Jaguar: I-Pace News

Old 11-22-2016, 08:28 AM
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Jaguar: I-Pace News

The Jaguar I-PACE Concept is one of the most visually arresting concepts ever produced by Jaguar. Taking full advantage of the packaging freedom offered by electrification, the design and engineering teams took the opportunity to rethink the vehicle's overall proportions.

The result is an exceptional vehicle that combines an advanced cab-forward design inspired by the C-X75 supercar with the smooth silhouette of a coupe - in a five-seater SUV. The Jaguar I-PACE Concept embodies the technological advances under its skin - and the Jaguar design team's belief that consumers are ready for bolder electric vehicle designs.

"The opportunities offered by an electric powertrain are huge. Electric vehicles offer designers much greater freedom, and it is an opportunity we must grasp. This is why the I-PACE Concept is developed on a new architecture which has been designed to optimise electric vehicle performance, aerodynamics and interior space. With the I-PACE Concept, the revolution is in the profile, not the design language. The profile is possible because this car is electric. It's not just that we wanted to create something that was very different from anything else we do: we wanted the design to celebrate the new battery electric technology. I was determined from the very beginning of this project to create a design which reflected this change in the mechanics of the car. This is what led to the sporty cab-forward profile rather than a car with a bonnet and an engine." Ian Callum, Director of Design, Jaguar

A vehicle with proportions this dynamic is only possible with a design that consciously exploits every millimetre given by Jaguar's state-of-the-art electric drive system. Leveraging the technological possibilities of electric driving, the I-PACE Concept introduces big design changes and finds fresh expression for Jaguar's premium, personal touches and British craftsmanship.

Without an internal combustion engine and transmission tunnel to package, the I-PACE Concept's design brings the cabin forward, extends the wheelbase and shortens the overhangs. This enables the silhouette to become more aerodynamic and the haunches to develop more powerful proportions. It also enlarges the interior space and improves vehicle dynamics and visibility.

As a result, the Jaguar I-PACE Concept's profile has more in common with the C-X75 mid-engine supercar than conventional SUVs. Evidence is clear in the cab-forward proportions, the dynamic heart line, the curve of the front fenders, the powerful proportions of the rear haunches and the large, purposeful wheels. And yet the I-PACE Concept's overall footprint is as compact as conventional mid-sized SUVs'. The long, 2,990mm wheelbase creates a voluminous interior with a level of rear knee room usually only found in full-size SUVs and luxury saloons.

Side view

With its streamlined profile, sweeping lines, large wheels and muscular rear haunches, the I-PACE Concept represents a new generation of electric vehicles. Bringing together hallmarks of the Jaguar brand with new lines, made possible by the I-PACE Concept's state-of-the-art electric powertrain, creates a dynamic aesthetic that expresses its performance, innovation and style.

The long wheelbase and short overhangs enable a coupe-like roofline. The cabin sits low between sweeping fenders, creating a sense of movement and giving the body a fast, tapering waistline. The dynamic window lines further enhance the sports car looks. The cab-forward design is accentuated by the windscreen's fast angle and heavily curved glass, flowing down into a low bonnet that adds to the sense of supercar style.

The muscular wheel arches are sculpted around breathtaking 23-inch Nighthawk wheels in Technical Grey with Gloss Black inserts and a beautiful diamond-turned finish, which broadcast the I-PACE Concept's sense of purpose. Their dynamic intent is enhanced by bespoke 265/35/R23 tyres with a unique tread pattern. The powerful rear haunches add to the muscular stance, further enhancing its sports car-like poise.

Close work between the Design and Aerodynamics teams not only achieved a low drag coefficient for a vehicle of this class of 0.29 Cd, it also inspired a technological edge to the Concept's styling. Flush door handles reduce drag by only sliding out when activated. Aerodynamically optimised side skirts also blend form and function by channelling air more efficiently around the wheels.

Front view

The Jaguar I-PACE Concept exudes muscular performance. The low bonnet, flanked by curving wheel arches, combines sports car aesthetics with an SUV's presence. A broad, distinctive grille with a hexagonal grid in gloss black retains a key element of Jaguar design DNA while also providing aerodynamic benefits.

Airflow also passes through the C-X75-derived bonnet scoop, helping to reduce drag. Slimline full LED headlights with Jaguar's signature Double-J daytime running light motif further emphasise the vehicle's clean lines.

Rear view

The sharp styling of the Jaguar I-PACE Concept's rear provides a clear indication of the vehicle's dynamic potential and efficiency. A slender composite spoiler enhances the vehicle's sporting character as well as reducing lift at higher speeds without generating drag.

The fast-angled slope of the rear window is aerodynamic and uses an advanced hydrophobic glass coating to eliminate the visual clutter of a rear wiper. The line contrasts with the vehicle's squared-off end and extended rear three-quarter that project power and improve efficiency.

Relentless design optimisation ensures that form and function work together beautifully. The bold styling not only accentuates the vehicle's short rear overhang and prominent wheels, it also encourages air to cling longer to the vehicle, stabilising airflow at speed.

Ingenious rear vents not only provide a clever visual replacement for tailpipes, they also channel turbulent air from the rear wheel arches into the vehicle's wake. The I-PACE Concept's rear diffuser also contributes to the car's aerodynamic efficiency while also enhancing the vehicle's low-slung stance.

The LED tail lamps, while similar to those on other Jaguar models, square off the roundel graphic for an edgier and more technical look. A broad, high-mounted LED stop lamp is integrated invisibly beneath the spoiler, visible only when the driver brakes.


The five-seater Jaguar I-PACE Concept is a clear statement of Jaguar's plans for the production model with future-focused design pervading the open, spacious interior. It also showcases the blend of cutting-edge technologies and traditional materials that characterise Jaguar's vision for electric luxury.

The Jaguar I-PACE Concept also demonstrates just how much interior space Jaguar's cab-forward design and electric powertrain creates.

"Our brief was to create a spacious performance SUV that could comfortably carry five people. Otherwise we had a clean sheet of paper. To deliver this, we embraced the freedom that electrification offers designers. The electric powertrain and the cab-forward layout positions the driver further forward, increasing the space for row-two occupants. This also allows the 530-litre luggage compartment volume without compromising the dramatic silhouette." Ian Callum, Director of Design, Jaguar

The driver focus that typifies Jaguar cockpits is complemented by intuitive interface designs and advanced materials that demonstrate Jaguar craftsmanship in innovative new ways.

The driver and passengers sit lower than in conventional SUVs. The I-PACE Concept's slimline seats position the hips lower in relation to the heels. This 'Sports Command' driving position provides a sports car's sense of connection with the road.

The Jaguar I-PACE Concept's cab-forward position, low bonnet and short overhangs provide the driver with an exceptional view of the road and the vehicle's surroundings. A little like the Jaguar E-Type, the front wings beautifully frame the road ahead, enabling drivers to select the line through corners with confidence.

The interior's breadth and feeling of spaciousness is clear from the moment the door opens. Entering the I-PACE Concept, the driver can view the entire width of the flat floor through a cantilevered centre console, providing an immediate sense of the space the vehicle's innovative design has created.

The instrument panel is positioned low and its simple horizontal lines and minimalist switchgear help further emphasise the interior's size. The centre console cossets the driver, with two 'looping' metal struts beautifully framing the access to a stowage area under the control panel - a motif that will recur in other future Jaguars.

These struts also enable a tactile replacement to the traditional gear shifter. Buttons integrated into the strut enable the driver to reach down and select forward, neutral, park or reverse intuitively with a simple press of the thumb.

Throughout the Jaguar I-PACE Concept's interior Jaguar's careful selection of high quality, natural materials and its high standards of craftsmanship bring a pervasive sense of luxury and sustainability. The interior's finishes create rich textural contrasts. Windsor leather covers the front of the seats, laser-cut with Jaguar's signature lozenge motif, sewn with contrasting twin-needle stitching and edged with coloured carbon fibre trim. The seat backs are finished in Moonstone Alcantara.

The doors offer similarly tonal layering of aluminium, Alcantara and dark, unvarnished open pore walnut veneers. Fine details such as the audio speaker grilles are integrated into the door handle finishers and feature a jewel-like, 3D relief that also references Jaguar's lozenge motif.

A full-length panoramic glass roof extends the sweeping angle of the windscreen and floods the I-PACE Concept's interior with natural light. The glass integrates seamlessly into the interior thanks to a lozenge-patterned ceramic print that unites the roof with other interior surface finishes. At night, an array of LEDs embedded in the roof illuminate the patterned glass to create a stunning visual effect.


The Jaguar I-PACE Concept is very much a drivers' car but the interior has been painstakingly crafted to ensure that all occupants share the sense of being in something special - that's what being inside a Jaguar is all about. Luxurious, contemporary materials, perfectly executed surfaces and exquisite finishes are found throughout. Here are just some of them:
  • Touchscreen interfaces and tactile rotary controllers with a distinctive knurled metal finish reflect the vehicle's blend of cutting-edge technologies and traditional craftsmanship. The rotary controllers feature precision-milled aluminium encasing unique high-definition circular displays with variable haptics to help the driver differentiate between modes
  • Laser-etched detailing on the instrument panel's burl wood surface reads: "Lovingly crafted by Jaguar. Est. Coventry 1935". The beautifully-crafted GPS coordinates locate Jaguar's design studio - birthplace of the I-PACE Concept.
  • Jaguar's signature lozenge pattern has been applied onto the seat cushions using an innovative laser-cutting process. The same effect can be found on the pedals and the centre console's surround.
  • Labels with Jaguar paw prints are stitched into the seams of the seats for a playful accent and symbolise the warmth and wit unique to the Jaguar brand.
  • Jaguar's signature lozenge pattern is photo-etched onto the Meridian audio system speaker grilles integrated into the doors.

Jaguar's brief for the Jaguar I-PACE Concept was to create a performance SUV that is spacious, sporty and useable. The cab-forward layout creates unprecedented interior space that is far larger than is possible in vehicles powered by internal combustion.

With no engine bay and a battery pack that sits flat between the axles, the cab-forward design's long wheelbase and short overhangs enable a footprint of 4,680mm x 1,890mm and a long wheelbase of 2,990mm.

As a result, the Jaguar I-PACE Concept occupies less road space than a conventional mid-size SUV while offering more rear passenger space than some full-size SUVs and luxury saloons. The I-PACE Concept's second-row knee room of more than 70mm assures first class comfort for rear seat passengers.

"This is an uncompromised electric vehicle designed from a clean sheet of paper: we developed a new architecture and selected only the best technology available. The I-PACE Concept fully exploits the potential EVs can offer in space utilisation, driving pleasure and performance." Dr Wolfgang Ziebart, Technical Design Director, Jaguar Land Rover

With no transmission tunnel to accommodate, Jaguar designers used the free space to create an innovative 8-litre stowage area within the centre console. With the traditional gear shifter also absent, the I-PACE Concept instead has smart storage space for phones, keys and other small items.

Even with the Jaguar I-PACE Concept's raked rear glass, its 530-litre luggage compartment volume comfortably exceeds the space offered by traditional SUVs. The front luggage compartment under the hood offers an additional 28-litres.


The Jaguar I-PACE Concept introduces Jaguar's new intuitive 'flightdeck' approach for the controls interface. The design philosophy emphasises controls that fall ergonomically to hand and technology that promotes driver engagement.

The Jaguar I-PACE Concept's floating centre console is a key element in advances in Jaguar's cockpit ergonomics, utility and performance. The console rises to connect with the dashboard and ensconce the driver, and provides a level of mechanical connection with the vehicle by positioning gearshift functions on its metal struts.

Information is shared with the driver with elegant simplicity. Graphic elements of the human machine interface (HMI) have an editorial, monochromatic feel with a warmer, more human focus, mirroring current technology trends. Lighter font weights and the sparing use of colour allows on-screen information to breathe, improving communication and reducing the driver's information workload.

Touchscreens, intuitive rotary dials and multi-function buttons offer the perfect balance of tactile analogue controls and interactive digital interfaces, ensuring the driver's eyes need only follow the road, not their fingers.

The primary interface is a 12-inch TFT touchscreen blended seamlessly into the surface of the instrument panel.

A separate, 5.5-inch secondary touchscreen is paired with two laser etched aluminium rotaries that encase vibrant HD circular displays. This allows occupants to configure infotainment and climate whilst keeping full screen information on the 12-inch display above.

The Jaguar I-PACE Concept also features a configurable 12-inch HD virtual instrument cluster and a full-colour head-up display, ensuring that the driver is always presented with the information they need when and where they need it.

The Jaguar I-PACE Concept also introduces a new three-spoke steering wheel with multi-function capacitive switches. These remain invisible until illuminated, improving aesthetics and putting more functionality at the driver's fingertips. To make them more tactile, they also feature a 'micro-click' haptic when pressed.

Like the state-of-the-art InControl Touch Pro infotainment system offered in the current range of Jaguar vehicles, the I-PACE Concept's system is designed in-house around a powerful quad-core processor, a high-speed solid-state drive and the unequalled bandwidth of the ultra-fast Ethernet network - nothing else can transfer more data more quickly. Combined, they deliver exceptional performance, responsiveness and functionality.

Apps and connectivity

Just like the state-of-the-art infotainment systems in Jaguar's production cars, the I-PACE Concept features a Wi-Fi hotspot to enable occupants in every seat to stay connected and stream music, video and other data to their devices.

And, just like the production cars, I-PACE Concept also enables occupants to use apps on their iOS and Android smartphones through the vehicle's main touchscreen using InControl Apps. The range of apps, optimised for in-vehicle use to reduce driver distraction, is growing all the time and now includes a unique Spotify app which is the first to offer recommended playlists on the Spotify homescreen. Users can get personalised 'Just for You' playlists which contain recommended tracks, meaning less time is spent scrolling though menus searching for music.


The I-PACE Concept delivers the driver-focused performance and response Jaguar is renowned for. To deliver this, it has electric motors at the front and rear axles. Together these deliver 400PS and 700Nm of instant torque.

Electric all-wheel drive delivers all-surface, all-weather driveability. Response is immediate and the system provides exceptional control over the front and rear torque distribution, responding immediately to driver inputs, road conditions and vehicle characteristics.

"Electric motors provide immediate response with no lag, no gearshifts and no interruptions. Their superior torque delivery compared to internal combustion engines transforms the driving experience. With 700Nm and the traction benefits of all-wheel drive, the I-PACE Concept accelerates from 0-60mph in around four seconds." Ian Hoban, Vehicle Line Director, Jaguar Land Rover

The Jaguar I-PACE Concept's dynamics and responsiveness are further improved by the battery's ideal position beneath the floor and between the axles, which lowers the centre of gravity and reduces yaw inertia.

Jaguar Land Rover engineers designed and developed the synchronous, permanent magnet electric motors in-house to achieve the most compact design, greatest efficiency and maximum power density. They have an outer diameter of just 234mm and are only 500mm long.

Rather than the conventional, offset configuration which places the transmission in front of the motor, the I-PACE concept features a more space-efficient concentric layout, which contributes directly to the excellent ground clearance and spacious interior.

Electrification also enables greater comfort: by selecting a higher level of regenerative braking in stop-and-go traffic, for instance, the driver can drive with a single pedal, with no need to apply the brakes to halt the car.

To ensure drivers can enjoy and safely exploit the I-PACE Concept's performance in even the worst conditions, the inherent benefits of all-wheel drive are enhanced with Jaguar's unique state-of-the-art traction technologies, including All Surface Progress Control (ASPC) and Adaptive Surface Response (AdSR).


The Jaguar F-PACE set the class benchmark for its unrivalled balance of ride, handling and refinement and the I-PACE Concept will do the same. The sophisticated suspension design, the benefits of a low centre of gravity and incorporating all of the lessons learnt developing the F-TYPE and F-PACE will set the I-PACE Concept apart from all other electric vehicles.

The front suspension system is the same double-wishbone configuration proven in the F-TYPE and F-PACE because there is no better system.

"When you get behind the wheel, the driving experience reflects the I-PACE Concept's dynamic design. It's a true Jaguar and we will prove that a zero emission vehicle can be a true driver's car. We proved with the F-PACE that a performance crossover can deliver the agility, connected feel and ride quality you'd expect from a Jaguar. Now we're going to do the same with the I-PACE Concept: this will be the first electric vehicle developed for enthusiasts who love driving." Mike Cross, Chief Engineer of Vehicle Integrity, Jaguar Land Rover

The high camber stiffness afforded by the lightweight aluminium double wishbone design is fundamental to agility and responsiveness - lateral forces at the tyres' contact patches build very quickly, and the steering responds immediately and precisely to the driver's every input.

And because of the superior roll camber gain characteristics inherent in the double wishbone system, the tyres' contact patches are better maintained throughout the suspension's full range of movement, helping to optimising traction under all conditions.

Integral Link: tuned to perfection

Integral Link, proven in the XE and XF saloons and now the F-PACE, was the natural choice for the Jaguar I-PACE Concept's rear suspension. Its sophistication eclipses all other multilink rear suspension designs to offer an unrivalled balance of ride, handling and refinement. Integral Link enables chassis engineers to tune longitudinal and lateral stiffness independently. This means freedom to fully optimise comfort and dynamics attributes without the one compromising the other.

As a result, the bushes which manage longitudinal forces can be made softer and therefore the ride is smoother and impact absorption quieter. The bushes which manage lateral forces can be made stiffer for more precise handling and even greater responsiveness.

The Integral Link suspension is also extremely space-efficient. Combined with the compact rear electric motor, this contributes to the large luggage compartment volume and excellent ground clearance.


For most customers, the I-PACE Concept will be the first electric car they have owned. Research and innovations by the engineering and design teams have simplified the ownership experience and lowered the barriers to adoption. The electric motors, battery pack and management systems give the best possible performance and a useful range for most daily journeys.

The Jaguar I-PACE Concept's range is more than 500km on the European NEDC combined cycle and more than 220 miles on the US EPA cycle. With an average daily commute of 40-50km, most customers will need to charge the car just once a week. The battery can be charged at public charging stations, a dedicated wall box at home, or simply using conventional domestic power sockets.

Charging is easy and quick, with 80 per cent charge achieved in 90 minutes and 100 per cent in just over two hours using 50kW DC charging.

"Electric vehicles are inevitable - Jaguar will make them desirable. Zero emission cars are here to stay and the I-PACE Concept is at the cutting edge of the electric vehicle revolution. As the charging infrastructure continues to develop globally - and with enough range to mean most people would only need to charge once a week - cars like the I-PACE Concept will make drivers appreciate that an EV can be rewarding and practical enough to drive every day." Ian Hoban, Vehicle Line Director, Jaguar Land Rover

Energy storage in the I-PACE Concept is a liquid-cooled 90kWh lithium-ion battery pack, designed and developed in-house. The battery's housing is lightweight aluminium and forms an integral part of the Jaguar I-PACE Concept's body structure.

The battery uses pouch cells selected for their energy density, superior thermal performance due to lower internal resistance, and because of the design freedom they afford. And, unlike some competing cell formats, they also offer excellent future development potential, especially in terms of energy density - this will enable greater range for a given size of battery, or will deliver similar range to today but from a smaller, lighter pack.

The pack is liquid-cooled using a dedicated two-mode cooling circuit. In moderate ambient temperatures the battery improves efficiency by relying only on a radiator to remove the heat generated by the cells. At higher temperatures a chiller linked to the vehicle's main air conditioning system provides greater cooling capacity to keep the battery in optimum condition.

Energy efficiency is further enhanced by integrating a state-of-the-art heat pump into the climate control system. The heat pump is far more efficient than conventional electric heaters because it uses energy from the outside air to heat the cabin rather than relying solely on drawing current from the battery. As a result it can increase the I-PACE Concept's range by up to 50km, even in freezing winter conditions when most needed.


Jaguar has a proud heritage of motorsport success, winning the Le Mans 24 Hours sports car endurance race a remarkable seven times. Through competition, Jaguar has pioneered and evolved new technologies, from disc brakes to aerodynamic features.

The Formula E Championship now offers a proving ground for electric racing and performance engineering. The series takes place on street circuits in the world's biggest cities using standardised chassis and battery systems but allowing teams to compete with their own electric motors, control units and transmissions.

The championship will accelerate the development of future electric powertrains. Jaguar engineers will ensure those advances feed directly into its road car programmes.

"It is my belief that over the next five years we will see more changes in the automotive world than in the last three decades. The future is about being more connected and more sustainable; electrification and lightweight technologies are becoming more important than ever as urbanisation continues to increase. Formula E has recognised and reacted to these trends and the championship's exciting and pioneering approach is the perfect fit for our brand." Nick Rogers, Group Engineering Director, Jaguar Land Rover
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TopGear: 12 things we learned about the new Jaguar I-Pace

12 things we learned about the new Jaguar I-Pace | Top Gear

It’s that rare thing in the automotive world: all-new

The I-Pace is not a platform derivative, it’s a car fully optimised to exploit an EV architecture. JLR lured Dr Wolfgang Ziebart, a former BMW board member and JLR engineering director, out of retirement to oversee the programme. “We agreed very quickly that I would be working on an electric car,” he says, a little enigmatically. “In terms of well-to-wheel efficiency, the EV is about 70 per cent.” (He’s no hydrogen fuel cell fan: its overall efficiency, he insists, is about 30 per cent)

It should handle like a Jaguar

Jaguar’s engineers were obsessed with getting the centre of gravity as low as possible: the I-Pace’s is 120mm lower than the F-Pace’s. The frame that fits around the batteries also houses the cooling system, and has been designed to contribute to the vehicle’s overall torsional stiffness (it’s approximately 34 kilo-newton metres per degree). By reducing the centre of gravity, Jag’s guys weren’t fighting lots of body roll, which meant they could put the stiffness where they wanted it to be, without it becoming overly harsh. “I’m not worried at all, when it comes to tuning the car’s dynamics,” JLR CEO Dr Ralf Speth says. “You’ve met Mike Cross, haven’t you?”

It should ride like one, too

The I-Pace uses double wishbones upfront and the integral link set-up at the rear, which Jaguar is now very confident about tuning. Reckon on a 250kg extra mass for a battery car versus an equivalent ICE diesel vehicle. But if you get the mass in the right place, it can work in the car’s favour, not against it.

And go like one, for that matter...

The electric motors obviously deliver all their torque from zero. But, says vehicle line director Ian Hoban, “it’s what it does at 50 or 60mph on our handling track that’s amazing. It will be quick, and it will feel quick. And it turns-in beautifully.”

The I-Pace is just the start of Jaguar’s all-electric adventure

The full battery pack – the modules, the cooling system, the structure – weighs between 550 and 600kg. The I-Pace’s batteries are among the most energy dense, in terms of kW per kg, currently available. The pouch cells are also in the early phase of their development, so there’s more energy density to come and lots of potential. No-one’s talking about an I-Pace SVR just yet, but there’s certainly more to come from the batteries…

The I-Pace doesn’t get hot under the collar

Temperature is the battery engineer’s big challenge: warming them up or cooling them down. But Jaguar says that you can fire a higher current – a higher load, for higher performance – through the I-Pace’s batteries for longer without generating the sort of heat you would normally expect.

Range anxiety is dead, but it’s OK to still worry about the infrastructure

Charging time and charging infrastructure is the variable that now needs to be fixed, says Jaguar. Jag expects most of the I-Pace’s customers to have a 7kW wall box already installed, but a 50kW DC rapid charging point is likely to be the fastest charging medium by 2018 (that can charge up 80 per cent of the battery in 30 minutes depending on the battery in question). JLR is being cautious about this, because the car will be on sale within 18 months. But systems that can charge at 100kW already exist, so charging quickly isn’t likely to be a problem.

No such thing as a free lunch, but...

The I-Pace has a heat scavenger at the front of the car, so even in sub-zero conditions, it can scavenge temperature and get it back into the batteries. For every kilowatt it uses to do that, it can get 2.5kW of thermal energy into the batteries.

Forget the F-Type. Or the XJ

Jaguar expects this car to become central to the brand – possibly even the definitive Jaguar. It’s also going to get to market before their main rivals (just don’t mention Tesla, eh). A lot of energy has been expended on making every aspect of the car’s systems – the EDU, the structure that houses the battery, the integration – fully scaleable. In other words, expect various other Jaguar and Land Rover pure EVs before long.

The I-Pace is just the start of the revolution

The engineering is signed off – it was done virtually. Mechanical prototypes are now being evaluated. Emphasis will also be put on how Jaguar sells the car, and the readiness of its dealers to do so. The I-Pace will not be launched in the same way as a conventional car.

It won’t drive itself any time soon

“Autonomous technology is not mature yet,” Dr Speth insists.

It was inspired by David Bowie

During the I-Pace’s dazzling virtual reality launch in LA, the participants found themselves floating above the planet. Turns out that 1975 sci-fi movie classic The Man Who Fell To Earth, in which the late, great David Bowie played an alien stranded on Earth, was an influence on the whole I-Pace programme. “I wanted to call it the ‘car that fell to Earth’,” Jaguar design director - and huge Bowie fan - Ian Callum told “I certainly wanted to get that sort of feel into it.”
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Originally Posted by Yumcha View Post

IMHO looks production ready to me except for the front seats and rear seats. I love the current jag design language.
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Would you be able to elaborate on the "modifications" needed to get the j35a7 ody block oil jets to clear the j37 crank?
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We head to the streets of LA in Jag's Tesla-rivalling electric prototype

The Jaguar I-Pace doesn’t arrive until 2018, right?
You’re right, the production I-Pace isn’t revealed until the Geneva motor show in March next year, with first deliveries starting in the second half of 2018. But a year since the concept car was launched at the LA show, a production prototype (one of over 200 produced so far) is back in Hollywood to do some filming with one of the early “hand raisers” who placed a deposit for Jaguar’s first EV.

Ok, that explains the wrap, what else was covered up?
The whole of the interior, save for a dash, was overlaid with black cloth. Frustrating, yes, but it did add a certain secret testing authenticity to proceedings. We’re told the test engineers have completed over 1.5million miles in various I-Pace prototypes across all environments, from the freezing cold Arctic test centre at Arjeplog to the baking Nevada desert, via countless wet roundabouts and B-roads in the Midlands. There’s also no air conditioning.

Right, so it’s warm and wrapped up like a Christmas present. Couldn’t learn much from sitting in it surely?
We’re not normally big fans of the disguised vehicle passenger ride, but given the interest and buzz around Jaguar’s first EV, we’re prepared to bend the rules on this occasion. It’s a fascinating project. Plus, Jaguar seems to be leaving its traditional German rivals behind in the dash to take the fight to Tesla, by offering a practical, five-seat EV with stunning design and a real-world range. It deserves our attention.

So, what did you learn?
Jaguar won’t confirm any final specs ahead of the launch next year, so let’s start with what we know from the concept. The I-Pace uses a 90kWh lithium-ion battery featuring prismatic pouched cells which deliver greater efficiency and faster charging.

This battery sits at the bottom of the I-Pace (as we’re familiar with in the Tesla) and delivers 394bhp and 516lb ft of torque through the all-wheel-drive system – made possible by placing one motor on the front axle, and another on the rear. The concept promised a range in excess of 310 miles and a 0-60mph dash in under 4.0 seconds. On a 50kW rapid DC charge, charging the battery to 80 per cent takes 90 minutes.

What’s it like from the passenger seat?
Interior disguise aside, the first thing that strikes you is how airy and spacious the I-Pace is. Measuring in at 1.8m wide, 1.56m tall and with a wheelbase of 4.6m, the interior space and visibility is a strong point. It’s properly practical too: seating for five, a decent-sized boot (530 litres, though 120 down on the F-Pace), plus an additional 36 litres of storage at the front.

My driver for the trip around downtown Los Angeles is one of Jag’s senior electric vehicle engineers, Simon Patel. Simon has spent countless hours finessing the I-Pace, and is clearly very proud of his creation. We set off into the downtown melee, the I-Pace easing away with the effortless silence we’ve become familiar with from an EV. Our route takes us out onto the challenging LA streets, littered with surface changes, cracks, undulations and manhole covers.

All Jaguars look best on big wheels, and the same goes for the I-Pace – our test car is running on 22s. A few years ago anything riding on 22-inch rims would have been a recipe for back-breaking progress, let alone something carrying the mass of a 300+ mile EV, but the I-Pace rides over the worst that LA can throw at it with a beautiful compliance and solidity.

As the traffic clears and speed builds you become more aware of the noise this new kind of Jaguar creates as the motors and gearbox spool harder. It’s a futuristic, high-pitched but technical sound. Simon is particularly proud of the detail that went into creating it. “We spent a lot of time on the gear micro geometry and manufacturing process,” he says, “the way we press the gears ensures it delivers exactly the right sound, or no sound at all… We’ve worked across the frequencies to engineer different characteristics, because it has to have some character.”

An EV that sounds good? Really?
To his credit the noise of the I-Pace does build interest and character as the pace picks up. While my generation is pre-programmed to love the offset, syncopated rhythm of a V8, like it or loathe it, the character of e-motors is going to be a battleground of engagement for generations to come.

Beyond the ride quality and noise – or lack of it – this is a Jaguar, and performance has to be one of its touch points. For a while now, Tesla has been breaking the Internet with its giant-slaying capabilities (and Top Gear magazine readers will know we’re currently running a P90D with Ludicrous mode) but as Simon clogs it, the I-Pace delivers searing pace that my patented “butt-dyno” puts easily on a par with the P90D, possibly even up with the P100D.

Then, as the car tips into the corner it stays poised and level, the low centre of gravity aiding the dynamics. The fluidity of the suspension setup actually makes it feel more resolved than the Californian opposition. Question is, will Jaguar have its own version of the Ludicrous mode? “This is a Jaguar, performance will be available all of the time,” is Simon’s response.

And what about the way Tesla products are constantly updated – is this something Jaguar is looking at? “We won’t confirm or deny that, but let’s just say it would be advantageous to do so.”

There’s been work on how the torque is split front and rear, too. Simon admits to having spent a fair bit of time at the test track trying various front and rear bias ratios. “There’s a part of the test track that I like going around and you can get it sliding.”

So it’ll drift?
“Yep,” he confirms. “During testing, we’d sit with one of the engineers on his laptop changing the front to rear bias and you can just change the pitch you’re drifting at. The control you have with EVs is just mind blowing.” He smiles broadly. “Generally we optimise everything for efficiency and normal driving and then we have our Intelligent Drive Dynamics, which sits in the Powertrain Control Module and overrides the efficiency and can shift the torque front or rear as required”.

On that happy sideways note, we head back to our start point with the majority of the onlookers reaching for their camera phones as we silently glide by.

While there’s still some last minute fettling to do before its full reveal at the Geneva show, it’s a strong, practical and stylish rival to Tesla in a market that they have largely created and dominated. The I-Pace appears to be a proper rival to Musk’s products and should have the team at the Gigafactory looking over their shoulders from early next year.
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[QUOTE]Jaguar is reportedly working on a ‘SVR’ performance version of its new all-electric I-PACE SUV.

An executive for the British automaker now says that the electric SUV could be even quicker than Tesla’s next-gen Roadster, but they are not likely to deliver that because of concerns with making that kind of power available.

When Jaguar launched the I-PACE, it didn’t announce any performance or off-road versions, which the automaker generally calls SVR and SVX, but they have been rumored to be in the work.

In an interview with Autocar, Hanno Kirner, Executive Director of Corporate and Strategy at Jaguar Land Rover, wouldn’t confirm that the vehicle is coming:

“We have asked ourselves how you would ‘SVR’ an electric car. Yes, we can make it do 0-60mph in 1.8sec. It’s a good headline, but once you’ve done it once or twice, and lost your eyes in the back of their sockets, you might not want to do it again.”

0 to 60 mph in 1.8 seconds would be just quick enough to beat the record that Tesla aims to set with its next-generation Roadster.

Kirner expressed concerns with increasing the power and acceleration:
“You also have to make sure you can’t go too fast. I do worry that the instant torque and performance might be too much for untrained drivers. It may be that we have to impose some kind of restriction, so that the performance is limited until they have gone on a driving course or something.”
Instead, he said they could focus on handling performance by leveraging “I-Pace’s 50/50 weight distribution and dynamic set-up.”
Jaguar unveiled the I-PACE earlier this year with a 0-60 mph time of 4.5 seconds. The vehicle is expected to enter production later this year.
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About two dozen reporters this month drove a caravan of all-wheel-drive Jaguar I-Pace crossovers across a stream nearly 18 inches deep here, then up a steep, dusty mountain road, then around a Formula One racetrack, deep into triple-digit speeds — all without burning a drop of fuel.

Two days of driving the battery-electric I-Pace some 350 miles across southern Portugal convinced the nitpicky scribes that the new Jag has the chops to more than compete with Tesla and electric vehicles coming soon from Audi and Porsche.

With 240 miles available on a single charge, 394 silent hp and 512 pound-feet of torque providing acceleration to 60 mph in 4.5 seconds, the I-Pace performs more like a sports car than a five-passenger midsize luxury crossover. The looks are striking, it has a long list of standard luxury and safety features, and it arrives at dealerships in late August at a price starting at $70,495, including shipping — at least $10,205 below the least expensive Tesla Model X, the only other electric crossover available.

Combine all that with a national dealer network — which Tesla does not have — and the I-Pace looks like a LeBron James-style thunder dunk for Jaguar.

Except that it may not be.

Despite a showroom of fresh vehicles, Jaguar has faltered this year mostly because of the industry shift away from cars. But the 2-year-old F-Pace, Jag's first crossover, also has lost steam. And a fuel-system problem stunted the launch of the compact E-Pace crossover this year. So, if one thing is clear, it's that the I-Pace, good as it is, is no slam dunk.

Marketing conundrum

Jaguar Land Rover's toughest task — even more difficult than designing, engineering, testing and then getting the I-Pace to dealers ahead of the competition — will be marketing the vehicle.

"Jaguar knows how to design a stunning crossover," says Au-toPacific analyst Dave Sullivan, citing the success of the F-Pace, the fastest-selling vehicle in Jaguar's history. But "going all elec-tric has unique challenges for a company where the brand has not had to launch an EV before."

Says Sullivan: "Jaguar was at the bottom of J.D. Power's [2018 Initial Quality Study], and this is going to be their first EV. Jagu-ar doesn't have the same leeway with customers that Tesla has. Tesla customers might look the other way or chalk it up to Tesla being Tesla when it comes to quality problems, but Jaguar cus-tomers expect more from an established brand."

No matter how positive the test-drive reviews, JLR officials be-lieve, they can't duplicate the media fascination and consumer passion for Tesla and its products, and they don't plan to try. There won't be comparisons to the Model X in I-Pace ads or dealer communications.

"The EV market is in its infancy," says Stuart Schorr, JLR's U.S. vice president of communications. Schorr also manages JLR's U.S. advertising and retail and digital marketing communications.
There is no template — yet — for marketing mass-produced EVs. Tesla, which sells directly to consumers, doesn't play by the same rules as other automakers. And General Motors has expended very little effort marketing the Chevrolet Bolt nationally. What few Bolt ads have appeared generally have been market-specific.

JLR's strategy for selling the I-Pace is more akin to hand-to-hand combat than to saturation bombing. There will be no big, sustained national advertising blitz.

"Jaguar is still a small brand in comparison to Mercedes and BMW," says Schorr. "So, we are taking a smart approach to the market. It's a premium vehicle in a developing marketplace."

The battle to gain the attention of potential EV customers started with the media. The concept version of the I-Pace made its global debut in California, the world's largest EV market, in late 2016 at the Los Angeles Auto Show. Since then, the I-Pace has been on the global auto show circuit nonstop.

From March to mid-June this year, JLR spent millions of British pounds flying reporters from all over the world to Portugal to drive the I-Pace on the punishing course over twisty mountain roads. It was a huge operation for a company the size of JLR, involving nearly 700 reporters in 25 waves, at least 100 I-Paces and several hotels. A rotating phalanx of the company's top executives and dozens of staff shuttled in and out of Portugal for more than three months. The reviews started landing around this month.

Now come the dealers. This week in San Diego, JLR begins one of the biggest dealer sales training programs in the company's history. By the end of July, about 1,800 sales personnel will have learned how to communicate to customers on topics many have never addressed, including charging times and locations, local tax incentives, high-occupancy vehicle lane use and other unique aspects of EVs.

Stephanie Brinley, a principal automotive analyst at IHS Markit, says the I-Pace is arriving as interest in EVs is rising. She sees marketing challenges for Jaguar but also says it has advantages over Tesla. The I-Pace being a utility vehicle is critically important, says Brinley.

"People have not traditionally gone to Jaguar for an SUV, much less for a performance SUV with an electric propulsion system," Brinley says. "But in today's market, people are going to nearly any brand showrooms, often for SUVs. The I-Pace comes along with a known brand and terrific styling. It seems to have delivered largely on the 'and' proposition better than Tesla or EVs before it — it's an EV 'and' so much more. It is attractive for its own sake, regardless of propulsion system."

Early interest

Schorr won't say how many I-Paces JLR expects to sell in the U.S. Company officials don't think it will topple the F-Pace, Jaguar's volume leader, with about 1,200 sales per month. But some early breadcrumbs on the marketing trail show that the I-Pace at least has the potential to restore the roar in the car-heavy Jaguar brand, which is off 30 percent in sales in 2018 in the U.S., despite the fresh lineup.

More than 25,000 potential customers have asked Jaguar to send them regular updates and news on the I-Pace. There are preorders, Schorr says, but he won't say how many. Indeed, it's probably wise to avoid comparisons to Tesla's Model 3 introduction, where 325,000 people placed an order and a deposit in the first week.

"Jaguar is not the first brand people will think of when they think of an electric vehicle," says AutoPacific's Sullivan. But he, too, sees a few advantages it has over Tesla. "The I-Pace at least has the interior materials and design that looks like a luxury car. The same can't really be said about a Model X. The luxury brands are about to drop quite a few new vehicles into this space in the next 18 months. The one right thing that JLR did was pick a body style that consumers want."

Another positive sign is that two companies, Waymo and WeKnowGroup, have chosen the I-Pace for duties that will expose thousands of people to the vehicle. Waymo has committed to buying as many as 20,000 I-Paces for its fleet of self-driving cars. WeKnowGroup, a British transportation company, will buy 200 I-Paces and use them to ferry travelers to and from London's Heathrow Airport.

Schorr says JLR believes the I-Pace will help change lingering perceptions of Jaguar's old-world wood and leather interior past.

"What we've been doing the last five years is modernizing the Jaguar brand and introducing it to new customers," he says. "Now it's a brand that includes performance SUVs. We want to put this car in the context of the modern Jaguar brand, led by the F-Type as the sort of heart and soul. We think that I-Pace gives a bit of a shine on the overall Jaguar brand."

As for I-Pace marketing, Schorr says: "For EV enthusiasts who are well-read, I have no doubt they are aware of the vehicle."

Read more: Can Jaguar convert I-Pace interest into paying customers? Autoweek
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Jaguar plots ambitious aluminum recycling program.

Jaguar is trialing a scheme that sees aluminum taken from its old cars recycled to make components for new models.
The Reality programe is part of Jaguar Land Rover’s plan to develop a "closed-loop’ aluminum strategy whereby the lightweight metal from old vehicles would be re-used in next-generation models. Eventually, such a scheme could see the company dramatically reduce its need for new aluminium, as well as reduce carbon dioxide emissions.

The British brand has already reduced its manufacturing operation’s CO2 output by 46 percent per vehicle produced, and although the 180,000 tons of aluminum it consumes every year is small fry compared with the 80 million tons produced, it wants to cut its use of virgin aluminium.

At present, the Reality team is being tested on early, pre-production examples of the I-Pace, which have their batteries removed before being broken up and the metal sorted. Once it is separated out, the aluminium can then be melted down and turned into parts for new Jaguar Land Rover (JLR) models. Scientists at Brunel University then test the new components to ensure they are safe and strong enough to be used in car body panels.

Aluminium recycling is nothing new. It’s one of the most widely recycled metals on the planet, with around 75 percent of all the aluminium ever made still being in circulation, and Jaguar is already heavily involved. Since 2013, the company has given around 300,000 tonnes of old metal a new lease of life in its aluminium vehicle architecture. The XE sedan, for example, uses a "significant amount" of recycled aluminium in its body structure, and the car was also the first in the world to use aluminum alloy grade RC5754, which contains up to 75 percent recycled aluminium, in its body panels.

Eventually, JLR plans to use retired fleet cars to source its aluminium, recovering, de-polluting and shredding cars on an industrial scale. This, the Tata-owned firm says, would make the use of its own recycled metal viable for the business.

Gaëlle Guillaume, lead project manager for the Reality program at Jaguar Land Rover, said: “More than a million cars are crushed every year in the U.K. and this pioneering project affords us a real opportunity to give some of them a second life. Aluminium is a valuable material and a key component in our manufacturing process and as such we’re committed to ensuring our use of it is as responsible as possible."
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