Jaguar XE VS BMW M3
- Outstanding ride and handling
- Great horsepower for your buck
- Though, good looks
- Rear seats are tight
- Small boot
- Optional safety tech
- Super-sweet engine
- Steering and suspension fantastic
- Looks mean in the metal
- Key safety stuff missing
- Expensive, and worse when you start ticking options
- Desert-levels sparse in the backseat
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|
If you’ve got a thirst for power that would make Vladimir Putin seem benign, you’ll likely find the BMW M3 a little underwhelming, what with its measly 331kW/550Nm and a propensity to spin the rear tyres into rubber-flinging oblivion with each traction control-free prod of the accelerator.
Happily, there's now a solution. Enter the M3 CS (Competition Sport); a track-ready special edition that ups the performance ante right across the board, with more power, stiffer suspension, better aero and the kind of angry exhaust note that sets tectonic plates a-rumbling.
So, is more M3 never enough? Or is the new CS too angry for its own good?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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 biggest, baddest M3 is also the very best of the current breed. It's a specialist tool, sure, but if you're in the market for a track-attack sedan that will paint a smile on your face, even while striking fear into your heart, then look no further.
Jump into a BMW M3 CS or wait until next month for the new Merc-AMG C 63 S? 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.
Interesting, you say? Well, just look at it. The massively domed bonnet, the flared wheel guards, the blacked-out roof, the quad exhaust tips - this thing looks wild from every angle. BMW tells us you can actually swap the lightweight roof for a traditional version with a sunroof, but why on earth would you?
The dome bonnet is fitted with a massive rear-facing vent that sucks hot air off the engine, while the carbon front splitter emerges from the bottom of the grille as if the CS is forever jutting out its jaw. At the rear, the carbon wing is peaked at each end, again aiding aero efficiency, while four fat and centred exhaust tips complete a pretty angry-looking package.
The design across the board is not what you'd call understated, and it likely won't appeal to everyone, but I think it looks the absolute business.
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.
Every bit as practical as any other M3, really, which is impressive given the outrageous performance.
There are some sacrifices made in pursuit of weight loss, of course. There's no centre-console storage (replaced by a strip of Alcantara and a single, lonely USB charge point), and backseat riders lose air vents, power and just about everything else. The good news, then, is that there's space a-plenty back there, with enough head and legroom behind my own 176cm driving position.
But up front, the M3 CS is a comfortable and spacious place to spend time. There are twin cupholders, too, as well as room in each of the doors for bottles. The navigation and multimedia systems are straight-forward and easy to use, as are the performance-focused functions.
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.
At $179,900, the CS sets a new top-price for the M3 family, well above the $146,529 of the Competition version and miles clear of the entry-level Pure ($129,529). And so you might think you get much more for your money, but you would be wrong. In fact, you get much less.
This is a car designed with the relentless pursuit of performance in mind, so expect few extra luxuries - all of which would add weight. Instead, you get more power (of course), as well as a quad-tipped exhaust tuned to sound like the world is ending around you.
Semi-slick Michelin Cup tyres, lighter alloys, a race-focused bonnet (which, along with the roof, is made from a carbon-fibre/plastic composite, helping shave 10kg off the curb weight), some clever aero tech at the rear and lighter cabin materials also join the the standard features list.
Outside, expect staggered alloys (19-inch front, 20-inch rear), adaptive LED headlights and keyless entry. Inside, you'll find air-conditioning, navigation and a 12-speaker harman/kardon stereo controlled through an 8.8-inch screen.
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
The M3’s twin-turbo 3.0-litre straight-six engine has been tweaked to produce 338kW and a stonking 600Nm of tyre-frying torque. It’s channeled through a seven-speed dual-clutch automatic and sent to the rear wheels.
That’s enough, BMW says, for a blistering 3.9sec sprint from 0-100km/h, with the CS pushing on to a flying top speed of 280km/h.
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.
BMW reckons you'll return 8.5L/100km on the combined cycle, with CO2 emissions pegged at 198g/km. But we politely disagree. We drove the CS in the fashion we imagine everyone will - or at least should, and our numbers were a little higher than that. Like three times higher.
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.
The best performance cars straddle a razor-thin line between exhilarating and terrifying, and the M3 CS definitely parks an axle on either side of the divide.
It's not for the faint-hearted, the CS; it can be an angry, twitchy, rear-grip-relinquishing handful. And not just when you're overly aggressive on the exit of a corner (though also definitely then), but even when you plant your foot on a dead-straight, perfectly smooth and bone-dry patch of tarmac.
As a result, your heart is almost always beating just a little bit faster being the wheel, almost from the moment you slip into the driver’s seat and prod the start button, the exhaust barking into life like a whip cracking in your eardrum.
So intimidating at times, sure. But also huge handfuls of fun. The M3 (and the M3 Competition) experience has been fine tuned to near-enough perfection in the CS formula, from the super direct steering to the thunderous flow of power to the booming exhaust.
This is not a car built for suburban exploring, but BMW deserves credit for making its CS feel pretty liveable when it’s not being driven in anger. The suspension tuning especially, while you’d never accuse it of being overly comfortable, does a surprisingly good job of soaking up corrugations and bumps while still feeling ever-connected to the road below.
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.
Another victim of the performance goals here, I'm afraid, with everything that can be removed, removed - hell, even the reversing camera has been punted.
Instead, the safety package consists of front, and front-side airbags and a performance-focused traction and braking package. Parking sensors front and rear, active cruise and speed-limit recognition round out a fairly basic package.
The rest of the BMW range received the maximum five-star ANCAP safety rating when crash tested in 2012.
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.
BMW's three-year/unlimited kilometre warranty applies here, with a "condition-based servicing" schedule that means you're car will tell you when work is required. You can prepay your servicing costs for the first five years of ownership, spanning $3350 to $8450 depending on your level of coverage.