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2017 Jaguar XE 20d Quick Spin

Base models rarely get their due in the press. Big-engine, high-horsepower variants get all the headlines, but the junior version is what sells in volume. We're just as guilty here at Autoblog, with both a first and second drive of the Jaguar XE in supercharged V6 guise, and barely a mention of the entry-level, 2.0-liter diesel. So, in Perd Hapley style, the Jaguar XE diesel is the model of the Jaguar XE we're going to discuss. Yes, the volume model of the Jaguar XE is a diesel, at least for now. A turbocharged 2.0-liter gas engine, wearing the 25t badge, will arrive after the XE's early 2016 on-sale date. Oil-burners and volume are not a thing in the United States, except for heavy-duty pickup trucks. Despite that apparent contradiction, the XE 20d could find some converts. Driving Notes The biggest clue to the engine's fuel source is the tachometer, which only counts to 6,000. But you wouldn't know from the fast throttle response or the way revs climb when you mash the accelerator. All 180 peak horsepower come at 4,000 rpm, and the 317 pound-feet of torque are available from 1750 to 2500 rpm. Really, this engine is smooth. Credit the low 15.1:1 compression ratio, which also helps make the engine's aluminum construction possible. The surge of power from the turbo builds steadily instead of kicking in all at once. Jaguar's engineers focused on friction reduction with a fanatical devotion, all in the name of efficiency. One key feature is the offset crankshaft. That is, the crankshaft is located to the side of the cylinder centerline. This reduces the side load forces during the firing cycle. In the manual transmission the gears are cupped to reduce mass. A pump sprays oil directly on the cogs, which cuts back on the total amount of fluid and cuts back on friction loss due to windage. No, the manual transmission isn't coming to the US. And yes, it's really good. Not just in the cliche journalist love for the diesel-manual combo, but objectively good. That smooth responsive nature of the engine is amplified when you get to choose your own gears. So we make due with the eight-speed automatic, the 8HP45 version of the ubiquious ZF box. The coolest trick here is a pendulum-style damper in the torque converter instead of a typical spring damper. When the torque converter is locked up this cuts down on torsional vibration between the engine and transmission. And that enables low-rpm cruising and higher mpg.

Why Jaguar Land Rover's Havn ride-hailing service sounds nicer than Uber or Lyft

Havn is a new app-based ride-hailing service that has launched in London, and promises a more upscale experience than Uber, Lyft, or the city's characteristic black cabs. Havn is backed financially by Jaguar Land Rover, and it exclusively uses Jaguar I-Pace electric SUVs, which are definitely a step up from the Camrys and Accords that seem so popular over here. Havn calls itself a chauffeur service, but it functions similarly to an app-based ride-hailing service. One difference is that you need to request a ride at least 30 minutes in advance. When scheduling a ride, customers are able to specify a music playlist, cabin temperature, and — most compelling of all — your preferred level of "chauffeur interaction." Those chauffeurs, interestingly, are all full-time employees, not gig workers. Havn pricing is based on time plus distance, with a 20 GBP (~$25) minimum charge. Hourly rates also are available, while airport runs have a fixed pricing schedule. Heathrow airport to central London is 74 GBP (~$95), for instance, and Gatwick to West London is 108 GBP (~$140). Airport pickups include an hour of wait time, while other scheduled pickups include 30 minutes waiting at no extra charge. It will be interesting to see whether this service succeeds in London, and whether it makes the leap to our side of the Atlantic. Whether it's Havn or some other startup, a trend toward a better ride-hailing experience, both for passengers and for drivers, would be a positive for an industry that has suffered its share of negatives even while quickly becoming part of the fabric of the modern transportation system. Related Video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.    

2022 Jaguar I-Pace Road Test Review | 762 miles in Jag's EV

A legion of new electric cars has been launched over the past couple years, so it’s easy to forget about one of the earliest entries in the electric revolution: the Jaguar I-Pace. In fact, the I-Pace is so old now that itÂ’s getting a mid-cycle refresh of sorts for the 2022 model year. Autoblog had its “First Drive” of this futuristic-looking crossover-hatchback nearly four years ago, so itÂ’s time to see where the electric Jag stands now that it has more competition.  To really get a sense of where the I-Pace fits today, I decided to take it on a road trip from Detroit, Michigan, to Buffalo, New York, and back. This would test the carÂ’s real-world highway range, its charging ability and luxury prowess as a premium crossover. It also ended up being a test of the Rust BeltÂ’s charging infrastructure and ability to facilitate EV road tripping. The trip starts with a 100% charge in Michigan, 50-degree weather and a 381-mile drive ahead of me. According to the sticker for this 2022 Jaguar I-Pace EV400 HSE, it has a 222-mile range on a full charge — thatÂ’s down from the 234 miles it was rated for in 2021. I set out, and itÂ’s all good vibes at the start. This I-Pace has the standard 20-inch wheels (not the optional, giant 22s), which pair perfectly with the air suspension to provide a truly comfy ride. The adaptive cruise control makes dealing with rush-hour traffic through Detroit easy, and the I-PaceÂ’s dual-motor powertrain, good for 394 horsepower and 516 pound-feet of torque, is a delight to unleash when the road opens up. Even at 60 mph-plus, the I-Pace has plenty of go to pin you back like other quick EVs do today. As I make my way into Ohio and navigate through Toledo, some gripes pop up. The lane-centering system is finicky and downright scary at times. Poor lane markings cause it to abruptly yank the car left or right, and you need to be quick at the wheel to keep it from driving onto the shoulder or worse — other cars with similar lane-following tech perform significantly better on the same roads. ItÂ’s even more frustrating when I learn how good it is on a highway with clear and proper lane markings, tracking beautifully Â… until the road no longer cooperates. Its inability to cope when lane markings suddenly deteriorate makes this system hardly worth using. Watching out for its bad behavior is more mentally taxing than just turning the system off and driving without.