The amount of investment, man power and resources Jaguar has poured into the development of the XE meant it owed a lot for the British brand. The minor issues that niggled the pre-production models have been thoroughly resolved, it’s effortless on the move, forever composed and sharp to drive. Throw in a beautifully crafted cabin, best in class efficiency and there’s little reason why the XE isn’t the compact exec to have.
BMW 3 Series, competing with the swish Mercedes C-Class and fending off what will be a brand-new Audi A4 next year.
We drove the Jaguar XE back in January, but this isn’t a case of déjà vu. That car was an early, pre-production prototype designed to give us a brief insight into what we could expect from Jag’s new compact exec. It showed real promise, yet wasn’t quite the finished article.However, there are no excuses this time, as the XE we’re testing here is the very model that will arrive in showrooms in May, so promise and potential won’t cut it.
Referring to the Jag as ‘new’ doesn’t even begin to do it justice – it’s new in almost every sense of the word. From its aluminium architecture to the new factory that builds the engines in Wolverhampton, West Midlands, it’s all part of a near-£2billion investment from Jaguar Land Rover.
You can spec the 178bhp engine with an eight-speed ZF auto gearbox for £1,750. We think that’s a worthy outlay, as fuel economy doesn’t suffer; the auto returns the same 67.3mpg and CO2 emissions of 109g/km as the manual. The lesser-powered 163bhp diesel will please the tax man even further, emitting only 99g/km of CO2.
On the move, the XE remains unflustered and composed at all speeds. The adoption of the lightweight aluminium architecture allowed Jaguar to fit heavier yet more sophisticated front and rear suspension, meaning the XE is able to glide with the composure of a C-Class while covering ground at the pace and precision of a 3 Series. It’s exactly where Jaguar aimed to position the car, and it has nailed it.
The passive ‘comfort’ set-up of the chassis offered a real tailored blend of forgiveness without upsetting its natural composure in bends. Adaptive dampers can also be added for around £800, which constantly manipulate the car to keep it in tune with the road surface. The chassis is so well resolved, though, that it’s an unnecessary option.
Steering is light yet consistent and incredibly direct, with a front end that responds with plenty of grip. The manual gearbox lets the side down a little with a long throw and a stubby lever that’s too short for comfortable shifts. The auto may have eight-ratios to deal with, but changes are swift and well timed, if a touch lethargic on the downshift. The more delicate you are with throttle inputs, the cleaner the changes.
Interior fit and finish is also up there with the best in class. The cabin is far more pleasing on the eye than the 3 Series’, with fewer gloss-black plastics than you’ll find in the C-Class. The new infotainment system isn’t the most intuitive, yet becomes more familiar the longer you spend with it and is a major upgrade from the systems used in Jaguars of old. But BMW’s iDrive set-up is still the far more accomplished system.
Those in the front will have little to complain about in terms of space, thanks to the superbly crafted and supportive seats, back seat occupants may not be so cheery. The swooping roof looks great, but it impacts on passenger space. Two adults in the back will have sufficient legroom, although headroom will be a tight for six-footers.
Key specs
- Price: £33,675
- Engine: 2.0-litre 4cyl diesel
- Transmission: Six-speed manual, rear-wheel drive
- Power: 178bhp
- 0-62mph: 7.8 seconds
- Top speed: 140mph
- Economy/CO2: 67.3mpg/109g/km
- On sale: Now
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