Jaguar I-Pace vs Lexus UX

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.

The updated Lexus UX300h Luxury is a solid entry in the premium compact SUV segment. It doesn’t break new ground, and there are areas that could be improved, but it handles well, offers a thoughtful selection of amenities for a base-grade luxury model, and its compact size makes it easy to park almost anywhere. For buyers seeking a stylish, efficient, and practical hybrid with a luxury badge, it’s a dependable choice.

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 updated Lexus UX is technically a compact SUV, but it feels more like a hatchback that's taken a small dose of steroids. The facelift brings a sharper look with a stylised 3D spindle grille, new air intake vents, fresh 17-inch alloy wheels, updated daytime running lights and a full-width rear light bar. The sculpted bodywork still showcases Lexus’ signature origami-like panelling and, overall, it’s a handsome little thing. That said, the heavy use of black plastic moulding around the lower edges detracts from its premium appeal.

Inside, the cabin takes a more understated approach. Up front it feels premium-enough, with synthetic leather trims, soft-touchpoints and those high-tech dual 12.3-inch displays headlining the dash. Your eye moves smoothly across the layout without lingering too long on any single element, which adds to the sense of elegance.

Not everything feels top-tier, though. Hard plastics are still scattered throughout the cabin, and they’re especially noticeable in the back seat where the doors have very little in the way of a soft surface. Yes, this is the base grade, but in a car wearing a luxury badge, it’s something you notice more than you should.

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 UX is a compact SUV, so it's best not to expect a sprawling interior. The front row offers the best space and comfort, with wide door openings and a ground clearance that makes it easy to hop in without any grunts. The seats are comfortable enough on long drives, although some fatigue creeps in on the passenger side due to the lack of lumbar support. Both front seats are power-adjustable and heated, and with the steering wheel also adjusting electrically, it’s easy to dial in a good driving position.

Move to the rear seats, and space becomes noticeably tighter for adults. At 168cm, my knees press against the seat in front, and even my eight-year-old asked me to slide the passenger seat forward this week. That said, he’s been mostly comfortable thanks to the wide door openings, lightweight doors and well-padded seats.

My son did point out that the tall window sills make it hard to see out, which could be a deal breaker for younger passengers. There are three top tether anchor points, but fitting three child seats across is unrealistic.

Storage is on the slim side, but the dual-opening centre console is clever, and there are two cupholders and drink bottle holders up front. The rear row only gets a single map pocket and two cupholders. A few more cubbies for things like sunglasses or keys would be welcome, as the cabin can quickly feel cluttered if you’re not careful.

Technology is neatly integrated. The dual 12.3-inch displays look sharp with clear graphics, and the touchscreen is responsive. The updated operating system isn’t a big leap forward, but it’s easy to use and the wireless Apple CarPlay and Android Auto work seamlessly. There’s also sat nav, a wireless charging pad, four USB-C ports, a single USB-A port and a 12-volt socket for charging.

The boot looks modest at first glance, especially with the floor set in its highest position, but it still swallowed a big grocery shop with no fuss. Officially, capacity is 364 litres, which makes it the smallest compared to its nearest rivals, although the adjustable floor helps with taller items or creates a handy nook for smaller ones.

A bigger drawback is the lack of a spare tyre as you only get a repair kit. For city drivers that might be fine, but for those of us who live regionally or do longer trips, a spare tyre is a must-have. On the plus side, the powered tailgate with kick function is standard here, whereas rivals make you pay extra for it.

The new Lexus UX300h is offered in three grades, and the grade tested here is the entry-level Luxury, priced from $55,370 before on-road costs. That positions it right in the middle of its rivals, with the Audi Q2 35TFSI S starting at $49,400 and the Volvo XC40 kicking off from $56,990.

The Luxury grade brings a solid list of standard equipment. While it won’t blow your socks off, it does offer good value-for-money compared to its premium competitors where a lot of features have to be added for additional cost. Highlights include powered front seats with heat function, synthetic ‘NuLux’ leather upholstery and trims, dual 12.3-inch displays and a upgraded OS for the multimedia system. You’ll also find a 10-speaker sound system and seamless wireless phone mirroring for both Apple CarPlay and Android Auto.

Technology extends further with built-in satellite navigation, Bluetooth, digital radio, reversing camera, two USB-C ports in each row, plus a USB-A port, 12-volt socket and wireless charging pad up front.

Practical features like keyless entry and start, dual-zone climate control, dusk-sensing headlights, updated daytime running lights, rain-sensing wipers, electrically adjustable steering wheel and a powered tailgate with kick function.

A three-year complimentary membership to the Lexus Encore program rounds out the package. Members gain access to the Lexus Connected Services phone app where you can customise your driver profile and have access to a digital key but there are a range of benefits from supporting partners like Westfield and Ampol to enjoy as well.

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 UX300h Luxury runs a hybrid setup that pairs a 2.0-litre four-cylinder petrol engine with two small electric motors. Combined, the system produces 146kW of power, and it drives through an electronic continuously variable transmission (eCVT). This powertrain sees it outmuscle the old UX250h by 15kW.

On paper, those new outputs sit neatly in the middle of this segment. Out on the road, though, the hybrid assistance helps the UX feel a little more sprightly than the numbers suggest. The electric motors give it an eager step-off from traffic lights and smooth power delivery around town, while the petrol engine takes over when more effort is needed.

It's a good combination for a little car.

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.

Fuel efficiency is a real strength. Lexus claims 4.2L/100km on the combined cycle, which is impressive against petrol-only competitors. With a 43L tank, you’re looking at a theoretical driving range of over 1000km between fills.

In my week of mixed open-road and urban driving, I saw a real-world figure of 5.0L/100km, and that’s without holding back on using the available power, which makes the claim feel very achievable.

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 UX300h Luxury proves itself to be a versatile little SUV. It offers ample power with prompt acceleration, making it easy to confidently take a gap in traffic or keep pace on the open road. It feels like a solid all-rounder that balances everyday usability with just enough grunt when you need it.

There are three selectable drive modes, though in practice they don’t feel dramatically different. The hybrid system can sometimes sound a little flustered at times as it switches between the two components, but it doesn’t translate into anything unsettling from behind the wheel. The actual driving experience remains smooth and predictable.

Ride comfort is another strength. The suspension does a good job of soaking up small bumps, and unless you’re on the highway in torrential rain, the cabin stays impressively quiet.

Visibility is mostly good, although the A- and B-pillars can occasionally intrude from the driver’s seat. It’s never enough to be a deal breaker, but worth noting. Where the UX really shines is in tight spaces because its 10.4m turning circle and compact dimensions makes it stupidly easy to park. The reversing camera is clear, though for a car wearing a luxury badge, it feels like a missed opportunity not to include a 360-degree camera as standard.

The UX300h Luxury comes equipped with Lexus Safety System+, covering the essentials and more. Standard features include lane keeping aid, lane departure alert, adaptive cruise control, traffic sign recognition, blind-spot monitoring, front collision warning, rear cross-traffic alert, rear seat alert, safe exit assist, ISOFIX child seat mounts, three top tether anchor points and tyre pressure monitoring.

Dusk-sensing headlights, rain-sensing wipers, and the restyled LED daytime running lights further improve visibility and overall safety.

The UX has a maximum five-star ANCAP safety rating from testing conducted in 2019, scoring highly across all individual assessments. While the updated model hasn’t yet been re-tested under the latest criteria, its suite of standard safety technologies and solid crash history should offer some reassurance.

The UX has autonomous emergency braking (AEB) with pedestrian and cyclist detection and is operational from 10 - 180km/h but it is normal to see this begin from 5.0km/h on competitors.

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 UX300h Luxury comes with a five-year/unlimited kilometre warranty, which is comparable to its nearest rivals, although we’re seeing increasingly generous terms from mainstream brands.

Servicing is straightforward thanks to a five-year capped-price program, with each service costing $595. The intervals are well spaced at every 12 months or 15,000km, whichever comes first.

This grade also includes a three-year complimentary membership to the Lexus Encore program. Membership brings access to the Lexus Connected Services phone app, allowing you to customise your driver profile and even use a digital key. Beyond that, Encore members enjoy perks with supporting partners, including Westfield and Ampol.

There's around 40 official Lexus service centres located around Australia but you can make use of its sister brand's (Toyota) service centres if you're in a pinch.