2023 Jaguar I-PACE

The 2023 I-PACE, sold in the US as a single EV400 HSE trim, combines two permanent-magnet motors for 394 hp; 2023 is a carry-over year within the 2019–2024 first generation.

512 lb-ft of combined torque, available from standstill, is very strong for the compact luxury SUV class.

Jaguar claims 0–60 mph in 4.5 s for the 2023 EV400, and instrumented tests have run about 4.2–4.6 s. That makes it one of the quickest vehicles in its peer group.

Reviewers consistently praise the I-PACE's instant, near-silent and seamless power delivery. It has no lag or coarseness, and the configurable regen is well calibrated.

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

Jaguar rates the I-PACE for 750 kg (1,653 lbs). That is token capability for an SUV and far behind combustion luxury rivals rated at 4,000+ lbs.

Dual-motor AWD is standard because it is the only drivetrain. Independent front and rear motors give fully variable torque split, with torque vectoring by braking.

This is a pavement-oriented luxury EV. Air suspension adds some clearance, and Adaptive Surface Response and a 500 mm wade depth help on poor surfaces, but there are no lockers, skid plates, low range or off-road trim.

For 2023 the I-PACE comes only as the dual-motor EV400 in a single US trim. There is no other output, battery, gas or hybrid alternative.

EPA rates the 2023 I-PACE EV400 at 85 MPGe combined on its standard 20-in wheels. The heavy 2018-era platform with permanent dual-motor AWD trails newer luxury EV SUVs.

The EPA city rating is 89 MPGe on the standard wheels. Regen helps, but both motors are always engaged, which keeps urban consumption high for the class.

The EPA highway rating is 82 MPGe on the standard wheels. This is the I-PACE's relatively strongest efficiency figure against its class band.

The 90 kWh pack (about 84.7 kWh usable) gives 246 miles of EPA range. That is near the bottom of the EV SUV band and well short of 2023 rivals like the BMW iX and Tesla Model Y.

Jaguar rates the I-PACE for up to 100 kW DC fast charging over CCS1. Rivals by 2023 had moved to 150–350 kW, so this is the floor of the class.

Jaguar quotes 0–80% in 45 minutes at 100 kW, and independent modeling of 10–80% also lands around 45 minutes. That is at or past the slow end of the EV SUV band.

EPA estimates $900 a year in electricity at standard assumptions, far below premium-fuel luxury SUVs. It is still mid-pack among EVs because of the car's modest efficiency.

It uses no gasoline, and the 11 kW onboard AC charger on a standard J1772 inlet refills the pack overnight at home. Public charging is weaker: 100 kW CCS1 only, with no Supercharger access and no included charging plan.

NHTSA never crash-tested the I-PACE in any model year of its single 2019–2024 generation, so there is no overall star rating for 2023. Per the framework, an unrated vehicle records 0 rather than an estimated star count.

IIHS never tested the I-PACE and it never won a Top Safety Pick or TSP+. The aluminum EV structure (Euro NCAP 5 stars in 2018, recalled rather than re-verified) suggests sound crashworthiness, but with no US crash data at all the vehicle falls in the 'untested' band, well below rated rivals such as the GV70, Q5 and GLC.

The 2023 US lineup was trimmed to the R-Dynamic HSE, which comes standard with AEB, forward collision warning, lane keep assist, blind-spot monitoring with rear cross-traffic alert, adaptive cruise with stop & go, traffic sign recognition, driver condition monitor, and front/rear park assist. The core suite is complete, but the surround camera and park assist were still extra-cost.

IIHS has published no front crash prevention rating (vehicle-to-vehicle or pedestrian, day or night) for the I-PACE. JLR's camera/radar AEB detects pedestrians and cyclists, but without independent US test results it can't be credited above an adequate level.

On the 2023 R-Dynamic HSE, blind-spot monitoring and rear cross-traffic alert are standard, and dealer specs list Blind Spot Assist (steering intervention) on these cars. Clear-exit monitoring and rear-traffic braking weren't widely confirmed, so the score stays short of 80.

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.

Adaptive cruise with stop & go/queue assist and steering assist is standard on the 2023 R-Dynamic HSE, which gives a basic highway-assist function. Its behavior is competent, but it is less polished than the class leaders.

No hands-free highway driving system was offered on the 2023 I-PACE. Steering assist requires hands on the wheel.

LED headlights with auto high beam are standard (adaptive/Matrix LEDs on upper trims, not confirmed for this year). 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. Front and rear park sensors and the rear camera are standard, while the surround camera was a paid option on the 2023 US car.

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, five-seat layout only; the I-PACE was never offered with a third row. KBB notes it seats four adults comfortably and five in a pinch.

Mid-pack front headroom for a compact luxury SUV; the fixed panoramic roof is standard on the 2023 HSE.

Front legroom sits near the bottom of the SUV band; the cab-forward EV packaging favours the rear over the front footwell.

The sloping, coupe-like roofline limits second-row headroom; tall adults touch the headliner near the C-pillar.

The long 117.7-in wheelbase gives adequate rear knee room, but it is only middling against newer dedicated-EV rivals.

Strict two-row, five-seat SUV; there is no third row of any kind.

A respectable hatch area for the footprint, but it sits at the floor of the SUV band; the front trunk adds only about a cubic foot.

With the 60/40 rear seat folded the maximum hold still falls below the SUV band floor, because the low roofline and steep tailgate cap it.

The skateboard floor frees a large bin under the floating center console, and there are under-rear-seat storage and a small frunk. Door pockets are modest and nothing stands out as innovative.

The standard 2023 HSE fronts are 16-way, heated and ventilated with driver memory, and they are supportive over long stints. The rear bench is fine for two, but the low seat cushion and the tight middle position limit it.

Adaptive air suspension is standard on the 2023 HSE and gives a ride KBB calls 'taut without being harsh'. It is firm over sharp impacts and busier on the optional 22-in wheels.

The silent motors and a well-sealed cabin keep it quiet around town, but tire roar and some wind rustle above 70 mph keep it shy of the quietest luxury EVs.

The single HSE trim makes heated and ventilated fronts, heated rears, and remote preconditioning standard. Four-zone climate and the heated wheel/windshield (Cold Climate pack) cost extra.

For MY2023 the US I-PACE was offered only as the EV400 HSE at $71,300 plus $1,275 destination — far above the SUV price band.

With only one trim, the volume configuration is the HSE plus common options (Cold Climate pack, head-up display, 22-in wheels, premium paint/performance seats), typically landing in the mid-$70Ks.

EV drivetrain needs little routine service, and EliteCare covers 5yr/60k scheduled maintenance at no charge, so owner outlay is mostly tires, brakes and wear items. Jaguar's high labor rates, out-of-warranty electronics/12V issues and the HV-battery recall history keep the repair side above mainstream-EV levels.

The I-PACE is the worst-depreciating vehicle in the US market on iSeeCars' 5-year study; discontinuation after MY2024, the battery-fire recall/buyback and Jaguar's brand pivot keep pressure on a 2023's residuals.

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

The high-voltage battery carries 8yr/100k coverage with a 70% state-of-health threshold — standard EV-segment coverage, though the electric drive components themselves fall under the 5yr/60k warranty.

EliteCare bundles 5yr/60k complimentary scheduled maintenance, 5yr/60k 24/7 roadside assistance and 5yr/unlimited InControl Remote & Protect connected services — one of the richest packages in the luxury segment, ahead of rivals offering 3yr/36k maintenance or none at all. No bundled public-charging credit keeps it shy of the top.

$76,000 volume-trim price minus its estimated resale value after 5 years (28% retained, or about $21,280) leaves about $54,720 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $60,220 in total.

The 2023 I-PACE is a carry-over year of the 2019-launched sole generation, and the model has persistently 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 also leaves thin survey data, which keeps predictions conservative.

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

The generation carries one of the worst EV recall records in the market: repeated LG high-voltage battery fire campaigns (2023-2024) whose software fixes failed, ending in a November 2024 buyback of 2019 models and a separate park-outside campaign for 2020-2021 builds. The 2023 model year itself has 3 NHTSA recalls and is not in the buyback population, so it scores slightly above the generation's worst years but still in the low band.

The dual permanent-magnet drive units have held up reasonably, but the LG-sourced 90 kWh pack family has a documented thermal-runaway defect across earlier builds of this same generation, which overshadows the powertrain's durability reputation even for later model years like 2023.

Windsor leather, real aluminum and wood options and a well-finished dash keep the cabin competitive for the class, but the 2018-era design and 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, leaving service gaps in rural areas, and EV-specific expertise varies by dealer.

JLR parts are expensive and prone to back-orders, and I-PACE high-voltage components are dealer-only with almost no aftermarket support; battery-recall demand has strained module availability.

A 10-in upper Pivi Pro touchscreen paired with a lower climate/vehicle touch display; it is small next to the 12–15 in screens of newer rivals.

Pivi Pro (since MY2021) is far quicker and more logical than the original InControl Touch Pro, and physical climate dials remain. The split two-screen layout still takes learning, and the hardware is ageing next to newer rivals.

Wireless Apple CarPlay and Android Auto became standard for 2023, on the only (HSE) trim.

Built-in Amazon Alexa (new for 2023) handles navigation, media and smart-home commands alongside Pivi Pro's connected native navigation with EV charge-stop routing.

An 825-W Meridian surround system is standard on the 2023 HSE, which is a strong base for the segment.

The 12.3-in Interactive Driver Display is standard and configurable, including a full-screen map view.

Pivi Pro supports Software-Over-The-Air updates to infotainment and a number of vehicle modules, and the I-PACE has received efficiency/range software updates. The scope is narrower than Tesla- or Polestar-style feature drops.

The Jaguar Remote app covers lock/unlock, locate, cabin preconditioning and charge scheduling, but there is no phone-as-key, and the connected services carry subscription terms after the trial.

Wireless phone charging became standard for 2023, and there are five USB ports across both rows plus 12-V sockets. There is no household AC outlet or V2L.

Keyless entry/start and a powered tailgate are standard, and remote preconditioning works through the app. The hands-free tailgate is optional, and there is no phone-as-key.

A rear camera and front/rear sensors are standard. The 360-degree camera, Park Assist and the ClearSight camera mirror ($875, recommended for the tiny rear window) are all optional.

A head-up display remains available, but for 2023 it moved from standard to an option on the only trim.

35 in of rear legroom and a flat floor help, but the low roofline and sloping door openings make lifting kids into seats awkward. The 25.3 cu ft hatch takes a stroller with little room to spare.

The single HSE trim makes AEB, blind-spot monitoring, lane-keep assist and adaptive cruise with steering assist standard. NHTSA and IIHS have never crash-tested it, and the 2023 decontenting removed Clear Exit Monitor.

Heated rear seats and a quiet cabin are pluses. The 246-mile range with 100 kW peak DC charging means frequent long stops, and the cargo space is small once four people's luggage goes in.

Smooth, instant EV response, one-pedal driving with strong regen and a composed air-suspension ride make it an effortless commuter. Rear visibility is the main annoyance.

Home-charged electricity is still far cheaper per mile than gas in a luxury SUV, but at 76 MPGe the I-PACE is among the least efficient EVs in its class.

The compact 184-in length helps in town, but a 40.5-ft turning circle, a tiny rear window and an optional-only 360 camera make tight parking harder than it should be.

A low ~1,650-lb tow rating and a small cargo hold make it a luxury EV, not a work tool.

There is no fleet or commercial history, the reliability reputation is below average, and the high-voltage battery recall and buyback programme argue against hard-use duty.

There is no V2L or AC outlet and no upfit ecosystem; a tow hitch and roof cross-bars are dealer accessories only.

The highway ride, seats and quietness are good, and adaptive cruise with steering assist is standard. A 246-mile EPA range (217 mi on 22-in wheels), 100 kW charging and the CCS1 network weigh heavily against it as a road-tripper.

Standard dual-motor AWD, height-adjustable air suspension and a 500 mm wading depth handle gravel and snow roads well. The tow and roof provisions for toys are limited, and there is no onboard power for camping.

A 60/40 split-fold rear seat, a powered tailgate and a small frunk take normal luggage, but the sloping hatch and roughly 51–54 cu ft maximum make bulky gear a squeeze.

The low, centrally mounted 90 kWh pack and aluminium chassis give the I-PACE some of the most car-like handling of any EV SUV, with tight body control on the standard adaptive air suspension.

The steering is quick, precise and naturally weighted by EV-SUV standards, with more feedback than most rivals, though it is still filtered.

Strong stopping power, and the high-regen setting enables smooth one-pedal driving. Reviewers note some pedal inconsistency in the blend between regen and friction braking.

The dual motors (394 hp, 512 lb-ft) deliver instant, seamless thrust to 60 mph in 4.5 s with an impeccably smooth single-speed calibration.

Near-silent motors with only a faint whine, and an optional synthesised 'Active Sound' that can be turned off.

The long 117.7-in wheelbase produces a wide turning circle for a compact SUV.

The 16-way seats and a sporty, low-slung position suit most drivers, but the small rear window and thick pillars hurt sightlines and the dual-screen controls take learning.

Rapid and agile, with a sports-sedan feel that enthusiasts single out; it remains one of the more engaging electric SUVs of its era.

The only trim is the well-equipped HSE: dual-motor AWD, air suspension, Windsor leather, Meridian audio, Pivi Pro dual touchscreens and, new for 2023, standard wireless device charging plus wireless CarPlay/Android Auto and Alexa. That's generous, but at a $72.5K entry price, where rivals' mid trims offer similar content.

394 hp and 4.5-sec 0-60 are strong, but $72.5K buys only 246 mi EPA range (217 mi on 22s) and ~100 kW DC charging, while cheaper 2023 rivals (Genesis GV60, Audi Q4 e-tron, Tesla Model Y) offer comparable or better range and much faster charging. TrueCar cites it as 'pricey' and 'least efficient in its class'.

A take-it-or-leave-it lineup: one trim (HSE), one battery, one dual-motor powertrain, with flexibility limited to option packs, wheels and seats.

Global volume fell 27% in 2022 and another 33% in H1 2023, and US sales were a small fraction of that. It is a niche, declining seller in a segment led by the Model Y and fast-rising Korean and German EVs.

Jaguar retains real design and heritage cachet, but in 2023 its shrinking US lineup, below-average reliability reputation, the I-PACE battery-fire recall/buyback and announced all-EV reinvention weighed on confidence and resale.

Slow sales left dealers with inventory, and the I-PACE regularly carried substantial manufacturer cash and subsidized leases. Leasing also passed through the $7,500 commercial EV credit that buyers couldn't claim directly at this price, so real-world transaction prices sat well below sticker.

MY2023 is the fifth year of a generation launched in 2019, with only content updates such as wireless charging. Jaguar had already signaled its 2025 all-EV reinvention, and production ended in 2024 with no direct successor, so buyers face real orphan risk.

Its trophy shelf is exceptional: 2019 World Car of the Year, European Car of the Year and World Car Design of the Year. By 2023 reviewers still praised its styling and handling but marked it down for range, efficiency, slow charging and price against newer rivals, and it rarely topped comparisons.