2022 Jaguar F-PACE

The volume 2022 F-PACE is the P250 with the 2.0L Ingenium turbo four. 2022 carries over the 2021 refresh lineup, which also includes the P340 and P400 3.0L mild-hybrid inline-sixes and the supercharged 5.0L V8 SVR.

The P250's turbo four makes 269 lb-ft from 1,300 rpm, which is about average for a base engine in a compact luxury SUV.

The P250 is quoted at 6.9 s to 60 mph. That is mid-pack for a base compact luxury SUV, and the six-cylinder and V8 trims are much quicker.

The volume turbo four is competent but sounds coarse when worked hard, and it trails the smoother base engines from BMW and Mercedes. The optional mild-hybrid inline-six is notably silky and responsive.

Every trim uses a ZF-sourced 8-speed automatic. It shifts smoothly and decisively and responds well to the paddles, though it can hesitate a little when pulling away in the default mode.

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

AWD is standard on every 2022 US F-PACE. The system is rear-biased with Intelligent Driveline Dynamics and adds Adaptive Surface Response and All-Surface Progress Control, and the SVR gets 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 2022 US F-PACE offered four gas engines: the P250 turbo four, the P340 and P400 mild-hybrid sixes and the SVR V8. That is a broad performance spread, but no plug-in or full hybrid was 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. The base engine has no hybrid assist, so 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 tank of roughly 21.7 gal and 24 MPG combined give the P250 about 520 miles between fill-ups, which is long for the class.

With premium fuel required and 24 MPG combined, the P250's EPA annual fuel cost is high.

Every 2022 F-PACE powertrain requires premium unleaded. There is no regular-fuel, US diesel or plug-in option to lower running costs.

NHTSA never crash-tested the 2022 F-PACE. Its 2022 record has no rated vehicle variant, and no X761 model year has carried NHTSA stars, so there is no older test to carry forward.

IIHS has published no crashworthiness results for the F-PACE in any year, so it has no Top Safety Pick and no overlap or side scores. That leaves it well behind award-holding rivals such as the Audi Q5, Genesis GV70 and Mercedes GLC. The aluminum-intensive structure raises no specific concern, so the score sits in the upper part of the 'untested' band.

The volume 2022 P250 S gets emergency braking with pedestrian detection, lane keep assist, lane departure warning, driver condition monitor, traffic sign recognition and rear collision monitor. Adaptive cruise with Steering Assist was a Driver Assist Pack option; it was standard only on the SVR and did not become standard on the S until 2023. Core features are covered, but key items are optional on the volume trim.

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

A US 2022 P250 S dealer listing shows active Blind Spot Assist, which can steer the car away from a vehicle in the blind zone. In some markets, though, Rear Traffic Monitor and Clear Exit Monitor came in the optional Driver Assist Pack, so whether cross-traffic coverage was standard on the volume trim is not fully confirmed. There is no rear cross-traffic auto-braking.

Standard Lane Keep Assist is reactive: it steers back only when the car nears a lane marking. Proactive centering requires Steering Assist, which is in the optional Driver Assist Pack on the 2022 volume trim, and reviewers rate it behind the centering in BMW, Mercedes and Volvo rivals.

Full-speed adaptive cruise with stop-and-go and Steering Assist is available, but on the 2022 volume P250 S it is an option (Driver Assist Pack), standard only on the SVR. When fitted, reviewers find it workable but less refined than the German rivals' systems.

No hands-free highway driving system was offered on the 2022 F-PACE. Its most advanced aid, Adaptive Cruise with Steering Assist, requires hands on the wheel.

Since the 2021 refresh, LED headlights with auto high beam are standard. Pixel LED adaptive headlights come on R-Dynamic trims or as an option. 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 surround-view camera is available to compensate (Edmunds lists it for 2022), though on lower trims it often comes through the Park Assist Pack.

There are LATCH lower anchors in both outboard rear seats and 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 within the seat bight, so some digging is needed.

Every 2022 F-PACE is a two-row, five-seat SUV. There is no third-row option.

US F-PACE trims come with a panoramic roof as standard, so the published front headroom is the sunroof figure. That is modest for a compact SUV.

Front legroom is at the short end of the class range.

Rear headroom is mid-pack for a compact luxury SUV, even with the panoramic roof.

Rear legroom is a genuine strength. Reviewers call the back seat roomier than expected for the class.

There is no third row on any 2022 F-PACE, so this scores in the lowest band.

31.5 cu ft behind the rear seats is among the larger figures in the compact luxury class (KBB calls it among the best), though it scores low against the broad SUV band.

Maximum cargo space is competitive with compact luxury rivals. The 40/20/40 split rear seat adds flexibility.

The 2021 refresh added a new center console with more stowage and a wireless charger, and the cargo area has smart tie-downs. A reviewer still calls small-item storage lacking.

The refresh brought new, wider-cushioned seats, with massage available. Reviewers find the rear seat comfortable, but massage and ventilation are optional extras.

The suspension was softened for the refresh, and KBB finds it relaxed even on rough roads. Other testers say it never fully settles over uneven surfaces. Adaptive Dynamics is optional.

Active Road Noise Cancellation and Engine Noise Cancellation came in with the refresh. Few reviews measure it directly; the four-cylinder is audible under load.

For 2022, heated front seats became standard on the S trims and dual-zone climate is standard. A heated wheel, ventilated and massage seats, heated rear seats and cabin air ionisation are optional or packaged.

The 2022 F-PACE P250 listed at $50,900 before a $1,150 destination charge.

The P250 S is the volume configuration, adding leather and navigation over the base P250. It listed at $54,000 plus $1,150 destination, and option packs typically push transaction prices toward $58–60k.

CarEdge projects about $5,500 in 5-year maintenance for the F-PACE. A repair allowance is added on top for Jaguar's below-average reliability. An original owner's out-of-pocket cost would be lower, because EliteCare covers the scheduled services for 5yr/60k.

KBB shows a 2022 P250 S losing about 45% over its first three years, with a resale value near $26,600. Its F-PACE depreciation curve projects that to roughly 40% retained at five years, near the bottom of the segment.

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

There is no separate, longer powertrain term: the powertrain is covered under the 5yr/60k limited warranty.

EliteCare bundles 5yr/60k complimentary scheduled maintenance, 5yr/60k 24/7 roadside assistance and 5 years of InControl Remote & Protect connected services. That is one of the richest included-ownership packages in the class, ahead of BMW's 3yr/36k maintenance and well ahead of Audi and Mercedes.

$55,150 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $22,060) leaves about $33,090 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $39,590 in total.

2022 is the second year of the 2021-refreshed first-generation F-PACE (carry-over year). Neither Consumer Reports nor J.D. Power publishes a usable model-level reliability score for it, so the prediction rests on Jaguar's weak brand standing. Small owner samples are positive but self-selected.

In the US, Jaguar and sister brand Land Rover have sat in the bottom third of Consumer Reports brand reliability rankings for years, and J.D. Power dependability studies put them well below industry average. Jaguar's low US volume often leaves it unranked rather than improved. Its better result in the UK Driver Power survey does not carry over to US data.

Six NHTSA campaigns cover the 2022 F-PACE. Three are small build-quality or safety-equipment errors (tail lights, a missing audio amplifier, seat-belt pretensioners) and one is a small oil-leak 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. Unlike 2023, it has no cam-carrier oil-channel recall. The P340/P400 3.0 MHEV six is cleaner but shares the DC-DC converter recall, and the ZF 8HP automatic is well proven.

The 2021 refresh, carried into 2022, brought a 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 after the refresh, but three 2022 build-error recalls point to less consistent factory quality control than German rivals: wrong tail lights, a missing audio amplifier module, and damaged seat-belt pretensioners. Owners also report scattered rattles and Pivi Pro glitches.

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.

An 11.4-inch curved-glass touchscreen is standard on every 2022 F-PACE.

Pivi Pro is fast, with common tasks reachable in two taps, and reviewers rate it a big step up from InControl Touch. Deep menus, unreliable sign recognition and an awkward combined seat/climate knob hold it back.

Apple CarPlay and Android Auto are standard, and wireless versions of both arrived with the 2022 update, also pushed over the air to existing Pivi Pro cars.

Pivi Pro adds connected native navigation with the online pack on S trims and later Alexa integration. One reviewer calls voice recognition hit or miss, and the base P250 relies on phone navigation.

A 14-speaker Meridian system is standard on every model, and reviewers single it out. Upgraded Meridian systems are optional.

The 12.3-inch Interactive Driver Display, with full-screen 3D maps, is excellent but optional or trim-dependent in 2022. Some volume S cars have it and others do not.

On the EVA 2.0 architecture, SOTA updates vehicle systems as well as infotainment, and it delivered new features such as wireless CarPlay and Android Auto. Updates are less frequent and less extensive than the class leaders'.

The InControl Remote app covers lock/unlock, locate, climate pre-conditioning and remote start, and is included for 5 years. There is no phone-as-key, and the app's reliability gets mixed reviews.

Wireless charging is standard from the base P250, and the refreshed console has front and rear USB ports. No household AC outlet is offered.

Push-button start and a power tailgate are standard, remote start works through the app, and the second-generation Activity Key wearable can lock, unlock and start the car. Proximity entry is standard on most trims, with a gesture tailgate optional.

The 3D Surround Camera with ClearSight Plan View is standard, as are front and rear parking sensors. A Park Assist package and ClearSight digital mirror are optional.

A head-up display is optional, usually bundled in packages on the S trims and up, rather than standard on the volume trim.

Generous rear legroom, LATCH on both outboard seats and a large 31.5 cu ft cargo area make it a capable family SUV. Small-item storage is weak.

AEB, blind-spot assist, lane keeping and a 3D surround camera are standard, but there are no NHTSA or IIHS crash ratings, and adaptive cruise with steering assist costs extra on the lower trims.

The roomy rear seat, a good cargo hold with seats up, standard Meridian audio and active noise cancellation suit long family trips. Rear climate and heated rear seats depend on options.

The softened ride, a smooth ZF 8-speed and Auto Vehicle Hold make it a relaxed commuter. The P250's four-cylinder is merely adequate.

24 MPG combined on required premium fuel makes the volume P250 an expensive commuter even within the luxury class.

A 39-ft turning circle and the standard 3D surround camera with sensors help in town. Rear three-quarter visibility is restricted.

A 5,291-lb maximum tow rating is strong for a compact luxury SUV and handles a small boat or camper. A luxury crossover remains a limited work tool.

Luxury-oriented leather cabins and JLR's below-average reliability record make it a poor fit for hard use.

Cargo tie-downs, a power tailgate and a factory tow hitch are about all it offers. There is no onboard AC power and no upfit ecosystem.

A roughly 520-mile range, a quiet cabin with active noise cancellation and supportive seats make it a good tourer. Hands-off driver assistance is missing, and steering assist is not standard on the lower trims.

Standard AWD, a Rain-Ice-Snow mode, All-Surface Progress Control, about 8.4 in of ground clearance and a 5,291-lb tow rating handle gravel roads and toys. There is no off-road variant.

31.5 to 69.1 cu ft of space, 40/20/40 split rear seats (good for skis), tie-downs, roof rails and a hitch make for flexible gear hauling.

Built on Jaguar's aluminum architecture, it remains composed and agile, and it is stable in corners with standard AWD. The 2021-22 retune softened it, and reviewers find it less exciting than before.

Steering is precise, and Edmunds praises its feel, but the refresh lightened it and New Atlas reports reduced feedback.

Testers praise the brakes. No 2022 instrumented stopping distance was available to corroborate them.

The ZF 8-speed is smooth and well calibrated, but the volume P250 four-cylinder 'doesn't give much in return'. The P340/P400 inline-six MHEV is the smooth choice.

Engine Noise Cancellation subdues the four-cylinder, but it sounds workmanlike under load next to the silky inline-six.

A 39-ft turning circle is about average for a compact luxury SUV.

The new seats and wheel give a sporty, adjustable driving position. Oddly placed controls, the combined seat/climate knob and restricted rear three-quarter vision cost points.

The chassis still has Jaguar character, but the softened setup and the uninspiring P250 four make the volume trim pleasant rather than thrilling. The six and the SVR are the enthusiast picks.

Every 2022 F-PACE gets the refreshed cabin with the 11.4-inch Pivi Pro screen, wireless Apple CarPlay/Android Auto, LED lighting and AWD. The base P250 holds back leather and navigation for the P250 S, though, and stop-and-go adaptive cruise is an extra-cost option. That is competitive with a base X3 or Q5, not generous.

The $50,900 base price undercuts or matches the X3, Q5 and GLC. The $59,600 P340 S and $65,500 P400 mild-hybrid sixes offer strong performance per dollar, and five years of free maintenance adds real value. Weak residuals and JLR's reliability record pull the long-run value back to fair.

There are five trims across four powertrains, all AWD: P250 and P250 S (246-hp I4), P340 S (335-hp mild-hybrid I6), P400 R-Dynamic S (395-hp I6) and the 550-hp V8 SVR. The well-spaced range runs from about $51k to about $87k. The P340 middle step, which 2023 dropped, keeps 2022 without that gap.

US F-PACE sales were about 6,000 units in 2022. The X3, Q5, GLC and NX each sell several tens of thousands a year, so the F-PACE is a niche player in the segment.

Jaguar keeps real British-luxury and design cachet. Its small US dealer network and the February 2021 Reimagine pledge to go all-electric by 2025, which clouded the future of its gas models, leave it trailing BMW, Mercedes, Audi, Lexus and Porsche in shopper consideration.

MY2022 was sold during the chip-shortage inventory squeeze, when luxury incentives were thin and many cars sold near MSRP. Low-volume Jaguar still offered loyalty cash and subvented lease deals more readily than the German brands.

The 2022 model is the sixth year of the X761 generation, which launched for 2017. It sits just one year after the MY2021 refresh that brought a new interior, Pivi Pro and the mild-hybrid I6, so the cabin tech is current. The underlying platform is aging, though, and Jaguar's EV pivot meant no gas successor.

Reviewers praised the refreshed F-PACE's handling, ride, styling, upgraded interior and Pivi Pro screen. They criticized the base I4's lack of refinement, its rear-seat and cargo space against class leaders, and JLR reliability. It rarely won comparison tests against the X3, GV70 or GLC, and its 2017 World Car of the Year award belongs to the pre-refresh car.