats done up in snazzy quilted leather. The rear seat also gets sportier seats with a similar fixed headrest design as those up front. The pistol-like sport gear selector shifter, as used in the Jaguar F-Type, replaces the standard rotary shifter design. It still takes up way too much room on the center console. Pricing starts at $80,985. One would assume Mr. Callum will gets his for less than that. Related Video: