2019 Jaguar I-Pace First EditionHandout / Jaguar Tesla and Jaguar have different concepts of “performance” Let’s get this out of the way right away. Any Tesla is faster — or, more accurately, quicker — than Jaguar’s new EV. The I-Pace is no slouch, what with 394 horsepower — there’s two 197-horsepower electric motors on board, one on each axle — and 512 lb.-ft. of torque. Still, the Jag’s 4.8 second zero-to-100-km/h time pales compared with sub three-second times claimed for the most “Ludicrous” of Teslas. When it comes to outright speed, a Tesla jumps off the line like a supercar; the Jaguar more like a sport sedan. An impressive sport sedan, to be sure, but a sport sedan nonetheless. On the other hand, even the kindest reviewers — and Lord knows they are legion — wouldn’t call the Model S or X as light on its feet. Ponderous is a more like descriptor, even if you were being generous; unwieldly is you weren’t. A fleet M3, a Model X is not. The I-Pace, on the other hand, offers that unlikely blend of handling and comportment that is uniquely Jaguar. Like all the best Jags, it manages a compliant ride while still managing to unravel a twisty road like it was born to the apex. Turn-in is quick, the steering linear and, partly as a result of the low centre of gravity that’s supposed to be the benefit of those heavy batteries built into the floorplan, roll is amazingly minimal. The overall effect is that, once moving, the I-Pace seems to shed 500 of its 2,670 kilograms. Credit the basic design or the lessons Jaguar learned in turning the basic crossover into the racing e-Trophy that we actually drove, but the I-Pace handles better than the company’s own F-Pace, an ostensibly sportier, and certainly lighter, ute. The world still needs to get used to electric cars I had a minor — and quickly resolved — problem with the Jag. The company’s roadside assistance program sent a CAA representative. Arriving in a big flat bed, the first thing our erstwhile savior did was grab his jump-starter kit, since as most CAA responders will tell you, if it ain’t a flat tire, it’s a flat battery. More than a little amused, I let him go about his business. It wasn’t, as it turns out, his first electric car, but it was his first electric Jag. After I gave him all the details on the electrified I-Pace we had a good laugh at the image of jump-starting an electric car. Something about needing a tiny little gasoline-powered power pack. All-wheel-drive, especially in the I-Pace is an EV forte Racing around during a slippery and slidey winter, the I-Pace’s tractive abilities were nothing short of amazing. Piston-engined AWD systems, sophisticated as they are, do a little slip-catch-slip-catch as laser-quick electronics try modulate the pulsing torque of fluctuating power pulses. An electric vehicle, already completely electronically controlled, benefits from the linear, smooth torque produced by electric motors. The I-Pace, therefore, is a paragon of no fuss mobility, there being virtually none of that aforementioned slip-catch even when throttled up on icy roads. It simply rockets ahead, there being little indication of the slipperiness of the roads other than the fact that matting the throttle doesn’t have quite the same effect on forward velocity it might on dry pavement. Current electric cars still aren’t quite winter ready Canadian winters, at least. The I-Pace has an EPA-rated range of 377 kilometres. That’s, of course, on a nice, sunny day driven in a nice, urban environment where it would benefit from lots of regenerative braking. On snowy, frigid March mornings, however, there’s closer to 250 or 275 kilometres on offer. Up the speed to a 401-friendly 130 km/h and the range drops even more. In other words, if you’re thinking of a Christmas run to Montreal from Toronto, you’re looking at a minimum of two stops, which even in the best of circumstances, will be at least a half-hour each. Tesla owners bragging about their 500 kilometres range wouldn’t fare much better. Unless they conserved charge by cruising at OPP-legal speeds, anything close to minus 20 degrees Celsius will see them stopping twice, too. Unless, of course, they’re like Model 3-driving Tesla cross-country “racer” who set a record for driving an EV across the U.S. two years ago, wearing two pair of pants and covering himself in a wool blanket so they wouldn’t have to use the range-sucking heaters. Driving an electric car is to be more aware of the cost of an automobile’s creature comfort The reason Alex Roy had to suffer in his mobile deep freeze, is that, unlike a gas-powered car which generates heat as a byproduct of internal combustion, an EV’s electric motor and cabin heat compete for the same kilowatt-hours. If it’s cold enough or the cabin’s occupant precious enough, much of the battery’s electric energy goes to heating. You can see the effect just by playing around with the I-Pace’s air conditioning and seat heaters. Turn the A/C
Origin: 5 things we learned driving the 2019 Jaguar I-Pace