JAGUAR'S ELECTRIC REVOLUTION
The new I-Pace promises to have a seismic effect on its maker’s bold future strategy, and first mpressions behind the wheel augur well
The Jaguar I-Pace, the British manufacturer’s revolutionary batterypowered ‘performance SUV’, first appeared as a concept at the Los Angeles motor show in 2016. But in the 15 months since, the two most important questions about the car have not yet been answered.
First, is it a real Jaguar? Second, does it drive like one? On the outcome of these twin examinations rests the success of a huge investment in design and engineering, not to mention much of the company’s bold future strategy, namely to excite and inspire buyers with the finest modern technology.
We were given the first answers to those burning I-Pace questions as a prelude to the Geneva motor show when Jaguar provided journalists an opportunity to sample it in this Swiss city.
This wasn’t a test drive per se, but it was a decent first chance to slip behind the wheel, and the kind of chance to test the car’s nearlimit responses — conferred by a sophisticated all-independent suspension and an ultra-low centre of gravity — that you probably wouldn’t get in 1,000km of driving on normal roads.
It’s worth reiterating the risk Jaguar is taking with such a rule-breaking model: it is deliberately ditching the long bonnet, short boot proportions of nearly every successful Jaguar model in favour of a short bonnet, cab-forward design.
The logic is irrefutable: there’s simply no need to make space for 350kg of rubbermounted metal in the nose. Two much more easily accommodated 80kg motors take the conventional engine’s place — one front, one rear — so why not use the space for carrying people?
For the first time, a Jaguar must do without a great-looking internal combustion engine and the accompanying sound of combustion. Now, the I-Pace has silent electric motors mounted at either end of a skateboard chassis, the pair contributing 400hp and 696Nm to give the car 0-96kph acceleration in 4.5sec.
For a while, I watch others drive, noting the reluctance of this long-wheelbase, ultra-lowcentre-of-gravity car to roll its body, or slide, or do anything very much except squeal its tyres in extremis and go where it is steered. It does indeed change direction brilliantly — you can see that with the naked eye — helped by the fact that its torque vectoring system can send more than 90% of torque to the rear axle for
a proper rear-wheel-drive feel. I settle in the driver’s seat, noting the quality of the materials, double stitching here, tastefully co-ordinating colours there. The brightwork is of high quality, the switches and two prominent and allimportant central rotary knobs very pleasing to touch. The interior feels less radical in detail and colour than what I remember of the concept, but the architecture is very similar.
The upper slopes of the big centre console are largely covered by two large but well integrated screens (sat-nav and audio above, ventilation controls below) and there’s generous space behind it for equipment plus a convenient hand-sized hatch to access it from the centre. I’m sitting in what are called ‘performance seats’ which, of three seat designs, are most reminiscent of those in the original concept car.
Everyone keeps insisting, however, that these are prototypes and the finish will get better. Magna Steyr, which is the I-Pace’s manufacturer in Graz, Austria, has just begun making cars for production, but these won’t be in dealers’ showrooms until mid-year.
It’s time to drive. There is no noise or autostyle creep, although you can choose the latter from a huge range of driving options if you desire. We glide off the mark like no combustion car ever did, then accelerate to the first obstacle cleanly and strongly.
Instantly, the extreme faithfulness of this car to control inputs is clear. This is a tight course, so very soon we’re jinking and accelerating and regen-braking constantly. You can get 0.2g of retardation from simply coming off the accelerator, and another 0.2g from initial use of the brake pedal. So in most situations, you hardly need friction braking at all.
The steering wheel feels big for tight manoeuvres like these, but the driving position is perfect: a fairly high wheel, plenty of seat bolstering and under-thigh support, an ideal instrument view, and the response to lock is accurate. The weighting of the steering is just right for serious driving, not merely convenient parking, and I’m surprised how little this body rolls. That’s a function of the low-mounted battery, I’m told, and the centralisation of the major masses.
In most derivatives you get conventional steel anti-roll bars (accompanying steel coil springs) to handle things. The low centre of gravity means they don’t need to be as intrusive as many. On air suspension models — which offer three ride heights that vary over 90mm — the quick-acting air suspension units help control roll too. As for grip, there’s plenty on the airport’s slow, non-slip tarmac, though off throttle the car tightens neatly in bends, especially when its maximum regeneration setting is engaged.
The burning question on the strength of our very short drive is: is the I-Pace a real Jaguar? It certainly feels like one.
It’s different, but so most cars will be in future, and it still feels authentic.
The refinement seems deeply impressive and, given the decor, the seat comfort, the room and the responses, I have no trouble feeling I’ve been at the wheel of a proper Jaguar.
So far? Grace, space and pace — I’ve felt them all.