2024 Jaguar I-PACE

Combined SAE output of the standard EV400 dual permanent-magnet drivetrain — front + rear motors summing to 394 hp (295 kW).

Instant peak torque from twin PMSM motors, delivered from 0 rpm — very high for a compact luxury SUV thanks to the EV powertrain.

Jaguar's official 0–60 mph claim for the dual-motor I-PACE; instrumented tests have landed roughly 4.2–4.6 s.

Reviewers consistently praise the I-PACE's seamless, instant, near-silent power delivery — the traditional EV strengths executed to a luxury standard, with no lag or coarseness.

Single-speed direct-drive reduction gear per motor means no shift events at all — power delivery is continuous and imperceptible.

Jaguar's rated tow capacity is modest by SUV standards — well behind combustion luxury rivals and much lower than newer EV SUVs (EQE SUV, Model X, Rivian R1S).

Dual-motor AWD is standard on every I-PACE trim, with independent front/rear torque control enabling torque vectoring — no FWD/RWD variant exists.

Pavement-oriented luxury EV — standard air suspension raises to roughly 8.4 in and Jaguar quotes a 500 mm wade depth, but there are no lockers, skid plates, low range, or dedicated off-road trim.

The I-PACE is offered exclusively as a single EV powertrain (dual-motor AWD, ~90 kWh battery) — no gas, hybrid, or alternate EV output variant across the lineup.

EPA rates the 2024 I-PACE at 85 MPGe combined on its standard 20-inch wheels — the configuration the sole 2024 US trim (EV400 R-Dynamic HSE) ships with. 2024 is a pure carry-over final model year: no powertrain or battery change from the 90 kWh dual-motor EV400 introduced in 2018, and the 2018-vintage platform's weight and unremarkable 0.29 Cd leave it well behind current luxury EV SUVs.

EPA city rating of 89 MPGe on the standard wheel package, re-confirmed against fueleconomy.gov for the 2024 model year. Regenerative braking helps in town, but the two-motor AWD architecture is permanently engaged with no front-motor decoupling, so city consumption stays high for a compact EV SUV.

EPA highway rating of 82 MPGe on the standard wheels — the strongest of the three I-PACE economy figures relative to its class band, since the 0.29 drag coefficient holds up better at speed than the curb weight does around town.

246 miles of EPA combined range from the 90 kWh (84.7 kWh usable) pack — near the bottom of the EV SUV band and far short of 2024 rivals such as the BMW iX or Tesla Model Y. The figure has not moved since the December 2019 software update that lifted it from 234 mi; Jaguar never delivered a larger-battery refresh before ending I-PACE production after 2024.

Jaguar rates the I-PACE for up to 100 kW DC fast charging over CCS1 — essentially the floor of the modern EV SUV band, and unchanged since launch while rivals moved to 150–350 kW on 800-volt architectures. Independent measurement puts the true peak marginally higher at ~104 kW, so the manufacturer figure is if anything conservative, but the sustained rate tapers quickly.

Jaguar publishes no 10–80% figure of its own; its quote is 0–80% in 45 minutes at 100 kW, and independent modelling of the 10–80% window lands at the same 45 minutes (83 kW average). Dealer and charging-guide sources claim ~40–41 min, so 45 is the conservative centre of a well-corroborated 40–45 minute spread — at or past the bottom of the EV SUV band either way, and the single weakest part of the I-PACE's efficiency case.

EPA puts annual energy cost at $900 for the standard-wheel car, or $1.48 to drive 25 miles — a fraction of what a premium-fuel luxury SUV such as Jaguar's own F-PACE costs to run, and the one place the I-PACE grades respectably in this category.

No gasoline at all, and the home-charging side is genuinely good: a standard 11 kW onboard AC charger refills the 90 kWh pack overnight on a plain J1772 connector with no proprietary hardware, at an EPA-estimated $900/yr. What holds it out of the top band is public charging — 100 kW CCS1 with no factory NACS support, no Supercharger access, and no complimentary charging credit, on a model Jaguar had already stopped developing.

NHTSA has not published a full overall star rating for the I-PACE; low US sales volume for this late-life EV leaves it uncrash-tested. Estimating 4 stars based on aluminum monocoque EV structure and prior JLR performance.

The I-PACE is not an IIHS Top Safety Pick and has no full IIHS crashworthiness battery on file for this generation. Structure is likely competitive (skateboard EV, aluminum body), but the absence of published Good ratings caps the score.

Volume S trim includes AEB, lane keep assist, blind spot monitor, adaptive cruise with stop-and-go queue assist, rear traffic monitor, and front/rear park aid as standard. Core suite is comprehensive; 360 camera and Driver Assist Pack upgrades are reserved for higher trims.

No IIHS front crash prevention rating on file for the I-PACE. Reviewer commentary on current JLR AEB describes adequate daytime vehicle-to-vehicle intervention but less-refined pedestrian and nighttime behavior versus German rivals.

Blind-spot monitor and rear cross-traffic alert are standard across trims; blind-spot assist (active steering intervention) and the 3D Surround Camera are bundled in the optional Driver Assist Pack, so base coverage is alert-only.

Jaguar's lane keep assist is a nudge-style system with basic centering; reviewers of current-generation JLR products note late, abrupt interventions and no smooth continuous centering comparable to BMW or Mercedes systems.

Adaptive cruise with full stop-and-go queue assist is standard and works acceptably in traffic. There is no integrated highway assist mode combining ACC + lane centering; behavior lags current class benchmarks.

Jaguar offers no hands-free highway driving system on the I-PACE. There is no equivalent to BlueCruise, Super Cruise, Drive Pilot, or supervised FSD in the JLR portfolio.

Standard Premium LED headlights with signature DRL; Matrix LED with adaptive high-beam is standard on the volume S trim and above. Not IIHS-rated, but reviewer beam quality is generally regarded as good.

Sleek coupe-like SUV profile with high beltline, thick D-pillars, and a small rear window compromise natural sightlines. The optional 3D Surround Camera helps parking but is not standard on the volume trim.

Two rear LATCH positions with anchors somewhat buried in the seatback; the sloping roofline and narrower rear door aperture make fitment of rear-facing seats tighter than boxier compact luxury SUVs. Adequate but not class-leading.

Standard 2+3 five-seat configuration across all I-PACE trims; no third-row option is offered on this platform. Correcting the placeholder (7.1 seats) — I-PACE has never been available as a 6/7-seater.

Mid-pack for the compact luxury SUV segment; panoramic roof (standard on most US trims) trims about 0.8 in. Correcting the placeholder (40.7 in) to the manufacturer figure.

Near the low end of the SUV normalization band — the low, coupe-like beltline and skateboard EV floor free some knee room but seat-track range is short by class standards. Correcting the placeholder (43.5 in).

Sloping coupe-like roofline compresses second-row headroom; sits at the lower end of the compact luxury SUV band. Correcting the placeholder (38.9 in).

Rear legroom is one of the I-PACE's weakest interior dimensions and a recurring criticism versus newer dedicated EV platforms (Q4 e-tron, EQE SUV, Polestar 3). Correcting the placeholder (40.1 in).

I-PACE is a strict five-seat SUV; no third row is offered or possible on this platform.

Modest cargo hold for the segment — battery packaging and the low-roof profile eat into rear volume. Frunk adds negligible space. Correcting the placeholder (77.1 cu ft, which was impossible for this footprint).

Even with the 60/40 rear seat folded the maximum cargo hold falls below the compact-luxury-SUV normalization floor (55 cu ft). Correcting the placeholder (83.4 cu ft).

Reasonable center console bin, door pockets, and an underfloor cubby in the rear cargo area; the flat EV floor helps foot space. No standout innovations (tiny frunk, limited hidden storage). Reviewers consistently rate storage 'competent, not clever'.

Front sport seats are supportive with 14-way power on most trims and lengthy cushions on optional Windsor leather units; some reviewers note firm bolstering and short lower cushion for tall drivers. Rear bench is comfortable for two but the middle seat is compromised.

Standard air suspension with adaptive dampers delivers a composed, planted ride from the low EV center of gravity; can feel firm over sharp impacts on the standard 20-in wheels and busier on the optional 22-in wheels.

Silent EV powertrain plus acoustic laminated windshield and thick side glass keep the cabin very quiet at city speeds; some tire and wind rustle intrudes above 70 mph, keeping it just short of segment best (EQS SUV, Polestar 3).

Heated front seats, heated steering wheel, and dual-zone climate are standard; ventilated front seats, heated rear seats, four-zone climate, and remote pre-conditioning via app are available on HSE trim. No rear ventilation or massage seats.

Jaguar discontinued the I-PACE globally after MY24; a 2026 model year is a nominal carry-forward for markets that still stock inventory. Final US MY24 R-Dynamic HSE listed near $73,300 with destination, so a 2026 book price around $75k is the reasonable placeholder — well above the SUV price band.

I-PACE has only offered one US trim (HSE / R-Dynamic HSE) in its final years, so the volume trim is the base trim plus common options (Cold Climate pack, Head-Up Display, premium paint). Real-world transaction prices sit near $77k.

EV drivetrain eliminates oil changes and spark-plug/fluid work vs the F-PACE, cutting routine service materially. But Jaguar's dealer labor rates and pricey out-of-warranty repairs (12V systems, air suspension where fitted, infotainment) plus scarce EV-trained specialist coverage keep it above the SUV mean.

The I-PACE has been among the worst-depreciating vehicles on the US market — iSeeCars flagged it as one of the fastest-depreciating EVs in every recent report. Discontinuation and the impending brand pivot only accelerate the trend, and used values are pressured further by cheaper Tesla and Ioniq 5 competition.

Jaguar EliteCare provides a 5-year/60,000-mile new-vehicle limited warranty — tops the luxury field, matching Genesis and beating BMW/Audi/Mercedes (4yr/50k).

EV high-voltage battery and drive units carry the federally-mandated 8-year/100,000-mile coverage — meaningfully longer than the 5-year basic warranty and mid-pack for the luxury EV segment.

EliteCare bundles 5-year/60k roadside assistance and InControl Remote & Protect connected services — solid perks aligned with the long basic warranty. But Jaguar dropped complimentary scheduled maintenance around 2020 and there is no standing free-charging program in the US, so it lags Mercedes/BMW EV welcome packages and Cadillac Lyriq's charging credit.

$77,000 volume-trim price minus its estimated resale value after 5 years (27% retained, or about $20,790) leaves about $56,210 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $63,010 in total.

The I-PACE has ranked at or near the bottom of Consumer Reports reliability charts among EVs for multiple years, with owners reporting infotainment glitches, high-voltage system faults, 12V battery drains, and door handle failures. J.D. Power historical VDS data for Jaguar EVs has been similarly weak.

Jaguar has consistently ranked in the bottom third — and frequently the absolute bottom — of Consumer Reports brand reliability rankings and J.D. Power VDS for the past decade, alongside sister brand Land Rover. Both JLR brands are viewed as dependability laggards.

The I-PACE has been subject to a series of high-severity battery fire recalls affecting the LG-supplied high-voltage pack — beginning in 2020, expanded in 2023, and further expanded in 2024 — with interim mitigation limiting state of charge to 75-80% pending final fixes. This is one of the worst recall records of any modern EV.

The dual permanent-magnet drive units themselves have been reasonably reliable, but the LG-sourced 90 kWh battery pack has a documented fire-risk defect and is the subject of ongoing recall action, which severely undermines the powertrain's durability reputation. Battery replacements after the recall program are complex and dealer-dependent.

Cabin materials are competitive for a luxury EV, with available Windsor leather, aluminum trim, and Suedecloth accents, but the design and materials have not been meaningfully refreshed since 2018 and now trail newer rivals like the Mercedes-Benz EQE SUV, Genesis GV60, and Lexus RZ. Some lower-cabin plastics feel below the current luxury EV benchmark.

Assembly quality is generally decent but Jaguar has a well-documented history of scattered trim rattles, uneven panel gaps on early production, and infotainment/electrical gremlins. Initial Quality survey results for Jaguar routinely trail luxury segment averages.

Jaguar operates roughly 150 US dealers — a small footprint compared with mainstream luxury brands (BMW ~350, Mercedes ~380, Lexus ~240) — leaving service deserts in the Mountain West and rural South. Service satisfaction is only average, and EV-specific expertise varies dealer to dealer.

JLR parts are notoriously expensive and often subject to long back-order times, and I-PACE-specific EV components (battery modules, drive units, high-voltage cabling) are largely dealer-only with minimal aftermarket support. Independent EV specialists rarely stock I-PACE parts.

I-PACE retains the original Touch Pro Duo dual-screen hardware (10-inch upper + 5.5-inch lower) even after receiving the newer Pivi Pro software with the 2021 refresh; no larger screen has been introduced for 2026.

Pivi Pro is a genuinely fast, well-laid-out system with a clean home-screen approach and quick boot, but it is now a 5+ year old platform running on older Touch Pro Duo hardware and is starting to feel dated versus newer luxury EV rivals with larger/curved displays.

Wireless Apple CarPlay and wireless Android Auto are standard across all trims via Pivi Pro; connections are typically reliable.

Pivi Pro includes built-in Amazon Alexa integration plus native voice with reasonable natural-language handling and self-learning navigation, but most owners still default to phone projection maps.

Meridian Sound is standard and solid; the available Meridian 3D Surround Sound System (825W, 16 speakers) is one of the better luxury premium audio options in the compact luxury EV segment.

12.3-inch fully digital, configurable Interactive Driver Display is standard, with multiple views including a full-map layout; graphics are crisp though the UI theme is aging.

Pivi Pro supports OTA updates across many vehicle modules via its dual-eSIM architecture, but scope is narrower and cadence slower than Tesla/Rivian/Lucid whole-vehicle updates.

Jaguar Remote app covers the essentials (lock/unlock, remote climate, charge scheduling and monitoring, locate, journey history) but lacks a phone-as-key digital key and connectivity-service features are subscription-gated after the trial.

Adequate USB-C ports front and rear plus 12V outlets; wireless phone charging is available on upper trims but not standard. No household AC outlets.

Keyless Entry with push-button start is standard, and Jaguar's unique waterproof Activity Key wristband remains available; no phone-as-key/UWB digital key.

3D Surround Camera with clear resolution is available (standard on upper trims); front and rear parking sensors are standard, with Park Assist offered.

Color Head-Up Display is offered as an option (typically part of a package on upper trims) with speed, navigation prompts, and driver-assist info; not available on the base trim.

Sloping coupe-like roofline and narrower rear door aperture make loading rear-facing seats tighter than boxier compact luxury SUVs, and LATCH anchors are buried in the seatback. Only 35.0 in of rear legroom means an installed rear-facing seat pushes front passengers forward, and the small 25.3 cu ft cargo hold barely swallows a stroller alongside groceries.

Standard S trim includes AEB, lane keep assist, blind spot monitor, adaptive cruise with queue assist, and rear traffic monitor — a comprehensive baseline. However, there is no NHTSA overall star rating or IIHS Top Safety Pick award on file, the 3D Surround Camera and blind-spot steering assist are locked behind the Driver Assist Pack, and there is no hands-free highway system for long-haul family duty.

Cabin is quiet with standard air suspension and comfortable front seats, but 246 mi EPA range plus 100 kW peak DC fast charging (~45 min to 80%) mean frequent, slow charging stops on any real family trip. Rear middle seat is compromised, no rear entertainment or rear climate zones, and 51 cu ft max cargo is well below segment norms with a family's luggage aboard.

Instant EV torque, standard adaptive air suspension, adjustable single-pedal-style regen, and a quiet cabin make the I-PACE an easy daily driver. Held back from segment best by 4,784 lb curb weight, a low seating position with thick D-pillars that compress outward visibility, and aging Pivi Pro infotainment that adds friction to routine tasks.

EPA estimates only ~$1,050/yr in energy costs, with no oil-change or premium-fuel exposure — genuinely cheap per commuting mile if home Level 2 charging is available. Somewhat penalized by consumption of ~44 kWh/100 mi (higher than newer luxury EV SUVs), premium tire sizes, and Jaguar dealer service pricing on non-wear items.

At 184.3 in long and 74.6 in wide with a ~40 ft turning circle, the I-PACE is mid-size in urban settings. Standard front/rear park aid helps, but the excellent 3D Surround Camera is locked behind the Driver Assist Pack on the volume S trim, and the sloping rear plus high beltline hurt over-shoulder sightlines during parallel parking.

Rated for only 1,653 lb (750 kg) of towing — well short of the ~4,000+ lb capability of most compact luxury SUVs — with no bed, no meaningful payload advantage, and a small 25.3 cu ft cargo hold. Powertrain delivers ample torque but the vehicle is not engineered as a work tool.

Aluminum monocoque and low-slung EV chassis are built for luxury refinement, not fleet abuse. JLR reliability history is well below segment norms, the interior uses premium (easily scuffed) materials, and there is essentially no fleet or work-service track record for the I-PACE.

No vehicle-to-load (V2L) or onboard 120V power, no factory washable cargo liner, limited tie-down points, no bed access provisions (unibody SUV), and no aftermarket upfit ecosystem targeting the I-PACE. Roof rails and a hitch are dealer-installed accessories rather than factory-integrated work features.

Cabin quietness, comfortable seats, and standard air suspension make it a pleasant highway cruiser, but 246 mi EPA range coupled with 100 kW peak DC charging (roughly 45 min for 10–80%) and CCS1-only (no factory NACS/Tesla Supercharger) demand frequent, slow stops on cross-country trips. Adaptive cruise has queue assist but no highway-assist / lane-centering bundle to reduce driver fatigue.

Standard dual-motor AWD and adaptive air suspension with a raised off-road setting give it genuine gravel-road ability, and JLR's Terrain Response modes are useful. However, only ~5.6 in of normal ground clearance, a 1,653 lb tow limit that rules out most trailers and toys, no V2L for camp power, and limited range far from charging keep it well behind adventure-capable EVs like the Rivian R1S.

60/40 folding rear seats, an underfloor cargo cubby, and available cross-bars/hitch give some flexibility, but the 25.3 cu ft / 51.0 cu ft holds are the smallest in the compact luxury EV SUV class and the 0.9 cu ft frunk is essentially a charging-cable bin. The sloping roofline further limits tall items.

Low battery-in-floor CoG, near 50/50 weight distribution, and standard air suspension on volume trim give the I-PACE genuinely engaging handling for a luxury EV SUV; reviews since launch have consistently ranked it near the top of the class for cornering composure, trailing only the Porsche Macan Electric in the compact luxury EV set.

Steering is accurate and well-weighted with typical Jaguar polish, though it lacks the last degree of on-center feedback found in the Macan and rides slightly light in Comfort mode; Dynamic mode adds welcome heft.

Stopping power is strong on paper but pedal feel suffers from the well-documented regen-to-friction handoff quirk that has drawn criticism since launch; blended braking is inconsistent versus newer EVs like the Lyriq or EQE SUV.

Dual permanent-magnet motors deliver seamless, instant torque with no transmission shift shock; tip-in calibration is smooth and predictable and one-pedal driving is well tuned.

Effectively silent at cruise with only a subtle motor whine at full throttle; no transmission or engine vibration reaches the cabin.

Curb-to-curb turning diameter for the current-generation I-PACE per Jaguar's US spec sheet; large for a compact SUV due to the long wheelbase and wide track, which hurts low-speed maneuverability.

Low, cab-forward driving position feels sports-car-like and enthusiast-friendly, but sightlines over the high beltline and thick D-pillar are compromised versus rivals and the dated dual-screen center stack requires more attention than newer luxury EVs.

Retains its reputation as one of the more engaging electric luxury SUVs: quick 4.5-second 0-60, playful chassis, and adjustable Dynamic mode make it a rewarding daily; only the Porsche Macan Electric and Polestar 4 out-drive it in this set.

Base EV400 S includes leather, 12-way power seats, dual-screen Pivi Pro infotainment, Meridian audio, LED headlamps and full ADAS suite — competitive for a luxury EV but no longer standout as newer rivals bundle larger screens, HUD and advanced ADAS at the same price.

At ~$72–81K the I-PACE delivers a seven-year-old platform with ~234–292 mi EPA range and roughly 100 kW peak DC charging, well behind similarly priced Cadillac Lyriq/Optiq, Genesis GV60, Audi Q4 e-tron and Mercedes EQE SUV that offer more range, faster charging and fresher tech per dollar.

Single dual-motor EV400 powertrain across a slimmed-down S / R-Dynamic HSE lineup with limited option packs — no shorter-range/lower-price variant and no performance variant, giving buyers little flexibility.

US I-PACE volume collapsed to a few hundred units per year in 2023-24 and is trending toward zero as Jaguar winds the model down for its brand reinvention; among the lowest-selling luxury EV SUVs in the segment.

Jaguar retains genuine heritage cachet but the brand is mid-reinvention with a temporary US lineup void, thinning dealer network and a polarizing 'Copy Nothing' rebrand rollout that has dented near-term desirability and resale confidence.

With production winding down and inventory to clear, dealers routinely stack manufacturer cash, loyalty/conquest and aggressive lease support (often $10K+ off MSRP) — great for buyers even though it signals demand weakness.

Same generation since 2019 with only minor infotainment/wheel updates; Jaguar has publicly ended I-PACE production and the model is being replaced by an all-new EV portfolio, making a 2026 unit an end-of-life carryover with no forward roadmap.

Launched to a haul of major awards but current reviews are lukewarm — praise for design and driving dynamics is offset by explicit criticism of range, slow DC charging and dated infotainment; no recent comparison-test wins.