2019 Jaguar I-PACE

2019 is the launch year of the first and only generation, with North American deliveries from October 2018. Every US trim (S, SE, HSE and the 2019-only First Edition) uses the same two 197 hp motors, one per axle, for 394 hp combined.

Jaguar's US-rated combined torque is 512 lb-ft, available from a standstill. That is very high for the compact luxury SUV class.

Jaguar claims 0–60 mph in 4.5 s for the launch EV400, which is quick for the class. The drivetrain is the same across the 2019–2024 run.

Reviewers consistently praise the I-PACE's immediate, near-silent and smoothly metered thrust, with no lag or coarseness. It is among the most refined drivetrains in the compact luxury SUV class.

Each motor drives through a single-speed reduction gear, so there are no shifts and power delivery is continuous.

Jaguar rates the I-PACE for only a 750 kg (1,653 lb) braked trailer. That is far below the gas luxury rivals it is cross-shopped against, which typically tow 4,000–5,000 lb.

Dual-motor AWD is standard on every I-PACE, and no FWD or RWD version exists. It adds torque vectoring by braking and Jaguar's Adaptive Surface Response traction system.

This is a pavement-oriented luxury EV. The optional air suspension can lift the body for rough tracks, and Jaguar quotes a 500 mm wade depth, but there are no lockers, skid plates, low range or off-road trim.

For 2019 there is one powertrain: the dual-motor EV400 with a 90 kWh battery, shared by the S, SE, HSE and First Edition trims. There is no gas, hybrid or alternate-output option.

EPA rates the 2019 I-PACE at 76 MPGe combined (44.3 kWh/100 mi), poor for an EV SUV. All 2019 US trims share this single EPA configuration.

The EPA city rating is 80 MPGe (42.2 kWh/100 mi), which is high consumption for an EV in town.

The EPA highway rating is 72 MPGe, near the bottom of the EV SUV class.

The 2019 EPA range is 234 miles (about 245 city, 221 highway) from the 90 kWh pack, short of the Tesla Model X and Audi e-tron rivals of its launch year.

Jaguar rates the I-PACE for 100 kW peak DC charging over CCS1, at the floor of the modern EV SUV band. The DC rate did not change during the generation.

Jaguar publishes no 10–80% figure; its own quote is 0–80% in 45 minutes on a 100 kW charger. Independent 10–80% estimates are about 40–45 minutes, at the slow end of the EV band.

EPA estimates $1,000 a year in energy cost. That is high for an EV because of the 44 kWh/100 mi consumption, but well below premium-fuel luxury SUVs.

It uses no gasoline and home charging is cheap, but the 2019 car has a 7 kW onboard AC charger, so a full Level 2 charge takes about 13 hours. Public charging is slow at 100 kW CCS1 with no Supercharger access, and high consumption makes each kWh go less far.

NHTSA never crash-tested the 2019 I-PACE, the launch year of the 2019–2024 generation. Every NCAP field is 'Not Rated', so the framework's 0 (never rated) applies.

IIHS never rated the I-PACE in any year of its generation, and it holds no Top Safety Pick or TSP+. The aluminum structure earned Euro NCAP 5 stars in December 2018 (per Wikipedia), but there is no US crashworthiness data, so it sits in the untested band below rated peers such as the GV70, Q5 and GLC.

For 2019 the US I-PACE came in S, SE, HSE and First Edition trims. AEB with pedestrian detection, forward collision warning, lane keep assist and driver condition monitor were standard, while adaptive cruise and Blind Spot Assist came with the SE/HSE or the Driver Assist Pack. That leaves core features optional on the base S.

AEB with pedestrian detection is standard, but IIHS has published no front crash prevention result (vehicle-to-vehicle or pedestrian, day or night) for the I-PACE. NHTSA's record does not list FCW as standard for 2019, so there is no independent US validation to credit.

Blind Spot Assist with steering intervention, plus Rear Traffic Monitor and Clear Exit Monitor, was optional on the S and fitted higher in the range. That falls short of the standard-everywhere coverage the class leaders offer.

Lane keep assist is standard. Real centering comes only with ACC Steering Assist on the HSE/First Edition or the Driver Assist Pack, and reviewers describe JLR's system of this era as a nudge-style keeper rather than a smooth centerer.

Full-range adaptive cruise with stop & go was available, with steering assist on the HSE/First Edition or in a pack, but it was not standard on the base S. When fitted it works competently, but it is less polished than German and Korean rivals.

The 2019 I-PACE offered no hands-free highway driving system. Steering assist requires hands on the wheel.

LED headlights are fitted across the range, and the premium/Matrix LED units with auto high beam were reserved for upper trims or options. IIHS never rated the I-PACE's headlights, so there is no independent Good rating to credit.

The cab-forward, coupe-like shape, with a shallow sloping rear window and thick rear pillars, limits rearward sightlines. The 360 surround camera was confined to the HSE/First Edition for 2019 and only reached the wider options list for 2021, so most cars rely on a reversing camera alone.

There are two outboard LATCH positions. The long wheelbase gives good rear legroom, but the sloping roofline and modest door aperture make installing seats, especially rear-facing ones, more awkward than in boxier rivals. IIHS never published a LATCH rating.

2019 is the I-PACE's launch year. Every trim has two rows and five seats, and no third row was offered.

Front headroom is adequate for the class even with the fixed panoramic roof, which is standard from the S up.

Front legroom is at the short end of the SUV range. The cab-forward EV packaging favours the rear seat.

Rear headroom is respectable under the sloping roof because the flat battery floor lets the cushion sit low. The body shell did not change from 2019 to 2024.

Rear legroom is mid-pack on paper. There is no transmission tunnel, so foot room is better than the figure suggests.

This is a strict two-row, five-seat SUV. No trim has a third row.

Cargo space behind the rear seats is in the lower half of the compact luxury class. The frunk holds little more than the charging cable.

Maximum cargo space is below the compact SUV norm, and the sloping tailgate restricts tall loads.

With no tunnel, there is room for a large bin under the console, plus usable door pockets, a small frunk and an underfloor cargo cubby. This is competent everyday storage without standout tricks.

The S has 8-way semi-powered seats and the volume SE has 10-way power leather buckets, which are supportive but have limited adjustment. The 18-way seats are HSE and First Edition only. The rear seats two adults well, and the middle seat is tight.

The low centre of gravity and height-adjustable air suspension give a firm but well-controlled ride. It gets busy over sharp impacts on the SE's 20-inch wheels.

The silent powertrain makes it hushed around town. Tyre roar and some wind rustle come through at highway speed.

Remote battery and cabin preconditioning are standard. Ventilated front seats and heated rear seats come on the HSE. The heated wheel, heated windshield and four-zone climate are standard only on the First Edition and optional elsewhere, so key features cost extra on the volume SE.

The 2019 I-PACE, the US launch year, started with the EV400 S at $69,500 before destination, far above the SUV price band. The ladder ran through SE and HSE up to the $85,900 First Edition.

As in later years, the mid-grade SE (Meridian audio, LED headlights, 20-in wheels) was the typical US build. With destination and common options it lands near $78.5K; a meaningful share of 2019 launch buyers took the HSE or First Edition.

EliteCare covered scheduled maintenance for 5yr/60k, so routine EV service costs little. First-model-year builds had the most software, 12V, charging-module and HV-battery recall exposure, so repair risk sits above mainstream-EV levels and a little above the 2020 car.

iSeeCars named the I-PACE the fastest-depreciating vehicle in the US over five years, losing about 72% of MSRP. Battery-fire recalls, the discontinuation and Jaguar's brand reset hit the launch-year cars hardest.

EliteCare's 5-year/60,000-mile new-vehicle limited warranty beats the 4yr/50k offered by most German luxury rivals.

The high-voltage battery is covered for 8yr/100k, the EV-segment norm. The electric drive components fall under the 5yr/60k vehicle warranty.

EliteCare bundled 5yr/60k complimentary scheduled maintenance, 5yr/60k 24/7 roadside assistance and InControl connected services, one of the richest packages in luxury, where rivals offer 3yr/36k maintenance or none. It stops short of the top because there was no bundled public-charging credit as standard.

$78,500 volume-trim price minus its estimated resale value after 5 years (27% retained, or about $21,195) leaves about $57,305 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $63,505 in total.

2019 was the launch model year of the I-PACE's only generation, and it is the least reliable year of the run. Launch-year cars ran the original Touch Pro Duo software, which owners widely faulted for freezes, reboots and 12V battery drain. On top of that, high-voltage and door-handle faults were common, and the battery-fire defect was severe enough that Jaguar is buying back most 2019 cars.

Jaguar, like its sister brand Land Rover, has sat in the bottom third of US dependability rankings for most of the last decade. It is a consistent laggard, not a mid-pack brand.

Nine NHTSA campaigns cover the 2019 model year, and seven of them concern the high-voltage battery. Jaguar issued successive overheating and fire recalls whose software fixes did not work, then a pack-replacement campaign. The process ended with Jaguar repurchasing the 2019 cars outright, and one campaign exists only to correct an improper interim repair. This is the worst recall record of any I-PACE year.

The dual permanent-magnet drive units have held up reasonably well. The 2019 cars' LG-sourced 90 kWh packs, however, are the core of a documented thermal-runaway defect that Jaguar could not fix with software. Its final answer was to buy back cars built between January 2018 and March 2019, and that verdict dominates this powertrain's durability reputation.

Windsor leather, real aluminum and wood options and a well-finished dash keep the cabin competitive for the class. Some lower-cabin plastics and the laggy launch-spec Touch Pro Duo screens trail luxury rivals.

Panel fit from Magna Steyr is generally decent. Owners and long-term testers of launch-year I-PACEs report squeaks, rattles, door-handle faults and electrical or software gremlins, and Jaguar's initial-quality results trail the luxury segment.

Jaguar has roughly 150 US retailers, far fewer than BMW, Mercedes or Lexus, which leaves service gaps in rural areas. EV-specific expertise also varies from dealer to dealer.

JLR parts are expensive and often back-ordered, and I-PACE high-voltage components are dealer-only with almost no aftermarket support. For 2019 cars, Jaguar fell back on pack replacement and then repurchase instead of a repair. That leaves holdouts facing scarce, costly high-voltage parts.

InControl Touch Pro Duo, which debuted on this car, uses a 10-inch upper screen and a 5.5-inch lower screen on every 2019 trim.

The launch-year Touch Pro Duo is slow to boot and laggy, with layered menus, and early cars had widely reported software glitches. Pivi Pro, which fixed most of this, did not arrive until the 2021 update.

The 2019 I-PACE was JLR's first model with factory-fit Apple CarPlay and Android Auto, standard on all trims. Projection is wired only, and wireless did not come until Pivi Pro.

Native navigation with charger and range-on-route display is standard, but reviewers found the mapping unreliable and the voice control basic, so most owners use phone projection.

Meridian audio is standard on every trim, with a 380 W system on the S and SE. The HSE and First Edition get the larger 15-speaker Meridian system.

A configurable 12.3-inch Interactive Driver Display is standard on all trims, including a full-width map view.

The I-PACE was the first Jaguar built for Software-Over-the-Air, covering several vehicle modules. Early 2019 cars needed a dealer service action to activate it, and the main efficiency update in December 2019 was delivered through dealer visits.

The Jaguar Remote app locates the car, reports lock and charging status, schedules charging and preconditions the battery and cabin. There is no phone-as-key, and the app was glitchy in the launch year.

USB and 12 V outlets are spread across both rows, but there is no wireless phone charging in 2019, and no household AC outlet or vehicle-to-load.

Keyless entry and push-button start are standard, and the waterproof Activity Key is available. The powered tailgate starts at the SE, and there is no phone-as-key.

Every trim has a rear camera and parking sensors. The 3D surround camera and park assist are standard on the HSE and First Edition and optional below them.

A head-up display is standard on the 2019-only First Edition and optional on other trims, but not standard on the volume SE.

The flat rear floor and 35 in of legroom suit forward-facing seats. The low, sloping roofline and small rear door openings make rear-facing seats awkward to install and load. The 25.3 cu ft cargo hold fits a stroller but little else.

AEB, lane keeping and a rear camera are standard. Blind-spot assist and adaptive cruise start at the SE, the 360 camera is reserved for upper trims, and there are no NHTSA or IIHS crash ratings for the 2019 I-PACE (Euro NCAP gave it 5 stars).

The cabin is quiet and the rear seat is comfortable, but the 234-mile EPA range and a 100 kW DC peak (which some early cars needed a dealer update to unlock) mean frequent, long stops. There is no rear entertainment, and luggage room with five aboard is small.

Smooth, instant EV torque and high-regen near one-pedal driving make traffic easy. Laggy launch-year Touch Pro Duo software and poor rear visibility are the main daily annoyances, and adaptive cruise starts at the SE.

Home charging keeps per-mile costs well below gas rivals, and there are no oil changes. Consumption of 44 kWh/100 mi is thirsty for an EV, and the 20-inch tyres are costly.

The footprint is compact at about 184 in long, but the car is wide and has an average 39.3 ft turning circle. The volume trim relies on a rear camera and sensors despite poor rear sightlines, with the 360 camera reserved for upper trims.

The 1,653 lb tow rating is far below most compact luxury SUVs, the cargo hold is small and there is no work variant.

This is an aluminium-intensive luxury chassis with delicate trim. The launch year had widespread software and electrical glitches, and Jaguar ranks near the bottom on reliability. The car has no fleet history.

There is no 120 V outlet or vehicle-to-load, no washable liner, only basic tie-downs and no upfit ecosystem. Roof bars and a tow bar are dealer accessories.

It is quiet and composed on the highway. However, the 234-mile EPA range (before the December 2019 software update), weak highway efficiency and a 100 kW DC peak make for frequent, slow charging stops, and adaptive cruise is not on the base S.

Standard dual-motor AWD, a 500 mm wading depth and height-adjustable air suspension handle gravel and snow easily. The 1,653 lb tow limit, lack of camp power and short range in remote areas restrict real adventures.

The 60/40 folding rear seat, underfloor cubby and small frunk help. Cargo space of only 25.3 and 51 cu ft and the sloping tailgate limit bulky gear, and roof bars and a hitch are accessories.

A low floor-mounted battery, an aluminium body and near 50:50 weight distribution give agile, composed cornering. It was among the best-handling EV crossovers at launch, though its roughly 4,800 lb mass shows in quick transitions.

The steering is quick and accurate with natural weighting, but feedback is limited, as with most EVs.

Stopping power is strong, but launch cars were criticised for a non-linear pedal as braking hands off from regeneration to the friction brakes. High-regen mode handles most stops one-pedal.

The twin 197 hp motors deliver 394 hp and 512 lb-ft seamlessly through single-speed drives, with smooth, predictable tip-in.

It is near-silent at cruise, with a faint motor whine and an optional synthesised Active Sound Design note under hard acceleration. No vibration reaches the controls.

The turning circle is average to wide for a compact SUV because the 117.7 in wheelbase is long for the footprint.

The driving position is low and sporty, but the volume SE seats offer only 10-way adjustment. The high beltline, thick rear pillars and small rear window restrict sightlines, and the slow launch-year Touch Pro Duo screens bury functions.

A 4.5-second 0–60 time, a playful chassis and polished steering make it one of the most enjoyable EV SUVs of its launch era.

The base S came with dual-motor AWD, Touch Pro Duo screens, a digital cluster, leather-faced seats, LED headlights and core driver aids. Meridian audio, adaptive cruise, the head-up display and air suspension were reserved for the SE, HSE and First Edition or the options list, so the base car was competitive with luxury-EV rivals rather than loaded.

It delivered 394 hp, 0–60 in about 4.5 s and class-leading handling for ~$70–86K. Its launch EPA range of 234 miles and ~100 kW DC charging trailed the Tesla Model X and Model 3 on range and charging per dollar, though discounts plus the full $7,500 credit narrowed the gap.

There were four trims (S, SE, HSE and the launch-only First Edition) but a single dual-motor powertrain and one 90 kWh battery. Packages added some flexibility, but the price ladder started near $70K and offered no lower-cost entry.

The launch year was the high point, but US volume was still only low four figures, a fraction of Tesla Model X or Audi e-tron sales. Jaguar was already discounting heavily by mid-2019 to keep it moving.

At launch the I-PACE gave Jaguar a halo: the first premium EV from a legacy luxury brand, with heritage cachet and striking design. A weak reliability reputation, a thin dealer network and poor resale kept the brand short of aspirational status.

Every 2019 buyer qualified for the full $7,500 federal EV credit, since JLR never neared the phase-out cap, and leases passed it through. Within months of launch Jaguar added sizable dealer cash and Tesla-conquest offers on top.

MY2019 was the first year of an all-new, dedicated EV platform, as current as a luxury EV got. Its 7 kW onboard AC charger was the main spec already behind some rivals.

The 2019 model collected the full award haul as it happened: World Car of the Year, European Car of the Year, World Car Design and World Green Car, among 62 awards. Reviewers praised its design, handling and acceleration while flagging range, charging speed and infotainment glitches.