Everything you need to know about the Jaguar I-Pace

Join us as we take a closer look at the Jaguar I-PACE, the electric SUV that proved Jaguar could do electric – and do it well

The Jaguar I-PACE was the British manufacturer's first ever fully electric car, arriving in 2018 with a lot to prove.

And prove it did.

It won World Car of the Year in 2019, a significant achievement for a first attempt at an electric vehicle (EV), and a clear sign that Jaguar had got something very right.

Its 90kWh battery produced 395bhp and took it from 0-62mph in just 4.8 seconds. Serious power for a first attempt at going electric.

Competing with the likes of the BMW iX, Audi Q8 e-tron and Mercedes-Benz EQC, it was sadly discontinued in 2025 alongside all of Jaguar's combustion engine models. It marked a clean break to make way for an ambitious new electric chapter.

The first model in that new era? A £100,000 four-door GT with a 430-mile range (WLTP Comb).

The I-PACE may be gone, but it deserves its dues.

Groundbreaking is not too strong a word for a car that arrived in 2018, when EVs were far from mainstream, and still managed to set the standard.

What we drove:

We spent time behind the wheel of two different specifications of the Jaguar I-PACE — the EV400 SE and the EV400 HSE — to get a rounded picture of the range.

Both cars shared the same core setup:

• Power: Electric
• Battery: 90kWh lithium-ion
• 0-62mph: In 4.8 seconds
• Range: 252-292 miles (WLTP Comb)
• Motor: Twin synchronous magnet electric motors
• Torque: 395bhp and 696Nm

Unmistakably Jaguar

The Jaguar I-PACE wasn’t your typical SUV. A low nose, swooping body and generally compact profile make it feel more like a big hatchback than a traditional high-riding SUV; and that's entirely the point.

For an EV built back in 2018, it still looked remarkably fresh and modern.

The facelifts helped, but the bones of the original design aged exceptionally well. That's no small achievement in a segment that's moved faster than almost any other.

It was instantly recognisable as a Jaguar — true British charm — but the squat, muscular stance gave it an athletic edge that set it apart from its German rivals.

Thin A-pillars and large windows created an airy, premium feel from the outside, and the flush door handles that emerged when the car was unlocked were a detail we've grown accustomed to seeing on today's cars.

Back in 2018 though? That was genuinely ahead of its time.

The 2024 facelift brought a smoother front grille panel; subtle but effective. And with so many colour options available, you were genuinely spoilt for choice.

This was a car that didn't just keep up with the Germans — it beat them to it.

Where British luxury meets electric innovation

Inside, the I-PACE's ambition was immediately clear. This was a cabin that was genuinely ahead of the curve in 2018 — and it still holds up remarkably well.

Three digital screens greeted you from the off.

A driver's display sat behind the steering wheel, a 10-inch central touchscreen handled the main infotainment functions, and a secondary screen below took care of climate control. It's a setup that felt futuristic when the I-PACE launched, and one that many rivals were scrambling to replicate in the years that followed.

The original Touch Pro Duo system was replaced by Jaguar's Pivi Pro infotainment in 2021 — faster, sharper and more capable.

It generally worked well, and Apple CarPlay and Android Auto came as standard, which helped sidestep any frustrations with the native system.

Although, adjusting the regenerative braking required five separate screen presses to find the right menu. Steering wheel paddles would have been a far more intuitive solution.

The secondary climate control screen was a welcome touch. The rotary dials for temperature, fan speed and heated seats were considerably more practical than burying everything in a touchscreen menu.

A sensible decision that many manufacturers are still getting wrong today.

The driving position was excellent.

The seat dropped low and the steering wheel offered a generous range of reach and height adjustment, giving it a genuinely driver-focused feel that you don't always find in an SUV.

Storage was generous throughout: A 10-litre cubby under the armrest, pull-out trays beneath the rear seats and several USB ports dotted around the cabin. And in the back, 505 litres of space which was very competitive.

Seat options varied by trim, from Luxtec synthetic leather on the S through to grained leather on the SE and Windsor leather on the HSE. All were comfortable and supportive, with the HSE adding a head-up display that's a genuine highlight.

This was a cabin that punched well above its weight in 2018.

The Germans were still playing catch-up.

Born to perform

Put your foot down in the Jaguar I-PACE and the first thing that struck you is just how fast it felt.

Not fast for an SUV.

Just fast.

With 395bhp and 696Nm of torque available instantly, the I-PACE got from 0-62mph in 4.8 seconds. For context, that's a 2.2-tonne SUV moving with the urgency of a performance car. The Germans hadn't managed anything like it at the time — and it showed.

The all-wheel drive system deserves a special mention.

Outstanding traction in all conditions, from dry motorways to flooded Lake District passes in the middle of a storm. The I-PACE simply found grip where other cars would have struggled, and it did so without drama or fuss.

What really set it apart though was the way it handled. There was minimal body roll, responsive and well-weighted steering, and a composure through corners that you simply don't expect from a car of this size. It felt more like a sports car than an SUV, and that was as true on its launch day in 2018 as it is today.

Four driving modes were available: Dynamic, Comfort, Eco and Adaptive Surface Response for slippery conditions.

In Dynamic mode a synthetic soundtrack accompanied the acceleration. It's a touch gimmicky, but it added to the theatre. Comfort mode was where the I-PACE was arguably at its best though, refined and relaxed on longer motorway runs.

The ride could feel firm at lower speeds, particularly on larger wheels, but it settled beautifully once up to speed.

On tight and twisty roads the weight did become more apparent, and a smaller, lighter car will always feel more agile. But for what it is and for when it arrived?

The I-PACE was genuinely in a class of its own.

How far can it go?

When the I-PACE launched in 2018, its 90kWh battery and range of up to 292 miles (WLTP Comb) was genuinely class leading. The Germans hadn't got close.

Yet.

Charging at home via a 7kW wallbox took around 12.75 hours for a full charge; most owners will simply top up overnight and wake up to a full battery. On a public rapid charger, the I-PACE's maximum charging speed of 100kW took it from 10-80% in around 47 minutes.

While competitive at launch, this is the one area where the I-PACE fell far behind its rivals. Many newer EVs now charge at 150kW or beyond, making long-distance journeys considerably more convenient.

The BMW iX and Audi Q8 e-tron can both replenish significantly faster — something worth bearing in mind if longer journeys are a regular occurrence.

Regenerative braking was available in high or low settings, and ECO mode adds a noticeable boost to range in everyday driving. The battery itself was covered by an eight-year, 100,000-mile warranty.

That’s solid peace.

The I-PACE pioneered electric motoring in the premium SUV class. The rivals caught up eventually, then eventually overtook.

But Jaguar’s new EV since its relaunch has a range of 430 miles (WLTP Comb) – showing they’re still trying to lead with range in the premium class.

What's good, and what's not

The Jaguar I-Pace was a great EV, but it came with its flaws:

The good bits:

• 0-62mph in 4.8 seconds — seriously quick for a 2.2-tonne SUV
• Handles like a sports car despite its size and weight
• Cabin was ahead of its time and still holds up well today
• 505-litre boot — competitive for the class
• Won World Car of the Year in 2019

The not-so-good bits:

• 100kW maximum charging speed — was competitive in 2018, now falls behind rivals
• Regenerative braking buried five menus deep — should be steering wheel paddles
• Ride could feel firm at lower speeds, particularly on larger wheels
• Weight became more apparent on tight, twisty roads

What's the verdict?

The Jaguar I-PACE was genuinely groundbreaking.

A British manufacturer beating the Germans to a premium electric SUV — and not just beating them, but delivering something that drove brilliantly, looked stunning and set a standard that rivals spent years trying to match.

It wasn't perfect. Range and charging speeds fell behind as the market evolved, and some of the tech quirks were frustrating.

But that's the nature of being first.

And being first, in this case, took real courage.

Discontinued in 2025 as part of Jaguar's complete brand relaunch, the I-PACE deserves its place in automotive history. It proved that Jaguar could do electric and do it brilliantly.

Top five reasons to consider the Jaguar I-PACE:

1. Groundbreaking performance — 0-62mph in 4.8 seconds from a 2.2-tonne SUV
2. Stunning design that still turns heads today
3. Handled like a sports car despite its size and weight
4. Premium cabin that was genuinely ahead of its time
5. Won World Car of the Year 2019 — the judges agreed

Would we recommend leasing a Jaguar I-PACE?

The I-PACE has since been discontinued and is no longer available as a new lease (though you can still get it secondhand from the used market). But if you'd asked us at the time?

Absolutely — without hesitation.

It was a landmark car that proved British engineering could lead the electric revolution. And for those who leased one, they were part of something genuinely special.

Jaguar's next chapter is just beginning.