2019 Lexus UXBrian Harper / Driving Sport-cutes, faux-by-fauxes, crossovers; belittle them all your want, but theyre all the rage, especially in the entry-level luxury segment. Indeed, there appears to be no limits to how small you can make these soft-roaders, as long as they sport a recognizable that should be read pretentious badge and some fancy leather. Hence why, despite already having the cuter-than-thou NX in its lineup, Lexus recently released in its UX, an SUV so small that it feels like it could fit in the glove box of a Suburban. Yes, it really is petite, at least by sport-brute standards.If calling them crossovers or SUVs is what it takes to notice hatchbacks, so be itLexus bills the new UX as a crossover, another of those soft-roaders that trade on the robustness of the classic SUV, but offer the familiarity of a passenger car. But, the line betwixt car and crossover has been blurring lately and nowhere more so perhaps than in this baby Lexus. For all intents and purposes, this is a hatchback with a little more ground clearance and a butch grille.Thats no insult, as said pseudo car status result in excellent space utilization and surprisingly because were all still getting used to Lexus new performance push good handling while still looking butch enough for urban adventurers. Im not sure if this trick is going to work, but so far, consumers have proven willing to buy anything as long as you bill it as something that claims some sport and a modicum of utility.The interior is truly incredible I just finished testing a $44,599 Ford Escape Titanium, a sport-cute whose cabin I lauded for its dramatic improvement over its predecessor. It cant hold a candle to the UXs interior, which is as luxurious if not more so than anything Ive seen in this segment. The leather used in the seats is worthy of a full-float luxury sedan. Ditto for the dashboard, which really feels it should be in an LS rather than a bargain-basement for a luxury marque hatchback passing itself off as a sport-cute.The ergonomics are also well thought-out. The controls the traction control and drive mode switches placed on the upper binnacle around the gauge cluster were a good idea when Nissan tried it on its iconic 300ZX sports car and theyre still an advantage compared with reaching over to centre console, or further cluttering of the turn signal stalk. Lexus still relies on more buttons than most automakers who have succumbed to the allure of touchscreens, both the climate controls and audio system having fully physical switchgear. This last is truly innovative; the radio controls are set back in a little pod atop the centre console.To minimize distraction, the volume knob is at the front of the pod while the tuning control is on its side, making operating the audio system so easy that you never have to take your eyes off the road or reach for the dashboard. In fact, if you are particularly ADDd who, me? you can operate both the volume control (with your middle finger) and the tuning knob (with your thumb) simultaneously.Better yet, the little pod also has two little buttons on either side again, well placed so that they can be operated by thumb, and this time, the ring finger so you can toggle up and down the station spectrum even more easily. These are, by far, the best radio controls I have ever tested on any car, regardless of the marque, segment, or price. Well done Lexus: more convenient and less distraction!Well done, Lexus; more convenience and less distraction!These exemplary controls are probably a good thing. Lexus insisted on staying with the touchpad control system for its infotainment systems; its much improved in its iteration, but at best, it takes some getting used to, and at worst, some will never make their peace with it. Its the only sticking point, however, to the best interior in this entry-level luxury segment. It could use a little more gutsLexus offers the UX in two guises the base, front-wheel-drive UX200, and the top-of-the-line UX250h Hybrid. Both use small, 2.0-litre four-bangers for motivation and neither, as is so common in this segment nowadays, is turbocharged. That means, while some players in this segment boast more than 200 horsepower, the base UX200 claims but 168. Even the UX250h, with the addition of two small electric motors only nets out at 181 horsepower. Perhaps more damaging is that the base UX200 is purely front-wheel-drive, no AWD option available. The UX250h, having an electric motor powering the rear axle, directs at least some power to all four wheels.It may not be as damaging as those numbers indicate, though. Despite the lack of forced induction, the little 2.0L has enough low-end guts for pretty much everything short of serious hooliganism. Its also decently quiet and smooth. In fact, the only flaw in its comportment is that Lexus, always concerned about efficiency and fuel economy, has paired the small four-cylinder with a CVT.
Origin: 5 things we learned driving the 2019 Lexus UX200
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5 things we learned behind the wheel of the 2020 Ford Escape
2020 Ford EscapeChris Balcerak / Driving Up against stellar competition Honda’s CR-V and the Toyota RAV4, for instance and part of a portfolio that is now almost completely car-free, its important that Fords completely redesigned Escape be a home-run. Compact crossovers are all the rage right now the CR-V, RAV4, and Escape are all among the top-10 sellers in Canada right now so a competitive Escape is absolutely key to Fords continued good fortunes. Here are a few observations are driving a top-line Escape Titanium with the 2.0-litre turbo-four and all-wheel-drive.It’s gasolineThe attribute that really stands out is how powerful the Escapes top-line engine is. Yet another of Fords 2.0-litre EcoBoost four-cylinder engines, this one is good for 250 horsepower and 275 lb.-ft. of torque. Mated to an eight-speed automatic, it should be good from a sub six-second scoot from rest to 100 km/h. More importantly, its got grunt to spare when passing semis on the highway, and its good to tow some 1,587 kilograms. The only downside is that it needs revs. Unusually, especially for a turbocharged engine, is that both horsepower and torque peak at 5,500 rpm, pointing to an engine that might be a tad weedy at low rpm. Indeed, I thought the slight fluffiness I felt at low speeds was due to lethargic transmission, but its more probably the result of this EcoBoosts aggressive tuning. Once moving, however, the Ford Escape is the beast of the compact crossover segment.It’s also sophisticatedAbsolutely everyone who got a ride in the new Escape commented on the relaxed nature of the powertrain, some commenting that it felt smoother than either the CR-V or the RAV4, while others compared it with Audis Q5. While I wholeheartedly agree with the first assertion, Im not quite as sure about the second, but it doesnt change the fact that this is the most together EcoBoost four-cylinder that Ive yet driven. The most powerful four-cylinder in its segment as well as its most sophisticated, those looking for a reason to choose the Titanium only this trim and the SEL get the 2.0L EcoBoost over its Japanese competition need look no deeper than under the hood. This is the class of the segment in both performance and exemplary NVH. With great power comes…Pretty darned frugal consumption, actually. Fords EcoBoost engines havent always delivered the fuel economy from the supposed efficiency of turbocharging smaller engines, often exceeding Transport Canadas rating by as much as 50 per cent.The new Escape is certainly an exception, averaging 9.7 L/100 kilometres of combined highway/city driving compared to its 9.1 official rating. And this is with me enjoying the fruits of Fords now more energetic turbocharger, goosing it away from lights, cruising at 125 km/h, and just generally hooning about. With a little more, err, deliberation, perhaps I might have even hit Fords official numbers, which would have been a first for me with any EcoBoost engine. Well done, Ford.The interior is much improvedWith caveats, though. First off, the Escapes cabin is roomier than its predecessor, especially in the cargo area, which now almost rivals the voluminous Honda CR-V. Its also a calm environment, the absence of tire noise and the aforementioned lack of NVH from the engine compartment contributing to the tranquility. Together with decent seats, excellent headroom and enough legroom for six-footers in the back, the new Escape is one of the few compact CUVs in which four adults can travel in comfort. The interior trim bits, long a sore spot in the Escape, have also been improved. The dashbords synthetic covering is softer (if not quite soft), the Titaniums leather up to snuff, and some of the fake wood, well, looks less fake than in the past. That said, some of the plastic in the door panels, for instance are not state-of-the-art. That might not be huge deal on the base model, but in a $44,599 Titanium, it was somewhat lacking. Whether that alone is enough for some to remove the Escape from their shopping list is doubtful, however. The previous generations plastics were atrocious and that didnt stop it from being the third best-seller in a very competitive segment.It’s pretty high techAt least in the top-of-the-line Titanium edition. Standard equipment includes Fords CoPilot360 suite of advanced driver aids, on-board WiFi, Active Park Assist, and Fords MyKey security system that allows you to set maximum speed which I inadvertently did for younger drivers. There is even a USB-C port (as well as a conventional USB version) for those that have recently upgraded phone or iPad.Of particular note is Fords latest Sync 3 infotainment system. As with all Fords tech upgrades of late, I am terribly impressed with this latest Sync, which has what must be the most improved man-machine interface of any infotainment system of the last five years. The eight-inch touchscreen remains relatively uncluttered, the menus uncomplicated, and
Origin: 5 things we learned behind the wheel of the 2020 Ford Escape
5 things I learned driving Ford’s new 2020 Explorer Hybrid
2020 Ford Explorer HybridFord The 2020 Ford Explorer is an attractive beast, big on North American muscularity and pronounced haunches. Effete is not a word that comes to mind when you climb and, considering its step-up height, you really do have to climb into its vastness. After the initial size-shock, we took a closer look and these were the five observations that stood out the most.These big SUVs are becoming more minivan-likeThough Ford claims the 2020 Explorer is quite off-road worthy and I have no reason to doubt them it does look and feel like a butched-up family hauler. No, theres no sliding door or hideaway seats, but this latest Explorer feels more like an old Chevy Suburban the ultimate, well, soccer-mom SUV than the traipsing-over-hill-and-dale Explorers of old. Thats not so much a criticism as an observation, made all the more obvious to someone who spent virtually no time in the last generation Ford and can only judge the new version against Explorers long past. Ford tuned the Hybrid for torqueThe very first thing I noticed apparent before I had driven even a kilometre is that the Explorer Hybrid has excellent low-end punch. It might even have a little too much, other journalists complaining of overly aggressive throttle tip-in right off idle.I had no such plaints, just praise for the way the electrified V6 jumps off the line. Oh, all that promise peters off once youre past 60 km/h or so the gas portion of the Explorer Hybrid is but a 3.3-litre V6 and a non-turbocharged one, at that but one cant help be impressed with the its initial verve, especially considering that it boasts 318 horsepower. 2020 Ford Explorer Hybrid Ford Electric-only range is minisculeThe Hybrid features a 1.5 kWh lithium-ion battery (mounted unobtrusively under the second row of seats) large compared with small subcompact runabouts, but not a huge reserve considering its weight (2,254 kilograms). Feeding the smallish 44-horsepower electric motor sandwiched in between the engines crankshaft and the 10-speed automatic’s torque convertor it doesnt allow for much electric-only range. Oh, I managed about five kilometres of gas-free driving at one point, but I was treating the throttle like a first-time dad changing his first diaper; any sudden movement might end up in an unwanted squirting of, well, you know what I mean. Driven more typically, I never really got any EV-ish motoring, though as mentioned previously, that silent mode was replaced with a certain bullishness off the line. Ford engineers have confirmed that they tuned the Hybrid more for performance and towing capacity 2,268 kilos and the price is a reliance on internal combustion. 2020 Ford Explorer Limited Hybrid Jil McIntosh Fuel economy is no great shakes, eitherAnother price for the emphasis on performance is fuel economy only marginally superior to that of its more pedestrian siblings. Officially, Transport Canada rates the Explorer Hybrid at 9.6 L/100 kilometres. That is only, say the critics, slightly better than the base Limited version, whose 2.3-litre turbo-four ekes out 10.3 overall. That may be true, but the Hybrid is also more energetic than the little blown four and any time you can get more urge and better economy, no matter how minimal, is a good day.That said, Fords primary competition for its new Hybrid will be Toyota’s electrified Highlander, which until this year, was similarly V6-powered. However, for 2020, Toyota decided to mate is Hybrid Synergy Drive to a 2.5-litre Atkinson-cycle four and it now boasts 240 horsepower. That said, its overall fuel economy is vastly superior to the Explorers with a rating of 6.9 L/100 km overall. Even with hybrids, it seems, there is no free lunch. 2020 Ford Explorer Hybrid Ford The drive, on the other hand, is exemplaryThe one thing the new Explorer Hybrid does have down pat, however, is comportment. The gas/electric engine combo, as I mentioned, is exemplary. Noise, vibration and harshness are well contained, power more than adequate, and I suspect, with a little more tweaking in future models, the fuel economy will improve. Combined with a smooth-shifting 10-speed automatic, its a sweet-driving powertrain.The only thing that could make it better is if Ford combined that 44-horsepower electric motor with its 2.7-litre EcoBoost V6, rather than this 3.3L naturally aspirated version, for more torque and (probably) better fuel economy. Im sure Ford has all manner of reasons be they price-based or specific technical issues but, wow, would that be a
Origin: 5 things I learned driving Ford’s new 2020 Explorer Hybrid
5 things we learned driving the Japan-only Nissan Note e-Power
Nissan Note e-PowerDavid Booth / Driving TOKYO It may seem odd that Nissan one of the largest purveyors of battery-powered electric vehicles, having moved almost half a million Leaf hatchbacks these last 10 years doesnt offer even a single hybrid model.In Canada, that is. In Japan, on the other hand, the companys e-Power models are very popular, the unique electrified powertrain responsible, says the company, for taking the companys Note hatchback from a lowly 14th spot on the compact segments sales chart all the way to number one. More importantly, of the 140,000 or so Notes that Nissan sells annually in the Land of the Rising sun, fully two-thirds of them are hybrids.So, why cant we buy e-Power powertrain in Canada? To find out, we drove an electrified 2019 Note around a post-Typhoon-Hagibis-but-still-drenched Tokyo. Heres what we found out.Nissan marches to the tune of a different e-drummerNissans e-Power system is whats referred to as a series hybrid powertrain. Thats as compared to the more common as in, the Toyota Prius parallel hybrid. So, while in a Prius, both gasoline engine and electric motor can both drive the wheels hence working in parallel the little 1.2-litre three-cylinder in the Note only generates electricity, either charging the on-board 1.5 kWh lithium-ion battery or sending electrons directly to the electric motor. Essentially, its an electric car with a gasoline-powered generator on board to keep the small-ish battery topped up. Or, another way to look at it might be as a Chevy Volt which also used its gas engine as a generator without the larger battery. The Note e-Power never needs to be plugged inWithout a large, EV-like battery, the Note gets most of its electricity from its gasoline engine. Oh, it can go a couple of clicks on that smallish battery alone and, like all hybrids, can recharge the battery via regenerative braking. But for all intents and purposes, the primary energy source for its electric is that little 1.2L has engine. In other words, the gas engine, like say a Toyota Prius, is always on.Where the two differ and why Nissan says e-Power is more efficient than Toyotas Hybrid Synergy Drive is that because the gas engine is a generator (and again, not connected to the wheels), it operates at a fairly constant speed (usually between 2,000 and 3,500 rpm). Gas engines, as engineers and gearheads know, are always most efficient when operating at a steady speed one of the reasons why fuel economy is always better on the highway so Nissans decision to go with the series hybrid layout is theoretically more efficient.And it is. Notes are rated by Japans JC08 test cycle for to be able to travel 34 kilometres on a single litre of fuel. In Canadian terms, thats about 3.0 L/100 kilometres more frugal than the Prius. Of course, Japans testing regime isnt quite as tough as ours, but its probably not a stretch to say that the Note would still be more efficient in Canadian use.It drives like an electric carThere should be no surprise that Note e-Power drives like an electric car: It is, after all, an electric car, the only thing driving its front wheels being the little 80 kW electric motor. So, unlike a parallel hybrid again, the Toyota Prius is the most popular example the onboard gas engine doesnt really change engine speed when you push the throttle. Oh, mash it hard and the revs will climb, but thats just the little engine trying to generate more electricity, not power the wheels. What I am trying to say is theres neither a direct connection between throttle and wheels, nor a connection between the speed youre travelling and the noise from the engine compartment. Throttle response, meanwhile, is typical EV. Though the Note only boasts 80 kW 107 horsepower it feels pretty peppy off the line all the electric motor torque at zero rpm generating instant git-up-and-go. Nissan showed us some charts they claim reveals that the Note feels sportier than Competitor As 2.0-litre turbo-four, but while the little runabout reacts quickly, ultimately its not a sports car. Pushed much beyond 100 km/h, and the Note starts to lose its verve. That, of course should be expected; after all, it does boast about the same power as Nissan’s own Micra. And not matter how adroitly Nissan positions the Micra as a racecar, these are but econoboxes.The pricing isn’t stupidThe cheapest you can buy an e-Powered Note in Japan is 1,937,100 Yen, or just a tad under $24,000 in Canadian loonies. That compares to 1,447,600 Yen for the base gas-powered version, an increase of roughly $5,874 or 34 per cent. For that jump, one gets brisker initial acceleration (but less passing ability above 100 km/h) and a roughly 50 per cent reduction in fuel consumption. Im not sure how well the long-term affordability equation works as far as I can see, Japanese gas is roughly the same price as ours but whatever the exact long-term overall cost equation, the electrified Note doesnt seem
Origin: 5 things we learned driving the Japan-only Nissan Note e-Power
800 miles in a week in an electric car: 12 things I learned
Earlier this year, as part of a long-term test review, I had six months to discover just how good the Kia e-Niro is. But as the time neared its end, it became apparent that the car’s real-world 250-300-mile range meant I hadn’t driven anywhere that necessitated the use of the UK’s public charging network. So it was that I took the plunge, adding further jeopardy by making this pioneering journey with my entire family in tow, off on our summer holidays to West Wales. At worst, I wouldn’t return just on a flatbed truck but also divorced and with children who no longer wanted to know me. The challenge was complex, because we needed to travel to and from Wales on the motorway networks, whereas we would be looking for every kind of charger available while we were there, from rural public spots to those provided by local car dealers and even, on occasion, three-pin plugs where we were staying. However, 800 miles later and with two journeys of more than 250 miles under our belts, we were back home and still on speaking terms. It took some planning and there were fleeting moments of inconvenience and lost time, but it worked out just fine, a few ultimately minor dramas aside. Here, then, are some of the lessons learned from a trip that proved to me once and for all that the capability of today’s EVs and charging network make the switch from a petrol or diesel car far easier than most people imagine. 1. Electric car people are nice people I’ll be honest, I had my doubts. Social media is awash with virtue-signalling EV evangelists who jump at the chance to strike out at anyone who dare suggest even the slightest compromise of electrification. But everyone I met in an electric car was friendly, helpful and informative, and many went out of their way to help and educate me. This is the kind of advocacy needed to persuade anyone with doubts to switch to electric motoring, and it was a joy to discover a positive subject that bound people together in a common goal. 2. Some people can’t help behaving like idiots Based on my journey, ‘some people’ is actually mostly made up of BMW drivers. The chap who parked his diesel X6 in a charging bay and left its engine running for 20 minutes? Idiot. The BMW 5 Series plug-in hybrid buyer who dropped it in a charging bay but then got ticketed because he wasn’t smart enough to plug it in? Bigger idiot. The only upside was that they weren’t using disabled bays, I guess. 3. The Tesco/Podpoint/Volkswagen tie-up is a stroke of genius Parked up in Tesco in Cardigan taking on a quick top-up, I must have encountered close to 100 shoppers wanting to know what I and my Hyundai Ioniq-driving neighbour were up to. It helps, of course, that there are big signs and a video screen to catch the attention, but for most people I spoke to, it was the prospect of free fuel that had them intrigued and – from the quality of the questions – off to research more about electric cars. Greater news for EV uptake, even greater news if you’re about to launch the ID 3. 4. 7kW charging on the motorway is useless You don’t need big energy to charge overnight at home, but it’s all you want when you’re trying to get somewhere. Incredibly, I encountered numerous motorway outlets that could only trickle around 20 miles of range into the car in the maximum 45 minutes of charging allowable. That’s nigh-on useless and underlines that as well as expanding the network, providers must focus on upgrading it where appropriate. 5. Ecotricity’s motorway network needs urgent improvement I have pondered over naming and shaming, but the weight of evidence against Ecotricity is overwhelming, both from the fact that my only disrupted or failed charges came at its hands and the catalogue of complaints online. The company isn’t without its positives, but it’s regularly providing the sort of experiences that would put off many people from making the switch to an electric car and prompt hugely damaging headlines. If it won’t improve its act, someone else should be asked to step in. 6. Planning ahead isn’t that hard – but it helps to do it It sounds obvious, but if you’re like me, the only planning you’ve thought about ahead of long trips previously is trying to avoid rip-off motorway prices. Driving an electric car requires more care, but not much, and of course you get better with experience. There are apps to tell you where chargers are, how fast they charge, whether they’re working and whether they’re available to use. Even if you hate planning ahead, you’re looking at five minutes of homework. 7. Charging needs to be simpler That said, the infrastructure providers and legislators need to bang their heads together fast. I was delighted to discover a Welsh Government initiative trying to pull together the mishmash of providers under an umbrella scheme, so that users could access all the chargers using one app or card, rather than having to sign up to a patchwork of providers. Rumour
Origin: 800 miles in a week in an electric car: 12 things I learned
5 things we learned driving the 2019 Jaguar I-Pace
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
All about car 