There are tests that mark a watershed moment, and the Jaguar I-Pace e-Trophy certainly had to be there: SUV, of course, 100 electric, okay, but a first vision of tomorrow's motorsport, like our everyday cars, to gradually "All Thermal "eliminate.
After the standard-fit Jaguar I-Pace had politely agreed to its electric premium rivals (it was unveiled in March 2018 or ten months before the Audi e-tron, a year before the Mercedes EQC, two years before the BMW iX3) Rejection of the Competition eTrophy attracts the first again: the championship starts in late 2018 in Saudi Arabia, if the electrification of the World Rallycross Championship is not expected before 2021 … at best.
From I-pace to I-pace etrophie
Unlike the apparitions, this funny bird is not that I-pace was lowered by 30mm, emptied and locked by a FIA bow in the cockpit. In fact, these developments accompany many others: The rear suspension is mounted on ball joints. The bonnet and wings leave the aluminum for the carbon fiber. The front and rear brakes are equipped with four-piston fixed calipers. As for the air conditioning, it no longer refreshes the cabin, but directly the batteries, which are also cooled by a radiator whose air extraction is limited to a real chimney under the hood.
Only strictly original article? The 90 kWh lithium-ion battery and the electric motors, whose performance stagnates at 400 hp (2 x 200 hp). The engineers still say that the distribution of torque between the rear and front axle changes: 50/50 in the I-Pace series and royal … 51/49 at the I-pace ETrophy.
Driving the i-pace etrophie
After a short but scary briefing (" When the red light comes on, do not touch anything and wait for someone to pick you up. Finally, unless the car catches fire. Get out there better "), We get on board the eTrophy and the pressure rises to a new level: In a very enveloping tub, sitting deep in the cockpit, we take the measure of the environment, everything has a real racing car and nothing more than one SUV, at least until the start of the stands …
Without speeding up, the I-Pace jumped on his right foot with a single push. The speed increases rapidly to about 100 km / h, then the thrust loses intensity … like the sensations that are changed by the total absence of engine noise and gear changes. A shrill squeak breaks the silence at the first brake (efficient and safe with an adjustable ABS in 12 positions), and the crunching of the tires takes over the corner entry.
In itself, for a 2-ton vehicle, the I-Pace e-Trophy is doing well: it responds to the robbery without inertia, agrees to slightly overstep the corner, turns flat in support, "does not roll" Despite the immediately available 696 Nm of torque not out of the hairpin.
"If the I-pace eTrophy does not have much to do with the production model, the sensations on the racetrack are still missing"
But between the gradual shortness of breath of the elevations, the grip, which is still away from that of a real slick, and the lack of information feedback in the direction (except the roar of the tire), I imagine more of a Peugeot 208 Racing Cup (140 hp , 960 kg, standard Michelin tires) only in a Peugeot 308 TCR (350 hp, 1,100 kg, slick tires).
The worry is that the I-pace eTrophy will not claim the budget of the aforementioned Peugeot, but that of a GT3: 450,000 pounds or more than € 500,000 for a season of ten races, certainly key in hand (Jaguar upgrades and broods the cars) each sleeve), but does not understand the possible breakage of body parts. We dare to imagine the total budget at the end of the season, after a lot of touching took place on a train that was created between the narrow tracks of the Formula E circuits.
Calendar and racing format for 2019
The Jaguar I-Pace e-Trophy schedule follows that of Formula E (with the exception of Morocco, Chile and Switzerland), in which the Jaguar team has been involved since 2016. After the first test in Saudi Arabia On December 15, 2018, the rounds will be as follows:
- Mexico City – Mexico (16 February)
- Hong Kong – China (March 10)
- Sanya – China (March 23)
- Rome – Italy (13 April)
- Paris – France (April 27)
- Monaco (May 11)
- Berlin – Germany (May 25)
- New York – United States (13-14 July)
The I-pace eTrophy races last 25 minutes (maximum 18 turns) and consume about 80% of the battery charge. You do not need to change the vehicle during the race … just like the Formula E from this season 2018/2019. Unlike single-seaters, I-Pace's drivers do not have to worry about autonomy: Brake Energy Regeneration is fixed and does not require a specific strategy, even if that point changes during driving next seasons.
Review of the i-Pace eTrophy study
Compared to the I-Pace series, this declination trophy in a straight line is obviously more efficient, curvy and has amazing dynamics for a car that crawls 2 tons. The subjective comparison is less pleasing than any other competitive car, which offers more sensations to a customer who is absolutely in demand … especially at this price level, which is comparable to that of the prestigious GT3. Nevertheless, we do not doubt the intensity of the battles in a monotypic racetrack, which is winding and narrow. In this regard, Jaguar invented a novel thing in competition: more demanding events to watch than to run. Not bad for those who do not need to burn 500,000 € per season.
Datasheet Jaguar I-Pace eTrophy
L x W x H 4.86 x 1.96 x 1.53 m
wheelbase 2.99 m
Engines two synchronously electric
Cumulative performance 400 ch
Cumulative couple 696 Nm
tires Michelin Pilot Super Sport in the 265/35 ZR22
mass 1.965 kg
0 to 100 km / h 4.5 s
Max. speed 195 km / h