Comprehensive Comparison: Tesla Model X Versus Jaguar I-Pace

Jaguar I-Pace and Tesla Model X

JAN 4 2019 BY GREG FINK 69

Can the low-slung Jaguar I-Pace dethrone the Tesla Model X as king of the battery-electric crossover hill?

Battery-electric vehicles and crossovers are the Hansels of the automotive landscape. To paraphrase Mugatu: “They’re so hot right now.”

Predictably, automakers are now combining the emissions-free powertrain technology with the popular and versatile body style. While mainstream models such as the Chevrolet Bolt and Kia Soul EV attempt to appeal to the masses by way of sub-$40,000 starting prices, these vehicles lack the style and luxury-lined cabins of pricier electric crossovers from marques such as Tesla and Jaguar.

Introduced for model-year 2016, the Tesla Model X crossover builds upon the success of the company’s Model S sedan. Offered in 75D, 100D, and high-performance P100D trims, the three all-wheel-drive models are capable of traveling from 238 miles (75D) to 295 miles (100D) on a full charge.

Although the two luxury crossover SUVs cast noticeably different shadows (the Jaguar seats just five and measures 184.3 inches long, while the Tesla offers seating for up to seven, when equipped with its optional third-row, and measures in at 198.3 inches stem-to-stern), both offer comparable performance and pricing. Well, at least the Model X 75D does. The more powerful 100D and P100D are both noticeably quicker, can travel significantly farther between charges, and are substantially pricer than both its entry-level sibling and the Jaguar, which is why we chose to compare the entry-level Model X 75D – and not a 100D or P100D – against the all-new I-Pace.

2019 Jaguar I-Pace Vs. 2018 Tesla Model X: Comparison

Performance and Handling

Jaguar: Jaguar calls the I-Pace a crossover, but it can just as well fall into high-performance hatchback territory. While all-wheel-drive and an adjustable air suspension that affords up to 11.0 inches of available ground clearance and a wading depth of 19.7 inches are standard, the Jag’s low center of gravity (courtesy of its floor-mounted battery pack), and comparatively sunken seating position, provides it with an impressively car-like demeanor.

This is the driver’s choice of the two. At least when the Dynamic drive mode is in play, a $700 feature bundled into the Adaptive Dynamics with Configurable Dynamics option (this tester also included the $150 Adaptive Surface Response system that adjusts power and brake settings based off of on- or off-road-surface conditions).

The Comfort and Eco settings soften the springs and add a disheartening floatiness to the ride quality, but the sportiest setup tightens things up without sacrificing passenger comfort. Unsurprisingly, Dynamic mode also makes for far more predictable lateral dynamics from the 4,784-pound electric vehicle. (Additionally, Dynamic mode floods the cabin with kitschy, albeit rather hushed, faux engine noise.) With well-weighted steering, limited body motions, and a combined 394-horsepower courtesy of two electric motors (one at each axle), the I-Pace is an absolute riot to drive with enthusiasm.

The trot to 60 miles per hour takes a manufacturer-estimated 4.5 seconds, and, thanks to the immediacy of the electric motors’ power, it feels even quicker. Whether flat-footing the I-Pace or lightly tapping at the accelerator pedal, the British EV reacts to inputs quickly and predictably.

About the only ingredients missing from the Jag are steering feel and a brake pedal that progressively transitions between regenerative and friction braking functions. Fortunately, the crossover’s two-mode regenerative braking is strong enough to permit one-pedal driving during typical travels.

The I-Pace is the driver’s choice of the two.

Tesla: With a curb weight of 5,307 pounds, the Model X crushes the scales with more than 500 pounds of additional mass relative to the I-Pace. That extra fat doesn’t go unnoticed either, and the Tesla feels more laterally lethargic than the Jaguar.

Still, the Model X is more fun to pilot than its size would suggest. Credit the low-mounted battery pack, which helps quell body roll through turns, as well as the immediate thrust from the all-wheel-drive crossover’s two electric motors (one at each axle). In spite of its extra heft, the Model X 75D scoots to 60 miles per hour in a manufacturer-estimated 4.9 seconds, or 0.4 second behind the I-Pace. Not too bad for such a heavy thing.

Two drive modes are available: Chill and Sport. As its name suggests, Chill is the more tranquil setting and the accelerator responds less effusively to inputs in this mode. Sport improves accelerative responses. Regardless, the big Tesla never feels short on power, and the crossover is always apt to pass slower moving traffic or merge onto freeways.

The Model X is the more comfortable choice when driven casually, too. Its ride is taut yet cushy, and its brake pedal does a far better job of switching from regenerative to friction braking, although one-pedal driving is possible with the regen placed in the strongest of its two settings.

While the Tesla’s ride quality and brakes just edge out those of the Jag, its less engaging persona and slightly slower acceleration ultimately swing the needle in the direction of the I-Pace.

Advantage: Jaguar

2019 Jaguar I-Pace Vs. 2018 Tesla Model X: Comparison

Styling and Interior

Jaguar: The Jaguar is the obvious style champ in this comparison. Low and sleek, the I-Pace pulls design cues from the British marque’s past while simultaneously looking toward the future. Due to the lack of an internal combustion engine, the I-Pace sports cab-forward styling that maximizes cabin space.

Despite its stubby hood and tall tail end, the Jag is truly a handsome thing, and its body clings tightly to the 117.7-inch wheelbase like spandex on a yogi. This top-of-the-line HSE model features even more visual pizzazz courtesy of its 20-inch wheels and tires, $100 worth of front fog lights, and $575 in Caesium Blue paint.

The interior is equally as stylish, and high-quality materials combine with a pair of console-mounted screens that give the I-Pace’s futuristic insides a touch of old-world charm. That philosophy extends to this I-Pace’s interior options, which include $100 for cabin air ionization, a $200 Activity Key (a wearable proximity key), a $200 aluminum trim finisher on the dash, $250 for 10 different ambient interior lighting options, $800 for four-zone climate control, $900 worth of gray suede headliner, and $2,400 for a pair of 14-way adjustable seats that both heat and cool. The thin seats look as good as they feel, and their adequate cushioning and generous bolstering make long and dynamic drives an utter joy.

Opting for the Jag’s pricey Performance seats also adds seat heaters to the rear outboard seating positions. Although the three-across rear bench is cushy and comfortable, the space it affords is on the smaller side, especially for the middle-seat passenger. With only 35.0 inches of legroom and 38.1 inches of headroom, the I-Pace’s rear compartment is down 3.4 and 2.8 inches, respectively, to the Model X.

Despite its stubby hood and tall tail end, the Jag is truly a handsome thing.

Tesla: Next to the low-slung I-Pace, the jelly-bean shaped Model X might as well be a school bus. It’s a far more utilitarian looking thing that emphasizes space over style. That’s not to say the Tesla is without its share of parlor tricks.The crossover’s grille-less face adds a distinct look to the Model X, while its “falcon” rear doors continue to tickle us with delight.

The Tesla’s interior is a testament to minimalism, and its simple and modern design is a refreshing reprieve from the Jaguar’s comparatively busy cabin. A massive touchscreen controls much of the crossover’s infotainment and convenience features, and allows the dashboard to be largely free of physical buttons. Material quality throughout is generally impressive, too, although the limited mix of textiles makes for a comparatively dull appearance.

Both the first and second rows offer plenty of room for stretching out, while a large piece of front glass that stretches past the dashboard, as well as glass in the roof panels of the rear doors, brings an additional sense of airiness to the interior. This Model X also includes a $3,000 third-row seat, bringing its passenger capacity up to seven from five. (A pair of second-row bucket seats are available for $6,000. That price also includes the two-person third-row bench.) While the rearmost row is fine for young children, its cramped quarters are less-than ideal for adults. Annoyingly, Tesla forgoes folding center armrests for both second and third-row passengers.

Advantage: Jaguar

2019 Jaguar I-Pace Vs. 2018 Tesla Model X: Comparison


Jaguar: The I-Pace is the first Jaguar to receive the brand’s latest dual-screen infotainment system (the setup is also available in certain Land Rover models). Dubbed InControl Touch Pro Duo, the setup features a pair of dashboard-mounted touchscreens that measure in at 10.0 and 5.5 inches, respectively.

A handful of knobs pepper the dashboard and control things such as the stereo volume, fan speed, and interior temperature (the latter of which Jaguar combines into the same knob that also controls the car’s seat heating and cooling functions). Despite those ergonomic benefits, the system is often slow to respond to touch inputs. Meanwhile, a myriad of menus makes exploring the depths of the system a somewhat intimidating affair.

The Model X’s heavy-dependence on its infotainment screen for controlling even the simplest features leads to more hassles than benefits

Tesla: Tesla’s massive 17.0-inch touchscreen remains the crown-jewel of infotainment systems. Well, at least if you value looks above ergonomics. With crisp graphics, quick response times, and a clean interface, the screen’s most egregious fault is that it has the near-impossible task of controlling just about every comfort and convenience function.

Want to open the power tailgate? You’ll need to dig through on-screen menus to find the function. Same goes for turning on the headlights. The list goes on. In many instances, the Model X’s heavy-dependence on its infotainment screen for controlling even the simplest features leads to more hassles than benefits. Yet, the Tesla infotainment system feels like the more polished of the two, even if we think its shine is beginning to dull.

Advantage: Tesla

2019 Jaguar I-Pace Vs. 2018 Tesla Model X: Comparison


Jaguar: Practicality is not the I-Pace’s forte. With a maximum cargo capacity of 51.0 cubic feet, the Jag is down more than 30 cubes to the Tesla.

Both vehicles offer limited interior cubbies, as well, and the I-Pace relies on a covered center console as the primary source of cabin storage. An open area aft of the push-button gear-shift selector and reasonably sized door pockets also serve as hiding spaces for small items.

Tesla: Small-item storage in the Model X is no better, and passengers must make do with a relatively shallow covered storage bin ahead of the center console armrest. The Tesla’s biggest surprise, however, is its frunk, which provides a sizeable space for storing items such as groceries and small travel bags. The Jaguar also hides a storage area under its nose, but the small space can barely handle a messenger-style laptop back.

Advantage: Tesla

2019 Jaguar I-Pace Vs. 2018 Tesla Model X: Comparison

Safety Systems

Jaguar: Every I-Pace comes standard with low-speed automatic front braking that includes pedestrian and cyclist detection, lane-keep assist, rear-cross-traffic alert, a parking-assist system for parallel and perpendicular parking, and parking sensors for the front, rear, and sides of the vehicle. To this, our HSE tester – an $11,000 upcharge on the entry-level $69,500 S trim – adds high-speed automatic front braking, blind-spot monitoring, a surround-view camera system, and adaptive cruise control with lane-centering. A head-up display ($970) is available for additional piece of mind and allows the driver to keep their eyes focused on the road at all times, as opposed to dividing time between the road and the 12.3-inch digital gauge cluster below.

Although both the Jaguar and Tesla active safety systems perform admirably, the Tesla’s Enhanced Autopilot system feels just a little more adept.

Tesla: The Model X comes standard with the ability to bring itself to a stop in the event of a forward collision. However, Tesla bundles just about every other active safety feature into the $5,000 Enhanced Autopilot package. This extra-cost item permits the Model X’s standard ultrasonic sensors and 360-degree camera system to monitor the vehicle’s surroundings. Enabling the 12 sensors and eight cameras to perform Enhanced Autopilot duties after delivery of a Model X is a $7,000 fee.

With Enhanced Autopilot online, the crossover includes an adaptive cruise control system with lane centering, an automatic lane-change function, a parking-assist system for parallel and perpendicular parking, and the brand’s kitschy “summon” feature, which allows the Model X to autonomously drive itself into or out of spaces at low speeds without a driver behind its wheel.

Although both the Jaguar and Tesla active safety systems perform admirably, the Tesla’s Enhanced Autopilot system feels just a little more adept. With its digital gauge cluster showing the cars and trucks surrounding the vehicle in real-time and its automatic lane-change feature accurately moving the electric crossover around slower moving traffic, the Model X’s Enhanced Autopilot system feels as though it requires a smidge less driver interaction when left to its own devices.

Of course, Enhanced Autopilot does require the driver to be ready to step in to take over at a moment’s notice, and we do fear Tesla buyers getting complacent and allowing the system to be more responsible for driving duties than its current capabilities allow. We hope Tesla continues to remind Model X buyers that Enhanced Autopilot remains very much a semi-autonomous, and not an autonomous, driving system.

Advantage: Tesla

2019 Jaguar I-Pace Vs. 2018 Tesla Model X: Comparison


Jaguar: Despite its smaller size, shorter stature, and lesser mass, the Jaguar is actually the less efficient of these two crossovers. The EPA rates the I-Pace at 80 MPGe city, 72 MPGe highway, and 76 MPGe combined. By comparison, the Model X 75D earns 91 MPGe city, 95 MPGe highway, and 93 MPGe combined. The Tesla’s extra efficiency allows its 75-kWh battery pack to push it 238 miles on a full charge, while the Jaguar’s 90-kWh pack only manages 234 miles.

Still, the I-Pace offers plenty of range for the average consumer, and it’s able to make the most of its electricity by way of aerodynamic tricks such as an air suspension that helps reduce drag by lowering the body 0.4 inches above 65 mph, a big hood scoop that channels air over the windshield, and exterior door handles that fold flush with the body upon locking the doors.

The I-Pace offers plenty of range for the average consumer.

Tesla: Whereas the I-Pace’s aerodynamic tricks afford it a drag coefficient of 0.29, the massive Model X’s round shape and adjustable air suspension help it achieve an even better drag coefficient of 0.25. For reference, the Toyota Prius hatchback manages a drag coefficient of 0.24.

Neither crossover is particularly quick to charge at home, though. Find one of Tesla’s many superchargers for the Model X or a DC fast charger for the I-Pace, and both vehicles’ battery packs add charge rather quickly. In fact, Jaguar claims the I-Pace is capable of adding an 80 percent charge to its empty battery pack in as little as 40 minutes.

Advantage: Tesla

2019 Jaguar I-Pace Vs. 2018 Tesla Model X: Comparison


Jaguar: With a base price of $69,500, the I-Pace undercuts the Model X by more than $14,000. That’s a sizeable chunk of change for consumers simply looking for an electric luxury crossover SUV capable of traveling more than 200 miles on a full charge. The entry-level I-Pace S is a well-equipped vehicle, too, and comes standard with items such as dual-zone automatic climate control, a power driver’s seat, a proximity key with push-buttons start, and the brand’s InControl Touch Pro Duo, which includes an in-dash navigation system and Apple CarPlay and Android Auto compatibility.

Adding options and moving to the higher-end SE and HSE trims, however, cuts into the I-Pace’s relative value. This $80,500 HSE model’s plethora of options and $995 destination charge resulted in an as-tested price of $88,840, making it nearly $20,000 more expensive than an entry-level I-Pace S.

Tesla: Sporting a base price of $84,000, the Model X is far more expensive than I-Pace. Yet, the Tesla’s greater price also reflects its additional capability. Along with its bigger interior and cargo bay, the Model X cantow up to 5,000 pounds. Jaguar, on the other hand, does not rate the I-Pace for towing.

With a third-row seat, Enhanced Autopilot, and a $1,200 destination fee, this Model X 75D came in at $96,700. That’s $16,200 more than an I-Pace HSE. Ultimately, the Jaguar’s sub-$70,000 starting price makes it more attainable for a greater number of individuals, even if it’s smaller size and inability to tow means it fails to serve some consumers as well as a Model X.

Advantage: Jaguar


These are two very different vehicles aimed at different consumers. Nevertheless, both battery-electric vehicles are sure to be cross-shopped due to their similar performance, driving range, and crossover body styles.

Although the Jaguar is the better looking and more enjoyable of the two to drive with fervor, it’s also the worse crossover. It’s smaller and more cramped inside, can hold less cargo, is unable to tow, and seats a maximum of five.

Thanks to its larger size and available third-row seats, the Tesla is more adept at carrying passengers and cargo. Plus, it can tow sizable sums and actually offers marginally more driving range than the Jaguar.

This isn’t to say the Jaguar is bad – far from it. But, as equipped, this $88,840 I-Pace’s attractive styling and engaging driving dynamics can’t overcome the extra efficiency, versatility, and capability of the Model X.

Winner: Tesla

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69 Comments on "Comprehensive Comparison: Tesla Model X Versus Jaguar I-Pace"

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Let’s be real – no one is towing anything with a $100k vehicle that halves it’s range towing anything of size. These are surburan vehicles going to the grocery stores, soccer games, schools and to work.

Of course people tow with them. We’ve towed with our X. Everything from wood, large appliance purchases, motorcycle.

(⌐■_■) Trollnonymous

I see MX towing boats all the time.
Mostly Bass boats.

You must live down South. NC?

I’ve met people at superchargers that were towing stuff with their Model S’s. The X’s are often towing something.

I think reality it’s more mixed. In some region of USA and in some markets like Norway, the towing capacity is a game changer.

More units sold from the more expensive Model X. Good vehicle is this I-PACE, but Jag you should work harder, a more expensive vehicle outselling you is not good trend.

They have only been mass selling the I Pace for the last couple of months. The I Pace in Novmeber doubled sales to over 2,000 units compared to October. If this trend continues, Jaguar could sell more per month than the Model X.

(⌐■_■) Trollnonymous

I would still prefer the Jag.

You’re a Rounding error… more people prefer the more expensive Model X… voting with their own money. Do you get that market dynamics?

Do you get that the I-Pace just started sales?

The production capability will also be a factor.

Me also.

You prefer EV with the worst efficiency among today’s EV, even worse than far more powerful Tesla S P100DL? I wouldn’t touch such sloppy engineering with stolen money.

I agree with you if it was only about the image. The Jag is the most sexy SUV/CUV out there. But Jaguar sacrificed efficiency and storage for image. As the Tesla X being the second most sexy SUV out there (my taste, not every one I understand), their efficiency, their storage and towing capacity and the mission of the brand, the X would be my first choice if…my wallet would agree with that (in that part the Y will be the winner…).
Now, one more thing, the article didn’t mention that the Falcon Wing Doors retire some practicability to the Tesla X (even if there is people who have been using suction roof rack – because not every one always travel with 4 or more people in the car – above one of the doors). This is partially compensated by the towing capacity.
Thus, the FWD make the Tesla the coolest car in the world for young people and kids…and more and more, kids are the ones who choose the cars of their parents…even if no parent will ever recognize that.

Jaguar has sold selling very, very few of these:

Is it a supply problem or a demand problem?

Apparently, JLR delivered around 2,500 in Holland last month.

The only reason for that is that favourable tax incentives for even the most expensive EVs were finishing by the end of 2018. Let’s see if January remains that way!

They have sold their entire run for 2019 already. A single taxi company has ordered 20k.
It’s not a demand problem, demand is huge. Even with ramping up they only plan to produce 30k a year.
So I would surmise, that like Tesla they won’t have demand problems for years.
The I-Pace is almost 10% of their total vehicle sales, and climbing, while sales of their conventional vehicles are falling. So they are not a volume manufacturer anyway. Eventually, with 10 years or so, they plan to go all electric, when I expect they will hit 200k a year of various electric models.
The chart you presented is very early ramp-up phase and a bit out of date.

I hope that the success of the I-Pace will make Jaguar to go all electric faster than previously planned. I always like the brand (British styling far above German cold styling), hope they can thrive more against German premium brands historical domination.

As a note, going electric within 10 years means there will likely only be the last generation of the ICE vehicles that were already in the design pipeline when they made that decision. It is short time for a car company.

Jaguar i-pace is just starting, I think in December it started to show that it will easily beat model X in sales in Europe, in Netherlands i-pace doubled model X sales during December.

It could be, but the Jag has the novelty for it, thus it must had to fulfil the backlog in emergency because of the end of some fiscal tax rebates. The same happened with the Model S in Denmark in December 2015, if I remember well.
On the other hand, I have no doubt that the I-Pace, the E-tron and the EQ will make a big dent in the Tesla X market, but this market will become larger as more and more wealthy people will decide to go to electric than buying a new somehow obsolete expansive ICE SUV.
And, we have to count with the fact that the X should go with some serious refresh this year, with a new battery technology allowing faster charging, continuous track performance, lighter battery pack which will make the handling better and the autonomy becoming even bigger than all the competition.
For sure, interesting time ahead…

Competition will keep on improving its cars too. More important competition will start to appear at an increasing pace, probably even outgrowing the EV market.
It’s true Jaguar is fulfilling backlog, but it’s also true Jaguar is a very small maker, they had close to zero appeal in Norway or Netherlands before the i-pace, that can’t be said of Audi or Mercedes.
Also in Netherlands buyers were rushing buying expensive EVs before the end of the year and the i-pace sold more than X by a large margin.

Model X suffers from Bolt’s problem in my opinion – looks are not very appealing, hopefully model Y will solve that.

I find the Model S to be a much better buy over the Jaguar and a much more natural competitor. Jaguar marketing did a good job of comparing the I-Pace to the Model X to drive that narrative. But really, the Model S is the closer comparison. The passenger space inside the I-Pace is closer to the Model 3 actually, but factoring in the lift gate and cargo room, the Model S has more range, performance, cargo capacity, driver assist features and far better charging experience.

The I-Pace is able to tow. Well, I followed one last weekend that had a trailer hitched behind it so it must have been. Just to confirm that I wasn’t dreaming… I did a search

Perhaps it isn’t certified in the US yet?

You can put hitches on most cars:
If your transmission fails during the warranty though, you can’t expect them to fix it unless it’s rated for towing.

As the I-Pace one is a Jaguar part I wouldn’t think that would be a problem and it is 4WD as standard.

Very surprised that there is no mention of warranty or service plans above. While warranty coverage is about the same, the Jaguar comes with 5 years of FREE SERVICE. That is probably a $ 3,750.00 additional advantage over the Tesla. Perhaps you could update this (excellent) comparison.

$3,750.00? I’ve had my Tesla for 2 years and the only service I’ve needed is tires. Where do you get $3750?

Model X Service Plans: (02-2017)

Year-by-year service: $625 (1st yr) + $825 (2nd yr) + $550 (3rd yr) + $975 (4th yr) = $2,975
3-year Maintenance Plan: $1,850 (1st-3rd yrs) + $975 (4th yr) = $2,825
4-year Maintenance Plan: $2,750

You have never brought your vehicle in for the factory recommended service intervals?

Suggestion for you: You own an expensive vehicle. When you go to sell it one day, the prospective buyer will want to see the maintenance records for proof of care. $550 to $975 is a small price to pay to show that you carefully maintained your vehicle each year with regard to the factory recommendations.

I’ve never followed factory recommended service intervals. I’ve driven a million miles and never had a serious problem with any car I’ve ever had. I didn’t know anyone took those seriously.

Did you also skip all your vaccines?

It is certainly your right to skip recommend factory service points on your $100,000 vehicle, but it may not be the smartest thing to do from a warranty or resale value point. That is a chance you take, and I will assume can afford to. There is no wrong or right here.

Continuing my post:

Jaguar Warranty/Service: With Jaguar EliteCare, you’ll enjoy Best-In-Class, 5-year/60,000-mile coverage, complimentary scheduled maintenance and roadside assistance, plus Jaguar InControl® Remote & Protect™ that lets you stay connected to your vehicle. Together, these features ensure both you and your Jaguar vehicle are looked after 24/7, 365 days a year — letting you focus on something more important: driving and enjoying your Jaguar vehicle. The batteries in the all-electric Jaguar I-PACE are covered by a warranty for 8 years or 100,000 miles, whichever comes first.

In addition, the Jaguar still qualifies for the full $7,500 federal tax incentive.

The battery warranty is surprisingly short at only 100,000 miles. And the Tesla warranty is for the battery and drive unit for 8 years, unlimited miles. Is Jaguar signaling a lack of confidence on their EV parts?

A crossover usually comes from a sedan, is iPace from an XE/XF?

It’s a ground up new platform. Not based on anything. In fact, the wheelbase is totally different from any other Jag given its skateboard design.

How can it be a crossover, when it did not crossover?

You assume that a crossover “comes from a sedan” and you’re frustrated that the messy world doesn’t fit your simplistic model. I can’t really help you with that, bud. Most of us got over that kind of frustration when we stopped reading Ayn Rand in our teens.

Because it isn’t a crossover, it is a hatchback sedan. But these days people want SUVs/CUVs/Crossovers, so marketing did their magic and renamed as sedan into a crossover.

STUPID comparison. iPace is in the same class as the TM3 with higher ground clearance.

I think the iPace is completing against the Model 3 AWD.

Clearly. It’s certainly not, not competing.

I would never take a Tesla Model 3 or X off-road. The i-Pace is very capable off-road.

Let us be honest, you wouldn’t take an I-Pace off-road either.

Bolinger and Rivian are making capable off road vehicles. The Jaguar might see some very light off road from some people.

The IPace with its normal 5.6″ ground clearance is going to be as good as my i3 off road. The air suspension can give it passable ground clearance, but not going to lie, that is only to clear the center of a dirt road.

The writer shows his ignorance by stating that the Tesla’s brakes do a better job transitioning between regen. and friction. That’s because the Tesla’s brake pedal (unlike most EVs) only activates the friction brakes and is not connected to the regeneration system.

Sorry bud, but you’re wrong. Tesla’s brake pedal is connected to the regeneration system too.

You have a Tesla? Try this: drive at a constant speed and release the accelerator. OK, you feel the light regeneration. Now speed up again to your previous speed, then brake to slow down harder than regeneration, then release the brake pedal. Now you feel that regeneration is stronger.

I’m sure Dan is correct, wooter. I have owned my Model S for over three years and, one thing that appealed to me while I was researching, was the absolute simplicity of the basic principles Tesla followed. Regen begins gently (so the transition is smooth) but builds smoothly and quickly to its maximum. This allows one pedal driving without having to faff around with paddles. If you hit the brake pedal too early (before regen has ramped up) you may not be aware that it would have become stronger of its own accord. By the time you back off the brake, regen has reached its max, possibility giving you the impression that touching the pedal is what triggered it. Consider this: if regen were built into the regular braking system, the moment you released the pedal, all braking would cease – both regular and regen. Unfortunately, like many reviewers, Greg’s fluff article is poorly researched. I can’t comment authoritatively on most of his Jaguar comments (due to my own lack of knowledge) but can critique his ignorance of things Tesla. e.g. His comments on the the touchscreen: “Want to open the power tailgate? You’ll need to dig through on-screen menus… Read more »

Once again, left out of the equation is long distance travel recharge turnaround time. There’s a clear advantage for one of these vehicles.

Becuase for most people, long distance trips are a very small percent of their miles and trips and not very relevant to the daily owner experience.

Sure, but for a vehicle that costs that much, I’m surely gonna care about every category. Not being able to really road-trip at $70k+ vehicle isn’t a good thing.

That’s a BS outcome. Jaguar has more versatility in that you could actually use the roof, and park it in smaller places.

Quick question: how many of you clicked on the image thinking the the back of that traffic sign was a paused video icon?

Just me? Well OK then…

Lol. I thought exactly the same same thing, Chris, but managed to to quell my clicking instinct in the nick of time! 😬

You don’t have to go thru menus to open the trunks, you just use the car key, simple double-click does it. Tesla’s infotainment system actually gets less credit than it deserves, even with praises generally.

Is there a real reason to compare a hatchback sedan (IPace) vs a CUV (Model X)? They are different type of cars, different size classes and different pretty much everything other than electric. How about comparing them against their gas counterparts instead?


A little correction: The Model X reigns and rules from the summit of the Three-Row MiniEVan Mountain, not the CrossoEVr Hill.

Indeed, the i-pace should be compared with the model S rather than X, as it is more of a urban stylish crossover than a utility one.
Anyway, I would say that the Tesla are better EVs, while the Jag is a better car (in the traditional sense)

The Model X has been very unreliable so far, according to Consumer Reports. The I-Pace is unproven, but Jaguars have always been unreliable. I expect these two to be running neck and neck in that department.

Well, there is a common problem with the center consoles going blank in the I-Pace. There is a stop sale as they update the software. There is also a front suspension fix. I expect that quite a few manufacturers will struggle sorting out their all new EV platforms and those without strong software engineering in-house will struggle more than others.

” Regardless, the big Tesla never feels short on power, and the crossover is always apt to pass slower moving traffic or merge onto freeways.”

I blame standardized testing.

And you didn’t even mention over the air updates to the autopilot system that will over time massively improve the capability of the Tesla autonomous drive systems and other systems in the car. A massive advantage to Tesla and a major oversight in the review.

An OTA access allows future hacking. Just get the correct frequency (use a scanner), analyze the access and CAN codes, and you can do ANYTHING on the Tesla!

As a “Baby Boomer” (born in 1951), and retired (which gives us more money to spend), I prefer the Jaguar. “A handful of knobs pepper the dashboard and control things such as the stereo volume, fan speed, and interior temperature..” which is what we learned to use while driving, not a fragile and flat LCD touch screen which absolutely cannot be handled without taking your eyes off the road, the cause of most driver caused accidents.

Jaguars also have better visual appeal, both interior and exterior, so it keeps its value for longer time.

And as a later fact, no Jaguar has even caught fire that causes deaths.

It may not bee a U.S. built vehicle, but it is a brand that has lasted much longer than many others. I also believe that Musk, being British, recognizes the Jaguar as a true competitor to his Tesla brand, so he still looks UP to Jaguar.

Seems like a reasonable review. It can go either way, based on needs and desired. Thanks for the article!!