Designed on Ford’s front-wheel drive platform, the Jaguar X-type CD was introduced in 2001 and was produced in sedan and station wagon bodies (since 2004). It was equipped with gasoline “sixes” and four-cylinder diesels, was distinguished by a pleasant thoroughbred appearance by Wayne Burgess, and only 20% of the components from the platform Ford Mondeo of the last generation were used in the design. But this did not help the model to achieve success – instead of the planned 100 thousand cars a year, the British sold about 350 thousand until 2009.
Oddly enough, the interior has undergone the most serious changes. Now in the XE salon – a high-tech celebration. Instead of the dashboard, there is a display with virtual scales, and instead of a climate button block, there is a touchscreen with temperature control handwheels, as in Range Rover. Below them is a platform for wireless charging of smartphones. This solution, by the way, is first used on Jaguars.
Another innovation is the fresh multimedia system already in use on the second generation Evoque. Although it looks like the media system is still the Achilles heel of all modern Jaguars and Land Rovers. The graphics and resolution of the screen are excellent, but the system still lacks agility. Either the processor is weak, or the operating system itself is too heavy.
The XE engine range is a two-liter turbodiesel of the new Ingenium family (163 hp or 180), a gasoline Ford “turbo-four” 2.0 (200 and 240 hp) and a compressor 340-horsepower V6 3.0 engine familiar from the “eff-type”. In Russia, all engines, except for the initial diesel, will be paired with the same eight-speed “automatic” ZF, although in Europe diesel XE can be ordered with “mechanics”. I rode this one. At idle, the seat vibrates; when switching, you feel a tremor on the clutch pedal, the gear lever. Above 1800 rpm, the thrust is at least lost, but at the top the motor is noisy. Country option.
With an “automatic” a 180-horsepower diesel engine is more fun, and I don’t remember any drawbacks in its behavior, because of which I would prefer it, say, a 240-horsepower gasoline turbo engine. With a more powerful XE unit, of course, it is faster: 6.9 s to hundreds against 7.8. But, in my opinion, such a gain in dynamics is not worth the extra fuel consumption, because even according to the passport, the difference exceeds three liters per hundred: 7.5 l / 100 km versus 4.2. If we overpay, then for the “six” 3.0! She sounds alone: growls with exhaust, groans with Roots supercharger. And it pulls like a slingshot. Fortunately, the rate of fire is enough for the “machine gun”.
Front suspension – double wishbone. The front suspension toe adjustment bolt is tightened so that in the event of a peak load (for example, when hitting a curb), the lever is displaced relative to the attachment point without deforming. Arm-mounted flaps direct air to the brakes.
Steering gear – with ZF electric power-assisted rack with variable tooth pitch. The system changes performance depending on the speed and “springs” in the extreme positions, preventing hard impacts when taxiing to the stop. The SE version includes keyless entry, virtual instruments and parking, while the HSE version features perforated leather seat upholstery, power steering column, Meridian audio, adaptive cruise control and 19-inch wheels.