First Drive: 2021 Jaguar F-pace P400e R-Dynamic HSE Review

The response, when Jaguar first announced the F-pace was entirely as expected; howls of outrage that the company that gave us the E-type and generations of low and lithe XJ saloons had debased itself by building an SUV. Most of those dissenting voices shut up when the F-pace was revealed; if there was anyone who could translate the design language for what is still the best looking modern sports car, the F-type, into a taller format it was the firm’s then Design Director Ian Callum.

That the F-pace also had the, well, pace as well as the ride and handling balance to deserve the Jaguar name also helped silence the critics and made it a familiar sight on our roads. Ask yourself when was the last time you saw an XJ? Now, as part of a midlife refresh, the F-pace gains hybrid power as part of Jaguar’s move to full electrification in just four year’s time.

The changes to the outside of the aren’t extensive and, as we’ve previously mentioned, the F-pace wasn’t in need of drastic revision anyway. The new grille, made up of a series of linked lozenges aping the old Jaguar badge is striking, especially flanked by slimmer headlamps that align with the rest of the Jaguar range. The taillights likewise get the diet treatment and match the XE’s. New paint, wheels and so one complete the mild makeover.

A 2.0-litre petrol engine in a car of this size would have been unthinkable not so long ago but the hybrid system goes a long way to plugging the performance gap. The Ingenium inline-four produces a healthy 300PS but the F-pace weighs in at nearly three tonnes so the additional 100PS or so from the PHEV system is not just welcome but a necessity when away from the daily commute. Added together the result is a 5.0 second 0-62mph time and the always irrelevant 149mph top speed. The hybrid system also allows Jaguar to boast a theoretical economy of 130mpg and a battery-only range of up to 33 miles with the ability to force the engine to charge the battery when desired, allowing the driver to cruise silently and emissions free around town for instance.

The pleasingly thin-rimmed and small diameter steering wheel allows for rapid changes of direction, particularly in dynamic mode but the pay-off, on the 21-inch wheels our test car wore is a much firmer ride than expected and one which can set the car rocking over urban speed bumps. The ubiquitous Zf eight-speed automatic is, as is its wont, slower to react than one would like both off the line and on kickdown, seemingly exacerbated by having two axles between which to split the power than just one. Better in fact to treat it a bit like an old school V8 SUV and waft from place to place in comfort and quiet, which around town and on typical commutes could mean round trips conducted on battery power alone.

This is where the midlife refresh has been more than just mild with the cabin unrecognisable from the earlier car. Now largely modelled on the new XF with a few flourishes from the I-pace, the F-pace’s cabin feels a much more premium and modern place to be compared to the previous, somewhat fussy, design. Superb seats are of course coated in quilted leather, their heated function accessed by pushing and turning the climate control knobs which have a delightful knurled finish and incorporate small screens to display functionality.

Above them sits the new 11.4-inch central display which floats proud of the centre console without looking like an afterthought as many screens are still apt to do. Sadly now deceased is the rotary gear selector which I always found quick and intuitive to use. It divided opinion of course by apocryphally its demise was due to the surfeit of warranty claims brought on by people spilling drinks into them. Its replacement is a hefty chunk of leather and metal that looks like a stylised boxing glove. Also missing and missed is a handbrake, electric or otherwise, your only option is to put the gearbox in park.

Much of the technology focuses around the spiffy new screen and the uprated Pivi Pro software which is as quick to respond as we have all come to expect from our phones. Speaking of such instruments, the F-pace can now sync two phones simultaneously via bluetooth and offers both Apple CarPlay and Android Auto. The menu systems are intuitive and there was never a feeling of having to dive through endless sub menus to change simple functions. Jaguar has spent time focusing on the Human Machine Interface in its cars and it shows.

There is the usual slew of gadgets, aids and safety systems you’d expect from a £70k luxury SUV but one worth mentioning is the active noise cancellation. Rather than pumping fake engine noise through the speakers (which it will still do in dynamic mode), the F-pace uses tech to detect disharmonious road and engine noise and actively combats them using competing sound waves from the speakers. The car is certainly quiet enough to believe it works although the engine itself could be more refined with vibrations felt through the floor when stopped at lights.

Large SUVs are not going away despite how much enthusiasts may decry them and in fact are likely to become the only cars on sale outside of soon to be weird niches such as coupes, convertibles and three-box saloons. The F-pace definitely deserves a look as a transport solution for the well-healed family, undercutting its rivals significantly, offering generous Benefit-In-Kind advantages and a slice of emissions and guilt-free motoring. It bodes well for Jaguar’s all-electric future.