Jaguar I-Pace vs Hyundai Santa Fe

What's the difference?

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.

So I asked at the beginning if the Hyundai Santa Fe FWD petrol offered enough for families looking for a large seven-seat SUV and the answer is: YES!

It's practical, has people-mover space and storage and is downright comfortable to drive. There's so much to like here.

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.

It's boxy and bold and you certainly won't mistake it for anything else on the road. That's both good and bad.

The front works beautifully; pairing a chunky and square aesthetic with cool H-shaped LED headlights (a running motif throughout the car). The front and sides look like the chiseled face of a Greek hero or the latest Romantasy crush, but the rear is just awkward. It's essentially just a big blank body panel and the only interesting thing about the back are the H-shaped tail lights.

Head inside and the interior is exactly the same as the base FWD hybrid variant - you get an interesting black and grey tartan fabric upholstery across the seats, and enough soft touchpoints scattered throughout to stop you looking too hard at the heavy use of plastics.

The dashboard shares similar chunky proportions with the exterior and you can see lots of H shapes in the air vents and panelling, so it flows pretty well inside.

The highlight is 100 per cent the large curved panel on the dash that houses the dual 12.3-inch displays. They look high-end and instantly lift the cabin from feeling 'basic'.

Joinery is flush, nothing rattles and there's an overwhelming sense of high-build quality inside. It's a cabin you'll be able to spend a lot of time in.

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.

I've said it before but I'll say it again. The cabin offers similar, if not the same, level of practicality of a people mover with passenger space and storage solutions.

In fact, Hyundai may have shot their other three-row SUV, the Palisade, in the foot here because I'm not sure why you'd now bother forking out an extra $13,800 on the base Elite grade over out test model. Not when each row will be comfortable for an adult and feature decent amenities.

With seats that don't sit too high and a 177mm ground clearance, the Santa Fe is an easy SUV to get in and out of, even for kids.

The front- and middle-row seats are the most comfortable when it comes to padding and under-thigh support. The powered drivers seat also offers adjustable lumbar support on top of the heat functions that both front seats get.

Storage is top-notch with lots of cubbies to choose from up front with dual gloveboxes, one that can fit a manual and one that will hold smaller items like a wallet, wet wipes etc.

The middle console is huge and has a removable shelf but is also shared with the middle row as the bottom pulls out into a storage drawer for them. This means you can cut out the middle man (AKA the parent) and have a handy place to put any roadie snacks.

The centre console features two phone cradles and a large shelf underneath that easily holds a handbag or Saturday night's takeaway.

There are a total of 12 cupholders (2/6/4) and four drink holders (one in each door storage bin) plus a sunglasses holder and map pockets on the back of the front seats. So, definitely spoiled for choice when it comes to individual storage.

The technology is easy to use and high-quality with display screens that feature crisp graphics and a responsive multimedia touchscreen. The system features wireless phone mirroring for Apple CarPlay and Android Auto, as well as Bluetooth connectivity.

Charging options are good throughout the car with six USB-C ports (2/2/2), and a 12-volt socket and wireless charging pad up front.

Rounding out the cabin is the large boot which offers 642L when the third row is stowed, and up to 1963L when just the front seats are in use.

The loading space is level but you still get a handy under-floor compartment for small items. And the full-size spare tyre and powered tailgate are always practical to have!

The Hyundai Santa Fe is offered in three grades, with the base- and mid-spec options now having the option of having a turbo-petrol engine or a self-charging hybrid powertrain.

Our test model is the front-wheel-drive base-petrol grade, which is priced from $53,000 before on-road costs. That makes it the most affordable variant in the Santa Fe line-up, being $2500 more affordable than the base FWD hybrid model.

This positions it in between its three-row large SUV rivals, the Kia Sorento S ($50,680) and even larger Nissan Pathfinder ST-L ($60,220). But the Sorento is still offered with a choice between V6 petrol engine and a four-cylinder turbo-diesel engine, which will entice some.

Our test model is incredibly well-equipped for a base variant and includes features like heated front seats, a powered driver's seat (with adjustable lumbar support), rear privacy glass and LED external lights.

There are great practical items like a full-size spare wheel, a powered tailgate, keyless entry/start, a 360-degree camera system, dual-zone climate control and tyre pressure monitoring.

Technology is also a standout with dual 12.3-inch displays taking centre stage, FM/AM and digital radio, wireless Apple CarPlay/ Android Auto, Hyundai 'Bluelink' app, over-the-air updates, Bluetooth connectivity, a wireless charging pad, six USB-C ports and two 12-volt sockets.

Bluelink connected car services brings features like ‘Automatic Collision Notification’ an emergency call (SOS) function, geo-fencing, valet, speed and time alerts and more.

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…

Our Santa Fe is the front-wheel-drive base variant, which features an eight-speed dual-clutch auto transmission and a 2.5-litre four-cylinder turbo-petrol engine that produces up to 206kW of power and 422Nm of torque.

Our model has a braked towing capacity of 2000kg, which is up from its hybrid siblings which can only tow up to 1650kg.

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.

The base petrol Santa Fe has an official combined fuel cycle usage of 9.3L/100km and 67L fuel tank, giving it a theoretical driving range of 740km, which isn’t as good as its hybrid siblings but still sufficient for the odd road trip.

After doing lots of open-roading this week and a good three days of city dwelling, my real-world usage has popped out at 8.7L/100km, which is a solid result for such a large SUV.

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.

The petrol engine definitely has more pep to it than the hybrid variants I've sampled. The power is responsive and you still feel like there’s heaps leftover when you have to overtake or get up a hill without any annoying engine whines.

The steering isn’t too heavy, despite the size of this car but turning off the lane-keeping aid will keep the on-road experience feeling smooth. Otherwise, you sort of ping-pong in your lane as the aid readjusts strongly.

All Santa Fes feel way more nimble than they have any right to in corners. You do get some roll, but our test model is sure-footed, even in heavy wet weather. 

The eight-speed dual-clutch auto transmission is smooth enough and you don’t get any annoying lags when you accelerate from a full stop, which is unusual for such a unit.

Ride comfort is pretty high as well, with suspension that feels forgiving over the worst of the bumps and a cabin that remains quiet, even at higher speeds. 

You have really great visibility in this model because of how big the windows are and the taller driving position helps as well. None of the pillars hindered my vision either from my driving position.

The Santa Fe well and truly fills out a car space and it was easy to see it in a car park because the butt hangs out a bit, but it’s still easy to park with its very clear 360-degree camera system and parking sensors at the front, side and rear. So while it is big, it doesn't feel big to park.

Overall, the petrol Santa Fe is an simple SUV to drive and will be a forgiving choice for lots of different driving styles.

All hybrid Hyundai Santa Fe variants are covered by a maximum five-star ANCAP safety rating from testing done in 2024, but the petrol variants are not, so our test model is currently unrated. It does feature 10 airbags, though, which is excellent for a family SUV and the curtain airbags extend to the third row.

The standard safety equipment includes blind-spot monitoring, LED daytime running lights, driver attention alert, leading vehicle departure alert, safe exit assist, rear occupant alert (first two rows only), rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert and a lane-keeping aid.

There's also lane following assist, traffic sign recognition, an intelligent seatbelt warning (first two rows only), adaptive cruise control (with start/stop), the 360-degree camera system and front, side, and rear parking sensors.

It's also nice to see the blind-spot monitor on the base model, which is a system that pops a video feed of your blind spot onto your dashboard.

However, some of the safety features, like the driver attention monitor and traffic sign recognition, can be intrusive to daily driving. If you could permanently disable the sound alert, it would be a lot more enjoyable to drive long term.

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.

The Santa Fe comes with a five-year/unlimited-kilometre warranty, which isn’t as good as some of its rivals, especially with Nissan now offering a 10-year warranty on its models, albeit conditional.

The pre-paid servicing plans are competitive, though, and the five-year plan averages just $481 per service.

Servicing intervals could get a bit annoying if you do a lot of kays every year as they're at every 12 months or 10,000km, whichever occurs first.

The Santa Fe petrol is a simple gal and enjoys 91RON unleaded petrol and is even E10 suitable.