In our opinion the Jaguar I-Pace was a key car in the move to fleet electrification. When it arrived back in 2018 it showed impressive forward thinking from the iconic British luxury brand - beating many German rivals in developing a zero-emission premium product. Not only did it look good, it had a decent range, charged quickly and was great to drive. 

After five years, it has received its first significant facelift. Outside, the most obvious change is at the front, where the previously textured sealed grille, is replaced by a smooth panel finished in 'Atlas Grey' paint with an updated version of the Jaguar badge in the centre. In fact, the same grey finish is a bit of a feature of the facelifted I-Pace, with the front bumper air blades painted the same colour. Other exterior changes revolve around colour-coding with the previous gloss black finish for the front bumper, lower door trims and rear diffuser. 

The I-Pace design might be in its sixth year now, but our newly introduced, range-topping 400 Sport, finished in Carpathian Grey with the 22in 'Style' alloy wheels, still looks very contemporary and sharp. A good thing, as Jaguar's all-electric rebirth is still at least a year away. 

Inside, apart from plusher materials, and the nice set of one-piece performance front seats, part of the Sport 400 standard kit, the interior of the I-Pace hasn't changed noticeably since we drove an early test car. We thought then it was probably Jaguar's best interior, and although more dated than the exterior, the feeling now is largely the same. The biggest disappointment is the central infotainment screen - although running the excellent, latest Pivi Pro software, it seems quite squashed and is sometimes hard to read. Other Jaguar and Land Rover models seem to use a considerably bigger screen, sitting proud of the dashboard. The driving position is excellent, the performance sport seats are supportive, the three-spoke multifunction steering wheel is good to hold, and the overall interior feel is spacious and airy. The 656-litre boot is a good size and practically shaped too.  The standard Meridian sound system is also worthy of mention for its punchy performance. 

The I-Pace shouldn't be dismissed because of its age, as it still offers a keen driving experience. Out of the box, the Jaguar EV impresses with the precise feel to its steering, then when it comes to the corners, the I-Pace continues to belie its battery weight, with a lack of body roll and how quick it can change direction. The Sport 400 is fitted with air suspension, giving a comfortable but slightly over-firm ride, due to the previously mentioned 22in wheels.

At £79,995 for this 400 Sport range-topper, we can't help feeling the real value for fleet drivers is further down the I-Pace range. For example, the £77,495 R-Dynamic HSE we're currently running on our long-term fleet - or an even lower model. The R-Dynamic HSE does without the air suspension, is fitted with slightly smaller 20in wheels and the result is a more realistic claimed range of 276 miles.

The I-Pace is a slick performer too, with 395hp and a 4.5-second 0-62 mph acceleration time. However, the big wheels and all the Sport 400's standard equipment have an effect on the range. Jaguar claims 255 miles, but we struggled to beat 200 even during the unusually warm Autumn week we had this car. Then, when the I-Pace's large 90 kWh battery pack needs charging, its 100kW rate seems particularly slow compared to more modern rivals such as the BMW iX and Audi Q8 E-Tron, both of which can charge at 150kW. 

So, in our opinion, the Jaguar I-Pace doesn't feel its age, with few rivals able to offer the same keen drive mated with a spacious, well-equipped, and attractively designed interior. In fact, the I-Pace only shows its age when it comes to its efficiency and charging speeds - which may put drivers off.

Jaguar I-Pace 400 Sport 90kWh