2017 Jaguar F-PACE

MY2017 is the F-PACE's launch year in the US, the first year of the first generation (X761). The 2.0L turbo-four 25t/30t did not arrive until MY2018, so the volume gas trim is the 35t with the 340-hp supercharged V6.

The 35t's supercharged V6 makes 332 lb-ft, which is strong for a compact luxury SUV's volume engine.

An instrumented test ran the 35t to 60 mph in 5.3 s, matching the 380-hp S First Edition and quick for the class at launch.

The supercharged V6 has no turbo lag, responds sharply and sounds good, and reviewers praised it as the F-PACE's best attribute. Stop/start and low-speed tip-in are less polished, and the diesel is gruff.

Every trim uses the ZF 8-speed automatic, which shifts smoothly and quickly. Early cars draw some complaints about low-speed hesitation and the rotary gear selector.

The first-generation F-PACE is rated to tow 2,400 kg when properly equipped, which is at the top of the compact luxury SUV class.

Every 2017 US F-PACE has AWD, using a rear-biased system with Intelligent Driveline Dynamics, Adaptive Surface Response and All-Surface Progress Control. There is no low range.

The F-PACE is built for pavement. It has about 8.4 in of ground clearance, terrain modes and hill descent control, but no skid plates, lockers or off-road trim.

The 2017 US lineup was narrower than in later years: the 20d diesel and the supercharged V6 in 340-hp (35t) and 380-hp (S) tunes. There was no turbo four, V8 or electrified option.

The EPA rates the volume supercharged V6 at 20 MPG combined, which is low for a gas compact luxury SUV. The 2.0T four that improved this figure arrived for 2018.

The EPA city rating for the V6 is 18 MPG, which is below average for the class.

The EPA highway rating for the V6 is 23 MPG, which trails most turbo-four rivals by a wide margin.

A fuel tank of about 21.9 gal (83 L) and 20 MPG combined give roughly 438 miles per tank, which is mid-pack for the class.

The supercharged V6 requires premium fuel and averages 20 MPG, which gives it a very high EPA annual fuel cost.

The gas V6 requires premium unleaded. The only alternative is the 20d diesel, and diesel is no cheaper per mile in the US.

NHTSA never crash-tested the launch-year 2017 F-PACE; every NCAP field is 'Not Rated' for both AWD and RWD, and no later X761 year was rated either.

IIHS published no crashworthiness results for the F-PACE, so the 2017 model has no award or overlap/side scores, unlike award-winning rivals such as the Q5, GLC and XC60. Euro NCAP (5 stars, 2017) and ANCAP (5 stars) results show no structural concern, which keeps it at the upper edge of the 'untested' band.

The launch-year car had low-speed camera AEB, lane departure warning (warning only) and a rear camera standard. Blind-spot monitoring, rear cross-traffic alert, lane keep assist and adaptive cruise were all extra-cost packs, so most core aids were missing on volume cars. Lane keep assist and the driver condition monitor only became standard for 2019.

Camera-based autonomous emergency braking with a forward collision warning is standard, but it is a first-generation, low-speed-oriented system. IIHS never rated the F-PACE's front crash prevention, so no day or night vehicle or pedestrian result supports a higher score.

Blind-spot monitoring with closing-vehicle sensing and reverse traffic detection was optional (Vision pack) rather than standard on the 2017 volume trims, so many cars on the lot lack it. When fitted, it gives alerts only on the launch car.

Only lane departure warning is standard in 2017. Lane keep assist was an option, and there was no lane-centering system yet. Steering Assist arrived only in later model years.

Adaptive cruise with Stop & Go and Queue Assist was an optional pack on 2017 F-PACE trims, with no steering assist available. Volume cars without the pack get conventional cruise only.

The 2017 F-PACE offers no hands-free highway driving system; its most advanced aid is optional adaptive cruise without steering support.

On the pre-facelift 2017 car, xenon headlights were standard on most trims, with adaptive full-LED units and auto high beam optional or reserved for upper trims. IIHS never tested the F-PACE's headlights, so beam performance is unverified.

Forward sightlines are reasonable, but the sloping roofline and thick D-pillars create rear-quarter blind zones. On 2017 volume trims those are covered only by the standard rear camera and parking sensors; the surround camera was a pack option.

Lower LATCH anchors are fitted in both outboard rear seats, with top tethers on all three seatbacks. The rear bench and door openings are about average for the class: two child seats fit comfortably, three across is tight, and the anchors sit in the seat bight, so some digging is needed.

Every 2017 F-PACE trim, the launch year of the X761 generation, is a two-row, five-passenger SUV.

Front headroom is below the compact luxury SUV norm, and the standard panoramic roof takes some of it.

Front legroom by the SAE figure sits at the bottom of the SUV band. Reviewers still called the driving position roomy.

Second-row headroom is adequate for adults despite the coupe-like roofline, and the rear bench is raised in a stadium layout.

Rear legroom is generous for the class, thanks to the 113.1-inch wheelbase. Consumer Reports rated the rear seat spacious.

There is no third row on any 2017 F-PACE; it is strictly a two-row, five-seat SUV.

Seats-up cargo space is one of the largest in the compact luxury class, ahead of the 2017 X3, Q5 and GLC.

With the 40:20:40 rear seats folded flat, the F-PACE offers 63.5 cu ft, competitive but trimmed by the sloping tailgate.

Everyday storage is ordinary: a center console bin, door pockets and a useful 40:20:40 rear seat. There is no wireless charging pad and nothing clever beyond the optional Activity Key and rear-console power points.

The front seats are well padded and supportive with good bolstering, and the rear bench is spacious. The rear backrest does not recline unless the electric-recline option is fitted, and the 14-way sport seats are optional.

The launch-year F-PACE rides firmly, with quick, short bounces over broken pavement, and it gets harsher on 20–22-inch wheels. KBB found the 19-inch wheels on Premium and Prestige comfortable, and Adaptive Dynamics was optional.

Wind and road noise are well suppressed, but the supercharged V6 has a prominent exhaust drone that Consumer Reports found irritating. Active noise cancellation was not offered.

Dual-zone climate and power front seats are standard, but heated front and rear seats and the heated wheel sit in a $1,400 Cold package. Cooled seats and four-zone climate are further options.

The 2017 F-PACE range opened with the 20d diesel at $41,990, and the base gas 35t was $43,390. Both are before the $995 destination charge.

The 35t Prestige pairs the volume 340-hp supercharged V6 with leather and navigation, and it was the typical dealer-stock configuration. It listed at $51,100 plus $995 destination.

CarEdge class data projects about $5,500 in 5-year F-PACE maintenance. A repair allowance is added because the launch-year car has below-average JLR reliability and early-build issues. EliteCare covered scheduled service for 5yr/60k, so an original owner paid well below this out of pocket.

iSeeCars measures a 59.9% five-year value loss for the 2017 F-PACE, so it keeps about 40% of MSRP. That is well below the roughly 51% retention of the average compact luxury SUV.

EliteCare's 5yr/60k new-vehicle limited warranty, which replaced the earlier 4yr/50k, applied to the 2017 F-PACE. It beats the 4yr/50k terms of the German rivals.

Jaguar offers no separate, longer powertrain warranty. The powertrain is covered under the 5yr/60k limited warranty.

EliteCare bundles 5yr/60k complimentary scheduled maintenance with 5yr/60k 24/7 roadside assistance. That is among the richest included-ownership packages in the class, ahead of BMW's 3yr/36k and well ahead of Audi and Mercedes. Wear items are excluded.

$52,095 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $20,838) leaves about $31,257 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $37,757 in total.

2017 was the F-PACE's launch model year (X761, US deliveries from May 2016), and first-year JLR products have historically had the most problems. Consumer Reports has too few survey responses to rate it, so the prediction rests on Jaguar's weak brand record and an NHTSA complaint count that is the highest of any F-PACE year.

Jaguar and sister brand Land Rover have sat in the bottom third of US dependability rankings for years. Jaguar ranked near the bottom of J.D. Power's VDS in the 2019-2021 studies, which surveyed owners of 2016-2018 vehicles, a window that includes this model year.

Four NHTSA campaigns cover the 2017 F-PACE. The most consequential is an instrument cluster that can go blank, which needed two campaigns. A driveshaft recall (25 units) and a fuel-pump bolt recall (1 unit) are tiny build-error campaigns. Nothing is systemic to the powertrain, but the repeat cluster recall and the launch-year complaint volume put it below the later years.

US 2017 gas F-PACEs (35t, S) use the supercharged 3.0 V6 (AJ126) with the ZF 8HP automatic. The troublesome Ingenium 2.0T gas four didn't arrive until 2018, so this V6 is the volume powertrain. The V6 has a fairly solid long-run record, though known issues include coolant-pipe and water-pump leaks and supercharger coupler noise; the ZF 8HP is well proven.

This is the pre-2021 launch cabin. Reviewers called its design attractive but its materials a step behind German rivals at the price, citing hard plastics on the lower dash and doors and switchgear that feels low-rent. The base 8-inch InControl Touch screen felt dated even at launch.

As a first-year build out of Solihull, the 2017 has more trim rattles, electrical gremlins and infotainment and instrument-cluster faults than later years. The instrument-cluster recall is one example; quality control was inconsistent.

Jaguar's US network is small, roughly 150 retailers mostly shared with Land Rover, and concentrated in metro areas. That leaves large service gaps in rural and interior regions.

Parts are expensive and mostly bought from dealers, with thin aftermarket support. Common out-of-warranty failures, such as the infotainment unit and V6 cooling components, cost well into four figures to fix.

The 2017 F-PACE came standard with the 8-inch InControl Touch screen. The 10.2-inch Touch Pro was only available in the Technology Package on Prestige and above; it became standard for 2019.

The standard InControl Touch system was widely called dated, limited and slow to respond. The optional Touch Pro looks better but still trailed BMW iDrive and Audi MMI, although physical climate controls help.

Apple CarPlay and Android Auto were not offered on the 2017 F-PACE in any form. Only Jaguar's own InControl Apps mirroring was available, and CarPlay did not arrive until an optional package for 2019.

Navigation on the base 8-inch system is SD-card based and part of a $500 Navigation Package. JaguarVoice is command-based, and without CarPlay or Android Auto there is no good alternative to it.

An 11-speaker Meridian system is standard on every trim, and an 825W, 17-speaker Meridian Surround system comes with the Technology Package. Both are well-regarded branded systems.

Volume trims use analog gauges with a small 5-inch TFT between them. The 12.3-inch configurable virtual cluster is only available in the Technology Package on Prestige and up.

The 2017 InControl systems have no meaningful over-the-air software updates, and base navigation maps are SD-card based. JLR's software-over-the-air arrived with Pivi Pro in 2021.

The InControl Remote app offers lock and unlock, locate, status and climate preconditioning, but it is subscription-based, owners call it slow, and there is no phone-as-key.

Ports are USB-A and 12V only: up to two USB ports and a 12V socket up front, plus up to two USB or 12V points in the rear console. There is no wireless charging and no AC outlet.

Proximity keyless entry, push-button start and a power tailgate are standard. A gesture tailgate and the waterproof Activity Key are optional, and there is no phone-as-key.

A rear camera is standard. The 360-degree camera and automatic Park Assist are optional packages, and rear visibility through the narrow back window makes the aids necessary.

A full-color laser head-up display showing speed, navigation and speed limits was a $990 option, not standard on any volume trim.

A long wheelbase, a roomy stadium-style rear bench and a big 33.5 cu ft cargo bay make family duty straightforward. The 2017 F-PACE is still only a five-seater, though, and its sloping roofline narrows the rear door openings.

AEB, blind-spot monitoring and adaptive cruise were optional or reserved for top trims on the launch-year car, so the trims families buy lacked key driver aids. Crash test coverage for 2017 was also limited.

The roomy rear seat and large cargo area hold four adults and their luggage. On the other hand, the choppy ride, exhaust drone and fixed rear backrest wear on long trips, and four-zone climate, rear heated seats and rear recline are all options.

The smooth 8-speed and strong V6 make light work of traffic, but the firm ride, shuddering start/stop and very limited rear visibility add daily friction.

The volume supercharged V6 returns 20 mpg combined on premium fuel, which is thirsty for the class. The 29-mpg 20d diesel was the frugal alternative.

The 39-ft turning circle and compact footprint are fine. The tiny rear window and thick pillars make parking reliant on the standard rear camera, and the 360-degree camera is an option.

A 5,290-lb tow rating, standard AWD and a 332 lb-ft supercharged V6 give real light-towing capacity for the class. It is still a luxury crossover, though, with no bed and modest payload.

Launch-year Jaguar build quality and electronics reliability were weak, and the cabin is luxury-oriented. It is not a vehicle for hard use.

Work provisions are limited to cargo tie-down points, an optional tow hitch and roof rails. There is no onboard AC power and no upfit ecosystem.

Supportive seats, low wind noise and strong highway passing power make it a capable tourer. The firm ride, exhaust drone, 20-mpg thirst and optional-only adaptive cruise limit it.

Standard AWD, 8.4 in of ground clearance, All Surface Progress Control, a strong tow rating and the waterproof Activity Key suit gravel roads and towing toys. It has no low range or underbody protection.

A class-leading 33.5 cu ft seats-up, 40:20:40 fold-flat rear seats and a wide 49.4-in load floor handle bulky gear well. Max cargo of 63.5 cu ft is merely competitive.

The aluminum-intensive chassis, with double-wishbone front and Integral Link rear suspension, gives flat, confident cornering. Reviewers rated its agility alongside the Porsche Macan and BMW X3, with mild understeer at the limit.

The quick, precise variable-ratio electric steering makes the F-PACE feel athletic. Some testers found it light, and a little eager or twitchy on turn-in at speed.

Consumer Reports lists braking as a strength, and reviewers report consistent stops and good pedal feel. The 35t has smaller brakes than the S.

The supercharged V6 responds instantly with no turbo lag, and the ZF 8-speed shifts smoothly. Consumer Reports found the stop/start shuddered on restart.

The V6 sounds good when worked, but Consumer Reports found its exhaust drone always prominent and irritating at cruise.

The turning circle is typical for a compact luxury SUV on a 113-inch wheelbase.

The driving position is roomy, with power seats that adjust widely. Rearward visibility is poor through the narrow back window and thick B-pillar, and the pop-up rotary shifter and dated touchscreen controls are less intuitive.

The responsive supercharged V6, sharp steering and sports-car-like balance made the F-PACE one of the most enjoyable compact luxury SUVs of 2017.

Every 2017 US F-PACE has AWD and the ZF 8-speed. The base 35t and 20d hold back leather, navigation and the 10-inch InControl Touch Pro for the Premium/Prestige trims and option packs, and most driver aids were optional. That is roughly par with a base X3 or GLC of the period, in a cabin that feels less rich than theirs.

At $43,390, the base gas 35t paired a 340-hp supercharged V6 and AWD with a price near that of German four-cylinder rivals, and 5 years of free scheduled maintenance added to the case. Weaker cabin materials, laggy infotainment and roughly 60% five-year depreciation keep it at fair value rather than a bargain.

The launch lineup offered the 20d diesel and the 35t across base, Premium, Prestige and R-Sport grades, plus the 380-hp S and the S First Edition, for a $42k–$71k ladder. There was no turbo four (it arrived for 2018), no SVR, no RWD and no hybrid.

US sales nearly doubled in 2017, the first full year, to about 19,200, the model's all-time peak and Jaguar's best-seller. That is a strong launch for the brand but still a fraction of X3, GLC, Q5, NX or RX volume.

Jaguar's British-luxury and design cachet, together with launch buzz around its first SUV, gave the F-PACE real appeal. A thin US dealer network, a weak reliability reputation and poor resale keep the brand behind BMW, Mercedes, Audi, Lexus and Porsche in shopper consideration.

As a hot launch-year product, the 2017 F-PACE initially sold closer to sticker. By the second half of the model year, JLR conquest/loyalty cash, subvented leases and dealer discounts were common, though they were less aggressive than on later years.

2017 is the F-PACE's debut US model year: a brand-new first-generation model on JLR's aluminium iQ[Al] architecture, shared with the XE, with the then-new InControl Touch Pro available. Buyers faced no redesign risk.

The 2017 F-PACE won both 2017 World Car of the Year and World Car Design of the Year. Launch reviewers praised its styling, sharp handling, cargo space and supercharged V6, but criticized a plasticky cabin for the price, laggy infotainment and a firm ride, and it seldom beat the X3 or GLC in comparison tests.