2023 Jaguar F-PACE

The volume 2023 F-PACE is the P250 with the 2.0L Ingenium turbo four. The 2023 US range also offered the P340 and P400 3.0L mild-hybrid inline-sixes and the 5.0L supercharged V8 SVR.

The P250's 2.0L turbo four makes 269 lb-ft from low 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, with much quicker six-cylinder and V8 options above it.

The volume 2.0L turbo four is competent but sounds coarse and gruff when pushed, and it trails the smoother base engines in BMW and Mercedes rivals. The optional mild-hybrid inline-six is notably silky 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 2023 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 2023 US F-PACE came with 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 there was no plug-in or full hybrid 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 2023 F-PACE powertrain requires premium unleaded. There is no regular-fuel, diesel (US) or plug-in option to lower running costs.

NHTSA has not crash-tested the 2023 F-PACE; every NCAP field is 'Not Rated'. The X761 generation has never carried NHTSA stars (the 2017 launch-year record is also 'Not Rated'), 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 small-overlap, moderate-overlap or side scores. That leaves it well behind rivals such as the Audi Q5, Genesis GV70 and Mercedes GLC, which all hold awards. The aluminum-intensive structure raises no specific concern, so the score sits in the upper part of the 'untested' band.

The volume P250 S gets emergency braking with pedestrian detection, lane keep assist, lane departure warning, blind-spot monitoring with rear cross-traffic alert, driver condition monitor and traffic sign recognition. For 2023, adaptive cruise with stop-and-go became standard on the S and R-Dynamic S. The base P250 still lacks adaptive cruise, so the suite is not complete on every 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.

Blind-spot monitoring and rear cross-traffic alert are standard. JLR's Blind Spot Assist can steer the car away from a vehicle in the blind zone, which is active intervention. There is no rear cross-traffic auto-braking or trailer-aware coverage on the volume trim to push it higher.

Standard Lane Keep Assist is reactive: it steers back only when the car nears a lane marking. Proactive centering needs Adaptive Cruise with Steering Assist, and reviewers rate it behind the centering in BMW, Mercedes and Volvo rivals.

Full-speed adaptive cruise with stop-and-go is standard on the volume P250 S for 2023, and Steering Assist adds lane centering. Reviewers find it workable but less refined than the German rivals' systems, and it is missing on the base P250.

No hands-free highway driving system is offered on the 2023 F-PACE. Its most advanced aid, Adaptive Cruise with Steering Assist, requires hands on the wheel.

LED headlights with auto high beam are standard. Pixel LED adaptive headlights with glare-free high beam 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. The 3D Surround Camera that compensates is optional (Park Assist Pack) on lower trims rather than standard.

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 2023 F-PACE trim (P250, P250 S, P400 R-Dynamic S, SVR) is a two-row, five-passenger SUV.

US-published front headroom is low for the segment, partly because a panoramic roof is standard and no roof-delete figure is published for the US.

Front legroom is at the bottom of the SUV band and short of most compact luxury rivals, which list 40.9–41.5 in.

Second-row headroom is mid-band and adequate for adults despite the standard panoramic roof.

Rear legroom is generous for a compact luxury SUV; KBB's reviewer says two adults fit comfortably in back.

There is no third row on any 2023 F-PACE; it is a strict two-row, five-seat SUV.

Cargo space behind the second row is among the larger figures in the compact luxury class, above the X3 and Corsair per TrueCar, 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.

Storage is conventional but adequate: a center console bin, door pockets, a wireless charging pad and a 40/20/40 split rear seat. There are no standout solutions such as underfloor bins or onboard AC power.

Heated power front seats are standard and reviewers find them supportive, and the rear bench suits two adults. Ventilation and wider adjustment sit on the S and R-Dynamic packs, not the base car.

Reviewers call the ride serene and comfortable day to day while staying composed. The volume P250 S runs passive dampers on 19–20-inch wheels; adaptive dampers come only on the P400.

The 2021 refresh improved acoustic insulation, so wind and road noise are well contained. The four-cylinder P250 is audible under load, which keeps the cabin short of GLC or XC60 quietness.

Heated front seats and a panoramic roof are standard. The heated wheel (Cold Climate Pack) and ventilated and heated rear seats are optional extras on the P250 S rather than standard.

The 2023 entry F-PACE P250 listed at $52,400 plus a $1,275 destination charge. KBB's new-price record for the 2023 P250 shows the same $53,675.

The P250 S is the volume configuration: it adds leather and Pivi Pro navigation over the base P250, and stop-and-go adaptive cruise is available on it. Its MSRP is $56,000 plus $1,275 destination. Typical option packs push transaction prices closer to $60k.

CarEdge projects about $5,468 in 5-year maintenance for the F-PACE, and Jaguar's below-average reliability record adds a repair allowance on top. For MY2023 the scheduled services in the first 5 years/60k miles were complimentary under EliteCare, so an original owner's out-of-pocket cost would run well below this industry figure.

KBB values a 2023 P250 at about $28,100 against $53,675 new, roughly 52% retained after about three years. On the F-PACE's depreciation curve that projects to about 40% at five years, near the bottom of the segment. Jaguar's announced move to an EV-only lineup also weighs on the value of used gas F-PACEs.

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

There is no separate, longer powertrain term: the powertrain is covered under the 5yr/60k limited warranty. The extended 8yr/100k battery coverage applies only to the I-PACE.

MY2023 EliteCare bundles 5yr/60k complimentary scheduled maintenance, 5yr/60k 24/7 roadside assistance and 5yr/unlimited-mile InControl Remote & Protect connected services. That is one of the richest included-ownership packages in the class, above BMW's 3yr/36k maintenance and well above Audi and Mercedes.

$57,275 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $22,910) leaves about $34,365 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $40,865 in total.

2023 is a carry-over year of the 2021-refreshed first-generation F-PACE; Consumer Reports publishes no detailed reliability data for the 2023 model (too few survey responses), and Jaguar's brand-level CR and J.D. Power standings imply below-average predicted reliability. Small owner samples (KBB) are positive but not statistically meaningful.

Jaguar (and sister brand Land Rover) has sat in the bottom third of Consumer Reports brand reliability rankings and well below industry average in J.D. Power dependability studies for years; Jaguar's low US volume often leaves it unranked rather than improved.

The 2023 F-PACE is covered by four NHTSA campaigns, two of them oil-leak fire risks and two (one an expansion of the other) for a DC-DC converter overload that can cause complete loss of drive power, with the final remedy still pending as of late 2026 — a systemic electrical issue across the JLR MHEV lineup, though unit counts for the oil campaigns are small.

The volume P250 uses the Ingenium 2.0T four-cylinder, which carries owner-reported oil-consumption, timing-chain and coolant issues plus a 2023-specific cam-carrier oil recall; the P400's 3.0 MHEV six has a cleaner record but shares the DC-DC converter recall. The ZF 8HP automatic is well proven.

The 2021 refresh (carried into 2023) 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 Genesis GV70.

Assembly is generally solid post-refresh, but owners and reviewers report scattered rattles and Pivi Pro glitches, and 2021-2022 build-error recalls (wrong tail lights, missing audio amplifier module) point to less consistent factory quality control than German rivals.

Jaguar's US network is small (roughly 150 retailers, mostly co-located with Land Rover) and concentrated in metro areas, leaving large service gaps in rural and interior regions.

Parts are expensive and largely dealer-sourced with thin aftermarket support; Jaguar ranks among the costliest brands to repair out of warranty.

Every 2023 F-PACE has the 11.4-inch curved-glass Pivi Pro touchscreen; no larger screen is offered.

Pivi Pro is quick to boot, uses a simple tile layout and keeps physical climate dials, a major step up from the old InControl. Reviewers still rate rivals' systems as more intuitive.

Apple CarPlay and Android Auto are standard across the 2023 lineup, and Pivi Pro gained wireless projection for both with the 2022 update. Some US listings do not state wireless explicitly, so confidence is moderate.

Connected navigation with live traffic is standard on Pivi Pro, and Amazon Alexa was added for 2023 on every trim above the base P250. It works, but most owners still default to phone projection.

A Meridian system is standard, about 400 W on the P250 S, which is above the segment norm for a base system. A Meridian Surround upgrade is available on higher trims.

A configurable 12.3-inch Interactive Driver Display with a full-screen map mode is fitted on the refreshed F-PACE, and it is crisp and flexible.

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

The Jaguar Remote app covers lock and unlock, vehicle locate, status and climate preconditioning, but phone-as-key is not offered and connected services become subscription-based after the trial.

A wireless charging pad is standard, and USB-C and 12V outlets are fitted front and rear. There is no household AC outlet.

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

A rear camera with front and rear parking sensors is standard. The 3D Surround Camera and ClearSight features are optional packs rather than standard on the volume P250 S.

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

There is roomy rear legroom (37.2 in) and LATCH anchors on both outboard rear seats. The 31.5 cu ft cargo area takes a stroller easily, but the sloping roofline and standard panoramic roof trim rear headroom.

AEB, lane keeping, blind-spot monitoring with rear cross-traffic alert and driver-condition monitoring are standard. However, adaptive cruise is not on the base P250 (S trims and up only for 2023), the 360 camera is optional, and the F-PACE carries no IIHS Top Safety Pick.

A comfortable ride, standard panoramic roof and 31.5 cu ft of luggage space with the seats up make it a pleasant long-hauler for four, but 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, making daily duty easy. Thick rear pillars limit over-shoulder visibility, and the base car lacks stop-and-go adaptive cruise.

The P250 returns 22/27 mpg city/highway on premium fuel, which is pricier per mile than hybrid rivals. No hybrid or PHEV is sold in the US for 2023.

At 186.9 in long with a 39.0 ft turning circle, the footprint matches the Q5, X3 and GLC. Front and rear sensors are standard, but the 360 camera is optional and rear visibility is middling.

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 there is no AC outlet, no cargo-management system of note and no upfit ecosystem; it is a luxury SUV, not a work tool.

It is quiet and composed on the highway, and the 21.9-gal tank gives roughly 525 miles of mixed-driving range at about 24 mpg combined. Adaptive cruise comes only on S trims and up.

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

The 40/20/40 rear seats, a standard power liftgate, 69.1 cu ft maximum, and available roof rails and hitch handle bulky road-trip gear well. Underfloor storage is modest.

A rear-biased AWD system and an aluminum-intensive chassis give taut body control and neutral balance. KBB calls it 'composed and engaging' when pushed, and it ranks near the Macan and X3. The volume P250 S lacks the P400's adaptive dampers.

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

The pedal is firm and progressive, with stops typically around 110–115 ft from 60 mph in instrumented tests. The P400 gets bigger front brakes; the volume P250 S's brakes are adequate rather than standout.

The ZF 8-speed shifts smoothly and quickly, and tip-in is well judged. The 246 hp 2.0T has some lag before boost and feels merely adequate; KBB says it 'may underwhelm'.

The Ingenium 2.0T sounds plainly four-cylinder and a little coarse under hard acceleration, which is the main refinement shortfall against the GLC and X3. The optional P400 inline-six is far smoother.

The 39.0 ft turning diameter is mid-pack for compact luxury SUVs.

Power front seats with a good adjustment range and a sporty but commanding hip point, plus Pivi Pro with physical climate dials, keep controls tidy. The thick rear pillars and a front legroom of only 40.3 in are minor compromises for taller drivers.

Even as a P250 the F-PACE has a distinctly sporting character, with quick turn-in and a playful balance. Enthusiast outlets rank it among the more engaging luxury SUVs, and the P400 drives 'like a sports sedan', though the base four-cylinder dulls the fun somewhat.

Every 2023 F-PACE gets the 11.4-inch Pivi Pro screen, wireless Apple CarPlay/Android Auto, LED lighting and self-sealing tires (new for 2023). The base P250 holds back leather and navigation for the P250 S, though, and stop-and-go adaptive cruise is an option even there. That is competitive with a base X3 or Q5, not generous.

The $52,400 base price undercuts or matches the X3, Q5 and GLC, and the $64,800 P400's 395-hp mild-hybrid six is strong performance per dollar. Five years of free scheduled maintenance also adds real value. Weak residuals and Jaguar's reliability reputation pull the long-run value back to fair.

There are five configurations across three powertrains: P250 and P250 S (246-hp I4), P400 R-Dynamic S (395-hp mild-hybrid I6), P550 SVR (542-hp V8) and the limited SVR Edition 1988, all AWD. The range runs from a mid-$50k entry to a $90k performance halo. The mid-range P340 was dropped for 2023, leaving a gap between the I4 and the I6.

US F-PACE sales were roughly 5,300 units in 2023, down from about 6,000 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 and was trending down.

Jaguar keeps real British-luxury and design cachet. By 2023, though, its announced all-electric Reimagine strategy for 2025 and a small US dealer network had it trailing BMW, Mercedes, Audi, Lexus and Porsche in shopper consideration.

During the 2022–23 inventory squeeze, luxury incentives across the market were thin. Slow-selling Jaguar still offered loyalty cash and subvented lease/APR deals on the F-PACE more readily than German rivals, and discounts on remaining 2023 stock grew through 2024.

The 2023 model is the seventh year of the X761 generation, which launched for 2017. Its major refresh came for 2021, bringing a new interior, Pivi Pro and the mild-hybrid I6, and 2023 itself was a minor carry-over year. With Jaguar committed to going all-electric, no gas successor was planned, so buyers faced an aging architecture nearing end of line.

Reviewers praised the refreshed F-PACE's handling, ride, styling and upgraded interior and Pivi Pro screen. They criticized the base I4's lack of refinement, tight rear seat and cargo versus 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.