2023 Jaguar E-PACE

For 2023 Jaguar dropped the P300 and the P250/P300 Sport trims, so the US E-PACE has a single 246-hp 2.0L turbo four. That is mid-pack for the subcompact luxury class, where rivals' base engines run from about 228 to 255 hp.

269 lb-ft from 1,300 rpm is a broad, competitive torque figure for a 2.0T subcompact luxury SUV.

About 7 seconds to 60 mph. A comparison test timed the P250 at 7.2 s, slower than the BMW X2 and Volvo XC40 it ran against. The E-PACE weighs around 4,000 lb, so the 246-hp four moves it adequately rather than briskly.

The Ingenium 2.0T is smooth once moving but feels a little rough, especially from a cold start. Its mild-hybrid regeneration can make occupants rock back and forth in traffic. Reviewers rate it below the German 2.0T rivals.

The 9-speed automatic shifts smoothly but its Normal-mode logic is poor: it downshifts too eagerly, then holds gears when you want more acceleration. Dynamic mode sharpens it.

The 3,968-lb rating is near the top of the subcompact luxury class, where many rivals are rated around 3,300–3,500 lb or are not rated for towing in the US.

AWD is standard on the only 2023 US trim. It comes with Jaguar's on-demand driveline and drive modes (JaguarDrive Control, including a Rain/Ice/Snow mode). There is no torque vectoring or low range.

About 8 in of ground clearance, standard AWD and terrain modes give the E-PACE light gravel and snow ability. It has no dedicated off-road hardware or trim, so it is a pavement-oriented crossover like its peers.

2023 cut the US lineup to a single powertrain, the P250 2.0T with the 9-speed automatic and AWD. The P300 was dropped and no hybrid or PHEV was ever offered in the US.

EPA rates the 2023 E-PACE's only configuration (2.0L turbo I4, 9-speed automatic, AWD) at 23 MPG combined, below most gas subcompact luxury rivals. A comparison test also found real-world economy about 25% under the EPA figure.

20 MPG city is weak for the segment. The 48V mild-hybrid assist, where fitted, does little to offset the weight of a roughly 4,000-lb AWD crossover.

26 MPG highway trails gas rivals such as the BMW X1 and Mercedes-Benz GLA, which rate in the low-to-mid 30s on the highway.

A relatively large tank for the class offsets the mediocre economy, giving EPA-estimated range of about 407 miles per fill.

EPA's estimate at current fuel prices is $3,500 a year. That is high because the E-PACE drinks premium fuel at only 23 MPG combined.

EPA lists premium gasoline as recommended rather than required. Owners can run regular at some cost in performance, but every EPA figure and cost estimate assumes premium.

NHTSA never crash-tested the E-PACE in any model year of its 2018–2024 US run, so there is no 2023 overall star rating; per the framework, never-rated scores 0.

IIHS has never tested the E-PACE, so the 2023 model has no crashworthiness results and no TSP/TSP+ award. The only independent crash data is Euro NCAP's 2017 five-star result for the same X540 structure, which is a different protocol. Most graded peers carry IIHS awards, so this unverified record sits well below the peer median.

For 2023 the US lineup was cut to a single P250 SE trim, and adaptive cruise with stop & go became standard. That trim includes AEB, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and front/rear parking sensors. All five core features come on every car sold, though the 360-degree camera remains optional.

Camera-based Emergency Braking is standard, but IIHS has published no vehicle-to-vehicle or pedestrian (day or night) front crash prevention rating for the E-PACE. Its performance is therefore unverified by US testing, and the system is an older JLR PTA-platform generation without the night-pedestrian validation rivals carry.

Blind-spot monitoring and Rear Traffic Monitor (rear cross-traffic alert) are standard on the only 2023 trim. Jaguar's Blind Spot Assist can apply a corrective steering input. There is no safe-exit alert, and 360-degree camera coverage is optional rather than standard.

Lane Keep Assist is standard but works as a reactive nudge back from the lane edge rather than true centering. Reviewers describe JLR's PTA-era lane assistance as basic next to BMW, Mercedes and Volvo rivals.

Full-speed adaptive cruise with stop & go is standard for 2023 (optional previously). It is not paired with a well-integrated lane-centering highway assist like the German rivals' systems, so it scores as capable but not class-leading.

No hands-free highway driving system is offered on the 2023 E-PACE, or on any Jaguar.

LED headlamps with signature DRLs are standard, but IIHS never rated the E-PACE's headlights, so beam performance is unverified. Adaptive Matrix LED lighting is not standard on the single SE trim.

The coupe-like rising beltline, thick C-pillars and shallow rear window restrict rear three-quarter vision, though forward sightlines are fine. Standard parking sensors help, but the 360-degree camera and ClearSight camera mirror that would compensate are extra-cost options.

Two outboard LATCH positions with top tethers are workable, but 35.1 in of rear legroom (less than the X2 and Q3) and modest rear door openings make rear-facing seats tight and three-across impractical.

The 2023 E-PACE is a two-row, five-seat SUV; the single US P250 SE trim offers no other seating layout.

Front headroom is below average for an SUV. The figure reflects the P250 SE, which has a panoramic roof, and no separate no-roof figure is published for the 2023 US car.

Front legroom sits at the bottom of the SUV range. The short 105.6-in wheelbase PTA platform leaves tall drivers less stretch-out room than in a BMW X1 or Mercedes GLB.

Despite the coupe-like roofline, second-row headroom is competitive for a subcompact luxury SUV.

Rear legroom is tight. KBB notes that the BMW X2 and Audi Q3 offer more, and reviewers repeatedly list limited second-row room as a drawback.

There is no third row. The E-PACE is a strict two-row, five-seat SUV, so it scores in the no-third-row band.

Space behind the rear seats is modest even for the subcompact luxury class and falls below the SUV band floor. Third-party US figures cluster around 22–23 cu ft.

Maximum cargo volume trails roomier rivals such as the BMW X1 and Mercedes GLB and falls below the SUV band floor.

Everyday storage is competent but unremarkable: a covered center console, door bins and a standard wireless charging pad. There are no standout storage solutions, and the cabin is tight overall.

The P250 SE's perforated-leather front seats are supportive, and owners rate comfort highly. Short front legroom and a firm, tight rear bench hold the score back.

Reviewers describe a ride that 'blends comfort with control in that special flowing Jaguar way'. It is firm on larger wheels, and the 21-in Premium Black Pack wheels add busyness, though that pack also brings Adaptive Dynamics dampers.

The cabin is generally described as quiet, with average road and wind noise for the class. The turbo-four gets gruff under hard throttle.

Dual-zone climate and heated front seats are standard. The heated steering wheel and heated rear seats are factory options, and ventilated seats are not offered on the US SE, which leaves it thinner than better-equipped rivals.

For 2023 Jaguar cut the US E-PACE to a single P250 SE derivative, so the entry price is also the only price; all-wheel drive is standard.

The P250 SE was the sole 2023 US derivative, so it is by definition the volume trim; typical dealer stock adds a few thousand dollars of option packs on top of this base.

CarEdge's 5-year figure is moderate because complimentary scheduled maintenance absorbs routine service, but its 10-year projection of $16,766 (≈$4,300 above the luxury-SUV average, ~50% chance of a major repair) shows costs climbing steeply after coverage ends.

Jaguar residuals are among the weakest in luxury, and the E-PACE was discontinued after 2024 as Jaguar went EV-only, which further weighs on used demand.

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

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

MY2023 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, one of the strongest packages in the segment (BMW gives 3 yr/36k, and Audi and Mercedes give none).

$49,175 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $21,637) leaves about $27,538 in depreciation. Add the projected $5,191 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,729 in total.

Consumer Reports doesn't publish detailed model-level reliability data for the 2023 E-PACE. Its prediction rests on Jaguar's brand history and expects the car to be less reliable than the average new car. The 2023 car is a carry-over year of the 2021-facelift X540 with no dependability story of its own.

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 several years. In the 2023 VDS, Land Rover ranked last (industry average 186 PP100), and that is one of the weakest records among luxury makes.

The 2023 E-PACE has 3 NHTSA recalls. They include a passenger airbag that can tear during deployment (2021-2023, module replaced) and a brake-pad wear warning that may not display (2021-2024, software update). The wider generation also has a long recall list, but none of it is fire or powertrain-catastrophic.

The 2023 P250 uses the 2.0L Ingenium turbo-four with a mild-hybrid assist and a ZF 9HP 9-speed automatic. The Ingenium has documented timing-chain, oil-dilution and coolant-leak issues, and the 9HP's JLR calibration has a mixed record on shift quality.

Since the 2021 facelift the cabin has an upgraded center console and Pivi Pro screen, and upper surfaces are upscale. Reviewers still point to hard plastics in the lower 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 and squeaks.

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 brought Pivi Pro on an 11.4-in curved HD touchscreen, which is standard on the single 2023 P250 SE.

Pivi Pro has a sharp, high-definition screen with a simple tile layout and keeps physical climate controls. Reviewers still flag glitches, so it trails BMW iDrive and Mercedes MBUX.

CarPlay and Android Auto are standard but ship wired (USB) per Jaguar's MY2023 notes. Wireless versions were promised later as a standard over-the-air update for Pivi/Pivi Pro E-PACEs, so they were not guaranteed at delivery.

Pivi Pro has connected native navigation and added Amazon Alexa through a free OTA update, but reviewers report the native voice commands are unreliable.

A Meridian system with 12 speakers and 400 W is standard on the SE, and a 15-speaker, 650 W Meridian Surround system is optional. That is strong for the class.

Since the refresh, the E-PACE uses Jaguar's 12.3-in Interactive Driver Display, a configurable full-digital cluster with a full-screen map view. Whether it is standard on every 2023 US SE was not confirmed from the window sticker.

Pivi Pro supports software-over-the-air updates beyond maps. Jaguar used OTA to add Alexa and to roll out wireless CarPlay/Android Auto, though scope and cadence trail Tesla.

The InControl Remote app covers lock/unlock, locate, status and climate pre-conditioning, and the 2023 car includes five years of the service at no cost. There is no phone-as-key.

A wireless charging pad is standard, with USB ports up front and a 12 V outlet. Wi-Fi is optional and there is no household AC outlet.

Keyless entry and push-button start are standard on the SE, with a power tailgate and Jaguar's waterproof Activity Key among the options. There is no phone-as-key.

A rear camera and front/rear parking sensors are standard. The 360-degree camera and ClearSight rear-view mirror are factory options, and there is no automated parking.

A full-color head-up display is offered, but only as a factory option on the single SE trim.

Rear-facing car seats eat into tight 35.1-in rear legroom and short front legroom, and roughly 22 cu ft of cargo makes strollers plus groceries a squeeze. It works for one child but not as a benchmark.

Standard ADAS is good for 2023: AEB, blind-spot monitoring with rear cross-traffic alert, lane keeping and newly standard adaptive cruise. But neither NHTSA nor IIHS ever crash-tested the E-PACE, so families get no US crash credentials.

Front-seat comfort and Meridian audio suit longer trips, but the cramped rear, rear heated seats only as an option and a small cargo hold with seats up limit trips for four.

Standard adaptive cruise with stop-and-go and a compact footprint help in traffic. The 9-speed downshifts and holds gears eagerly in Normal mode, the steering feels numb at low speed, and the infotainment glitches add friction.

At 20/26/23 MPG on recommended premium fuel, it is among the thirstiest subcompact luxury SUVs. EPA puts annual fuel cost near $3,500, and Jaguar's 5-year complimentary maintenance only partly offsets that.

The short body and a 38.2-ft turning circle make it easy to place in the city, and front/rear sensors are standard. The thick rear pillars and small rear glass limit visibility, so the 360 camera and ClearSight mirror are optional extras you will want.

A 3,968-lb braked tow rating is unusually high for the class, but the small cargo hold and luxury cabin make it a light-trailer hauler at best, not a work vehicle.

This is a luxury-oriented cabin with leather upholstery, and the model has no fleet history. Below-average JLR reliability makes hard use a poor fit.

Roof rails, cargo tie-down loops and an available tow hitch are about it. There is no onboard AC power, no washable surfaces and no upfit ecosystem.

Supportive front seats, a composed ride, standard adaptive cruise and roughly 400 miles of EPA range make it a decent tourer. Firm rear packaging, a gruff engine under load and only corrective lane keeping limit endurance.

Standard AWD, about 8 in of ground clearance, roof rails and a near-4,000-lb tow rating handle gravel roads, snow and bike or small-boat towing well. It has no low range or off-road modes beyond Jaguar's terrain programs.

With 22.4 cu ft seats-up and 49.5 cu ft seats-down, bulky gear is a squeeze compared with the BMW X1 and Mercedes GLB. Roof rails and an available hitch help offset that.

Edmunds calls the handling crisp and ranks it among the more athletic subcompact SUVs, helped by standard AWD. At roughly 4,000 lb it is heavy for the class, so it lacks the agility of a BMW X1.

The steering is accurate and well weighted at speed, but CarMax finds it numb at low speeds and feedback is limited, so it is precise rather than communicative.

The brakes are secure with a firm pedal, and reviewers report no fade or pedal complaints. No 2023 US instrumented stopping-distance figure was retrieved, so this is scored at class-average.

The 246-hp 2.0-L turbo pulls adequately, but the ZF 9-speed downshifts too eagerly and holds gears in Normal mode, and the engine is rough from cold. It was the slowest car to 60 in a group test at 7.2 s.

The engine is quiet at cruise but coarse under hard throttle and from a cold start, so it is less refined than the Mercedes GLA or Lexus UX powertrains.

A 38.2-ft curb-to-curb turning diameter is middling for a compact SUV and adequate for urban use.

The seat and wheel are sportily placed and the climate controls stay physical. Short front legroom cramps taller drivers, and a high beltline with thick rear pillars hurts outward visibility.

The E-PACE is sporty and characterful for the segment, and KBB says it 'is still a pleasure to drive'. A heavy curb weight and a lazy gearbox keep it pleasant rather than an enthusiast pick.

The single P250 SE comes with standard AWD, adaptive cruise with stop-and-go (new as standard for 2023), Pivi Pro with wireless CarPlay/Android Auto and leather seating, which is competitive with a mid-trim X1 or Q3. Adaptive dynamics and the bigger wheels are extra-cost packs.

At ~$49k it costs more than most subcompact luxury rivals and is heavier and thirstier than them, with tighter rear space. Generous EliteCare coverage partly offsets that, so it lands at fair-to-weak value.

For 2023 the US lineup was cut to one derivative: the P250 SE with one engine and standard AWD. The P300 and Sport/R-Dynamic trims were dropped, leaving only option packs to tailor the car.

US sales collapsed to the hundreds, a rounding error next to the X1, GLA or XC40, which each sell tens of thousands.

Jaguar keeps its British-luxury cachet, but a weak reliability reputation, a shrinking US dealer presence and the announced move to an EV-only lineup left its gas models looking like afterthoughts.

A slow-selling, single-trim model on its way out typically carries meaningful dealer discounts and subsidized lease and APR programs, which is a real buyer benefit.

This is the sixth model year of a generation launched for 2018 and facelifted for 2021. It sits on the older PTA/D8-derived platform, and production ended in 2024 with no direct successor.

Reviewers praise the styling, cabin, handling and acceleration but fault its price, buggy tech and cramped rear seat. It wins no comparison tests and took no major awards this generation.