The Jaguar I-Pace might just be the most significant new car we’ll drive this year. It’s an all-new, all-electric vehicle from the British automaker, the first installment of its ambitious plan to electrify the entire model range over the next few years. We first saw the I-Pace as a concept at the 2016 LA Auto Show. Now, less than two years later, the production version is ready, almost unchanged.
And this week, we’ve driven it—on the road, off-road, and even on track. It’s not perfect (no car is), but make no mistake: it is very, very good. So good that Waymo—Google’s self-driving program—has ordered 20,000 I-Paces to put into service as robocabs in the next couple of years.
Nine months ago, Jaguar Land Rover announced it was planning to phase out internal combustion engines, along with offering electrified versions of all its models by 2020. But the I-Pace—its first battery electric vehicle—predates all of that. Apart from the Chevrolet Bolt EV, it’s the only EV on sale that can compete with Tesla on range thanks to a whopping 90kWh battery pack. And unlike the Bolt (which remains a rather no-frills affair), the I-Pace is most assuredly a luxury car. Its exterior and interior seem leagues ahead of anything the Internet’s favorite car company has given us so far.
Like any battery EV, this remains a vehicle that’s not right for everyone. If your needs include being able to drive across the country in single day in as short a time as possible, you might want to look elsewhere. Ditto if you need to carry five or six passengers. And the I-Pace is not particularly cheap—prices start at $69,500 in the US before any federal or local incentives are taken into account. But it’s better looking and better made than any other BEV on sale today, with a good warranty and plenty of gadgets. With 295kW (394hp) and 694Nm (512ft-lbs), it’s also got plenty of performance and doesn’t take up that much space. Its footprint is about the same as Jaguar’s petite E-Pace SUV even though there’s tons of room regardless of whether you’re sitting in the front or back.
Let’s get under the hood (and behind the wheel) to better understand why I was so impressed.
Design and engineering
We’ve actually delved into the design aspects of the I-Pace on several occasions in the past; with Jaguar Design Chief Ian Callum about the original concept, then more recently with his right-hand man Wayne Burgess and Jaguar Technical Director Wolfgang Ziebart. Per Ziebart, the choice of making the I-Pace an SUV wasn’t really a choice at all—the packaging requirements of the car’s battery cells dictated that. But the I-Pace’s shape was a conscious effort, the goal being to make it as aerodynamically efficient as possible. Consequently it has a drag coefficient (Cd) of 0.29, which Burgess told us was the lowest of any Jaguar SUV to date. We still don’t know the car’s CdA (the drag coefficient multiplied by the frontal area), which is arguably the more important statistic, but we don’t know the CdAs for any of the other BEVs on sale right now, either. Bench racing will have to wait for another day.
As with every other EV we’ve tested, the I-Pace keeps its battery pack between the axles and underneath the passenger compartment, which keeps the center of gravity nice and low and reduces polar moments of inertia. Simon Patel, the car’s senior program manager, told Ars that this is the stiffest Jaguar body ever at 36kN per degree. The monocoque chassis is made from aluminum to keep the weight down, but all told the I-Pace tips the scales at 4,702lbs (2,133kg).
On either side of the battery pack is a synchronous permanent magnet electric motor. It’s a compact design that sees the driveshaft run through the middle of the motor, and it is bespoke to Jaguar. In large part, that’s because the I-Pace was greenlit quite a while back. “This means that the supplier infrastructure wasn’t interested in this type of car, so many of the components were done in-house; today you’d be tempted to do it with a supplier,” Ziebart told me. Likewise, the battery and software were also done internally by Jaguar. “This led to a lot of know-how accruing in our company,” Ziebart said.
Each motor is rated at 147kW (197hp) and 350Nm (258ft-lbs), but as with other dual-motor EVs maximum power and torque outputs are a little lower: 295kW and 694Nm in this case. The 90kWh lithium-ion battery pack is made from pouch cells with 432 of them in all. They use a nickel manganese cobalt chemistry that is the best available, according to Patel, although he would not be drawn on the company’s supplier. (However, the prominent Panasonic branding on the Jaguar Formula E car might be a good giveaway…)
Heat management was a key concern, and there are actually three separate cooling systems: one for the cabin, one for the battery, and a third just for the control electronics. The batteries are happiest at between 30C and 40C according to Patel, and on track they can feed the motors up to 1000A, accepting up to 450A under regenerative braking. The I-Pace will accept either 100kW or 50kW DC Fast charging, using the CCS plug format. The former will take you from 0-80 percent in 40 minutes, the latter takes 85 minutes to achieve the same. And for home use, the onboard 7kW charger will do the 0-80 percent top-up in 10 hours.
Under the European WLTP cycle, the I-Pace has been rated at 400km of range. The more accurate EPA test the US uses hasn’t been completed yet, but Jaguar says you should get at least 240 miles from a full charge. I have no reason to doubt this, but I am waiting to get some data from Jaguar about the actual energy consumption I and my fellow journalists experienced in the cars.
The best EV to drive yet?
I’ll be honest with you: after my first half-hour stint behind the wheel of the I-Pace, I was less than impressed. We set off on day one in a bright red $85,900 First Edition model, a fully loaded I-Pace equipped with massive 22-inch wheels. After a stretch of Portuguese highway, our route took us down a sinuous but narrow route that was barely wider than the car (84.2 inches or 2,139mm, in case you were curious.) Down such a narrow road, I’d have been far happier in Bolt, or something much smaller and lighter like my dear departed Ford Ka (sold when I moved to the US back in 2002).
But later on as we headed to the racetrack at Portimao, the road opened up to the point that a dashed white line was painted down the middle and things began to gel. The power delivery, as with any EV, is instantaneous, and I have no reason to doubt the quoted 4.5 second 0-60mph time. Top speed is 124mph (200km/h), which we didn’t get near on the road but did approach on track later on.
Day two saw us switch cars, this time driving slightly cheaper ($80,500) HSE versions. These wore smaller wheels—if you can describe 20-inch rims as such—and were much more suited to the I-Pace. Much of the tire roar was eliminated, and there was a noticeable improvement in ride quality and steering feel. Take it from me: the 22s might look cooler, but if you’re speccing an I-Pace you really want the smaller ones.
As with every other EV we’ve tested, you can change the I-Pace’s regenerative braking setting between high and low. Set to high, you can really drive it with just the accelerator pedal, as it will decelerate with a vigor when you lift your foot (up to 0.4G in fact). By contrast, the Nissan Leaf will regen at up to 0.2G, which is more than any other EV we’d tried to date. Like the Leaf, the Jaguar will come to a complete stop if you take your foot off the throttle, and the brake lights illuminate once you begin slowing at more than 0.12G, which ought to prevent you from getting rear-ended by a tailgater.
But as any EV driver will tell you, high regen is best-suited for low-speed urban driving; at highway speeds you want to be able to coast rather than constantly keeping your foot on the throttle. This exposed my biggest complaint about the I-Pace: switching between the two modes was nowhere near as easy as it should be. A Bolt, Volt, or Leaf all give you a physical control to toggle between these modes—using a gear selector in the case of the GM cars and a button in the case of the Nissan. In fact, originally the I-Pace also used a physical button according to Patel.
But at some point the decision was made to bury the setting underneath several layers of menus, accessed via the infotainment screen. That’s not something you want to do when you’re driving, and it’s not even the simplest task for a co-driver truth be told. Patel told Ars that the production car UI will make it much easier to access this setting. But if you’re reading this, Jaguar, you need to make it as simple as possible please. A physical button might not work at this point, but it should be a setting on the home screen.
As you will have gathered from the photos above, our time with the I-Pace involved a little more than the usual first drives we go on. At several points on the route, Jaguar had us detour onto less conventional terrain. On day two, there were several miles on unpaved roads, which the all-wheel drive I-Pace took in its stride. With so much power and more than enough torque, it was very tempting to drive the Jag sideways through each corner, but respect for my passenger meant I kept things somewhat sensible.
The day before was a much more extreme test, requiring us to leave the road behind altogether, including negotiating some extremely steep grades plus ford a stream. The real off-road stuff happened on day one in the red cars, and despite those low profile summer tires the electric cat behaved like a true feline, doing all that we asked of it and more. The odds of any I-Pace owner ever actually driving up a 1-in-2 grade dirt track seem very remote, but should the need ever arise, it’s reassuring to know this SUV should be able to cope.
I’ll admit it, I’m not really a fan of off-roading, but the race track really is my happy place. Which made me glad that our next stop was the Autódromo Internacional do Algarve circuit in Portimao. Fans of The Grand Tour will know this as the place that Clarkson, May, and Hammond thrashed those hypercars, and having now lapped it myself I have a newfound respect for that episode. It’s a technical and tricky 4.2km loop, with plenty of elevation change and blind crests that require some commitment.
Driving a car on track lets you explore the limits of its handling in ways that just aren’t safe or responsible on public roads. After a couple of sighting laps in an F-Type, we swapped over to the I-Pace, which once more acquitted itself with aplomb. Braking performance on track was admirable for such a heavy car, and round the track’s final long right-hand sweeper I was able to push past the car’s grip and provoke a little bit of a four-wheel drift. I’m the first to admit I’m no driving god, but I feel comfortable saying the I-Pace has a very neutral chassis balance, that turns to mild understeer at the very limit.