GFV has been tailored to cater to clients seeking both flexibility and peace of mind throughout their vehicle ownership journey. This unique financing solution empowers customers with the choice to trade-in, retain, or return their vehicle at a predetermined price once the finance term concludes.

One standout feature of GFV is the seamless transition it offers for those eyeing their next vehicle. Clients have the option to renew their GFV contract, eliminating the hassle of negotiating the residual value when the finance term ends. This not only streamlines the process but also ensures a hassle-free experience.

With relatively shorter finance terms, typically ranging between 36 and 48 months, GFV enables clients to upgrade their rides more frequently. This means always driving a vehicle with full manufacturer service and maintenance backing, providing the pleasure and reassurance that comes with it.

Viola Rossouw, Network Development and Performance Director at JLR South Africa, highlights the convenience GFV brings: “At the end of the GFV contract, the client may elect to trade the vehicle in for another new model in the Range Rover, Defender, Discovery, and Jaguar collection. The residual value of their vehicle would have been predetermined at the inception of the GFV contract, negating the need for lengthy negotiations for the best trade-in deal.”

A major advantage of GFV is the predetermined residual value, ensuring a smooth experience for clients who choose to return the vehicle at the end of the term. Rossouw adds, “With no potential for a shortfall at the end of the contract term, the client can simply return the vehicle to their preferred JLR retail agent when the contract term expires, provided that the conditions of use have been met.”

Favourable interest rates sweeten the deal, making GFV an even more attractive vehicle finance option. Rossouw notes, “Depending on the client’s credit score, GFV generally offers a more favourable interest rate, payable over a shorter term.”

Highlighting the inherent flexibility of a GFV contract, clients also have the option to purchase their vehicle at the end of the term. Rossouw explains, “Unlike a conventional lease agreement, which can be viewed as a long-term rental, GFV allows clients at the end of their contract to buy the vehicle at the agreed residual value. This suits clients who perceive value in the long-term ownership of a vehicle.”

As society embraces the sharing economy, a quest for convenience and sustainability is reshaping transportation norms. Jaguar’s car-sharing pilot aims to offer an on-demand taste of luxury and all-electric living, a vision the brand is committed to expanding as it evolves beyond its traditional offerings.

In collaboration with luxury serviced apartment group MODA Living, Jaguar has chosen two upscale apartment complexes, Angel Gardens in Manchester and New York Square in Leeds, as its pilot locations. Residents in these buildings can effortlessly book an I-PACE for up to 48 hours using the dedicated Jaguar booking platform. Furthermore, each site’s 24-hour concierge team will facilitate key handovers and offer support. The booking covers insurance, charging costs, valeting, and maintenance.

The Jaguar I-PACE, since its debut, has received over 90 global awards, including the remarkable triple victory at the 2019 World Car of the Year Awards. Winning World Car Design of the Year, World Green Car, and World Car of the Year, the I-PACE has solidified its position as the benchmark all-electric performance SUV. Jaguar’s innovative mobility scheme promises to bring this award-winning luxury to the doorsteps of urban residents, ushering in a new era of convenient and sustainable transportation.

There’s also privacy glass and a panoramic roof, red brake calipers and 19-inch Gloss Black wheels in ‘Style 5106’.

Inside, its enriched with beautifully crafted Satin Charcoal Ash veneers, while bright metal pedals add a further finishing touch. There’s also Jaguar’s Premium Cabin Lighting feature, which offers a choice of 30 colours in place of the previous 10. The Pivi Pro infotainment system we’ve seen in other Jaguar Land Rover models is now present here too; In the XF it already has a range of embedded apps, including Spotify, and Apple CarPlay® as standard. Android Auto is standard too.

Jaguar says wireless Apple CarPlay will become available to customers in a software-over-the-air (SOTA) update. No word on wireless Android Auto yet.

Under the bonnet is a choice of two engines to choose from. There’s the 147kW D200 diesel engine good for 430 Nm of torque. Then there’s the petrol P250 engine which delivers 184 kW and 365 Nm of torque and enables the XF to accelerate from 0-100km/h in 6.9 seconds with a top speed of 250km/h.

Pricing for the Jaguar XF R-Dynamic Black D200 is set at R1 122 000 while the P250 will set you back R1 118 600.

Officially launched locally about a month ago, the updated E-PACE is an important car in many respects. For Jaguar, it’s a crucial point of entry to ownership among younger drivers, a first taste which often sees them go on to replace their XE with an E-PACE, or something else from the automaker’s line-up.

It’s never been a bad place to start, either. E-PACE has built a reputation for pleasant motoring, and though outliers like the F-PACE have added a legitimate enthusiast spin, the everyday E-PACE models are perennially well-rated for things like practicality and reliability. If there’s been a problem, it’s been with personality.

The 2021 E-PACE’s dashboard… does not look like what you’d expect from a Jaguar dashboard. The switchgear and knobs seem more thoughtful and restrained; fully-digital driver instrumentation is available on the top-level trim. That also gets the biggest infotainment touchscreen on any Jaguar so-far, at 11.4-inches, plus a new and much improved UI.

Jaguar says it is not only treated to remove glare on the screen, but also to make wiping off fingerprints and smudges easier. The system itself is swifter to start up, and has Google and Outlook calendar integration, along with embedded dual LTE modems. There is Android Auto and Apple CarPlay present too. Wireless phone charging is now easier to access, in the storage area behind the shift-by-wire selector.

The 2021 E-PACE kicks off at R868 000 for the D200 AWD, R927 500 for the P250 and R1 165 500 for the P300e while the P300 Sport will set you back R1 046 900.

Launched back in 2018, the E-PACE caused a little confusion with its name – despite what the “E” might imply, it’s not electric; that’s the Jaguar I-PACE – but borrowed plenty from its bigger F-PACE sibling. Although purists might have scoffed, it proved to be a sensible move with Jaguar saying that its SUVs now account for the majority of sales in South Africa.

To coincide with the launch of the vehicle locally this month, we’ve listed 5 of our favourite things of the Jaguar E-PACE we’re sure you’ll love too.

The exterior is more attractive than ever

For the 2021 E-PACE, the exterior has got a few tweaks that make a major impact. The big grille remains, but now has a mesh design with chrome detailing, along with Noble Chrome grille tips. There’s a reworked lower aperture, with new blades, and all-LED headlamps with Jaguar’s “Double J-Blade” daytime running lights which are available with optional Pixel LED technology to deliver increased resolution and brightness.

At the rear, there’s now a new mesh insert in the lower bumper, and all-LED taillamps to match the front.

There is a Black Exterior Pack, too

Jaguar has a Black Exterior Pack for the E-Pace. The pack swaps out much of the chrome detailing for Narvik Black: on the grille surround and tips, the lower bumper mesh inserts, the side vents, the window surrounds, and the rear badging too. There is now a new Jaguar Leaper logo on the side vents as well, and new wheels up to 20-inches in size.

All the tech inside

The cabin gets a refresh too, now with a curved 11.4-inch HD touchscreen for the Pivi Pro infotainment system. Jaguar says it is not only treated to remove glare, but also to make wiping off fingerprints and smudges easier. The system itself is swifter to start up, and has Google and Outlook calendar integration, along with embedded dual LTE modems. There is Android Auto and Apple CarPlay present too. Wireless phone charging is now easier to access, in the storage area behind the shift-by-wire selector.

A 12.3-inch digital driver display is available too, along with a colour head-up display, and the rear view mirror can be swapped for a digital version beaming a camera view from the rear of the SUV.

Its all in the details

When taking a look at the finer details, Cricket-ball contrast stitching has been added, and there’s more metal and soft-touch plastics. The rotary dials and steering wheel have been revamped, with metal and hidden controls, and there are now metal paddle shifters rather than plastic. There’ll be three colour options – Ebony, Cloud or Deep Garnet – while other options will include a new cabin air ionization system with PM2.5 particulate filtration.

Plenty of derivatives to choose from

Under the bonnet there is a choice of four engines. The entry-level 2021 E-PACE D200 (diesel) and mid-tier P250 SE (petrol) get a 2.0-liter inline-four turbocharged Ingenium engine, with a 9-speed automatic. It’s tuned for 147 kW of power on the former, while the latter is good for 184 kW of power. The P300 (petrol) kicks that up to 221 kW of power. Lastly, the new P300e PHEV powertrain combines the 147kW 1.5-litre three-cylinder Ingenium petrol engine and an 80kW Electric Rear Axle Drive (ERAD) motor to deliver a total of 227 kW of power.

The 2021 E-PACE kicks off at R868 000 for the D200 AWD, R927 500 for the P250 and R1 165 500 for the P300e while the P300 Sport will set you back R1 046 900

Instead, Jaguar’s first fully-electric car will stay true to the old Jaguar philosophy of space, pace, and grace, only now the ‘pace’ part is motivated, not by a supercharged V8, but by a pair of powerful electric motors.

They’re of Jaguar’s own design, with one motor for the front and one for the rear of the car. Each features independent torque control, and can work independently given the current driving situation. All of this is controlled by the Jaguar Intelligent Driveline Dynamics software in the background, and each motor and transmission weighs just 78kg to keep the car as nimble as possible.

Equally important is the 90 kilowatt hour battery pack, comprised of 432 lithium-ion pouch cells. It’s worth noting that the I-PACE’s packs use the most energy-dense battery chemistry on the market today, though what you really need to know is the power they put down to the road. 295kW of power, to be specific, and a healthy 696Nm of torque.

It means that, despite the I-PACE being no particular lightweight at 2,193kg the electric motors can propel the car from 0 to 100 km/h in 4.8 seconds. Sure, that may not make it the fastest-accelerating petrol or electric SUV, but it can definitely hold it’s own against modern sports cars.

More controversial, though, is the styling. As with any EV, aerodynamics play a huge part in how the I-PACE ended up looking, though I’m pleased to say it hasn’t ended up overly-smoothed and bland (or, for that matter, like a Prius). The front and rear overhangs are kept as short as possible, with the majority of the car’s length going into the 2,990mm wheelbase. It pays dividends inside: the combination of the cab-forward design, sweeping coupe-like roofline – merrily airy with its full glass roof – and squared-off rear contribute to a spacious cabin that spoils its five occupants.

In fact, you get over 40-inches of legroom in the front, and 35-inches in the rear. Boot space is an impressive 656 litres. Kindly fold down the rear seats, and you have 1,453 litres of storage space to play with. There’s even a small boot in the front – that Jaguar affectionately calls the ‘froot’ – which adds 27-liters more storage space under the bonnet. Altogether, it leaves the I-PACE one of the most practical cars you can buy today. You read that right.

That flexibility hasn’t come at the expense of aggressive style, mind you. I can quite understand that, for some, the design of the I-PACE might be a little too polarizing, particularly how the smooth and flowing front design is combined with the rather unusual squared-off rear. Looks, though, can be subjective (not to mention highly colour-dependent) and, though the I-PACE may not set standards in automotive beauty, I’d argue its design is a welcome respite from the stereotypical styling of most modern crossovers and SUVs.

Jaguar has come up with a car that manages to stand out, without looking like a weird and contrived EV.

That polish continues with the interior finish. For the 2020 I-PACE, Jaguar rolled out its fine contrast twin-needle stitching, white LED illumination, and pleasingly authentic trim. The twin touchscreen infotainment system familiar from the Velar has been carried over, seamlessly blending touch and physical controls. However, here Jaguar has mounted them on a floating centre console with a unique cantilevered design. The upper screen handles navigation and multimedia, while the lower display takes care of air conditioning , the power seats, and other settings.

The standard sports seats feature heating and cooling, and you can have the whole ventilation system activate automatically on a schedule while the I-PACE is still charging, so as to save as much battery power as possible for the road. Acoustically laminated front side glass and full-frame doors help keep things quiet, too. Only the thrum of the rather silly Active Sound Design system – that mimics some mangled soundtrack vaguely reminiscent of a petrol engine as you hit the accelerator – can be heard amid the tire noise. Turn the fake noise off, though, and you can revel in the majestic silence that only a full EV can provide.

Range certainly isn’t an issue, given the I-PACE can run for 480km on a single charge which, on paper, seems adequate for a road trip to Bloemfontein. At the other end, a 100 kW DC fast charger can take the battery to 80-percent in 40 minutes. A Level 2 charger would take 10 around hours.

In addition there’s also regenerative braking. Here, the 2020 I-PACE offers a two-stage system: the highest setting can slow down and bring the SUV to a complete stop, just while lifting off the accelerator, converting that momentum into battery charge. It works well, too, even though I found the pedal-feel to be softer than in other electric cars.

Honestly, this is the part where the I-PACE really started to impress me. For the most part, new car drive programs consist of some form of on-road driving, and then – depending on the type of vehicle – some sort of dynamic activity that the automaker hopes will showcase its “special sauce.” If you’re in a performance car, that probably means the track; for an off-roader, there might be a muddy course to scrub through. Jaguar, though, included not only both of those, but more.

It may be all-wheel drive, but the route I chose to take the I-PACE on to Bloemfontein was, frankly, not the road most travelled and one at first impressions never dare to take the car through. We took the N1 South to exit Johannesburg and about 45 minutes in took the detour towards Parys. My faith was quite contagious, however, and so I pointed the EV at knee-deep water, mixed in with navigating what, I’d estimate, were 37-40 degree gradients, not to mention some truly rough terrain. Consider me properly impressed.

On more typical roads, meanwhile, the 2019 I-PACE is surprisingly light, easy, and nimble to drive. It’s quick to pick up. The air suspension-cushioned ride is as graceful as you’d expect from a “proper” Jaguar, though keen drivers will still notice the heft of the vehicle when it’s driven aggressively.

The real selling point of an EV from an enthusiast’s point of view, though, isn’t the practicality nor the luxurious interior: it’s the pure, unadulterated rush of torque from the moment you step on the pedal. Here, the 2019 Jaguar I-PACE will happily oblige.

All too often, electrification can feel like compromise. Sacrifice the emotional engagement of an internal-combustion vehicle, in the name of environmental friendliness or practicality. Not so the 2019 I-PACE, though: rather than mimicking a gas SUV, or retrofitting a crossover in an attempt to score some green points, Jaguar has created a car that revels in its electric underpinnings.

It is, I say with no exaggeration, a game-changer for the luxury electric vehicle segment. That Jaguar has nailed it in a way that’s so pitch-perfect on its very first attempt, too, deserves some serious kudos. Audi, BMW, and Mercedes-Benz too, consider yourselves put on notice. The 2020 Jaguar I-PACE is out to win hearts and minds, and I’ve zero doubts this zero-emissions SUV is capable of it. Range anxiety? Go see your therapist.

The all electric Jaguar I-PACE is priced from R1 942 600.

For 2021, Jaguar has thrown new super-slim pixel LED headlights, at its stunning coupe and convertible, featuring subtly revised ‘Calligraphy’ J signature daytime running lights. At the rear, slender tail lights inherit ‘Chicane’ LED signatures similar to the all-electric Jaguar I-PACE.

That thankfully changes the interior as well. The F-TYPE’s driver-focussed 1+1 interior has been refined wit a heightened sense of luxury and sportiness. Along with deployable centre air vents, the start button’s pulsing red ‘heartbeat’ conveys a sense of theatre , while ‘Jaguar Est.1935’ markings on the centre console finisher, glovebox release button surround and seat-belt guides offer subtle reminders of Jaguar’s rich heritage.

Then there’s that 12.3-inch HD TFT instrument cluster with reconfigurable graphics. Here drivers have a choice of display themes, including a full-screen navigation map, but in true sports car fashion the default mode is set to a large central rev-counter.

According to Jaguar South Africa, three engine options are available to South African customers starting with a 221kW/400Nm Ingenium 2.0-litre 4-cylinder P300. This model dashes from 0-100km/h in 5.7 seconds and on to a top speed of 250km/h, with an average combined fuel consumption of 7.2l/100km.

An ever-popular supercharged 3.0-litre V6 P380 with 280kW and 460Nm delivers 0-100km/h in just 4.9 seconds and maximum speed of 275km/h. The V6 is offered with a choice of rear- and all-wheel drive, and benefits from a mechanical limited-slip differential.

Finally, available throughout the first year of production is a special First Edition version of the P380 all-wheel drive exclusively. The First Edition adds 20” Diamond Turned alloys, ‘First Edition’ scripting on the door tread plates and aluminium instrument panel finisher and Windsor leather Performance seats in a choice of Ebony with Light Oyster stitching or Mars Red with Flame stitching. The First Edition is available in three colours – Fuji White, Santorini Black or Eiger Grey.

Setting a benchmark for a driver-focused sports car with a 5.0-litre supercharged V8 at its heart, is the new F-TYPE R P575. The R makes more than generous outputs of 423kW and 700Nm and can blitz the 0-100km/h test in 3.7 seconds with a max speed of 300km/h.

The 2021 Jaguar F-Type is already on dealership floors while pricing starts at R1,243,000 and R1,241,000 for the Coupe and Convertible models respectively.

According to Jaguar, the new headlights are paired with “Calligraphy” signature J daytime running lights with slender LED tail lamps. The car can be had with a range of engines, including a four-cylinder, six-cylinder, and eight-cylinder engines. All are paired up with an 8-speed transmission with paddle shifters.
The turbo four-cylinder 2l engine makes 221kW with a single, central, quadrilateral exhaust finisher. The supercharged 3l V6 produces 280kW and has two large round tailpipes. The 5l R gets a supercharged V8 that has 423kW and quad, outboard exhausts.

The car also gets a reconfigurable, HD 12.3-inch TFT instrument cluster, Touch Pro infotainment system with Apple CarPlay and Android Auto as standard. The system can be updated OTA for new features down the road. Buyers can choose from a pair of Meridian sound systems.

Customers also have the choice of the exclusive F-TYPE First Edition. Based on the R-Dynamic models, the First Edition is offered for one model year only, and has 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.

Jaguar is offering 16 new colours in the SVO Premium Paint Palette in gloss or satin finishes. The F-TYPE range will be introduced to sub-Sahara Africa sometime this year. Exact date TBC.

Coming of Age

Jaguar has been on a roll with new cars over the past few years, with the F-Type providing the halo and the design language that’s rolling through the brand. In addition to the all-new XF, we’ve seen the smaller XE sedan and the beautiful F-Pace crossover join the line in 2015/6. Jaguar expects to nearly triple its global sales volume primarily on the strength of these three related models. So it’s fair to take a deep look at the XF to see what Jag is bringing to market.

It starts with the new chassis. Like all automakers, Jaguar needs to keep things light to meet increasingly stringent fuel economy standards and the performance demands of its customer base. With the launch of the new XF, Jaguar’s entire line is now made primarily of aluminum. There’s still some high-strength steel in there, but only where it needs to be to provide a rigid chassis. That’s in the rear longitudinal chassis support members and the B-pillar rollover structure.

The bulk of the unibody chassis is made from aluminum alloy stampings mated to extruded or die-cast chunks of aluminum and magnesium. These are welded, riveted, and sealed together to result in a complete structure that is 28 percent stiffer than the outgoing XF. Getting back to lightness, the one-piece side skin panels weigh just under 6kg apiece. The result is a mid-large luxury sedan that weighs in at 1 710kg, where the last generation XF often weighed in at over 1815kg.

The Heart of a Jag

Advanced aluminum chassis and bodywork is great, but you can get that in almost any bakkie these days. The real beating heart of a Jaguar has always been, and always should be, the engine. Jag is moving with the times, dropping both the entry-level four-cylinder and the old 5.0-liter supercharged V8 in favor of a pair of 3.0-liter supercharged V6 engines shared with the F-Type. The basic XF engine now delivers 340 horsepower and 436Nm of torque, while the upgrade XF S engine boosts you to 380 horsepower and the same 450Nm of torque.

Uh, say that again?

If there was one real head-scratcher about the new XF, this is it. Why bother creating an upgrade engine that isn’t really much of an upgrade? The base rear-drive XF gets you from 0 to 100kph in a quick 5.2 seconds, and the XF S engine shaves only 0.1 seconds off that time. The AWD XF is a little better, with the base engine doing the 0 to 100 test at 5.1 seconds and the XF S engine making 5.0 seconds. But 0 to 62 times are identical across all the models at 5.3 seconds. Top speed is also the same, governed to 250kph.

You get the same eight-speed automatic transmission in all XF models.

Let’s be clear – the engine in the XF is fantastic. It’s a great unit with all kinds of get-up-and-go. You’ve got power off the line, power to pass, and plenty of great engine sounds. It’s just that the XF S engine doesn’t give you appreciably more than the base unit. So why would anyone choose the more expensive XF S? The XF S provides only a few benefits over the R-Sport, mainly the Adaptive Dynamics active ride control shock absorbers and some trim pieces. The R-Sport gets you LED headlights, blind spot monitoring, lane keep assist, driver condition monitoring, and reverse traffic monitoring. So there are a lot of great features to be had, but the extra power of the XF S engine isn’t really one of them.

Luxury is as Luxury Does

Here’s another great truth: Jag buyers want it all. Engine power is a given for all modern luxury cars, but Jag owners demand great handling as well as an unmatched interior experience. The XF delivers on all counts, but maybe a bit too much for some luxury shoppers. Admittedly, I like dialing the transmission over into sport mode and punching the little button with a checkered flag on it to put the XF into its most aggressive mode, but dialing everything down into soft mode still yields a sports car driving experience that might be too firm for a discerning luxury car buyer. But if the XF is too sporty for you, there’s always the full-size XJ line.

Inside the new XF, Jaguar has done their homework. The cabin and controls are modern – but not pulled from some sci-fi design. You get plenty of real buttons along with a well-designed touchscreen interface in the center stack, and real gauges for tach and speed surrounding a small information display. You get a heads-up display on the windshield, though if you’re wearing polarized sunglasses you’re likely to miss that feature until night falls.

One feature I like is real controls for the climate system. We’ve all experienced automatic climate control that never quite gives you what you want. Sometimes you want more than just a static 16 degrees – you want a good airflow of warm or cool air right now. The XF gives you a full set of controls that allow you to tailor not only the temperature, but how and where the system gives it to you. You also get heated and cooled front seats, which is a little bit of heaven.

The front seats are completely power-adjustable – eight ways, in fact. The bolsters might be a little tight for larger individuals (myself included) but they’re adjustable to fit the broadest possible range of African sizes. The thing to notice about the XF’s interior is that it manages to pack the features in while remaining clean and uncluttered. The 8-inch standard touchscreen offers eight useful buttons that get you most of the way to the controls you want to use for the stereo, navigation, and phone services. The 10.2-inch upgrade touchscreen has no buttons – it’s all on the screen.

The touchscreen and its systems are known as Jaguar InControl Touch, and that system is what Jaguar is offering instead of Apple CarPlay and Android Auto, at least for now. It’s got voice control, and will read your text messages intrusively out loud to you. The screen also supports standard tablet gestures like pinch-to-zoom and swipes, and you can choose what app icons are displayed. There’s even a phone app that allows you some remote control over the car. You can pre-condition the XF to a temperature, check fuel level, get alarm warnings, and it will even use GPS to lead you back to where you parked your car.

On the road the XF is quiet, but not too quiet. This is no Rolls Royce you’re driving, so you want some engine noise, and the Jag delivers that when you romp on the throttle. But it’s not so loud that you can’t hold a civilized conversation, or enjoy the truly excellent Meridian sound system.

Conclusion

The 2016 Jaguar XF starts at R765 000. For that money you get a rear-wheel-drive sports luxury sedan with 340 horsepower and Xenon HID headlights. You also get the Meridian stereo, the base InControl system, backup camera, and a bunch of other features. This is no loss-leader, and probably the best value of the line.

Moving up to the Prestige trim, you start at R802 000, and that buys you heated leather seats and wheel, navigation, and both front and rear parking cameras. The R-Sport trim gives you a body kit, LED headlights, some driver safety features (lane keeping, reverse traffic, driver condition, and blind spot) and it starts at R838 000. 

You can expect to add R25 000 to any XF model for all-wheel-drive. That’s worth the expense for most people in the Free State.

The bottom line on the 2016 Jaguar XF is that it’s everything you expect from a Jag, and it’s reasonably priced for what you get. This car will compete strongly against the Germans, the Swedes, the top-level Japanese cars, and Cadillac. If you’re shopping in that market, you should test drive the XF and make your own short list.

With Connected and Autonomous Vehicle technologies being one of Jaguar Land Rover’s research priorities, we had see for ourselves what technologies are that JLR is placing heavy emphasis on. 

With Advanced Highway Assist the vehicle can overtake vehicles automatically as well as stay in its lane on the motorway without the driver having to touch either the steering wheel or the pedals.

Electronic Emergency Brake Light Assist warns drivers when a vehicle ahead brakes severely or unexpectedly. This is particularly useful when driving in dense fog or if the vehicle in front is out of sight.

Lastly, imagine travelling across central London or Paris without needing to stop at traffic lights because they are always on green. This could be possible with Green Light Optimal Speed Advisory. The car connects to traffic lights advising the driver of the best driving speed required to reach the lights when they are on green. This will improve traffic flow, CO₂ emissions as well as the driver’s experience.

Most of the time, all the engine power is pushed to the rear wheels, but if the F-PACE figures there’s a loss in grip at any of the four corners, it can move the torque forward too. There’s a clever multi-plate wet clutch and chain drive underneath doing the magic, but all you really need to know is that it responds quickly: from 100-percent rear bias to 50:50 in 165 milliseconds, indeed.

It works with the new Jaguar Adaptive Surface Response (AdSR) system, which automatically switches between the best profiles for snow/ice (not that we have those here), wet tarmac/gravel, and deep snow/deep gravel. That adjusts throttle, transmission, and DSC settings accordingly, while the All Surface Progress Control (ASPC) – effectively cruise control for off-roading – can take on braking and throttle at speeds between 2.2 and 30 km/h.

Likely to see more use are the various assistive driving systems Jaguar offers on the F-PACE as part of the R30 000 Technology Package. There’s adaptive cruise control of course – it uses the sensors that flank the logo in the front grill, which look like someone forgot to take a screen-protector film off the car – as well as automatic emergency braking and lane-keep assistance, but it can also spot speed signs (including temporary ones) and flag them up on the driver display (and, if fitted, the R14 000 head-up display).

There’s even the ability to automatically adjust speed based on the legal limits, with the F-PACE offering to slow the car down if the limit decreases, or speed it up if the opposite is true, just as long as the accelerator is pressed.

A excellent-sounding 380W Meridian sound system with 11 speakers is standard, as is a panoramic sliding sunroof, auto stop/start, and 18-inch alloy wheels. Stepping up to the Premium grade – for R30 000 more – throws in 19-inch wheels, a reversing camera, power-folding mirrors, and garage door remote, while the  Prestige upgrades the leather and the Xenon lights, adds InControl apps to the infotainment – more on which in a moment – power lumbar and heating on the front seats, parking aids, keyless entry, navigation, and a heated steering wheel.

The F-PACE R-Sport has 20-inch alloys, a body kit and satin chrome trim, full-LED headlamps, lane-keep assist, autonomous emergency braking, blind-spot monitoring, the fancy sports seats, fog lamps, and SiriusXM, among other things.

Jaguar’s standard infotainment system, dubbed InControl Touch, uses an 8-inch touchscreen with shortcut keys either side, and offers optional connectivity with apps on a connected iPhone or Android device and navigation for another R7500. Aesthetically it looks clean, but it can be sluggish in use – the smartphone-style gesture controls Jaguar is so proud of work, but they judder and jerk – and there’s neither CarPlay nor Android Auto (yet).

Far better is InControl Touch Pro, a newer, faster, and generally improved system that’s part of the Technology Package available on Prestige trims and higher. It swaps in a wide, 10.2-inch TFT touchscreen and uses a quadcore Intel processor and SSD storage with 60GB of usable space: as a result, it’s noticeably faster to navigate around, particularly when you’re swiping through maps.

Part of that turn of speed is down to Jaguar switching to ethernet-based interconnectivity in the background, rather than the usual proprietary cabling. There’s also plenty of headroom for future upgrades, the company tells me, claiming also to have growing interest from third-party app developers keen to create companion titles for the platform.

Navigation comes as standard with InControl Touch Pro, and there are some neat features courtesy of Jaguar’s work with HERE. Arrive at your destination, for instance, and the system will automatically offer to find you nearby parking lots; alternatively, it can hand over navigation duties to the Route Planner app on your smartphone, to guide you through the final steps.

There’s also a Commute Mode, which learns your daily route and, rather than pestering you with unnecessary spoken directions, only pipes up if it spots congestion. Finally, you can share your ETA with someone via text or email, and if that changes it’ll automatically ping out an update to them.

InControl Touch Pro comes with an upgraded 825W Meridian audio system version with 17 speakers and surround sound, which sounds stellar.

The Technology Package also comes with a 12.3-inch LCD for the driver, replacing the analog gages and smaller, 5-inch LCD in lower-spec cars with an Audi Virtual Cockpit-esque screen. That can be switched between traditional dials, a full-screen 3D map, and other views

Jaguar’s other accessory worth considering is the Activity Key, a R4000 rubberized bracelet that allows you to lock the regular keys in the car while you’re at the beach, out riding your bike, or generally being active. It uses RFID and – when you tap it against the “J” in the Jaguar logo on the rear – grants access to the trunk and all of the doors.

It’s a clever idea, and conveniently battery-free and completely waterproof, but I can’t help but think it’s a little large. Think chunky-Fitbit rather than sleek Livestrong band. Also, can’t you get one free with a purchase of the vehicle?

Overall, the range of options is pretty vast, and so is the F-PACE’s price span. Personally, I’d not want to sacrifice InControl Touch Pro since it’s a marked upgrade over the standard system; that means you’re looking at R800 000 for an F-PACE Prestige at least. The Luxury Interior Upgrade and Driver Assistance Packages are only available on R-Sport and higher, however, pushing the sticker price even further.

Is the F-PACE worth it? Jaguar’s SUV is certainly more sports sedan-like to drive than most rivals in its segment, without unduly sacrificing flexibility or comfort, and – even with the company’s ambitious sales targets – is likely to be a more exclusive sight on the roads than the competition. I’d pick it over a BMW X3 or X5, certainly, and it makes the usually striking Evoque look pedestrian in comparison.

An SUV with the soul of a sports coupe was always going to be a tall order, but Jaguar has come impressively close to offering that perfect balance of practicality and performance.

Falling somewhere in-between competitors like the BMW X3 and X5, and Audi Q3 and Q5, in size, the F-PACE doesn’t take the easy route of raiding Land Rover’s parts bin but instead forges its own path on both the highway and in the rough stuff.

With one of the prettiest cars on the road today, the F-TYPE, in its portfolio, you can’t fault Jaguar for taking inspiration from the sports car for its crossover. That could still have been a recipe for disaster, but happily design director Ian Callum has pulled another rabbit out of the hat, and the F-PACE looks tremendous. We’re in Port Elizabeth (South Africa) for its media launch and first drive.

First Impressions Count

At the front, the big meaty grill and glaring headlamps lead back into a deeply sculpted hood and beefy fenders. The shoulder line rises dramatically as you get to the rear three-quarters, leaving the rear glass – as on the Range Rover Evoque – a narrow sliver. As with its brand cousin that leaves the F-PACE looking planted and solid, but unlike the Evoque rear visibility isn’t unduly impacted, and headroom in the rear seats is still comfortable.

Open the power tailgate and you’ll find 463 litres of boot space, which rises to about 200 litres more if you drop the 40/20/40 split rear seats. Higher spec cars get power-folding rear seats.

The detailing is sharp, too, with the F-TYPE lending its minimalistic tail-lamps among other things, and that continues inside. The optional Luxury Interior Upgrade Package brings, for about R30 000, suede headliners, 4-zone climate control, adjustable ambient lighting, and other niceties. Prestige trim level and above gets leather seats.

Below that, though, the faux-leather is a noticeable dip in quality, It’s still a decent place to be, but it doesn’t have quite as premium a feel. There’s still some hard plastic to be found in the lower door trim and elsewhere, and I’m not convinced by the swathe of shiny black plastic across the – admittedly easy to use – HVAC controls.

Jaguar’s sports seats, fitted on the F-PACE R-Sport and on the F-PACE S, have 14-way electric adjustment, including side-bolsters which squeeze in pleasantly to keep you in place in the corners.

Jaguar has three engine options for the F-PACE, kicking off with a 2.0-litre diesel “20d” with 132KW of power from R776 800, followed by a 221KW 3.0-liter diesel at R1 218 100 finishing off with a 3.0 supercharged V6 petrol in either 250KW  or 280KW “S” forms, from R982 700 and R1 191 1000 respectively. The turbodiesel and V6 versions come in normal, Premium, Prestige, or R-Sport form. I had the opportunity to test both petrol engines, both of which come with all-wheel drive (AWD) as standard.

It takes driving the two engines back-to-back to really notice any difference in power, and for most people I suspect the F-PACE 35t will be more than sufficient. All versions share the same predominantly aluminum chassis with the F-TYPE, as well as getting double-wishbone suspension at the front and Integral Link at the back.

The electric power steering has a variable steering ratio as standard, and there are monotube dampers as standard together with brake-based torque vectoring. The F-PACE S gets adaptive dynamics which adjusts the damping based on body and wheel movement for a smoother and more agile ride.

With either engine, power delivery is immediate, though the F-PACE is more eager when the 8-speed is set to Sport mode and the chassis switched to Dynamic. The transmission does a great job of slicking through the gears itself, but there are paddles behind the wheel if you prefer; happily, in paddle mode, even when you hit the redline the F-PACE won’t overrule you and upshift, and it doesn’t automatically nudge you back into automatic mode either.

The F-TYPE DNA shows itself again when you hit the corners. There’s none of the typical SUV understeer unless you’re pushing to foolhardy extremes, the steering weighting up nicely and the car staying flat and stable. It’s worth snatching for the paddles at times like these, because they provoke a wonderful growl from the engine, swiftly followed by a sonorous back-pressure roar from the supercharger.

Click here for part 2 of this First Drive