Fuel for electricity: jaguar f-pace and i-pace

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Jaguar F-pace and I-pace tested – is the I-pace the better F-pace??

The Jaguar range includes the I-pace EV400 and the F-pace P400, two fine SUVs with – of course – 400 hp. so it’s time to answer the question who offers more space, more power and more driving fun with the best possible efficiency in a direct comparison.

parking lot skilift halde on the L 1236, swabian alb. Comparison drive, vehicle change. The colleague gets out of the grim gray F-pace R-dynamic SE with a broad grin and shakes his head. "no chance – this one is good, steers precisely and is fast, but i can’t keep up with it. It’s like I’m on a staggering bus and you’re on an ICE train." he is right. It’s sensational to see how the I-pace sits so comfortably on the road, how it stoically negotiates bends with a minimum of sideways lean, and how it can reach speeds that were previously almost unheard of here, despite all the legalities.

The ingredients? 13 centimeters lower center of gravity than in the F-pace, sensitive steering, air suspension, 22-inch wheels. The fact that the E-jag, with an empty weight of 2.23 tons, weighs 150 kilos more, is irrelevant. Not even in the rain and at low temperatures, by the way. Of course, he sometimes understeers or oversteers, but he quickly understands what’s going on, pulls, pushes or brakes his way out of any predicament. but ESP should always be active.

Only during brisk braking maneuvers does it become clear how heavy the 4.68-meter SUV is and that braking systems in e-cars definitely take some getting used to. its brakes respond too tamely, and if you really want to go briskly from curve to curve, you have to step on the pedal a lot. The measured values themselves (35.6 meters from 100 km/h) are okay, and in some cases even better than those of the F-Pace, which despite its impressive braking system (380 millimeter discs at the front, 325 millimeters at the rear) decelerates less vehemently. Why you still trust it more? Because it can be dosed more finely and to the point.

Famous six-cylinder engine

The comparison of the two powertrains, which nominally have the same power output, is equally exciting. The I-pace is powered by two permanently excited synchronous engines, each rated at 147 kW – integrated low down and in a space-saving manner in the front and rear axles. The drive shafts run through the engines, their torque is 348 newton meters – per engine, of course.

Promising figures, but the F-pace holds up well. Its new in-line six-cylinder engine is a technical masterpiece: three liters of displacement, electrically driven compressor, twin-scroll supercharger, 550 nm of torque and, thanks to the belt starter generator, mildly hybridized as well. Thanks to its high traction, the rear-heavy all-wheel-drive vehicle gets off to a stormy start and impresses with its even and powerful power delivery. Not to mention the smooth running and excellent sound – regardless of the driving mode or engine speed.

But the big burner only gathers its 400 hp at 5 dB(A).500 km/h, whereas the same power and 696 newton meters of torque are already available at the start of the I-pace and it sprints away correspondingly faster. However, a look at the measured values shows that the P400 engine concept is well worth it: up to speeds of 30 and 60 km/h, the F-pace is only 0.1 and 0.3 seconds behind the I-pace. But then the first gear changes are made, and the e-jaguar purrs away. 100 km/h is reached after 4.9 seconds, 160 after 11.2 seconds (F-pace: 5.8 and 12.6 s). The only thing it can’t match is the 250 km/h of the gasoline-powered SUV, although 200 km/h is certainly high for an electric car.

Noticeable: the ZF automatic transmission in the F-pace is very rough when driving more rigidly. It appreciates downshifts from high speeds all the more. The I-pace only has one recuperation level (0.4 g braking force), which can only be activated in a cumbersome manner via the touchscreen rather than the steering wheel paddle.

The energy storage tank is quickly empty

Also less grandiose: power consumption, range and charging times. Test consumption is 32.2 kwh, net capacity 85 kwh. So after just 300 kilometers of driving, the I-pace is already on the power cord at. eleven kW of charging power must suffice via onboard charger. The jaguar, which is manufactured by magna steyr in graz, can be charged at a fast charging station with up to 100 kW. Not much for an SUV with 432 pouch cells in the underbody. 35 minutes should be allowed for a 20-80 percent fill-up under good conditions.

Free gas pumps are quickly found thanks to a competent navigation system that even shows the expected electricity costs. In general, by the way, the new pivi pro infotainment installed in both SUVs is a fine device – large screen, intuitive operation, clear map display, two SIM cards, interfaces for two cell phones, wifi and more. Power flow, battery status and consumption are also very clearly displayed by pivi pro.

The six-cylinder engine in the F-pace consumes an average of eleven liters and impresses with a test consumption of just 8.5 l/100 km on the 275-kilometer eco lap – not bad figures for an all-wheel-drive SUV with this kind of power. Because the fuel tank has a capacity of 83 liters, the range is close to 1.000 kilometers not far away with a relaxed driving style. And of course the F-pace is quickly ready to drive again. We set a standard time of eight minutes. Accordingly, it scores points here.

The P400’s carbon dioxide emissions, on the other hand, look lousy: 256 grams to 129 grams. Or in hard points: five for the F-pace, 37 for jaguar’s first e-car – a massive lead. Whereby we note here that we do not take into account the effort for battery production and durability. Jaguar grants a warranty of eight years or 160.000 kilometers to a battery performance of 70 percent. as recently as april, jaguar land rover invested $20 million in battery resourcers, a start-up company that recycles old batteries.

Driving comfort that convinces

The two jaguars are surprisingly similar in terms of suspension comfort. The SUVs handle even rough uneven surfaces smoothly, with limited body movement. The I-pace also rolls even more smoothly at low speeds than its long-legged counterpart. However, the comfort plus in the e-car costs extra again, because the minimum 77.300 euro test car has the optional air suspension with additional adaptive control on board (2.938 euro). Then there are the massive 22-inch rollers (255/40 R 22), for which jaguar charges a totally immodest 5.500 euros charged. With the F-pace R-dynamic SE for 80.450 euros, the adaptive dampers and the big wheels are included in the price, but there’s no air suspension. Accordingly, the SUVs are priced close to each other.

Now let’s check out the inner workings of the two. The differences in material quality and space for the passengers are minimal and partly due to the different configurations. The I-pace comes with cozy sport seats, while the driver and passenger of the F-pace are accommodated in performance seats that offer good side support, but are not as comfortable. Here as well as there, they are subject to an additional charge, whereby the furniture in the I-pace, which is upholstered with vegan materials, is around 2.is calculated 000 euro more expensive.

Jaguar F-Pace P400, Jaguar I-Pace EV400, exterior

Although both jaguars belong to upscale SUV society, they are surprisingly utilitarian. Two-piece backrests, cargo rails and luggage safety nets are no longer a matter of course in this segment. The F-pace even has space under the load floor for its luggage cover and could tow trailers weighing up to 2.4 tons. More luggage (with the backrests up) can be carried by the I-pace. And don’t forget the 27-liter storage space in the front as the perfect place to stow your charging cables. The cookie is located in the front left.

The I-pace is more economical

That still leaves the cost check, but there’s not much to clarify there. As mentioned, the I-pace is basically more expensive than the better-equipped F-pace, but the government subsidy (7.975 euros) more than compensates for the extra price. If you then take the energy costs alone – fictitiously calculated to 100.000 kilometers (fuel: 1.66 euros, electricity: 0.31 euros), the I-pace costs around 6 euros per kilometer over this distance.000 euro cheaper. And that’s how it secures the victory for itself.

At the end of each insurance year, you have the option to cancel your motor vehicle contract. At the latest at this point, every car owner gets the chance to choose a cheaper insurance policy. What you should bear in mind when changing your insurance policy?

With the right car insurance, you can protect yourself and your vehicle from unpleasant damage.

A great many Germans often pay too much for their current vehicle insurance. the premiums increase every year, as shown by the figures of the german insurance association. With almost 27 billion euros in premium payments in 2017, motor insurance is by far the largest category in property and casualty insurance.

In this country, every car owner is obliged to take out motor vehicle liability insurance. The German Federal Motor Transport Authority (Kraftfahrt-Bundesamt). January 2018 a total of 63.7 million registered vehicles registered in germany. This means an increase of 1.1 million compared to the previous year. With so many potential customers, car insurance companies are constantly trying to attract car owners with their rates.

the insurance premiums paid by a car owner depend on the vehicle, the place of residence, possible claims history and other parameters. How to save costs? Many motorists can take advantage of attractive discounts by making a comparison and switching car insurance in a targeted manner. Before making the switch, drivers should find out in detail about the rates of competing providers. It’s worth doing some research, because you can save up to 85% on premiums or up to 850 euros a year if you switch.

When is the right time to change?

To get out of your old insurance policy in time, you need to know the deadline for cancelling it. As a rule, the end of the calendar year is decisive, with a usual cancellation period of one month. The written notice of cancellation must therefore at the latest by 30. November present at the insurer. If this deadline falls on a weekend day, most providers will then also accept the late receipt on the 1st working day of the month. Or 2. December. Sure is however rather the last friday before.

But you shouldn’t rely on that: some car insurance policies are not based on the current calendar year, but rather on the date of conclusion of the contract. Therefore, please study your insurance policy carefully before you embark on the 30.11. Leaving.

You can save money by switching to a different vehicle insurer in good time.

Special termination rights

Under certain conditions, it is also possible to change car insurance outside the regular cancellation period. Then so-called special termination rights will come into force: when the insurer increases its premium rates or after a claim subject to insurance on the vehicle, irrespective of whether or not the damage was settled without major problems. Also when selling your own vehicle or changing vehicles if this case occurs.

Under these special conditions, the cancellation period is also one month from the receipt of a premium increase or from the loss adjustment notice from the insurer.

Consider all important criteria when switching

Independent comparison portals allow car owners to find the most favorable conditions for certain personal characteristics (second cars, home owners) and occupational groups. However, some criteria apply in any case, even if you change to another insurance company. So the current no-claims class is included in the new contract.
(the percentages in the individual damage-free classes can differ by up to 5 points).)

Only a metal defect or a major repair? After a claim on the vehicle, many details determine the future no-claims class.

Every fall, around two million drivers change their insurance coverage. When switching, however, it is not only the premium rates that should be considered, but also the corresponding benefits. Often, the rates are only so low because they offer correspondingly lower services. Which type of insurance is the right one and what should you pay special attention to?? This applies above all to the question of whether compulsory liability insurance is sufficient or whether partial or fully comprehensive insurance offers better protection.

It always depends on which vehicle class and which vehicle type you base your selection on.

there is a lot of criticism on the internet for the new front of the skoda octavia. photos:daimler, skoda photo:

Design is now the number one reason for buying a car. A mistake can take its toll – once with the mercedes e-class, now also with the new skoda octavia?

Stuttgart – comparisons with mercedes are often flattering for skoda. Time and time again, car testers have certified that the Czech VW subsidiary’s top models come close to the brand with the star. Recently, however, customers have also drawn a negative parallel: like the stuttgart carmakers a few years ago, the carmakers from mladaboleslaw are in the process of jeopardizing the success of their most important model through a design error. What mercedes has achieved with the e-class, skoda is now possibly on the verge of with the octaviabe.

The reason for this is the extensive overhaul of the popular family car, the third generation of which will be rolling into dealerships at the beginning of next year. the first official photos of the facelift were published at the end of october. They show a linienfuhrung, which according to skoda "further powerfully tightened", especially in front. The most striking difference: where there used to be two continuous headlights, there are now two divided ones that form "a four-eyed face with a crystalline look". The brand logo with the winged arrow now has "even more presence," enthuse the PR copywriters, and the entire front looks "more powerful, more characteristic and broader. Refreshed in this way, the best-seller, "the heart of the brand," will continue its successful journey.

"this is a grab in the toilet bowl"

But the enthusiasm of the marketing people is not shared by many skoda customers. On their facebook page and in other internet forums, the czechs mostly receive praise for the technical improvements or the redesign of the interior, but the new "face" of the octavia is mostly met with vehement rejection. Fans of the brand were appalled at how "a beautiful car could be disfigured in such a way". The new front looks "tinkered with" and "just ugly," and the twin lights don’t look right at all. The designers have thus "succeeded in reaching into the toilet bowl". The poor dealers who will soon have to sell "the monster" are to be pitied.

Again and again, critics felt reminded of the former e-class. Years ago, mercedes made a mistake with a completely similar front – and promptly corrected it. What was hailed there as a "progressive design language with clearly defined signatures" was less popular with customers. The company was not happy with it either, sales were disappointing. After just four years, the e-class was completely overhauled at a cost of allegedly one billion euros. From then on, the front was once again adorned with two headlights, and the customers who had been confused came back.

Automakers under pressure to update models

The case shows how important vehicle design is for the success of a car model. For several years now, it has been "the number one reason for buying," says lutz Fugener, professor of transportation design at the university of pforzheim; before that, it was passive safety. For the designers, this is a great success; they have "clearly improved in quality" in recent years, says Fugener. But the shift also has to do with the fact that there have been hardly any changes to the basic concept of passenger cars for years. one exception is the smart with its own space solution; the hybrid technology is not visible from the outside. This way, customers can sell "the smallest changes as sensational innovations". In the case of Tesla’s electric cars, on the other hand, no one is talking about the lights.

The dominance of design puts pressure on carmakers. "The logic of marketing constantly demands new models," says Fugener. With largely identical technology, the manufacturers had to differentiate themselves somehow: "You can’t just leave a good car as it is."Only rarely does a manufacturer dare to break through these self-imposed constraints – as in the case of the current VW bus with its "timeless design. Only a few details were changed in the latest changeover, and rightly so in his view, says the professor.

Skoda and professor optimistic

Many skoda customers also complained that the shell of the octavia would have been better left unchanged. It was not without reason that the work of the much-praised head of design jozef kaban won a number of awards, including the prestigious red dot award three times alone. But the german headquarters in weiterstadt near darmstadt defends the "further development" under kaban’s direction. A spokesman confirms that the new face is the subject of "very intensive discussion" on the web. It’s being watched carefully and taken "very seriously". ÄThere have already been similarly strong reactions to earlier facelifts, such as the second generation of the octavia or the yeti; there, too, the issue was the shape of the headlights. Both vehicles would have later "seamlessly continued the success of their predecessors". The company is very confident that this will also be the case with the new octavia – especially once customers have had a chance to see it for themselves. By no means, the spokesman emphasizes, is the front end based on the former e-class, as there are considerable differences between the two.

pforzheim design expert lutz Fugener encourages skoda. He personally finds "the four-eye solution also takes a little getting used to, but not unfamiliar". Unfortunately, the massive frame of the radiator grille prevents the inner headlights from forming a unit with the grille. However, the professor warns that the shitstorm on the internet should not be overestimated. Criticism is quick to be voiced these days, but hardly anyone likes the new face. In the end, it’s the buying decision that counts – and here he dares to make a prediction: "it will sell better than its predecessor."

Jaguar F-pace and I-pace tested – is the I-pace the better F-pace??

Famous six-cylinder engine

The energy storage tank is quickly empty

Driving comfort that convinces

The I-pace is more economical

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