By on November 1, 2016


You don’t traditionally associate fuel economy with high-end luxury brands, but Jaguar currently sells three of the most fuel-efficient vehicles on the market, with no electric motors in sight.

The one-time fuel economy laggard is now greener than ever, and it has an engine family with a stupid name to thank for it.

Automotive News reports that the British automaker’s newly implemented engines received high marks in the Environmental Protection Agency’s preliminary 2017 Fuel Economy Guide.

Last September, Jaguar Land Rover announced it would be abandoning Ford-sourced motors for its own all-aluminum engines dubbed “Ingenium.” Despite the silly sounding moniker, the company said the new aluminum engine family would offer significant gains in terms of both performance and efficiency.

One of the early lineup changes was the swapping of Ford’s EcoBoost for Jaguar’s own 2.0-liter turbo four-cylinder. The replacement uses the highly flexible and, thanks to China, suddenly popular 500 cc-per-cylinder modular style in both gasoline and diesel variants. And while the gas version did deliver on Jaguar’s efficiency promise, it’s the diesel that’s changing things.

It might not have much competition, but the little 2.0-liter diesel has given Jaguar a trio of fuel-efficient non-hybrids in the XE, XF, and F-Pace, according to the EPA Fuel Economy Guide.

Helping the modular diesel surpass the 40 mile-per-gallon milestone is Jaguar’s new lightweight eight-speed transmission and adherence to aluminum body construction. The XE and XF both break the 40 mpg marker on the highway, even when outfitted with all-wheel drive. The F-Pace crossover still manages an EPA rating of 26 city and 33 highway with the diesel. That’s not too shabby considering much of its competition has trouble breaking out of the teens around town.

This is all great news for Jaguar as it will likely improve their previously horrific Corporate Average Fuel Economy ratings and probably boost sales in Europe. (Getting North America excited about diesels remains a difficult task.)

Listen, nobody is going to blame you for preferring gasoline over diesel while they are both still cheap at the pump. However, considering that Jag’s new higher-tech gas-burning 2.0-liter performed nearly identical to the bigger 3.0-liter in the EPA report, you may also want to keep an open mind. Jaguar’s XE may come in $1,500 steeper with the diesel, but you’d recoup that loss in a couple of years of fuel savings. That could work out to even less time when the next inevitable gas crisis strikes.

[Image: Jaguar]

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40 Comments on “Jaguar Manages Hat Trick, Builds Three of the Most Economical Non-Hybrids Available...”

  • avatar

    All new diesel engine and 8 speed auto trans.
    Sounds awesome, just be sure to unload it before the warranty period expires, at least the first couple model years.

    Then some guy can buy it at CarMax with their warranty and write a blog on how many thousands of dollars of work is being covered.

  • avatar

    Clickbait intro; of course JLR’s 2.0 diesel will be the most efficient car now that VAG isn’t allowed to sell their own. It’s a diesel.

    • 0 avatar

      But honestly, of what use is the “efficiency” or “mpg” marker in and of itself?

      It might get 200mpg, but if it’s fueled with unicorn tears, who cares what the number is?

      Let’s get down to simple relevant facts: what is its fuel cost per mile?

      If diesel costs more–and it does–then simply to say “it gets higher mileage, more mpg” means nothing.

      Stop focusing on the raw mpg number in and of itself. Give me the $$$ number.

      • 0 avatar

        Where I am, diesel is the same cost as regular gas currently.

        Sometimes diesel is more, sometimes gas is more. It’s just one of several factors in choosing one over the other. Personally, the increased range per tank is as important to me as the fuel cost.

        Though at this point, the incredible efficiency of the typical European 2.0T direct-injection turbocharged gas engine makes me less interested in diesel – for my use case, the gap is narrow. 35mpg vs 40 mpg is pretty much rounding error. The current state of diesel emissions controls is a definite strike against them too.

      • 0 avatar

        Around here the diesel had traditionally been 10-20% higher but recently it has been near par and occasionally lower than regular. However that doesn’t take into account the DEF or the higher maintenance cost of a diesel. Diesl fuel filters need frequent changes, are not cheap and are often expensive to buy and expensive to replace. Meanwhile fuel filters for gas engines typically aren’t called to be replaced until 100k miles or may be good for the life of the car. Air filters can cost 5-10x the gas version and again need much more frequent changes. Factor that in and frequently you need diesel to be on par with regular to result in a lower cost per mile. Then one DPF, EGR cooler or injector failure and now you are adding that cost onto the premium you paid for the diesel engine.

    • 0 avatar

      The solution to reliability is deletes and tunes, but VW’s were the only ones well-supported by the aftermarket.

  • avatar

    Does the Jag diesel require AdBlue? Just wondering.

    (quick google says yes).

  • avatar
    Kyree S. Williams

    I noticed that earlier today. The XE diesel is a real bargain, especially compared to its nearest rival, the 328d.

    Meanwhile, J/LR is quietly phasing out the 5.0-liter. The 3.0-liter supercharged V6 (which physically *is* the V8 with smaller bores and minus two cylinders) was / is the only way to get AWD in the old XF, as well as the current XJ. It has replaced the naturally-aspirated 5.0, which is now gone, in the Range Rover, Range Rover Sport and Discovery 4 / LR4. You now need to step up to the Supercharged versions of the Range Rover and Range Rover Sport to get the V8. And with the TD6 diesel now available in the US-market versions of the two bigger Range Rovers (and likely the upcoming Discovery 5 as well), the V8 is becoming gradually more useless. The XJ no longer has the N/A V8, either, and you can’t get a V8 in the XF anymore, whereas when it first debuted, *only* V8 engines were available.

    The current supercharged 5.0-liter V8 will probably give way to a smaller V8 with the aforementioned 500cc-per-cylinder guideline, so it’ll be something like a 4.0-liter. It may also be twin-turbocharged instead of supercharged.

    • 0 avatar

      There was a story a few months ago about JLR teaming up with BMW to use their V8 engines to replace the old 5 liter.

      That should leave JLR going forward with a lineup of 2.0 liter gas/diesel I4 engines, 3.0 liter gas/diesel I6 engines, and either a 4.4L or 4.0L BMW V8 for performance models.

      • 0 avatar

        The V8 is really only for the North American market, in Europe 95% of Jaguar sales are diesel.

        • 0 avatar
          heavy handle

          I think I read earlier this year that the gas/turbo 2.0 was doing much better than expected for Jaguar in Europe, at the expense of the 2.0 diesel which was doing worse than expected.
          Apparently the gas engine is a much nicer drive, and the running costs are similar.
          I would have considered a gas 2.0 XE for my last purchase, but a diesel is out of the question. I would miss that last 2,000 rpm push too much, plus the long-term serviceability is questionable.

          • 0 avatar
            heavy handle


            It’s something I read in one of the European car mags, so I have no way to confirm. It does make sense though, Jaguar is a “driver’s brand,” like Alfa. The 3 German groups are considered safe choices, so they appeal more to people who want to save every last Euro on fuel, at the expense of some driving pleasure.

            Part of the point that this magazine was making is that diesel savings aren’t 30-40% anymore, as they were in the 1990s. You pay more for diesel cars in the first place, their fuel economy advantage isn’t as big as it once was, they cost more to maintain, they provide less driving pleasure, and there’s a social backlash against diesel pollution in many countries.

  • avatar

    Jaguar really is on a role this months sales figures say it all.

  • avatar

    Still a diesel, still probably doesn’t come close to meeting NOx standards in real-world use, still requires Rube Goldberg devices just to prevent clouds of soot, still feels like a 400-pound football coach trying to run a sprint if you exceed 3500 rpm. And on top of that it has four cylinders and sounds like it. No thanks.

    I’d rather get my 40 mpg through hybridization.

  • avatar

    How many 4-cylinder diesels do they need to sell before they can bring back a V12?

    • 0 avatar

      I doubt a V12 would ever come back. A big reason it was killed off in 1997 was the size of the block and the amount of coolant it held. They couldn’t make it pass the warm-up emissions test because of how long it took the coolant to warm up. Once warm it could meet emissions no problem at the time.

      The market for a V12 sedan is minuscule, I think they are happy to leave that niche to the S Class. The S600 is 523hp and $207,000; a V8 XJR is 550hp and $122,000 What’s the advantage to a V12?

      • 0 avatar
        Kyree S. Williams

        “The market for a V12 sedan is minuscule, I think they are happy to leave that niche to the S Class. The S600 is 523hp and $207,000; a V8 XJR is 550hp and $122,000 What’s the advantage to a V12?”

        The Mercedes-Benz S600 actually starts at $171K. Even the Mercedes-Maybach S600 (their Flying Spur W12 competitor and against which Jaguar has no comparable model) comes in at $191K; none of those is near $207K. The V12 version of the current G11 7-Series, the M760i, should be out soon. The old one was priced somewhere near $140K. Even Lexus has the LS600hL has a hybrid-V8 powertrain that put out V12 numbers when it debuted. Strangely, the W12-powered Audi A8 is no more.

        I agree with you that Jaguar is ceding a very small market to its competitors, though.

    • 0 avatar

      Once Jaguar starting offering the Supercharged V8 XJR, the V12 was on borrowed time.

  • avatar
    Felix Hoenikker

    The advantage of a V12 is that is one higher than a V11. Once upon a time, all engines stopped at 10, then some rockers wanted to go to 11, but couldn’t get there. So the car manufactures gave them 12 cylinders. The rest is history.

  • avatar

    “Ingenium”? Is that similar to “unobtainium”, but cheaper?

    I dunno about Jaguar – I’ve always been impressed by their style, but that image from “Mad Men” with the guy trying to kill himself in his Jag, but the car not being able to start just stays with me!

    I hope that’s no longer the case.

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