Audi Sq6 E-Tron vs Jaguar I-Pace

What's the difference?

When it comes to a performance electric SUV, the Audi SQ6 e-tron is a fine example and showcases a masterclass in design. It drives and handles beautifully, even if it’s not as fun as I expected.

The technology looks amazing and I'm sure the little bumps we experienced will be ironed out with a software update.

The SQ6 will suit a smaller family best but the decent driving range and fast charging capabilities means regional families might like it too.

In the 1960s Jaguar used to promote its range as providing “grace, space and pace”. Nowadays, the I-Pace may as well also be known as the I-Grace and I-Space, because all three terms still ring true.

Jaguars were never cheap but the greatest hits felt like exceptional value because they were special. The same applies here. Five years might seem like an eternity, but age has not yet wearied the British luxury EV SUV nearly as much as you might imagine. Especially when optioned up as per our test vehicle.

Bereft of any post-modern brand baggage, the I-Pace remains a modern great. If only more buyers would catch on to that.

The SQ6 has a distinct look compared to the other mid-size SUVs in Audi’s stable with panelling that lacks some of the severe pleating of its cousins, instead incorporating swoopy lines and a more pronounced moulding around the base of the car.

The sporty S styling is seen in the large 21-inch alloy wheels and red calipers but the customisable light designs inside and out really make this stand out.

The interior is sumptuously styled with Nappa leather and suede upholstery and trims, and sports front seats, while the use of displays in the dashboard makes the SQ6 feel like a spaceship.

However, the main panel curves towards the driver and it still feels accessible and intimate for a cockpit. The cabin looks as expensive as what you’d want it to look like at this price point.

Five years on, from the bold cab-forward silhouette to the high-riding crossover proportions, the I-Pace is a distinctive and handsome machine, offering progressive, flowing aerodynamics that have as much to do with function as they do with form. This is an out and proud EV.

But there’s the rub. Perhaps the disappointing sales reception is down to it being too removed from what many consumers might expect a Jaguar to look like.

Grille-aside, there isn’t enough connection with stablemates like the woefully-underrated XE or F-Pace, while traditionalists – many of them Americans ­– wanting classic XJ or XK retro schtick are also plum out of luck. Cover the badge and the styling could be from any (forward-thinking) carmaker.  

Or maybe it’s because the I-Pace, whose body is 94 per cent aluminium to help offset the weight of the batteries, looks compact in photos, like a crossover hatchback, when in reality it is surprisingly large, belying its sleek styling by packing in plenty of space inside.

Speaking of which, let’s take a closer look.

The cabin's primary objective seems to be one of passenger comfort. Everything you touch feels soft under hand and while seat padding is on the firmer side, all but the rear middle seat is comfy on a longer journey because of their extra functions.

The rear-row back rest has two recline positions and the seat beds offer long under-thigh support. The middle seat bulges up, and coupled with the compromised legroom, it won't be a nice seat for an adult.

The front row offers the best legroom and there is enough space in the rear for my six foot three brother to squeeze into (somehow) but I wouldn't want to be in the rear for a longer journey if you're super tall.

Access is good for each row with wide door apertures and seats that aren't positioned too high. There will be no groans getting in and out of the SQ6.

Up front the glovebox and middle console shoulder most of the storage burden but there is a handy flip-down drawer at the driver's knee for a wallet and a centre console with the charging stuff but it is an awkward space that could have been better utilised. Things tend to move around in there if not secured.

In the rear there are a couple of net map pockets, storage bins and a total of four drink holders but that's about it. The other amenities back there soften the lack of storage options as you get directional air vents, climate control, heated outboard seats and a couple of USB-C ports.

The technology on a whole looks amazing and the touchscreen multimedia display is responsive and logically laid out. You'll be able to figure it out quickly and I like that important functions, like climate control, and shortcuts are pinned to the screen as it makes it easier to access them when on the go. The Audi voice assistant can be activated by 'Hey Audi' if you don't want to fiddle with screens on the road.

The wireless Apple CarPlay was simple to set up but at the beginning of the week it did tend to get booted whenever the climate or massage functions were activated. This was annoying as you'd have to reselect CarPlay and jump back into whatever app you were in and when you're using the Map app, it feels disjointed. However, this sorted itself out by the end of my week.

On the whole, all the screens and their functions are user friendly but there were a couple of gremlins that needed a car restart to fix. Randomly, my volume became useless and the touchpad/buttons on the steering wheel stopped working.

I do like a normal button over touchpad controls as I find them more responsive but the touchpad controls on the driver's door were really easy to use and I like the family-friendly option of being able to individually apply the child-lock to the rear doors.

Rounding out the cabin is the large 526L boot which offers a level loading space and the ability to adjust the height via the adaptive S air-suspension from buttons in the rear.

The rear row has a 40/20/40 split, which opens up storage options again and there is a deep under-floor storage pocket that houses the tyre repair kit. A handsfree-powered tailgate comes standard, which I always appreciate and the massive frunk (64L) takes care of all of the cable storage.

Yes, compared to the vast mega screens invading most new models of today, the I-Pace’s dashboard layout is looking, well, off the pace. On first glance at least, this is definitely a product of the previous decade.

But as far as design elegance and functionality are concerned, Jaguar seems to have created a timeless piece of crafted automotive interior architecture that – consequently – holds up very well.

Or, in other words, the I-Pace provides a welcome sanctuary away from the infuriating folly of today’s faddish, fiddly and infuriatingly distracting touchscreen interiors. Maybe some old-school XJ smarts live on in this EV after all.

Look past the dated dashboard design, and the cabin’s overriding impression is of solidity and quality. No cheap plastics or rough surfaces here, just restrained luxury.

While electronic displays with very-analogue-style dial options amid digital driving data take care of the instrumentation ahead of the driver, a modestly-sized touchscreen is set at a lower plain so as to not dazzle and distract the job of vehicle controlling with data-overload, while under that is smaller display for climate control. More on that later.

Part of the Pivo Pro multimedia system, that central touchscreen is switched on and ready for use before the ignition button is even pressed, for immediate action.

No delaying-tactic welcome fanfare as the system boots up as per almost every other carmaker’s set-up, either. Just instant gratification, ironically. This dash is starting to feel like a resto-mod, with all the latest tech behind that Boris-era façade. 

Plus, besides being fast, it is logically laid out and avoids confusing sub-menus. Nice swipey action, too. Some familiarisation is required at first, but the system makes sense. And if you need volume adjustability, you turn a physical knob. As the ergonomics lords intended. Easy.

Speaking of which, let’s get the sensible stuff out the way. Because it sits at near-SUV height, the I-Pace is easy to get in and out of as long as you’re aware of the swooping roofline out back. And you sit up high, affording excellent forward vision ahead.

Sinking yourself into the front seats, the Jaguar lives up to its old luxo-barge reputation in that they’re sumptuous yet firm in back-location and support, providing hours of comfort if required.

The driving position is superb, with ample adjustment and those thoughtfully-placed switchgear and controls coming into play.

Storage is ample, with deep door pockets, a sizeable centre console bin and even a secret cubby underneath the rear seat.

The Jaguar provides five USB outlets and two 12V sockets. And ventilation is as effective as you need it to be.

Problems? Pleasingly, our Graz-built Jaguar suffered from no breakages or squeaks. It is as well-screwed together as you’d expect from a luxury SUV, so there are no issues there to moan about.

However, rear vision is poor due to the tapering rear windows and shallow tailgate glass. In turn, the back-seat area can seem a bit dark and hemmed-in without the (optional) fixed glass roof.

The glove box is disappointingly shallow. And, though simple in execution, the climate control can be fiddly to figure out at first.

Of greater concern is the counter-intuitive transmission selection, since the ‘DNRP’ buttons are placed in descending order, putting ‘Drive’ up top and ‘Park’ down at the bottom.

On several occasions, ‘D’ was selected instead of ‘P’ or ‘R’, nearly leading to unintended forward acceleration into parked cars or walls directly ahead.

As mentioned earlier, our test HSE features the optional suede dash and pillar covers; along with the beautiful woven grey flannel-like trim on Alcantara-like seats, they add a distinctive classy ambience – and that’s something that translates out back, too.

While you wouldn’t call it a large wagon, it is more than sufficiently spacious for two adults, while middle-seat space is A-OK for smaller folk only as the ceiling tapers a bit too much for taller passengers. Legroom is exceptional, thanks in part to a stretchy near-3.0-metre wheelbase.

The bench seat itself does not slide or recline, but the 40/20/40-split backrest seems sufficiently angled for comfort and support, while the cushion is sprung enough not to lead to achy thighs, even for longer-legged occupants.

Amenities include rear-facing air vents, a centre armrest with two cupholders, two USB and a single 12V port, overhead grab-handles and reading lights, (quite shallow) door pockets, four coat hooks and some under-seat storage.

Further back, the Jaguar’s boot area is set up high, so requires some lifting to get heavier objects in, but the floor is long and flat, and the overall volume is quite practical. Capacity varies from 656 litres to 1453L with the backrests dropped. You can fit a 1797mm by 1244mm object in two-seater only mode.

There’s storage underneath for charging cables, as well as straps and hooks to secure loose items. And, as mentioned earlier, buyers can order a space-saver spare if the tyre-repair kit is undesirable. Note, too, that a sizeable ‘frunk’ front trunk is good for a couple of soft overnight bags.

Overall, then, equipped as our $180K HSE was, the I-Pace’s interior is likely to impress.

Unveiled for the 2021 model year elsewhere but finally released just this year in Australia, the updated I-Pace EV400 (denoting the maximum power output in braked horsepower) brings minor visual changes, but more important ones underneath, too.

Most noteworthy are a larger onboard charger (from 7.0kW to 11kW) to substantially increase charging times, an advanced new-from-the-ground-up multimedia system, improved climate control, better surround-view camera options including integration with the rear-view mirror (dubbed 'ClearSight') and wireless charging updates.

They help smother some of the Austrian-built Jaguar EV’s wrinkles against a growing army of fresher alternatives, including the EV6, Audi e-tron (soon to gain the Q8 prefix), BMW iX, Lexus RZ and Mercedes-Benz EQC.

Kicking off from $148,800 (all prices are before on-road costs), the ‘24MY’ (2024 model year) EV400 SE is the latest I-Pace’s opening gambit, though we’re testing the HSE flagship version from $165,600.

Both grades feature an electric motor on each axle for all-wheel drive, a 90kWh battery pack and Jaguar's R-Dynamic pack.

Standard features include LED automatic headlights, electric/heated door mirrors, flush exterior door handles, an acoustic and heat-deflecting windscreen, rain-sensing wipers, keyless entry/start, a rear-view camera, part-leather upholstery, front sports seats with electric adjustment and driver’s side memory plus adaptive cruise control with lane-assist.

There's also dual-zone climate control with remote cabin pre-conditioning, configurable ambient cabin lighting, electronic instrumentation, Bluetooth connectivity, Apple CarPlay/Android Auto compatibility, digital radio, wireless charging, over-the-air updates for the 'Pivo Pro' multimedia system, voice control, a public charging cable, perimeter alarm and three-year subscription to Secure Tracker car finder, a powered tailgate, a bicycle-carrier preparation kit, 20-inch alloy wheels and a tyre-repair kit.

There is no spare wheel fitted but a space-saver is available at extra cost.

Stumping up another $16,800 for the HSE nets you upgrades like leather trim, heated/cooled front seats, heated rear seats, suede headlining, fixed panoramic roof, animated indicators, approach lights in the exterior mirrors, a head-up display (HUD) and different wheels. 

On the safety front, both grades feature six airbags and a decent level of driver-assist technologies including autonomous emergency braking (AEB) as expected at this price point. More on those in the Safety section below.

Now, the I-Pace EV400 HSE R-Dynamic we tested was a 23MY model, which differs from the above in that it started from over $5000 less at $160,217, but isn’t as well equipped as the 24MY.

It also included a number of options that bumped the price up to a tad under $180,000, starting with the $5008 'Premium Black Pack', ushering in air suspension, a rear spoiler, black exterior trim highlights and 22-inch glossy black alloys.

Other goodies included a fixed panoramic roof ($3580), adaptive dampers ($2405), four-zone climate control ($1820), carbon-fibre trim finish ($1521), that ClearSight rear-view mirror ($1131), full-colour HUD ($1040), Privacy Glass ($845) and no-cost 'premium textile' (non-animal derived) upholstery.

The point is, to specify your I-Pace to what you see in our images, you’ll need to add nearly $20K to an already hefty starting price.

This is par-for-the-course for most premium brands, though paying extra for cupholders, a HUD and rear-seat climate control when some carmakers include them seems mean at these prices.

The SQ6 is a fully electric all-wheel drive and has two motors, one located on each axle. Together they produce up to 380kW of power and 580Nm of torque, which means this can do a 0-100km/h sprint in just 4.3 seconds when the launch control is activated.

There are three regenerative braking levels and a one-pedal mode which can be selected by sliding the gear-selector into 'B' otherwise the other two modes can be selected via the paddles on the steering wheel. You'll get the best efficiency when B is selected but it does take a beat to get used to and if you time your stops right, it can function as a proper one-pedal action.

Built around a standalone architecture with no internal combustion engine versions, the I-Pace EV400 is fitted with two permanent magnet synchronous electric motors – one above the front axle and one located on the rear axle. Each produces 150kW of power and 348Nm of torque, for a system output total of 294kW and 696Nm.

Tipping the scales at 2226kg, this means the EV400 has a power-to-weight ratio of a very healthy 132kW/tonne, helping this electric crossover cross the 100km/h marker in 4.8 seconds, on the way to a top speed of 200km/h.

With a single-speed transmission sending torque to a motor on each axle, the I-Pace has permanent all-wheel drive.

The I-Pace’s standard suspension is double wishbones and coils up front and an integral link independent set-up out back.

Nowadays, the standard wheel size in the SE is 245/50R20, though ours was fitted with 255/40R22 – along with air suspension and adaptive dampers. These profoundly alter ride comfort. Towing capacity is 750kg braked or unbraked.

Ground clearance is usually 174mm, but with the air suspension, that increases to a handy 241mm in its maximum height setting. At speeds over 105km/h I-Paces with air suspension drop a further 10mm to aid efficiency. Which brings us to…

The SQ6 has a lithium-ion battery with a large 100kW capacity and can accept up to 270kW on DC power, which is excellent. There are two Type 2 charging ports (on either side of the car) and one has a CCS enhancement which means you can charge this from 10 to 80 per cent capacity in as little as 21 minutes on a 270kW ultra-rapid DC charger.

It is more common to see a 50kW DC charger though and that charge time sits closer to an hour and 20 minutes.

On a home 7.4kW charger, you'll get the same percentage after 15 hours, perfect for an overnight recharge.

With a claimed WLTP driving range of up to 568km and energy consumption between 17.5 and 18.6kWh/100km, the daily commute and odd family road trip is more than covered with this model.

My average consumption popped out at 18.1kWh based on the trip computer and that’s a good result for how hard I’ve pushed it over country roads, in the city and on the highway. 

With a 400V architecture, the I-Pace EV400 has the charging capability of most EVs, but not the Hyundai Ioniq 5 and 6, Kia EV5, EV6 and EV9, Genesis GV60 and Porsche Taycan/Audi e-tron GT fraternal twins, which have an 800V capability.

Under the floor is a 90kWh lithium-ion battery, with a useable capacity of 84.7kWh.

For AC charging, it uses a Type2 connector with 11kW capacity, or for DC fast charging, it has a maximum 104kW capacity via a CCS port. Both are located in the left-hand-side mudguard.

Jaguar says the official combined average consumption is 23kWh/100km. Our car’s trip computer showed we averaged 24.2kWh/100km.

The WLTP range is 408km, or 446km under the more-lenient NEDC regime. Fully charged, our vehicle indicated 407km of range in normal mode and 415km in 'Eco' mode.

After 345km, our distance-to-empty read 14km, meaning we averaged a very reasonable 359km under absolutely normal urban conditions, with some freeway driving thrown in.

Using a 150kW DC fast charger, we added 200km of range in exactly 30 minutes. It cost us around $31.

For the record, AC charging from empty to full using a regular household socket will take nearly 44 hours, or 13.5hr and just 9.25hr if you have access to a 7kW or 11kW Wallbox, respectively.

Meanwhile, a 50kW DC fast charger needs 75 minutes to go from 10-80 per cent full, or 45 minutes with anything above a 105kW charger, as that’s the Jaguar’s maximum capacity.

Outside of the initial acceleration thrill, I have to say that the SQ6 sort of drives like a lot of the other Audi SUVs I’ve sampled. Which is fine because it’s dynamic and handles beautifully on the highway or city but it’s just not as fun as what I was hoping it would be. The power will satisfy everyone though. 

The different driving profiles and adaptive S air suspension really personalises the on-road experience when you want it and my favourite profile is Dynamic as the suspension and steering feels more performance focused, which I prefer. 

Ride comfort is up there with the best and you won’t really be bothered by the bumps in the road, even with the stiffer suspension, but road noise does creep in at higher speeds. 

The visibility all round is good despite thicker pillars but the rear visibility is narrow even before a car seat or passengers are back there. A digital rearview mirror would have been handy here. 

Just something interesting to note is that when you accelerate from a full stop, there can be a small lurch as if it’s rolled backwards or the brakes have held a tad too long. It’s so quick when it happens that it’s not annoying but it is noticeable in stop/start traffic.

The SQ6 is really simple to park and navigating small car parks feels like a dream. The dimensions are forgiving and the 360-degree camera system is top notch. 

One of the great EV questions is just how premium brands like Jaguar, BMW and Mercedes-Benz can justify their higher prices, when comparatively inexpensive alternatives from BYD, Hyundai and Kia rely on similar electric motor tech.

Indeed, a Tesla Model Y Performance offers the same acceleration and a higher top speed at nearly $100K under our EV400 HSE as tested.

But then you snuggle into that opulent cabin, buckle up, and realise that – just as the original XJ changed big luxury sedans forever back in ’68 with its sophistication and lush ride – the I-Pace still sets the tone for luxury EV SUVs.

Push the D button and – even in 'Comfort' mode – the Jaguar steps off the line briskly. A long-travel accelerator pedal tune disguises the fact that the EV400 is actually sensationally fast, as it swiftly yet silently streaks towards triple digits in no time at all, accompanied by a dull turbine-like drone.

Select 'Dynamic' mode, and the I-Pace’s performance lives up to both the make and model names, offering instant, pinned-back-in-your-seat thrust as well as ample muscle as it glides along.

Flex your right foot and you're already tailgating Mercedes AMG and BMW M-Sport SUVs in no time. Immediate, addictive speed.

A low centre of gravity; that double wishbone and multi-link suspension layout; near 50/50 weight distribution – we’re expecting something special here, and happily, the I-Pace as optioned up with air suspension, adaptive dampers and 22-inch wheels refuses to disappoint.

The sheer urgency from the twin electric motors is matched by reassuring grip and control, even over the rain-soaked hills we belted along.

Beautifully weighted steering, offering lots of road connection, adds to the sense of confidence and calm, as the Jaguar handles corners with a flat, contained composure.

It’s only when you’re really fanging it through tight and twisty turns that this EV SUV starts to feel its considerable mass.

Keep in mind that our HSE included the optional air suspension and adaptive dampers, because together they provide impressive suppleness and sweet isolation (in Comfort mode, obviously) to go with the I-Pace’s unassuming agility.

They allow for those oversized alloys to swell out the arches without resulting in a ruinous ride – something you’d get a taste of if you switch to Dynamic mode, where everything stiffens up noticeably.

Thus specified, we’d imagine the softness would be well off the scale on the standard 20-inch rubber.  

As tested, our HSE is one of the most enjoyable luxury SUVs to drive and travel in at speed, regardless of what sort of fuel you’re using.

Downsides? Around town, the limited side and rear vision mixed with the Jaguar’s two-metre width makes manoeuvring a little daunting at times.

The turning circle is on the larger side. And the traffic sign recognition tech is far from reliable and doesn’t work in concert with the adaptive cruise control so can’t automatically alter speed to what’s signposted.

Yet our biggest gripe is the lack of greater single-pedal braking when lifting off the throttle.

A set of paddles to alter the regeneration braking force as per Hyundai’s set-up would be appreciated.

This is one of the single biggest giveaways to the Jaguar’s advancing years.

Still, as a hushed, refined, comfortable and forcefully quick luxury EV SUV experience, the I-Pace, with the choice options as fitted, remains a fierce opponent against newer alternatives. Especially from behind the wheel.

Tested in 2018, the I-Pace scored a maximum five-star ANCAP crash-test rating.

It managed to do well in all four of the independent body's disciplines, especially so for occupant protection at 91 and 81 per cent for adults and children, respectively, while vulnerable road users (cyclists and pedestrians) fared worst with a still-adequate 73 per cent rating.

Six airbags are fitted (dual front, head/side front and head/side rear outboard occupants), along with a raft of driver-assist systems, including AEB, lane-alert, lane-assist, blind-spot monitoring, rear-collision monitor, rear-traffic monitor, adaptive cruise control with steering assist, driver fatigue monitor, tyre pressure monitors, emergency call out and traffic sign recognition with adaptive speed limiter tech.  

Note the AEB operates from 5.0km/h to 85km/h, and functions in day and night conditions in all cases including cyclists and pedestrians. The lane support systems operate from 50km/h to 180km/h.

Additionally, you’ll find anti-lock brakes with electronic brake-force distribution and brake-assist, as well as stability and traction controls.

Two outboard rear-seat ISOFIX latches are fitted, along with a trio of top-tether anchorage points for child seats.

No front occupant knee or centre-front airbags are fitted.

The SQ6 is covered by Audi’s five-year/unlimited kilometre warranty and the battery is covered by an eight-year or up to 160,000km warranty, which are all standard terms for the class.

Audi also offers six years of complimentary roadside assistance and a servicing program for six years that costs $2080, which is competitive, and servicing intervals are at every two years or 30,000km. 

Audi includes the installation of a 7.4kW AC home charger, three charging cables and a one-year Chargefox public charging subscription with this model.

The I-Pace is covered by an industry-average five-year/unlimited kilometre warranty, along with five years of roadside assistance.

Additionally, owners will enjoy five years/130,000km of free scheduled servicing. These are at 12 months or 26,000km.

Jaguar says the EV traction battery is covered by an eight-year/160,000km warranty, with a minimum of 70 per cent state of health.