- Doors and Seats
5 doors, 5 seats
2.0T, 4 cyl.
- Engine Power
Petrol (95) 7.5L/100KM
8 Spd Auto
5 Yr, Unltd KMs
- Ancap Safety
5/5 star (2017)
We take the 2022 Drive Car of the Year Best Medium Luxury SUV for an extended test drive. Let’s recap on why it’s the best-in-class.
- Looks the part
- Fantastic ride and handling with optional adaptive suspension package
- Infotainment system is best-in-class with the Meridian sound system
- Thirsty on test
- Options can tax your wallet
- Stop/start system is intrusive
The 2022 Jaguar F-Pace won its Best Medium Luxury SUV class this year at Drive Car of the Year awards.
It fended off hot competition to get the gong, including the ever-popular 2022 Porsche Macan, ever-good 2022 Audi Q5, and ever-favourite-of-ours 2022 Volvo XC60.
Maybe one of the toughest segments to emerge victor from, then. In this review, we’ll be spending time with the 2022 Jaguar F-Pace R-Dynamic SE P250 specifically.
Mouthful aside, it sits one step above the entry-level Jaguar F-Pace S model, and is the one that maintains enough ‘Jaguar’ to impress your friends and colleagues alike. It starts from $87,000 before on-roads and options, some $4800 more than the entry-level 2022 Jaguar F-Pace R-Dynamic S.
Standard gear on our 2022 Jaguar F-Pace R-Dynamic SE includes a sports-led exterior styling, 20-inch wheels, 12-way electrically adjustable and heated leather sports seats, and aluminium interior trim finishes. Fancy, considering the price tag.
Our particular test car levelled things up further by adding a sliding panoramic roof ($4420), dynamic handling pack with adaptive dampers ($2910), 21-inch wheels ($1560), black exterior styling package ($1430), 3D parking camera ($950), privacy glass ($950), electric steering column adjustment ($845), illuminated and metal entry scuff panels ($767), and finally a reduced-section spare wheel ($490).
Sorry for the barrage of info; it’s worth knowing the true detailed cost of what you’re reading about however.
The only no-cost option is the stunning Bluefire metallic paint that looks every bit as good in the flesh as it does on your screen’s pixels. The total cost before on-roads for our exact 2022 Jaguar F-Pace R-Dynamic SE P250 is $101,322, or around $112,000 on the road.
Being an F-Pace P250 model means it’s powered by a 2.0-litre turbocharged four-cylinder with 184kW/365Nm. Grunt is manipulated through a brilliant eight-speed torque-converter-equipped automatic and sent to all four wheels afterward.
Let’s discover what makes it a class winner.
|Key details||2022 Jaguar F-Pace R-Dynamic SE|
|Price (MSRP)||$87,000 before on-roads|
|Colour of test car||Bluefire metallic|
|Options||Sliding panoramic roof – $4420 |
Dynamic handling pack with adaptive dampers – $2910
21-inch wheels – $1560
Black exterior styling package – $1430
3D parking camera – $950
Privacy glass – $950
Electric steering column adjustment – $845
Illuminated and metal entry scuff panels – $767
Reduced-section spare wheel – $490
|Price as tested||$101,322 before on-roads|
|Rivals||Audi Q5 | Volvo XC60 | Porsche Macan|
Jumping inside, there’s no questioning where your hard-earned has gone.
Aside from the sea of soft, plush and fragrant leather letting you know you’ve arrived, there’s also ‘engine spin’ aluminium trim lining most leading edges of the cabin.
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It feels, looks and smells expensive. The same goes for the switchgear, too, as the air-conditioning panel features knobs that can be turned, pushed, and even pulled to change their function and purpose, unlike much else on the market.
The pulling sensation isn’t the most intuitive, but the switchgear’s weightiness and tactility are just what you’d expect in a car that costs twice as much, let alone $80,000.
Other more subtle elements – like the vehicle’s new Pivi Pro infotainment software package – continue to speak the language of high-end, with simple things like weather and media displayed beautifully and minimally across the large screen.
The standard-fit leather seats are a joy to lounge around in; however, do not opt for white leather like our press car. I was forever cleaning off trade-paint from denim, grit from kids’ hands, and whatever else managed to brush up against the surface.
It looks smashing in the showroom, but don’t fall for the trap. Regardless of the colour, however, the seats are highly adjustable, with lumbar support that can extend and also be moved to suit your unique body shape, heated, and smart with two-position memory.
Preventing fatigue on a two-hour drive down south is the sort of thing these pews are good at. Once you’re over the luxury and accustomed to it, the nitty-gritty doesn’t disappoint either.
Aside from a massive and lidded storage pit in the centre console that’s filled with huge cupholders, a power outlet and phone storage box, there are also door pockets perfect for a 750ml Camelbak water bottle, and even a cheeky storage nook carved into its sides (sort of where your knees lean against).
I guess it means you can keep your luxury car looking luxurious by burying the miscellaneous crap that follows your kids around, à la wipes, tissues, things to eat with, and maybe a spare set of clothes – pending where you’re going that day.
Over in the second row, space is good for the size and type of vehicle. I’m 183cm tall, and sitting in the back behind my own driving position saw 7–8cm of knee room and plenty of room for everything else.
One of the main advantages felt in the back comes from the more traditional roof line. Unlike some of its coupe-roofed or more stylistic competitors, there’s enough headroom to enable an ergonomically friendly hip point, a great glasshouse to peer out of, and a tall roof line that makes every kind of child support seat easy to use (capsule/forward-facing/rearward-facing).
The only annoying part of either getting in and out yourself, or getting your kids out, is the large overhang on the rear doors aside the exterior handles. Sounds like a funny thing to poke a stick at, but honestly, in tight car parks or even in shopping centres, it can be difficult to access the second row.
Other things to fiddle with in the back include a pair of air vents and power outlet, but no dedicated third row of climate controls. Boot space starts from a huge and practical 793L and expands to 1842L with the second row folded.
It’s fantastic for bulky items, and you’ll have no problems packing a small getaway for a family of four inside. Our test car was also fitted with a reduced-section space-saving spare wheel.
|2022 Jaguar F-Pace R-Dynamic SE|
|Boot volume||793L seats up|
1842L seats folded
*Using SAE ‘wet’ measurements
Infotainment and Connectivity
The 2022 Jaguar F-Pace features the brand’s latest 11.4-inch Pivi Pro touchscreen infotainment system with Apple CarPlay, Android Auto, DAB+ radio and active noise-cancelling technology.
Essentially, the clever system pipes frequencies through the speakers to counteract road noise it detects via microphones, similar to how a good set of headphones work. Smart stuff. This new infotainment system is also connected to the internet via an in-built SIM card, meaning it can do everything from alert authorities in the event of an accident to showing you live weather over your head.
Also new for MY23 F-Pace models is the introduction of wireless Apple CarPlay and Android Auto; something originally missing when the new model arrived here last year. Nice to see it included now.
Lastly, it’s the software package that really ices the cake here. Not only does it look stunning, but it’s also a treat to use and highly configurable too.
Spend an hour or so with it to adjust the layout and set some favourites, and you’ll see what I mean. The standard-fit Meridian sound system is a good get for the money, too, even if it’s the ‘lite’ version with only 380 watts and 11 speakers.
It gave Underworld’s If Rah enough punch, bass and centre-stage synth to make my guests groove, and made Metallica’s Ride The Lightning sound as poorly mastered as it always was.
That’s flat, tinny, and sounding like it was recorded in a well, as intended. The optional 19-speaker $2600 Meridian Surround Sound system is a ripper, but the ‘lite’ version that comes with the asking price is beyond satisfactory.
The 2022 Jaguar F-Pace wears a five-star ANCAP safety rating badge having been testing back in 2017.
With an occupant safety score of 93 per cent, child occupant protection of 85 per cent, and vulnerable road user of 80 per cent, the Jaguar performed well across the board.
As an expensive and mid-size premium SUV, it naturally features most modern advanced driver assist systems (ADAS), including autonomous emergency braking with pedestrian and cyclist detection, blind-spot monitoring, speed sign recognition, lane-keeping assist and more.
Some safety items still cost extra, however, like a 3D surround-view parking camera ($950). Similarly, self-park assist costs $403 more too.
As a recap, our 2022 Jaguar F-Pace R-Dynamic SE starts from $87,000 before on-roads. The 2022 Audi Q5 45TFSI Sport costs less at $80,800 and is similarly equipped, but it isn’t as large as the Jaguar. Don’t underestimate the value of boot space.
The other choice – a 2022 Volvo XC60 R-Design – starts from $82,490. Although cheap, by the time you tickle the specs you’ll level the playing field, and its mild-hybrid system isn’t as savvy as its name suggests.
|At a glance||2022 Jaguar F-Pace R-Dynamic SE|
|Warranty||Five years / unlimited kilometres|
|Service intervals||12 months or 20,000km|
|Servicing costs||$1950 (5 years)|
In terms of maintenance, the cheapest way to do so is via a fully transferable, paid-for-upfront five-year/102,000km service pack that costs $1950.
Audi’s five-year service plan costs $3140, and Volvo’s $3000, making the Jaguar well-priced.
Fuel consumption came in at 10.6L/100km, which is a decent whack over the official combined claim of 7.8L/100km, even with that intrusive stop-start system doing its thing.
|Fuel Useage||Fuel Stats|
|Fuel cons. (claimed)||7.8L/100km|
|Fuel cons. (on test)||10.6L/100km|
|Fuel type||95-octane premium unleaded|
|Fuel tank size||83L|
After settling into your luxurious new Jaguar, it continues to deliver much of the same on-road.
The ride quality is sublime, with our car’s optional and cost-extra adaptive chassis package providing it with the best of comfort and control. Regular mode is primed for a suburban jaunt to the kid’s school, with potholes and general road imperfections being rolled flat by the Jag’s brilliant damping quality.
Firmed up in Sport mode and through faster sections of road – outside of suburbia – it remains just as good too. The ‘stiff’ mode doesn’t feel so stiff to be honest, but the proof is in the pudding, and it does a far better job of keeping the car upright if you decide to take the long way home with angst.
Given the brand’s age-old efforts at grand tourers, it’s no surprise Jaguar has struck this ideal balance of body control and comfort with its F-Pace SUV. We also get a speed-proportional steering rack too as standard in Australia, and one that adjusts its weighting dynamically on the fly.
It’s tuned just right, too, feeling delicately light in a car park, firmer at regular speeds, and once more again up on the motorway. The cabin is also well insulated compared to others in the same class, as my usual sections of coarse-chip freeway did not prove coarse enough to upset the ambiance inside.
No cranking of the stereo required, no irritancies noted either. The brand did introduce active noise-cancelling technology to the facelifted Jaguar F-Pace range recently, so clearly the technology works well.
Unintentionally, I was in a 2022 Porsche Macan the week before, which I also put on the same drive route. Overall, the Jag had the last say in quietness and refinement.
You could also argue that some of the smoothness comes from the perky 2.0-litre turbocharged four-cylinder engine. Despite the big car weighing nearly 1900kg, the engine produces a pleasant 365Nm of torque flat from 1300–4500rpm, which is half its secret.
Just shows you how far the modern four-cylinder engine has become, as it’s certainly not underpowered. It’s gutsy enough with a partner and child in tow, and doesn’t sound too bad if you give it the beans down the on-ramp, if I’m being genuinely honest.
The eight-speed torque-converter automatic is again something else you can gesture to if thinking about refinement, smoothness and power. Its spread of eight ratios are spaced in favour of brisk acceleration, but it still remains overdriven enough for the freeway.
Eight gears seems to be the ideal number, especially with powertrains of this size and nature. The powertrain can’t be all perfect, and in this case it’s the fuel usage and stop-start system that let it down most.
|Key details||2022 Jaguar F-Pace R-Dynamic SE|
|Engine||2.0-litre four-cylinder turbo petrol|
|Power||184kW @ 5500rpm|
|Torque||365Nm @ 1300–4500rpm|
|Drive type||All-wheel drive|
|Transmission||Eight-speed torque converter automatic|
|Power to weight ratio||97kW/t|
|Tow rating||2400kg braked, 750kg unbraked|
Starting from $87,000, the 2022 Jaguar F-Pace R-Dynamic SE is a sharply priced luxury SUV.
On top of the palatable and accessible price, everything you need is built-in standard. You get high-end design inside and out, top-quality materials, a spacious boot and generous second row, the latest and greatest infotainment, a perky engine and all-wheel drive, just to warm you up.
Our car was tickled with some options, but at 2022 Drive Car of the Year, the Jaguar F-Pace we tested then was close to standard and still just as good. The only concern we have is fuel use, but it appears to be a trade-off for making the smaller 2.0-litre four-cylinder sing and get the job done.
Others in the class drop the ball in key areas, be it space, price/value or overall execution. The 2022 Jaguar F-Pace has been on a continual refinement journey for well over five years now, and this latest version finally gets it close to spot-on for the class.
2022 Jaguar F-PACE P250 R-Dynamic SE Wagon
Interior Comfort & Packaging
Infotainment & Connectivity
After more than a decade working in the product planning and marketing departments of brands like Kia, Subaru and Peugeot, Justin Narayan returned to being a motoring writer – the very first job he held in the industry.