2017 Jaguar XE

2017 Jaguar XE

Episode 3611
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The last Jaguar compact sports sedan we tested was the X-type. Don’t remember it? Well, that’s probably a good thing, as that Ford Contour based front-driver never made a serious impact here, or anywhere else for that matter. Just too much a parts bin car. Now, Jag is stepping back into that segment, and stepping up, with what may be a much more impactful car. This is the XE.

After first hitting European streets a year ago, the 2017 Jaguar XE sedan now makes its way to America’s potholes, looking to catch a ride on Jaguar’s recent Big Kahuna size wave of sales success. 

And, awaiting you inside this compact sport 4-door, is the familiar Jaguar theme of late, along with plenty of the accustomed switchgear.

And that’s great. But, the drab and unappealing space it fits into is not. Much of the dash real estate goes unused. There is nothing for the passenger to look at except lots of pebbled plastic and a big airbag logo. 

The XE really needs some extra trim to brighten up the space, and reinforce its upscale kinship to other Jaguars, and frankly, look competitive to other rear-drive European sport-luxury sedans.

Now that that’s out of the way, we’ll get to what we love about the XE; and there’s plenty of it. Starting with what’s under the hood. 

Here, its Jaguar’s lovely 3.0-liter supercharged V6; boasting 340-horsepower and 332 lb-ft. of torque. A 2.0-liter diesel is also available. Both are equipped with an 8-speed automatic transmission, and you can get all-wheel-drive with both. 

A rear-drive only, gasoline-fed 2.0-liter I4 model is offered as well.

At the track, our rear drive V6 did do some battle with wheel spin at launch, but then got off to a very nice 4.9-second 0-60. Power never deviates, with enough midrange torque for days; or at least for a 13.5–second 1/4-mile at 105 miles-per-hour. Lovely!

Automatic shifts are quick and seamless; all accompanied by a subtle exhaust note reminiscent of, but nowhere near as fierce as, the F-type. 

It was easy to keep the speed up through our handling course. If we didn’t already know that steering was electric, we’d have a hard time guessing; very responsive, if down on true road feel. 

Dynamic mode tightens and quickens everything up, helping to improve feel; though we found throttle response now touchy, and it was easy to initiate too much oversteer.

A 112-foot average stopping distance from 60, is quite good; as was pedal feel and overall stability. 

On public roads, near posted speeds, the XE drives wonderfully. It’s a highly capable back road blaster, with a tremendously smooth and placid nature. 

The ZF-sourced 8-speed transmission is well-sorted, and also well-matched to this V6; we only experienced some occasion jerkiness in stop-and-go traffic.

With every setting at its sportiest, the XE does a decent 3-series impression, but it feels more at home kept in softer settings. 

Compared to rivals such as the 3-Series, C-Class, A4, and ATS; the XE is far more gorgeous to look at.

The proportions look just right, there are enough creases and angles to keep it interesting, and the coupe-like, thick C-pillar profile is certainly consistent with the segment. So, any compromise to rear visibility is a concession we can live with.

Like most recent Jag’s, there are plenty of stylish details that remind us of the now haloed F-type.  

Plenty of tech features are available too, and you can activate the rear camera almost any time; which we feel is a better solution than Cadillac’s rearview mirror cam. 

And while some may think we were a bit harsh in our earlier description of the XE’s overall interior environment; we have only praise for Jag’s latest InControl touch system that manages it. It’s logical, and responds quickly to your inputs. A huge step up!

A host of advanced safety systems are available for ’17, including autonomous braking; but our tester wasn’t so-equipped. 

Government Fuel Economy Ratings for a V6 rear driver are 21-City, 30-Highway, and 24-Combined. Our average was a better than expected 25.8 mile-per Premium gallon. That’s an Energy Impact Score of 13.7-barrels of annual oil consumption with CO2 emissions of 6.1-tons. 

XE pricing starts very reasonably at $35,895 for a turbo-4 25t; and the V6 35t is not out of line either, at $42,695; with the diesel falling in between the two. 

The 2017 Jaguar XE continues the brand’s streak of all-around performance winners. Plus, on the outside, it’s very easy on the eyes. But, it’s going up against a sea of excellent alternatives with a lackluster interior that is no help. Still, and very much unlike the X-type before it, there’s a lot to like and admire about the XE, and it clearly deserves to be part of any luxo-sport sedan conversation.  

Specifications

  • Engine: 3.0 liter
  • Horsepower: 340
  • Torque: 332 lb-ft.
  • 0-60 mph: 4.9 seconds
  • 1/4 mile: 13.5 seconds @ 105 mph
  • EPA: 21 mpg city / 30 mpg highway
  • Energy Impact: 13.7 barrels of oil/yr
  • CO2 Emissions: 6.1 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

2024 Honda Prologue 4
2024 Honda Prologue 2
2024 Honda Prologue 3
2024 Honda Prologue 1
2024 Honda Prologue 5
2024 Honda Prologue 42024 Honda Prologue 22024 Honda Prologue 32024 Honda Prologue 12024 Honda Prologue 5

Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

2024 Honda Prologue 6
2024 Honda Prologue 10
2024 Honda Prologue 8
2024 Honda Prologue 7
2024 Honda Prologue 9
2024 Honda Prologue 62024 Honda Prologue 102024 Honda Prologue 82024 Honda Prologue 72024 Honda Prologue 9

And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW