Jaguar XE 20t Prestige 2015 Review

Jaguar XE 20t Prestige
Road Test

Jaguar brings the new XE to market with the belief it will become recognised as the most driver-centric car in the mid-size luxury segment. Certainly it brings a pleasing British ambience and certainly it measures up on paper. But whether or not the 2.0-litre four-cylinder turbo that is standard in the $60,400 (plus ORCs) entry-level XE Prestige cuts it in what is touted as a performance-oriented luxury car is another matter...

There are certain expectations of any new Jaguar sedan. Although maybe not voiced in exactly the same language, the company still talks about its brand-embracing “grace, space and pace” philosophies that were expounded from the very beginning.

Any new Jag is expected to bring benchmark ride-handling qualities, strong performance and a certain degree of identifiably-British style and luxury.

In this context the entry-level version of the company’s latest car is described variously as the lightest, smallest and stiffest Jaguar sedan, and the first in its class to use an “aluminium-intensive” monocoque construction. With a CD of 0.26 it is also the most aerodynamic Jaguar ever.

The company reckons the rear-drive XE will in time be recognised as the driver’s car in its segment.

Big statements – but does the new mid-size Jaguar really measure up?

The turbo-petrol Prestige XE is the least-expensive new Jaguar you can buy today, but that doesn’t mean it’s cheap. At $60,400 (plus ORCs) for the 20t Prestige variant, it is virtually line-ball with its rear-drive German competitors: BMW’s 320i ($61,900) and the Mercedes-Benz C 200 ($60,900). And, unlike the Jaguar, it’s possible to buy slightly less-expensive versions of the 3 Series and C-Class.

The peer group similarities extend to the Jag’s overall dimensions, and to the 2.0-litre turbo-petrol powerplant: The XE 20t quotes 147kW/280Nm while the also 2.0-litre BMW and Benz quote 135kW/270Nm and 135kW/300Nm respectively – maybe a bit down on power compared to the Jaguar, but compensated by the fact that, in spite of the latter’s much-heralded extensive use of aluminium, both weigh less (80kg for the BMW and 65kg for the torquier Benz) than the Brit.

Fuel consumption and CO2 figures don’t favour the XE: Its official 7.5L/100km – our test car was reasonably close at 8.2L/100km – is well in arrears of the 5.8L/100km BMW and the 6.0L/100km Benz; as is the CO2 output which is quoted at 179g/km compared to 134g/km for the BMW and 138g/km for the Mercedes.

Clearly Jaguar will be keen to see the new-generation “Ingenium” petrol engines becoming available. The only Ingenium engine offered in the XE at present is the $62,800 2.0-litre turbo-diesel that produces 132kW/430Nm and quotes 4.2L/100km and 111g/km.

But although the XE is heavier, thirstier and produces more CO2 than its main rivals, it must be said the differences are really little more than incremental, and could vary wildly depending on driving style. Their fundamentally similar natures suggest this.

Jaguar has in recent years enjoyed some recognition for its consistently graceful styling themes and the design team headed by highly-respected Scottish stylist Ian Callum has delivered some extremely well-proportioned aesthetics in the case of the XE.

Some work has been put into presenting a suitably plush interior ambience too: You wouldn’t say it was identifiably British but the XE Prestige is comparable with its German counterparts in terms of presentation, equipment and the overall sense of quality.

The Prestige gets Taurus leather facing on the seats, soft-grain leather steering wheel, 10-way power front seats, sat-nav, dual-zone climate-control, electrochromatic rearview mirror, blue ambient interior lighting, a touch of metal in the door sills and on the centre console and a rearview camera to complement the usual list of features. Xenon headlights, complete with washers, are part of the deal too. Adaptive cruise control and head-up display are on the options list.

The safety rollout includes autonomous emergency braking, tyre pressure monitoring, lane-departure warning, blind-spot monitor, rearview camera and seven airbags.

Optional equipment on our dramatic black test car included a glass sunroof, a park-assist pack and seven-spoke 18-inch black Matrix alloys.

Surrounded by all this, and recognising niceties such as the pop-up rotary gear selector in the centre console and the electrically adjusted steering wheel (shades of Chrysler 300C), you note the decent padding and shaping of the seats (which remain comfortable on a long-distance cruise) and the clean, simple, easily-understood layout of the controls. There’s not much to get confused about and a few minutes studying the dash panel is enough to have you feeling right at home.

But slide into the back seat and you might find yourself a little compromised if tall passengers are travelling up front. Headroom is tight (due in part to the test car’s optional sunroof, but not wholly because it retracts externally) and there’s not the legroom you’ll find in, say, a current-generation BMW 3 Series.

The boot, with its space-saver spare, quotes an acceptable 450 litres (down 30 litres on BMW and Benz) yet is quite narrow and squeezy between the rear suspension intrusions when the split-fold seatback is being utilised.

How does the XE behave on the road?

Well, even if the 20t Prestige is the base model, it appears to have a clearly defined character suiting its Jaguar heritage.

It doesn’t quite share its intent with the upmarket R-Sport and S variants, but it remains undeniably driver-focussed. Running on 18-inch alloy wheels shod with 225/45-series Pirelli Cinturato tyres but without the tighter suspension setup used in the R-Sport and the 250kW supercharged V6 S variant, the Prestige still errs on the side of sportiness.

The XE Prestige speaks of a more athletic nature than base-level BMW 3 Series and C-Class Benz. The ride, Jaguar style, is composed although not exactly cushy and the electrically-assisted steering combines nicely-judged weighting with sharp, precise responses. There’s a nice, flat and confident manner about it that is not overly disturbed by mid-corner bounces and jounces, suggesting the company may have well nailed it in their aim to make the XE the driver’s car of the mid-size prestige bunch.

Also more performance-oriented is the 147kW/280Nm 2.0-litre turbo engine that delivers undeniably impressive punch even if the claimed acceleration figures give the nod to its German counterparts. The quoted zero to 100km/h figure is a brisk 7.7sec (BMW and Benz both claim 7.3) but on the road it tends to feel quicker. It spins freely and there’s no waiting around at low engine speeds because the maximum torque arrives at a commendably low 1750rpm.

The eight-speed ZF auto transmission plays a big part in the XE’s over-the-ground capabilities: The box is a quick, intuitive shifter that has enough ratios to match requirements with capabilities.

The main thing that invites negative attention is the clearly four-cylinder character. The eager buzz feels at times as if it would be more suited to a small, feisty hatchback than a mid-size sports-luxury sedan. It’s not loud, and it’s smooth enough for a punchy turbo four, but it’s the only jarring note in the XE’s otherwise refined character.

That said, the car is a suitably-hushed country cruiser and when being driven with restraint the engine remains relatively muffled and distant.

And if a mild four-cylinder intrusion is the only significant criticism we can throw at the entry-level Jaguar XE, it is in reality a small negative that won’t worry a lot of people.

Otherwise the new Jaguar should be paid serious attention by all its rivals in the mid-size luxury segment – not just for its all-round capabilities, but also the fact it’s designed, developed and built in Britain. It’s a worthy recipient of the Jaguar badge.

2015 Jaguar XE 20t Prestige pricing and specifications:
Price: $60,400 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 147kW/280Nm
Transmission: Eight-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 179g/km (ADR Combined)
Safety Rating: Five-star EuroNCAP

Also consider:
Merecdes-Benz C200 (from $60,900)
BMW 320i (from $61,900)
Audi A4 S line (from $57,000)