Jaguar goes 3 Series chasing with XE

MAYBE they should have called it the VE.

Jaguar’s second stab at destabilising the bestselling BMW 3 Series and Mercedes-Benz C-Class is a massive step up from the old Ford Mondeo-based X-Type, and one that is likely to succeed if the positive press reviews out of the UK are to be believed.

Holden’s VE Commodore designers ought to feel complimented by the very close C-pillar treatment of the XE.

But doesn’t the rear-door aperture have more than a touch of Holden Commodore about it? In the flesh, the smallest Jaguar sedan you can buy come August is even more striking because of the resemblance, but only from the side. The rest is pure Coventry Cat, particularly the XF-style nose and tail.

Longer, wider, and lower than the BMW, the XE (codenamed X760) will initially launch with a choice of models, topped by a 250kW/450Nm 3.0-litre supercharged V6 familiar to F-Type sports car buyers, and capable of catapulting the English-built sedan to 100km/h from standstill in 5.1 seconds. That’s the XE S.

At launch we’ll see a 3.0-litre supercharged V6 capable of a speed-limited 250km/h, or a 2.0-litre Ingenium turbo-diesel that can return as little as 4.0L/100km. What a Jekyll and Hyde car!

At the other end of the spectrum will be the variants powered by the company’s new Ingenium 2.0-litre four-cylinder turbo-diesel unit, with the lightest and most economical averaging under 4.0L/100km and less than 100g/km of CO2 emissions. Handy if you’re living in London and not wanting to pay the daily Congestion Charge. That, by the way, is around 20 per cent better than some of the German opposition.

Additionally, two 2.0-litre four-cylinder turbo petrol engines are on offer – in 147kW/280Nm and 177kW/340Nm output guises – though these will be short-lived; from later next year, Jaguar’s Ingenium petrol engine family will take over from these Ford EcoBoost-derived units.

Longer, wider and lower than a 3 Series, the XE features a very exaggerated rear-drive profile bias, underscoring the power beneath that long bonnet.

Part of the XE’s headline efficiency is down to a lightweight aluminium monocoque construction, that helps save weight (though the net result is barely any better than the equivalent 3 Series), combined with excellent aerodynamics. Believe it or not, the newcomer’s drag coefficient of 0.26Cd is the lowest of any Jaguar in history.

Rumours are circulating that the XE S won’t be the performance flagship for long, with an XE R said to be under development. Details are scant, but think of the former as an Audi S4 to the latter’s Audi RS4. 

Like a lovechild between a VE Commodore and FG X Falcon, the XE in S sports sedan mode looks very aggressive indeed.

To help the chassis cope with all the power and torque that the R promises, Jaguar has devised a platform that is both its lightest and stiffest in sedan terms to date, brandishing traction control technology dubbed ‘All Surface Progress Control’.

The first to use Jaguar Land Rover's iQ modular platform, the front suspension is a double wishbone design while the rear consists of a multi-link arrangement, mounted on a special subframe to help with both dynamics and refinement. The upcoming F-Pace crossover SUV is also going to be based on this key set of componentry.

Some markets will eventually offer all-wheel drive variants, but for now, all Australian-bound XEs will feature rear-wheel drive – as opposed to the front-drive/transverse engine mounted X-Type – employing either a six-speed manual gearbox (in the diesels) or a ZF-supplied but Jaguar-fettled eight-speed automatic transmission.

There’s room for five, and the wheelbase is a bit longer than in the 3 Series, but the XE remains a sports/luxury sedan first, family car second.

Unfortunately for enthusiasts hoping for a bold and progressive dashboard layout, the XE’s errs on being almost over-cautious, with a rather bland and derivative vertical console stack and homogenously presented instrument dials in front of the driver. Yes, the fit, finish and materials certainly look first-class, but there is none of the inspirational flourish that categorised the bigger XF back in 2007. Having said that, a variation of the latter’s circular gear lever makes an appearance for a bit of character.

As with every vehicle launched over the last two years or so, information and entertainment systems are accessed via a touchscreen unit with voice control capability, aided by Bluetooth audio/telephony streaming and USB compatibility.

The dashboard is perhaps the most disappointing view, as it is pleasant but not especially striking to look at. Comfy, though.

We cannot help feel that the XE is a bit of a lost opportunity – Jaguar could have been so much bolder. Did it not learn from the mistakes of the overly timid X-Type? 

One area where the Jaguar is progressive is in its environmental sustainability, with the Ingenium engines produced at a new high-efficiency plant in England; additionally, some 46 per cent of plastics used are recycled, along with the aluminium bits too.

According to Jaguar Design director, Ian Callum, the XE promises big things for the Indian Tata-owned sports/luxury marque.

Sleek, distinctive and rapid, the Jaguar Mark 2 of the late ‘50s and ‘60s is the fast compact sports sedan the company is famous for.

“The XE will take the brand to a whole new group of customers around the world,” he said. “Customers who want performance, customers who love driving, and of course customers who want efficiency.”

It’s going to be a bit of a slog, however, with the recently released W205 C-Class currently the segment darling, followed by the evergreen 3 Series. From later on in the year we will see the next-generation Audi A4 and A5, while Lexus, Infiniti and Volvo won’t exactly be sitting around twiddling their corporate thumbs.

The last time Jaguar tried to take on the Audi A4 and BMW 3 Series was with the Ford Mondeo-based X-Type – it wasn’t a success.

Expect prices to range from about $60,000 to well over $100,000 when the top performers come along, mirroring the 3 Series and giving Jaguar its best chance yet to hit the global volume big-time.

Can the XE do it?

Byron Mathioudakis GoAuto.com.au

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