Jaguar XE VS Audi A8
- Outstanding ride and handling
- Great horsepower for your buck
- Though, good looks
- Rear seats are tight
- Small boot
- Optional safety tech
- Unmistakably Audi
- Amazing interior design
- Groundbreaking safety features
- Pricey options
- Most of its autonomous tech locked out for Aus
Mercedes-Benz has the C-Class, BMW has the 3 Series, Audi has the A4 and Jaguar has the one people in Australia seem to forget – the XE.
Yep, the default setting we seem to have when it comes to buying a prestige car is as strong as buying the same brand of milk every week.
There’s a decent choice of milk, but it can sometimes seem that there are only three brands and we tend to zero in on the same one again and again. Same with prestige cars.
But all milk is the same, I hear you say. And I’m inclined to agree, and that’s the difference, cars vary greatly despite them having the same purpose.
The latest version of Jaguar XE has arrived in Australia and while it’s very similar in size and shape to its German rivals there are some big differences, and some compelling reasons to add it to your shopping list.
I promise, there are no more mentions of milk.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
In a world where genuine wood trim and nappa leather comes in a Mazda6 for under $50,000, premium brands like Audi have been forced to come up with new hallmarks to underpin their status and asking prices.
The new, fourth-generation Audi A8 is no different, packing hardware capable of autonomous driving well ahead of what is currently allowed on any public roads, along with an array of safety, efficiency and convenience firsts for the brand that cement the model's position at the top of the four-ringed luxury tree.
The current S-Class may measure your vital signs and aim to improve your general well-being, but it won't give you a foot massage. If you tick the right options boxes, the new A8 will.
We were among the first to drive the new A8 at its Australian launch around Sydney last week.
|Engine Type||3.0L turbo|
The Jaguar XE is a dynamic, prestige mid-sized premium sedan, for those who are more concerned with engaging driving than cargo space and rear legroom.
The sweet spot in the range is the entry R-Dynamic SE. Buy that one and option the handling pack, and you'll still come in under the costs of the HSE.
Would you pick a Jaguar over a Mercedes-Benz, Audi or BMW? Tell us what you think in the comments below.
The new A8 is a very accomplished machine, and can certainly be optioned up with enough toys to entertain and comfort whether you're riding in the front or back.
It's not possible to say if its better than the S-Class or 7 Series in isolation, but it has a unique design ambience that's unmistakably Audi. If you're a four-ring devotee, you won't be missing out.
Based on this test, the sweet spot of the range is the long-wheelbase 55 TFSI. At this end of the market, it's fair to say the extra $12,000 for the added length and $3000 for the smoothest and most powerful engine are worth it.
Regardless of the bigger wheels, we'd probably spring for the Premium plus package and the Executive package's rear seat with the Entertainment package for all the most impressive toys. This would mean a total list of almost $250k, but it's arguably how Audi intended the new model to be.
Also check out Peter Anderson's video review from the A8's international launch:
Would you consider the new A8 over an S-Class or 7 Series? Tell us what you think in the comments section below.
This freshen up of the XE sees a sharper, wider look for the mid-sized sedan with sleeker headlights and tail-lights, plus redesigned front and rear bumpers.
From front-on the XE looks low, broad and planted, a black mesh grille and the way it’s flanked by much larger air intakes is tough, and the signature Jaguar long bonnet curving down towards it looks magnificent.
The rear of the car has benefited greatly, too. Gone are those overly simple tail-lights, replaced by more refined units with a strong resemblance to the F-Type's.
How much smaller is the XE than its big sister the XF? Well, here are the dimensions. The XE is a mid-sized car at 4678mm long (276mm shorter than the XF), 1416mm tall (41mm shorter in height) and 13mm narrower at 2075mm wide (including the mirrors).
The XE’s cabin has been updated, too. There’s the new steering wheel which has a more minimalist and cleaner design than the previous tiller, the rotary gear shifter has been replaced with an upright trigger-grip device (another functional improvement), and there’s the 12.3-inch digital instrument cluster.
New materials and trims are used throughout the interior. Both grades have premium carpet mats, and aluminium trim around the centre console.
In the SE four types of two-tone leather upholstery can be specified as non-cost options, while another four which are $1170 options in the base grade are available free in the HSE.
The standard cabins of both grades feel luxurious and premium.
At first glance the new A8's exterior styling may look a tad obvious, with unmistakably Audi design adding a bunch of straight lines to make things look more serious.
The reality is far more considered, being the first whole design to emerge under Audi Design boss Marc Lichte's stewardship. Previewed by the first Prologue concept in 2014, the result has an elegance that underlines its position as Audi's flagship and is less likely to be confused with an A6 than the S-Class can be with the E-Class.
If you're after the ultimate in design details and lighting performance, you can also opt for $13,200 laser headlights that can double the range of LED headlights to 600m ahead. This option also brings OLED tail-lights with jewel-like filaments less than 1.0mm thick.
Compared with the third-generation model it replaces, the size of the new A8 is 37mm longer, 13mm taller but 4.0mm narrower, riding on a 6.0mm longer (2998mm) wheelbase. The long wheelbase version is 130mm longer again in wheelbase and overall.
In A8 guise, it combines aluminium, steel, magnesium and CFRP to result in the biggest material variety used in an Audi to date. Kerb weight ranges from 1995kg for the short-wheelbase petrol model to 2020kg for the long-wheelbase version, with the diesel versions adding 55kg respectively.
A 15-spoke, 19-inch wheel design is standard for Australia, but the Premium plus package fitted to all the cars we tested brings a 10-spoke 20-inch design, while the options list includes another three choices of 20-inch wheels. You can also get 21-inch alloys with the optional Sport package.
As you'll see in the interior images, the A8 represents another significant step forward for Audi design, with horizontal themes and numerous traditional controls now hidden beneath touchpads.
Key among these is the deletion of the centre console controller for the multimedia system, which has been replaced by an 8.6-inch secondary touchscreen beneath the 10.1-inch main screen. Apple CarPlay and Android Auto smartphone interfaces are available via USB connection, and the A8 will act as a mobile Wi-Fi hotspot if you sign up for a data plan.
This split layout is less imposing than using one giant screen as in a Tesla, and both give haptic and acoustic feedback to commands to simplify use while driving. All versions also score the excellent 12.3-inch 'Virtual Cockpit' display ahead of the driver.
All A8s also now get a smartphone-like back seat remote controller, which enables control of temperature settings, seat adjustment, lighting, media functions and window blinds (when optioned) via its 5.7-inch OLED touchscreen.
Another surprise detail is that the interior door handles are now power assisted, which represents the lengths Audi has gone to in reducing control weights.
Mid-sized sedans have a tough job on their hands when it comes to practicality – they need to be small enough to park and pilot in the city but big enough to carry at least four adults comfortably along with their luggage.
I’m 191cm tall and while space up front for me is plentiful, space behind my diving position is limited. Headroom in the second row is getting tight, too.
The small rear doors also made entry and exit a bit of a challenge for me.
Boot space is also not the best in the class at 410 litres. I’m being kind. See, the Mercedes-Benz C-Class has a cargo capacity of 434 litres, while the BMW 3 Series and Audi A4 have 480 litres volumes.
Up front you’ll find a USB and a 12-volt outlet, but if you want the wireless charger for your iPhone or Android device you’ll need to option it for $180.
Choosing the biggest sedan in the line-up isn't just about outdoing your neighbours, it's also fair to expect enough room to stretch out and ponder your stock options.
Despite the new A8's minor 6.0mm wheelbase growth, the interior dimensions have grown 32mm in length, which has expanded legroom as well as headroom.
Fundamental practicality elements are covered as well, with a cupholder and bottle holder for each outboard passenger, an array of USB and 12-volt charge points and two ISOFIX child seat mounts for the back seat. There's also a Qi wireless phone charger within the centre console.
Boot space is a useful 505 litres, and while there's no split-fold for the back seat, there is the capacity to bring curtain rods home from Bunnings via the ski port. There is also a space saver spare wheel beneath the boot floor.
Price and features
There are two members of the Jaguar XE family: the R-Dynamic SE which lists for $65,670, before on-road costs, and the R-Dynamic HSE for $71,940. Both have the same engine, but the HSE has more in the way of standard features.
Coming standard on both cars is a 10.0-inch screen with Apple CarPlay and Android Auto, LED headlights with auto high beam and direction indicators, metal treadplates with R-Dynamic branding, dual-zone climate control, ambient lighting, digital radio, sat nav, proximity key with push button ignition, reversing camera, Bluetooth connectivity and power front seats.
The R-Dynamic HSE grade adds more standard features such as a second touchscreen below the 10.0-inch display for climate control, swaps the 125W six-speaker stereo in the SE for an 11-speaker 380W Meridian system, also adding adaptive cruise control, and an electrically adjustable steering column.
The only other difference is that the SE has 18-inch alloy wheels while the HSE has 19-inch rims.
It’s not incredibly good value as far as standard features go and you’ll have to option privacy glass, wireless charging, the head-up display and a 360-degree camera on both grades.
The fact that the new A8's entry price has dropped almost $6000 to $192,000 is likely to have less impact than a $19,990 Hyundai i30 special, but Audi's claim that it offers up to $36,000 more value than before may lower a few bifocals.
Introducing Audi's new naming scheme, which no longer makes reference to engine capacity in preparation for electrification, the diesel base model wears a 50 TDI badge, before moving $3000 north to the petrol 55 TSFI. Either models can be had in long-wheelbase form (signified by a capital L after A8) which will cost you an additional $15,000 respectively.
The $210,000 A8 L 55 TFSI at the top of the price list is more than $42,000 cheaper than the previous V8 diesel 4.2 TDI and a more than $120,000 less than the previous S8 Plus, but a new performance flagship is due to appear in the near future.
Value is rather subjective at this end of the price scale, but by comparison the entry RRP for the new A8 undercuts the base 7 Series by $34,900, the S-Class by $3900, but starts $1871 above the Lexus LS.
Both the A8's 50 and 55 engines come with the same trim levels, but when the standard kit is this lengthy it's more a matter of features not included in the A8, rather than those that are.
As you might expect, there's an array of options available. These accessories range from the aforementioned wheel choices and laser lighting to $3600 Alcantara headlining, $4500 all-wheel steering, a $5200 night vision system, or $12,100 3D Bang & Olufsen sound system with 23 speakers.
There are five options packages also, starting with the $6690 'Entertainment package' which brings a six-disc DVD/CD changer (on top of the standard DVD/CD player) and twin tablets for the rear seats which mount to the front seat headrests.
The nappa leather trim can be expanded to the upper and lower dash and glovebox, door trims, headrests, centre console, steering wheel airbag cover and the backs of the front seats with the 'Full leather package' for an extra $9950.
If you can't hold out for the sport edition S8, you can almost look the part with the $9950 'Sport package', which brings a more aggressive front and rear bumper, 21-inch wheels, all-wheel steering and expanded 'piano black' interior trim.
Audi Australia tells us all A8s ordered to date (along with both cars pictured here) have ticked the $11,000 'Premium plus package', which brings 20-inch rims, adaptive windscreen wipers with integrated jets, chrome exterior details, ambient lighting with variable colours, black control buttons, digital TV, electric rear sunblinds, the full leather package mentioned above, interior fragrancing with ionisation technology, rear tinted windows, softer rear headrests and ventilated massage front seats.
If you've already selected the rear seat entertainment system, you can also choose the $18,500 'Executive package' which brings individual reclining back seats and extended centre console - which also eliminates the centre rear seat - with folding tables, front and rear seat ventilation and massage function, heated armrests all round and a heated steering wheel. It's the Executive package that also brings the heated rear passenger-side footrest and the foot massage USP.
Engine & trans
There’s one engine for both the R-Dynamic SE and R-Dynamic HSE – a 2.0-litre turbo-petrol four cylinder making 221kW/400Nm. Drive is sent to the rear wheels via an eight-speed automatic transmission.
The four-cylinder felt strong and all that torque arrives low in the rev range (1500rpm) for good off-the-line acceleration. The transmission is also excellent, shifting smoothly and decisively.
It’s a shame the V6 isn’t offered anymore, but 221kW is a lot more power than you’ll get for this money in a BMW 3 Series or Mercedes-Benz C-Class
You might be surprised to learn there's no V8 in the new A8's arsenal - for now, the S8 could change that - but an even greater sign of the times is the return of a petrol version for the first time since 2013. Efficiency gains are the main reason for the petrol comeback, which is explained in detail under the fuel consumption heading below.
Both the 210kW/600Nm 50 TDI turbo-diesel and 250kW/500Nm 55 TFSI petrol specifications use 3.0-litre turbocharged V6s which may seem to be simply plucked from existing models, but they bring mild hybrid technology to the Audi line-up for the first time.
Unlike conventional hybrids that use an electric motor to provide horsepower to drive the vehicle, a mild hybrid (or MHEV) enables the combustion engine to be switched off when the vehicle is coasting or braking, or effectively as an extension of a start/stop system which conserves fuel when a car is stationary.
The A8's mild hybrid system is facilitated by the move to a 48 volt electrical system, with a supplementary 10Ah lithium-ion battery mounted in the boot to keep the electrical systems fed for up to 40 seconds with the engine switched off. Audi claims the system has the capacity to save up to 0.7L/100km.
An extra starter motor has been integrated with the alternator to restart the engine more smoothly via a belt, rather than the conventional cog and ring gear used by the dedicated starter motor for cold starts.
Both engine specs deliver their max torque rating from just above idle, with the 50 TDI at 1250rpm and the 55 TSFI at 1370. Claimed 0-100km/h acceleration performance figures are an impressive 5.9s and 5.6s respectively.
Like all recent longitudinal-engined Audis, the new A8 uses a version of ZF's much lauded eight-speed torque converter auto gearbox, and both engines send power to all four wheels via the 'quattro' all-wheel drive system.
The optional all-wheel steer system can twist the rear wheels by as much as five degrees, reducing the turning circle by around 1.0m at slow speeds. While at higher speeds, the rear wheels move parallel with the fronts by as much as two degrees to improve stability, particularly for rapid lane changes and evasive manoeuvres.
All new A8 variants carry a maximum braked towing capacity of 2300kg.
Jaguar says that the XE will use 6.9L/100km of premium unleaded petrol when driven on a combination of open and urban roads.
After my time with it the trip computer was reporting an average of 8.7L/100km. Not bad considering the test drive would have been thirsty work for the four-cylinder turbo engine.
Gone are the days where full-size luxury sedans got away with devil-may-care fuel consumption, and even though they still spin six cylinders and need to move around two tonnes, the 55 TFSI petrol versions manage an 8.2L/100km official combined figure. This is when using at least 95 RON Premium unleaded of course.
As you'd expect, the diesel fuel economy is even better with 5.9-6.0 official figures across wheelbases.
With a fuel tank capacity of 72 litres, this suggests a theoretical range between fills of 878km for the petrol models, and between 1200-1220km for the diesels. The A8's spec sheet lists the option of an 82-litre tank if they aren't quite far enough for you.
The launch took place on twisty country roads snaking away from the coast in Northern NSW, but I was only a few corners in before it became darn clear the R-Dynamic HSE was talented dynamically. Impressively so.
The HSE I tested was fitted with the $2090 'Dynamic Handling Pack', which adds bigger front brakes (350mm), adaptive dampers and configurable settings for throttle, transmission, chassis and steering.
Steering which felt a tad heavy in town became the XE's secret weapon as the roads curled through the hills. The confidence the steering, delivering great feedback and accuracy, gives the driver can’t be overstated.
This combined with the XE’s excellent handling and powerful four-cylinder engine makes it a clear dynamic standout among its competitors.
A comfortable ride even, on potholed roads, but flat handling regardless of how hard it was pushed through corners amazed me.
Sure, optional adaptive dampers were fitted to our test car, but considering the work out they were getting without skipping a beat, their response was impressive.
Following this I dropped into the seat of the red R-Dynamic SE you can see in the images. While this wasn’t fitted with the handling package the HSE had, the only real difference I could feel was in the comfort – the adaptive dampers were able to produce a more composed and cushioned ride.
Handling, however, felt sharp, sure and the steering gave me the same confidence I experienced in the HSE.
Our test started in the worst of Sydney morning traffic, which presented the chance to put the latest adaptive cruise assist (ACA) system through its paces on a very clogged Eastern Distributor.
I'm a huge fan of active cruise control systems that guide the vehicle from speed to a stop, but the A8's ability to start moving again is another step beyond. It helps you avoid being ‘that guy' who hasn't noticed the traffic moving, and would no doubt work wonders for traffic flow if all cars were so equipped. Given the chance, Audi says this system works all the way from 0-250km/h.
No matter what your reaction to the A8's exterior, the freshness of the interior design is like no other, and everything you touch feels first class.
The four-spoke steering wheel has a surprisingly large diameter and is shared with the upcoming A6, but uses thinner spokes than the norm to promote visibility of the virtual cockpit display as the wheel is twirled.
The haptic and acoustic screens make it as easy as we've experienced to handle a touchscreen while driving, but not quite as simple as the previous console controller.
Front and rear seats are softly padded for comfort rather than support, and unsurprisingly there's ample room in every direction for this 172cm tester, regardless of wheelbase.
All examples of the A8 we drove were optioned with the Premium plus package, which means one inch larger 20-inch alloys. Despite all A8s coming standard with adaptive air suspension, small bumps like cats eyes and expansion joints are more noticeable than you might expect. As is often the case, the standard 19-inch alloy wheels are likely to be the solution.
We drove both engines and wheelbase choices at the A8 launch event, and you need to be paying close attention to hear any extra noise from the diesel. It does make a muted groan under throttle, but likely worth the 300-plus kilometres of extra range if that's what you're after.
The diesel's smoothness is also no doubt aided by its use of active engine mounts. If you're after outright refinement and performance, the petrol is the one for you but neither feel in any way sluggish.
Heading through the bends of the Royal National Park and then back over the hills via Macquarie Pass at pace, there was no disguising the fact that the A8 is a big car, and it tends to float unless you select 'Dynamic' from the drive mode selector. Regardless of mode, it's more planted than any luxury SUV.
Making a bee-line back to Sydney via the Hume, the A8 simply wafted along at 110km/h in near silence. As you'd expect.
The Jaguar XE was given the maximum five-star ANCAP rating when it was tested in 2015. Both the R-Dynamic SE and R-Dynamic HSE come with AEB, lane keeping assistance, rear cross traffic alert, traffic sign recognition and automatic parking.
The HSE adds blind spot assist which will steer you back into your lane if you’re about to change lanes on top of somebody else; and adaptive cruise control.
The lowish score is due to the need to option safety equipment – it’s becoming the norm for advanced technology to be included as standard.
The airbag count has been further bolstered by an industry-first centre airbag, which has been designed to prevent head clashes between front seat occupants. This also represents Audi thinking beyond any Euro NCAP or ANCAP criteria.
It also comes with Audi's exit warning system, which warns the driver of passing cars or cyclists but can now delay the door opening in case the driver doesn't see the warning light.
A front-mounted laser scanner replaces the usual radar system for active cruise control and front AEB, which doubles the range of a radar scanner to 80m and enables both functions to work at speeds up to 250km/h.
This laser scanner is also key to the A8's Level 3 autonomous preparation, but local laws limit its capability to active cruise control with lane assist.
The Jaguar XE is covered by a three-year, 100,000km warranty. Servicing is condition-based (your XE will let you know when it needs a check-up) and there’s a five-year/130,000km service plan which costs $1750.
Again a low score here, but that’s because of the short warranty compared to the five-year coverage which has become an industry expectation and while there is a service plan there’s no service-by-service price guide.
Like all Audis, the new A8 is covered by a three year, unlimited kilometre warranty. This is short of the five year-plus periods becoming more common among mainstream brands, but equal to the terms offered by BMW and Mercedes-Benz. Lexus differs by offering a four year, 100,000km plan.
Service intervals and capped price servicing mirror the previous A8, with a 12 month/15,000km schedule, and maintenance costs for the first three services can be wrapped into a package for $1900.
We had no issues during our test, but any common faults, common problems or reliability issues are likely to appear on our A8 problems page.