Exchange rate clobbers Jag’s XE
It’s pricey but new XE offers an exciting alternative to Big 3
THERE’S an elephant in the room, and I’d like to address it now so it doesn’t hang its ugly trunk over our shoulders for the duration of this road test. Jaguar’s new XE is expensive. We know it, you know it and Jaguar/Land Rover South Africa knows it. The reason is mostly because it’s built in the UK, and we (JLR SA) have to pay in pounds to get it here. Thank you so much exchange rate!
But cost aside, Jag’s small sedan still has its work cut out for it, and not only because it’s going head-tohead with some fine rivals in 3 Series, C-Class and A4. The long overdue X-Type replacement follows on from bigger XF and XJ siblings which have laid some impressive groundwork over the past few years, and when those cars were introduced in 2007 and 2009 respectively, we stood up and took note of their high quality, alternative styling and funky features. Who doesn’t love motorised air vents, touch-sensitive cubbyhole door openers, full LCD instrument clusters, and gear selector knobs that rise, magically, out of centre consoles?
The XE is far more straight-laced in comparison. While it does inherit that ‘magic’ gear selector, it ultimately falls short in look-at-me frilliness, even if some of its siblings’ gizmos can be classified as gimmicks. It gets normal air vents, a normal needle-based instrument cluster and a normal cubbyhole. Some of it, dare I say, even looks a little dated next to the older XF and XJ models.
Jaguar started with a clean sheet for the XE, and its chassis architecture is completely new from the ground up. It will eventually underpin several new models including Jag’s first SUV, the F-Pace, but here it rolls underneath a rear-wheel drive only D-segment sedan. The platform is rich in aluminium, which makes it especially light but the car as a whole is actually a bit heavier than some of its German rivals.
This is in part because Jaguar insisted on complex front and rear suspension systems, which, besides contributing to overall weight, also contribute to a notably plush ride. The front is a double-wishbone setup which normally features in high-performance sportscars, and at the back a fancy ‘integral-link’ system does an excellent job at filtering unwanted thuds and bumps. Without getting too technical, integral link eliminates unwanted side-to-side and forward-back wheel movement in its travel, and also allows for softer, and therefore quieter mounting bushes. It’s more common in bigger luxury cars where cost is less of an issue, but Jag will save in the long run as this arrangement will also be used in the upcoming new XF replacement.
The XE’s available with adaptive (adjustable) shocks as a R12 600 option, but our test car came with a normal, one-setting suspension. Unlike similar sports sedans which are preset with firm spring and damper rates in the name of sharp handling, the XE leans a little more toward comfort.
It also gets a relatively light power-steering setup, and the overall package seems more focussed on
urban ease of use than some of its direct rivals.
That’s not to say it can’t hold its own when quick direction changes are in order. It’s properly fun to thread through a series of bends if the situation arises, but the extra work chassis engineers put in means it’s able to absorb nasty midcorner bumps with confidence.
Beating the big German three in handling dynamics is a tall order, but the XE, in my opinion, does. This car’s ride and handling qualities are certainly its unique selling proposition.
Jaguar launched the XE with a completely new 2-litre ‘ Ingenium’ turbodiesel engine, but 2-litre turbopetrols (and a range-topping supercharged 3-litre), for now, are older units common to many Jag and Land Rover products. Next year, a lighter weight Ingenium petrol is also expected, so the current 177kW/340Nm petrol version on test here, will likely be phased out after only a year (or so) of employment in this body.
A few years old it may be, but this petrol turbo engine is still plenty competitive in power output with other 2-litres in this class. A best 0100km/h time at our test track came in at a decent 7.8 seconds, and the quarter-mile came up in 15.8. It’s a smooth revver, and it always feels up to the task, whether cruising or overtaking – but its marriage with an eight-speed automatic transmission isn’t always a happy one.
Upshifts happen early for the sake of lower rpm and efficiency, but it’s then extremely reluctant to downshift when bursts of speed are needed. The delay comes with a natural response for more throttle, which in turn means the eventual kickdown is exaggerated and at times the driving experience can be lurchy.
Turning the gear selector knob to ‘Sport’ mode helps a little, but hopefully this issue will be completely rectified with the introduction of next-generation Ingenium petrol engines. VERDICT Okay, so the elephant’s still here. Jag will need to rely on brand loyalty for XE sales with relatively high pricing across the eight-strong range.
Ride quality is excellent, perhaps even best in class, but this alone is hardly enough to sway premium compact sedan buyers away from more enticing value propositions from competitors.
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