Jaguar I-Pace vs Lexus LX600

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.

There's absolutely no doubting the new LX's off-road credentials, nor the fact that it takes luxury SUVs to new heights in the four-seat Ultra Luxury model. Do you need a massaging chair and a foot-stool to get to your camping site? Probably not, but globally, there's a distinct market for that sort of decadence.

Closer to the other end of the LX line-up, however, there's a fair bit of cross-over in price and luxury terms with the Lexus' close cousin, the Toyota LandCruiser 300 Series. That suggests there might be a LandCruiser that will do the same job for a little less money and, if that's the case, then the LX loses a little relevance, particularly the petrol-engined version here in Australia. Until, that is, you take into account buyers for whom the Lexus badge infers the bank-vault solidity and prestige that the brand has worked so hard to establish. Which is another way of saying; it all comes down to where you stand on the politics of envy.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

Perhaps the most left-field design element is the way the LX can, depending on trim level, be configured in terms of its seating. In the past, we’ve seen plenty of SUVs available with a choice of five- or seven-seat layouts, but the LX is the first time we’ve seen seating choices range from seven- to five- to four-seat layouts. If nothing else, it illustrates the breadth of applications a modern luxury SUV is expected to cover.

Those who use their four-wheel drive SUVs off-road will also note the shift back to six-stud wheel hubs. Toyota’s (and Lexus’) move to five-stud wheels a few years ago suddenly made the vehicle’s wheels incompatible with owner’s existing caravans and trailers.

The new LX has also become a committed subscriber to the engine-downsizing theory of modern vehicle design. While the previous model was available with a 4.5-litre turbo-diesel and a massive 5.7-litre petrol, the new engine capacities of 3.3 litres for the diesel and 3.5 litres for the petrol represent major philosophy changes. Both the new engines are now V6s, rather than the previous V8 layouts.

And to give the new car a James Bond moment, all models bar the entry-level version feature a fingerprint sensor to control the starter button function. Q would be pleased.

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.

The practicality of each variant of the new LX is dependent entirely on how many people you need to move. The base-model version has seven seats with a two-three-two layout, while the Sport Luxury and F Sport feature five conventional seats in two rows.

The Ultra Luxury’s four individual seats obviously make it the variant of choice for the buyer who doesn’t need the extra seats, but clearly limit its appeal for families. But if luxury is your aim, the rear passenger seat in particular is the one to be in as it can be configured to offer up to a metre of legroom and even features a footrest when the front passenger’s seat is moved all the way forward. Both rear seats are also heated and cooled and reclinable to an angle that NASA has calculated offers the maximum support for the human body.

Vents in the rear seat area allow for an air-shower (of cool air over the passengers) or an air-curtain (a blanket of warm air at shoulder height).

The seven-seat versions have a third row of seats that folds flat into the floor (a major improvement over the old fold-up third row) and the second row folds and tumbles into the footwell. There’s a 220-volt outlet in the luggage compartment, too.

Cargo space is slightly less than the old model, but with second and third row seats folded, the LX has cargo space of up to 1871L.

The single-piece tailgate of the new Lexus won’t win as many friends as the old, split tailgate design which formed an impromptu kitchen bench or covered picnic seat. But the single rubber seal of the new design may be an advantage in keeping dust out on outback roads.

Much has been made of the Toyota LandCruiser’s $90K starting price in LC300 form, so it will come as no surprise to learn the new LX is likewise bold when it comes to the sticker on the windscreen.

The range kicks off in seven-seat form with the entry level LX600 (petrol) and LX500d (diesel) priced at $152,300 and $148,800 respectively. Of course, at these price points, entry-level is a relative term, and the list of standard features is a long one, indeed.

Lexus has gone for a tech-heavy look and feel here, with a 12.3-inch main display, a 7.0-inch lower screen as well as 8.0-inch multi-function display screen and even a colour head-up display for the driver. Lexus’ latest generation multi-media system is used, but may require some familiarisation for some owners.

The entry-level car also gets 20-inch alloy wheels, heated and powered front seats, leather-accented upholstery, a premium 25-speaker stereo system, LED headlights and active height control of the suspension via hydraulically-adjustable dampers.

Lexus has also fitted 'Multi-Terrain Select' and 'Multi-Terrain Monitor 2' to allow for different types of terrain and grip conditions as well as giving the driver a 360-dgeree camera’s-eye view of the track and the vehicle crossing it.

If that’s not enough, Lexus also offers what it calls an 'Enhancement Pack' which adds 22-inch alloy wheels, a sunroof and a kick-sensor tailgate for an extra $5500.

The next step up the LX ladder is the Sports Luxury model with a price-tag of $165,800.

For the extra money, you get a premium leather covering for the seats, and the front seats become heated and ventilated. There’s also a heated steering wheel, a cool box (much appreciated in Australia) a split rear-seat entertainment system and specific trim including timber veneer.

The new F Sport is next and adds not just more equipment but more capacity to the car’s off-road aspirations. That’s down to a Torsen rear differential which is torque-sensing in the way it distributes drive to each rear tyre, as well as performance dampers at each corner.

Dark exterior accents and a mesh grille help justify the F sport’s sticker of $171,800, as do interior touches such as seats with extra bolstering and some aluminium trim accents.

Which brings us to the headline act, the Ultra Luxury, which represents a huge price jump to $210,800. As well as extra equipment such as a rear touchscreen for climate control, wireless device charging, the Ultra Luxury is designed as a vehicle where the owner is more likely to be in the rear seat rather than the driver’s seat.

A strict four-seater, the vehicle has a pair of plush rear bucket seats (Lexus calls them captain’s chairs) which recline a full 48 degrees and feature a massage function. The passenger’s rear seat even runs to an ottoman and the entire cabin is trimmed in plush, quilted leather. Surely, with this layout, Lexus has achieved peak oligarch.

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…

While the Toyota LandCruiser 300 Series is a diesel-only proposition, the Lexus LX takes a broader view of what its buyers will want in such a vehicle.

As a result, there’s a choice of petrol or diesel power for the LX range, with both engines covering all variants apart from one. To add weight to the theory that the Ultra Luxury model is for people for whom fuel costs really don’t matter, it’s available only as a petrol vehicle.

The turbo-diesel engine is the 3.3-litre V6 twin-turbo unit we see in the 300 Series. It’s unusual in that it uses hot-side-in technology where the exhaust system and turbochargers live inside the vee of the engine, rather than hanging off each side as is much more common. Lexus claims greater efficiency from this layout with less plumbing between the cylinder head and turbo units as well as a more compact design.

Outputs for the turbo-diesel are 227kW of power, with an impressive 700Nm of torque produced anywhere between 1600 and 2600rpm, which is where the engine will spend most of its operating life.

The petrol engine is also a V6 and also twin-turbocharged. It measures 3.5 litres and, again, features a design that allows a smaller capacity engine to exceed the outputs of the physically larger, previous model. To that extent, it makes 305kW of power and 650Nm of torque; both impressive figures.

There’s only one transmission available on the LX, and that’s a 10-speed conventional automatic. To compliment that rugged, ladder-chassis design, the LX also has a transfer-case with proper off-road gear ratios. This is what gives the vehicle its rock-crawling and river-crossing abilities, while permanent four-wheel drive and the Multi-Terrain Select system mean no-fuss operation.

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.

Much has been made of the new LandCruiser’s fuel-tank reduction to its new total of 110 litres. The LX follows suit with an 80-litre main tank and 30-litre auxiliary tank, but it’s worth remembering the improved efficiency of the new drivelines will maintain the range to a useful total. The base-model diesel version also misses out of the second tank for an 80-litre total.

Toyota claims a combined figure of 8.9 litres per 100km for the diesel and 12.1 litres for the petrol. On the open road, both variants will get pretty close to those targets (even though they’re a combined urban-highway figure) so the touring range remains useful and better than 1000km for the turbo-diesel with the twin tanks.

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.

Lexus surprised us a bit with its choice of test roads for the LX’s launch. As well as some twisty bitumen which might not, on the surface, have seemed the most LX-friendly terrain, the launch also threw in some steep if not otherwise too taxing off-road work.

The steep downhill section highlighted the fact that the LX has probably the best hill-descent control we’ve sampled. Not only is it simple to use with speed variation via the rotary knob that otherwise controls the drive modes, it’s also consistent and doesn’t stumble or lock-up wheels and bang brake calipers intermittently.

The second surprise was how well 2.6 tonnes of luxury off-road SUV handled the winding blacktop. It’s no performance-oriented SUV with its live rear axle and off-road-worthy suspension settings, but it can be hustled along in a pretty tidy manner if you concentrate and keep it flowing.

Beyond that, it was pretty civilised at everything else, too, and although it’s not a compact vehicle by any means, the cameras and sensors ensure that it’s not too much of a brain-teaser to park.

The LX seems to have slightly better noise suppression than the LandCruiser on which it’s based and the diesel version doesn’t seem quite as vocal under load. That said, it’s still very quiet and when rolling along at highway speeds and low engine revs, even the diesel is tomb-like in its silence.

But the petrol is next-level refined. There’s a small degree of engine raspiness when you rev the petrol V6 hard (and you won’t mistake it for a V8) but it’s a sophisticated soundtrack and, at a steady throttle, the petrol LX is even more silent.

The two engines have vastly different torque curves, but the 10-speed transmission is so on top of things that it can tailor its shift-pattern to make the absolute most of whatever torque and power are being produced. You can just feel the transmission holding a gear a little longer when the driver dials up max thrust, but in the interests of getting a heavy vehicle moving swiftly, using a clever transmission is the smart, modern way to do it.

Steering is a fraction light to be completely tactile, but that’s a function of the off-road abilities, and we’re pleased to report that the turning circle is very good given the exterior dimensions and makes tight city work much easier.

The shift paddles are, ironically, likely to be of most benefit when off-road and it’s here that the LX lays the SUV pretenders to waste. With low-ratio gears in the transfer case and that clever 10-speed, the LX will climb up some amazing places. It’s fair to say that, like all good off-roaders, you’ll run out of brave pills before the LX runs out of talent.

And while the suspension does a good job off-road, the live rear-axle and independent front suspension also combine pretty well on the blacktop. There’s some initial thump on pattery bumps that are felt more than heard. But as the bumps get bigger, the LX gets even better at dispatching them.

The variable ride height feels like air-suspension but is actually a clever hydraulic adjustment to the dampers to increase their length and, therefore jack the vehicle up for off-roading. Strangely, the ride seems to become a fraction firmer (and we mean a fraction) as the height cranks up, but most owners will never notice it.

What they will notice is the composure that the LX has in most settings. No, it’s not the fastest or tidiest handling SUV out there, but it’s well beyond good enough. And off-road? Very, very little is likely to touch it.

Lexus’ latest safety innovations have made it on to the new LX, and as well as the now-usual driver aids and passive safety gear, there are fitments such as an autonomous braking system that can identify cyclists in daylight hours and pedestrians any time of the day or night.

There’s also intersection turn-assist which minimizes the chances of a crash when turning across oncoming traffic, as well as emergency steering-assist to help with fast inputs in a crash-avoidance situation.

The adaptive cruise-control now also features curve-speed reduction if the car thinks a corner is being tackled at too high a velocity. Along with that is road-sign recognition, blind-spot monitoring, tyre-pressure monitoring, 10 airbags (12 in the Ultra Luxury) and Multi-Terrain Monitoring which allows for a transparent on-screen outline of the car, allowing the driver to see what’s around and even underneath the vehicle.

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.

Lexus Australia recently upgraded its factory warranty to five years/unlimited kilometres (up from three years). That’s better, but by no means a real advantage over most of its competition.

Capped price servicing is available at $595 per service for the first three years. The catch there is that servicing is every six months or 10,000km, an area in which Lexus trails its main competitors.