2021 Jaguar E-PACE

The volume P250 makes 246 hp from the 2.0L Ingenium turbo four, which sits mid-pack for the subcompact luxury class. 2021 was the facelift year, and the P300 gained 48V mild-hybrid assist at the same 296 hp.

269 lb-ft arrives low in the rev range, which is competitive with the German 2.0T rivals.

The P250's 7.0-second run is unremarkable against rivals like the BMW X1 xDrive28i and Volvo XC40 T5. A curb weight of about 4,000 lb blunts the turbo four.

The Ingenium four is gruff when worked hard and shows some low-rpm turbo lag. It is adequate but trails the smoother 2.0T engines from BMW and Audi. The new-for-2021 P300 MHEV's 48V system smooths stop-start.

The ZF 9-speed automatic is smooth when cruising but slow to kick down. It can hesitate or hunt for gears in stop-and-go traffic and when you call for power.

A 3,968-lb braked rating is strong for the subcompact luxury class. Many rivals are rated near 3,500 lb or below.

AWD is standard on every US 2021 E-PACE. It comes with JaguarDrive Control terrain modes, and Active Driveline torque vectoring is available on the higher-output version.

It has about 8 in of ground clearance, Adaptive Surface Response and a 19.7-in wading depth, so it can manage gravel and snow. There is no low range, no lockers and no off-road trim, so it is pavement-oriented like its class.

US buyers get two outputs of the same 2.0L turbo four: the P250 and the P300 mild hybrid. The P300e plug-in hybrid added in the 2021 facelift was not sold in the US, and there is no EV.

23 MPG combined is below average for a 2.0T AWD subcompact luxury SUV. Even the P300 mild hybrid gains nothing on the combined figure.

20 MPG city is weak for the class. Heavy curb weight and standard AWD hurt it in stop-and-go driving.

26 MPG highway trails rivals like the Mercedes GLA 250 and BMW X1 xDrive28i, which are rated in the low 30s.

The relatively large 17.7-gallon tank offsets the mediocre economy, giving about 400 miles per fill. That is competitive in the class.

Premium fuel at 23 MPG combined puts the annual cost near the top of the SUV band. The figure is fueleconomy.gov's current estimate at today's EPA premium price assumption.

Every US 2021 E-PACE requires premium gasoline. There is no regular-fuel, flex-fuel or plug-in option.

NHTSA has never published NCAP crash ratings for the E-PACE. The 2021 AWD entry reads 'Not Rated' for the overall rating and for every frontal, side and rollover rating.

IIHS has never crash-tested the E-PACE, so it has no TSP/TSP+ award and no US crashworthiness results. The only independent structural data is the 2017 Euro NCAP test (86% adult occupant), which does not replace IIHS small-overlap testing. That leaves it well below TSP/TSP+-rated rivals.

Every 2021 E-PACE has AEB, lane-keep assist and a 360° camera. Blind-spot monitoring with rear cross-traffic alert arrives only at the P250 SE (volume trim). Adaptive cruise is an option on the SE and P300 Sport, not standard.

AEB with pedestrian detection is standard. IIHS has never rated the E-PACE's front crash prevention (vehicle-to-vehicle or pedestrian, day or night), so its performance is unverified in US testing.

Blind-spot monitoring and rear cross-traffic alert are standard on the P250 SE (volume trim) and above, but absent from the base P250. Both are alert-based; active blind-spot assist comes only with optional driver-assist equipment.

Lane-keep assist is standard but works as a corrective nudge. Lane centering (Steering Assist) is only offered with the optional adaptive cruise, and reviewers rate JLR's assistance as less polished than German and Volvo rivals.

Adaptive cruise is not standard on any 2021 trim; the SE and P300 Sport offer it as an option. When fitted it is a capable stop-and-go system, but many volume-trim cars go without it.

The 2021 E-PACE (and every Jaguar) offers no hands-free highway driving system. Assistance tops out at hands-on adaptive cruise with steering assist.

LED headlights are standard, and the SE adds automatic high beams. IIHS has never rated the E-PACE's headlights, so their performance is unverified against rivals with Good-rated lamps.

The coupe-like roofline, thick C-pillars and small rear window limit the rear three-quarter view. For 2021 the 360° camera is standard on every trim and front/rear parking sensors are fitted, which offsets much of that (it became an option for 2022).

LATCH anchors on the outboard rear seats plus top tethers work, but the compact rear seat and modest door openings make rear-facing seats and three-across fitment tight compared with roomier rivals like the GLB and X1.

Every 2021 E-PACE (P250, P250 SE, P300 Sport) is a two-row, five-seat SUV. No third row was ever offered on the X540.

39.2 in of front headroom is mid-pack for a subcompact luxury SUV.

40.6 in of front legroom is near the bottom of the SUV band. The cockpit is snug for tall drivers.

Rear headroom holds up well for the class despite the sloping coupe-like roofline.

35.1 in of rear legroom is tight, and reviewers repeatedly flag the cramped back seat. KBB says the BMW X1 is roomier in back.

It is a strict two-row SUV with no third-row option on any trim, so it scores in the bottom band by rubric.

Cargo space behind the rear seats falls below the SUV band floor and trails the Volvo XC40, BMW X1 and Mercedes GLB.

With the seats folded it holds 49.5 cu ft, below the SUV band floor and class-trailing in absolute terms.

The 2021 facelift's redesigned console gives usable cubbies, a standard wireless charging pad, decent door bins and a 40/20/40 split rear seat with a ski pass-through. There is nothing innovative, the console bin is modest and there is no meaningful underfloor storage.

The front seats are comfortable and supportive, and 12-way power heated perforated-leather seats are standard. The P300 Sport adds 16-way sport seats. The volume SE lacks the memory seat that became standard for 2022, and the firm, short-cushioned rear bench caps the score.

KBB says the suspension is tuned for comfort while staying controlled and precise. The volume P250 SE runs passive dampers (adaptive is a $1,450 option), and its 19-inch wheels add some firmness over broken pavement.

For the 2021 facelift Jaguar cut noise, vibration and harshness, and KBB finds the cabin quieter than before. The four-cylinder still gets vocal under load and there is some road noise on coarse surfaces, so it sits mid-class.

Heated front seats and dual-zone climate are standard. A heated wheel is optional on the SE and Sport, and heated rear seats come only on the P300 Sport. Ventilated seats are rare and the memory seat was not yet standard.

The facelifted 2021 US lineup starts with the P250, which has a 246-hp 2.0T and standard AWD. Three sources agree on the $40,995 base price, and KBB's $42,045 original MSRP equals that base plus destination.

The mid-level P250 SE is taken as the volume trim. Dealer stock leaned toward SE spec, and Jaguar later cut the US range to the SE alone, which shows where demand was.

Complimentary scheduled maintenance keeps the 5-year figure moderate. CarEdge's 10-year projection, which carries about a 50% chance of a major repair, shows costs climbing steeply once that coverage ends.

Jaguar residuals are among the weakest in the luxury market. The E-PACE's discontinuation after 2024, as Jaguar moved to EV-only, adds further pressure on used demand.

The EliteCare 5-year/60,000-mile new-vehicle limited warranty has been standard since MY2016. It beats the 4-year/50,000-mile coverage from BMW, Audi and Mercedes-Benz.

The powertrain is covered by the same 5-year/60,000-mile limited warranty, with no longer separate term. That puts it at the bottom of the 5–10 year band.

EliteCare includes 5 years/60,000 miles of complimentary scheduled maintenance and 24/7 roadside assistance. That is among the strongest packages in the class, where BMW offers 3 yr/36k of maintenance and Audi and Mercedes offer none.

$47,145 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $20,272) leaves about $26,873 in depreciation. Add the projected $5,191 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,064 in total.

Consumer Reports has no detailed model-level reliability data for the 2021 E-PACE, so its prediction falls back on Jaguar's below-average brand history. 2021 was the first year of the X540 facelift, which brought the Pivi Pro infotainment and the mild-hybrid P300, so first-year risk applies. Owner-report aggregators flag Ingenium coolant-hose failures, harsh 9-speed shifting and infotainment freezes, while some used-car guides rate 2021 better than the 2018-2019 cars.

Jaguar and its sister brand Land Rover have sat in the bottom tier of J.D. Power VDS and Consumer Reports brand reliability rankings for years. That is one of the weakest dependability records among luxury makes.

MY2021 is covered by 5 NHTSA campaigns. Two are passenger airbags that can tear during deployment, and one is a brake-pad wear warning that may not display. The other two are DC-DC converter overload campaigns on the mild-hybrid P300 that can cause complete loss of drive power. Those two loss-of-drive campaigns put this at the low edge of typical.

The volume P250 uses the 2.0L Ingenium turbo-four (246 hp) with a ZF 9HP 9-speed automatic. The Ingenium has documented timing-chain, oil-dilution and turbo coolant-hose issues, and the JLR-calibrated 9HP has a mixed shift-quality record. The mild-hybrid system on the P300, new for 2021, carries the DC-DC converter loss-of-drive recalls.

The 2021 facelift brought a redesigned center console, the Pivi Pro screen and better upper-cabin materials. Reviewers still point to hard plastics low in the cabin compared with the Audi Q3 and Volvo XC40.

JLR assembly quality trails the German luxury benchmarks in J.D. Power initial-quality results. Owners report trim rattles and electrical and infotainment gremlins, and 2021, the first facelift year, adds launch-year risk.

Jaguar has roughly 150 US retailers, a thin network next to BMW (~340) and Mercedes-Benz (~380). Its service satisfaction scores have sat below the premium-segment average.

E-PACE parts are mostly dealer-only, with little aftermarket support. Repair costs are above the class average, and with production having ended in 2024 long-term parts support carries some uncertainty.

The 2021 facelift made an 11.4-inch curved-glass touchscreen standard on every trim. No larger screen is offered.

Pivi Pro is a large step up from the old InControl Touch Pro. It boots fast, has a simple tile layout and keeps physical climate knobs. Menus are still less polished than BMW iDrive or Mercedes MBUX, and there is occasional lag.

KBB lists wireless Apple CarPlay and Android Auto as standard on the base P250, so every 2021 trim has wireless phone projection.

Pivi Pro connected navigation with live traffic is standard on the volume SE. The base P250 runs plain Pivi without navigation. Voice control is functional, and most owners default to phone projection.

A 380-watt Meridian system is standard on every trim, with Meridian surround sound optional on the SE and Sport. That is a strong baseline for the class.

The 12.3-inch Interactive Driver Display, a full-digital cluster with a full-screen map mode, comes on the volume SE and the 300 Sport. The base P250 keeps analog dials with a 5-inch center TFT.

Pivi Pro brought JLR's software-over-the-air capability, which covers infotainment and many vehicle modules beyond maps. In practice, updates have been infrequent and rarely added features.

The InControl Remote app does remote lock and unlock, vehicle location, status checks and climate pre-conditioning, with 5 years included under EliteCare. There is no phone-as-key, and the app has a mixed reliability reputation.

Wireless phone charging is standard and there are USB ports front and rear plus 12V sockets. There is no household AC outlet, and rear USB-C is thin on lower trims.

Keyless entry and push-button start are standard, and a power tailgate comes on the volume SE, with hands-free operation optional. Jaguar's waterproof Activity Key wristband is optional. There is no phone-as-key.

A 3D surround (360-degree) camera and front and rear parking sensors are standard on every 2021 trim. Jaguar made the camera a $700 option for 2022. There is no automated parking on the volume configuration.

The head-up display is optional on the volume P250 SE and standard on the P300 Sport, so it is reasonably available but not included on the volume configuration.

With 35.1 in of rear legroom, a narrow rear door aperture and 22.4 cu ft behind the seats, rear-facing car seats and stroller-plus-groceries duty are a squeeze. It manages family use, but the Volvo XC40, BMW X1 and Mercedes GLB do it more easily.

Neither NHTSA nor IIHS has ever crash-tested the E-PACE. AEB, lane-keep assist and a 360-degree camera are standard for 2021. Blind-spot monitoring is missing from the base P250, and adaptive cruise is a paid extra.

The cabin is quiet and the ride comfortable, but the rear bench is tight for adults over long stints and rear amenities are thin. About 22 cu ft of luggage space fills quickly with four people aboard.

Compact dimensions, a compliant ride and standard AWD make it easy to drive around town. The ZF 9-speed's low-speed hesitation and the turbo lag of a roughly 4,000-lb crossover add minor stop-and-go annoyances.

23 mpg combined on required premium fuel makes the E-PACE one of the costlier commuters in its class. EPA estimates about $3,500 a year in fuel, against low-30s mpg for the GLA and X1.

A short 173-inch length and a 38.2-ft turning circle make it easy to place in town. A standard 360-degree camera and front and rear sensors offset thick C-pillars and a small rear window.

A 3,968-lb braked tow rating is strong for a subcompact luxury crossover and handles a small boat or utility trailer. The small cargo hold and modest payload limit any real work use.

Leather-lined luxury interior, a below-average Jaguar reliability record and documented Ingenium engine issues make it a poor candidate for hard use.

It has basic cargo tie-down points, an optional tow hitch and accessory roof cross bars. There is no onboard AC power, no washable load floor and no upfit ecosystem.

A comfortable ride, a serene cabin and roughly 400 miles from the 17.7-gal tank make it a decent tourer. Adaptive cruise with steering assist is an extra-cost option, and the tight rear seat limits long stints for passengers.

Standard AWD, All Surface Progress Control, about 8 in of ground clearance and 19.7 in of wading depth make it more capable on gravel and snow than most subcompact luxury rivals. It has no low range or lockers.

It has a 40/20/40 folding rear seat with a pass-through, a power liftgate on the SE, roof rail and tow hitch options, and a 3,968-lb tow rating for bike racks or a small trailer. Only 49.5 cu ft maximum leaves bulky gear a squeeze.

KBB says it feels low and agile on twisty roads and stable on the highway. Torque vectoring is brake-based on the P250, with Active Driveline on the P300 Sport. At around 4,000 lb it is heavy for the class, so it feels less nimble than a BMW X1.

The electric steering is quick and accurately weighted with a 2.27 lock-to-lock ratio, but it transmits little feedback. It is precise but somewhat numb, typical of the class.

The brakes are firm and consistent with no reported fade. Instrumented stops are mid-pack, as the car's weight lengthens stopping distances relative to lighter rivals.

The volume P250 has no mild-hybrid assist, so stop/start is less seamless than on the 300 Sport MHEV. The 9-speed's low-speed hesitation and slow kickdowns, plus turbo lag off the line, keep it behind the segment's best.

The Ingenium 2.0T is quiet at cruise but gruff and coarse when worked hard, so it is less refined than the Mercedes GLA or Volvo XC40 under load.

A 38.2-ft curb-to-curb turning circle is average for the SUV class and helps in tight parking structures.

The sporty, adjustable driving position and retained physical climate controls are well liked, and a standard 360° camera helps placement. Short front legroom, no standard memory seat (added for 2022) and a poor rear three-quarter view from the thick C-pillars are drawbacks.

It is agile for a crossover, and the 300 Sport's 296 hp and Active Driveline add some character. Reviewers still find the volume P250 pleasant rather than thrilling, short of the Jaguar badge's sporting promise.

The facelifted 2021 car comes standard with AWD, a 246-hp turbo, the new 11.4-in Pivi Pro touchscreen with Apple CarPlay/Android Auto, and a digital cluster. KBB lists 'generous standard equipment' as a pro, but the P250 costs a notch more than an X1 or Q3, and desirable items such as Meridian audio and adaptive cruise packs cost extra.

At $42k–$51k the E-PACE has strong engines and standard AWD. For the money, it trails rivals on rear space, efficiency and refinement, and steep depreciation adds to the cost. That makes it fair value rather than a bargain.

The US gets three trims (P250, P250 SE, P300 Sport) built on two outputs of one 2.0T, with AWD standard throughout. That is a reasonable spread, but there is no FWD entry model and no PHEV.

It is one of the slowest sellers in the subcompact luxury SUV class, with US volume in the low thousands. That is a fraction of what the X1, Q3, GLA and XC40 sell, and Jaguar's US volume was shrinking through 2021.

Jaguar retains premium British cachet and distinctive styling, but its reliability reputation and weak residuals trail the German brands. In February 2021, during this model year, JLR's 'Reimagine' plan announced an all-electric Jaguar, leaving the gas lineup looking like a lame duck.

Jaguar backed its slow-selling crossovers with lease support and dealer cash, and weak demand left room to negotiate. From mid-2021 the chip-shortage inventory squeeze cut incentives industry-wide, which limited the buyer benefit late in the model year.

MY2021 is the mid-cycle facelift year: new interior tech and Pivi Pro, plus mild-hybrid assist on the P300. It still rides the generation launched for 2018 on an older platform, and the line ended after 2024.

Reviewers praise its styling, driving feel and strong engines. They routinely rank it in the lower half of the class for tight rear space, weight, efficiency and price, and this generation won no major US awards.