2025 Jaguar F-PACE

F-PACE P400 R-Dynamic uses Jaguar's 3.0L Ingenium turbocharged inline-6 with 48V mild-hybrid; base P250 4-cylinder rated at 246 hp where still offered.

P400 3.0L I6 MHEV produces 406 lb-ft; strong mid-range delivery aided by 48V electric assist.

Manufacturer-claimed 0-60 for the P400 R-Dynamic; instrumented tests (C&D, MotorTrend) of prior model years have measured 5.0-5.2 s.

Jaguar's Ingenium I6 with 48V MHEV is widely praised for smoothness, linear delivery, and a rich engine note; base 2.0L I4 is competent but coarser under load, dragging the model-line average down slightly.

ZF 8-speed automatic (8HP) is the class benchmark: crisp, well-timed shifts and intelligent gear selection; paddle response is prompt in Dynamic mode.

Long-standing F-PACE tow rating of 2,400 kg (5,290 lbs) with the optional tow package; competitive within the compact luxury SUV segment.

AWD is standard across the F-PACE lineup with Intelligent Driveline Dynamics and torque-on-demand rear bias, plus Adaptive Surface Response terrain modes; no low-range or locking differentials.

F-PACE is a pavement-oriented luxury SUV: ~8.4 in ground clearance, no dedicated off-road trim or hardware (no skid plates, lockers, or crawl control); Adaptive Surface Response and Hill Descent Control provide only light-duty capability.

US lineup limited to gas mild-hybrid options (P250 I4 and P400 I6); PHEV P400e not offered in the US and no BEV F-PACE (Jaguar's EV pivot is a separate future model line), narrowing electrified appeal.

EPA-rated 23 MPG combined for the volume P250 AWD (2.0L turbo I4, 247 hp, 8-speed auto). Upper P400 3.0L I6 with 48V mild-hybrid drops to 21 combined. Well below hybrid rivals like the Lexus NX Hybrid and Lincoln Corsair Grand Touring.

EPA city rating of 21 MPG for the volume P250 AWD. No standard hybrid assist means stop-and-go efficiency lags the segment's electrified competitors by 10+ MPG.

EPA highway rating of 27 MPG for the volume P250 AWD. Adequate for a ~4,200 lb luxury SUV but trails the new-generation BMW X3 xDrive30 (33 hwy) and Audi Q5 by a meaningful margin.

A generous 21.7-gallon (82 L) fuel tank paired with 23 MPG combined yields roughly 500 miles between fills for the volume P250 AWD — competitive with the BMW X3 (~499 mi) and better than most premium-fuel compact luxury SUVs.

EPA estimated annual fuel cost is elevated because the F-PACE requires premium gasoline and delivers only 23 MPG combined on the volume P250 AWD. Near the high end of the compact-luxury-SUV segment cost band, above the BMW X3 xDrive30 (~$2,400) and Mercedes-Benz GLC 300 largely because the F-PACE lacks the newer mild-hybrid gains its rivals now bake in as standard.

Premium unleaded (91 octane) is required across the F-PACE lineup — no regular-fuel option, no diesel, no E85, and no PHEV/EV variant to offset with cheap home charging. Owners eat the full premium-fuel surcharge on top of already elevated consumption.

The current-generation F-PACE (X761) received a 5-star NHTSA overall rating in its initial 2017 testing (4-star frontal, 5-star side, 4-star rollover). NHTSA has not retested the vehicle since the 2021 mid-cycle refresh, so a conservative 4-star estimate is used to reflect the aging test data and uncertainty about carryover applicability.

The F-PACE has not been comprehensively tested by IIHS and does not carry a Top Safety Pick award. Jaguar's aluminum-intensive D7a architecture is well regarded structurally, but the absence of current IIHS crashworthiness ratings across small-overlap, moderate-overlap, and side tests limits confidence. Mid-range score reflects untested-with-strong-engineering status.

Standard Jaguar InControl safety pack on the base S trim includes autonomous emergency braking, lane keep assist, lane departure warning, traffic sign recognition, and driver condition monitor. Blind spot assist with rear cross-traffic monitor comes standard from R-Dynamic S upward; adaptive cruise remains part of the optional Driver Assist Pack on lower trims. Coverage is competent but the gating of ACC and BSM behind option packs or higher trims keeps this below best-in-class rivals.

Jaguar's Emergency Braking system uses forward-facing camera and radar with pedestrian detection, and reviewers report adequate real-world response in daylight. Without current IIHS front-crash-prevention certification for vehicle-to-vehicle and pedestrian tests (particularly nighttime), performance is scored at the low end of the Adequate band.

Blind Spot Assist with rear cross-traffic monitor is standard from the R-Dynamic S trim upward and available on base trims via option pack; system provides alerts plus steering intervention on the blind-spot side. No trailer-aware coverage. Alert quality is competitive but availability is not universal across the range.

Jaguar's Lane Keep Assist offers reactive corrective steering when a lane marking is crossed but does not provide true lane centering. Reviews describe the system as functional but late-acting compared with the smoother centering found in BMW, Mercedes, and Volvo rivals. No hands-off tier.

Adaptive Cruise Control with Steering Assist is offered via the Driver Assist Pack and provides stop-and-go plus mild lane-centering when actively steered. Reviewers describe the system as workable but not as polished as BMW Driving Assistant Professional or Audi Adaptive Cruise Assist; occasional late braking is reported. No true highway pilot.

Jaguar does not offer any hands-free highway driving system on the F-PACE; there is no equivalent to Ford BlueCruise, GM Super Cruise, Mercedes Drive Pilot, or Tesla FSD. The most advanced feature is Adaptive Cruise with Steering Assist, which requires hands on the wheel.

LED headlights with auto high beam assist are standard, and Pixel LED (Matrix) headlights with adaptive front lighting are standard on R-Dynamic and HSE trims. Not IIHS-rated for the current model year, but the Pixel LED system is well regarded for beam pattern and glare-free high-beam masking.

F-PACE offers reasonable outward sightlines with a fairly low beltline for the class, though thick D-pillars create rear-quarter blind spots typical of a coupe-influenced SUV profile. 3D Surround Camera is standard on R-Dynamic and above and helps compensate at low speeds; base S has a rear-view camera only.

F-PACE has LATCH lower anchors on the two outboard rear positions and top tethers on all three rear seatbacks. Rear-door opening is average for the compact luxury SUV segment and the bench accommodates two child seats comfortably but is tight for three-across. Anchors are behind seatback covers rather than exposed, which can require some digging.

Standard two-row, five-passenger layout across all F-PACE trims; no seven-seat option offered.

Panoramic sunroof is standard across the F-PACE lineup, so the with-roof figure is representative. Replaces placeholder.

F-PACE front legroom sits at the low end of the compact-luxury SUV band; the earlier placeholder overstated it.

Middle of the SUV band with the standard panoramic roof; roof-delete configurations gain modest headroom.

Adequate but not class-leading; F-PACE second row trails Q5 and GLC on published legroom.

F-PACE is a two-row, five-seat SUV — no third row is offered at any trim.

F-PACE cargo behind the rear seats sits at the low end of the compact-luxury SUV cohort; reporting varies slightly by outlet (25–28 cu ft) depending on measurement method.

Rear seats fold 40/20/40 for a modest ~63 cu ft max — below segment leaders like the X3 (~68) and RDX (~79).

Standard center console bin, door pockets, and a modest glovebox — competent but no standout innovations (no frunk, no in-floor bins, no Pro Power-style outlets).

12-way power front seats standard, 14-way with memory on R-Dynamic trims; generally supportive for long stints though some reviewers note firmer bolsters and moderate rear thigh support.

Well-tuned adaptive dampers (Configurable Dynamics on P400) deliver a composed, controlled ride on 19–20-inch wheels; firmer with optional 22s but rarely harsh.

The 2021 refresh added acoustic laminated glass and improved insulation, quieting wind and road noise; not library-silent like an XC60 or GLC but close.

Heated front seats and panoramic roof standard; ventilated seats, heated rear seats, heated steering wheel widely available via Climate Front Comfort Pack on R-Dynamic S and up. No massaging seats or three-zone climate.

2025 P250 base was $56,975 with destination; 2026 carryover model year expected to see a modest ~3% price bump. F-PACE is in its final run before Jaguar's EV pivot, with a slimmed 2026 lineup.

R-Dynamic S with the P250 AWD powertrain is the best-selling F-PACE configuration; 2025 MSRP was $62,975 as equipped and 2026 estimated near $65k. Range across the lineup runs roughly $59k–$74k.

Jaguar is consistently ranked among the most expensive brands to maintain (RepairPal, CarEdge). F-PACE requires premium fluids, complex AWD service, and the mild-hybrid straight-six (P400) adds electrified-system upkeep. Estimated 5-year maintenance + repair is well above the luxury-SUV mean.

Jaguar has among the weakest residuals in the industry, and the F-PACE will be an ICE orphan as Jaguar transitions to a fully electric lineup — depreciation is expected to accelerate on final-generation gas F-PACEs.

Jaguar EliteCare provides a 5-year/60,000-mile new-vehicle limited warranty — tops the luxury field, matching Genesis and beating BMW/Audi/Mercedes (4/50k).

Jaguar's powertrain coverage matches the basic warranty (no separate extended powertrain term), so it sits at the bottom of the powertrain-warranty band even though the 5-year headline reads well.

Jaguar EliteCare includes 5-year/60k roadside assistance and InControl Remote & Protect connected services, but Jaguar phased out complimentary scheduled maintenance around 2020 — buyers pay for services. Solid perks but no free oil changes puts it below Genesis/BMW-tier packages.

$65,475 volume-trim price minus its estimated resale value after 5 years (41% retained, or about $26,845) leaves about $38,630 in depreciation. Add the projected $9,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $48,030 in total.

Consumer Reports has consistently rated the F-PACE with below-average predicted reliability, and J.D. Power quality scores for the model trend below the luxury-SUV average, though the post-2021 generation has stabilized somewhat.

Jaguar has ranked in the bottom third of Consumer Reports brand reliability rankings and near the bottom of the J.D. Power Vehicle Dependability Study for multiple consecutive years, well below the industry average.

The current-generation F-PACE has accumulated multiple recalls over its lifecycle (fuel system, seat belts, rearview camera, brake booster) but nothing catastrophic or fire-related; TSB activity is typical for a European luxury SUV.

The Ingenium 2.0T four-cylinder has documented long-term issues (oil consumption, timing components, coolant pump), while the 3.0 mild-hybrid inline-six is newer with a better early reputation; the ZF 8HP automatic behind both is well-proven.

The 2021 mid-cycle refresh brought substantially upgraded materials, Windsor leather options, and reworked switchgear; reviewers consistently rate the cabin competitive with German rivals at similar price, though some lower-touch plastics still lag class leaders.

Build quality improved with the refresh and Pivi Pro rollout, but reviewers and owners still cite scattered interior rattles, occasional infotainment glitches, and slightly less consistent panel gaps than best-in-class German rivals.

Jaguar's US dealer footprint is small (roughly 150 rooftops, most co-located with Land Rover) and heavily concentrated in major metros, leaving significant service-desert gaps in the interior US and rural regions.

Jaguar parts are expensive, largely dealer-only, and have a limited independent-shop and aftermarket ecosystem; RepairPal and similar sources place Jaguar among the highest-cost brands to maintain out of warranty.

F-PACE runs Pivi Pro on the 11.4-inch curved-glass touchscreen across the range; no larger display is offered.

Pivi Pro is a big generational leap over the old InControl — quick boot, tile-based home screen, retained physical HVAC knobs. Reviewers still note occasional lag and menus that trail the class benchmarks (BMW iDrive, Mercedes MBUX).

Wireless Apple CarPlay and Android Auto are standard on every 2026 F-PACE trim.

Pivi Pro includes natural-language 'Hey Jaguar' voice control and cloud-connected navigation with what3words integration; competent but most owners still default to phone projection.

Base system is a Meridian 380W 11-speaker setup — well above segment norm — and an optional Meridian 3D Surround Sound 825W 16-speaker system is available on upper trims.

12.3-inch Interactive Driver Display (full-digital, configurable including full-screen map) is standard across the range.

Pivi Pro supports Software-Over-The-Air (SOTA) updates across dozens of vehicle modules including infotainment and connected-nav data — broader than infotainment-only, though cadence and scope trail Tesla/Rivian.

Jaguar Remote app offers remote lock/unlock, locate, climate preconditioning, and status; solid basics but no phone-as-key and connected features require an ongoing subscription after the included trial.

USB-C ports front and rear plus a 12V outlet; wireless phone charging is available on higher trims. No household AC outlet, adequate but not class-leading provisioning.

Keyless Entry with push-button start standard on all trims; power gesture tailgate available; unique Activity Key waterproof wristband offered as a factory option. No smartphone-as-key.

Rear camera and front/rear parking sensors are standard; 3D Surround Camera with ClearSight is available on R-Dynamic and higher trims. No self-parking automation.

Full-color HUD is offered but limited to R-Dynamic S with the Cold Climate/Comfort packs and higher trims — not standard on volume configurations.

Rear doors open reasonably wide with LATCH on both outboard seats, but rear legroom (~37 in) and door aperture are middling for the compact luxury SUV set — usable with rear-facing seats but tighter than Q5 or GLC.

Standard AEB, lane-keep, adaptive cruise, and rear-occupant alert are fitted, and NHTSA gave the current generation 5 stars overall, but IIHS has not awarded Top Safety Pick and 360 camera / blind-spot upgrades sit on option packs that push transaction prices well past family-friendly.

Quiet cabin, comfortable seats, panoramic roof and rear vents make this a pleasant long-hauler for four adults, but 27.1 cu ft behind the second row is only average for the class and no rear-seat entertainment is offered.

Refined 8-speed automatic, light steering, and well-damped ride make daily use painless; visibility over the shoulder is compromised by thick C-pillars but front sightlines and low-speed manners are good.

EPA ~23 mpg combined on the P250 (21 mpg on the P400 mild-hybrid I-6) with a premium-fuel requirement makes per-mile running costs expensive; no US hybrid or PHEV variant is offered for 2026 to blunt the gap versus rivals like Lexus NX Hybrid or GLC 350e.

At ~187 in long with a ~38.7 ft turning circle, footprint is on par with Q5/X3/GLC — manageable in the city, and optional 360 camera / park assist help offset the mediocre rear visibility.

Rated up to 5,290 lb tow with the factory tow pack — competitive for a compact luxury SUV and strong enough for a jet-ski, small camper or utility trailer; cargo floor is flat with 40/20/40 rear split.

Below-average Jaguar reliability history and a plush leather-and-veneer interior are not well-suited to repeated hard-use loading; no fleet reputation and no rubber-floor / vinyl-seat option.

Basic tie-down loops and a factory hitch are available but there is no bed, no 120V outlet, no cargo management system, and essentially no aftermarket upfit ecosystem — luxury SUV, not a work tool.

Quiet at highway speed, supportive seats, and standard adaptive cruise / lane-keep make it a genuine mile-eater; ~500 mi tank range from the 21.7-gal fuel tank at combined MPG is solidly average for the class.

Standard intelligent AWD, ~8.4 in ground clearance, Adaptive Surface Response and JLR wading heritage give it more legitimate light-off-pavement chops than most rivals in the segment, though it lacks a low range and skid plates.

40/20/40 rear split, standard power liftgate, roof rails available, 63.5 cu ft with seats folded and a factory hitch cover most road-trip loadouts; underfloor storage is modest and there is no frunk.

F-PACE remains one of the more athletic compact luxury SUVs, with a rear-biased AWD chassis, aluminum-intensive structure, and taut body control that reviewers routinely rank near the class benchmarks (Macan, Stelvio, X3). Grip is strong on the standard 20-inch tires; adaptive dynamics (available on R-Dynamic S) tightens roll further.

Electrically assisted rack is accurate, quick off-center, and naturally weighted for the segment. Feedback is above average for a modern EPAS system, though the last inch of on-center feel is slightly muted vs. the Porsche Macan.

Standard four-piston front calipers deliver strong, linear pedal feel and short stopping distances (typically 110-115 ft from 60 mph in instrumented tests). Fade resistance is good; no reports of grabby or spongy behavior on the volume P250.

The volume P250 (2.0T Ingenium I4, 247 hp) pairs with the ZF 8-speed automatic - one of the smoothest, quickest-shifting gearboxes in the segment. Tip-in is well calibrated and stop/start is unobtrusive. The 4-cylinder itself has some initial lag before boost builds, and mild vibration under load keeps this below the P400 mild-hybrid I6.

The 2.0T Ingenium is audibly a four-cylinder under hard acceleration and slightly coarse at cold start - the weakest refinement note in an otherwise composed cabin. The optional P400 mild-hybrid I6 is markedly smoother and quieter; volume trim is scored here.

Jaguar's published curb-to-curb turning diameter for the 2026 F-PACE is 39.4 ft (12.0 m) - mid-pack for the compact luxury SUV segment.

Supportive front seats with wide adjustment range (12-way standard, 14/16-way optional heated/ventilated) and a commanding but not lofty hip point. The 11.4-inch curved Pivi Pro touchscreen consolidates most controls; physical volume and climate touchpoints remain. Thick D-pillars and a rising beltline compromise rear-quarter sightlines slightly.

Even in P250 form the F-PACE has a distinct sporting character - quick turn-in, neutral cornering balance, and a communicative chassis - that sets it apart from more comfort-tuned rivals like the Q5 or GLE. The P400 adds real muscle. Enthusiast press consistently list the F-PACE among the more engaging luxury SUVs, close behind the Porsche Macan.

Volume P250 R-Dynamic S includes Meridian audio, 11.4-inch Pivi Pro, leather, LED lighting and heated front seats, roughly on par with base BMW X3 and Audi Q5 at similar money. Some ADAS features (adaptive cruise, blind-spot assist) are still bundled in optional packs rather than standard.

MSRPs are broadly competitive with German compact luxury rivals, but weak resale (JLR historically among the weakest 3-yr residuals in the segment per ALG/KBB) and reliability concerns erode the effective content-for-price. Buyers pay Audi/BMW money without matching long-term value.

Lineup has narrowed as Jaguar winds down the F-PACE ahead of its EV pivot: essentially P250 and P400 R-Dynamic S/SE trims, with the halo F-PACE SVR discontinued after 2024. Fewer choices than BMW X3 (sDrive/xDrive30, M50) or Audi Q5 (Premium/Premium Plus/Prestige plus SQ5).

F-PACE US sales have collapsed to a few thousand units per year (roughly 4-6k range) versus 40-70k+ for BMW X3, Audi Q5, Mercedes GLC and Lexus NX. Jaguar's broader wind-down of ICE models has further curtailed demand and dealer stocking.

Jaguar retains genuine British-luxury cachet and a strong heritage image, but current brand uncertainty during the EV pivot and a thinning US dealer footprint dilute its pull versus BMW/Audi/Mercedes/Porsche. Aspirational, but no longer clearly premium in shopper consideration sets.

As a slow-selling, end-of-lifecycle model, F-PACE typically carries significant manufacturer cash, subvented lease/APR programs and heavy dealer discounts to clear inventory — a genuine buyer's market versus MSRP-anchored German rivals. Good for the shopper, even if it signals model weakness.

Current F-PACE launched for 2017 on the D7a aluminum platform and received its major mid-cycle refresh (interior, Pivi Pro, mild-hybrid I6) for 2021 — now among the oldest architectures in the segment. Jaguar's EV rebrand means no ICE replacement is coming, so 2026 buyers face imminent end-of-line status.

Reviews praise the F-PACE's handling, ride quality and exterior styling but consistently knock aging infotainment ergonomics, cramped rear space vs class, and questionable long-term reliability. Rarely wins comparison tests against the newer X3, Q5, GLC or Genesis GV70; early-life 2017 World Car of the Year is now well in the rearview.