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Jaguar XE tester från andra källor

CAR magazine • 9 November 2018

The V6 may be gone, but the 296hp turbocharged 2.0-litre in the 300 Sport suits the XE well, offering plenty of power, driveability and impressive comfort and roadholding. Get this engine with R-Sport spec and it makes a lot of sense, adding good value to the equation if a busier ride. The diesel, however, is hard to justify on Jaguar’s PCP finance (at £373 per month in all-wheel drive form, £343 with two-wheel drive) compared with £287 for the more powerful 197bhp petrol. Yes, the diesel uses less fuel, but since it’s not the nicest engine, we’d steer clear. The petrol, meanwhile, has a more pleasant engine but doesn’t drive as well. So, if you want a Jaguar for looks and feel, go for the 197hp petrol and it’s top value. If Jaguar means a fine balance between comfort and handling to you, however, stretching for the 296hp petrol R-Sport will be worth every penny. Specifications quoted are for 300 Sport

Auto Express • 11 July 2018

The Jaguar XE 300 Sport may fall short of being a full-blown BMW M3 rival, but it's a welcome addition at the top of the XE range

Auto Express • 27 June 2018

A full used buyer’s guide on the Jaguar XE covering the XE Mk1 (2015-date)

CAR magazine • 30 May 2018

Project 8 is so pleasingly OTT, we have to give credit to Jaguar execs for signing it off. It’s a car that’s perhaps hard to fathom on paper, whether that’s such a high price being applied to a car with hitherto such humble origins, or the complexity of re-engineering required to make just 300 units. You might also grumble over the plainness of its interior, or question why a four-door saloon should be available with only two seats. But drive Project 8 quickly on road and track and suddenly it all makes sense.  To paraphrase, Vehicle Dynamics Manager David Pook says he wanted to create a four-door saloon with the spirit of a Porsche 911 GT3, and the usability and attitude of an E46 BMW M3 CSL. We’d say Project 8 achieves that goal. It’s a car that strikes the rare balance of feeling as exciting on track as it does unflappable, encouraging drivers of all abilities to extract the maximum performance without resorting to the cautious feeling chassis settings that frustrate more experienced drivers. That Project 8’s track-focussed suspension also feels so pliant on the road is also seriously impressive. I hope it’s a success, and that its success encourages SVO to produce more extrovert machines in its likeness. Read on for our first ride in the Jaguar XE SV Project 8 earlier in 2018 ► Jaguar's Project 8 first ride ► What it's like riding shotgun... ► ...in the ultimate XE saloon Now SVO thinks Project 8 – and, unusually, ‘owners’ – could go faster, if not by much – ‘I reckon it’ll do a sub-7min 20sec,’ says an engineer. Ahead of a first drive in a finished car, there’s a passenger ride around Goodwood in a prototype to whet our appetite. We watch and listen as Project 8 completes a handful of warm-up laps, noticing the shriek of supercharger usually missing from JLR products as it approaches, and the deep V8 bellow from the exhausts as it disappears down the straight. Next time round, Project 8 pulls into the pits, with Jaguar’s David Pook at the wheel. The door opens, we jump into the leather sports seat, we’re ready to go. Instead of doing the obvious and jumping from a cooking Jaguar XE to, say, a BMW M4 rival badged XE SVR, Jaguar has decided to make, quite simply, ‘the most extreme performance Jaguar ever’, a car that’s entirely usable on the road, but – a first for Jaguar – is designed to work on a track first and foremost. Just 300 are to be hand-assembled, at a cost of £149,995 each. That’s McLaren 570S money for an XE, and so far around 100 units from that run are sold, but this car deserves to be a success. It is. The body tells you Project 8 is something special: there are wider carbonfibre front arches, wider rear arches, plus the vented bonnet, front and rear bumpers, sideskirts and rear diffuser are all carbon too. An adjustable carbonfibre rear wing sits on CNC-milled aluminium supports, the front splitter can be manually extended, and even the under-floor is flat. Only the front door skins and roof carry over. Lift is said to be reduced by 205%, while downforce of 122kg is claimed at 186mph. Despite the spec sheet repeatedly saying carbon, Project 8 weighs around 1745kg, comparable to a V6 model. That’s partly because Jaguar has essentially taken the entire all-wheel-drive V8 powertrain from the F-type SVR and shoved it into a shell that, previously, came with no more than V6 firepower. Here it gets 592bhp – up from 567bhp in the punchiest F-type – and apparently we’re unlikely to ever see it produce much more.  No Jaguar has ever been more powerful. Naturally, the chassis is tweaked too: the ride height is adjustable on stiffer springs and continuously variable, motorsport-style threaded dampers, and there are new billet-machined knuckles, adjustable upper control arms for customisable camber settings, and the rear subframe is solidly mounted to maximise chassis responsiveness. Project 8’s 20-inch forged alloy wheels roll on F1-style silicon-nitride ceramic bearings – they help lateral stiffness during cornering – and are shod with huge 265/35 ZR20 front and 305/30 ZR20 Michelin Cup 2s at the rear. The XXL rubber necessitates not only the swollen wheel arches but also the need to move the headlamps forwards a smidge – this was not a car they planned to do. Carbon-ceramic brakes are standard, similar to those optional on F-type, but larger at 400mm front, 396mm rear. Add it all together and Project 8 can accelerate from zero to 60mph in 3.3 seconds, and reach 200mph. Two Project 8 trims are available, one without rear seats but with lightweight carbon racing seats (saving 12.2kg total), and one that retrains the rear bench and gets more conventional seats, but both chassis set-ups are said to be the same, and this prototype is in full school-run mode. Quick and composed, but fun too. Our track session was beset by brief, heavy showers, making it a great test for Project 8’s all-weather credentials. On our out-lap, Pook quickly jabs at the steering to demonstrate how obediently Project 8 jinks left and right, and even without holding the wheel it feels tight and instantly responsive – the ‘phase lag’ that afflicted an earlier prototype’s steering response seems to have been banished by stiffer engine mounts. It feels hugely composed under braking too, as the carbon-ceramics wipe off big speed and any pitch is calmly subdued by the stiff suspension. Project 8 seems to carry that composure into a corner too, with well-controlled body roll and an impressive resistance to understeer; Pook leans on the front end surprisingly hard given the conditions. Watching the dynamics engineer at the wheel, Project 8 also seems to have a certain throttle adjustability to the way it tightens its line, but combines that with mighty traction on corner-exit that allows him to get the power down early, even in the damp. Amusing and enjoyable as, say, the Jaguar F-type R is, it simply couldn’t put its power down like this. The one compromise will be Project 8’s Cup 2 tyres, which are optimised for dry conditions. I feel a tyre briefly lift over a patch of standing water so no doubt they’ll dent ultimate pace in really tricky conditions, but when the tyres are warm and the track is merely damp like Goodwood usually is, they feel as gummy as you’d expect. As we head round the back of the track, Pook pins the throttle and Project 8 eats up the track with total disdain for the mass its lugging – it feels rich in torque, but also keen to rev out, and just fast everywhere in the rev range. Pook says the already quick shifts of the eight-speed auto – via an F-type pistol-grip shifter, not the normal rotary dial – are now even punchier. After a few laps, it’s clear that Project 8 feels pretty special from the passenger seat. But how it feels from behind the wheel is the real litmus test. We’ll find out when we drive it later this month at Portimao racetrack in Portugal. Check out our Jaguar reviews here

Auto Express • 30 May 2018

The 592bhp XE SV Project 8 is the fastest Jaguar ever, but is it a winner? We find out...

Jaguar XE tester från andra källor

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