2023 (73) Jaguar E-Pace 1.5 P300e R-Dynamic HSE Black 5dr Auto

By Jonathan Crouch

Introduction

In 2020, Jaguar's improved E-PACE got the brand's PHEV Plug-in tech, this AWD P300e version able to cover up to 34 miles in all-electric silence. On the used market, this confection certainly isn't inexpensive, but if you can't quite bring yourself to opt for a mid-sized EV and you want a compact premium-badged Crossover, this one might appeal.

History

The last thing the original version of the Jaguar E-PACE needed was the extra weight of a Plug-in hybrid system. In its early form, this car struggled along with steel D8 underpinnings so heavy that they made this compact SUV weightier and Jaguar's mid-sized F-PACE model in the class above. But by 2020 things had changed. A mid-term facelift for the E-PACE, usually the kind of thing that would have given the car are no more than a minor wash and brush up, in this case bought it completely fresh and much lighter PTA platform. Which also enabled it to take the three cylinder Plug-in PHEV powertrain that by 2020 we'd already seen in JLR's Land Rover Discovery Sport and Range Rover Evoque models. Creating the E-PACE P300e variant we're going to look at here. This PHEV model was replaced by a P270e variant in 2024. All E-PACE sales ceased finally when Jaguar pulled out of the new car market at the end of 2024.

What You Get

Apart from the badgework and the addition of an extra flap for the charging point, there are no obviously giveaways that this P300e variant is a PHEV-engined E-PACE. Like the other models in the range, it benefitted from this model's mid-term visual update. This brought revised all-LED headlights with distinctive 'Double J' DRL signatures, these lamps flanking a restyled grille. Plus there was a revised lower aperture and smarter side fender vents at the front. While at the back, there were all-LED tail lamps and a smart mesh insert for the bumper. As in its earlier form, this little Jaguar is around 4.4m in length, so very similar in size to the Audi Q3 that many think will be its biggest rival. It's certainly a lower, sleeker design than that Ingolstadt model, with crisp surfacing, strong rear haunches and a sporty stance. Inside, the main change with this updated E-PACE was the adoption of Jaguar's 'Pivi Pro' infotainment system, which sat behind a much larger integrated 11.4-inch curved-glass HD touchscreen in the centre of the dashboard. Improvements to this monitor over the one used in earlier E-PACE models included quicker activation, the adoption of 'Apple CarPlay'/'Android Auto' smartphone-mirroring, plus a whole range of embedded apps (like Spotify and Deezer) and the potential for over-the-air updates. Complementing this monitor on plusher variants was a 12.3-inch HD Interactive Driver Display, which replaced conventional dials in the instrument binnacle. In the rear, there's reasonably comfortable space for a couple of adults, with a low transmission tunnel allowing three folk to be squeezed in at a pinch. And the boot is a spacious 577-litres in size, thanks to the integral link suspension system chosen for the rear. That also enabled the cargo floor to be low and the opening wide. Fold the rear bench, which splits 40:20:40, and you can extend that to 1,234-litres.

What to Look For

We've had no specific issues reported with this PHEV model's drivetrain, but make sure the charging lead isn't damaged; and that the car charges as it should. Otherwise, it's the same issues that apply to other E-PACE models of this period. A number seem to have been experiencing transmission issues. In these cases, the first problem apparently arises while driving, when the car can kick itself out of gear, then doesn't allow the driver to put it back into gear, so a tow is required. The second problem seems to be centred around a delay, possibly between the engine and the gearbox. When the car is put into gear, there is a lapse of a few seconds before the vehicle moves. When it does decide to move forward, it jumps or leaps. We've also come across issues with throttle pedal sensitivity and a lack of feel; drivers of cars affected report that even the slightest movement of their foot when traversing tarmac bumps causes jerky acceleration and deceleration; look for this on your test drive. In other cases, owners have reported random engine shut downs, forcing the car into 'limp' mode. Jaguar put out a software patch to try and fix this problem. Other E-PACE owners have reported issues with their metalised windscreens. The windscreens contain metal oxide to help block UV rays protecting the vehicle's cabin, keeping it cooler and cutting down on glare. But it turns out that these metalised windscreens are also blocking radio waves, GPS signals, toll transponders, and even cell phones. Some E-PACE owners have had to consider installing external transmitters and receivers to deal with this problem. Check all these things on your test drive - and look out for scuffed alloy wheels that could be pricey to fix. Obviously, insist on a full service history.

Replacement Parts

(approx based on a 2017 Jaguar E-PACE P300e) A Jaguar oil filter is in the £21 bracket. An air filter is in the £10-£35 bracket and a pollen filter costs typically between £9 and £11. Front brake pads sit in the £60-£87 bracket; rears will sit in the £45-£63 bracket. Front brake discs sit in the £50-£115 bracket; rear discs are about £34-£79. An alternator is in the £1,045-£1245 bracket. A genuine Jaguar starter motor is around £550, but 12V starter motors start in the £130-£165 bracket.

On the Road

This P300e Plug-in Hybrid E-PACE derivative uses the same powertrain found in smaller Land Rovers from this era; a 309PS three cylinder 1.5-litre petrol unit mated to an 80kW Electric Rear Axle Drive motor powered by a 15kWh lithium-ion battery beneath the boot floor. The E-PACE PHEV is one of the quickest variants in the line-up, able to manage 60mph from rest in just 6.1s and reach 84mph on electric power alone. Above this speed, the electric motor is decoupled to reduce drag and the car reverts to front wheel drive. Top speed is 134mph. Obviously, if you use this model's reserves of performance too often, you'll very quickly deplete the all-electric driving range, WLTP-rated at 34 miles. Like other E-PACE variants, you should find on the road that this one has very much a Jaguar feel, which was aided by the stiffer PTA platform this Jag got in its updated post-2020-era form. It's certainly far more of a driver's car than its Land Rover cousins thanks to things like 'Configurable Dynamics' technology that lets drivers personalise throttle, steering and transmission settings. There's a 'JaguarDrive Control' system that gives owners a choice of four selectable driving modes - 'Normal', 'Dynamic' and 'ECO', plus an extra 'AdSR' 'Adaptive Surface Response' mode option that on automatic 4WD models activates 'All-Surface Progress Control', a low speed cruise control that helps maintain progress and avoid wheel spin on low traction terrain. The 'Active Driveline' AWD system can transfer traction to the rear axle in a fraction of a second should a lack of grip demand it. As we said in our driving experience section, the P300e petrol PHEV Plug-in hybrid offers a 34 mile electric driving range. The combined cycle fuel economy figure is 143.1mpg and the CO2 reading is 44.1mpg. Charging from a 7kW garage AC wallbox can be done from 0-80% in 1 hour and 24 minutes. DC fast-charging (up to 32kW) can reduce this 0-80% fill period to just half an hour. Charge from a domestic 3-pin plug via a Mode 2 cable and the process will take 6 hours and 42 minutes.

Overall

You'd have needed to be pretty committed to the Plug-in hybrid cause to spend around £50,000 on an E-PACE with this PHEV P300e drivetrain when the car was new. But as a used buy, it makes much more sense. If you find yourself attracted to the idea of a small, semi-electrified Jaguar SUV, you might quite like the idea of this one. After all, comparable premium rivals in this segment from this era aren't much cheaper - and most of them are a little less engaging to drive than this Jag. You'd probably choose it though, to look good in the gym car park, ideally hooked up to a charger so that your friends will think it's an EV. A sign of the times? You might well think this car was just that.