2021 Jaguar F-PACE

The volume 2021 F-PACE is the P250 with the 2.0L Ingenium turbo four. MY2021 was the facelift year, which introduced the P340 and P400 3.0L mild-hybrid inline-sixes and raised the SVR to 550 hp.

The P250's 2.0L turbo four makes 269 lb-ft, which is about average for a base engine in a compact luxury SUV.

Jaguar quotes 6.9 s to 60 mph for the P250. That is mid-pack for a base compact luxury SUV, with much quicker six-cylinder and V8 options above it.

The volume 2.0L turbo four is competent but sounds coarse when pushed, and it trails the smoother base engines in BMW and Mercedes rivals. The new-for-2021 mild-hybrid inline-six is notably smooth and responsive.

Every trim uses the ZF-sourced 8-speed automatic, which shifts smoothly and decisively and responds well to the paddles. Reviewers note occasional hesitation when pulling away in the default mode.

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

AWD is standard on every 2021 US F-PACE. It is rear-biased with Intelligent Driveline Dynamics, offers Adaptive Surface Response and All-Surface Progress Control, and the SVR adds an electronic active rear differential. There is no low range.

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

The 2021 US F-PACE came with four gas engines: the P250 turbo four, the new P340 and P400 mild-hybrid sixes and the SVR V8. That is a broad performance spread, but the P400e PHEV and the diesels were not sold in the US.

The EPA rates the volume P250 AWD at 24 MPG combined, which is middling for a gas compact luxury SUV. The six-cylinder and V8 trims use more fuel.

The EPA city rating for the P250 AWD is 22 MPG. With no hybrid assist on the base engine, stop-and-go economy is only average.

The EPA highway rating for the P250 AWD is 27 MPG, which trails the best four-cylinder rivals.

A large tank of about 21.9 gal (83 L) and 24 MPG combined give the P250 roughly 525 miles between fill-ups, which is long for the class.

Because it requires premium fuel and averages 24 MPG combined, the P250 has a high EPA annual fuel cost.

Every 2021 F-PACE powertrain requires premium unleaded. There is no regular-fuel, diesel (US) or plug-in option to lower running costs.

NHTSA never crash-tested the 2021 F-PACE: every NCAP field is 'Not Rated'. The X761 generation has never carried NHTSA stars in any year, so there is no earlier test to carry forward.

IIHS has published no crashworthiness results for the F-PACE, so the 2021 model has no award and no overlap or side scores, unlike award-winning rivals such as the Q5, GV70 and GLC. The aluminum-intensive body raises no specific concern, which puts it in the upper part of the 'untested' band.

The facelifted 2021 car has standard emergency braking, lane keep assist, Blind Spot Assist with rear cross-traffic alert, driver condition monitor and traffic sign recognition. Full-speed adaptive cruise was still an extra-cost option on the volume P250 S; it did not become standard on S trims until MY2023.

Camera-based emergency braking with pedestrian detection is standard. IIHS has never rated the F-PACE's front crash prevention, so there is no day or night vehicle or pedestrian result to support a higher score.

Blind Spot Assist, which counter-steers away from a vehicle in the blind zone, and rear cross-traffic alert are standard on the 2021 range. That is active intervention, but there is no rear cross-traffic auto-braking or trailer-aware coverage on the volume trim.

The standard Lane Keep Assist is reactive and only nudges the car back near a lane line. Proactive centering needs the optional Adaptive Cruise with Steering Assist, which reviewers rate behind BMW, Mercedes and Volvo systems, and it was not standard on the volume trim in 2021.

Full-speed stop-and-go adaptive cruise, with Steering Assist in the Driver Assist Pack, was optional on the 2021 P250 S. When fitted it works but is less polished than the German rivals' systems. Volume cars without the option get only conventional cruise.

No hands-free highway driving system is offered on the 2021 F-PACE. Its most advanced aid, Adaptive Cruise with Steering Assist, requires hands on the wheel.

The 2021 facelift brought slimmer LED headlights with auto high beam as standard, and optional Pixel LED adaptive units with glare-free high beam. IIHS has never tested the F-PACE's headlights, so beam performance on the volume trim is unverified.

Forward sightlines are reasonable, but the sloping roofline and thick D-pillars create rear-quarter blind zones. A 3D surround-view camera, reported as standard on the 2021 lineup, helps make up for them when parking.

LATCH lower 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 2021 F-PACE trim (P250, P250 S, P340 S, P400 R-Dynamic S, SVR) is a two-row, five-passenger SUV.

Front headroom is low for the segment, partly because a panoramic moonroof is standard on the P250 S and no US roof-delete figure is published.

Front legroom is 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 standard panoramic roof.

Rear legroom is generous for a compact luxury SUV, and two adults fit comfortably in back.

No 2021 F-PACE has a third row; it is strictly a two-row, five-seat SUV.

Cargo space behind the second row is among the larger figures in the compact luxury class, though it sits low on the broad SUV band.

With the 40/20/40 rear seats folded, the F-PACE offers about 69 cu ft, competitive with the X3 and GLC.

The 2021 refresh brought a redesigned center console with more usable storage, and the 40/20/40 rear seat adds flexibility. The wireless charging pad is optional, and there are no standout solutions such as underfloor bins or onboard AC power.

The P250 S has supportive heated power front seats, and the rear bench suits two adults. Massage and larger heated and cooled areas arrived with the 2021 seat redesign, but they are on upper trims and options rather than the volume car.

Reviewers find the refreshed F-PACE comfortable and well-controlled day to day. The volume P250 S runs passive dampers on 19–20-inch wheels; adaptive dampers are reserved for the six-cylinder and SVR trims.

Active Road Noise Cancellation is new and standard for 2021, and it keeps road roar well contained. The P250's four-cylinder is audible under load, which keeps the cabin short of GLC or XC60 quietness.

Heated front seats, dual-zone climate and a panoramic roof are standard on the P250 S. The heated wheel, heated windshield, ventilated seats and cabin air ionisation are all optional rather than standard.

The refreshed 2021 F-PACE opened at $49,995 for the P250, before a $1,050 destination and delivery charge.

The P250 S is the volume configuration: it adds leather and Pivi Pro navigation over the base P250. It listed at $53,895 plus $1,050 destination, and typical option packs push transaction prices into the high $50ks.

CarEdge projects about $5,468 in 5-year maintenance for the F-PACE, and JLR's below-average reliability adds a repair allowance on top. For MY2021, EliteCare covered scheduled service for 5 years/60k miles, so an original owner would pay well below this industry figure out of pocket.

iSeeCars measures a 59.9% five-year loss for the 2021 F-PACE, so it keeps about 40% of its MSRP, against 56% for a 2021 Macan. That puts it at the bottom of the compact-luxury class.

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. The 8yr/100k battery coverage applies only to the I-PACE.

MY2021 EliteCare bundles 5yr/60k complimentary scheduled maintenance, 5yr/60k 24/7 roadside assistance and 5yr/unlimited-mile InControl Remote & Protect. 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.

$54,945 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $21,978) leaves about $32,967 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $39,467 in total.

2021 is the facelift year of the first-generation F-PACE. It brought a new interior, the Pivi Pro infotainment system and the 3.0 MHEV six, and first-year-of-refresh content usually raises early problem rates. Consumer Reports has no detailed model reliability data for 2021, and no J.D. Power model rating was found, so the prediction leans on Jaguar's weak brand standing.

In the US, Jaguar and sister brand Land Rover have sat in the bottom third of Consumer Reports brand rankings for years. J.D. Power placed Jaguar among the three worst brands in its 2020 and 2021 dependability studies, with only slight improvement afterward.

Five NHTSA campaigns cover the 2021 F-PACE. Two are minor build or equipment errors: wrong tail lights and a seat-belt automatic locking retractor fault. One is an oil-filter-housing crack that carries a fire risk. The serious one is a fleet-wide JLR mild-hybrid DC-DC converter defect that can cause loss of drive power, and its final remedy is still pending as of late 2026.

The volume P250 uses the Ingenium 2.0T four-cylinder, which has owner-reported oil consumption, timing-chain and coolant issues, plus the oil-filter-housing recall. The P340/P400 3.0 MHEV six debuted this year and shares the DC-DC converter recall. The ZF 8HP automatic is well proven.

The 2021 refresh brought a fully redesigned cabin with richer leathers, metal trim and an 11.4-inch curved Pivi Pro screen. Reviewers rate it competitive with German rivals, though some lower-cabin plastics trail the GLC and GV70.

Assembly is generally solid, but this was a launch year for the refreshed interior and electronics. Build-error recalls (wrong tail lights, a seat-belt retractor fault) and owner reports of rattles and Pivi Pro glitches point to less consistent quality control than German rivals.

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 little aftermarket support. Jaguar ranks among the costliest brands to repair out of warranty.

The 2021 facelift replaced the flat 10-inch Touch Pro screen with an 11.4-inch curved-glass Pivi Pro touchscreen, standard on every trim.

Pivi Pro boots quickly, uses a simple tile layout and keeps physical climate dials, which is a major step up from the old InControl Touch Pro. Reviewers still rate German and Genesis rivals' systems as more intuitive.

Apple CarPlay and Android Auto are standard, but the 2021 car launched with wired connections only. Wireless projection arrived on Pivi Pro later, via the 2022 software update.

Pivi Pro brings connected navigation with live traffic and 3D maps that can be mirrored to the driver display. Amazon Alexa integration did not arrive until 2023, so native voice control is basic for 2021.

Meridian audio is standard on the P250 S, above the segment norm for a base system, and a Meridian Surround upgrade is available on higher trims.

The configurable 12.3-inch Interactive Driver Display can show full-screen 3D mapping and turn-by-turn directions, and it is crisp and flexible.

Pivi Pro supports Software-Over-The-Air updates to many vehicle modules, not just maps. Jaguar later used it to push wireless CarPlay and Android Auto to existing cars, though update cadence trails Tesla.

The InControl Remote app covers lock and unlock, vehicle locate, status and climate preconditioning. There is no phone-as-key, and connected services become a subscription after the trial; KBB lists internet access as an option on the P250 S.

USB and 12V outlets are fitted front and rear, but the wireless charging pad is optional on 2021 cars and there is no household AC outlet.

Keyless entry with push-button start and a power liftgate are standard. The gesture tailgate and waterproof Activity Key are optional, and there is no phone-as-key.

KBB lists a surround-view camera as standard on the 2021 P250 S, alongside front and rear parking sensors. The ClearSight digital rear-view mirror remains optional.

A full-colour head-up display is on the options list but is not standard on the P250 or P250 S, so most cars on the lot lack it.

Roomy rear legroom (37.2 in) and LATCH anchors on the outboard rear seats make car seats easy to fit, and the new Clear Exit Monitor warns kids against opening doors into traffic. The 31.5 cu ft cargo area takes a stroller easily, but the sloping roof and standard panoramic roof trim rear headroom.

AEB, lane keeping, blind-spot monitoring, rear cross-traffic alert and a surround camera are standard on the P250 S. Adaptive cruise is not listed as standard, and the 2021 F-PACE was not rated by NHTSA and carries no IIHS Top Safety Pick.

A comfortable ride, the new Active Road Noise Cancellation, a standard panoramic roof and 31.5 cu ft of luggage space make it a pleasant long-hauler for four. There is no rear-seat entertainment, and rear amenities are thin unless optioned.

The ZF 8-speed is smooth and the ride is calm in traffic, so daily duty is easy. Thick rear pillars limit over-the-shoulder visibility, and stop-and-go adaptive cruise is an option rather than standard.

The P250 returns 22/27/24 mpg city/highway/combined on premium fuel, pricier per mile than hybrid rivals. The I6 mild-hybrids drop to 22 combined, and no PHEV was sold in the US.

The 39 ft turning circle and the footprint match the Q5, X3 and GLC. A surround camera and parking sensors are listed as standard on the P250 S, which offsets the middling rear visibility.

The 5,291 lb tow rating is strong for the class, and the 31.5/69.1 cu ft cargo bay is flat and usable. The base 2.0T is adequate rather than strong under load.

Jaguar's below-average reliability record and a leather-and-veneer cabin make this a poor fit for hard use. It has no fleet reputation and no wipe-clean interior option.

Cargo tie-down loops, a factory tow hitch and roof rails are available, but roof rails are optional on the P250 S. There is no AC outlet and no upfit ecosystem; it is a luxury SUV, not a work tool.

The cabin is quiet and composed on the highway with the new road-noise cancellation, and the roughly 21.7–21.9 gal tank gives about 520 miles of mixed-driving range at 24 mpg combined. Adaptive cruise is optional on the volume trim.

Standard AWD, about 8.4 in of ground clearance and All-Surface Progress Control handle gravel and snow well, and the 5,291 lb tow rating covers recreational toys. There is no low range or underbody protection.

The 40/20/40 rear seats, a standard power liftgate and 69.1 cu ft maximum handle bulky gear well. Roof rails and a hitch are optional, and underfloor storage is modest.

A rear-biased AWD system and an aluminum-intensive chassis give the F-PACE taut body control and neutral balance, putting it near the Macan and X3 for handling. The volume P250 S lacks the adaptive dampers of the six-cylinder trims.

The electric rack is quick, accurate and naturally weighted for the class, with slightly 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 P250 S brakes are adequate rather than standout; larger brakes come with the P400 and SVR.

The ZF 8-speed shifts smoothly and quickly, and throttle tip-in is well judged. The 246 hp 2.0T has some lag before boost and feels merely adequate, while the new-for-2021 P340/P400 mild-hybrid sixes are much stronger.

The Ingenium 2.0T sounds plainly four-cylinder and a little coarse under hard acceleration, its main refinement shortfall against the GLC and X3. The optional inline-six is far smoother.

The 39 ft turning diameter is mid-pack for compact luxury SUVs.

The 2021 interior redesign brought a cleaner console, a metallic rotary shifter, Pivi Pro with physical climate dials and a 12.3-inch driver display. The seating position is sporty yet commanding, but rear visibility is limited and 40.3 in of front legroom is tight for tall drivers.

Even as a P250 the F-PACE has a distinctly sporting character, with quick turn-in and a playful balance. It ranks among the more engaging luxury SUVs, though the base four-cylinder dulls the fun somewhat.

The 2021 refresh made Pivi Pro with an 11.4-inch curved touchscreen standard, alongside LED lighting and AWD on every trim. The base P250 still holds back leather and navigation for the P250 S, and driver-assist upgrades are options. That is competitive with a base X3 or GLC, not generous.

The $49,995 base price sat several thousand dollars above a base X3, GLC or Q5, and the base 246-hp four is slower than those rivals. Five years of free scheduled maintenance and the strong 335/395-hp mild-hybrid sixes help. Steep depreciation pulls long-run value down to only fair.

There are four launch configurations across three powertrains, all AWD: P250 and P250 S (246-hp I4), P340 S (335-hp MHEV I6) and P400 R-Dynamic S (395-hp MHEV I6). The 542-hp SVR is the performance halo. Together they span about $50k to $85k with well-spaced steps, though there is no RWD or hybrid-efficiency option in the US.

US F-PACE sales were about 9,200 units in 2021, down from 10,900 in 2020 and 15,500 in 2019. The X3, GLC, Q5 and NX each sell tens of thousands a year, so the F-PACE is a niche, declining seller even in its refresh year.

Jaguar keeps real British-luxury and design cachet. Its February 2021 Reimagine announcement that it would go all-electric by 2025, and its thin US dealer network, leave it behind BMW, Mercedes, Audi, Lexus and Porsche in shopper consideration.

Early 2021 F-PACEs saw JLR loyalty cash and subvented lease/APR offers. The mid-2021 chip shortage thinned luxury incentives industry-wide, though slow-selling Jaguar stayed more negotiable than its German rivals.

2021 is the X761's major mid-cycle refresh, bringing a redesigned interior, Pivi Pro infotainment, revised styling and the new mild-hybrid Ingenium sixes. The underlying platform dates to the 2017 launch, and Jaguar's all-EV plan meant no gas successor would follow.

Reviewers welcomed the refresh's much-improved cabin, Pivi Pro screen, styling, smooth ride and sharp handling. They criticized the price, the sluggish base four-cylinder, a tight rear seat and JLR reliability. It rarely won comparison tests against the X3, GLC or new GV70, and its 2017 World Car of the Year award belongs to the pre-refresh car.