New Jaguar XJR 2016

The XJR celebrates its 20th anniversary in 2016, and while the new car isn’t as eagerly anticipated as it once was, the fast Jag is still a compelling super-saloon. The facelift has added a little grace to the menacing looks, and the new technology offers more refinement. It’s still a left-field choice, but one that will provide endless satisfaction.

Jaguar’s legendary high-performance large executive turns 20 in 2016. For two decades, the XJR super-saloon has sat atop the XJ range, offering menacing looks and scintillating performance.

However, the car’s glory days were way back in the nineties. In recent times, the current XJR hasn’t enjoyed quite the same attention. Jaguar hopes this 20th anniversary refresh will increase its appeal.

As with the standard XJ, the XJR has been given a slight facelift. At the front there’s a larger and more upright grille, while the feline-like, swept-back headlamps now have two J-blade daytime-running lights.

There are also new rear lamps with – yes, you guessed it – J-blade LED graphics, and there’s a fresh black exterior pack, costing £850. Our test car’s white paintwork and black pack gives the type of intimidating looks a Mercedes-AMG S63 can only dream of, while the XJR’s swoopy styling still offers a classic and raffish Jaguar elegance.

Slip inside, and you’ll see the sophisticated cabin ambience hasn’t been messed with. This means there’s loads of cool ambient lighting, optional piano black veneers, plus black leather seats with red stitching.

There are a few interior tweaks, though; XJRs can be specced with Jaguar’s new InControl Touch Pro infotainment system, which is a vast improvement over the pre-facelift XJR’s dated touchscreen. It gives owners and passengers a Wi-Fi hotspot and door-to-door sat-nav (which means that once you’ve finished your journey in the car, the rest of the trip is mirrored on to your phone so you can complete it on foot).

The TFT dials have also been updated, and there’s now the option to switch the conventional set-up for a full widescreen map – just like you’ll find in Audi’s brilliant Virtual Cockpit. In addition, a suite of new safety features includes queue assist and traffic-sign recognition.

However, the biggest change is from behind the wheel. Due to the clever driver-assistance features, the old XJ’s hydraulic steering has been ditched in favour of a new electro-mechanical version. While that could spell bad news for the XJR’s involving drive, it’s not as serious as you’d think. As seen in the XE and XF, Jaguar has proved it can make electric power-steering that’s brimming with feedback – and the same is true of the XJR.

The steering is just as weighty as before, and unlike other large super-saloons – the S63 and Audi S8, for instance – even the most minute steering inputs affect the car’s position on the road. Moreover, while there’s no doubting the Jag’s sheer size, it feels agile, diving into corners with little body roll.

It’s fast, too. The 5.0-litre supercharged V8 still packs 542bhp and sprints from 0-62mph in 4.6 seconds (two-tenths slower than the S63, half a second slower than the S8 and 0.8 seconds off the new S8 Plus), with simply astounding mid-gear acceleration.

Unlike in an F-Type R, the XJR still retains its limo-like character by not allowing the thunderous V8 noise to deafen the cabin. It’s there and makes its presence known, but it’s a little on the quiet side for us.

One thing that hasn’t been rectified, though, is the ride. While Jags have always been known for their supreme comfort, the current XJR’s long been the exception to the rule. It’s a small issue, however, and arguably a negative point that most buyers of such performance cars are happy to live with.

Thankfully with this update, another classic fast Jag trait remains; it’s cheaper than the competition. It’s nearly £30,000 less than the S 63 – a considerable saving in anyone’s book. However, you’ll still need deep pockets to run one. The XJR will emit 264g/km of CO2 (£505 per year) and struggle to return more than 20mpg.

Key specs

• Model: Jaguar XJR
• Price: £91,755
• Engine: 5.0-litre supercharged V8
• Power/torque: 542bhp/680Nm
• Transmission: Eight-speed automatic, rear-wheel drive 
• 0-62mph: 4.6 seconds
• Top speed: 174mph
• Economy/CO2: 25.5mpg/264g/km

Jaguar XK Dynamic R

 

Final version of Jag's coupe, the Jaguar XK Dynamic R, is arguably the best yet.

 

It's hard to say goodbye to a car we love as much as the Jaguar XK, which ended its nine-year production run last month, but Jaguar has softened the blow with the release of the XK Dynamic R.

Effectively a run-out special that replaces the XKR, it comes packed with equipment and costs £10,000 less than a similarly-specced car would have just a few months ago, and £27,515 less than the range-topping XKR-S. You'll have to be quick to get hold of one, though - once the current dealer stock is gone, you won't be able to buy one.

The 503bhp supercharged V8 engine and six-speed automatic gearbox have been carried over, but you now get the Black Dynamic Pack and Speed Pack as standard. That means stiffer suspension knuckles, springs and dampers from the XKR-S and a 10mm reduction in ride height, as well as a top speed raised from 155mph to 174mph, a larger front splitter, spoiler and side skirts, plus a performance exhaust.

Climb inside and while the switchgear, smaller central screen and last-generation infotainment system seem dated next to the F-Type, there’s nothing old-school about the way it goes. Select Dynamic mode to sharpen up throttle response and open up the pipes and straight-line acceleration is huge, accompanied by an intoxicating gargle from the quad exhausts. A performance exhaust is fitted as standard and emits a delicious V8 gargle, especially when the XK is in Dynamic mode.

The transmission feels a little lazier in its responses than the F-Type’s eight-speed ’box, but then the XK’s demeanour is altogether more relaxed.

Turn the traction control into ‘Trac’ mode or off and the 1.7-tonne XK is happy to chew up its rear tyres and slide around anything resembling a corner, but it doesn’t have anywhere near the precision or agility of an F-Type. Far better, then, to use it as a sumptuous cruiser – even with these firmer suspension settings – capable of a stunning turn of pace where the roads allow.

Climb inside and while the switchgear, smaller central screen and last-generation infotainment system seem dated next to the F-Type, there’s nothing old-school about the way it goes. Select Dynamic mode to sharpen up throttle response and open up the pipes and straight-line acceleration is huge, accompanied by an intoxicating gargle from the quad exhausts. A performance exhaust is fitted as standard and emits a delicious V8 gargle, especially when the XK is in Dynamic mode.

The transmission feels a little lazier in its responses than the F-Type’s eight-speed ’box, but then the XK’s demeanour is altogether more relaxed.

Turn the traction control into ‘Trac’ mode or off and the 1.7-tonne XK is happy to chew up its rear tyres and slide around anything resembling a corner, but it doesn’t have anywhere near the precision or agility of an F-Type. Far better, then, to use it as a sumptuous cruiser – even with these firmer suspension settings – capable of a stunning turn of pace where the roads allow.

Interior fit and finish is still first rate with lashings of chrome and piano black trim, while a rising gear selector adds a dash of drama. The Dynamic R has 20-inch Vortex diamond-turned alloys with red calipers as standard, and gloss black Vulcan rims are optional.

We’ll miss the XK’s curvy styling, bellowing V8 and huge performance, so it’s fitting that Jaguar saved our favourite version of the XK for last.

Key specs

• Price: £69,950
• Engine: 5.0-litre V8 supercharged
• Power/torque: 503bhp/625Nm
• Transmission: Six-speed auto, rear-wheel drive 
• 0-62mph: 4.6 seconds
• Top speed: 174mph
• Economy/CO2: 23mpg/292g/km

Jaguar XF S 2015

Jaguar XF saloon has two tough acts to follow in the new XE and its predecessor, but it delivers.

While Jaguar’s new XE is getting all the column inches and flashy TV adverts at the moment, the British brand knows the larger XF is where its reputation is at stake.

Why? Well, although the XE was always going to be a big step up from the X-Type, the new XF has to replace a car that arguably created the modern-day Jaguar. Improving a successful recipe is tricky – especially for a small company with big ambitions.

Don’t expect a total rework, though. Behind all the ceremony of the XE’s launch, Jag’s engineers have been quietly hard at work taking all the good things that made the XF successful and steadfastly tweaking them. The car improves in all the areas you’d expect: it’s lighter thanks to new aluminium-intensive architecture shared with the XE, there’s a wealth of new tech and safety kit, it’s roomier and a range of new, more efficient engines also features.

Plus, he new XF allows Jaguar to attack the all-important fleet market in a way it has never done before – engaging in an all-out war with the likes of the Mercedes E-Class, BMW 5 Series and Audi A6. Previously we got our first taste of the predicted bestseller and the one fleets are expected to lap up – the 104g/km 2.0d fitted with one of Jaguar’s new Ingenium engines. It’s a strong performer, but we came away from our drive thinking that it’s the engine you’d buy with your head, not with your heart.

Knowing that fleet buyers aren’t the be all and end all, the brand is also offering a tweaked version of the old XF’s 3.0-litre V6 diesel, which will tickle not only the more well heeled company exec, but also the droves of private buyers Jag wants to appeal to. It’s a familiar JLR engine, yet here in the XF (with 296bhp and a whopping 700Nm of torque), it’s being viewed as one of two performance units on offer from launch.

We sampled the powerful diesel in super-posh Portfolio trim (pictured), but in the UK, it can only be ordered in range-topping sporty S trim – joining the other racy S with a thumping 3.0-litre supercharged V6 petrol engine from the F-Type. All S models get a unique bodykit, including bigger front grilles and a discreet boot lip spoiler. Trick Adaptive Dynamics are standard, too, as are two-tone, 19-inch rims and red brake calipers.

With power and torque figures like that, it’s hardly a surprising conclusion that the 3.0 TDV6 rightly wears the S badge. From as little as 2,000rpm, the full 700Nm of torque kicks in – delivering 0-62mph in just 5.8 seconds. Push on, and the familiar Jag V6 growl appears, providing an aural pleasure the 2.0-litre lacks. The V6 diesel only comes with a ZF eight-speed auto box, which fires through the gears. Pull on the paddle to change down, though, and it sometimes hesitates, yet it’s admittedly a small niggle.

It won’t break the bank to run, either, with 51.4mpg economy and CO2 emissions of 144g/km slotting the XF S 3.0 TDV6 into the 26 per cent Benefit in Kind tax bracket. For comparison, the super-frugal hybrid Lexus GS 300h falls into the 17 per cent band and is exempt from the diesel surcharge.

The rest of the package is equally impressive, too. Jag has worked hard on making the XF top of the class for driver fun, and it easily rivals the 5 Series for handling prowess. The steering is weighty and crisp, while the double-wishbone suspension at the front and a new system called ‘Integral Link’ at the rear give near-flawless ride quality.

Behind the F-Type-style wheel is a nice place to be, too. It’s roomy up front, but while the build quality is a welcome step up from the old car, it lags a little behind the A6 for perfection.

It’s much the same case with the eight-inch infotainment screen (our car had the larger 10.2-inch system) that features Jag’s InControl Touch system – you can’t help but feel BMW’s iDrive is a little bit slicker.

Jaguar XE

Even as a prototype, the new Jaguar XE has the style, price, spec and driver appeal to be a real rival to the 3 Series and C-Class.

The long-awaited Jaguar XE has a tough job on its hands, competing against some of the most efficient, hi-tech and driver-focussed compact executive cars in the world. And it delivers. It might not be quite as sharp as a BMW 3 Series to drive, but it’s pretty close and we prefer the slightly more relaxed, comfortable GT-like approach Jaguar has taken.

The Jaguar XE looks much better in the flesh than in pictures, too, while the important price and efficiency stats for company car drivers and private buyers will tempt you into the dealers – who incidentally out-rank their rivals in our annual Driver Power survey.

Petrol and diesel models are offered in the Jaguar XE range with the 2.0-litre diesel models destined to be the most popular. Jaguar’s 2.0D 163 Ingenium diesel engine kicks off the line-up with a 161bhp power output while 2.0d 180 delivers 178bhp. On the petrol side, there’s a 2.0i turbo unit packing either 198bhp or 237bhp while the range-topper is a 3.0i supercharged V6 with 335bhp. Jaguar offers six-speed manual or eight-speed automatic gearbox options.

Trim levels for the Jaguar XE kick off with the entry-level SE, then there’s Prestige, R-Sport and Portfolio to consider. The more powerful of the 2.0i petrol engines is only offered in R-Sport or Portfolio trim and the range-topping XE V6 gets its own S trim level befitting its sporting pedigree.

New InControl Touch infotainment systems feature with Apple and Android smartphone connectivity. All Jaguar XE models get sat-nav, cruise control, 17" alloy wheels and DAB digital radio as standard.

Our choice: Jaguar XE 2.0 D 180PS R-Sport

The Jaguar XE may look conservative, but when you see it on the road it has real presence. Jaguar is developing a look that will extend through the range, from the XJ through XF and on to the F-Pace SUV, with wide, slim headlights, an upright grille and a low, sleek bonnet.

The J-Blade LEDS on the XE accentuate the width at the front, as do the F-Type-style rear lights. The low roof-line at the back gives the car a coupe-like stance adding to the drama, with big wheels pushed out to the far corners. The inside is simple yet stylish, with a wraparound fascia similar to that on the XJ, which makes the car feel welcoming inside.

Range topping S variants add beefier front and rear bumpers as well as larger alloy wheels. It's by far the most handsome XE in the lineup with the more aggressive styling amplifying its coupe like proportions.

Of the two diesels, the lower powered unit has impressive emissions of 99g/km, making it the company car user’s pick. The more powerful 178bhp engine, meanwhile, is smooth and punchy, yet still efficient.

Throttle response is good and refinement is excellent thanks to the new Ingenium diesel engines. It begins to make itself known above 4,000rpm but because most of the power is available before then you rarely have to extend the diesel engine beyond that.

Even our R-Sport model with its sportier settings and bigger wheels rode well – it’s firm, but forgiving and feels exactly how you’d want a small sporting Jaguar saloon to feel. The electric power steering is quick to react and offers plenty of feel when away from the slightly numb straight ahead position. The eight-speed auto gearbox shifts swiftly too.

The supercharged V6 3.0 XE S uses the same engine as the Jaguar F-Type and that makes for a swift saloon, but it never feels massively rapid. Torque Vectoring by the braking system makes for a sharp turn-in and reduces understeer, while there’s plenty of grip on the exit.

Jaguar has a fine reputation for reliability these days, coming an excellent second (and top of all premium makes) in the manufacturer rankings of our annual Driver Power survey. It even beat Lexus (fourth), while Mercedes was ninth, BMW 10th and Audi 12th.

In the unlikely event that anything should go wrong, Jaguar dealers out punch all their rivals, with the exception of Lexus. Jaguar dealers finished way ahead of Mercedes, BMW and Audi dealers in Driver Power 2014. Safety-wise, Jaguar is predicting a five-star rating for the XE, which gets all the expected safety kit as standard, with plenty of advanced safety options, too.

Sitting a six-foot tall passenger behind a six-foot tall driver won’t be a problem in the Jaguar XE – there’ll be an inch or so of legroom to spare, while the roof lining has been designed to offer decent headroom, too.

The doors open nice and wide at the front and back, making getting in and out easy. However, a wide transmission tunnel means the centre console in the front is quite wide, while anyone sitting in the middle seat in the back will have their knees apart and feet fighting for space with those of passengers sitting in the outer chairs.

The boot is marginally smaller than the 3 Series’, concentrating more on depth than width – it appears slightly narrow, but still offers okay space. You get 450 litres of capacity as standard and 455 litres in models without a spare wheel.

The Jaguar XE diesels match the BMW 3 Series for performance, but currently beat the BMW on CO2 and mpg – until a facelifted 3 Series arrives later in 2015, that is.

The lower-powered diesel gets below the 100g/km threshold that’s so important to company car drivers and should return mpg figures in the 60s, making for long periods between fill-ups. On the official combined cycle, the entry-level diesel acheives 75mpg with the manual gearbox or 72mpg with the auto. At the other end of the scale, it's 34.9mpg and 194g/km for the supercharged XE S model.

The XE doesn’t have the price advantage over rivals that some Jaguars have had, but all models tend to be slightly better equipped than rivals like-for-like. In such a hugely competitive sector, we’d expect maintenance costs for the Jaguar to be on par with rivals, too.

New Jaguar XE S 2015

With the supercharged V6 from the F-Type in the front, the 335bhp Jaguar XE S is a worthy range-topper.

 

Until Jag hands the XE over to its Special Vehicle Operations division, this S model is as racy as the new saloon gets. Fitting the V6 engine from the F-Type adds some spice to the XE’s calm and composed nature, making an already engaging car even more rewarding to drive. It’s quick, responsive and pretty, but against its closest opponents it does look pricey.

Jaguar's new XE has more up its sleeve than just class-leading running costs. For customers after something with a little more bark, the range-topping XE S should tick the necessary boxes.

All Jaguar XEs get the same front suspension as the F-Type, but transplanted under the skin of the top-spec S model beats the heart of an F-Type too. The 335bhp 3.0-litre supercharged V6 drives the rear wheels through Jaguar’s slick eight-speed ZF automatic gearbox.Nudging almost £45,000 makes the XE S around £6,500 pricier than a BMW 335i and £4,500 more than an equivalent Audi S4, but neither executes the Jag’s combination of pace and comfort as well.

The XE S delivers its performance with a far greater sense of refinement. It never feels truly fast despite a 0-62mph tie of 5.1 seconds, as speed tends to build rather than arrive with a real shove. That’s not to say this isn’t a car you can’t enjoy – everything that’s true of the diesel model is still true here. We love the car’s agile nature, thanks to the Torque Vectoring system which subtly brakes wheels to enhance turn-in. Body control is good and there’s masses of grip, too.

The XE’s new set of lungs also provides a glorious soundtrack, even if it lacks the theatrics of the F-Type from the exhaust. Ride quality is equally impressive thanks to the adaptive dampers, even on standard 19-inch alloys. Each wheel is monitored 500 times per second and the dampers constantly adjust the car’s set-up to keep it in sync with the most rutted of surfaces. Its sense of agility and composure is amplified by the direct and responsive steering, with sudden changes in direction rarely feeling unsettled.

There’s little to set the S apart from other XEs inside (the two-tone interior is optional on all models), but deep-set bumpers, flared sills and unique 19-inch alloys give it far more attitude outside. At £44,870, the Jaguar XE S is pricey, but it gets a want-for-nothing kit list featuring heated leather seats, keyless entry and a brilliant Meridian sound system.  

 
Key specs

• Price: £44,870
• Engine: 3.0-litre supercharged V6
• Power/torque: 335bhp/450Nm
• Transmission: 6-speed manual
• 0-62mph/top speed: 5.1s/155mph
• Economy/CO2: 34.9mpg/194g/km
• On sale: April 2015

Jaguar XE Portfolio diesel 2015

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.

There may be 450Nm of torque at your disposal from 1,750rpm, but jabbing the accelerator doesn’t provide the savage surge of acceleration you’d expect; instead, there’s a far more cultured sense of power delivery. Only when extended beyond 4,000rpm does the traditional diesel din make itself known, but it’s a notch up in terms of refinement when compared to the equivalent diesel-powered C-Class.

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

Jaguar F-Type Coupe manual

In addition to the option of four-wheel drive on 2016 model-year F-Types, Jaguar has bowed to pressure and introduced a manual gearbox on the supercharged V6 models.

The new six-speeder, developed by Jaguar and ZF, has been tuned to provide what the company describes as “the purest possible F-Type experience”. However, it’s only available on either of the V6 engines in Coupe or Convertible form – the V8 remains an automatic only.

It provides a new entry level to the F-Type range, too, although due to a ‘price realignment’ it’s the same price as the lower-powered automatic model was – the auto has jumped up by £1,800.

If you really must have a manual shift for your F-Type, you’ll find the new gearbox pleasant enough to use, but without the crispness that you’ll get from a Porsche box. It’s not vague or rubbery, but lacks the direct mechanical feel of the very best manual shifts.

Swapping gears manually also means the performance takes a bit of a dip: the 0-60mph time goes up by four-tenths to 5.5 seconds in the 336bhp car and 5.3 seconds in the 375bhp model – still pretty swift returns by any standards. However, changes to the exhaust baffles on the manual car mean a more exciting noise than in automatic models, almost on a par with the rip-roaring V8.

Elsewhere, the V6 F-Types benefit from a raft of 2016 model-year tweaks, including Torque Vectoring by braking for sharper front end responses, and the new electric power-steering that gives even greater feel than before.

You can also opt for the Sport Design Pack that’s standard on the V8 R models and the much improved infotainment touchscreen system with Jaguar’s impressive InControl apps.

The latest F-Types benefit from upgrade to touchscreen infotainment system and can be used with impressive InControl apps, too. The Sport Design Pack will give V6 models the appearance of the F-Type R, with deeper sills and revised front and rear spoilers.

Key specs

• Price: £65,735
• Engine: 3.0-litre V6 supercharged
• Power: 375bhp
• Transmission: Six-speed manual, rear-wheel drive
• 0-62mph: 5.3 seconds
• Top speed: 171mph
• Economy/CO2: 28.8mpg/234g/km
• On sale: July 2015

Jaguar XE 2.0d R-Sport 2015

 

Is there a more important new British car this year than the Jaguar XE? With two freshly opened factories and thousands of recently created jobs, this all-new rival to the BMW 3 Series, Mercedes C-Class and Audi A4 has plenty riding on its handsome shoulders. And this is our first chance to find out if it can truly compete with the giants of the lucrative compact executive car class.

The XE arrives in UK dealers in April, when we’ll also get a chance to drive full production cars here. But Jaguar is so determined to get this car right, it’s building 600 pre-production prototypes. And it’s one of the first of these models we’ve been invited to drive.

 The brand new Wolverhampton plant is already churning out new Ingenium four-cylinder engines (the other new factory in Solihull is assembling the cars), and our first taste is of the more powerful diesel with 178bhp. The anticipated top seller gets a 161bhp version with an impressive 99g/km of CO2 and a claimed 75mpg, set to make the XE a company car favourite.

Our more powerful car in sporty R-Sport trim with an eight-speed auto box is still on the money with 109g/km and 67.3mpg, while knocking half a second off the other car’s 0-60mph time, at 7.4 seconds. That makes it more efficient than a 320d M Sport and just as quick, but it’s pricier, at £34,775 versus the £33,465 BMW.

You’ll get more kit in the Jag, but what we’re here to find out is whether you get a better drive. Even accounting for this car’s pre-production foibles, we’d say yes – marginally.

Settling into the comfy sports seats and hitting the starter button (this Jaguar XE 2.0d 180PS R-Sport Auto is keyless) fires the diesel engine into life with a bit of a shudder, while the brand’s familiar rotary gear selector rises majestically from the wide centre console. The engine seems a touch louder than we’d like, but Jaguar says things will improve in production cars. It’s not a nasty rattle, with a bassier note than some rivals. But even on the move, it’s slightly more vocal than we’d like or expect.

However, that’s pretty much where the negatives end – throttle response is good, especially if you sharpen things by selecting dynamic mode on the Jaguar Drive Control system, while there’s a nice, smooth surge of power for overtaking, if no great out-and-out punch. Whether it’s enough to make you want to pay the extra £700 for this more powerful diesel remains to be seen, but it’s an impressive start for this all-new family of engines that’ll weave its way through all Jaguar and Land Rover models in the coming years.

So the power seems good, and so does the ride. This R-Sport model is marginally stiffer than the standard set-up, but feels pleasantly firm without ever jolting you. We slightly preferred it to the V6 S model we drove with the Adaptive Dynamics that are optional on this car, and we hope more comfort-orientated models don’t slacken the superb body control too much – this is a car that corners flatly with strong grip, giving you plenty of confidence; a nice balance between comfort and sportiness. In fact, very much how you’d expect a small, sporting Jaguar saloon to feel.

The XE uses the same double wishbone front suspension set-up as the F-Type, while a clever integral link rear suspension was chosen over a multi-link system, which Jaguar said would have compromised ride quality – a good call, we’d say.

The lightweight bodyshell, using aluminium for 75 per cent of its parts, is 20 per cent stiffer than the XF’s, and it shows in the car’s agility. The electric power-steering is just a tiny bit vague off the straight-ahead as it works out how much assistance to give, but then reacts quickly with plenty of feel. The XE might not feel quite as sharp as a 3 Series M Sport, but it’s not far off with a far greater degree of comfort.

Jaguar made a big play of the XE’s noise levels and it’s certainly quiet inside, but it’s not noticeably more hushed than rivals. Things will improve as the engine gets better insulated on production models, but road noise is more of a culprit than wind noise, which is remarkably absent thanks in no small part to the XE’s slippery shape.

The driving position is pretty spot-on, too, with plenty of adjustment. The centre console does feel wider than on rivals (more on that in a bit), and hefty A-pillars create a bit of a blind spot, especially if you sit low in the car. Front and rear doors open wide for easy access, while in the back there’s easily enough space for a six foot tall passenger to sit behind a similar-sized driver – as there is in a 3 Series.

However, that wide centre console hides a wide transmission tunnel, which is obvious in the back. It’ll make things uncomfortable for a third rear passenger in the middle – best not to wear a skirt. The boot is an okay size, marginally down on the BMW for space and usability – the entrance is a bit narrow, concentrating more on depth. It should be fine for a few sets of golf clubs. 

Back inside and the XE debuts JLR’s new eight-inch touchscreen interface, complete with InControl apps that can be downloaded to your smartphone.

It’s way better than the company’s previous efforts, but as our finger waggled around in front of the screen over a particularly bumpy road, we couldn’t help but think how much better BMW and Audi’s control wheel solution is than a touchscreen. We wouldn’t call it a deal-breaker, though.

What is likely to get you into the dealer is the XE’s style – a refreshing antidote to the familar Germanic design of rivals. We’ll admit to being underwhelmed when we first saw the XE, but on the road with LED lights accentuating the width at the front and the back, it looks purposeful and exciting. We like the interior more having got behind the wheel, too. This is a classy car that’s growing on us more and more

Key Specs: 

• Price: £34,775
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 178bhp
• Transmission: Eight-speed automatic, rear-wheel drive
• 0-62mph: 7.4 seconds
• Top speed: 140mph
• Economy/CO2: 67.3mpg/109g/km
• On sale: April 2015