2017 Jaguar XE Review Car and Driver Longtime Auto and Driver readers may well remember a succession of long-term Jaguars, four of them by means of the 2000s, that did little to dispel the stereotype of unreliable British cars. The last of these Jags born from the Ford-ownership era to finish its tour of duty was a 2009 XF Supercharged sedan. Its long-term wrap story began with a Seinfeldian inquiry: “What is it with Jaguar and electronics?”
2017 Jaguar XE Review Car and Driver
When we subsequent took delivery of a long-term Jag, half a decade had passed, enough time for new owners Tata Motors to develop its initial model in the ground up. That 2014 F-type proved comparatively trustworthy but was not with no its own issues, which includes an infotainment method that locked up and required rebooting so often we could only presume it was operating on Windows ME. But we’re suckers to get a quite face (and 495 horsepower), so the orange roadster left Eisenhower Location right after 40,000 miles having a letter of recommendation and an invitation for Jaguar to send us its subsequent creation.
That will be the XE, which, as well as the redesigned XF, rides on a brand new modular aluminum-intensive platform called iQ. A tiny entry-luxury sedan, the XE promises to be essentially the most accessible Jaguar in a decade, with the base 240-hp model starting at under $36,000. Profligate spenders of other people’s income that we are, we chose a much more costly XE, passing around the entry-level turbo four-cylinder in favor in the supercharged V-6. Even though you will get into the six-cylinder for as small as $42,695, we wanted all-wheel drive ($2500) and all those sporty exterior bits that define the $7500 R-Sport trim. Operating up the price of our long-termer with $6650 of additional options brought the as-tested total to $59,345.
Paramount in our minds throughout the months to come will probably be the usual two queries that accompany each and every new Jag: Does it provide on the marque’s sporting guarantee? And what sorts of electronic bedevilment will we have to cope with for 40,000 miles?
We’re off to a promising start on the former, but the XE’s InControl Touch Pro infotainment method already is proving reliably unreliable. We chose the $2700 Technology package mostly to have the 10.2-inch widescreen display, however it seems to have even more propensity to freeze than did the old infotainment unit in our F-type. Multiple editors have seasoned the problem from virtually the moment the automobile came off the hauler, so we’ll be mentioning that on our initial service visit. That could possibly be imminent, as we’ve already skilled a check-engine warning light, even though it extinguished itself following several key cycles as well as a bit of driving.
2017 Jaguar XE Review Car and Driver - Interior:
Ah yes, the driving. Which has been spectacular. Jaguar Land Rover’s corporate 3.0-liter V-6 is actually a familiar buddy, delivering 340 supercharged horsepower inside the XE. Driving all four wheels, it shot our XE via the quarter-mile in just 13.4 seconds. With all the Jag’s drive-mode selector in Dynamic, throttle response is instant and the engine whips by way of its rev variety, with all the eight-speed automatic cracking off shifts just as swiftly as you are able to flip the flimsy plastic shift paddles.
We opted to add $1000 for the 20-inch “Propeller” wheels wearing staggered Pirelli P Zero summer tires, size 235/35ZR-20 within the front and 265/30ZR-20 in the rear. These brief sidewalls are already losing their battle with our medieval Midwestern roads, as just weeks into our test we had to replace a front tire that created a bubbled sidewall. But the big Pirellis had been good adequate to pull 0.93 g around the skidpad, at the same time as haul the XE to a cease from 70 mph in 147 feet. That is a good number to get a sports sedan, specially considering the XE’s portly, 4036-pound curb weight, 52.0 percent of which sits on its front axle. Prior to hitting the track, we could tell how grippy our XE is by the scrubbing from its front tires that we could really feel through the steering wheel for the duration of tight-radius parking maneuvers.
On the street, the steering has superb feel and weight, with none on the overboosted vagueness that plagued previous Jaguars. The XE’s suspension is firm but compliant enough for long-haul mileage. It’s the R-Sport’s standard sport seats that so far have proved to be the impetus for calling it every day and searching for a Hampton Inn, with their flatness, poor lumbar support, and meager side bolstering. The front thrones are each heated and cooled, thanks to our choice to drop $2100 around the Comfort & Convenience package, which also provides heated seats for the rear passengers, a power rear sunshade, plus a power trunklid.
2017 Jaguar XE Review Car and Driver - Features:
Toasty hindquarters are a nice bone to throw at rear-seat riders, given the tightness of their accommodations. At least two editors already have managed to knock their heads against the low roof opening while getting in to the back seat. When so dazed, the dull interior is less disappointing, but really we've only ourselves to blame for not ordering one from the livelier two-tone leather combinations. We did opt for the Satin Burl Ash Veneer trim ($300), however it does small to spruce up the cabin, as this nice wood all but disappears amid the vast blackness of the dashboard. Our XE is far prettier around the outside, where its metallic British Racing Green paint ($550) looks undeniably classic.
We have a lot of driving to do before we decide whether the XE becomes a classic itself-or perhaps just slinks off using a malfunctioning tail between its legs, another one-and-done model like last decade’s X-type. Initial impressions say that the XE is capable of staking a legitimate claim for Jaguar in an ever-expanding segment. The XE is one of two newcomers this year (the other being the Alfa Romeo Giulia), meaning the established players inside the segment-primarily the Audi A4, BMW 3-series, and Mercedes-Benz C-class, plus the Cadillac ATS, Infiniti Q50, and Lexus IS-have never had so much competition.