2021 Jaguar I-PACE

In 2021 every US I-PACE trim (S, SE, HSE) used the same EV400 drivetrain: two 197 hp motors, one front and one rear, for 394 hp SAE combined. This is the first generation, which began in 2019, and the motors were unchanged for 2021.

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 EV400, quick for the class. Instrumented tests of this drivetrain land at about 4.2–4.6 s.

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 2021 there is one powertrain: the dual-motor EV400 with a 90 kWh battery, shared by the S, SE and HSE trims. There is no gas, hybrid or alternate-output option.

EPA rates the 2021 I-PACE EV400 at 76 MPGe combined (44.3 kWh/100 mi), poor for an EV SUV. All 2021 US trims share this single EPA configuration.

The EPA city rating is 80 MPGe (42.2 kWh/100 mi). With both motors permanently engaged and a curb weight near 4,800 lb, city consumption is high for an EV.

The EPA highway rating is 72 MPGe, near the bottom of the EV SUV class despite the 0.29 drag coefficient.

The EPA range rating for the 2021 car is 234 miles (about 245 city, 221 highway) from the 90 kWh pack. That is well short of 2021 rivals such as the Tesla Model Y Long Range at 326 mi. The 246 mi figure Wikipedia cites for a software update appears on EPA only for the 2023–2024 records.

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 estimates for the 10–80% window land at 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 2021 US car keeps the original 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 2021 I-PACE, and every NCAP field is 'Not Rated'. The framework's 0 (never rated) therefore applies.

IIHS never rated the I-PACE in any year of its 2019–2024 generation, and it holds no Top Safety Pick or TSP+. The aluminum structure earned Euro NCAP 5 stars in 2018, 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 2021 the US I-PACE came in S, SE and HSE trims. AEB with pedestrian detection, forward collision warning and lane keep assist were standard, but adaptive cruise with steering assist and Blind Spot Assist were optional on the lower trims. The S needed a driver-assist pack to get them, and they were standard only higher in the range.

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 even list FCW as standard for 2021, so there is no independent US validation to credit.

Blind Spot Assist with steering intervention, plus rear traffic monitor and Clear Exit Monitor, was available but optional on the S and fitted only further up the range. That falls short of the standard-everywhere coverage the class leaders offer.

Lane keep assist and lane departure warning are standard. Real centering comes only with the optional ACC steering assist, 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 and steering assist was available, but it was optional on the lower trims rather than standard. When fitted it works competently, but less polished than German and Korean rivals.

The 2021 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. Auto high beam only became standard for 2022. 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 3D surround camera was newly added to the options list for 2021, and ClearSight mirror was optional too, so the base car relies 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.

Two-row, 2+3 five-seat layout. No I-PACE was ever offered with a third row.

Adequate front headroom for a compact luxury SUV. The optional fixed panoramic roof trims it slightly.

Short for the class, because the cab-forward EV layout gives its length to the rear seat rather than to front seat travel.

Respectable despite the coupe-like roof, because the flat battery floor lets the rear cushion sit low.

Mid-pack on paper. The flat floor with no tunnel helps usable foot room, but tall adults are snug behind tall drivers.

Strict two-row, five-seat SUV with no third row on any trim.

Lower half of the class behind the rear seats. The 28 L frunk only holds charging cables.

Below the compact-SUV norm with the 60/40 seat folded, because the sloping tailgate limits tall loads.

With no transmission tunnel there is room for a large under-console bin, plus usable door pockets, an underfloor cargo cubby and a small frunk. Wireless phone charging was only a new option for 2021. Storage is competent but has no standout tricks.

The volume SE gets power, memory-equipped leather sport seats that are well bolstered. Front heating and lumbar support are standard only on the HSE, and the rear middle seat is tight.

The low center of gravity gives good body control. Reviewers call the ride firm rather than cushy, especially on 20-inch wheels, and the optional air suspension softens it.

The silent powertrain keeps the cabin hushed around town. Tire roar and some wind rustle come in at highway speeds.

Remote cabin and battery preconditioning via Jaguar Remote is standard. Heated front seats are an HSE item, while the heated wheel and four-zone climate are paid extras on most cars, and the 2022 cabin-ionization upgrade had not yet arrived in the US.

No US retail price list was published for MY2021. Jaguar's October 2020 US 2021-lineup release still quotes the 2020 I-PACE at $69,850 + $1,050 destination, and Tom's Guide (June 2021) calls the 2020 car the last I-PACE sold in the US before the 2022 model. So the US-market entry price for the period is the 2020 S.

The mid-level SE ($76,250 + $1,050 destination at 2020 US pricing) plus common options such as the driver-assist pack, premium paint and larger wheels lands near $79K. Trim prices are carried from the 2020 US list because no 2021 US retail list was found.

The EV drivetrain needs little scheduled service, and EliteCare covers that service for 5yr/60k, so the owner mostly pays for tires, brakes and wear items. Jaguar labor rates, electronics and 12V faults, and the HV-battery recall campaign keep repair exposure above mainstream-EV levels.

On iSeeCars' 5-year study the I-PACE is the worst-depreciating vehicle in the US. It is weighed down by the battery-fire recall and buyback, the model's 2024 discontinuation and Jaguar's brand pivot.

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

The high-voltage battery is covered for 8yr/100k with a 70% state-of-health guarantee, which is the segment norm. The electric drive units fall under the 5yr/60k vehicle warranty.

EliteCare bundles 5yr/60k complimentary scheduled maintenance, 5yr/60k 24/7 roadside assistance and InControl connected services, one of the richest packages in luxury. Rivals offer 3yr/36k maintenance or none. It falls short of the top band because there is no bundled public-charging credit.

$79,000 volume-trim price minus its estimated resale value after 5 years (29% retained, or about $22,910) leaves about $56,090 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $61,590 in total.

2021 is the mid-cycle update year of the sole 2019-launched generation (11 kW onboard charger, Pivi Pro infotainment), and the I-PACE sits near the bottom of US EV reliability surveys, with owners reporting infotainment/software faults, 12V battery drain, high-voltage system errors and door-handle failures; the first year of Pivi Pro added software teething issues. Low sales volume keeps survey samples thin.

Jaguar, like sister brand Land Rover, has spent most of the last decade in the bottom third of US dependability rankings, a consistent laggard rather than a mid-pack brand.

Six NHTSA campaigns cover the 2021 model year, including three successive high-voltage battery fire recalls: 23V-369 and 23V-709, both superseded in February 2026 by 26V-067 for 2020-2021 cars, whose final remedy is still under development, leaving owners on a 90% charge cap and told to park and charge outside. The repeated, unresolved battery-fire campaign puts the 2021 below the 2022.

The dual permanent-magnet drive units have held up reasonably well, but the LG-sourced 90 kWh pack has a documented thermal-runaway defect, and 2020-2021 packs are singled out in a 2026 campaign whose earlier repairs proved inadequate, which 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, and the 2021 Pivi Pro update freshened the screens, but some lower-cabin plastics trail newer luxury rivals.

Panel fit is generally decent, but owners and long-term testers report squeaks, rattles and electrical/software gremlins, and Jaguar's initial-quality results trail the luxury segment.

Jaguar's roughly 150 US retailers are far fewer than BMW, Mercedes or Lexus run, leaving service gaps in rural areas, and EV-specific expertise varies from dealer to dealer.

JLR parts are expensive and prone to back-orders, I-PACE high-voltage components are dealer-only with almost no aftermarket support, and the still-open battery campaign for 2020-2021 cars has strained module availability.

The 2021 US car keeps the original InControl Touch Pro Duo dual-screen stack, with a 10-inch upper display. That is small next to newer luxury EV rivals.

The pre-Pivi Pro Touch Pro Duo system is slow to boot and respond, and its layered menus are clumsy. Pivi Pro did not reach US cars until the 2022 model year.

Apple CarPlay and Android Auto are standard, but only wired. Wireless projection arrived with Pivi Pro for 2022.

Native navigation is standard and gained a 4G data plan and charging-station information for 2021. Voice control and route planning are basic, and most owners default to phone projection.

A Meridian system is standard, and the upgraded Meridian 3D Surround system is optional or standard on the HSE. Quality is strong.

A configurable 12.3-inch Interactive Driver Display with a full-width map view is standard. Its graphics are crisp.

The I-PACE supported software-over-the-air updates, but the Touch Pro Duo-era system mainly updated infotainment and maps. The broader dual-SIM updates covering battery management came with Pivi Pro for 2022.

The Jaguar Remote app can locate the car, report lock, alarm and charge status, schedule charging and precondition the cabin and battery. There is no phone-as-key, and the services are subscription-based after the trial.

USB and 12 V ports are fitted in both rows. Wireless phone charging was only a new option for 2021, and there is no AC outlet or V2L.

Proximity keyless entry and push-button start are standard, and the waterproof Activity Key wristband is available. There is no phone-as-key.

A reversing camera and parking sensors are standard, while the 360-degree camera was only newly optional for 2021. Park assist was standard from 2022.

A head-up display is offered, but on the 2021 SE it is an option or package item rather than standard. It became standard across the board in 2022.

The flat rear floor and 35 in of rear legroom suit forward-facing seats. The low, sloping roofline and smallish rear doors make lifting a child into a rear-facing seat awkward, and the 25.3 cu ft hold leaves little room beyond a stroller.

AEB, pedestrian detection and lane keeping are standard, but adaptive cruise, blind-spot monitoring and the 360 camera cost extra on 2021 cars. Neither NHTSA nor IIHS has crash-rated it, so its credentials are unproven in US testing.

The quiet cabin is pleasant, but the 234-mile EPA range and a 100 kW DC peak (about 45 min to 80%) force long, frequent stops. Four-zone climate and heated rear seats are extras, and luggage space with five aboard is small.

Smooth, instant EV torque and high-regen near one-pedal driving make traffic easy. Stop-and-go adaptive cruise is optional, the Touch Pro Duo system adds friction, and the small sloping rear window restricts visibility.

Running costs are low when charged at home, at about $1,000 a year in EPA-estimated energy, and there are no oil changes. At 44 kWh/100 mi it is thirsty for an EV, and its large performance tires are costly to replace.

The roughly 184-inch footprint is compact for the cabin space, but rear sightlines are poor and the 360 camera is optional for 2021. The 39.3 ft turning circle is average and the body is wide.

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

The aluminum-intensive luxury chassis and trim are not built for abuse, and Jaguar ranks near the bottom on reliability. The only fleet use is Waymo robotaxis, not hard work duty.

There is no V2L or 120 V outlet, no washable liner and no upfit ecosystem, only basic cargo tie-down loops. Roof bars and a tow bar are dealer accessories.

The I-PACE is quiet and composed on the highway, but range limits long trips. The 234-mile EPA range, a 72 MPGe highway rating and a 100 kW DC peak mean frequent, slow stops, and adaptive cruise with steering assist is optional.

Standard dual-motor AWD and a 500 mm (20 in) wading depth handle gravel and snow, and optional air suspension adds ride-height adjustment. The 1,653 lb tow rating, no camp power and range that drops far from chargers hold it back.

A 60/40 fold, an underfloor cubby and a small frunk help. The 25.3 cu ft and 51 cu ft holds are small, the sloping tailgate rules out tall items, and roof bars and a hitch are accessories only.

The low battery, aluminum body and near-even weight distribution make it agile and composed for an EV SUV. Its 4,784 lb weight shows in quick direction changes, and coil-sprung SE cars are slightly less polished than those on air suspension.

The steering is quick and accurate with natural weighting, but it is a touch light in Comfort mode and offers limited road feedback.

Stopping power is strong, but the brake pedal is the I-PACE's most-cited flaw. It feels spongy or grabby through the regen-to-friction blend, though high-regen mode handles most stops.

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

The powertrain is nearly silent at cruise, with only a faint motor whine and the optional synthesized Active Sound Design note. No driveline vibration reaches the controls.

Average-to-wide for a compact SUV because of the long 117.7 in wheelbase.

The driving position is low, sporty and well adjustable on the power SE seat. The high beltline, thick rear pillars and small rear window restrict sightlines, and the Touch Pro Duo controls take some learning.

Quick acceleration (0–60 in about 4.5 s), a playful chassis and polished steering make it one of the most enjoyable EV SUVs of its era.

The base S came with leather, Touch Pro Duo screens, AEB and lane-keep assist, but adaptive cruise with steering assist, blind-spot assist, the 360° camera and air suspension cost extra or required the SE/HSE. The Pivi Pro, 11 kW charger and LED-headlight upgrades that made the 2022 HSE generous were withheld from the US until MY2022.

At ~$71K–$82K it delivered 394 hp and sharp handling, but only 234 miles of EPA range, a 7 kW onboard charger and ~100 kW DC charging. The cheaper Tesla Model Y Long Range offered 326 miles. The 2022 model's ~$11K price cut shows Jaguar itself judged this pricing too high.

There were three well-spaced trims (S/SE/HSE) and a good options list, but only one powertrain (dual-motor EV400, 90 kWh). There was no lower-cost single-motor or smaller-battery variant to reach lower budgets.

US volume was a small fraction of Model Y, Mach-E or e-tron sales. Retail supply in calendar 2021 was leftover 2020 inventory: Tom's Guide reports the 2021 model skipped the US, and the documented US 2021-MY cars are Waymo's autonomous fleet.

Jaguar still had real heritage cachet and design appeal, but weak reliability rankings, a thin dealer network and very poor resale kept it from aspirational status against Audi, BMW, Mercedes and Tesla. Its February 2021 'Reimagine' plan added uncertainty about the brand's future.

As a slow-selling Jaguar EV it qualified for the full $7,500 pre-IRA federal tax credit, since JLR was nowhere near the 200,000-unit phase-out. Jaguar repeatedly backed it with dealer cash, allowance credits and conquest offers, so deep discounts on remaining inventory were common.

This was year three of the only generation (2019–2024). US buyers missed the Pivi Pro, 11 kW and OTA updates other markets got for 2021, while 800V rivals and Tesla's Model Y were moving ahead on range and charging.

This generation swept major awards at launch, and reviewers praised its design, handling and acceleration. By 2021 they increasingly flagged its short range, slow charging and Jaguar's reliability, and it was rarely the pick in newer luxury-EV comparisons.