REMEMBER the much-maligned X-Type? Launched in 2001, it was an amalgam of Jaguar bits and Ford bobs, sharing its underpinnings with the Mondeo. It was the product of an era when the company was part of Ford’s Premier Automotive Group and left to flounder as the American giant’s attentions were focused elsewhere. But, following Tata Motors’ purchase of the beloved British brand in 2008, the products have been steadily improving and today the Jaguar brand is stronger than ever.
The XF kicked off the renaissance, followed by the XJ and F-Type. But those are premium products that operate in relatively small segments. Jaguar needed a new entry-level vehicle that was so good that it was guaranteed to ultimately erase the memory of the X-Type and provide buyers with a worthy alternative to the A4, 3 Series and C-Class.
Cue the XE. Constructed on a brand-new, aluminium-intensive and scalable platform set to underpin the new XF and upcoming F-Pace compact SUV, its body consists almost exclusively of the light metal, while hidden behind the front wheels is a sophisticated double wishbone suspension setup. There is a brand-new diesel engine with headline-grabbing emissions figures, a box-fresh infotainment system and one of the longest wheelbases in its class that promises to address the legroom shortfall displayed by Coventry products of yore.
It appears Jaguar has done its homework…
Why then does it look so bland? As subjective as an appreciation for design is, and as much as the XE is an elegant vehicle, there can be no denying that, from some angles, it appears derivative.
The front-end, especially, bears an uncanny resemblance to the outgoing – and incoming – XF. There’s the same rounded rectangle for the main grille, familiar xenon-equipped headlamps and centrally placed engine bulge.
Viewed in profile, the boot section looks a touch too truncated, interrupting the sleek cab-back impression created by the elongated bonnet. The rear-end, meanwhile, has its fans and detractors in equal measure. Some CAR staffers like the Audi A4-esque taillamps; others question why Jaguar chose to install two puny tail-pipe ends instead of finishing them off in chunky chrome (that feature is reserved for the V6 S; the diesel, meanwhile, has a pair of pipes placed to the left-hand side which looks much better). The Prestige rides as standard on 17-inch wheels; the 18-inch items fitted to this test vehicle are optional.
Tug one of the substantial door handles, squeeze past the obtrusive B-pillar and you’re greeted by a cockpit that came under fire from a number of CAR testers. Let’s first look at the positives: for many years, we’ve been criticising Jaguar Land Rover products’ infotainment systems that were outdated in appearance and clunky to use. The new InControl interface addresses our concerns in one fell swoop. The menu system is logical and the design is modern and clear. Jaguar’s designers have been wise enough to leave eight hard buttons around the screen as shortcuts to various sub-menus. Below the screen sits a climate control section that’s tidily designed and simple to use.
Further good points include comfortable, though manually adjustable, front seats with long squabs for sufficient under-thigh support and an inch-perfect driving position that places the reach-and-rake adjustable steering wheel close to the pilot.
But for every point the Jaguar XE scores, two are deducted. The C-Class has shown what a D-segment interior should look and feel like, qualities next year’s A4 will undoubtedly build on. Unfortunately, the Jaguar does not scale the same lofty heights. From clumsy detailing such as a pixelated display screen between the instruments, electric-window switches that are placed on the wrong tier on the doors (our hands kept falling to the lower-placed mirror switches to adjust the windows) and large, inexpensive-feeling buttons on the steering wheel, it fails to stand comparison with the Germans. What’s more, the satin grey wood trim on this test car was misaligned on the left-hand section of the Riva Hoop that forms a half-moon on top of the dashboard, and the cabin had a few slight squeaks and rattles (also noticed on the test vehicles that were used on the South African launch of the XE).
Move to the back and the news doesn’t improve. A number of CAR testers could not sit comfortably behind the front seat if it was set to their preferred position. Our measurements supported this impression of pinched space. Whereas the XE recorded a rear-legroom figure of 639 mm, we measured a substantially longer 710 mm for the C-Class and 740 mm in the 3 Series. The XE also has 42 mm less headroom than the BMW and the British car’s tastefully trimmed boot is the smallest of the three by some margin. So far, so very average – will one of Jaguar’s traditional strong points, chassis dynamics, redeem the XE?
It’s certainly off to a promising start. That newly developed suspension system performs admirably in most conditions. The team universally praised the XE’s ride, as it has that uncanny ability to be firm enough to check unnecessary body movement without ever feeling harsh. As a result of extensive suspension tuning on Britain’s lumpy, poorly cambered tar by chassis guru and chief engineer of vehicle integrity at Jaguar, Mike Cross, we directly benefit on our own pockmarked roads.
Arrive at a set of corners, however, and the XE comes alive. The electric steering system is a little over-geared, but you soon get used to that and start threading together a set of bends in single, fluid movements of the wheel.
Slightly oversteer-biased – unlike its German rivals, which favour an understeer-led setup – the XE is progressive in corners, telegraphing grip limits clearly as the body leans lightly on the loaded springs. Is it more fun to drive than a 3 Series? Based on this first test, we’d say possibly, but a final verdict on chassis control will have to wait until we stage a comparative test.
The XE won’t necessarily match the 330i on performance, though. When we tested a 328i in May 2012, it hit 100 km/h in 6,61 seconds. The Jaguar needed 7,26. Perhaps its mass is to blame. Despite the aluminium construction, this 25t weighs 111 kg more than that 328i. Considering that the 330i takes the outgoing model’s engine and ups power to 185 kW, the XE should be left choking on the BMW’s exhaust fumes.
In-gear acceleration is far better, however, and the XE recorded excellent times thanks to masses of low-down torque and a quick-acting eight-speed automatic transmission.
Be aware, however, that Jaguar will introduce its new Ingenium 2,0-litre turbopetrol to replace this long-used motor in the second quarter of 2016. There isn’t much wrong with the current engine in terms of smooth operation or noise levels, but its consumption (we recorded 8,8 litres/100 km on our fuel route) and emissions levels are behind those of the class best.
In our final test, 10 emergency stops from 100 km/h, the Jaguar logged an excellent average of 2,98 seconds and displayed rock-solid stability.