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2017 Jaguar XE

2017 Jaguar XE

From the May 2018 issue
Car enthusiasts are, by definition, tire enthusiasts. Tires are our beasts of burden; their grip, or lack thereof, enables us to exercise our passions. Tires are also beautiful things to behold, from their circular perfection to their psychedelic tread patterns. Tires engage our senses and, with their nearly inscrutable taxonomy of sizes and codes, also our minds. Speak to any engineer about tires and you will inevitably be told of the “black arts” involved in their design and creation, a fitting invocation for these most magical of auto parts. Who among us has not lovingly dragged a finger across the raised surface of a sidewall while waiting on new rubber at the local shop?

So it was with great excitement that we received our long-term 2017 Jaguar XE in September 2016 with not one but two sets of wheels and tires. While our test car arrived wearing the black 19-inch Venom wheels ($500) with all-seasons that we had originally ordered, we asked Jaguar to send us a set of 20-inch Propeller wheels ($1000) so we could get some additional test numbers for another story on the optional summer fitment. We took one look at those 10-spoke monsters wrapped in staggered Pirelli P Zeros with sidewalls as thin as rubber bands (sizes 235/35R-20 front and 265/30R-20 rear) and immediately decided we would run them for this long-term test.

With a base price of $52,695, our V-6–powered 35t R-Sport AWD was Jag’s top-of-the-line XE through 2017. (For the 2018 model year, the 35t was replaced by a four-cylinder 30t and usurped by a 380-hp XE S.) As it’s a compact sports sedan that promised to shake up the German-dominated pecking order, it was therefore appropriate that our car was sprayed in a metallic British Racing Green ($550). We opted for the $2700 Technology package, with its 10.2-inch touchscreen and premium Meridian audio system, and we ticked the Comfort & Convenience package ($2100) primarily to get the climate-controlled front seats and heated rear seats. We allocated just $300 to dress up the cabin with burled-ash trim, which did little to offset the gloominess of the predominantly black interior. The Jaguar’s ultimate sticker price totaled $59,345, including the Propellers.

“It has intuitive steering, a brilliant ride-handling balance, a powerful and responsive engine with a crackling soundtrack, and expressive and sporty looks. It’s all here.” —Rich Ceppos, Buyer’s Guide Senior Editor

In retrospect, the decision to install the more aggressive wheel-and-tire combo may not have been our clearest thinking, especially given our XE’s hefty 4036-pound curb weight. Certainly we have made this mistake before, forgetting just how poorly maintained our local roads are during and after the annual pothole season. But disremembering winter is what defines a true Michigander. And we were also seduced by a second stack of Pirellis that came on a subsequent UPS truck; Jaguar wanted to make sure we had absolutely fresh tires for our test. So we mounted them and hustled off to the track, where those 20-inch P Zeros helped the Jag record 0.93 g on the skidpad and post a 147-foot stop from 70 mph. Impressive numbers both, especially compared with our testing on the smaller Pirelli Cinturato P7 All Seasons (0.87 g and 170 feet).

The XE’s 340-hp supercharged V-6 was good for a 4.8-second zero-to-60-mph sprint, hitting the quarter-mile mark in 13.4 seconds (both numbers improved by a tenth of a second at the conclusion of our test). Some staffers, however, were shocked to learn that Jaguar creates its V-6 by casting its V-8 block with just six cylinder bores. Still, initial impressions of the XE were positive: Logbook entries raved about its good looks and faithful driving dynamics. More than one commenter indulged in comparisons with long-out-of-production BMW models, heaping praise on the XE’s spectacular steering feel. And even an editor who banged his head on the tiny rear-door aperture when getting into the back seat was inclined to write off the incident as unimportant: “You don’t buy a compact sports sedan for its back seat, you buy it for how it drives, and this one drives better than most.”

We replaced our first damaged tire just five days after initial testing, when the right front developed a sidewall bubble. Six weeks later, with less than 7000 miles on the odometer, it happened again. Two weeks after that, it had gotten cold enough to switch to winter tires—a set of Pirelli Winter Sottozero 3s that we mounted on the black 19-inch wheels, thinking a little more sidewall couldn’t hurt. We thus managed to go four months and add another 8000 miles to the odometer without any tire carnage, the Jag’s all-wheel-drive system proving itself a useful asset.

This gave us time to address the other issues that had since materialized: a loud, throttle-dependent whirring and clatter coming from the engine compartment, and an infotainment system that was freezing almost as often as the outside temperature. The entire infotainment unit wound up being replaced under warranty after the dealership was unable to update it with Jaguar’s software fix for such trouble. The underhood sounds proved much more elusive, both to describe and to repair. First the dealer told us we had a bad idler pulley, but after the shop replaced the pulley—which required a subsequent visit—something was still making a racket. The dealer then found two bad fuel pumps and replaced them under warranty during a 13-day service visit. Still noisy.

With the dealer unable to find anything else to fix and an assurance that this was how our XE was supposed to sound, we gave up and moved on. Or some of us did, at least, convincing ourselves that the noises weren’t as bad as before or just drowning out whatever it was by cranking the excellent Meridian audio system. Our measurements, however, confirm that the car did get noisier. By the end of our test, the XE was four decibels louder at idle and three louder at wide-open throttle than when the car was first delivered. “It sounds as if marbles are eternally being ground into glass shards,” wrote reviews editor Josh Jacquot. Technical editor David Beard’s prose was less purple: “It sounds like a snowplow going down a gravel road.”

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One of the Sottozeros succumbed to such a road in late March last year. We then decided to deploy the set of all-season tires for a month, just until it warmed up enough to get the summer rubber back on the car. Once the P Zeros were remounted, the Jag picked right up where it left off, destroying both its right-side tires in May, then again in June. When we discovered a nail in the left-rear tire a week later, we checked all four corners and found that both right-side wheels were bent. So we put the spare all-season tires back on and sent the wheels out for a $290 repair. In a small victory, we were able to plug the nail hole in the tire, thus (temporarily) holding the kill count to seven.

Despite the constant threat of flat tires and the din of its engine, the Jaguar still had its admirers among our staff. “I’m in love,” wrote Buyer’s Guide senior editor Rich Ceppos. “This XE is everything a sports sedan should be. It has intuitive steering, a brilliant ride-handling balance, a powerful and responsive engine with a crackling soundtrack, and expressive and sporty looks. It’s all here.”

Indeed, even the car’s detractors would admit that the XE is a mechanically impressive package. But during the long stretches in which we had its winter tires fitted and the short ones in which we pressed the all-seasons into backup duty, we became conscious of how much of the XE’s lightning-quick responses are tire dependent—and how much less fun it is to drive without those P Zeros. And if you’re not wholly consumed with the thrills provided by the XE driving experience, you’ll start to notice things like the hard, flat seats and the austere cockpit. “I’d not recommend it to anyone,” wrote senior online editor Kevin A. Wilson, one of the car’s biggest—and most conflicted—fans, “and yet I want to keep it.”

The tire count remained unchanged for three full months, until we discovered more bulging sidewalls on both front tires in early October, along with a bent wheel on the left side. But nothing that writing more checks couldn’t fix: another $170 for wheel repair, $520 to the Tire Rack, and $78 for installation. Fortunately, the onset of cold weather meant we completed the last 10,000 uneventful miles riding on winter tires. That is, until we went to conduct the XE’s final performance evaluation and discovered a chunk of tread missing from a rear summer tire. The final tally: 10 replacement tires and three bent wheels, at a cost of roughly $3600.

Perhaps we should have known better. Maybe our initial overabundance—a dozen tires!—might have been an omen. But at the time, we interpreted it as a reason to rejoice. We truly love tires. Or at least we did. After spending over 16 months with the XE’s, we’re kind of, er, tired of them.

Характеристики Jaguar XE / Ягуар

Технические характеристики Jaguar XE / Ягуар. Узнайте габариты, расход топлива Jaguar XE / Ягуар, особенности двигателей, подвесок, кузовов и прочих технических характеристик автомобилей Jaguar XE.

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История Jaguar XE / Ягуар

Дебют Jaguar XE знаменует возвращение бренда в компактный представительский сегмент автомобилей. Модель была публично представлена на Paris Motor Show 2014, серийный выпуск стартовал в 2015 году. В линейке Jaguar модель занимает пока самую низкую классовую ступеньку и призвана конкурировать с тройкой BMW, а также Mercedes C-class.

Cедан XE не только самый компактный, но и самый высокотехнологичный Jaguar. В основе автомобиля лежит новая модульная платформа iQ[Al], созданная полностью с нуля. Данная платформа предполагает обильное использование алюминия, а также клеевое и заклепочное соединение элементов силового каркаса. Пока в этом классе никто подобным похвастать не может. А вот Jaguar рискнул, и применил на доступном (по меркам марки) седане технологии, которые ранее оттачивались на представительском XJ и спортивном XK, а ныне используются ещё и на производстве внедорожников Range Rover и Range Rover Sport. Кстати, именно с последним XE делить конвейер на заводе в Солихалле.

Примечательно, что Jaguar XE стал первым в мире автомобилем, в конструкции которого применили новый алюминий RC5754, полностью состоящий из продуктов вторичной переработки. В каркасе XE встречаются и другие сорта «крылатого» металла — 6000 и AC300. Пусть они уже давно известны, зато отличаются особой прочностью и жёсткостью. К примеру, «шеститысячный» алюминий позволил уменьшить толщину кузовных панелей с 1,5 до 1,1 мм без ущерба для их характеристик.

Высокая доля алюминия способствовала легкости кузова. Если говорить конкретно о весовых характеристиках, то снаряженная масса Jaguar XE в базовой модификации составляет всего 1474 кг, позволяя выиграть у конкурентов от 10 до 70 кг. Длина седана– 4686 мм, колесная база равна 2835 мм, ширина вписывается в рамки 1850 мм, а высота упирается в отметку 1416 мм.

Команда дизайнеров, возглавляемая Ианом Калумом, создала элегантный, спортивный и несколько консервативно выглядящий седан. Даже в эпоху глобализации и унификации Jaguar остается верен традициям, поэтому у XE много фамильных черт, присутствующих другим моделям марки. Так, например, в дизайне XE прослеживаются черты F-Type – рисунок «J» дневных ходовых огней, передняя решетка радиатора, боковые воздухозаборники и задние фонари.

Более выраженный рельеф капота, чем на других моделях Jaguar, создают целеустремленный, мускулистый внешний виде. Даже когда автомобиль стоит на месте, он выглядит динамично благодаря восходящей средней линии кузова.

Динамичная и стильная внешность Jaguar XE не только привлекает к себе внимание, но и наделяет седан отличной аэродинамикой. Коэффициент лобового аэродинамического сопротивления кузова равен 0,26 Сх.

Пятиместный салон Jaguar XE получил современную эргономичную компоновку с немного спортивной посадкой спереди и обилием свободного пространства сзади, что приближает его к бизнес-классу по уровню комфорта и к спортивным автомобилям по ощущениям за рулем. Из минусов можно отметить не совсем удобную посадку на второй ряд из-за высоких порогов и низкого дверного проема.

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В отделке интерьера Jaguar XE используются только высококачественные материалы. В дорогих версиях к качеству прилагается еще и откровенная роскошь. В тех версиях, где в названии фигурирует слово «Sport», в салоне и вправду появляются нотки «спортивности», но лейтмотивом все равно остается роскошь и строгость.

Дизайнеры изменили дизайн центральной консоли, сделав ее более утопленной. Отделка выполнена из мелкозернистой кожи. В общей сложности, было предложено 10 цветовых схем салона, включая освещение и цвет отделки сидений. В стандартной комплектации интерьер выполнен в глянцево-черном цвете с акцентами из текстурированного алюминия и вставок из натурального дерева. Jaguar XE будет первым Jaguar, оснащенным электрическим усилителем руля. Дизайн приборов призван подчеркнуть спортивное назначение седана.

Jaguar XE получил 8-дюймовый сенсорный дисплей и полностью новую информационно-развлекательную систему InControl с набором последних современных технологий, включая Bluetooth, потоковое аудио, возможность подключения мобильных устройств через USB, голосовой контроль и даже точку доступа Wi-Fi. После подключения к системе доступ к различным приложениям на мобильном устройстве осуществляется с помощью сенсорного дисплея XE. Опционально доступна лазерная проекционная приборная панель, которая обеспечивает проекцию цветных изображений с высокой контрастностью на лобовом стекле.

Багажник Jaguar XE вмещает 455 литров груза.

Линейка двигателей Jaguar XE достаточно обширна. Открывает гамму 4-цилиндровый 2,0-литровый дизельный мотор AJ200D из нового семейства Ingenium, способный развить до 163 л.с. мощности. Расход топлива двигателя AJ200D составляет около 4,1 литра на 100 км в смешанном цикле. Чуть выше в списке моторов расположится форсированная версия данного дизеля, выдающая 180 л.с. мощности и 430 Нм крутящего момента.

Линейку бензиновых силовых агрегатов открывает 4-цилиндровый 2,0-литровый мотор с турбонаддувом, который в зависимости от степени форсировки выдает 200 или 240 л.с. мощности.

Самая мощная версия получила название XE S. Она использует 3,0-литровый бензиновый двигатель V6, который производить 340 л.с. и 450 Нм крутящего момента. С данным мотором Jaguar XE S способен ускориться с 0 до 100 км/час за 5,1 секунды. Максимальная скорость ограничена электроникой на отметке 250 км/ч.

Агрегируются двигатели нового седана с 8-ступенчатой АКПП ZF 8HP45. Добавим, что 2,0-литровые моторы (как бензиновые, так и дизельные) также смогут работать в паре с 6-ступенчатой «механикой».

На первом этапе продаж Jaguar XE получит только задний привод, но конструкция платформы позволяет устанавливать и полноприводную трансмиссию, которая должна появиться в списке оборудования новинки чуть позднее. Подвеска Jaguar XE полностью независимая, спереди – двухрычажка, а сзади – интегральная многорычажка. На всех колесах используются вентилируемые дисковые тормоза, при этом (в зависимости от мощности мотора) диаметр передних дисков варьируется в пределах от 316 до 350 мм, а задних – от 300 до 325 мм. Реечный рулевой механизм дополняется электромеханическим усилителем с изменяемым передаточным отношением.

В базовом уровне оснащения этот спорт-седан может «похвастать»: двухзонным климат-контролем, зеркалами заднего вида с электроприводом и обогревом, рулевым колесом обшитым кожей и аудиосистемой с шестью динамиками.

Jaguar XE также оснащен такими системами безопасности, как адаптивный круиз-контроль, система мониторинга мертвых зон, функция определения приближающихся автомобилей Closing Vehicle Sensing, полуавтоматическая система параллельной и перпендикулярной парковки, а также система предупреждения о препятствиях при движении задним ходом.

from the Cars.com expert editorial team

The all-new 2017 Jaguar XE luxury sports sedan is a lotta fun to drive, but you gotta put up with a few significant drawbacks to get there.

The verdict: The 2017 XE, Jaguar’s first small sports sedan in nearly a decade, is a dynamic car that rides exceptionally well. Warts show up in cabin materials and interior space, but it’s a worthwhile consideration nonetheless.

Versus the competition: The XE isn’t the roomiest or most luxurious choice in a crowded class, but it’s among the most fun to drive.

On sale now, the Jaguar XE comes in four trim levels plus a limited-run First Edition, each with a turbocharged four-cylinder gasoline or diesel engine, or a supercharged gas V-6. Rear-wheel drive and an eight-speed automatic transmission are standard; all-wheel drive is optional with the diesel and V-6. Stack up the trim levels here.

I drove rear- and all-wheel-drive XEs at Jaguar’s Colorado media preview, testing both the V-6 and the diesel four-cylinder. I had already put a V-6 XE through an autocross handling course near Cars.com’s Chicago headquarters. A caveat on ride quality: All the sedans I drove in Colorado had Jaguar’s optional adaptive suspension, the fanciest of three setups. Jaguar also offers fixed suspensions with regular or sport tuning in the XE, but I can’t comment on ride quality with either setup.

Exterior and Styling

The Jaguar XE’s straightforward styling should age well. The nose looks like a pared-down XJ or XF, while the taillights incorporate cues from the F-Type roadster, with a clean, squared-off design. Alloy wheels range from 17 to 20 inches in diameter and th. Show full review

The verdict: The 2017 XE, Jaguar’s first small sports sedan in nearly a decade, is a dynamic car that rides exceptionally well. Warts show up in cabin materials and interior space, but it’s a worthwhile consideration nonetheless.

Versus the competition: The XE isn’t the roomiest or most luxurious choice in a crowded class, but it’s among the most fun to drive.

On sale now, the Jaguar XE comes in four trim levels plus a limited-run First Edition, each with a turbocharged four-cylinder gasoline or diesel engine, or a supercharged gas V-6. Rear-wheel drive and an eight-speed automatic transmission are standard; all-wheel drive is optional with the diesel and V-6. Stack up the trim levels here.

I drove rear- and all-wheel-drive XEs at Jaguar’s Colorado media preview, testing both the V-6 and the diesel four-cylinder. I had already put a V-6 XE through an autocross handling course near Cars.com’s Chicago headquarters. A caveat on ride quality: All the sedans I drove in Colorado had Jaguar’s optional adaptive suspension, the fanciest of three setups. Jaguar also offers fixed suspensions with regular or sport tuning in the XE, but I can’t comment on ride quality with either setup.

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Exterior and Styling

The Jaguar XE’s straightforward styling should age well. The nose looks like a pared-down XJ or XF, while the taillights incorporate cues from the F-Type roadster, with a clean, squared-off design. Alloy wheels range from 17 to 20 inches in diameter and the top R-Sport trim has some subtle ground effects.

In my initial handling course in Chicago (read my early thoughts here), the rear-drive XE with the supercharged V-6 revealed masterful dynamics. The nose tucks instantly into corners and the tail drifts free, with plenty of warning, for as long or as little as you’d like. A drive on mountain switchbacks near Aspen, Colo., proved that the XE’s all-wheel drive — which sends almost all the power to the rear wheels under normal circumstances — delivers nearly as much fun.

With the turbocharged diesel, the XE is every bit as dynamic as a BMW 3 Series or Cadillac ATS — two benchmark rivals for handling. The car rotates controllably and instantly, uphill or downhill. All-wheel drive and the supercharged V-6 give the XE its heaviest curb weight (about 200 pounds heavier than the diesel or rear-drive V-6 sedans I also drove) and it shows up in the form of soupier reflexes — chiefly, a touch slower steering turn-in and hints of understeer. Still, the chassis keeps body motions in check; even at its portliest, the XE stays flat as you accelerate, corner and brake.

The 180-horsepower, turbo-diesel four-cylinder’s robust torque — 318 pounds-feet, which is nearly as much as the supercharged V-6 — makes for gratifying low-rev acceleration, while the 340-hp, supercharged V-6 pulls with lag-free urgency. Jaguar’s eight-speed automatic is an occasional hindrance to both engines, lagging on downshifts or gear-hunting through them when you call for more power. Two sportier settings (one accessible via the gearshift itself, the other through a driving-mode selector) shore up some of the lag, but it’s just another example that high gear counts do not a good transmission make.

Ride quality is a high point. With the adaptive suspension and 18-inch rims, the XE takes on broken pavement, tar patches and rapid elevation changes with outstanding control. The 19s introduce a degree of chop, but even then, ride quality still shows a lot of polish.

The turbo four-cylinder gas engine that I didn’t test makes 240 hp, but Jaguar offers it only with rear-wheel drive. There’s a manual transmission available in the Jaguar XE abroad but not here, something that probably upsets me more than it does 95 percent of XE shoppers.

As fun as the Jaguar XE is to drive, some will find the cabin too small or spartan. The sedan is wider than its German rivals, but the cabin feels narrow up front and skimpy on headroom all around. The short windows limit forward and rearward visibility, and the doors are an ergonomic lapse — a mishmash of outcroppings, none of them at the right position or length to be an armrest. Legroom and seat height are both adequate in back, but the limited headroom means taller passengers will have Calvin hair by trip’s end. (That’s of Watterson fame, not Coolidge or Klein.)

Cabin materials are impressive in certain areas, particularly with the XE’s optional vinyl-wrapped dashboard. But there’s a degree of consistency elsewhere in the class that’s lacking here. You don’t have to look hard to see where Jaguar stashed cheaper, lower-grade plastics — places the 3 Series, Mercedes-Benz C-Class and other cars trim with richer materials. Some rivals have convincing faux leather in their cheaper variants, but the XE’s bottom trims have a grade of vinyl that won’t fool anyone who looks closely.

Ergonomics and Electronics

The standard multimedia setup includes an 8-inch touch-screen with physical shortcut keys, HD radio, a USB and iPod interface, and Bluetooth hands-free phone and audio streaming. Two Meridian premium stereos are optional, as is a 10.2-inch display that replaces the 8-inch screen and shortcut keys. Its on-screen shortcut buttons are less intuitive than the smaller screen’s physical ones, but it’s otherwise a first-rate setup, with a navigation system that allows you to pinch and swipe at smartphone speeds. The 8-inch screen also offers navigation, but it’s a slower, rudimentary system by comparison. With either screen, an optional app interface supports many third-party applications off a connected iPhone or Android smartphone, but Apple CarPlay and Android Auto are unavailable.

Cargo and Storage

Typical of a small sports sedan, the Jaguar XE’s cabin storage is tight. The center console won’t hold much; a nook ahead of the gearshift is good for a medium-size smartphone. Trunk space, however, is impressive. At 15.9 cubic feet, the XE rivals many midsize sedan trunks.

The Jaguar XE has not been crash-tested. Jaguar offers all the expected safety technologies, but it’s expensive to actually get them. A backup camera, which is standard on many non-luxury cars, is optional on the base XE. And you can’t get forward collision warning and automatic emergency braking — an important safety feature that’s standard in the C-Class and Audi A4 — until the XE’s top trim.

Value in Its Class

Pricing starts in the mid-$30,000s and extends to just south of $67,000 with all options; that spread is comparable to other sports sedans. A moonroof and power seats are standard and, if you throw in crowd-pleaser options like a backup camera and heated seats, you can get a nicely equipped Jaguar XE with rear-wheel drive and the turbo four-cylinder for roughly $37,000 — fairly affordable, as similarly equipped rivals go.

Throw in Jaguar’s impressive standard warranty, which includes complimentary maintenance, and the XE is an interesting choice for driving enthusiasts, albeit less tempting if you want a bona fide luxury car or need to cart family and friends around.

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