“Simply the best tram I've ever driven” — that's how Guilherme defined the new Jaguar I-Pace during his international presentation, where he was present.
Although there is not always total agreement about model X or Y in the writing of Razão Automóvel, opinions tend to converge, so expectations about the Jaguar I-Pace, which I was in charge of testing, rose a lot. And as a general rule, when expectations are high, it usually ends up in… disillusionment.
Not this time... and repeating Guilherme's words: simply the best tram I've ever driven!
And even so, I think his words don't quite do him justice, as comparing him only to electrics restricts the comparative sample too much — electric proposals, at this level, there aren't that many, yet... The truth is that I would opt for an I-Pace faster than even some hydrocarbon machines of equivalent mass and performance.
Heresy? Perhaps…
…after a few curves, we are already driving it as if it were a lighter hot hatch , but with 400 electrifying horsepower and a punch of approximately 700Nm available… always!
An electric for driving enthusiasts…
I'm not the only one to think so. The Jaguar I-Pace won the title of International Car of the Year (2019), achieving the same number of points as the dynamic prodigy named… Alpine A110 — an unprecedented tie in the trophy's history — but having had the highest number of first places among the 60 judges, I-Pace won.
We just can't look at it as another electric car that's supposed to save the planet. I would even say that being electric is secondary; Jaguar knew how to create another excellent… Jaguar, which happens to be electric. One that truly appeals to driving enthusiasts , one of the attraction factors of the brand's models — which is a remarkable achievement when we look at the numbers of the I-Pace.
A visually appealing tram that isn't "weird" and doesn't try to imitate cars with combustion engines. The front is typically Jaguar, and the grille works as an air inlet for the batteries and as an aerodynamic device, connecting to an air outlet in the "bonnet".
It's 2.2 t of rolling mass combined with a long wheelbase of 2.99 m (+15.5 cm than an XE, despite being only 1 cm longer than this one) and optional, giant and very expensive ones ( 5168 euros!) 22″ wheels, and no active steering on the rear axle, everything would point to this object being a real rocket — but not a shot… — but that it would reveal the expected inertia of these numbers once the steering wheel turns the first few degrees when approaching a turn more enthusiastically.
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Forget it. The I-Pace curves, counter-curves and curves surprisingly well… If I didn't know any of its specifications, I would say that it weighed (at least) 500-600 kg less and that it would have to be equipped with active steering on the rear axle, such is the agility demonstrated.
Confidence in a more committed drive is total — the steering gives us the certainty we need to tackle any section — and after a few curves, we're already driving it as if it were a lighter hot hatch, but with 400 electrifying horsepower and a punch of approximately 700Nm available…always!
As the English would say, “it isn't a one trick pony… cat”, because this tram is a truly complete machine, in my opinion, a driver's car that rewards us on several levels: not only straight, but more importantly, in the segments that unite them… As I mentioned, it is still a Jaguar, even though it is unique and different from all the others — even the way it does GRRRR is different (see box).
GRRR, this Jaguar roars
The trams are supposed to make no noise, but someone forgot to notify Jaguar. Dynamic mode, "paw to the ground", I'm squished against the seats and projected towards the horizon… And we start to hear a subtle "roar" as the speed increases. Yes, it's artificial, but one of the best integrations I've seen, better, heard, and that ends up enriching the experience in extracting the full potential of I-Pace.
How did Jaguar manage to transform this heavy into an agile feline? First, the positioning of the 90 kWh batteries (600 kg) is as low as possible — the I-Pace's center of gravity is 13 cm lower than the F-Pace's — and these are fully placed between the two distant axes.
Add to that a suspension scheme similar to the F-Type sports car — double overlapping wishbones at the front and multi-arm rear —, adaptive shock absorbers (optional), and effective torque vectoring… et voilá — a 2.2 t feline agile as if it were a small cat.
more talents
Slowing down the pace, we begin to appreciate I-Pace's other talents and strengths. Despite the suspension's adjustment tending towards firmness and the huge 22″ wheels, it is a very comfortable car, effectively isolating us from the disturbances of the asphalt. Only a few more abrupt irregularities — the unforgivable parallels and tram tracks in Campo de Ourique, Lisbon, for example — created some unwanted jolting and jolting.
The sound insulation is also of a very good standard, revealing a very good build quality, there is no parasitic noise of any kind and the rolling noise is well contained — a relevant issue when the engine is silent.
The best Jaguar interior in a decade.
Looking at the interior that surrounds us, I'm glad to say it's the best interior we've seen at Jaguar in a decade. There is a mix of interesting materials, both in terms of textures and touch, which contrast with the growing digitization in car interiors — there are three screens present — resulting in an inviting on-board environment.
Still, something seems to be missing. The Jaguars of yore were masters of interiors that emanated an aroma of class and elegance. Times are different, it is true, especially in the always difficult integration of the digital, but I am of the opinion that there is still a lack of assertiveness in the definition of the whole and the parts.
Finally, the I-Pace is a crossover, and as such, its five-door bodywork, combined with nearly three meters of wheelbase and a flat floor, allows for a very generously-dimensioned and versatile passenger compartment. Although, in practical terms, there is only room for two passengers in the back, they are provided with legroom that rivals much longer cars. The trunk is also large, with a capacity of 638 l.
Flat bottom and huge wheelbase ensure plenty of room inside, both at the rear and at the front, rivaling much larger vehicles.
to improve
With digital increasingly taking the lead in car interiors, it is imperative that our interaction with it is as intuitive as turning on the light switch. It's definitely an area where I-Pace (and much of the industry) needs improvement.
THE Touch Pro Duo , Jaguar Land Rover's new infotainment system, is an evolution in the right direction — the marriage of physical and digital buttons at the bottom of the system turns out to be a good compromise in controlling the functions that are intended for them — but the infotainment system itself lacks responsiveness and ease of use.
Touch Pro Duo: The infotainment system is divided into two areas, the same system as the Range Rover Velar.
A small example was the act of figuring out how to switch between the two levels of regenerative braking, a function that shouldn't be hidden on a system page, but accessible via a physical button, or even, as we've seen in more affordable electric cars , via paddles behind the steering wheel.
feline with appetite
Jaguar declares between 415 km and 470 km of autonomy for I-Pace and it's possible to achieve them — Eco mode and a higher level of regenerative braking and a high level of self-control over the accelerator pedal. Yes, the I-Pace presents a consumption of electrons somewhat “pushing”.Even at a very moderate pace, I hardly saw less than 22 kWh/100 km — only even in urban traffic —, and the normal ranged between 25 kWh/100 km and 28 kWh/100 km — carefree pace, with some more vigorous accelerations in between. A high figure when we see that Tesla's bigger, heavier and more powerful Model X can do the same, if not better.
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The other issue, one related to all electric vehicles, is their charging, perhaps one of the current issues that most limit the spread of this type of motorization.
The ideal would be to live next to a fast charging station (100 kW) so that we only miss the advertised 40min to charge 80% of battery capacity. If not, this task forces us to plan our schedule a little better — 12.9 h when connected to a 7 kW charger to fully charge it. It's not for everyone, so…
Is the car right for me?
With a price starting at around 81,000 euros, it is obviously not a car for everyone. Furthermore, when “our” adds 25 thousand euros of options on top, with the price exceeding 106 thousand euros.
Matrix LED headlamps are an option for €1912
I could claim that this car would just be right for the pro-electric, but that would be far from the truth. I believe that many driving enthusiasts and indefectible combustion engines would surrender to the dynamic and helpful charms of the I-Pace. It's not a one-dimensional car, it's not just a smartphone with wheels… it's much more than that.
Remarkable, considering that it is the first electric car from Jaguar, which managed to pre-empt the biggest and most powerful German groups, and soon with a product with “the edges so well filed”.
If you can live with the specifics of trams, especially those related to charging, it's a car that clearly deserves strong consideration, and now I understand much better why all the acclaim. The I-Pace is an electric for those who like cars…
