By on April 23, 2020

2019 Jaguar I-Pace EV400 HSE

2019 Jaguar I-Pace EV400 HSE Fast Facts

Front and rear permanent magnet synchronous electric motors, 90kWh battery pack (394 @ 4,250 rpm, 512 lb-ft 4,250 rpm)

Single-speed automatic transmission, all-wheel drive

80 city / 72 highway / 76 (EPA Estimated Rating, MPGe)

2.9 city, 3.3 highway, 3.1 combined. (NRCan Rating, Lₑ/100km)

Base Price: $80,500 (U.S) / $96,500 (Canada)

As Tested: $86,771 (U.S.) / $102,592 (Canada)

Prices include $1,025 destination charge in the United States and $1,850 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared.

Jaguar’s I-Pace electric hatchback provides an interesting driving experience. When it has enough charge to be driven, that is.

The I-Pace I drove for a weekend last summer spent much of that time at the dealership, charging, because it failed to charge anywhere else near my home.

More on that in a minute.

Background, for those that don’t know: The I-Pace is an all-electric small hatchback that uses a 90 kWh battery to offer a claimed range of up to 234 miles. Jaguar also promises an 80 percent charge in 40 minutes using a fast charger, but again, more on that later.

The I-Pace’s twin electric motors (one front, one rear) pump out 394 horsepower and 512 lb-ft of torque combined, which gets to the 20-inch wheels via an all-wheel-drive system and a single-speed automatic transmission.

On road, the driving experience is standard EV – instant torque, whirring and whooshing replacing engine noise, single-pedal driving with regenerative braking, et cetera. For those unfamiliar with that last bit, that means lifting off the gas actually slows the vehicle and provides some regen, as opposed to simply just coasting. You’ll still use the brakes in most situations, though.

[Get new and used Jaguar I-Pace pricing here!]

Even the nav system is in on the act – it can factor in your driving style and other elements to choose a route that optimizes range.

That all sounds gee-whiz great, but the fact is, the I-Pace was difficult to charge, and Jaguar couldn’t tell me why – there was nothing obviously wrong with my test car.

2019 Jaguar I-Pace EV400 HSE

I knew from jump I’d not be able to do much charging at home – the outlets in the parking garage of my condo couldn’t provide enough juice, even overnight, for more than a few miles of charge.

No worries – a Whole Foods close to my house had the proper chargers. Just drop the I-Pace, lock it, and come back later. Done.

Except not so simple. The I-Pace wouldn’t take a charge from either unit on site. Nor did it take a charge from the units located a Walgreen’s. Hmmm.

I consulted with JLR PR and was told to make sure the car was locked – it won’t charge if you try to get it going before locking the doors. Okay. I tried that, still no juice. At this point, I was advised that perhaps a pin in the plug of the charging cord had been bent by a previous journo. Apparently, sometimes the plug doesn’t come loose easily after a charge, and a user forces the issue and bends a pin.

That explanation made sense, but no pins appeared bent.

I finally threw up my hands and trekked to the local Jag dealership. The folks there got it to plug in and charge no problem. Now I felt like an idiot.

2019 Jaguar I-Pace EV400 HSE

After recharging, I drove the hour or so to my dad’s house to pick him up for a planned drive to Wisconsin (this was during pre-pandemic times), and we decided to take his car – the math on the remaining range wasn’t good, not if I wanted to return home the next day. I tried a standard outdoor outlet at his place, and all I managed to do was blow a fuse.

It wasn’t until my last day with the car, on the third or fourth visit to my neighborhood Whole Foods, that one of the two charging units finally provided a charge. Yet the car’s dash never showed the readout it was supposed to while charging.

Upon further inquiry with JLR, the best guess was that somehow the car and charging units weren’t “talking” to each other correctly, although that doesn’t necessarily explain why the proper screen didn’t appear.

If you haven’t already done so, this is a good place to get the British/Lucas/Jaguar electronics jokes off your chest.

Charging issues aside, I found the I-Pace delightfully funky. The handling does suffer a bit from the hatch’s odd proportions, but only a bit. There’s enough sportiness on tap to counter the worst myths about EVs, and the air-suspension ride is acceptable for long freeway stints.

2019 Jaguar I-Pace EV400 HSE

I generally liked the interior, which integrates infotainment and HVAC display screens nicely (you can also call up nav in the gauge cluster), although like with all current Jaguar interiors, I worry about the possible long-term repairs costs of these tech-focused cabins.

The hatch’s looks are of the “tall yet sleek” variety, and while it can look odd from certain angles, it’s also fairly cohesive as an overall package.

While the I-Pace is EV-only and the platform likely can’t accommodate any other type of powerplant, I found myself wondering how fun the I-Pace could be as an entry-level crossover with a petrol turbo-four under hood and a traditional automatic transmission. Instead, it’s a quite pricey luxury EV.

I’m not kidding. The base price on this bad boy was over $80,500. That price includes premium LED headlights, fixed panoramic roof, powered/gesture-activated tailgate, leather seats, dual-zone climate control, heated and cooled front seats, keyless entry and starting, premium audio, satellite radio, Bluetooth, USB, Apple CarPlay, Android Auto, lane-keep assist, traffic-sign recognition, adaptive speed limiter, 360-degree parking aid, clear exit monitor, adaptive cruise control, high-speed emergency braking, blind-spot assist, and 360-degree camera.

A $2,200 package included a head-up display and configurable ambient lighting, among other things, and additional options included a heated steering wheel, a heated windshield, and even heated washer jets. All told, the final tally was $86,771.

Also an option: Adaptive dynamics, which allows drivers to customize their drive modes.

2019 Jaguar I-Pace EV400 HSE

The I-Pace is one of a new breed of BEVs that sheds the electric-car-as-penalty-box label. The problem here is that EV charging can still be a challenge – not everyone can charge at home, and if chargers in public lots don’t work or are occupied, tough luck. Speaking of luck, maybe it’s me – I nearly killed a Leaf at a previous gig.

Price will be an issue, too. This is not the EV for the everyman. Live in the right place, have the right sized bank account, and maybe the I-Pace will work for you. For the rest of us, it’s a neat little EV hatch that remains a novelty, for now.

[Images © 2020 Tim Healey/TTAC]

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33 Comments on “2019 Jaguar I-Pace EV400 HSE Review – EV Growing Pains Persist...”

  • avatar

    First questions first, does Tesla know that Tata is rebadging Model 3s.

  • avatar
    Art Vandelay

    “Charging issues aside…”

    Not really something one can simply set aside with an EV.

  • avatar

    All of those charging issues are my greatest BEV fears realized.
    I think things will eventually get to a “no problem” state, but we aren’t there yet.

    • 0 avatar
      SCE to AUX

      This is a Jaguar issue, not a BEV issue.

      Charging infrastructure isn’t perfect yet, and there are some bum chargers out there, but from what I’ve read the I-Pace has turned out to be a disappointment with range and charging.

  • avatar

    You are driving a first-year Jaguar that is engineered by Tata Motors in India using an all new platform and propulsion – and you were expecting it to be reliable and bug-free? Thats funny.

  • avatar

    It’s somehow comforting to know that just as old Jaguars wouldn’t start, new Jaguars won’t charge.

  • avatar

    Tim, was the charger part of a network like ChargePoint? If so, you’d need to activate it with your phone or an RFID card.

    • 0 avatar

      Well if the Wallgreens near him are like the Wallgreens around here their chargers are part of the Volta network which is free, but does shut off at 45 min and is only level 2 so it is a free appetizer, not a free lunch.

      • 0 avatar

        Both Walgreens and Whole Foods in my area have ChargePoint.

        • 0 avatar

          Some Walgreens in my area did have pay chargers but they pulled them some time before the Volta ones started popping up and interestingly not necessarily at the locations that had them in the past.

          And in either case it could be a problem with the provider system or hardware and not a problem with the car.

    • 0 avatar
      Tim Healey

      Some were EVGo, some were ChargePoint, and the fleet sent over the proper card. I also downloaded the app

      • 0 avatar

        Tim, one thing to check is and look at reviews for the chargers. It’s good way to spot issues at a particular location. That can give you a better idea as to whether it might be the car or the charger. Both EVGo and ChargePoint have been pretty good at maintaining their chargers in my area. Also, their respective apps can tell you if you’re successfully charging.

        • 0 avatar
          Tim Healey

          The app showed no charge. Plugshare showed no issues, IIRC, and other EVs were charging. I meant to mention that another auto journalist who lives near me had success with another EV in the same Whole Foods, but I changed up the draft and that accidentally got cut.

  • avatar

    If you asked me to rank all the world’s automakers on how well I think they could design a reliable charging system, JLR would be at the very bottom of the list.

  • avatar

    “little EV hatch” Little? And said twice in the article. A CX-3 is a little hatch. This thing is longer than a CR-V.

    “The handling does suffer a bit from the hatch’s odd proportions” Really? Perhaps the interior rearview mirror placement has an effect too. It might happen, you know, if the stars align just right.
    By contrast, C/D said “Behind the wheel, the I-Pace has impressive agility, satisfying steering feedback, and a comfortable ride courtesy of its standard air suspension.”

    I’m never going criticize any reporting of the electrical problems JLR foists on an unwary world, but those above two statements reek of cognitive dissonance.

  • avatar

    It probably needs a positive earth ground…

  • avatar

    So no comment on Range? You say you took an hour drive to see your Father, but an hour drive can be 10-15 miles or 70 miles depending on the situation. At the minimum it would be nice to hear something like, “When I started the trip the meter indicated I had X miles of range or X% of battery life and after I’ve driven Y miles the meter indicated Z miles or Z% remaining.

    Ditto for the charging. You say “Jaguar also promises an 80 percent charge in 40 minutes using a fast charger, but again, more on that later.” Only later didn’t come, you said you did charge at a Jag dealer, whom one might presume has a charging station capable of charging at the I-Pace’s maximum rate. So what was the indicated % when you plugged in and unplugged and how long did you charge?

    I do have to say that having to have the car locked to initiate charging is stupid. Can you unlock the car after it has started charging and does it continue to charge? Some times you forget something in the car or just don’t want to bring everything in right away.

    A couple of days ago we had to go to my Dad’s house as it is under contract and due to close next week, so we are packing and cleaning. Coming home we were hungry so we went through a drive through and we specifically picked a place that is in the parking lot with a Volta charger. So once we were though the line we pulled up to the charger, plugged in w/o locking the car and then got back in and ate while it charged. A nice feature on the Ford is that if you are plugged in and charging it suspends the radio and display shut off. Normally if you hit the power button for the radio, while the car is off, it will only stay on for 10 minutes, but if you are charging it stays on indefintely and you can go to the screen that allows you to monitor the current state of charge, the time it was plugged in and the time remaining until a full charge.

    The Nav feature is also not unique. Both our C-Max Engergi and MKZ hybrid’s Nav system will give you the option to pick the shortest distance, the quickest time, or the most ecological route. You can also set the preferred choice that it will default to.

    • 0 avatar
      Tim Healey

      You’re right about the range, and sadly I don’t have the exact number handy. He lives about 50-60 miles from me, and we’d planned to drive another 120 miles or so round trip. Hope that helps.

      The Jag sat at the dealer for about 2-3 hours.

      I never said the nav system was unique. The Range Rover I wrote about recently also offered that feature, and it’s a PHEV

  • avatar

    My Amazon Echo Studio speaker wasn’t syncing with my TV picture yesterday and kept going offline. Then today it worked perfectly until the last hour….. still I love it because just like other amazon products I buy I know it will be flawless in the end.

    Electric cars are just the same!

  • avatar

    …The base price on this bad boy was over $80,500…


  • avatar
    SCE to AUX

    Another Tesla killer from an ‘established’ mfr.

    I used to think this would be a better alternative to the Model X, but now I wouldn’t want either one. The Model X continues to be unreliable, and it’s hard to find a flattering report about the I-Pace.

    Autoblog (Dan Edmunds) did a fascinating in-depth report about the suspension under the I-Pace. Suffice it to say that it is exceptionally complex.

  • avatar

    “If you haven’t already done so, this is a good place to get the British/Lucas/Jaguar electronics jokes off your chest.”


    The Lucas motto: “Get home before dark.”

    Lucas is the patent holder for the short circuit.

    Lucas – Inventor of the first intermittent wiper.

    Lucas – Inventor of the self-dimming headlamp.

    The three position Lucas switch – Dim, Flicker and Off.

    The Original Anti-Theft Device – Lucas Electrics.

    Lucas is an acronym for Loose Unsoldered Connections and Splices

    Lucas systems actually uses AC current; it just has a random frequency.

    “I have had a Lucas pacemaker for years and have never had any trou…”

    If Lucas made guns, wars would not start.

    Back in the 70’s, Lucas decided to diversify its product line and began manufacturing vacuum cleaners. It was the only product they offered which did not suck.

  • avatar

    There should be some pain involved with owning premium European cars. Otherwise life would be too good.

  • avatar

    I got a ride around the Nurburgring in one of these, in the wet, with their powertrain development engineer. Ho-lee-crap. For a bone stock vehicle with 4 people on board, it was amazing. He was able to balance between over and understeer both on corner entry and power-on corner exit. Yeah, the suspension needed more body control for track duty, but it handled it. I think the ride in the wet, with someone who had probably a thousand laps there, was better than if it’d been dry (for this vehicle).

  • avatar

    A number of years ago, Cadillac offered a version of the Volt called the ELR. It was totally fine. But it was priced as the most expensive Cadillac on the lot and failed very quickly because it wasn’t the best Cadillac on the lot. In fact, it may have been the least desirable Cadillac wearing the highest MSRP. So in some ways the I-Pace reminds me of the ELR. It may be fine. It may pack some nice tech. But it’s the least attractive Jaguar. It may have the least luxurious interior. And this review is correct to wonder “how fun the I-Pace could be as an entry-level crossover,” so it really doesn’t score high in the exclusivity or desirability departments. With all that, the I-Pace is the most expensive Jaguar. It should be priced a little higher than the XE but they’ve priced it higher than the XJ. This is wrong.

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