A smartly assertive Jaguar
Executive sedans seem a bit oldfashioned these days, but Jaguar’s is still impressively well executed, writes Richard Bosselman.
Extensive revision arrives at an interesting time for Jaguar’s smallest sedan. The XE occupies a niche because SUVs are the ‘‘executive’’ cars of the now and, quite potentially, from now on.
It’s also treading water because, in as much as battery-driven products are set to become priority projects for Jaguar and sibling Land Rover, its turn for that won’t occur until 2023, three years after the firstto-convert XJ, perhaps merging with XF into a single product.
With all that ahead, it might still seem weird the update of the current XE doesn’t even include a hybrid but, fair dues, the world was different when the first compact Jaguar exec sedan since the X-Type entered service four years ago.
Back then it seemed better to commit to what’s now been undertaken – ousting the initial line of fours and a six-cylinder for a suite of more advanced four cylinders, all developed in-house, rather than supplied by Ford.
It’s a smaller suite, too. The old XE line initially spanned seven models, in four-cylinder petrol and diesel with a 3.0-litre supercharged V6 running as flagship. Now there are just three, all with a 2.0-litre petrol, topped by the R-Dynamic HSE edition on test.
The reduced line is a logical cutback given global production of this car only narrowly made it beyond 30,000 units in 2018, yet, if anything, those new models have more weight of expectation to carry.
After all, XE was an expensive baby to bring to life. Counting development, an engine factory and a new assembly line, the car’s cost came to $6 billion. It’s hard to imagine the original having sold well enough to offset that bill, so the logical conclusion is that this job now passes to the update.
At least the XE is a decent car to look at and drive. Even though it has been affected by Jaguar’s habit of undertaking mid-life refreshes whose outcomes look more like complete restarts, it’s a relief that they’ve not tampered too much with the exterior.
It’s as much a smartly assertive, recognisably Jaguar and modern bodyshape now as it was when truly fresh, looking awesome on the 20-inch, 10-spoke wheels fitted to the test car that was very options-heavy.
The big differences for 2019 are within. The cabin has been gutted then rebuilt, using bits from other Jaguar cars.
The I-Pace electric car delivers the steering wheel plus a full 12.3-inch digital instrument display and a redesigned new centre console unit with a dual-screen layout. Up top is a 10-inch touchscreen display that now reacts far better to inputs. Below that is a smaller section that has two multifunction rotary controllers for climate settings on either side of a 5-inch touchscreen. Also gone is the rotary gear selector, replaced by Jaguar’s ‘‘pistol shifter’’, out of the F-Type sports car.
Fresh, too, is a Clear Sight rear view mirror, so named because it doubles up as a display screen for the rear-facing camera that is mounted in the roof’s antenna. More gimmick than game-changer? Maybe, yet in a segment that is increasingly adding technology, it makes sense.
Other improvements include better storage areas, more leather and fewer plastics to boost impression that this is a more premium car, and a better grab handle. Standard equipment impresses, too, with plenty of comfort and convenience features, but though it has autonomous emergency braking, traffic-sign recognition and lane-keeping assistance, it’s not quite sharp enough for hands off the wheel.
It’s still a slightly snug cabin and isn’t generous on space in the rear, with tight leg and headroom for adults. A boot concentrating on length is bettered for capacity by some rivals. But, sports sedan, right?
Don’t sweat losing that sixcylinder. Sure, it was a classic oldschool
gem, but apart from delivering a less beautiful note, the new mill leaves no impression of being any less rich. Assertive step-off and decent mid to high revs urge sync to the car’s athletic promise.
The eight-speed automatic slips through gears, but don’t be shy using the manual mode. Those paddles on the back of the wheel are just the right size and have a lovely action.
The XE already had a good chassis setup to start with and the changes do nothing to degrade its sweetly light feel and good balance.
Being on the biggest wheel and tyre package unavoidably elevates road noise, yet it avoids brittleness.
Overseas the P300 stands out from the lesser versions by being offered in all-wheel-drive as an option to the usual rear-drive format. The traction-advantaged version is not coming to New Zealand, yet unless you’re facing conditions that favour all-paw, the XE hardly seems set to suffer. It has good cornering grip and a confident attitude through corners.
The special sauce is the steering. A paragon of accuracy and fluid, measured feel, it’s power-assisted, yet feels naturally weighted.
So, yes, it delivers. In spades. Yet, while it has enough talent to outshine sister ships from the SUV side of the family on a challenging road, it won’t look as smart in the driveway.