2022 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. The P300 MHEV adds 50 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 B5. A heavy 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 P300's 48V mild hybrid helps stop-start smoothness.

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 2022 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 sold in Europe after the 2021 facelift never came to 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 2022 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 2022 AWD entry is 'Not Rated' in every overall, frontal, side and rollover field, as are 2019–2021 and 2023–2024.

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

Every 2022 E-PACE has forward-collision warning with AEB, lane-keep assist and front/rear parking sensors. Blind-spot monitoring and rear cross-traffic alert are missing from the base P250 and arrive only at the P250 SE (volume trim). Adaptive cruise is an option even on the SE and 300 Sport.

AEB with pedestrian and cyclist detection is standard, but 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 and 300 Sport but unavailable on the base P250. They are alert-based; active intervention requires the optional driver-assist equipment.

Lane-keep assist is standard but acts as a corrective nudge. True lane centering (Steering Assist) is only offered alongside 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 2022 trim; it is an extra on the P250 SE and 300 Sport. When fitted it is a capable stop-and-go system, but buyers of the volume trim often go without it.

No hands-free highway driving system is available on the 2022 E-PACE (or any Jaguar). Assistance stops at hands-on adaptive cruise with steering assist.

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

The coupe-like roofline, thick C-pillars and small rear window restrict rear three-quarter view. For 2022 the previously standard 360° camera became a $700 option; the ClearSight camera mirror is optional on the top two trims. Front and rear parking sensors are standard.

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

Every 2022 E-PACE (P250, P250 SE, 300 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 noticeably more accommodating.

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 wireless charging pad and decent door bins. There is nothing innovative, the console bin is modest and there is no meaningful underfloor storage.

The front seats are comfortable and supportive, and the 300 Sport adds 16-way heated and ventilated seats. The volume SE has more basic adjustment, and the firm, short-cushioned rear bench caps the score.

KBB calls the ride 'uncannily comfortable, yet with laudable agility and control'. The volume P250 SE runs passive dampers (adaptive is a $1,450 option), and larger wheels add some firmness over broken pavement.

KBB describes the cabin as 'serene' and the facelift added more sound deadening. 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 and the SE adds a heated wheel and memory seat. Ventilated seats are limited to the 300 Sport, and heated rear seats and cabin air ionization are options.

The 2022 US lineup opens with the P250 (246-hp 2.0T, standard AWD); KBB's FAQ quotes a slightly lower $41,800 entry figure, so the exact destination-inclusive number carries some uncertainty.

The mid-level P250 SE is taken as the volume trim — dealer stock skewed to SE spec, and for 2023 Jaguar trimmed the US range to the SE alone, which indicates where demand sat.

Complimentary scheduled maintenance holds the 5-year figure to a moderate level, but CarEdge's 10-year projection (~$16,766, ~50% chance of a major repair) shows costs climbing sharply once coverage ends.

Jaguar residuals are among the weakest in luxury and the E-PACE's discontinuation after 2024 as Jaguar went EV-only weighs on used demand; a 2022 P250 SE already trades at roughly half its sticker by 2026.

EliteCare's 5-year/60,000-mile new-vehicle limited warranty, in place since MY2016, beats the 4-year/50,000-mile coverage of BMW, Audi and Mercedes-Benz.

Powertrain coverage sits inside the same 5-year/60,000-mile limited warranty with no longer separate term, the bottom of the 5–10 year band.

EliteCare bundles 5 years/60,000 miles of complimentary scheduled maintenance, 5-year/60k 24/7 roadside assistance and 5 years of InControl Remote & Protect — among the strongest packages in the class (BMW 3 yr/36k maintenance; Audi and Mercedes none).

$47,170 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $20,755) leaves about $26,415 in depreciation. Add the projected $5,191 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $31,606 in total.

Consumer Reports has no detailed model-level reliability data for the 2022 E-PACE, so its prediction falls back on Jaguar's below-average brand history. Third-party used-car guides are mixed: some call 2022 one of the better years, while others report infotainment glitches and battery drain. The 2022 car is a carry-over year of the 2021-facelift X540.

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.

MY2022 is covered by 5 NHTSA campaigns, more than the 3 on the 2023. 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, and their final remedy was still pending in late 2026. Those two loss-of-drive campaigns push this to 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 coolant-leak issues, and the JLR-calibrated 9HP has a mixed shift-quality record. The P300 Sport's mild-hybrid system also 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 across the E-PACE generation report trim rattles, squeaks and electrical gremlins.

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 ending in 2024 long-term parts support carries some uncertainty.

The 2021 facelift made an 11.4-inch curved-glass Pivi Pro touchscreen standard. 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.

Apple CarPlay and Android Auto are standard on every 2022 trim. JLR rolled wireless projection into Pivi Pro alongside the facelift, but US sources don't clearly confirm wireless operation on every 2022 car.

Pivi Pro connected navigation with live traffic is standard on the volume SE but not on the base P250. Voice control is functional, and most owners default to phone projection.

A Meridian-branded system is standard on every trim, though it lost a speaker for 2022, and a higher-output Meridian surround upgrade is available. 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.

Push-button start is standard, and keyless entry and a power or gesture tailgate come on the volume SE. Jaguar's waterproof Activity Key wristband is optional. There is no phone-as-key.

A rear camera and front/rear parking sensors are standard. For 2022 the previously standard 360-degree camera became a $700 option, and there is no automated parking on the volume configuration.

A full-color head-up display is offered as a cost option on upper trims rather than included on the volume configuration. Neither CarGurus nor KBB lists it as standard equipment.

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 and lane-keep assist are standard, but blind-spot monitoring is missing from the base P250, and adaptive cruise and the 360-degree camera are paid extras for 2022.

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. Thick C-pillars and a small rear window hurt rear visibility, and for 2022 the 360-degree camera is a $700 option.

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 60/40 folding rear seat, 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 praises its 'laudable agility and control', and torque vectoring is standard (brake-based on the P250, Active Driveline on the 300 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 memory seats are standard for 2022. Short front legroom 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.

Post-facelift 2022 cars carry standard AWD, a 246-hp turbo, the 11.4-in Pivi Pro touchscreen with wireless Apple CarPlay/Android Auto and a digital cluster, which KBB credits as plenty of standard kit; but the P250 base is a notch pricier than an X1 or Q3 and desirable items (Meridian audio, adaptive cruise packs) cost extra.

At $42k–$51k the E-PACE offers strong engines and standard AWD but trails rivals on rear space, efficiency and refinement for the money, and its steep depreciation compounds the cost; fair rather than bargain value.

Three US trims (P250, P250 SE, P300 Sport) with two outputs of the same 2.0T and AWD standard on all — a reasonable spread, but no FWD entry model and none of the mild-hybrid/PHEV variants offered in other markets.

One of the slowest sellers in the subcompact luxury SUV class, with US volume in the low thousands — a fraction of X1, Q3, GLA or XC40 numbers — and Jaguar's US range shrinking by 2023.

Jaguar keeps premium British cachet and distinctive styling, but its reliability reputation and weak residuals trail the German brands, and the 2021 'Reimagine' EV-only announcement left the gas lineup looking like a lame duck.

Jaguar typically backs slow sellers with lease support and dealer discounts, but the 2022 model year coincided with the chip-shortage inventory squeeze when incentives across the industry were at historic lows, limiting the buyer benefit.

MY2022 sits one year after the 2021 mid-cycle facelift on a generation launched for 2018 — current inside and on infotainment, but on the older D8-derived platform, with the line ending after 2024 as Jaguar went EV-only.

Reviewers praise its styling, steering and strong engines but routinely rank it in the lower half of the class for tight rear space, heft, efficiency and price; no major US awards for this generation.