Jaguar I-Pace 2019 review

Starting with a blank canvas, the I-Pace development team has come up with the same solution as most of the existing and upcoming EVs by putting an electric motor on each axle, and locating the large and heavy battery system along the floor of the body with the rest of the chassis comprised of aluminium. Jaguar boasts that the I-Pace has the brand’s most torsionally rigid structure.

Jaguar boasts that the I-Pace has the brand’s most torsionally rigid structure.

The I-Pace’s more coupe than SUV-like roofline helps it achieve a slippery 0.29Cd aerodynamic drag coefficient.

The inside is more contemporary Jaguar though, with surfaces and textures aligned with the recent E-Pace SUV.

What’s above the floor was arguably the biggest challenge though, with designers needing to combine the freedom of not having to house bulky traditional mechanicals with being instantly recognisable as a Jaguar. 

So there’s no need for the traditional long bonnet, with that space put to better use on the inside within an expansive 2990mm wheelbase. The resulting cab-forward, tall-boy look is cleverly disguised by SUV-like side cladding and wheelarch gaps, even though the overall proportions of this ‘SUV’ don’t really conform to the customary tall, two-box shape. It’s also 64mm shorter than an F-Pace SUV.

This is a key distinction from the much bigger and 297mm longer Tesla Model S it will naturally be compared with, which seems to have been designed to look like a conventional five-door luxury hatch like the Audi A7, but ultimately results in a less useful interior for a car of its size. 

There’s more detail on this under Practicality, but in a nutshell, the Jag’s taller SUV-like body leaves more room for humans above the batteries.

The I-Pace’s more coupe than SUV-like roofline helps it achieve a slippery 0.29 aerodynamic drag coefficient, and if you think it shares a similar profile to the likes of the Prius, Volt and Ioniq, it’s for this very good reason. 

The inside is contemporary Jaguar though, but with surfaces and textures more aligned with the recent E-Pace SUV than the F-Pace from the year prior. 

The four trim levels and numerous option packs mean there’s an array of surface options, but colours are generally subtle and materials are soft to the touch. So the designers have resisted going full rocket ship with their first EV. 

For all the technology that goes into making an electric car a viable alternative to what we’re all used to, it’s amazing how relatively simple the drivetrain layout tends to be.

In the I-Pace’s case, there are two motors of identical output located at opposing axles, driving each axle through dedicated single-speed transmissions.

Each motor is of the permanent magnet type and rated at 147kW/348Nm.

Specifically, each motor is of the permanent magnet type and rated at 147kW/348Nm each, and the total system outputs are a simple combination of the two to result in 294kW/696Nm, regardless of trim level.

It would obviously be simpler again if it used one large motor, but two units helps achieve a 50/50 weight distribution and facilitates full-time all-wheel drive without the usual mechanical connection needed to link the two axles.

There’s a good chance the I-Pace’s official consumption rate of 21.2kWh/100km (WLTP) means a lot less to you than its official range claim of 470km (WLTP) between charges. 

We covered 192km of variable but often hard driving during our test, but can’t offer a proper analysis because it was spread across two cars. We plan to conduct independent testing, including constant highway driving ASAP.

The large 90kWh battery system is the equivalent of any Tesla with ‘90’ in its name, and is claimed to recharge from a standard homed power point at a rate of 11km/hour, which correlates to a full charge taking almost 43 hours. Jaguar assures that an overnight charge will cover the daily commuting needs for the average Australian motorist, though. The I-Pace’s charge point is located behind a flap in the left front guard.

Jaguar claims there are currently 150 compatible charging stations nationwide.
You can step this up to 35km of range per hour with a Jet Charge wall box installed, which would cut the total charge time down to 13 hours and therefore alleviate the need to charge every night. Installation of the basic Jet Charge wall box will set you back at least $2280 though.

Thankfully there is the option of charging at public charge stations, but you’ll need to opt for a $425 charge cable to do so. This enables compatibility with Type 2 AC and Type 2 CCS combo DC charge points. 

Jaguar claims there are currently 150 compatible charging stations nationwide, including the Chargefox ultra-rapid, Queensland Electric Highway and NRMA destination charger networks.

The current best-case charge scenario would be via the first 350kW ultra-rapid charger installed in Victoria, which promises 0-80 per cent charge in around 40 minutes, or much like super charging a Tesla.

One very Jaguar trait of the new I-Pace is the variety of trim levels and option packs on offer.

The line-up is split into S, SE and HSE trim levels with list pricing staggered at $119,000, $130,200 and $140,800 respectively.

Taking a page out of the E-Pace and Land Rover play books, the line-up is split into S, SE and HSE trim levels with list pricing staggered at $119,000, $130,200 and $140,800 respectively. For the first year of manufacture, the I-Pace will be topped by the HSE-based First Edition trim for $159,700, with a number of usually optional features fitted standard.

Key S features include 'Luxtec' faux-leather seat trim with eight-way power adjustment on the fronts, 10-inch multimedia and 12.3-inch driver instrument displays, Apple CarPlay and Android Auto connectivity, Meridian audio system, dual-zone climate control, proximity keys, LED head and tail-lights and Style 1022 18-inch alloys.

It also includes a warranty-length subscription to the 'InControl App Remote' smartphone app, which allows remote monitoring of the vehicle’s status and the ability to pre-condition the cabin temperature before you arrive at the car. Bound to be handy on particularly hot or cold days.

The SE adds leather seat trim with 10-way power adjustment and memory settings up the front, what’s described as ‘Premium LED’ headlights, a power tailgate, auto-dimming folding door mirrors, and 'Style 6007' 20-inch alloys.

It also adds to the S’s safety arsenal, with the 'Drive Pack' bringing adaptive cruise control with stop and go, high-speed AEB and blind-spot assist. 

The HSE brings premium 'Windsor' leather seats, with heated and ventilated, 18-way adjustable memory fronts and heated rears, matrix LED headlights, auto powered tailgate, and Style 6007 20-inch alloys.

Key features of the S include 10-inch multimedia and 12.3-inch driver displays.

Apple CarPlay and Android Auto are included across the range.

The First Edition scores the full extended leather package and First Edition sill plates.

It expands on the SE’s Drive Pack with the 'Driver Assist Pack', with steering assist integrating with the adaptive cruise control to provide semi-autonomous ability and a 360-degree camera system.

Beyond the HSE, the First Edition adds a fixed panoramic glass roof (usually $3380), tinted windows ($845), gloss black window surrounds ($598), front fog lights ($403) and 20-inch 'Style 5070' alloys ($390 on HSE).

The inside scores First Edition sill plates, the full extended leather package to include dash and more ($2763), four-zone climate control ($1820), Alcantara headlining ($2496), First Edition-specific wood trim, the 'Cold Climate Pack' ($1060) of heated steering wheel, heated windscreen and windscreen washers, variable ambient lighting ($507), head-up display ($1040), waterproof activity key ($910), carpet mats ($299) and DAB+ digital radio ($520).

Under the skin the First Edition adds active airbag suspension ($2002), 'Adaptive Dynamics' with configurable drive modes ($2405) and 'Adaptive Surface Response' ($2002) to optimise its loose surface ability. So for the $18,900 premium over the HSE, you’re getting $23,440 worth of options.

Unlike the rest of the Jaguar line-up’s three year/100,000km warranty, the I-Pace scores a unique five year/200,000km warranty with roadside assistance.

Service intervals are condition based, but Jaguar is throwing in free servicing for the first five years.

The battery system is covered an standalone eight year/160,000km warranty and Jaguar assures that 45 Jaguar service centres around Australia are equipped with an I-Pace specialist.