Lexus LX500D vs Jaguar I-Pace

What's the difference?

The Lexus LX550d Overtrail holds plenty of appeal for those who’d like to bookend a work week of refined daily driving with a weekend of fun and adventure undertaken in style.

With a full complement of standard features, as well as offering premium comfort and understated design, the Overtrail makes a lot of sense as a potential purchase.

It’s luxurious on the road, capable off-road and the Overtrail holds up quite well if cross-shopped against the likes of Land Rover Defender, Toyota LandCruiser 300 or Nissan Patrol.

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 LX500d Overtrail is 5100mm long (with a 2850mm wheelbase), 1990mm wide, and 1895mm high. It has a listed kerb weight of 2690kg.

It has an almost straight-up-and-down, old-school appearance, and leans more towards the retro-cool end of the design spectrum rather than the sleek end – and that styling, which is THE Overtrail look based on the GX Overtrail, works.

Adding to this 4WD wagon’s overall large-and-in-charge presence are its big front grille, bulging wing mirrors, side steps and those all-terrain tyres.

The Overtrail has black exterior touches (door handles and mirrors, window mouldings, wheel-arch trims), black front and rear bumpers, and bridge-type roof rails that top off its rugged look and further set it apart from its LX stablemates.

There are a lot more identifiably-Lexus, premium-style touches going on inside the Overtrail, including Overtrail-specific premium leather-accented front seats with Monolith colour stitching, Ash Sumi Black ornamentation, a plethora of soft-touch surfaces and a helpful does of durable plastic.

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.

Overall, the interior is functional, the build quality is impressive and this is a Lexus so, of course, there are lashings of prestige.

For starters, the seats are comfortable. The 2026 Lexus LX500d Overtrail has a 10-way power-adjustable driver’s seat, and an eight-way power-adjustable front passenger seat and both have four-way Lumbar power adjustment and massager.

The second-row seats in this five-seater are in a 60:40 split folding configuration and are also on the right side of comfortable, which is not always necessarily the case in a 4WD wagon.

The 12.3-inch multimedia touchscreen system dominates the upfront layout and shows navigation, your smartphone desktop, reversing camera view, etc and when off-roading it displays multi-terrain monitor showing the road surface and other conditions.

Underneath that main screen is a 7.0-inch touch display that displays drive modes, adaptive variable suspension, air-conditioning controls and the like.

Both are easy enough to use without hassle.

The driver also gets a head-up display, projected onto the windscreen right in front of the driver, but say hoo-roo to that info once you’ve donned polarised sunnies.

The Overtrail has a powered sunroof/moon roof, whatever you want to call it.

It has plenty of charge points – including two USB-Cs upfront and two for the second-row passengers, and a wireless phone charging pad in front of the cooled centre console – and there are 12-volt outlets front and rear, and a 220V outlet in the rear cargo area.

There are numerous cupholders – upfront and in the second-row armrest – and bottle holders in the doors.

The five-seater Overtrail’s rear cargo area has a 220V/100W socket (to run camp lights, fridge etc), a cargo blind, tie-down points and cup holders on both sides, left over from the seven-seat layout.

Rear cargo space is listed as 1109L with all seats in use, and cargo space is 1960 litres if the second row is folded down.

The rear tailgate is powered and lifts to open rather than swings to the side as the barndoor-style doors do.

Minor gripe: You’d think with the amount of cash you spend on an Overtrail that Lexus would equip the off-road-focused LX with rubber floor mats because its interior should be ready to cop more than its fair share of dirt, sand and mud during its driving days.

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.

Our test vehicle has a 3.3-litre turbo-diesel engine – producing 227kW at 4000rpm and 700Nm at 1600-2600rpm – a 10-speed automatic transmission and a full-time 4WD system.

This is a big wagon so it takes some encouragement to get going off the mark – it is sluggish rather than zippy around town – but once underway on an open road, especially on a highway, it punts along nicely.

I drove the seven-seater Lexus LX600 Sports Luxury – with a 3.5-litre petrol engine (305kW and 650Nm) – immediately after this test and – with the same dimensions, but 10kg lighter than the Overtrail – it’s more punchy off the mark.

The Lexus LX500d Overtrail has a variety of drive modes including Custom, Comfort, Eco, Normal and Sport S and Sport S+ for on-road driving.

It has front and rear locking diffs, and Multi-Terrain Select (MTS) drive modes for off-roading. Those modes include Auto, Sand, Mud and Rock. Each off-road driving mode adjusts throttle response, transmission shift patterns, wheel-slip control, engine power delivery and braking to best suit the specified terrain.

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…

Official fuel consumption is listed as 8.9L/100km (on a combined cycle), but on this test, I recorded 12.8L/100km.

The Overtrail has 110L fuel capacity (80L main tank, 30L sub tank) so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 860km from a full tank.

However, as with any vehicle, once you’ve loaded it with real-world burdens (e.g kids, dogs, camping gear etc) you’ll soon see fuel-use figures increase.

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.

On-road, the Overtrail is impressive: refined, comfortable, unstressed and it offers up controlled ride and handling.

The Overtrail sits nicely on sealed road surfaces – it has a wide wheel track and long wheelbase – and it maintains that composed posture even on gravel or dirt tracks.

It does exhibit some body-roll when pitched through country bends but in a large 4WD wagon that characteristic is no real surprise.

Ride quality is impressive and the suspension set-up, including the Overtrail’s adaptive variable suspension which adjusts damping force according to the drive mode selected, manages to smooth out the worst of most surface irregularities. Active height control is worth mentioned here because it's designed to optimise the spring rate to keep this wagon stable during turning, acceleration, and braking.

The 3.3-litre turbo-diesel engine and 10-speed auto are a smooth combination producing plenty of power and torque across a broad rev range.

It's mostly quiet in the cabin though wind noise does emanate from the chunky wing mirrors.

One thing I’m not a big fan of is the digital rear-view mirror. I understand the reasoning behind it as it helps establish visibility where you may not have it – for example, if something you’ve packed in the rear blocks your vision, or a second-row passenger’s massive head blocks your vision – but the slightly distorted view depicted on the mirror isn’t altogether helpful and tends to push me into headache territory on longer drives. That’s my story and I’m sticking to it. Maybe my old eyes need testing?

So, how does the Overtrail perform off-road?

Well, you’d expect it to go pretty well, especially as it is equipped with front and rear locking diffs, and a raft of off-road drive modes.

And it does. Mostly.

Steering is nicely balanced and the driver is afforded so much visibility of the track ahead that, even with a massive bonnet in front of you, it’s easy to get your wheel placement spot-on. The Overtrail also has a 360-degree camera system, so that maximises your chances of putting the vehicle on exactly the correct line.

Courtesy of its off-road modes, diff locks etc, the Overtrail drives with impressive composure through most off-road situations, whether that’s along corrugated dirt tracks, up steep rocky hills or through shin-deep mudholes.

It offers a reasonable amount of wheel travel for a large wagon and it has decent all-terrain tyres – Toyo Open Country (265/70R18) – and they provide plenty of grip on a variety of surfaces: sand, loose gravel, shale, even rain-soaked mud which can be very slippery and can quickly fill up tyre tread.

The LX500d Overtrail has 205mm ground clearance which is industry standard for a larger or upper large SUV, but it isn't great for a vehicle that’s intended as an off-road machine. However, worth mentioning again here is the addition onboard of active height control, which automatically adjusts vehicle height – Normal, High 1, High 2, and Low (for easy ingress and egress) – to match the drive mode you select and the driving conditions at any time.

And while the off-road angles – approach (23 degrees), departure (22) and rampover (22.7) – aren’t fantastic, those measurements are industry standard for a larger and upper large SUV, but again, in a vehicle billed as an adventure machine, those angles could be a lot better. In the Overtrail’s favour the underbody is well protected by substantial bash-plates and the Overtrail’s full-size spare is mounted to the underbody.

Wading depth is an estimated 700mm, which is also in the vicinity of standard for an unmodified 4WD wagon.

The side steps protrude and if you fail to drive with consideration then they'll probably cop a scrape and maybe even a bit of a dent.

Towing capacities are 750kg (unbraked) and 3500kg (braked). Payload is 590kg, which is not a lot once you throw in your kids, dogs, and camping equipment – not to mention anything you might be towing at the time. For reference, a 300 Series LandCruiser's payload, depending on the variant, is between 650kg (VX/Sahara/GR Sport) and 785kg (GX).

The Overtrail’s listed kerb weight is 2690kg, gross vehicle mass (GVM) is 3280kg, and gross combined mass (GCM) is 6780kg.

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 2026 Lexus LX500d Overtrail is covered by a five year/unlimited km warranty.

Capped-price servicing applies for five years/100,000km for a maximum of 10 services.

Servicing is scheduled for every six months or 10,000km, whichever occurs soonest and cost per service, at time of writing, is $595.

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.