2019 Jaguar F-PACE

The volume 2019 F-PACE is the 25t with the 2.0L Ingenium turbo four. MY2019 is a carry-over year within the first generation, except that the 550-hp SVR is new for the year.

The 25t's 2.0L turbo four makes 269 lb-ft, which is average for a base engine in a compact luxury SUV.

Jaguar quotes about 6.9 s to 60 mph for the 2.0T 247-hp engine, which is mid-pack for a base compact luxury SUV. The V6 and SVR trims are much quicker.

The volume 2.0L turbo four is adequate but coarse and noisy when pushed, and it trails BMW's and Mercedes' smoother base fours. The supercharged V6 is responsive and sounds good, and the diesel is gruff.

Every trim uses the ZF 8-speed automatic, which shifts smoothly and decisively. Reviewers note some low-speed hesitation and stop/start roughness in the pre-facelift cars.

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

Every 2019 US F-PACE has AWD. The system is rear-biased with Intelligent Driveline Dynamics and offers Adaptive Surface Response and All-Surface Progress Control, and the SVR adds an electronic active differential. There is no low range.

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

The 2019 US F-PACE offered five engine tunes: the 20d diesel, the 25t and 30t turbo fours, the 35t/S supercharged V6 and the SVR V8. That covers economy through performance, but there was no hybrid or PHEV.

The EPA rates the volume 2.0T AWD at 24 MPG combined, which is middling for a gas compact luxury SUV.

The EPA city rating for the 2.0T AWD is 22 MPG, which is average for the class.

The EPA highway rating for the 2.0T AWD is 27 MPG, which trails the best four-cylinder rivals.

A fuel tank of about 21.9 gal (83 L) and 24 MPG combined give roughly 525 miles per tank, which is long for the class.

Because it requires premium fuel and averages 24 MPG combined, the 2.0T has a high EPA annual fuel cost.

Every 2019 gas F-PACE 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 2019 F-PACE, and every NCAP field is 'Not Rated'. No X761 model year has carried NHTSA stars, so there is no result to carry forward.

IIHS has published no crashworthiness results for the F-PACE, so the 2019 model has no award and no overlap or side scores, unlike award-winning rivals such as the Q5, GLC and XC60. Nothing points to a structural concern with the aluminum-intensive body, so it sits in the upper part of the 'untested' band.

For 2019 Jaguar made emergency braking, lane keep assist, a driver condition monitor, a rear camera and front and rear parking sensors standard across the range. Blind-spot monitoring moved from standard to optional on the volume R-Sport and S trims, and adaptive cruise stayed an option, so two core features were missing from most cars.

Camera-based emergency braking with pedestrian detection is standard for 2019. IIHS never rated the F-PACE's front crash prevention, so no day or night vehicle or pedestrian result supports a higher score, and the low-speed-oriented first-generation system trails rivals' radar-fusion setups.

On the volume 2019 trims, blind-spot monitoring and rear cross-traffic alert were optional pack items, not standard as they had been in 2018. When fitted, Blind Spot Assist actively counter-steers, but most cars on the lot lack it.

Lane Keep Assist became standard for 2019 but is reactive, nudging the car back only near the lane line. Proactive centering requires the optional Adaptive Cruise with Steering Assist, which reviewers rate behind Mercedes, BMW and Volvo systems.

Full-speed stop-and-go adaptive cruise, with Steering Assist in the Driver Assist Pack, was optional on the 2019 volume trims. When fitted it works but is less polished than German rivals' systems, and volume cars without the pack get conventional cruise only.

The 2019 F-PACE offers no hands-free highway driving system; its most advanced aid, Adaptive Cruise with Steering Assist, requires hands on the wheel.

The pre-facelift 2019 car had xenon headlights on lower trims, with full LED adaptive units and auto high beam optional or reserved for upper trims; the LED range-wide units arrived with the 2021 facelift. 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 2019 volume trims those are covered only by the standard rear camera and parking sensors; the 360-degree surround camera was an 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 2019 F-PACE trim, from the 25t through the SVR, is a two-row, five-passenger SUV.

Front headroom is below average for the segment.

Front legroom by the SAE figure sits at the bottom of the SUV band and short of most compact luxury rivals.

Second-row headroom is mid-pack and adequate for adults despite the sloping roofline.

Rear legroom is generous for a compact luxury SUV, helped by the long 113.1-inch wheelbase.

No 2019 F-PACE has a third row; it is strictly a two-row, five-seat SUV.

The pre-facelift F-PACE has one of the largest cargo areas behind the rear seats in the compact luxury class, larger than the X3, Q5 or GLC.

With the 40/20/40 rear seats folded, the 2019 F-PACE offers about 63.5 cu ft, a little below the X3 and Q5 because of the sloping tail.

Storage is ordinary: a reasonable console bin and door pockets, a useful 40/20/40 rear seat, and rear-console 12V/USB points. There is no wireless charging pad (that came with the 2021 refresh) and nothing clever beyond the basics.

The volume 25t Prestige's power leather front seats are supportive and the rear bench is fine for two adults. Reviewers found the base seats flat-ish, though, and the 14-way performance seats and 20-way Portfolio seats are options or upper-trim equipment.

The pre-facelift F-PACE has a firm, sport-tuned ride that gets busy over broken pavement, especially on 20–22-inch wheels. Body control is excellent, but the GLC and XC60 are plusher. Adaptive Dynamics is standard only on the S and SVR.

Wind noise is well suppressed, but road roar on large wheels and the coarse note of the 2.0T four under load reach the cabin. Active Road Noise Cancellation only arrived with the 2021 refresh.

Dual-zone climate is standard, with heated front seats on Prestige and up. Front-seat cooling, the heated wheel, four-zone climate and the heated windshield are optional packages rather than standard on the volume trim.

The 2019 F-PACE range opened with the 25t AWD at $44,800, before a $1,025 destination charge.

The 25t Prestige, the leather/navigation trim on the volume 247-hp four, is the typical dealer-stock configuration. It listed at $51,850 plus $1,025 destination, and option packs commonly pushed it into the mid-$50ks.

CarEdge projects about $5,500 in 5-year maintenance for the F-PACE, and the pre-facelift car's below-average JLR reliability adds a repair allowance on top. For MY2019, EliteCare covered scheduled service for 5 years/60k miles, so an original owner paid well below this figure out of pocket.

iSeeCars measures a 59.9% five-year loss for the 2019 F-PACE, so it keeps about 40% of its MSRP. CarEdge puts the loss even higher, at about 65%. That is near the bottom of the compact luxury class, where the average loss is about 49%.

The EliteCare new-vehicle limited warranty runs 5 years/60,000 miles. That beats the 4yr/50k German rivals.

Jaguar offers no longer powertrain term: the powertrain is covered under the 5yr/60k limited warranty.

MY2019 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 maintenance and well ahead of Audi and Mercedes. Wear items such as brake pads and wipers are excluded.

$52,875 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $21,150) leaves about $31,725 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $38,225 in total.

2019 is a carry-over year of the pre-facelift first-generation F-PACE (X761). Consumer Reports shows no detailed model reliability data for it, so the prediction rests on Jaguar's weak brand standing and owner complaint patterns. The InControl Touch Pro infotainment failures are the costliest of those complaints.

Jaguar and sister brand Land Rover have sat in the bottom third of US dependability rankings for years. J.D. Power placed Jaguar among the worst brands in its 2020-2021 VDS, and Land Rover finished last (284 PP100) in the 2022 study, which surveyed 2019 model-year owners and shares the JLR platform, Ingenium engines and electronics.

Only two NHTSA campaigns touch the 2019 F-PACE, and both are small. A crankshaft-pulley bolt replacement covered 443 V6/V8 units across three Jaguar models, and a software fix covered the auto-high-beam indicator on 455 units. The fleet-wide MHEV DC-DC converter and oil-filter-housing recalls on later years don't apply. Infotainment complaints are frequent but are not recall items.

The volume 25t/30t trims use the Ingenium 2.0T four-cylinder. Owners report oil consumption, timing-chain stretch and coolant leaks on it, and the 2018 model year had a fuel-rail recall. The 35t/S use the older supercharged 3.0 V6 (AJ126), which has a better long-run record despite the 2019 pulley-bolt recall. The ZF 8HP automatic is well proven.

This is the pre-2021 cabin. Reviewers called its design attractive but its materials a step behind German rivals at the price, with hard plastics on the lower dash and doors and switchgear that feels low-rent. The 2021 refresh was largely a response to that criticism.

Assembly is generally acceptable, but owners report trim rattles, electrical gremlins and infotainment reboots more often than on German or Japanese rivals. That points to inconsistent quality control.

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, cost thousands to fix.

For 2019 the 10-inch InControl Touch Pro touchscreen became standard across the F-PACE range. The 11.4-inch Pivi Pro screen did not arrive until the 2021 refresh.

Touch Pro looks sharp on the wide screen, but reviewers widely criticized it for slow boot-up, laggy responses and buried menus. Jaguar's 2021 move to Pivi Pro was largely a fix for this, though physical climate knobs do help.

For 2019, Apple CarPlay and Android Auto were only available as part of an optional Smartphone Package, wired only. They became standard for the 2020 model year, and wireless projection came even later.

Touch Pro navigation is built in, with door-to-door routing and connected features through InControl. The maps are slow to redraw and the voice control is command-based and dated.

An 11-speaker Meridian system is standard on the volume Prestige trim, and an 825W, 17-speaker Meridian Surround system is optional. Both are well regarded.

The standard cluster pairs two analog dials with a central TFT display. The 12.3-inch Interactive Driver Display, with themes and full-screen maps, is an option.

Touch Pro could receive some map updates through connected navigation, but there were no meaningful over-the-air software updates to the vehicle. JLR's Software-Over-The-Air arrived with Pivi Pro in 2021.

The InControl Remote app covers lock and unlock, vehicle locate, status checks and climate preconditioning. The app was slow and unreliable in owner reviews, has no phone-as-key, and becomes a subscription after the trial.

Ports are USB-A and 12V, with up to two USB ports up front and up to two more 12V or USB points in the rear. There is no wireless charging and no household AC outlet.

Push-button start and a power tailgate are standard, and keyless entry plus the gesture tailgate and waterproof Activity Key are available. Remote start (preconditioning) runs through the app, and there is no phone-as-key.

For 2019 a rear camera and front and rear parking sensors became standard. The 360° Surround Camera and Park Assist come in optional packs, and the camera image resolution is ordinary.

A full-colour laser head-up display is available on the options list but is not standard on the volume trims.

Generous rear legroom (37.2 in) and outboard LATCH anchors make car seats easy to fit, and the 33.5 cu ft cargo bay swallows a stroller with room to spare. The sloping roof and narrowish rear door openings make loading kids a little harder than in a boxier rival.

AEB, lane keep assist, a driver condition monitor and parking sensors became standard for 2019. Blind-spot monitoring and adaptive cruise are optional, and the 2019 F-PACE has neither NHTSA stars nor an IIHS rating, so crash credentials are unverified.

Roomy rear legroom and a large 33.5 cu ft luggage bay suit four on a long trip. The firm ride, extra road noise without the later noise-cancellation tech, and thin rear amenities (four-zone climate is optional, no rear entertainment) hold it back.

The ZF 8-speed is smooth once moving, but pre-facelift cars show some low-speed hesitation and rough stop/start, and the ride is firm on city streets. The laggy Touch Pro and limited rear visibility add daily friction, and stop-and-go adaptive cruise is optional.

The volume 25t returns 22/27/24 mpg on premium fuel, about $3,350 a year by EPA's estimate, which is typical-to-pricey for the class. The 29 mpg 20d diesel is the thrifty choice.

The roughly 38 ft turning circle and the footprint match the Q5, X3 and GLC. A rear camera and front and rear sensors are standard for 2019, but thick rear pillars limit visibility and the surround camera is optional.

The 5,291 lb tow rating is strong for the class, and the 33.5 cu ft cargo bay is wide (49.3 in) and usable. The 25t's 2.0T is adequate rather than strong under load.

Jaguar's poor reliability record for early F-PACE model years and a leather-and-veneer cabin make this a bad fit for hard use. It has no fleet reputation.

Cargo tie-down loops, a factory tow hitch and roof rails are available as accessories or options. There is no AC outlet and no upfit ecosystem; it is a luxury SUV, not a work tool.

The 21.9 gal tank (enlarged for 2019) gives roughly 525 miles of range at 24 mpg, and the car is stable at speed. Road noise on big wheels, a firm ride, and optional-only adaptive cruise with steering assist limit how fatigue-free it is.

AWD with All-Surface Progress Control, a 20.7 in wading depth and a 5,291 lb tow rating handle gravel, snow and toys well. Ground clearance is modest (6.3 in at max load), approach and departure angles are road-car-like, and there is no low range.

The large 33.5 cu ft seats-up bay, a 40/20/40 rear seat for skis and a standard power tailgate handle luggage well. The 63.5 cu ft folded figure trails boxier rivals, and roof rails and a hitch are optional.

The aluminum-intensive chassis, rear-biased AWD and double-wishbone/Integral Link suspension give the F-PACE taut body control and a neutral, playful balance, close to the Macan and X3. The volume 25t lacks the S and SVR's Adaptive Dynamics.

The electric rack is quick, accurate and naturally weighted for the class, with somewhat muted on-center feel compared with a Macan.

The pedal is firm and progressive, and instrumented tests typically stop from 60 mph in about 110–115 ft. The 25t's brakes are adequate rather than standout; larger brakes come on the S and SVR.

The ZF 8-speed shifts smoothly, but the 247 hp 2.0T has noticeable lag before boost and feels merely adequate. Pre-facelift cars also show some low-speed hesitation and rough stop/start. The supercharged V6 in the S is far more responsive.

The Ingenium 2.0T sounds plainly four-cylinder and coarse under hard acceleration, its main refinement shortfall against the GLC and X3. The supercharged V6 and V8 sound great, but they are not the volume car.

The 38 ft turning diameter is mid-pack for compact luxury SUVs. KBB lists 39 ft for the 2021 car on the same wheelbase.

The seating position is sporty yet commanding, and the rising rotary gear selector and physical climate knobs are easy to use. Reviewers criticized the pre-facelift cabin's plain materials and laggy Touch Pro, rear visibility is limited, and 40.3 in of front legroom is tight for tall drivers.

Even as a 25t the F-PACE has a distinctly sporting character, with quick turn-in and a playful balance, and it is one of the more engaging luxury SUVs. The base four-cylinder dulls the fun, while the S and the new-for-2019 SVR are genuine enthusiast picks.

Every 2019 US F-PACE has AWD, the 8-speed ZF automatic and a 10-inch InControl Touch Pro screen. The base 25t still holds back leather, navigation and the fuller driver-assist suite for the Premium and Prestige trims and option packs. That is roughly par with a base X3 or GLC, and the pre-facelift cabin feels less rich than those rivals.

The $44,800 entry price was close to German rivals, and 5 years of free scheduled maintenance plus a strong supercharged V6 help the case. The volume four-cylinder is coarse, the cabin trails rivals, and roughly 60% five-year depreciation erodes long-run value, so it rates as fair value at best.

The 2019 lineup spans the 20d diesel, the 25t and 30t turbo fours, the 380-hp S and the new 550-hp SVR. Premium, Prestige, R-Sport and Portfolio grades give about a $45k–$80k ladder with well-spaced steps. There is no RWD, hybrid or PHEV in the US.

US F-PACE sales were about 15,500 units in 2019, Jaguar's best-seller but well off the launch-era peak. The X3, GLC, Q5, NX and RX each sold several times that, so the F-PACE was a niche player on a declining trajectory.

Jaguar carries genuine British-luxury and design cachet, and the F-PACE was its first and most successful SUV. A thin US dealer network, a weak reliability reputation and poor resale leave it behind BMW, Mercedes, Audi, Lexus and Porsche in shopper consideration.

With volume falling and dealer stock plentiful before the chip shortage, 2019 F-PACEs regularly carried JLR conquest/loyalty cash, subvented lease rates and sizable dealer discounts. They were among the more negotiable luxury SUVs of the period.

2019 is the third US model year of the X761 that launched for 2017. It is a carry-over year apart from the new SVR. It is mid-cycle and current, but its InControl Touch Pro cabin was overtaken by the late-2020 facelift, which brought a new interior, Pivi Pro and mild-hybrid sixes.

Reviewers praised the styling, sharp handling, useful cargo space and the supercharged V6 and SVR. They criticized the unrefined base four, a plasticky cabin for the price, laggy infotainment and JLR reliability, and it rarely beat the X3 or GLC in comparisons. It won 2017 World Car of the Year and World Car Design of the Year.