The Jaguar I-Pace was the first of what is now considered the core of the EV market: compact all-electric crossovers with spacious interiors, cutting-edge cabin technology and car prices. luxurious.
Jaguar delivery America’s First I-Pace in October 2018. That was before the original Audi E-Tron SUV, a year and a half before Tesla Model Y deliveries began and long before Audi Q4 E-Tron, Mercedes-Benz EQB, Genesis GV60And Lexus RZ450e from luxury brands and buyers lined up to buy the Ford Mustang Mach-E, Hyundai Ioniq 5 and Kia EV6.
Jaguar I-Pace 2019
Why was I-Paces so hard to sell before?
When it comes to appearance, the I-Pace is a good-looking, top-of-the-line luxury EV, but it made some bad impressions on a first date. The half-baked software details are a big part of it and keep this EV short of expectations. Its laggy interface, for example, could take a minute to fully boot, and then its response to virtual buttons—even to climate controls—frustrated us. Small, but hard to live with.
And that’s not to mention what we’ve found to be a deal-breaker: In many situations and with many editors behind the wheel, the I-Pace’s readings of its remaining charge are inconsistent. anything but balance.
The I-Pace may already have enough range, at 234 miles officially rated by the EPA for 2019, but as we quickly discovered in some driving experiences, at launch, it didn’t. It has absolutely all the tools needed to achieve the best real-world results of all the 90 kWh of expensive LG Chem pocket cells it packs.
2019 Jaguar I-Pace test drive from Chicago to Milwaukee
Jaguar had a range problem with the original I-Pace and no, I’m not talking about range meters. Range estimates always represent educated guesses, and I know it’s better not to make any solid plans based on them — especially on show cars that aren’t used to my driving style or may have been transported from another region with a completely different climate. But across several different I-Paces, we observed the same kind of alarming battery information, resulting in a sudden, uneven drop in the specified percentage of charge while driving. at steady speed or so.
We studied this issue for months with Jaguar Land Rover at the time and the best explanation was that the I-Pace had a battery warming system and for whatever reason, in less highway conditions. light, sometimes it will start the engine for best performance. That said, it’s hard to understand how this causes the state of charge to move at such an uneven rate.
Jaguar claims to have fixed this soon, with a deeper level of improvement to be made in 2021. But then, the I-Pace skipped 2021 in the US entirely. It’s been a while since a test car showed this advance in the I-Pace.
And then a few months ago, a 2022 I-Pace rolled up in my driveway.
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Much improved I-Pace interface
In practical use, the I-Pace used to be a disappointment; but recent incremental changes—some software-based—have improved both its scope and reliability.
My test car was a Jaguar I-Pace EV400 HSE 2022—basically the only model in the lineup—in Portofino Blue with a Light Oyster interior. It starts at $69,900, but including a premium paint color, a rear-seat convenience package, a sunshade for the panoramic sunroof, a $1,150 destination fee, and a few other items, it has final price is $73,095.
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Jaguar I-Pace 2022
At the time I write this, my nearest Jaguar dealer still has a stock of 2022 I-Paces as well as 2023 ones. Priced for 2023, that build will add up to $74,470. Since the 2023 changes are limited to a few new colors and the addition of Alexa, with the built-in charger rating reduced from the previous 11 kW to 9.6 kW for 2023, I will expand the notes That uncle here, with some perspective.
With 20-inch wheels, the range is officially increased to 246 miles in 2023, but it represents my re-examination of the revised software that was done in 2022.
Anyone still paying attention to the first long-range premium brand EV?
The I-Pace is a much better vehicle than it was when it arrived in the US in October 2018. Prior to its launch, Jaguar had proposed a target of selling 15,000 I-Paces annually (globally), of which the US is one of the largest markets. market for models. This model’s global sales have topped out in 2020 and 2021, but it’s never quite come close to performing here.
It’s hard to say how serious Jaguar Land Rover is still about selling the I-Pace in the US. After a few years of selling thousands (low), according to Automotive News, the company sold only 395 I-Paces in both 2022 and 747 the year before.
For some intents and purposes, it is a rare and exotic car.
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Climbing inside to use the “new” I-Pace, I quickly realized that the software was one of the big success stories here. The 10.0-inch Pivi Pro infotainment system looks great, responds clearly, and scrolls smoothly—without any of the lag we noticed on early models. It can also be updated over the air.
It’s a pleasure to use. The climate screen and the controls below the screen are now responsive as well. Wireless CarPlay, too, works flawlessly and smoothly between Apple-based functions and the native infotainment system more easily than in-house infotainment systems. Hyundai ioniq 5 And KIA EV6—By the way, a cable is required for CarPlay or Android Auto, while Jag does not.
Jaguar I-Pace 2022
Jaguar has fixed the I-Pace range problem on many fronts
Getting used to the I-Pace and increasing its range was a bit stressful because I had to quickly devise contingency plans in the past. In a week with the I-Pace, across one full charge and another full charge, the percentage of state of charge (SOC %) was predictable and matched the range estimate.
Simply put, I am no longer apprehensive about using the I-Pace on the road and trust that I can get to the charging station. Note that the I-Pace charges quickly at up to 100 kW and takes about 40 minutes to reach 80%.
I drove the 209-mile I-Pace on that full charge, with conditions including over 70 mph highway driving, low-speed city driving and rural back roads, and high temperatures. in the 50s. At that point it shows a remaining charge of 4%, which is equivalent to the expected 13 miles. At the end of that time, the trip computer showed an average of 2.9 miles/kwh.
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Round and rare—even among Jaguars
Perhaps to demonstrate how this entire electric vehicle segment has grown in size, the I-Pace feels nimble and very compact compared to the likes of the Hyundai Ioniq 5, Kia EV6 and Volkswagen ID. 4. Today, there’s no premium EV quite the size of the I-Pace (184 inches long), with the exception of the Genesis GV60 and, if you count it premium, the Audi Q4.
The I-Pace perhaps stands out the most from the latest range of electric crossovers in terms of handling, handling and overall responsiveness. The ride isn’t too firm, but it feels sporty, with really good communicative steering. It has sharp body control that, while not sturdy enough for the track, is perfect for hot urban footwork.
Regenerative braking has two settings, high and low, and after using the high setting for a short while, I switched to the low I love; I doubt it effectively supports keeping it there. You also have the option to toggle creep-like behavior—ICE moves slowly forward as you lift the brake pedal. However, the Dynamic Sound setting still felt gimmicky, and I chose either Calm versus Normal or Dynamic.
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Jaguar I-Pace 2022
Basically, the I-Pace is a very well designed car, with comfortable seating for four (don’t think of the middle passenger in the back), easy entry and exit, a low, flat cargo floor, plenty of crates and storage compartments, and a deep crate big enough for a few small travel packs. It’s relatively quiet inside, has good seats and distinctive upholstery, and a clean dashboard layout that still looks modern. And the build quality of my car, made by Magna in Austria, is top-notch.
From the outside, the I-Pace has a softer look than some other edgy electric crossovers, and unless you’re a fan of the brand, the I-Pace is a far cry from sedans. XJ special from a decade or more ago. Despite those massive Jaguar logos in the back and that distinctive grille, I was asked in the parking lot what it was—with amusement.
Jaguar I-Pace 2022
Converted, is I-Pace worth a look?
I-Pace feels like a failed first date. Years later, does the improved and more self-aware I-Pace deserve another chance?
In such a crowded field of electric crossovers, it’s hard to say yes, all else being the same. But if you’re offered a deal or really want to stand out from the crowd of Teslas and mainstream branded models, the I-Pace is now definitely a good type of player.
