Jaguar I-Pace
An EV's running cost is not one number, it is two. Charging at home costs roughly a third of what the same energy costs at a public fast charger, so two owners of this car can pay very different amounts per mile. The EPA rates it at 39 kWh per 100 miles and 246 miles of range; where you plug in decides the rest.
Your cost per mile
Every version, 2024
| Version | Combined | City | Highway | Fuel | EPA annual |
|---|---|---|---|---|---|
| 4WD · Auto A1 | 85 | 89 | 82 | Electricity | $900 |
| 4WD · Auto A1 | 76 | 79 | 72 | Electricity | $1,000 |
2 configurations, 76–85 MPG.
Every model year
| Year | mi/kWh | kWh/100mi | Range | MPGe |
|---|---|---|---|---|
| 2019 | 2.3 | 44.3 | 234 | — |
| 2020 | 2.3 | 44.3 | 234 | — |
| 2021 | 2.3 | 44.3 | 234 | — |
| 2023 | 2.5 | 39.5 | 246 | — |
| 2024 | 2.5 | 39.5 | 246 | — |
Straight from the EPA certification database, one row per model year, showing the best-rated version of each. Trims with identical figures are collapsed.
How this is worked out
Cost per mile is the energy the car draws from the wall — EPA's
combE, 39 kWh per 100 miles — priced at a blend of your home rate and
your public rate, weighted by how much of your charging happens away from home. Because the
figure is measured at the wall rather than at the battery, charging losses are already counted.
The range figure is an EPA laboratory result. Real range moves with speed, temperature and load, and cold weather in particular costs a meaningful share of it. We publish the lab number because it is the one that exists; treat it as a ceiling.
Every figure comes from the U.S. EPA's public fuel economy data. We add no estimates of our own; a missing number shows as a dash rather than a guess.
Add your numbers
Federal data has at most a handful of owners per car and nothing at all on servicing. If you own one, send what you actually get. It goes on this page with the sample size next to it.