Headlines:
12,400 Miles Driven
5.3 MWh used
Total cost of energy used £885
£0.071 per mile
3.1MWh charged away from home
101 charging events away from home
430 Wh/Mile
Faults and Failures
Major:
None
Minor:
FIXED - Minor software bug not saving the creep mode
FIXED - Some other settings not being remembered as profile
17 and 142 miles missing from journey log
Outstanding - CCS Charger connection not working on EcoTricity chargers (this is a known issue and one that lies with the pump manufacturer, not the car)
RESOLVED & UPDATED- The free 500Mb data allowance for Jaguar InControl isn’t enough. 4 hrs driving in one day used 50Mb purely for Traffic and navigation.
FIXED - Cannot remove SIM card from slot. New part fixed under warranty
Unresolved - Creaking from brake pedal - Informed that TADTS!
Unrealistic 'State of Charge at Destination' figures in Sat Nav
FIXED - Sticking Accelerator Pedal -new part fitted under warranty
FIXED - Audible Vehicle Alert System (AVAS) FAULT - fixed in March under the technical bulletin
FIXED - Malformed Rear Door Seal - Fixed by Jaguar Master Technician
FIXED - 1 new tyre due to pothole damage
Notes
Worst Journey* - 56kWh/100miles cold early morning 10 miles blast down the A-Roads of Worcestershire with no preconditioning
Best Journey* - 29.8kWh/100miles already warmed up and in slow-moving traffic from Leeds to Wakefield
Longest Journey - 167 Miles in 3h 6min from Worcestershire to home avoiding the flooding around the river Severn One of only 4 journeys greater than 150 miles
Most expensive charge - £21.20 for 60.57 kWh on an Instavolt Chargepoint charger in the Lake District
Most expensive cost per kWh - £0.52/kWh at Ionity when it was still a flat rate but only got 45kW rate of charge so gave up after 25 minutes.
Fastest charge - 73.12kWh on a 100kW rated Instavolt Chargepoint charger adding 19.58 kWh in 16 minutes (approx 180 miles/hour)
582 kWh of FREE electricity from places like Supermarkets, Local authority car parks, Destination chargers, Friends and Family.
The total Energy consumed (5.3 MWh) for 12,400 miles in 6 months (182 days, 4368 hours) is equivalent to 1.2 kWh 24/7/365, or, like leaving a hairdryer on permanently
To achieve a figure of 7 pence per mile am equivalent Diesel powered vehicle would need to average 77 mpg for the full 12,000 miles.
Brake pad wear 8-10% max
Tyre wear 40% even all round (excepting the replacement) assuming changing at 2mm
I think one of the main conclusions from the above facts is that 'Rapid' charging is variable at best. This is one of the biggest learning curves the new EV driver has to tackle. Not all chargers are equal. Some are faster than others, some are easier to use than others and this applies even within the same network. When you widen it to multiple networks and you see that you need RFID cards, mobile phone apps and different accounts, it becomes a complex issue. Then build in the different charge rates according to your battery 'State of Charge', battery (and ambient) temp as well as some anomalies in compatibility and it is no wonder that new EV drivers become confused and disenchanted. The Tesla Supercharger experience by contrast, is superior in price, easy of use, placement and speed. Everyone else is playing catch-up. There are some good stories, like the new charging hub on the M6 at Lancaster that we had all to ourselves this last week.
Then, when you see a glimmer of hope, with reliable, easy to use chargers that are planned to go into motorway services it looks promising. Only for that network to effectively price Jaguar users away from them with a huge price increase for their non-affiliated manufacturers. There are many rants about the new price of Ionity so I wont labor the point here.
Another conclusion is that the most efficient journey's in an EV are not the same as in an ICE. Firstly, the impact on efficiency of doing a short journey from cold is still present, as there is a significant amount of energy to heat the cabin, however it's nowhere near as bad as the impact that sort of journey has on a Diesel or Petrol car. Secondly, Where an ICE vehicle is at it's best in a 50-70 mph cruise, the EV isn't. The impact on range is significant with higher speeds. This is not because an EV is less aerodynamic, the opposite in fact, it's just that all the other inefficiencies of an ICE are removed. Engine losses, Gearbox losses and the like are not an issue for an EV. Drag is therefore more impactful overall. Thirdly, the opposite end of the scale is traffic. We're all used to the modern ICE having stop/start technology but this is only masking the big issue with ICE. They use fuel while idling and their narrow operating band requires the use of a gearboxes so lower speeds and low speed acceleration is a killer for efficiency. An EV also has the ability to recoup energy through regenerative braking. The effect is that some of my most efficient journey's in the I-Pace have been where I'm stuck in traffic. Mind-blown. So to get the best out of your EV, choose routes with heavy traffic, sit back and enjoy the smugness of being at your most efficient while those around your gradually boil with rage.
One of the issues noted above was around the use of Data by the navigation system. This appears to have been resolved in one of the OTA (Over The Air) software updates. I've been using a different sim card in the car since December and the first full month of use showed only 172MB used for the month. I might try switching back to the Jaguar provided sim for a month to see if that fix is permanent.
The chart below shows all the journeys that are greater than 5 miles. *I've excluded the shorter journeys purely because I live on the top of a hill 4 miles away from the gym at the bottom of the hill so there are numerous trips that are highly efficient or highly inefficient that cause the graph to look erratic and the net of the down and then uphill is an average return trip.
A couple of observations from the chart;
Overall the average energy use has gone up. This could be down to the vehicle being driven harder as we get to used to it but as the monthly averages (41, 42, 44, 44, 43, 43 kWH/100miles) are now very consistent, it's not worth worrying about.
The journey lengths have increased over time (longer gaps between peak and trough). This is definitely down to increased confidence in the range of the vehicle and being able to form better charging strategies/reduced range anxiety. Also helped with a constantly expanding Rapid Charger network. There are now more instances of driving further, knowing that the charging options are available. It should be noted that it's still VERY rare to do more than 150 miles from full without stopping to charge up. This is the message I try to get over to potential owners. The range might say 220 miles (or more) but you a) wont get that and b) wont push it that close.
As a regular contributor to various forums and Facebook groups for the I-Pace, I am privy to some of the troubles and woes that people experience. I know this is very much a skewed view of the world with many many owners having no problems and not seeking out the collective knowledge of the forums. However, it's fair to say that our I-Pace has been trouble free. The issues we have seen have been resolved in a timely manner and with little inconvenience. I would also say that they are no more or frequent than any traditional (ICE) vehicle that I have owned or leased from new in the past.
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