Jaguar XE 2020 Review

As Britain’s answer to German automotive institutions like the BMW 3 Series and Mercedes-Benz C-Class in what is now a declining executive sedan segment, the Jaguar XE was never going to have it easy.

Almost five years since its global launch in 2015, so far this year it’s proved less popular in Australia than the all-conquering C-Class and smaller CLA, as well as the 3 Series and 4 Series Gran Coupe, the Audi A4 and A5 Sportback, the Lexus IS and ES, and even the Volkswagen Arteon.

Jaguar’s own E-PACE and F-PACE SUVs are also significantly more sought-after and, although the XE outsold the larger XF and XJ sedans, it’s yet to find as many homes in 2019 as the unloved X-Type did in its final year (260 in 2010).

Nonetheless Jaguar says it remains committed to its smallest traditional model into the future, and to prove it the XE has been upgraded for the 2020 model year (20MY, as the British brand calls it).

But in the first example of the reversal of Jaguar’s model range proliferation globally, the XE line-up has been culled to just two variants – both powered by the same ‘P300’ 221kW/400Nm Ingenium turbo-petrol four-cylinder matched to an eight-speed automatic transmission.

The package consumes 6.7L/100km, emits 153g/km of CO2 and is claimed to hit 100km/h in 5.9 seconds.

That means there are no more V6, diesel or entry-level four-cylinder 147kW petrol variants, and also axed are the Prestige, Portfolio, R-Sport and S variant names, in favour of SE and HSE labels from land Rover.

In the absence of low-output petrol models, base pricing for the rear-wheel drive sedan increases to $65,670 for the new entry-level model, the R-Dynamic SE variant, while the R-Dynamic HSE is priced at $71,940.

That puts the 20MY Jaguar XE firmly in the mid-size prestige sedan heartland, where it competes with popular but less powerful German rivals like the 190kW C 300 and 330i, and the 180kW A4 45 quattro, all of which are more expensive.

The upgraded XE brings a longer standard equipment list than many of its rivals despite its lower price tag.

Standard equipment for the entry-level 20MY Jaguar XE R-Dynamic SE extend to Emergency Braking (AEB), Lane Keep Assist, Driver Condition Monitor, Rear Traffic Monitor, Traffic Sign Recognition, Adaptive Speed Limiter, auto high-beam and a reversing camera.

At base level there’s also a 10-inch Touch Pro touch-screen infotainment system with Apple CarPlay and Android Auto, 12.3-inch Interactive Driver Display, Connected Navigation Pro, DAB digital radio, 125W six-speaker audio, 12-way powered and leather-trimmed front seats, 360-degree parking monitor, ambient interior lighting, dual-zone climate control and 18-inch alloy wheels.

In addition, HSE models gain the twin-screen Touch Pro Duo multimedia system including climate control, Blind Spot Assist, Adaptive Cruise Control, High-speed Emergency Braking, 18-way powered front seats with driver’s memory, electric steering column adjustment, 380W 11-speaker Meridian sound, auto-dimming wing mirrors and 19-inch alloys.

Jaguar’s tradition of options galore continues but has also been trimmed. On the extras list is a sliding panoramic roof ($1900), Active Dynamics variable damping ($1850), digital TV ($1620), head-up display ($1300), 20-inch wheels (at least $1300), powered rear sunshade ($770), red brake callipers ($620), privacy glass ($650) and 40/20/40-splt folding rear seat ($460), plus a host of leather, headlining and interior trim options.

Sadly also on the options list is new tech like wireless device charging ($180) and the clever ClearSight digital interior rear-view mirror ($405).

Black and white are the only standard solid colours, with Caldera Red costing $700 extra, seven metallic hues costing $1400 each and grey and silver premium metallic adding $2700.

When it comes to after-sales support, Jaguar’s factory warranty is now shorter than most of its rivals at three years/100,000km.

Apart from new tech like the (standard) digital instrument cluster, (optional) digital rear-vision mirror, (optional) wireless phone charger and dual-screen infotainment system ($600 for SE buyers), the 20MY Jaguar XE brings design changes inside and out.

Differentiating the exterior are new bumpers and slimmer all-LED headlights, revised LED tail-lights and new J-Blade LED daytime running lights.

Design updates are more apparent inside, especially in the HSE with its Touch Pro Duo set-up, but both models get new a new steering wheel from the I-PACE E-SUV, new door cards, new shift paddles, a revised centre stack and a pistol grip gear shifter from F-TYPE sports car, to replace the rotary dial.

Like the optional head-up display, the new standard virtual instrument dials are handy behind the wheel but don’t look nearly as fancy as those in its German rivals, particularly the Audi and Mercedes.

But getting the jump on them is the XE’s first-in-class virtual rear-view mirror, which projects a clear and crisp video feed from a wide-angle camera mounted on the shark-fin aerial on the roof. First seen in the Range Rover Evoque, the device is no doubt handy when ferrying tall rear passengers or cargo and is claimed to deliver better vision at night.

They’re not all standard, but the XE finally has the convenience, infotainment and safety technologies to match its upmarket interior, the design and material quality of which has aged well.

However, two cars we drove did present some faint cabin rattles and neither boot capacity (410 litres) nor rear legroom is class-leading.

Like the BMW 3 Series and Alfa Romeo Giulia, however, the best part about the 20MY Jaguar XE is the driving.

With 221kW of power on tap and a lusty 400Nm of twist made almost ever-ready by its swift and seamless eight-speed torque converter auto, the XE is a rapid machine that’s just as effortless to punt around town as it is at open-road speeds – even if it doesn’t have the most characterful engine note.

But the XE’s best attributes shine brightly when it’s shown a twisty mountain road, as we did during a 180km drive at the press launch in northern NSW.

Despite the often rough surfaces, ride quality was plush in the SE on optional 19-inch wheels, but quickly turned harsh and jiggly in an HSE on optional 20s – even with the optional two-mode damping system – so we’d recommend staying on standard rubber and not bothering with Active Dynamics.

That aside, both XEs delighted with masses of mid-corner grip and the inherent chassis balance afforded by its relatively lightweight but very rigid mostly-aluminium chassis with well-sorted double-wishbone front and multi-link rear suspension.

But the undisputed highlight of the XE is its steering, which delivers intimate feel and feedback as well as high levels of agility and precision, without ever darting, rattling, bumping or kicking.

While Sport mode adds aggression to the transmission, the drive experience is even more rewarding in Dynamic mode, which further sharpens the steering, throttle, gearbox and, where fitted, adaptive dampers.

In our book, the XE steering’s wonderful balance between performance and comfort comes a close second to the class-leading new 3 Series and, given there are no chassis upgrades for this update, that’s testament to the depth of engineering in this accomplished sports/luxury sedan.

Throw is some subtle but worthwhile design updates and enough new technology and equipment to make it better value than ever and we wonder if the 20MY Jaguar XE is indeed the most underrated vehicle in its class – and whether anybody will notice.

How much do the 2020 Jaguar XE P300 R-Dynamic SE and HSE cost?
Price: $65,670 and $71,940 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 221kW/400Nm
Transmission: Eight-speed automatic
Fuel: 6.7L/100km (ADR Combined)
CO2: 153g/km (ADR Combined)
Safety rating: Five-star ANCAP (2016)