Jaguar I-PACE Review – Is it The Best Electric Car You Can Buy?


So much has been said and written about the Jaguar Ipace, after all this all-electric SUV isn’t just a new Jaguar, but a new breed of Jaguar. A car the marque describes as its most important model since the e-type of the 60s.

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The more important claim that we’re here to address is that it’s currently the best electric vehicle on the planet, as you can tell from that Jaguar has held nothing back in creating this car and will be doing the same in putting it to the test.

The idea of an all-electric Jaguar might be strange, but even stranger is the fact that this British brand was quicker than all its wealthier established German rivals in bringing a car like this to market.

The Ipace launched in the spring of 2018 and perhaps we shouldn’t be surprised the Coventry car maker may have a traditionalist reputation, but history records that it’s never been afraid to innovate when necessary.

Just as it did in an unprecedented post-war period that saw it produce the xk120 sports car, then a string of standard-setting luxury saloons that led to the landmark xj6 model of 1968.

we have once again reached such a crucial transitional time in the history of the motorcar, a decade ago we were told to expect an electric vehicle revolution which is still yet to happen.

Mainly because of the lack of charging infrastructure but also because EV’S development has been so lacking in the industry leadership that has been left to relative minnows like Tesla to try and plot away forward.

The American company proved that the luxury market had an appetite for battery-powered cars, but for many models, it felt like very sophisticated automotive appliances.

For those of us who still believe in the magic of the motorcar with all it stands for, there was room for more, but can Jaguar provide it?

Billions have been poured into this first British designed mass-produced electric model to try and ensure that, but more importantly, Jaguars brought to this class of car things that Tesla doesn’t have. brand heritage, a history of exemplary drive dynamics and an understanding of the type of interior environment that older wealthier customers look for.

Mind you, close rivals like the Audi E-Tron and the Mercedes EQC now offer these two, to beat them take on the many other rivals that will follow and continue to Trump Tesla this Ipace will need to be very good indeed. Is it? let’s find out

It’s always interesting to see how a manufacturer with no prior experience in fully electric vehicles approaches the task of designing one in a way that will make it feel familiar to someone fresh to the EV’S segment. So what’s this one like?

Well, the fact that unlike Tesla, Jaguar provides you with a handbrake switch and a start button immediately makes the Ipace feel more car-like. as does the fact that the car creeps forward of its own volition when you press D, though you can turn this feature off.

Selecting Drive also sees the digital instrument cluster illuminate, along with capacitive controls on the relatively small diameter steering wheel. all of this delivered to the exterior accompaniment of the kind of low hum you might get from an overhead power line.

Acceleration

All-electric vehicles spear away from rest like a scalded cat and this one’s no different, though its throttle response has been set to be a little more linear and less switch-like than the EV norm.

As a result, unless you’re particularly ham-fisted with the throttle in which case 60 miles an hour is dispatched with almost alarming speed, in just 4.8 seconds on the way to 124 miles an hour. Forward motion feels effortless and very Jaguar-like.

Adding to the drama is a futuristic jet engine style whine, the pitch of which varies with your choice of drive mode and increases with speed. you can turn this down in which case it uses anti-noise sounds through the speakers to try and cancel out wind and tire roar.

The Power Train

A 90-kilowatt-hour lithium-ion battery containing 432 pouch cells sits between the front and rear wheels, powering synchronous permanent magnet electric motors. one at each axle to provide permanent four-wheel drive.

There’s a single 400 PS power output specification and the transmission is a single-speed epicyclic unit. None of this is revolutionary in terms of EV design but we promise that the way this Ipace handles will be.

Handling

That’s thanks to perfect 50:50 weight distribution, a low center of gravity, and the kind of overriding emphasis on driver feedback that tends to be missing from Tesla’s technology.

You feel this immediately through the quick and accurate steering which has real substance to it, particularly if you switch the jaguar driving mode system from comfort to dynamic.

That gives you the confidence to press on a bit through sharper turns, at which point you begin to appreciate the impressive levels of body control that have been engineered into this chassis.

Tipping the scales at over 2.2 tons this Jaguar is a heavy car but doesn’t feel it, primarily because such a large proportion of its weight is situated low down. There’s also a very good torque vectoring system that works as an integral part of the powertrain to transfer exactly the right amount of torque to the tire that needs it most.

Cornering

All of which means that there’s plenty of grip when you turn into a bend at speed and huge traction to make the most of the 696 Newton meters of torque that the electric motors offer to hurl you out the other side.

Where you do feel that weight though is when traveling over the kind of bumpier low-speed surfaces that populate most people’s morning commute.

Suspension

On its standard coil springs with the big 20 or 22 inch wheels that almost all owners will want, the Ipace rather struggles here. With the results that you’ll feel speed humps and sharper tarmac tears more keenly than you would in an equivalent fossil-fueled luxury saloon or SUV of this price.

Realizing the inevitability of this the rival Audi E-Tron and Mercedes EQC electric models come with air suspension as standard. Jaguar chooses to make this feature optional pairing it up with another option and adaptive dynamics and configurable dynamics package that can alternatively be paired to the ordinary coil springs if you like the feel of that better.

Realistically you’re going to require one or ideally both of these extra costs of damping packages, we tried the air suspension when we test drove it with a setup that offers three ride heights that vary over 90 millimeters.

At over 65 miles an hour, it lowers the car by 10 millimeters for a more aerodynamic stance, or it can raise it at lower speeds for greater ground clearance. Ultimately the air-sprung package is one we think you’ll need if you’re to make this car everything it can be.

In pursuit of that, you’re also going to need to adopt a slightly different driving style, or at least you will if you’re going to get anywhere near that quoted 292-mile traveling range that the WLTP cycle optimistically claims it’s possible between the lengthy overnight charges this Ipace will need to replenish its lithium iron cells.

That figure assumes the permanent engagement of the provided eco-driving mode, which restricts the energy drain of the air conditioner. And things like these seat heating and more proactively it’s based on maximum use of this Jaguars brake regeneration system which uses the front motor to reclaim energy when cruising or under braking.

Regenerative Braking

In the process slowing the car so dramatically that in normal driving with regeneration in its highest setting, the brake pedal tends to be used only when you want to come to a complete stop.

Keep that in maximum setting and Jaguar reckons you can dispense with up to 98% of actual brake use. it sounds weird but we’ll soon feel absolutely the normal once you’ve acclimatized to the way the system works.

Off Road Driving

Something else that might seem rather strange is the idea of taking an electric vehicle off-road to any serious degree. After all, rival luxury EVs make no secret to the fact that their permanent four-wheel-drive systems are therefore slippery paved surfaces rather than the Serengeti.

Thanks to borrowed Land Rover technology though, this Jaguar can do more. its drive setup which incorporates the Discovery’s low traction launch system allows it to send precisely the right amount of torque to precisely the right wheel at precisely the right time.

Which means that the Disco’s useful all surface progress control package, a kind of low-speed cruise control for when you’re inching along off-road, works even better.

All you have to do is set a crawl speed between 2 and 18 miles an hour and the Ipace will find a way to try and reach it, scrabbling away while simultaneously adjusting the differentials and the brake driven torque vectoring system.

All you need to do is keep your feet off the pedals and leave the car to do its thing, and that’s just the start. With air suspension fitted and positioned at maximum height, which will give this car ground clearance of 230 millimeters this Jaguar will be able to Ford water up to 500 millimeters deep.

Plus there’s an optional adaptive surface response system that recognizes differences between different kinds of terrain and adapts the Ipaces accelerator pedal response to allow for a more stable drive across different surfaces such as grass, gravel, or snow.

All of which makes us suspect that if you were to fit this car out with a set of proper off-road tires you would probably be astonished at how far it could take you into the wilderness.

Charging Your IPace

But of course, the likelihood of that happening is about as high as the chances of you coming across the kind of 100-kilowatt public charger that Jaguar says would replenish this car’s battery to 80% of capacity in less than the time it takes for you to do your shopping.

Let’s get back to the hard reality which is most prominently in this case that Europe and in particular the UK has a public charging structure woefully underprepared for the kind of technology that cars like this can now offer.

So you’re going to have to very carefully plan lengthy excursions. You’re going to need an overnight charging regime, and you’re going to need mastery of the range of this car extending technology.

Things like the preconditioning feature that perfects a preset cabin temperature before you commence your journey. And even with all that in place, you’ll still require second fossil fuel to a luxury car for longer trips.

If all of that can work for you, the Ipace will too, in fact, if you’ve been waiting for luxury EVs to get serious, we reckon your time may have come.

In the next decade, there will certainly be better battery-powered electric vehicles than this, but we don’t believe there are at present. And we think in future, experts will look back at this car as the one that made the EV concepts probably credible for the premium buyer.

Styling

It isn’t only the powertrain of this Ipace that changes everything you know about Jaguar. The styling too is a radical departure from the brand’s established values as you’d expect it would be.

After all, given that there’s simply no need here to make space for a whole chunk of metal in the nose there’s also no need for the kind of long bonnet short boot proportions that until now, have characterized virtually every successful Jaguar model in history.

It’s also a shape that’s dimensionally difficult to get your head around, you expect an SUV with this kind of luxury and this kind of price tag to be BMW x5 or Porsche Cayenne sized. Well, this one isn’t yes kind of is, it’s roadway footprint is 50 millimeters shorter than that of a Jaguar F-Pace in the next class down.

Yet the Ipace has a wheelbase 116 millimeters longer than its showroom stablemate to free up the kind of interior space common from the next class up.

Which leaves us with a car that’s nominally an SUV, because that suits the mood at the moment and creates a high stance that leaves plenty of lower space for all those batteries. But also a model that depends on how you look at it could almost equally well be seen as a four-door coupe or even some kind of sports car.

The signature Jaguar grille that’s flanked by piercing LED headlamps at the front is certainly supposed to suggest that, though its purpose is purely aesthetic. The three independent cooling systems for the electric motors, the battery, and the interior do not need this aperture, so it doesn’t admit any air.

The reverse angled rear section is designed by director Ian Callum’s favorite aspect of this car, and the part of it most directly responsible for the commendable low point 29 CD drag factor from a body structure that’s 94% fashioned from aluminum.

It shrouds the kind of low wide skateboard style platform you’ll find in every EV, this one not only supporting an enormous 90-kilowatt hour battery but also a couple of electric motors one at each axle.

Having to deliver nominal four-wheel drive in keeping with the SUV remit, but just as importantly allowed Jaguars designers to put the wheels exactly where they wanted. Apparently, with only one motor and a single driven axle, the rear wheels would have had to have been further forward in the body to make the car drive normally.

As it is, the huge alloy rims, 20 inches with up to 22 inches available are pushed right out to the corners of the design to increase its wheelbase, hence the way that’s a car significantly shorter than a rival Tesla Model X can offer a more spacious cabin.

Not everything’s perfect of course, we’re not fans of the motorized door handles borrowed from the Range Rover Velar which have a coffin handle look when extended, but the way the shoulder line flows up into these muscular rear haunches gives the car a pleasingly power-packed perspective complemented by a branded lower trim strip.

Beyond that, fripperies has been kept to a minimum, there’s certainly no pretense at SUV trinket tree, roof rails and wheel arch cladding really wouldn’t suit this car at all.

Technology

Clever technology though, suits this car perfectly, take the key fob. You and your partner can have separate ones each individually programmable so that your climate and infotainment preferences are present every time you get behind the wheel.

Interior

In many ways, this is the best Jaguar cabin ever crafted. Sure, there are little areas where it could be improved but Trump’s what’s on offer from Tesla in almost every conceivable way in terms of quality, design and material excellence.

You might be less enthused if your point of comparison is say an Audi E-Tron or a Mercedes EQC but even then there’s much to be said for the more interesting and slightly less clinical way that Jaguars designers have gone about their work.

You sit high up, 150 millimetres higher than in an E-pace for instance, because of all those batteries on the floor, but of course, that’s what you want in a large SUV. And in every other way, this model EV’S provenance is expertly disguised.

You don’t notice the stubby bonnet, for instance, thanks to a huge dash that gives more of the feel of a classic long-nosed jag. And despite the absence of transmission mechanicals, there’s still a big lower console extending back between the seats, so that if you’re switching from an XF or an XJ you’ll feel right at home.

Cabin

The cabin finishings have also been chosen with that in mind, not for Jaguar the kind of newfangled materials that mark out say a BMW i car, it’s an eye pace you can even have gentlemen’s club-style wood veneer. though the standard mix of aluminum leather and piano black Dacor better suits this model’s new technology vibe.

Seating

The seat should also add to your sense of well-being, either the comfort focus standard chairs that come as standard trimmed either in Lux tech artificial hide or in real leather or the more dynamic-looking optional f-type performance seats that a firmer on your lower back but position you more securely.

There are some lovely interior touches too, our favorite being the passenger sensing – zone aircon that only cools where and when required. Perhaps inevitably given the current luxury trend and the fact that this is an EV there are lots of screens.

Instruments

The touch pro duo twin display center console layouts are now increasingly familiar across modern JLR products. The 10-inch upper screen is for all the infotainment functions navigation, music, telephone stuff and so on plus the apple car play Android auto smartphone mirroring compatibility that JLR has, at last, got around to building into one of its products.

The 5-inch lower screen deals with all the climate controls and incorporates a couple of rotary dials that can be yanked or prodded to control fan speed or heat levels.

This isn’t our favorite style of infotainment setup, the single big screen you get in a Tesla works more quickly with larger, easier screen icons. And the twin screens you get in a rival Audi E-Tron include haptic feedback which makes it easier to find and access functions without taking your eyes off the road.

What’s common though, is the slightly daunting field you initially get on a first acquaintance in trying to master the thing. There are lots of touch and slide functions accessing links that then have their own settings menus.

Once you’ve got your head around the functionality it works fine. There’s also, of course, a separate screen provided for the instrument binnacle, in this day and age it would be rather odd to find analog gauges in an electric car.

It’s a slick twelve point three-inch TFT digital display that lets you decide exactly what information you want to be displayed in front of you, and in what configuration.

It looks particularly high-tech when you configure it to show 3d mapping as part of an EV navigation system that’s clever, able to assess the topography of your chosen route and use insight from previous journeys.

Climate Control

It’s all been very carefully thought through, lots of things about this cabin have. The way for instance that the climate control temperatures have been neatly incorporated into the center of each dial all.

The way that the holes in the grilles of the meridian speakers are never duplicated in size so that the trapezoidal shape of the grille looks balanced.

Visibility

Switching to a more important issue, all-round visibility isn’t great. You can’t see the furthest corners of the stubby bonnet and the thick rear pillars and shallow rear window mean that your rear three-quarter view is slightly compromised too.

But both are failings that Jaguar appears to be well aware of, hence the brand’s standardization of all-round parking sensors, an automatic parking system, and a rear-view camera. That’s been further embellished with a surround-view camera setup.

Cabin Storage

Provision of cabin storage ought to be helped immeasurably by the flat floor and the lack of a bulky transmission setup, and broadly that’s how it turns out. The lower part of the center console has been hollowed out and between the seats, there’s a huge storage bin that becomes even bigger if you lift out the cupholders section.

The bin has an elasticated strap and incorporates a sim card slot, plus twin USBs and a 12-volt port. The glovebox is a decent size and incorporates a pen clip, though it’s a pity that this compartment isn’t lockable as standard.

Besides, the door bins can take a large bottle of water. There’s an overhead compartment for your sunglasses and they’re our ticket clips in the Sun visors. And cabin quality, well, as suggested earlier it depends on what your point of comparison is.

It’s fine by the standards of the full executive segment and it’s certainly a step up from what you’d get in an F-Pace, but whether it conforms to the much higher levels of opulence required by customers looking at premium-badged boardroom level luxury SUVs, is less certain.

This is significant given the exalted sums Jaguar wants to charge for decently specified IPace models fitted with key optional features.

There’s nothing wrong with a standard of built which comes courtesy of Magna Steyr in Austria to whom the brand has farmed out Ipace production.

It’s more the little things that let the side down a bit, like some elements of the minor switchgear and the lift out cup holder part of the storage console between the seats. The lower section of which is fashioned from the kind of plastic that has no place in a car of this price.

Rear Seats

The EV style cab-forward design ought to pay real dividends for backseat occupants, as should the lengthy wheelbase, which at two thousand nine hundred and ninety millimeters is thirty millimeters longer than that of a Jaguar XF.

The wide dorsals slightly compromise ease of entry, but once you’re inside it does feel pretty spacious. We just mentioned the XF, the Ipace is also 15 millimeters wider than that car, and this combined with the lack of the usual prominent transmission tunnel contributes greatly to the roomy ambiance.

As we suggested earlier there’s far more legroom than the external dimensions lead you to expect, eight hundred and ninety millimeters of it to be exact. and things would be even better if it were easier to slip your feet beneath the front seats.

Headroom

Headspace is generous – there are nine hundred and sixty-eight millimeters of it, even with this huge glass panoramic roof fitted, incidentally, this absorbs UV light so there’s no need for a blind.

A couple of six-footers would certainly be fine in the back seat though some people might find the way the roof curves downwards towards the sides of the car, to be a little claustrophobic.

Unfortunately, these seat bases don’t slide and the backrests don’t recline. But you do get this nice touch there are storage areas beneath the seat bases on both sides, big enough to swallow either an iPad or a laptop.

There’s also a central armrest that incorporates a ten-point five-liter storage compartment, plus a couple of cupholders. And you get seat back storage nets, twin USB ports, and a twelve-volt socket.

As with the rival Mercedes and Audi models we mentioned earlier, Jaguar has chosen not to try and emulate the other major contender in this segment the Tesla Model X by offering an optional third seating row at the back, which could be significant for some family buyers.

But if that’s not an issue, you shouldn’t be disappointed by the cargo spaces this Ipace can offer.

Yes cargo spaces, there are two of them. We’ll start with the one upfront. Jaguar designers haven’t wasted the extra room created by the lack of an engine upfront.

Unfortunately, it’s not very big at just 27 liters in size, and though it does have a little side net it’s not much used for anything other than a laptop case or perhaps a couple of cycling helmets.

If that’s the kind of outdoor activity that you’re into you’ll want to tick the box for the optional activity key, a waterproof, shockproof wristband with an integrated transponder.

When wearing it you can lock the key in the car removing the anxiety of losing it and when you return from rock climbing, canoeing, biking or whatever, all you do is hold the wristband next to the letter J on the tailgate Jaguar badge and it opens the tailgate so you can access the ordinary key fob where it’ll have been safely stowed away.

Provided you’ve avoided entry-level trim, this tailgate will be power operated and on this top-spec model or as an option you can activate it with a sweep of your foot below the bumper should you approach the car with the key in your pocket laden down with baggage.

Once the hatch has completed its arthritic progress upwards, a modest 505-liter boot is revealed. You may have seen the figure six hundred and fifty-six liters quoted elsewhere, but that applies rather uselessly to wet cargo capacity which won’t be relevant unless you intend to flood the back of your Ipace with water or fill it with a tennis ball.

Seven carry-on cases will fit, which sounds okay until you learn that an Audi Q5 can take nine and a Tesla Model X can take eleven. Still, at least the cargo area is a shaped, there are 1060 millimeters of width between the wheel arches plus a broad hatch opening and a lowish loading lip that helps when trying to get bulky items in.

There are bag hooks on both cargo sidewalls and a 12-volt socket on the right, plus also on the right and elasticated strap. As you’d expect there are four chromed tie-down hooks in the floor that you’ll be able to use to keep smaller items in place if you’ve ordered the optional luggage net.

There’s shallow space beneath the boot floor but the nearer section is taken up with charging cables, and certainly nothing like the depth this area would need to offer to be able to accommodate an optional spare wheel.

If you need more room and have to drop the rear backrest you might be disappointed to find that they don’t fold in a flexible 40/20/40 split, as is the case in an F-Pace, nor do you get a ski hatch.

All of which makes it difficult to carry longer items without disturbing rear-seated folk. Still, at least the 60/40 split backrests fold flat and once they’ve been retracted 1163 liters of dry cargo capacities freed up, the wet figure is 1453 liters.

There’s no fold forward front passenger seat option, and that capacity figure is quite a bit less than you’d get in a typical midsize SUV. But this 1797 millimeters of cargo area length in this configuration, and we reckon it’ll be perfectly fine for most likely owners.

Buyers of this standalone five-door SUV body style get one EV’S four hundred all-electric packages, its numbers designated in the 400 PS output. The designs are based around a single ninety-kilowatt-hour battery good for 292 miles of WLTP rated driving range, which powers two electric motors that together create an all-wheel-drive powertrain.

Charging

All models get the usual electrical Ipace features, there’s a seven kilowatt single-phase onboard charger, and as you’d expect there’s a mode three cable for public charges and a mode to lead for home use it’ll be based around a timed charging system.

You’ll often want to use this in concert with the provided preconditioning option that’ll warm or cool the cabin before your expected departure time so that you don’t have to waste battery energy using the two-zone climate system to do it.

As for more conventional luxury segment equipment, well, the entry-level S variant comes with 18-inch alloy wheels, full LED headlights with headlamp leveling, LED tail lamps, keyless entry and flush power extending exterior door handles, plus auto headlamps and wipers.

You also get an acoustic infrared laminated heated windscreen with heated washer jets, a secure tracker system in case of theft, an intrusion sensor alarm and a range of camera-driven safety features which we’ll cover in more detail later on in this section.

Once inside S-spec treats you to Lux tech front sports seats that offer 8-way power adjustment, and a trimmed in synthetic leather. Also, there’s a heated steering wheel and an auto-dimming rearview mirror.

You also get Jaguar drive control with its different drive modes plus for slippery surfaces a low traction launch system and the brand’s useful all surface progress control package. A kind of low-speed cruise control for when you’re crawling along off-road.

You’re additionally aided by cruise control with a speed limiter, and a park pack that includes 360-degree parking aid front and rear parking sensors, a rear traffic monitor, a rear exit monitor, and a Park Assist system that will automatically steer the car into a parking space using both perpendicular and parallel parking maneuvers.

We will also mention another nice standard touch, the eye assist button in the overhead console that connects you through to an operator who will help you with questions you have about driving and using your Ipace.

Plus of course, there are all the screens, the interactive driver’s display, twelve-point three inches TFT configurable instrument cluster, and the upper and lower center console monitors of the touch Pro duo setup.

This is your access point for an infotainment system that includes voice control, navigation, a 380 watt 11 speaker da B Meridian sound system, a rearview camera and the connect Pro Pack that enables you to turn your eye pace into a 4G Wi-Fi hotspot.

Also for your smartphone, there’s Bluetooth connectivity, and for the very first time on a Jaguar Land Rover model access to apple car play and android auto smartphone mirroring.

As well as an app to allow you to set charging times on your smartphone, all Ipace variants additionally get Jaguars’ full suite of in-control apps. A car optimized interactive set of apps that enable media streaming, cloud and location-based services, and more via the provided USB port.

The infotainment system also includes a range of integrated pro services your dealer will want to tell you about. These include real-time traffic information and an online search feature that as you drive allows you to search the surrounding area for places of interest.

There’s also a commute mode that enables the system to learn your commute so that even if you haven’t inputted a destination, it will automatically advise you of the expected journey time based on live and historical traffic movements.

Plus there’s a parking service so that as you approach your destination you can see where parking is available, simply tap on your preferred car park and the navigation system will update itself then take you directly there. It’s all very clever as is the way that owners of Alexa enabled devices will be able to use them to ask for information on this Jaguar’s current status.

Enough with the features that are standard across the lineup, is it worth paying more to progress up the range? Well, if you’re considering that then you’ll be directed first to the mid-level S model EV recognizable by its larger 20-inch six-spoke wheels, and premium style LED headlamps that feature signature daytime running light strips.

At this point in the Ipace lineup, you get full-grained leather upholstery and wider 10-way electric seat adjustment in the front. There’s also a powered tailgate and auto-dimming power folding door mirrors, plus you get a drive pack with various camera driven safety features and adaptive cruise control incorporating a stop and go function for tailbacks. We’ll cover that in more detail in our safety section

Should you go further and stretch up to the plush HSE variant, well it’s certainly tempting to at this level. In the lineup, you get matrix LED headlamps that feature a power wash and can adapt themselves to road conditions and surrounding traffic. Plus the 20-inch wheels get a more eye-catching gloss dark gray contrast diamond turned finish.

Seating Finish

Inside the upholstery is trimmed in softer Windsor leather, and is heated in the rear. The front seats are both heated and cool and get eighteen-way adjustment and memory settings.

There’s also a 360 degrees surround-view camera system, and the tailgate can be operated by a wave of your foot beneath the bumper. Plus, at this level in the range, you get a driver assist pack with various semi-autonomous driving aids, again we’ll cover those in more detail when we get onto talking about safety kit.

Optional Extras Suspension

The key thing we think you need to look at is some kind of change to the suspension. Jagger has done a pretty good job with the damping of this Ipace. But the prodigious 2.2-ton curb weight inevitably has to adversely affect ride quality over porous surfaces and does if you stick with these standard passive Springs and go for one of the larger wheel sizes.

There are two other options. The first being adaptive damping, offered as part of an optional adaptive dynamics and configurable dynamics package, costing another $1000.

This setup uses sensors that analyze body movements, a hundred times a second, and wheel movement 500 times a second, ensuring that the suspension should always be perfectly suited to the way you want to drive.

It works through the various modes of that Jaguar Drive control system we mentioned earlier and enables you to tailor damping settings as well as your throttle and steering preferences via a configurable dynamics section of the center dash screen.

Ideally, we think you’d want to go a stage further and get full air suspension on a car this heavy. Mercedes and Audi seem to agree with us fitting air suspension is standard on their models in this sector.

To get what Jaguar calls active air suspension on an Ipace, you’ve to find another 1,100 pounds plus more, if as is always certain you want to pair it with that adaptive dynamics and configurable dynamics package.

Another key optional driving feature is the brand’s ADSR or adaptive surface response system, which works with the all-wheel-drive setup to ensure a smooth Drive in adverse conditions.

Accelerator Pedal Response

ADSR recognizes differences between different kinds of terrain and adapts the Ipaces accelerator pedal response to allow for a more stable drive across different surfaces, such as grass, gravel or snow.

Once you’ve got these key driving features sorted out the kind of spec you’re likely to look for is probably similar to that which features on the test car we tried which had a few key extras you’ll probably want.

We particularly like the huge panoramic glass roof that floods the cabin with light but doesn’t compromise rear seat Headroom. Another optional feature we’d seek out would be the activation key, a waterproof, shockproof wristband with an integrated transponder.

When wearing it you can lock the key in the car, removing the anxiety of losing it. And when you return from rock climbing, canoeing, biking, or whatever all you do is hold the wristband near to the letter J on the tailgates Jaguar badge and it opens the tailgate so you can access the ordinary keyfob where it’ll have been safely stowed away. The activation key doesn’t have a battery so it will never run out of power.

Seats are a big thing to get right with this car, basically, the decision is whether to stay with the standard sport seats the upholstery of which can be upgraded either to real leather, supersoft Windsor leather, or a premium textile finish, depending on what your starting point is.

Or you can switch completely to the grippier Windsor leather-trimmed performance seats, which are designed like those in Jaguar F-type sports cars.

Various seat functionality packages can then add in heating, multi-way electric and seat memory functions.

Lighting

What else? Well, it’s a bit surprising to find that front fog lamps are optional across the range. Talking of lights, the intelligent matrix headlamps so these top HS II variants are available further down the range.

Heads-Up Display

Inside the head-up display that projects key information up into your line of sight would be good to have. You might also want to specify privacy glass, a cabin air ionization system, a lockable cooled glove box and four-zone climate control with separate functions for the rear part of the cabin.

There’s also an optional configurable ambient lighting package, though it only gives you a choice of ten colors, the comparable Mercedes system has 64 shades. Organizing your media connectivity and in-car entertainment options will also be an important part of the Ipace specification process.

Most buyers of S models or SE spec models are probably going to want to think about upgrading the audio system to the 825 watts 15 speaker surround sound version of the Meridian sound system.

Aesthetics

Wheel-rim sizes tend to be key for Ipace buyers. So there’s a wide range of different alloy designs on offer, in 18 inches 20 inch and 22-inch sizes. This particular car 20-inch split spoke technical gray polished rims are particularly nice. Whatever your room choice don’t forget to add in locking wheel nuts.

Colors Available

Unless you want this janky finish in solid Fuji white or Narvik black, you’ll have to pay extra for one of the metallic finishes. There are seven shades on offer, including this car Corus gray plus two further premium metallic hues of fur Allen pearl black and silicon silver.

Avoid the black shades on offer and you can add in a black contrast roof at an extra cost. As for finishing exterior touches. Well, gloss black side window surrounds are available as a standalone option, or you can have them as part of the optional black exterior pack which has been fitted to our test car.

This also includes a gloss black front grille with a gloss black surround. Alternatively, there’s a carbon-fiber exterior pack adds finishing to the front grille surround, the door mirror caps, the body sides, and the bumpers. You can add some of these carbon fiber elements separately too.

Interior Trim

You’re probably going to want to get the interior of your Ipace finished to your exact preferences too. We’ve already talked about seats but there’s a lot more to customize this car’s cabin than that. A full extended leather upgrade extends leather hide across the doors and the dash, all there’s a premium textile upgrade if you don’t like leather.

You can add sports pedal covers and illuminated metal tread plates with Jaguar script in the door apertures, and the roof lining can be upgraded with an ebony morzine headliner.

Or you can specify suede cloth in light Oyster or ebony for the headliner and the Sun visors. A suede cloth can trim the steering wheel too, and yes if you really must you can have wood in an Ipace. Gloss charcoal ash veneer replacing the standard gloss black trim finishes.

You think the other optional trim finishes, monogrammed aluminum and aluminum weaved carbon fiber better suit the style of the car.

You can make better use of boot space by adding in a partition net floor net, a luggage compartment to the organizer or what load space storage rails. Bear in mind that a space-saver spare wheel costs extra so you’ll need to budget for that if in the event of a puncture you don’t want to be stopped by the side of the road with one of those irritating tire inflation kits.

Carpet mats cost extra two, and click and hang coat hangers can be fitted in behind the front head restraints. Plus there’s a whole range of pets accessories, not only things like luggage area partitions and load space liners but even things like spill-resistant water bowls and a pet ramp so that your arthritic Labrador can get up into the luggage area more easily.

As you’d expect a detachable tow bar is available, and if you have that you can mount a cycle carrier to it. Roof crossbars are available too, as is a water sports carrier and a holder for skis and snowboards.

Security System

Finally as mentioned earlier a secure tracker system is standard, but you might want to upgrade this to secure Tracker Pro status which integrates authentication technology into the key fob. If your cars is stolen with non-authorized keys an alert will be sent within minutes to a stolen vehicle tracking sensor.

Safety Equipment

Jaguar hasn’t bothered with offering a driver’s knee bag, but twin front side and curtain airbags are inevitably standard. Plus there’s a unique in-class pedestrian airbag which springs out from beneath the windscreen edge of the deployable hood, in the event of an impact protecting pedestrians or cyclists from contact with the glass.

And on that subject, because the electric powertrain of the Ipace is almost silent at low speeds, and could, therefore, be a danger to urban pedestrians and the visually impaired. Jaguar has equipped the car with an external sound system that emits an external acoustic signal at under 12 miles an hour to help make those on the pavement aware of the car’s presence as it approaches.

More expected passive safety features include ISOFIX rear child seat fastenings, anti-whiplash head restraints, tire pressure monitoring and the usual electronic assistance for traction and safety control.

As usual, there’s ABS braking with emergency brake assist to aid in panic stops, advertised to following motorists by automatically activating Hazard flashes.

Safety Cell

Ipace occupants are also surrounded by a high-strength steel safety cell, fashioned from a combination of steel and aluminum. And there’s an SOS emergency call system that the first 10 years of ownership, in the event of an accident will automatically connect you to a response team who will notify the emergency services of your location.

To try and avoid that ever happening, the reactions of the person in charge at the wheel will constantly be overseen by a standard driver condition monitor there to search for signs of drowsiness.

As for driving aids, well, rollback protection stops the car from drifting backward on uphill junctions. There’s motor drag torque control to reduce the chance of the kind of wheel lockup that might be caused by strong regenerative braking in slippery conditions.

And roll stability control is integrated into the standard dynamic Stability control system to reduce the possibility of a rollover during extreme turns at speed.

All well and good, but what about the kind of clever camera-driven safety features that increasingly feature in all these models’ main rivals?

Autonomous Emergency Braking

Of course, the eye pace has these too. Fitted as standard across the range is an autonomous emergency braking system that scans the road ahead as you drive in search of potential collision hazards, whether they be vehicles or pedestrians.

If such a thing is detected you will be warned, if you don’t respond or aren’t able to, then braking will automatically be applied to decrease the severity of any resulting accident.

Also, all Ipace models get a lane keep assist system that will alert dozy drivers if they’re veering out of their lanes on the highway, and traffic sign recognition which pictures key road signs as you pass them displaying these on the dash.

Traffic Monitor System

As mentioned earlier, all Ipace buyers also get a rear traffic monitor, which alerts you to oncoming traffic when you’re reversing out of a parking bay. And a clear exit monitor which alerts passengers exiting the car from the rear doors to any approaching cars, cyclists, or other hazards. If an oncoming obstacle is detected a warning light will flash on the door

Avoid entry-level trim and your Ipace will come with two further camera-driven safety features. A Blind Spot Assist setup that works on the move to stop you from dangerously pulling out to overtake in front of another driver, and a high-speed emergency braking feature that attempts to slow the vehicle automatically if it detects that a collision with a slower vehicle ahead is unavoidable.

We mentioned earlier that on a SE model these two features come as part of a drive pack that’s optional on the base S version,and gives you adaptive cruise control with stop and go functionality.

On the top HSE variant that pack gets upgraded to drive assist pack status, which means that steering assist feature is added in. With this, the car cannot only autonomously accelerate and brake, depending on traffic conditions but also gently steer itself to making highway driving and heavy traffic situations easier and more comfortable.

It’s the closest you can get in this Jaguar to any form of autonomous driving, on the S and SE model Ipace variants the drive assist pack is optional.

The Ipace has been likened to great British cars of the 50s and 60s and not just because of its groundbreaking technology. With those, it was often wise to come armed with the foreknowledge that at least one of them would probably end up in the workshop, most of the time.

Reliability

With the eyepiece, the issue is similar but different. Reliability so far isn’t an issue but the amount of time that this car will have to spend chained to the charging wall box you’re going to have to install in your garage, very well maybe.

Current technology, after all, means that replenishing a battery with such a high energy capacity, 90 kilowatt-hours, isn’t for the faint-hearted. Jaguar rather irritatingly headlines the almost irrelevant fact that a 100-kilowatt charger will give this car an 80 percent charge in 40 minutes.

It’s irrelevant because at the time of this test there weren’t any 100-kilowatt public charges. Apart from Tesla’s 120 kilowatts supercharger stations, which of course, only the American brand’s cars can use.

You have to admire that US makers foresight, here it new Jaguar howdy Mercedes and BMW would come along and create better EV’s, but it also knew they wouldn’t be prepared to invest in the charging infrastructure, that in the short term, would be needed to make their cars easily usable over long distances.

Charging

Which is why we’d understand if you admired an I pace, or indeed an E-Tron, an EQC or an IX-3 but ended up buying a model 3. a Model S or a Model X instead. That’s not to say a charging regime based around Ipace ownership, couldn’t work quite happily for you if you planned it properly.

Use the mode 3 shaped charging cable with that 7-kilowatt garage wall box and 32 amp socket, and this Jaguars battery can be charged at a rate of 22 miles of range per hour, this means that the car will need 12 nine hours to replenish itself from a state of empty charge.

So the claims hereof full overnight charging are only just about justified and won’t add up at all if you happen to have a late-night and an early start.

As usual with electric cars, there’s an app to allow you to set charging times using your smartphone. The real issues start though once you’re away from your wall box.

If you’re out and about and can’t find a DC50 kilowatt charger which gives you up to 168 miles of driving range in 60 minutes, then if you end up having to plug the alternative mode to cable into an ordinary household style 12 amp socket, you’re going to be stuck. Because with one of those the recharging time is around 24 hours.

Possibly we’re painting an unnecessarily bleak picture here, obviously, it’s very unlikely that a typical Ipace owner will be running this model as an only car. And we’re perfectly aware that the average person’s daily round-trip commute is about a tenth of the operating range of this Jaguar.

Even though we’ve quoted that several times already in this article, we also get to it here. A figure measured under WLTP, or world harmonized light vehicle test procedure testing to be 292 miles.

Range

Expensive long-range versions of model 3, Model S, and Model X Tesla products can better that, but no other rival can. To give you some class perspective on WL TP rated ranges of obvious rivals, a standard range Tesla Model X manages 230 miles, an Audi E-Tron 241, a BMW IX-3 249 and a Mercedes EQC 280 miles.

These figures are nowhere near as pie-in-the-sky as the range figures we used to get quoted under the old NEDC, or New European cycle test regime, but they’re still pretty fictional based on this test.

We’re perfectly prepared to believe that two hundred and forty miles would be possible between charges in this Jaguar, but the point is, that to achieve that you’d have to be driving the car in the kind of fashion that would never really allow you to enjoy it.

Based your journeys around a 200-mile operating range and we think you’ll be being a lot more realistic, maybe a bit less than that in really cold weather. When it comes to maximizing driving range, like most EVs this car pitches in to help quite a lot.

There’s an eco-driving mode you can activate, press the center stack button, that brings up a driving style rating the screen on the infotainment display. The eco setting adapts the climate control and tweaks features like the heated seats, the heated windscreen, and the heated steering wheel into settings that reduce battery drain.

You’ll be surprised at how much of an effect these things have on how far you can go in this car, and you can gauge that by going to the Eco section of the infotainment screen and clicking on the range impact option.

You can switch various features on and off to see how much impact they’ll have on your driving range. A more proactive way of increasing the distance you can travel in this car between charges lies in the effective use of its various braking regeneration options.

Regenerative Braking

Not everyone likes the way that aggressive brake regeneration can virtually bring the car to a stop all on its own, which is why you can turn this feature off or dial it back. But when it’s working to its max, it does make a big difference reclaiming spent energy as you cruise slow or stop

When you take your foot off the accelerator the electric motors work in Reverse, becoming generators of electricity to recharge the battery. Jaguar says that on a hilly road with regeneration set to the max, it’s possible to gain as much as 70% of the energy used going uphill through regenerative braking on the way down.

On a flat road, the engineers reckon you can get 0.2G of retardation from simply coming off the accelerator and another 0.2G from the initial use of the brake pedal. So typically, in most situations, you’ll be either ignoring that brake pedal completely or using it with only frictional force.

Other useful EV features include infotainment screen mapping that shows you how far you can travel on the remaining charge, and where the nearest charging points are.

And a preconditioning option in the EV menu that once it knows your morning start time, will pre-cool or pre-warm the cabin in advance so you don’t have to drain battery power getting the climate system to do it.

As usual with EV’s, Jaguar provides an app so that you can set charging times on your phone to take advantage of low-cost electricity rates. We should also mention the integrated heat pump which harvests heat from both the outside air and the car’s electrical components.

The collected heat transforms a special liquid within the heat pump into a gas, which causes it to rise in temperature. That warmth is then transferred to the cabin via the heating and ventilation system, thereby reducing the power demand from the vehicle battery on colder days and maximizing the driving range.

Aerodynamics

Slippery aerodynamics also plays a useful part in overall efficiency. Elsewhere in this article we’ve mentioned this car’s pretty slick 0.29 CD drag factor. That’s aided by clever active vanes at the front of the car that open when cooling, or for the batteries is required but close when not needed to smooth airflow

What else might you need to know? Perhaps the fact that the two synchronous permanent-magnet electric motors are up to 97 percent efficient when transferring power from the battery to the motor.

Warranty

You’re limited to the usual unremarkable 3 Year Jaguar warranty though to be fair it does cover you for up to 100,000 miles, which is better than Audi’s 3-year 60,000-mile deal.

The 90-kilowatt-hour lithium-ion battery gets its eighth year or 100,000-mile warranty, although it’ll go on a lot longer than that. The software never charges it beyond 85 kilowatt-hours in the interests of longevity.

And as a result, Jaguar says it’s rated to last for at least 13 years without the range capacity depleting maintenance.

Maintenance

Maintenance is more straightforward than it would be for a combustion engine model. An electric vehicle does, after all, have 20% fewer moving parts, so it’s disappointing to find that service intervals are much the same as they would be for ordinary petrol or diesel Jaguars, set at 21,000 miles or every 24 months whichever comes first.

You should find that the garage visits are cheaper though, there being less for the technicians to do. As usual, it had probably been sensible to consider one of the Jaguar service plans that cover you for virtually everything in advance.

These include checking and topping up brake fluid and a 24-month guarantee on any replacement parts. Should anything go wrong Europe wide breakdown a system is part of the deal for three years.

Insurance Costs

The base S model is rated at group 49. its group 54 the SE and HSE models have pretty much the same as the groupings for a rival Tesla Model X, as for depreciation. Well, the news is almost universally positive here.

According to industry experts CAP a typical S variant will still be worth 57.9% of its value after three years of 60,000 miles of use. For the top-spec HSE version, that figure falls only slightly to 56.8%.

Direct rivals struggle to match that kind of showing and Tesla products are way off. As a result, an Ipace should be very cost-effective to lease for a company or private drivers, whether you choose Jaguar’s scheme or one of the many others on offer.

And what about green issues? Some in the green Lobby get very angry about the whole pure electric car zero emissions ethos, they reckon that ignores the well two-wheel demands of supplying the electricity that powers cars of this kind.

We’d respond by pointing out that these people usually completely overlook the fact that co2 figures for conventional cars fail to take into account the logistical cost of getting fuel to the pump.

Lithium-ion batteries aren’t recyclable in the way that the fuel cells used in hydrogen-powered vehicles are, currently when EV’S vehicles are reaching the end of their lives the batteries are being reused as a trusty storage buffer.

After that, they can’t simply be scrapped, because lithium iron has explosive elements, so these batteries are simply being buried in landfills which is hardly sustainable.

If you see the EV solution as the lesser of the two evils and your choice of a battery power model must be from the luxury segment, we think it’s difficult to ignore this one.