2022 Jaguar I-PACE

The 2022 US I-PACE came in one trim, the EV400 HSE, with two 197 hp motors (front and rear) for a combined 394 hp SAE. The output did not change for 2022; the refresh only touched the infotainment and the onboard AC charger.

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

Jaguar claims 4.5 s from 0 to 60 mph for the EV400. Instrumented tests of the same drivetrain land between about 4.2 and 4.6 s, quick for the class.

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 shift events at all 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 combustion luxury rivals it is cross-shopped against, which typically tow 4,000–5,000 lb.

Every I-PACE has dual-motor AWD as standard, with independent front and rear motors, torque vectoring by braking, and Jaguar's Adaptive Surface Response traction system. No FWD or RWD version exists.

This is a pavement-oriented luxury EV. 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 2022 there is one powertrain in one trim: dual-motor EV400 with a 90 kWh battery. Jaguar dropped the S and SE trims for the US, so there is no gas, hybrid or alternate EV output option.

EPA rates the I-PACE at 76 MPGe combined (44 kWh/100 mi), poor for an EV SUV. This is the rating KBB publishes for the 2022 model year. The US skipped MY2021, and the 2022 car is covered by the EPA certification filed as "2021 I-Pace EV400" (created April 2021); EPA lists no separate 2022 record. The higher 85 MPGe split-by-wheel rating did not arrive until MY2023.

The EPA city rating is 80 MPGe. Both motors are permanently engaged and the car is heavy (4,784 lb), so 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 rating for the 2022 US car is 234 miles from the 90 kWh pack. That is well short of 2022 rivals such as the Tesla Model Y (330 mi) or Ford Mustang Mach-E (up to 300+ mi). The 246 mi figure was an EPA re-rating applied from MY2023 on 20-inch wheels. KBB's 253 mi figure matches no EPA record and is disregarded.

Jaguar rates the I-PACE for 100 kW peak DC charging over CCS1, at the floor of the modern EV SUV band. The 2022 update only raised AC charging, from 7 to 11 kW; the DC rate was unchanged.

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

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

It uses no gasoline, and the new-for-2022 11 kW onboard AC charger refills the pack overnight from a standard J1772 wall box. Public charging holds it back: 100 kW CCS1 with no Supercharger access, and high consumption that makes every kWh go less far.

NHTSA never crash-tested the 2022 I-PACE. Every NCAP field is 'Not Rated', so the framework's 0 (never rated) applies instead of an estimated star count.

IIHS never tested the I-PACE in any year of its 2019–2024 generation, and it never earned a Top Safety Pick or TSP+. The aluminum EV structure earned Euro NCAP 5 stars in 2018, but with no US crash data at all it falls in the untested band, well below rated peers such as the GV70, Q5 and GLC.

For 2022 the US I-PACE was sold only as the HSE. Standard equipment covers AEB, adaptive cruise with steering assist and stop & go, blind-spot assist, clear exit monitor, lane keep assist, driver condition monitor, traffic sign recognition with adaptive speed limiter, and a head-up display. The full core suite is standard on the only trim; the 3D surround camera is still optional.

AEB is standard, but IIHS has published no front crash prevention rating for the I-PACE, either vehicle-to-vehicle or pedestrian, day or night. Without independent US test results it can't be credited above an adequate level.

Blind Spot Assist (with steering intervention) and Clear Exit Monitor, a safe-exit alert, are both standard on the 2022 HSE, alongside rear traffic monitoring. That is active intervention plus safe-exit coverage on the only trim offered.

Lane keep assist is standard, and the ACC steering assist adds basic centering. Reviewers of JLR's system of this era describe nudge-style interventions and only modest centering compared with German and Korean benchmarks.

Full-range adaptive cruise with stop & go and steering assist is standard, which gives the car a basic hands-on highway assist. Its behavior is competent, but it is less polished than the class leaders.

The 2022 I-PACE offered no hands-free highway driving system. Steering assist requires hands on the wheel.

Premium LED headlights with auto high beam assist became standard for 2022, but the release mentions no Matrix or adaptive beams. 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 and ClearSight digital rear-view mirror that would offset this were options, not standard, on the 2022 HSE.

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; the I-PACE was never offered with a third row.

Adequate front headroom for the class; the 2022 HSE-only lineup carries the fixed panoramic roof, which some sources say trims it slightly.

Toward the short end of SUV norms; the cab-forward EV layout favors rear room over front seat-track travel.

Respectable for a sloping coupe-like roof. The flat EV floor lets the rear seat sit low, which recovers headroom.

Near the compact-luxury-SUV middle on paper. The flat floor with no transmission tunnel helps usable foot room, but tall adults are snug behind tall drivers.

Strict two-row, five-seat SUV; there is no third row on any trim.

Cargo space behind the rear seats is in the lower half of the class, and the frunk only holds charging cables. Jaguar's European figure is 656 L, which is about 23 cu ft on the VDA method.

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

The EV packaging frees a large under-console bin, a center-console storage area and usable door pockets, plus a small frunk and an underfloor cargo cubby. Competent everyday storage but no standout tricks.

On the 2022 HSE, 16-way heated and cooled Windsor leather front seats are standard and well bolstered, so front comfort is good. The rear bench suits two adults and the middle position is tight.

The low center of gravity and the HSE's air suspension give a composed, controlled ride. It is firmer than plush rivals and can feel busy over sharp impacts.

The silent powertrain and well-sealed cabin keep it quiet around town, though tire roar and some wind rustle come in at highway speeds.

Standard on the only 2022 trim (HSE): heated and cooled front seats, heated wheel, dual-zone climate, cabin ionization with PM2.5 filtration, and remote preconditioning through the Jaguar Remote app. Heated rear seats are reported as standard; four-zone climate is an option.

For MY2022 Jaguar dropped the S and SE grades and sold the I-PACE in the US only as the EV400 HSE at $69,900 plus $1,150 destination, roughly $11,000 less than the 2021 HSE but still well above the SUV price band.

With only one trim, the volume configuration is the HSE plus common options such as premium paint, 22-in wheels, Cold Climate or Bright/Black packs, which typically lands in the mid-$70Ks.

The EV drivetrain needs little routine service, and EliteCare covers scheduled maintenance for 5yr/60k at no charge, so most of what the owner pays goes on tires, brakes and wear items. Jaguar's high labor rates, out-of-warranty electronics and 12V faults, and the HV-battery recall keep repair costs above mainstream-EV levels.

The I-PACE is the worst-depreciating vehicle in the US on iSeeCars' 5-year study. Used 2022 HSEs already average about a third of their sticker price at four years old, weighed down by the battery-fire recall and buyback, the model's discontinuation and Jaguar's brand pivot.

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 with a 70% state-of-health guarantee, which is standard for the EV segment. The electric drive components themselves fall under the 5yr/60k vehicle warranty.

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

$74,500 volume-trim price minus its estimated resale value after 5 years (29% retained, or about $21,605) leaves about $52,895 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $58,395 in total.

The 2022 I-PACE is a carry-over year of the sole 2019-launched generation (the 11 kW onboard charger and Pivi Pro infotainment arrived with the 2021 update), and the model has sat 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. Low sales volume keeps survey samples thin and predictions conservative.

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.

Five NHTSA campaigns cover the 2022 model year, two of them park-outside high-voltage battery fire recalls on the LG pack (23V-369, then 23V-709 after the first repair proved inadequate), plus HVAC defrost, pedestrian-alert sound and turn-signal recalls. The 2022 is outside the 2019 buyback population and the 2020-2021 park-outside campaign, but its record is still in the low band and a little heavier than the 2023's.

The dual permanent-magnet drive units have held up reasonably well, but the LG-sourced 90 kWh pack family has a documented thermal-runaway defect, with 2022 builds included in the battery fire campaigns, and that overshadows the powertrain's durability reputation.

Windsor leather, real aluminum and wood options and a well-finished dash keep the cabin competitive for the class in 2022, and the 2021 Pivi Pro update freshened the screens, but some lower-cabin plastics trail newer rivals such as the Genesis GV60 and Mercedes EQ models.

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 battery-recall demand has strained module availability.

The 2022 model gained Pivi Pro software but kept the dual-screen hardware: a 10-inch upper touchscreen and a smaller lower climate screen. That is small next to newer luxury EV rivals.

Pivi Pro, new for 2022, fixed the slow original InControl Touch Pro Duo. Its flat menus put about 90% of common tasks within two taps of the home screen. Touch response is still not smartphone-quick, and climate and seat functions are split across the lower screen and its knobs.

With Pivi Pro, wireless Apple CarPlay and Android Auto are standard on the 2022 model, the only trim offered, and two phones can connect over Bluetooth at once.

Pivi Pro's native navigation is EV-aware: it shows charging stations, estimated charge time and arrival charge level, and its maps update over the air. Voice control is functional, but most owners default to phone projection.

On the 2022 HSE, the Meridian 3D Surround Sound System (825 W, 16 speakers plus a subwoofer) is standard. That is a strong premium system included at the entry price.

A configurable 12.3-inch digital Interactive Driver Display is standard, including a full-width map view. Graphics are crisp, though the theme is aging.

Over-the-air updates go beyond infotainment and maps: Pivi Pro's dual-SIM SOTA also updates battery-management and charging software. Cadence and feature additions trail Tesla-style whole-vehicle updates.

The Jaguar Remote app covers locating the car, lock and alarm status, charge status and scheduling, and remote preconditioning of the battery and cabin. There is no phone-as-key, and connected services need a subscription after the trial.

USB and 12 V outlets are spread across both rows, but on the 2022 model wireless phone charging is at most an option; listings describe it as a 2023 addition. There is no household AC outlet or V2L.

Proximity keyless entry, push-button start and a powered tailgate are standard. The waterproof Activity Key wristband is available, but there is no phone-as-key.

On the 2022 HSE-only lineup, the 3D Surround Camera (360-degree top-down view) and park assist are standard, alongside front and rear sensors. The ClearSight camera mirror is optional.

A head-up display is standard on the only 2022 trim, so every buyer gets it. The display is modest in size and content compared with the latest AR units.

The flat rear floor and 35 in of rear legroom handle forward-facing seats well. The low, sloping roofline and smallish rear door apertures make lifting a child into a rear-facing seat awkward. A 25.3 cu ft cargo hold holds a stroller but leaves little else.

All 2022 cars are the HSE, so the full ADAS suite comes standard. It includes AEB, Blind Spot Assist, Clear Exit Monitor, Lane Keep Assist, Driver Condition Monitor, ACC with Steering Assist, and a 360 camera. The car has no NHTSA star rating and no IIHS crash ratings or award, so its crash safety is unproven for families.

A quiet cabin, heated and cooled front seats and standard Meridian 3D audio make for comfortable hours. The 234-mile EPA range and a 100 kW DC peak (about 45 min to 80%) force long, frequent stops. There are no rear entertainment or rear climate zones without the four-zone option, and luggage space with five aboard is small.

Smooth, instant EV torque, adjustable regen with near one-pedal driving, and stop-and-go adaptive cruise make traffic effortless. Pivi Pro, new for 2022, removes most of the old infotainment friction. Rear visibility through the shallow, sloping back glass is the main annoyance.

Home-charged EV running costs are low, at about $1,000/yr for energy per the EPA, with no oil changes. Consumption of 44.3 kWh/100 mi is thirsty for an EV, and its 20-inch performance tires are costly.

The footprint is compact for the cabin space, at about 184 in long. The standard 3D Surround Camera and park assist on the 2022 HSE offset the poor rear sightlines. The turning circle of about 39–40 ft is average, and the car is wide at nearly 75 in without mirrors.

A 1,653 lb tow rating is far below most compact luxury SUVs (3,500–4,400 lb). With a small cargo hold and no work variant, it is not a work vehicle.

An aluminum-intensive luxury chassis with Windsor leather and gloss trim is not built for abuse. JLR's reliability record is below segment average, and the car has no fleet history.

It has no vehicle-to-load or 120 V outlet, no factory washable liner, only basic cargo tie-down loops, and no upfit ecosystem. Roof bars and a tow bar are dealer accessories.

It is comfortable and quiet on the highway, and the standard ACC with Steering Assist reduces fatigue. Even so, the 234-mile EPA range, a 72 MPGe highway rating and a 100 kW CCS1-only DC peak (63 miles added in 15 min) mean long trips need frequent, slow charging stops.

Standard dual-motor AWD, a 500 mm (20 in) wading depth and adjustable ride height cope easily with gravel roads and snow. A 1,653 lb tow limit, no camp power, and range that drops far from chargers limit real adventures.

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

A low, floor-mounted battery, an aluminum body and near-even weight distribution give it agile, composed cornering for an EV SUV. Reviewers rank it among the best-handling EV crossovers of its era, though its 4,784 lb weight shows in quick direction changes.

The steering is quick and accurate with natural weighting, in true Jaguar fashion. It feels a little light in Comfort mode and offers limited road feedback, as most EV racks do.

Stopping power is strong. Reviewers have long criticized the blend between regenerative and friction braking as inconsistent pedal feel, though high-regen mode makes 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. The powertrain was unchanged for 2022.

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

Average-to-wide for a compact SUV, because the 117.7 in wheelbase is long for the footprint. Sources range from 39.3 to 40.5 ft.

A low, sporty, well-adjustable driving position with 16-way seats. The high beltline, thick rear pillars and small rear window restrict sightlines. Pivi Pro's flatter menus ease use of the dual-screen stack.

A 4.5-second 0–60, a playful chassis and real steering polish make it one of the most enjoyable EV SUVs of its time; enthusiasts recommend it despite its range limits.

With the HSE as the only trim, every 2022 car came loaded: Pivi Pro with wireless-capable CarPlay/Android Auto, Meridian 3D Surround audio, head-up display, adaptive cruise with steering assist, 3D surround camera, 11 kW onboard charger and cabin air ionization. German rivals charge thousands extra to match that.

The roughly $11K price cut versus the 2021 HSE made the 2022 a fair deal: a loaded, quick (0-60 in 4.5 s) luxury EV at ~$71K. Its 246-mile EPA range and ~100 kW DC charging still trailed the similarly priced Tesla Model Y, Audi e-tron and Ford Mustang Mach-E on range or charging per dollar.

For 2022 the US lineup was a single HSE trim with one dual-motor EV400 powertrain and one 90 kWh battery. Choice came down to paint, wheels and a few appearance packs, so it is a take-it-or-leave-it lineup.

US I-PACE volume was a small fraction of Model Y, Mach-E or e-tron sales and fell after its 2019 launch year. It was one of the slowest-selling luxury EV SUVs, and JLR's chip-shortage production cuts in 2022 made that worse.

In 2022 Jaguar still carried real heritage cachet and design appeal, before the 'Copy Nothing' rebrand. A weak reliability reputation, a thin dealer network and very poor resale kept the brand from aspirational status in the segment.

Despite the 2022 chip-shortage market, the I-PACE qualified for the $7,500 federal EV tax credit until the Inflation Reduction Act took effect in August 2022. After that the credit passed through on leases, and Jaguar kept supporting the slow seller with lease cash and APR offers.

MY2022 was the fourth year of the only generation (launched 2019). It got a tech update (Pivi Pro, OTA updates, 11 kW AC), but the platform and its ~100 kW DC charging were falling behind newer 800V rivals, and Jaguar's 2021 Reimagine plan signaled no successor on this platform.

This generation won a haul of major awards at launch, and reviewers kept praising its design, handling and acceleration through 2022. By then they increasingly flagged its modest range, slow charging and Jaguar's reliability, and it was rarely the pick in newer luxury-EV comparisons.