The Jaguar I-Pace made its debut in 2018 and was one of the earliest electric vehicles (EVs) by mainstream (I try to avoid the term “legacy” as it makes them sound obsolete) manufacturers that was designed as one from the ground up – not based on a combustion engine model, which then has its innards converted to electric bits.

If you’ve perused my review of EVs like the BMW i4, you'll understand my reservations about converted models, which often suffer from compromised interior space due to structural constraints. 

For instance, the i4's substantial centre tunnel consumes cabin space without fulfilling its intended function, exacerbated by the need for floor-mounted batteries, resulting in a cramped interior. But I digress.

The Jaguar I-Pace doesn’t suffer from the same issue. Off to a good start then. However, being introduced in 2018, it may lag behind in certain aspects compared to newer models, a point to be addressed shortly.

Also read: Priced from RM 460k, 2023 Jaguar I-Pace EV launched in Malaysia - 90 kWh battery, 470 km range

Exterior – Distinctly Jaguar

Despite being a family SUV EV, it has been said that the Jaguar I-Pace gets its design cues from the C-X75 concept. I personally fail to see the resemblance other than the front grille, but I would say that its side profile does remind me of the Kia EV6.

Its overall proportions make it look smaller than it actually is. Its 3-metre wheelbase and 1.9-metre width mean that it covers quite a large footprint and may pose a challenge in tight spaces.

Over to the rear, I was apprehensive about the squared-off shape at first. Even the then-design director of Jaguar, Ian Callum, isn't a big fan of this part. But having seen it in person, I’ve grown to be fond of it as it looks like nothing else on the road.

Interior – No wow factor, but well-appointed

Inside, the first thing that stood out was the driving position. It’s absolutely spot on. You sit rather low for an SUV, the steering wheel is perfectly centred and angled nicely without the feeling of being tilted upwards, and the pedals are also well-placed. Mazda would’ve approved of this.

The performance seats in this HSE spec is another highlight. It simply cradles the body and gives plenty of lateral support. But some may find the paddings to be firm, especially for an SUV, but I like the feeling of added support it gives.

Being an early EV also means there are still plenty of physical buttons, which is a good thing. Attention to ergonomics is evident, with all switches and buttons within easy reach and intuitively placed. The materials used and the overall build quality are commendable, reflecting Jaguar's recent improvements in this area.

In terms of design, the interior lacks the "wow" factor found in Mercedes-Benz models, presenting a somewhat subdued ambiance with its predominantly dark-coloured materials. The ambient lighting is on the restrained side, which doesn’t make the interior pop like some competitors.

Passengers in the back benefit from the cab-forward design and long wheelbase, with two tennis balls worth of kneeroom for yours truly with the driver seat set to my driving position.

Even with the fixed panoramic roof, headroom remains plentiful with one-and-a-half tennis balls of space. One thing about the roof is that you do feel the heat coming from the glass on a hot sunny day.

Boot space is rated 656 litres, with an additional 27-litre storage bin under the bonnet, though fitting anything larger than a backpack in the storage bin might be a challenge. Cubby spaces are aplenty, but it seems the designers leave it to the users to decide how to utilise the centre console cutouts

The updated Pivi Pro system works effectively, with decent responsiveness and logically organised menus. Both Apple CarPlay and Android Auto can be used wirelessly and what I like about it is that instead of dominating the entire interface, they blend with the native system with some of the controls still displayed on the screen.

The second screen for the climate control, however, feels a bit sluggish to respond.

The Meridian sound system deserves a shout out. It’s clean, tonally balanced, and doesn’t add its own colour to your tunes, which means it plays well with just about any genre. It also provides one of the most immersive audio experiences in any car. Great stuff.

Driving Experience – Best driver’s EV this side of a Porsche Taycan

To drive, the Jaguar I-Pace is a natural. The steering is beautifully weighted regardless of modes and has this organic feeling and tactility that very few modern cars, let alone EVs, have. There’s no variable ratio trickery or rear-wheel steer here, just good old-fashioned linearity.

Braking calibration was done right as well and it’s among the better ones in an EV - progressive and easy to modulate. Like most regenerative braking systems, there's a slight sense of vagueness under heavy braking demands, but for everyday driving, it's hardly noticeable.

Paddle shifters to select the regen levels would have been appreciated for added control, but the I-Pace offers a choice between low and high settings for regenerative braking, with the latter bringing the car to a complete stop.

However, it's worth noting that the calibration falls short compared to competitors like BMW or even Hyundai/Kia. There are instances where the vehicle continues to creep forward without fully stopping, and it may roll backward on inclines. This is the only blemish in the otherwise excellent drivetrain calibration.

Like many EVs, it disguises its weight rather well, partly from its 400 PS all-wheel drive dual-motor setup, but also the chassis setup. With the optional air suspension in this HSE, the I-Pace handles committed cornering manoeuvres with remarkably minimal body roll and maintains a neutral balance.

More impressively, there's a degree of adjustability, allowing the driver to feel the reassuring sensation of the car rotating through corners, rather than defaulting to push forwards. It’s perhaps the most satisfying EV to drive this side of a Porsche Taycan, the Audi e-tron GT included.

Ride Comfort - Not quite the cosseting ride expected

Less impressive is the ride quality, especially given that it’s on air suspension. The 20-inch wheels with healthy sidewalls do help, but it still struggles over sudden bumps or ruts, which makes it feels slightly unsettled. It’s not harsh, but there’s always a sense of firmness. Well, it seems that this is the price to pay for the body control it demonstrates.

At least it’s a quiet car to travel in with high refinement levels, averaging 64 decibels at 110 km/h.

Energy consumption

After clocking a 116 km trip in mixed conditions, the trip computer indicated an average energy consumption of 22.7 kWh/100 km. A quick calculation revealed the actual efficiency at 24.2 kWh/100 km based on energy delivered after two consecutive charges to 80 percent.

A decent figure given the dual-motor setup and output, but where it really starts showing its age is in the charging department. It supports up to only 100 kW DC fast charging, which means charging its 90 kWh battery from flat would take about an hour. Not ideal especially if you were to take it on a long distance trip.

Verdict

At RM 498,800, the Jaguar I-Pace HSE is right in the crosshairs of the BMW iX and the Mercedes-Benz EQE SUV. Those two offers more bling in terms of interior and exterior presentation, and the iX is no slouch to drive either, whilst offering more space for the money.

Based on value for money alone, it’s difficult to recommend the I-Pace over its closest rivals. Having said that, value is relative to income levels. Buyers in this echelon are willing to spend without hesitation on what they desire.

If you’re at this level and you desire to have an EV different from the rest and you value driving experience, then who is anyone to tell you that it’s not worth your money? After all, it’s a Jag.