Look up the model rather than reading down the page. The last column names the cable, the third tells you what the car will actually draw at home, and the link takes you to the rest.
Two models, both Type 2 with CCS for rapid charging, and both landing on 7 kW at a British house. The practical difference between them is where the flap is.
What varies across the {M} range
Anything above 7.4 kW in a specification sheet is counting phases a house does not have.
The I-Pace and the E-Pace P300e both take 7 kW, and on the E-Pace that is a single phase figure the house supplies in full. so the 32 amp option is the sensible order on both. The I-Pace is a battery electric with a large pack and the E-Pace a plug-in hybrid with a small one, so the same rate means a very different charging session.
The I-Pace charges from the nearside front wing, behind the front wheel, which is a good arrangement on a car of that width. For the E-Pace the socket is in a rear flank and no source we trust confirms which side on a right hand drive car, so the model page says that plainly rather than picking one.
Both have CCS, so a motorway rapid is available to either. On the I-Pace that is genuinely useful; on a plug-in hybrid with a small battery the Type 2 lead does nearly all the work.
Which length to order
Err on the generous side. Spare cable coils away in seconds; a lead two feet short is a return.
A front nearside socket on the I-Pace suits nose-in parking with a kerb side charge point, where five metres reaches. For the E-Pace, until the flank is confirmed, ten metres is the order that cannot be wrong.
What you are actually buying
All of these cables share one build. IP67 sealed heads, tinned copper conductors and a jacket that stays flexible in the cold, backed by a two year warranty and free next working day delivery.
