Jag’s junior exec oozes driver appeal and smart looks, and you could have one for a song
Jaguar’s reinvention as a maker of luxury electric vehicles has caused considerable upset among sections of the brand’s fanbase. That’s not just because traditionalists are wary of EVs and unwilling to embrace the firm’s new positioning but also because Jaguar’s former line-ups always appealed to driving enthusiasts.
In its most recent guise, Jaguar’s range was made up of generally excellent sports cars, saloons and SUVs that could rival any German competitor for quality, design and engineering – even if they weren’t quite so commercially successful.
The XE was the entry model to this range, but also one of the best. It was intended to be the outright volume seller, but despite excellent dynamics and efficient powertrains, it couldn’t entirely convince loyal C-Class, 3 Series and A4 buyers to post their cheques to Gaydon.
That was a real shame. At its launch in 2015, we preferred the warmed-up XE S model to BMW’s 340i, and after our road test in a more casual spec, we put it straight to the top of the class with a four-and-a-half-star rating. All of which makes it especially remarkable that early, high-mileage cars can now be picked up for £3000.
Up your budget to £6000 and smart-looking Portfolio and R-Sport versions are in abundance, with modern-looking bi-xenon headlights and 17in or 18in alloys.
You will notice the upgrades inside, too. SE and Prestige are a little underwhelming, with some unbecoming materials for a Jaguar. The 8in infotainment screen feels antiquated now as well. But the optional 10in screen (and same-size driver’s display) creates a more modern environment, while adding Apple CarPlay and Android Auto.
More than £10,000 bags a post-2019-facelift car, with new LED lights and reprofiled bumpers, which greatly modernises the look. Material quality and tech are better too: a new steering wheel, customisable dials, buttons and more soft-touch plastics were all lifted from the I-Pace and leather became standard, as did the upgraded infotainment, 360deg parking sensors and reversing camera.
If you frequently carry tall people in the back, an XE probably isn’t for you. The door openings are quite small and rear space is snug for six-footers. The boot is a good size, though, at 455 litres.
Where Jag’s junior exec shines brightest is on the move. It’s more comfortable than an equivalent 3 Series and quiet enough inside, and really comes alive on a twisty road. It’s easy to drive because its controls and responses are entirely in tune with a driver’s expectations.
The XE S features a sonorous 335bhp (later 375bhp) supercharged V6 that is fantastic but rare and unavailable after the facelift. The more common Ingenium 2.0-litre four-pot petrol can be had in 197bhp, 247bhp and 296bhp (with four-wheel drive) forms, our pick being the middle P250 model.
JLR’s Ingenium diesels have a bad reputation, but some are better than others. Most recommendable is the mild-hybrid D200 that arrived with the facelift, mustering a punchy 201bhp and 60mpg cruising. If your budget can’t stretch that far, go for the 178bhp RWD version.
Broadly, though, any pre-facelift XE is potentially fantastic value. It still looks great, drives sweetly and has all the fripperies you need. Be careful with spec (the newer the better) and you could save big time on your next baby exec express.
What we said then
1 July 2015: In the past, if you’d asked us which compact executive car you should buy, we’d have had only one answer: a BMW 3 Series. Yet Jaguar has launched a car that feels as good inside, is virtually as accommodating and is for the most part better to drive. Certainly, it excels over the other main players in this sector.
An owner’s view
Chris Frearson: “Five years into ownership of my P250 HSE, I’m currently at about 50,000 miles and, like many other XE owners, I can’t imagine wanting to change it for anything else. I had to replace all the brake pads and discs at around 25,000 miles because of corrosion and I changed them for EBC discs and Redstuff pads – which are still all in excellent condition after a further 25,000 miles. Apart from that and regular servicing, it has so far been trouble-free motoring.”
Buyer beware
Diesel engines: JLR’s Ingenium 2.0-litre diesel engine has earned itself a poor reputation for reliability, but some versions are better than others and all are improved by diligent and very timely servicing. (The suggested two-year/20,000-mile interval is a recipe for disaster.) The 163bhp and 178bhp versions have oil dilution problems caused by the diesel particulate filter, so make sure you don’t let it clog up – and, for that reason, avoid low-mileage cars that haven’t been on longer journeys. The 237bhp twin-turbocharged lump is a potential time bomb, so go for the later 201bhp mild-hybrid D200, which has garnered a good reputation so far.
Petrol engines: Early 2.0-litre petrol cars used the Ford Ecoboost in 197bhp or 237bhp form, badged GTDI. Look for silver stripes on the engine cover. The later JLR petrol Ingenium is proving reliable, as is the full-fat V6.
Gearbox: The gear selector that rises up from the centre console on pre-facelift cars can get stuck, stopping you from putting the car into drive. A weak battery or faulty brake switch is often the cause. The gearbox itself is the same excellent ZF eight-speed unit you’ll find in BMWs, while the six-speed manual (standard on diesels) is fine too.
Electrics: Play around with the touchscreen to ensure all the different menus and functions work. If it freezes, it will need to go to a Jaguar dealer for a software update. Buyers should be prepared to put up with a few glitches and forced reboots every now and then.
Also worth knowing
As well as a facelift in late 2019, there were important model-year updates from April 2017 (Ingenium petrol range introduced and extra standard kit) and in 2021 (new smooth and economical mild-hybrid diesel). VED ranges from £35 a year for the pre-2017 diesels to more than £400 for the 335bhp V6 petrol. Cars registered after April 2017 will all be £200 a year, unless they cost more than £40,000 when new (the special-edition 300 Sport is among the few that did), in which case they will incur an additional £440 until their fifth birthday.
How much to spend
£3000-£5999: Early, high-mileage diesels. Avoid any that haven’t had regular, 10,000-mile services as a minimum.
£6000-£10,999: A large range of petrol and diesel pre-facelift cars. Plenty are in great condition and have been very well looked after.
£11,000-£19,999: V6 S and facelifted cars become available here. Up-to-date servicing is still very important.
£20,000-£30,000: Late examples, including some 24-plates and desirable Reims specials in French racing blue.
One we found
Jaguar XE S, 2017, 53,000 miles, £16,940: This is possibly peak XE, with the 2017 updates bringing a spicier 375bhp and louder exhaust, as well as some nicer materials. Annual VED is reduced from £410 to £200 too. This example has a full service history and lots of files documenting other work.
