Jaguar XE 2020 Review — International

The rather spiffy new Jag wears a lower, wider-looking front-end design that adds more visual gravitas, receives a thoroughly upgraded interior – including a very cool digital rear-vision mirror – and driving dynamics that'll put a smile on your dial.

There's a very strong sense that the slow-selling Jaguar XE is now a more complete car.

There are just two models for Australia, the Jaguar XE R-Dynamic SE ($65,670 plus on-road costs) and R-Dynamic HSE ($71,940) and both are sassy-looking numbers with their new 12mm slimmer headlights, 'chicane line' tail-lights and animated indicator signals – all of them LED.

But you know what? Even with the fancy new suit it feels as though the lion's share of the development budget was spent on the cabin.

With no mechanical or chassis enhancements to speak of, the interior is where the major action takes place. The inclusion of Jaguar’s Touch Pro Duo 10.2-inch dual-screen infotainment and comfort control system adds much-needed razzle-dazzle to the previously drab cockpit.

The pistol-grip gear shifter from the F-TYPE sports car and the steering wheel from the I-PACE electric SUV add equal parts intent and sophistication, the latter featuring flush-fit (and fewer) buttons.

These help to deliver a more premium and tactile experience, as do the updated metallic paddle shifters on the steering wheel.

The Jaguar XE is also the first car in its class to add a switchable digital rear-vision mirror, which provides a point of difference from rivals such as the Mercedes-Benz C-Class, BMW 3 Series and Audi A4. It's annoying this this feature is a $405 option (it should be standard) but it's worth the extra quid because it ain't no gimmick.

The camera for the 'ClearSight' rear-view mirror is located on the roof of the car, inside an embiggened shark-fin antenna, and is fitted as standard to all Aussie delivered cars. It provides a seriously wide field of view and can be toggled between regular or digital mode if you don't like it.

It worked well during clear, daytime evaluation during our drive in France, but Jag reckons it works just as effectively at night and even when the heavens open up.

Another welcome addition is the fitment of an acoustic windscreen that makes the more luxurious cabin quieter as well. It's an impressively insulated interior but there are a couple of quibbles, namely the cramped rear seats and smallish 410-litre boot.

A truck-load of options, from adaptive two-stage dampers ($1850) to wireless phone charging ($180), are available too. There's also several popular options bundled in a variety of packages, such as the convenience pack ($1050 SE, $750 HSE) which adds a powered tailgate with gesture control opening, an electrically adjustable steering column and additional power sockets.

The charm offensive is bolstered with more metal inlays and leather, the latter covering the seats, dashboard and door inserts, replacing a lot of the hard plastics of the previous XE.

Matching the car's stocky but sleek proportions, the ambience in the cabin is vastly improved; it doesn't feel half-baked like its predecessor.

In a nutshell, beautifully. It has one of the most communicative steering racks this side of a Porsche, which combines with a stiff body and well sorted suspension to deliver a thoroughly engaging experience.

It might not be quite as gifted as the new BMW 3 Series, but most drivers will be able to extract similar performance from its approachable set-up.

The direct, well-weighted steering creates a gratifying connection between car and driver, while the suspension delivers confidence-inspiring levels of grip. The harder it's driven on challenging mountain roads, the better it feels, with a controlled, assured attitude.

I really enjoyed guiding this car through demanding corners but it wasn't all smooth sailing. The Jaguar XE felt a bit out of sorts when punching full-throttle out of tight hairpin corners, the front-end fidgeting somewhat.

But perhaps this was more due to the all-wheel drive system fitted to the cars we drove than any shortcomings in steering calibration. Australian models will be rear-drive only and this traditional 'FR' set-up would probably have coped better in these situations.

RWD models will also be about 45kg lighter, which may also add a little more honesty to the way the XE tips into and drives out of corners.

Ride comfort is good, even on big 19-inch alloy wheels shod with super-slim tyres. The cars we tested featured two-stage adaptive dampers but even in dynamic mode there's was a decent amount of compliance.

While the Mercedes-Benz C-Class offers four different engine types – four-, six- and eight-cylinder – the Jaguar XE offers just one. Jaguar says around 85 per cent of buyers opt for petrol engines, so there's no more diesel, but the petrol V6 has been axed too.

A lusty new inline six-cylinder turbo-petrol engine is a possibility (read: certainty) down the track to top the range, but Jaguar Australia representatives were keeping mum on this development for now.

Luckily for the entry-level leaping cat sedan, the turbocharged four-cylinder engine is a corker.

Under the bonnet of both SE and HSE models is the 'Ingenium' 2.0-litre turbo-petrol unit that bangs out a very respectable 221kW and 400Nm. If you want this sort of power and torque in an Audi A4 you'll have to toss up between a 185kW 2.0-litre turbo ($70,300) or a 260kW 3.0-litre turbo V6 ($99,240).

Paired with an eight-speed ZF automatic the Jag XE can really hustle. The 0-100km/h sprint time of 5.9 seconds is no exaggeration, the car showing an impressive turns of speed and only a smidgen of turbo lag.

Its overtaking capability is significant, generating scads of thrust from as low as 1800rpm and singing all the way to its 6200rpm redline. Actually, scotch that. It doesn't sing, it kind of hums when you stick the boot in.

Given the powerplant's potency – it has considerable stomp for a four-banger – the soulless engine note is forgivable.

Ticking over at 1750rpm in eighth gear at 100km/h the engine is whisper-quiet when cruising, thanks to the improved acoustic sealing in the cabin.

Fuel consumption is claimed at 6.7L/100km and although our final figure was much higher due to the enthusiastic driving the car encourages, its cruising potential suggests that sort of overall efficiency is attainable.

Sports seats deliver a nice blend of comfort and support, keeping bodies from moving about too much when you start to hustle. There's 12-way power adjustable pews on SE model grades and 16-way adjust for the HSE.

All models get the interactive driver display -- an LCD screen that replaces traditional analogue dials. It's not quite as fancy as the digital instruments in the A4 and new 3 Series but it goes close, with several modes including a map view with navigation instructions.

There's also an optional head-up display ($1300).

The latest Jaguar XE is a much-improved product and it's more engaging to drive than a lot of its rivals. There's an elegance to the interior that was previously missing but it's still not as sophisticated as the Audi A4 and doesn't have opulence or cachet of the Mercedes-Benz C-Class.

While this is an accomplished sedan, Jaguar knows it's never going to match the Germans in a declining luxury car market, hence the simplified model grades and sole engine option.

"We realise that we're a small player in this segment," said Tim Krieger, Jaguar Australia's general manager of comms and PR at the global media launch in France.

"We're not Mercedes. The C-Class does 600 [sales] a month. BMW does significant volumes. We are happy to just keep a nice level of volume going, understanding that that segment is under stress."

It may not have the badge value or heritage of its German rivals, but those who do take the Jaguar XE for a test drive are unlikely to come away dissatisfied on a technical level.

Jaguar expects the updated model to be more popular than before as new buyers put the updated 2020 Jaguar XE on their consideration list, and it could be right.

As a driver's car that’s more than just deluxe transport, the updated British mid-sizer is a solid offering that closes the gap with its competitors.

How much does the 2020 Jaguar XE R-Dynamic HSE cost?
Price: $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)