The Jaguar iPace is already considered a more sporty alternative among electric cars. But in the e-Trophy, the powerful production model becomes a veritable racing car. Who gets behind the wheel, electro-mobility therefore from the more emotional side.
"Please be sure to pay attention to the warning lights and when you get off the bike, be sure to put both feet on the ground at the same time so that there is no tension." When race manager Mark Turner instructs his new drivers, he starts again at the front. Because the Brit does not lead an ordinary series with conventional cars. Turner organizes the e-Trophy for Jaguar and thus the first one-make cup with some standard electric bikes: Ten iPace are in the starting line-up for a dozen races in the run-up to Formula e to prove that even electric cars can be emotional and fun is not alone depends on the sound.
Shortly before the start of the new season, Turner not only asks his 20 riders for the test, but also leaves behind a hand a handpicked crowd of journalists - if they put it in the tight race suit and then with helmet and gloves even through the roll cage can climb. At any rate, Mr. Turner had not said anything about gymnastic exercises during his briefing.
But there is no time for a complaint. Firstly, you are in for a puff when the mechanics have first strapped you into the seat and pressed the last bit of air out of your lungs. And secondly, someone at the exit of the team garage beckons that the time is running and that you should now be on the track. So quickly pressed the start button, which comes as one of the very few parts still from the production car, on the switchboard catch the D, carefully whirring through the pit lane and dare on the start straight the first kickdown.
It is less imposing and impressive than expected. Although the 400 PS strong drive is not lacking in ambitions and with tires that stick like Pattex on the asphalt, the drive caught you as suddenly as the fist of a price fighter. But without the usual roar and so without vibration, the spurt looks comparatively sober, cool and artificial. And sitting in an absolutely empty and therefore more spacious SUV cabin instead of a hip flask does not make things better. But for sentimental considerations is not the right time, after all, already approaches the first curve, and is only very slowly. So you hammer your foot hard on the middle pedal and enjoy the bite of the extra-large brakes, forcing the bow with a spirited turn to the left and barely the car is straight again, the right foot bangs back through to the bottom plate and the Cat of prey starts the next jump.
Heath fun in the high seat
Of course that makes a lot of fun, even if it feels more like Carrera-Bahn than real race track, because the driving wind and the crunching in completely uninsulated beams is the only thing you can hear. And with each round, the game works better with hoe and tip, with accelerator and brake. But the driver is not completely electrified at first. Because even if the SVO department at Jaguar has brought at least eight hundredweight weight from the car, the iPace weighs even in the Trophy version still good two tons, which you can clearly feel on the track unfortunately. Less in the bends, where the electrified cat is surprisingly handy, stays close to the ideal line and thanks to the 600 kilo battery cells in the car floor has a wonderfully low center of gravity. That one is on a high seat on the road and not with the backside of the asphalt drags, so you quickly forgot. The common are the straights - because even if the maximum torque of just under 700 Nm is available with the first millisecond, the iPace does not look as venomous and greedy as racing cars and it takes a perceived eternity, until a three-digit Number over the speedometer flickers - from 0 to 100 in 4,5 seconds sounds in theory anyhow impressive, than it actually feels on the track then. Especially since series cars like the Porsche Taycan or the big Teslas meanwhile also make it much faster on the road. The fact that the top speed is limited to little more than 200 km / h, harms nothing. Anyway, at least on this training course there is no straight that would be long enough to reach this pace.
Because Jaguar has obviously recognized this shortcoming and because it should make the races more exciting, there is in the new season also in the e-Trophy the Attac fashion from the Formula E, Depending on the race and the rules, the electronics then release 20 percent more power for a short time and the iPace gets a second wind. During training, the driver does this himself with a pressure on the boost button on the steering wheel and it is actually at least a little faster. As if the race car had dropped a few hundredweight of ballast, it now comes at the exit curve noticeably faster from the Quark and pushes a correspondingly deeper into the seat.
But the boost is not the only variable element on the iPace. In addition to the mechanical adjustment of the racing suspension, he offers with his half dozen rotary switches on the steering wheel on top of a few electronic gadgetry, which there is so only the electric car. So you can vary the power distribution between the front and rear axle while driving and of course the degree of recuperation. Should the racing car only sail when you lop or actively decelerate and regenerate energy? This not only affects the speed, but also the entire race. Because without recuperation it will be in short supply with the battery capacity for the 25 rounds plus the one that prescribes the regulations.
Here and today, the balance is quickly found and the iPace turns one lap at a time. And with everyone comes not only the car closer to the limit, but especially the driver. Good that the whole magic is over after less than half an hour and there is a forced break for both of them. Because while iPace is at the cargo holds, the driver can also catch his breath. Of course, only when he has somehow made it out of the cage - and indeed, yes Mr. Tuner, we have paid attention and noticed it, with both feet at the same time.
