Launched with an enormous fanfare in 2015, a lot of internal back-patting and self-congratulation accompanied Jaguar’s return to the compact executive fold. The last attempt made by the Coventry-based carmaker to field an ‘everyman’ Jaguar occurred with the X-Type, which was Ford Mondeo-based. It was an error of corporate mismanagement, because it never really worked quite as well as it should have, even though the runout versions were actually decent motorcars.
When XE was introduced, it was fortunate to receive the plaudits of the UK’s leading motoring media. Yet, an initial tranche of consumer interest dwindled to a point at which sales had all but halved by the end of last year. A dramatic turnaround was needed and Jaguar Cars knew it.
To look at the latest version, there are enough detail changes made to its exterior to warrant a ‘new car’ status. However, once ensconced within its cosseting and totally revised interior, just from a personal standpoint, I could have been in an entirely new Jaguar. Believe me, the new XE is the compact Jag that should have always been; a true rival to 3-Series, A4 and C-Class, let alone the leading quality of an equivalent Lexus.
For a start, it benefits from the use of the same digital and driver-flexible dashboard as the i-Pace. A proper F-Pace gearlever juts from the centre console and there is a fresh clarity and class now in evidence. The company admits that it ‘got XE wrong’ at the outset, having concentrated more heavily on its dynamic capabilities than cabin tactility. While the outside is important, not least from perpetuating a Jaguar signature, the cabin is where the driver and passengers reside and missing that boat had been a cardinal error.
Perhaps more importantly, Jaguar has used the model half-life opportunity to revisit its packaging. The range of models (which starts at a new, pre-discount list price of £33,915) is now limited to just core and R-Dynamic, with a choice of S, SE and HSE trim levels. It is far more concise and less confusing. The engine line-up has also been rationalised to both 247 and 296bhp versions of the Ingenium 2.0-litre petrol-turbo, with a solitary 178bhp turbo-diesel, each hooked up to an optimised 8-speed automatic transmission. The diesel is also RDE2-compliant, which means that it does not attract the 4% BIK tax supplement, allied to 57.6mpg potential; significant consumer savings are made.
The driving experience is where it needs to be, with brisk acceleration and easy cruising ability on the cards. Dependent on model choice, the ride quality can vary between compliant and sporting. Of course, even though the Range Rover Evoque now boasts a hybrid variant, there is no immediate confirmation of the same technology being applied to XE. Yet, you can take it as read that a tech-transfer is imminent. Top marks to Jag for effecting such a major model rescue exercise.
