2015 Jaguar XE - pricing, spec, review, gallery and video

An all-aluminium, four-door, rear-wheel drive saloon, the XE's proportions place it at slightly bigger than a BMW 3-series, but smaller than an Audi A4. It uses new riveting and bonding techniques designed to make it the lightest and stiffest Jaguar saloon yet.

Tipped to sell well over 100,000 units per year when production reaches full capacity, the XE will become Jaguar's entry-level model.

Jaguar has had more than half a million people configure XEs on its website, which is around one in 10 of total visitors. Of those, it has around 150,000 people ready to order, according to global brand director Steven de Ploey, and interest is comparable to that of the Land Rover Discovery Sport, a model with a much wider potential customer base.

Jaguar XE design and styling

Design boss Ian Callum says that the new Jaguar XE will become “the defining sports saloon for Jaguar”. 

His design team’s way of fulfilling that brief, he explains, was to start by giving the car a low driving position, a long, coupé-like roofline like the XF and placing the cabin as far rearward as possible to allow the car a long bonnet and short boot while still providing decent (although admittedly not class-leading) legroom and headroom in the rear. 

Callum acknowledges the debt that the XE owes to the XF, which pioneered many facets of Jaguar’s modern design style: the sculpted bonnet with strong ‘power bulge’, the narrow headlights and ‘J-blade’ running lights, the rising waistline and long, confident curve of the coupé roof. 

The rear lights he describes as “a horizontal line intersecting a roundel” and they owe something both to the F-type and originally the E-type, just as the rounded window of the rear door carries suggestions of the Jaguar Mark 2. 

No one would suggest that this was anything but a Jaguar for 2015, but allusions to the marque’s rich history are clear in many places. Jaguar’s designers are proud of their equal partnership with the XE’s engineers and aerodynamicists. 

In its most frugal form, on specially designed 17-inch wheels (as opposed to the 18s, 19s and 20s also available), the car’s drag coefficient is an impressive 0.26. The car’s lowness and shrink-wrapped lines have helped to keep the frontal area low, designers say.  

Jaguar XE chassis and suspension

The XE is very close in all major dimensions to the A4 and 3-series (which are literally within a few millimetres of one another). It sits between the German pair in overall length, but its wheelbase is about 25mm longer than either, and it sits about 15mm lower on its standard suspension.

However, its secret weapon is a riveted and bonded aluminium monocoque body structure, currently made partly of a recycled alloy that the company wants to use for 75 per cent of suitable components by 2020. 

That structure weighs 1474kg in its lightest form - just 21kg less than the equivalent 3-series, which clocks in at 1495kg. At the car's public unveiling at the Paris motor show, Jaguar's chief programme engineer Nick Miller explained that the XE is 75 per cent aluminium and 25 per cent steel, and therefore not as light as it could be, partly for reasons of weight distribution, and partly because there would be no fiscal benefit advantage in achieving a lower CO2 number than the car already has.

The bootlid and the rear section of the floor up to the leading edge of the rear seat cushion are steel in order to benefit weight distribution, which is 50:50 in the case of the four cylinder and 51:49 front:rear for the V6-engined version.

The doors are also steel, although Miller says that they could become aluminium if necessary.

Miller said that some of the weight-savings have been ‘spent’ on more sophisticated and heavier front and rear suspension layouts in the quest for dynamics superior to the Jaguar’s competitors. 

The XE is said to have the most sophisticated suspension in its class to support a claim that it will establish new class benchmarks for ride and handling. 

Where others use efficient, affordable MacPherson strut suspension up front, the XE has a widely spaced double wishbone layout (complete with the characteristic ‘goose neck’ upright similar to that used for the XK and XF) that delivers superior wheel control but costs more. 

The subframe-mounted independent rear suspension is even more exotic: not a conventional multi-link system but instead dubbed Integral Link, for cost reasons usually seen on cars in the XF price range, that delivers ideal lateral stiffness for fine handling but allows considerable longitudinal compliance to build refinement, while keeping excellent toe control. 

To minimise unsprung weight and provide best ride comfort, all of the major components are made in aluminium. Depending on the engine’s power output, there are three different disc brake sizes – all with new-design single-piston calipers – and a choice of four wheel sizes (and eight alloy wheel designs).

The XE is the first Jaguar in history to use electric power steering, a move described as “a big step” by Mike Cross, the chief engineer charged with ensuring that every XE drives like a real Jaguar.

“It’s a step we took confidently,” says Cross, “because the range of possibilities in fine tuning enabled us to achieve the responsive, connected steering feel a Jaguar needs.”

The XE’s chassis package utilises intelligent technologies more than any previous Jaguar. The car takes the learning from Land Rover’s Terrain Response system and adapts it to become ASPC (All Surface Progress Control), which lets drivers select one of four ideal settings: Dynamic, Normal, Eco or Winter.

Between 2mph and 20mph, the Winter setting provides a kind of low-speed cruise control that helps the car to climb very slippery slopes by applying precise control of the throttle and braking (including side-to-side braking) to maintain traction better than the best driver could manage. 

Also available is a suite of the electronic driver aids that are becoming more and more common in premium cars: autonomous braking, adaptive cruise, parking assist, reverse traffic detection, blind spot monitoring and road sign recognition.   

Jaguar XE engines and transmissions

Included in the engine line-up are two new four-cylinder Ingenium EU6 diesels and two four-cylinder petrol units, as well as the 3.0-litre V6 engine found in the F-type in the XE-S. A six-speed manual gearbox is standard on the diesels, with an eight-speed automatic optional. The auto is standard on each of the petrol engines. Rear-wheel drive is standard. 

The base 161bhp/280lb ft 2.0-litre diesel offers class-best 
fuel economy of 75mpg with CO2 emissions of 99g/km in manual form, or 71.7mpg and 104g/km as an automatic. The auto cracks 0-62mph in 8.2sec, dropping to 8.4sec with the manual gearbox. 

A 178bhp/316lb ft version of this engine is also offered, with 67.3mpg, 109g/km and 0-62mph in 7.8sec claimed with either gearbox. 

Features of the new Ingenium engine - which has been designed from a clean sheet and built for light weight and low friction in Jaguar Land Rover’s new £500 million factory – include variable exhaust cam timing and exhaust after-treatment so that it can meet latest Euro 6 emissions standards. 

Petrol XEs use a 2.0-litre turbocharged unit shared with the XF and XJ (although not in the UK) and offered with outputs of 197bhp/206lb ft or 237bhp/250lb ft. The former cracks 0-62mph in 7.7sec, returns 37.7mpg and emits 179g/km; the latter matches the economy and CO2 but promises 0-62mph in 6.8sec.

The 3.0 V6 XE has outputs of 335bhp and 332lb ft to propel it from 0-62mph in 5.1sec and on to a limited 155mph. The XE S is rated at 34.9mpg and 194g/km.

Jaguar XE interior and equipment

The XE’s cabin is designed to project quality, but despite being more spacious in the front than previous Jaguar models is still relatively compact. 

Ultimately, cabin space has given way to sporting pretensions. At first glance, the cabin lacks the distinction of the C-class, but it has a deep centre console that affords a pleasant, driver-focused aura and buyers get a choice of textures and aluminium or piano black dashboard finishes as alternatives to traditional wood veneers.

There is an all-new infotainment system called InControl, based around an eight-inch central touchscreen claimed to feature intuitive graphics and quick responses. The XE's infotainment system can also be connected to the owner's smartphone via an app, which enables drivers to start and pre-heat the car - while it remains locked. This can be upgraded to include wi-fi hotspot and various other smartphone compatibility functions.

The XE is offered in five trim levels: SE, Prestige, Portfolio, R-Sport and S. Entry-level SE and mid-range Prestige are only available on the diesels and base petrol model, while Portfolio, the most luxurious, is offered on the diesels and the 237bhp 2.0 petrol.

R-Sport, Jaguar’s answer to BMW’s M Sport, includes a suspension upgrade and is offered only with the 178bhp diesel and 237bhp petrol. S trim is reserved for the V6 XE and includes sportier exterior styling and 20in alloys.

Standard kit on the XE includes sat-nav, DAB radio, cruise control, Autonomous Emergency Braking (AEB), Lane Departure and 17-inch alloys. Alloys up to 20 inches are also offered. 

Inside, the XE features an optional 40/20/40 split for the rear seats, which can be heated, and a new eight-inch touchscreen that controls Jaguar’s new InControl multimedia system. Multiple trims and colours 
can be specified, including sporty carbonfibre and luxurious wood veneer. 

Q&A with Ian Callum, Jaguar design boss

What does this car’s design have to achieve?

The Jaguar XE’s number one job is to be visually exciting. Just because it’s the entry model doesn’t mean it shouldn’t embody all of the marque’s values. If you think about it, this is the defining sports saloon for Jaguar, given its lowness and compact dimensions.

Did the fact that the XF had pioneered the look of a new Jaguar help you?

It did. People understood it as soon as they saw it. The two cars are very different, 
but we used some of the XF’s devices – the grille’s a good example – because people away from our market still need to learn more what a Jaguar is 
like. We discussed changing 
the face [which is more upright and prominent] but decided 
to do something fresh but 
fairly familiar.

What part are you proudest of?

I like the way we managed to get an exciting profile into a car that belongs to a pretty pragmatic class. This is a very unforgiving market.You can’t be bad at anything, so we had to offer the same package as the competition – which we’ve done. I’m pleased the XE’s profile leaves no room for doubt that it’s a member of the Jaguar family. But I also like the strip brake light, over the rear window. It works fine, but it doesn’t intrude at all.  

What involvement did you 
have in the delivery of the low drag factor?

We all work together – engineers, designers and aerodynamicists. It’s a consensus. Everyone wants the car to look as good as it can so it’s a success in the market. In any case, there’s a fair bit of basic expertise in design departments about aerodynamics, so we tend to understand what they need. 

What were the hardest things 
to deliver?

Funnily enough, getting the 
four-cylinder engine under the XE bonnet was a tough task – harder than fitting a V8. It’s no shorter and sits bolt upright, and there’s lots of stuff on the top of a modern engine.

The power bulge helped, but we couldn’t have done it without our pop-up bonnet, which gives the clearance over the engine needed if the car collides with a pedestrian.

Q&A with Alan Volkaerts, operations director at Jaguar Land Rover's new Solihull plant

In six years, you’ve seen extraordinary expansion at Solihull. What’s happened?

The Tata acquisition of JLR led first to the establishment of the Range Rover aluminium body shop, then the biggest in Europe. Now we’ve opened the XE-Range Rover Sport shop, plus a trim and final shop to go with it – at an all-in cost of £1.5 billion. We’re making Jaguars inside Solihull, the first time that’s happened in 70 years.

The latest body shop is bigger again, right? 

It’s about twice the size of the Range Rover shop – as big as 12 football pitches. Our new trim and final assembly hall is big, too – another 10 pitches. 

And you’re hiring new people, aren’t you?

We have 500 new employees so far, and we’ll eventually need 1700 to make XE in the projected numbers. People are talking about new tools in the process called trunnions. 

What do they do?

They speed the manufacturing process, increasing flexibility and future-proofing the plant for when it might make even more models.In essence, a trunnion is a huge, five-sided rotating jig that presents parts to a robot, instead of vice versa. When everything’s working to capacity, we’ll make a car every 78 seconds.

See below for a full pricing breakdown of the Jaguar XE

Jaguar XE 2.0d 163PS


0-60mph 7.9sec (manual), 7.7sec (auto); Top speed 141mph (manual), 132mph (auto); Power 161bhp; Torque 280lb ft; Economy 75.0mpg (manual), 71.7mpg (auto); CO2 99g/km (manual), 104g/km (auto)


Jaguar XE 2.0d 163PS SE From £29,775


Jaguar XE 2.0d 163PS Prestige From £30,775


Jaguar XE 2.0d 163PS R-Sport From £32,325


Jaguar XE 2.0d 163PS Portfolio From £32,975


Jaguar XE 2.0d 163PS SE Auto From £31,525


Jaguar XE 2.0d 163PS Prestige Auto From £32,525


Jaguar XE 2.0d 163PS R-Sport Auto From £34.075


Jaguar XE 2.0d 163PS Portfolio Auto From £34,725

Jaguar XE 2.0d 180PS


0-60mph 7.4sec (manual and auto); Top speed 142mph (manual), 140mph (auto); Power 178bhp; Torque 316lb ft; Economy 67.3mpg (manual and auto); CO2 109g/km (manual and auto).


Jaguar XE 2.0d 180PS SE From £30,275


Jaguar XE 2.0d 180PS Prestige From £31,275