2024 Jaguar F-PACE

The volume P250 R-Dynamic S uses the 2.0L turbo Ingenium four-cylinder. The range tops out with the 542-hp supercharged V8 SVR.

The P250's 269 lb-ft arrives low (1,300–4,500 rpm), which suits an SUV of about 4,000 lb, but the figure is ordinary for the class.

The manufacturer-claimed 6.9 s for the P250 is mid-pack for compact luxury SUVs. The P400 (5.1 s) and SVR are much quicker.

The volume 2.0L four is adequate, but reviewers find it coarse and short on urgency compared with rivals' turbo-fours. The optional P400 mild-hybrid inline-six is notably smooth and strong.

The ZF 8-speed automatic shifts smoothly and decisively, and its paddles respond well in Dynamic mode. There are occasional slow kickdowns with the four-cylinder.

A 2,400 kg braked rating is strong for the compact luxury class, above the 4,400–4,500 lb typical of many rivals.

AWD is standard on every US 2024 F-PACE, with rear-biased Intelligent Driveline Dynamics and Adaptive Surface Response terrain modes. There is no low range or locking differential.

The F-PACE is built for pavement. It has about 8.4 in of ground clearance, Hill Descent Control and ASR for light trails, and no skid plates, lockers or off-road trim.

There are three distinct gas powertrains (turbo I4, mild-hybrid I6 and supercharged V8). The P400e PHEV is not sold in the US and there is no EV version.

The volume P250 AWD is EPA-rated at 24 MPG combined. That is middling for a gas compact luxury SUV, and the P400 and SVR fall well below it.

The EPA city rating is 22 MPG for the volume P250 AWD. With no hybrid assist on the four-cylinder, it trails electrified rivals in stop-and-go driving.

The EPA highway rating is 27 MPG for the volume P250 AWD, below the 29–31 MPG of the best turbo-four rivals.

The large 82 L (21.7 gal) tank and 24 MPG combined give the volume P250 more than 500 miles of combined-cycle range, long for the class.

The premium-fuel requirement and 24 MPG combined push the EPA annual cost estimate toward the top of the compact-SUV band.

Premium gasoline is required across the whole 2024 F-PACE lineup. There is no regular-fuel, flex-fuel or plug-in option to offset it.

NHTSA has never crash-tested the X761 F-PACE. The 2024 entry and the 2018 entry both show 'Not Rated' for overall, frontal, side and rollover, so there is no star rating from any year of this generation to carry over.

IIHS has published no crashworthiness results and no Top Safety Pick award for the 2024 F-PACE, and no IIHS rating page could be found for it. Most compact luxury rivals (GV70, GLC, Q5, XC60) hold TSP or TSP+ awards. The aluminum D7a structure gives no specific reason for concern, but an untested car can't be scored in the 'mostly Good' band.

For 2024 the US lineup was cut to P250 R-Dynamic S, P400 R-Dynamic S and SVR, and the base S trim was dropped. Every remaining trim comes standard with emergency braking, lane keep assist, Blind Spot Assist, Rear Traffic Monitor and Adaptive Cruise Control with Steering Assist, which covers the full core suite. The 3D surround camera is not standard on the P250.

Camera- and radar-based Emergency Braking with pedestrian detection is standard. IIHS has no vehicle-to-vehicle or pedestrian (day or night) front crash prevention results for the F-PACE, so performance can't be confirmed in the Superior/Advanced range. It is scored at the low end of the adequate band.

Blind Spot Assist, which adds corrective steering on top of the warning, and Rear Traffic Monitor are standard on every 2024 US trim. There is no trailer-aware coverage and no automatic rear cross-traffic braking is advertised. Coverage is solid but short of the class best.

Lane keep assist and lane departure warning are standard, and the ACC Steering Assist function makes small centering corrections. Reviewers call it functional but less smooth and less confident than the BMW, Mercedes and Volvo systems.

Full-speed adaptive cruise with stop-and-go and Steering Assist is standard across the 2024 range. Reviews describe it as competent, with some rough edges compared with the more polished German highway-assist systems.

The F-PACE has no hands-free highway driving system on any trim. Its most advanced aid is ACC with Steering Assist, which requires hands on the wheel. Rivals offer systems such as Super Cruise on Cadillacs.

LED headlights and auto high beam are standard, and Pixel LED adaptive headlights are offered on upper configurations. IIHS has never rated the F-PACE's headlights, so beam quality on the volume trim is unverified.

Forward sightlines are decent, but the sloping roof and thick rear pillars limit the rear three-quarter view. The 3D surround camera was made standard only on the SVR for 2024, so the volume P250 typically relies on the rear camera plus park sensors unless optioned.

There are lower LATCH anchors in the two outboard rear seats and top tethers on all three rear positions. The rear doors are reasonably wide and rear legroom is good for the class, but the anchors sit in the seat bight, and three-across seating is tight. No IIHS LATCH rating has been published.

The 2024 F-PACE is a two-row, five-seat SUV in every trim (P250 R-Dynamic S, P400 R-Dynamic S, SVR). No seven-seat version is offered.

The X761 published front headroom is 1,007 mm without a sunroof, which is mid-pack for the class. With the panoramic roof, outlets list roughly 37.8 in.

At 40.3 in, front legroom is at the short end of compact-luxury SUVs. Sources agree on the figure.

Rear headroom is 977 mm without a sunroof, which is competitive for the class. The panoramic roof takes about an inch.

37.2 in of rear legroom is adequate for adults and in line with the X3 and GLC, but behind roomier rivals such as the RDX and GV70.

The F-PACE has two rows only. No third row is offered at any trim.

Jaguar's published 892 L behind the rear seats is one of the bigger figures in the compact-luxury class. Third-party measurements come out lower because they use a different method.

With the 40/20/40 rear seat folded, total cargo is about 69 cu ft, which is competitive with the X3 and Q5.

The cabin has a usable console bin, door pockets and a flat load floor with a 40/20/40 split. For 2024, extra power sockets became standard. None of the storage stands out from rivals.

The R-Dynamic S front sport seats are supportive, and 14/16-way heated, ventilated and massage seats are optional. The rear bench is average for long trips.

Reviewers say the ride is well damped and controlled. The standard 20-inch wheels and sport tuning firm it up, and the Adaptive Dynamics dampers are a $4,500 option on the P250.

The 2021 refresh added acoustic laminated glass and active road-noise cancellation, which keeps the cabin calm at speed. The P250 four-cylinder gets audible when worked hard.

From 2024 the volume R-Dynamic S comes standard with heated front seats and a heated steering wheel, which became standard that year. Ventilated and massage seats, heated rear seats and four-zone climate are optional.

For 2024 Jaguar trimmed the F-PACE to three trims (P250 R-Dynamic S, P400 R-Dynamic S, SVR); the P250 R-Dynamic S is the entry point at $57,000 before destination.

The P250 R-Dynamic S is the volume configuration; dealer stock typically carries ~$4–5k in options (Cold Climate, Driver Assist, Premium packs) above its $58,275 delivered base.

CarEdge projects about $5,470 in 5-year maintenance alone; Jaguar's below-average reliability adds meaningful out-of-warranty repair exposure in years 4–5, partly offset by EliteCare's included scheduled maintenance.

Both trackers put the F-PACE well below the compact luxury SUV average (~51% retained per iSeeCars), and Jaguar's exit from ICE models adds orphan risk to residuals.

EliteCare's 5-year/60,000-mile new-vehicle limited warranty is fully transferable and beats the 4yr/50k German norm.

Jaguar has no separate, longer powertrain term — powertrain is covered only by the 5yr/60k limited warranty, short of Genesis/Lexus/Cadillac-style 6–10 year coverage.

EliteCare bundles factory-scheduled maintenance, 24/7 roadside assistance and InControl Remote & Protect, each for 5 years/60,000 miles — among the most generous packages in the luxury class, matched mainly by Genesis.

$63,000 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $25,200) leaves about $37,800 in depreciation. Add the projected $7,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $45,300 in total.

The 2024 F-PACE is a carry-over year of the 2017-launched X761 generation (2021 refresh). Consumer Reports has rated earlier F-PACE years below average and lacks a statistically meaningful 2024 sample, so predicted reliability rests on a weak, below-average track record, behind German and Lexus rivals.

Jaguar Land Rover is consistently bottom-third in dependability studies. Land Rover was among the five worst brands in J.D. Power's 2024 VDS, and Jaguar has sat near the bottom of CR brand rankings, or been unranked for lack of a sample, for several years.

The 2024 model year has about three NHTSA campaigns, including an oil-filter-housing crack that carries a fire risk and an overheating camera module. The generation has 14 F-PACE recalls in total. Each 2024 campaign has a small population, but the fire-risk item pulls the score below typical.

The volume P250 uses the Ingenium 2.0T four-cylinder, which has documented oil-consumption and timing-chain complaints and 2023–2024 oil-system recalls. The P400 3.0 I6 mild hybrid has a cleaner record, and the ZF 8HP automatic is proven.

The 2021 refresh cabin carries over to 2024. Reviewers rate its materials, leather and switchgear competitive with German rivals, though some lower-touch plastics lag the GLC and Q5.

Assembly is generally solid, but owners cite scattered interior rattles and Pivi Pro glitches, and Jaguar's initial-quality standing trails the luxury average.

The US network is small, about 150 rooftops mostly shared with Land Rover and concentrated in metro areas, and Jaguar's 2024–2025 wind-down of its ICE lineup adds uncertainty about long-term dealer commitment.

Parts are expensive and largely dealer-only, the independent and aftermarket ecosystem is thin, and the brand's exit from ICE models raises long-term parts-support concerns.

Since the 2021 refresh, every F-PACE runs Pivi Pro on an 11.4-inch curved touchscreen. No larger screen is offered.

Pivi Pro boots quickly and has a simple tile layout, and the climate knobs stay physical. Reviewers still rank it behind iDrive and MBUX for polish and responsiveness.

Wireless Apple CarPlay and Android Auto come standard on every 2024 F-PACE as part of Pivi Pro.

Pivi Pro includes integrated Amazon Alexa and connected navigation with what3words. Both are capable, but most owners still use phone projection.

Every F-PACE has Meridian-branded audio, and the Meridian Surround Sound system is available, so even the base system is above the class norm.

The 12.3-inch Interactive Driver Display is a configurable full-digital cluster with a full-screen map view, standard across the post-refresh lineup.

Pivi Pro's software-over-the-air updates cover many vehicle modules, not just the infotainment. Updates are infrequent and seldom add features.

The Jaguar Remote app handles lock/unlock, locate, status and climate pre-conditioning. Connected services need a subscription after the trial, and there is no phone-as-key.

For 2024, additional power sockets became standard on top of the front and rear USB-C ports. Wireless charging is available, but there is no 120V household outlet.

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

The rear camera and front/rear parking sensors are standard. The 3D Surround Camera is an extra-cost option on the volume P250, and there is no automated parking.

A full-color HUD is available on the volume P250 through the $1,700 Driver Intelligence Pack but is not standard.

The rear doors are a decent size, there is LATCH on the outboard seats, and the cargo bay easily takes a stroller. With 37.2 in of rear legroom, rear-facing seats crowd the front passenger more than in the roomiest rivals.

Every 2024 trim has AEB, blind-spot assist, rear traffic monitor and adaptive cruise with steering assist as standard. Neither NHTSA nor IIHS has crash-tested the F-PACE, which leaves a real gap in its family-safety case.

A quiet cabin, comfortable front seats, rear vents and the extra standard power sockets suit four people on a long drive, and the cargo bay is generous for the class. There is no rear entertainment, and rear-seat comfort is only average.

The ZF 8-speed, accurate steering and composed ride make commuting easy. The P250's stop/start and lag before the turbo builds boost are small annoyances, and rear-three-quarter visibility is limited.

The P250 returns low-20s MPG combined on premium fuel, and Jaguar-dealer consumables are expensive, so per-mile costs are high for the class. The US gets no hybrid or PHEV version.

At 186.9 in long with a ~39 ft turning circle, it is about the size of an X3 or GLC. On the volume trim the 360 camera is an option, and rear visibility is mediocre.

A 5,290-lb tow rating when properly equipped is strong for a compact luxury SUV and covers small campers or boats. The cargo floor is flat, but load space is limited for real work.

Jaguar's below-average reliability record and an interior trimmed only in leather or synthetic leather do not suit hard use. The F-PACE has no fleet or work reputation.

It has cargo tie-down loops, an available tow hitch, roof rails and extra 12V sockets, but no 120V outlet, no work packages and no upfit ecosystem to speak of.

It is quiet and stable on the highway, and adaptive cruise with steering assist is standard. Range from the ~21.7-gal tank is about 480–500 miles. Rear-seat comfort and the four-cylinder's noise keep it out of the top tier.

Standard AWD, about 8 in of ground clearance, Adaptive Surface Response/All-Surface Progress Control and a 5,290-lb tow rating handle gravel roads and toys. It has no low range and no off-road hardware, and the 20–21-inch wheels are road-biased.

The 40/20/40 rear seat, power tailgate, ~69 cu ft maximum and an available hitch and roof rails cover most gear. Underfloor storage is modest.

A rear-biased AWD chassis on the aluminum-intensive D7a platform gives tight body control and neutral balance, and it handles among the best compact luxury SUVs. Adaptive dampers are optional on the P250.

The electric rack is quick, naturally weighted and precise, with more feedback than most in the segment. It falls short of the Macan for on-center feel.

Pedal feel is firm and progressive, and instrumented 60–0 stops on the four-cylinder are about 110–115 ft. Reviewers report no grabbiness or fade.

The ZF 8-speed is smooth and well calibrated. The volume P250's 246-hp 2.0T has some lag before the turbo builds boost and a less refined stop/start, and the optional P400 mild-hybrid I6 is much smoother.

The four-cylinder sounds strained and somewhat coarse under hard throttle, which is the weak point of an otherwise refined cabin. This is the volume-trim score; the I6 is much better.

The turning circle is about 39 ft, which is average to slightly wide for a compact luxury SUV.

The sporty, adjustable driving position and physical climate controls under the 11.4-inch screen work well. Thick rear pillars and a high beltline cut into the rear-quarter view.

Even with the P250 engine, quick turn-in and a balanced chassis make it one of the more engaging compact luxury SUVs. The four-cylinder's lack of character keeps the score below the P400 and SVR.

With the S/SE trims dropped for 2024, every F-PACE starts as an R-Dynamic S with AWD, leather, 11.4-inch Pivi Pro, Meridian audio, LED headlights and heated front seats — competitive with base X3/Q5. Adaptive cruise and some driver-assist features are still in option packs.

Sticker prices ($58k–$93k delivered) line up with German rivals, and the 395-hp P400 is strong performance per dollar, but weak residuals and below-average reliability erode the real value.

Three trims across three engines (2.0T four, 3.0 mild-hybrid six, supercharged 5.0 V8 SVR) span base to performance, but 2024 cut the lower S/SE steps and every model is AWD — fewer budget entry points than X3, Q5 or GLC.

F-PACE US volume sits in the single-digit thousands per year, a fraction of the 40–70k+ sold by X3, Q5, GLC and NX, and Jaguar's wind-down of its ICE lineup kept stocking thin.

Jaguar still has British-luxury cachet and heritage appeal, but a shrinking US dealer footprint, reliability reputation and the announced pivot to an all-electric brand weigh on shopper consideration versus BMW, Mercedes, Audi and Lexus.

As a slow seller late in its lifecycle the F-PACE routinely carried manufacturer cash, subvented lease/APR offers and sizable dealer discounts, so buyers can negotiate well below MSRP.

The 2024 car is the eighth model year of a generation launched for 2017, last substantially refreshed for 2021; production ended after 2025 with no ICE successor, so 2024 buyers are near the end of the line.

Reviewers praise the handling, ride, styling and the SVR's V8, but knock the cramped rear seat, dated cabin tech and reliability; it rarely wins comparison tests against newer rivals, and its 2017 World Car of the Year win is long past.