Jaguar XE P300 R-Dynamic HSE 2019 Review
Jaguar’s 3 Series fighter has been updated with a 20MY facelift that brings subtle changes plus a simplified model rangeLaunched as an all-new rival to the likes of the Audi A4, BMW 3 Series and Mercedes-Benz C-Class in 2015, the Jaguar XE has not exactly rattled the premium mid-sized sedan segment to its core. Despite the XE being an impressive first-up effort and Jaguar’s irrefutable heritage, the Brit brand faces the same uphill battle as rivals like Lexus, Genesis and Infiniti when it comes to drawing the attention of premium car buyers from the prestige triumvirate. Now in its 2020 model year incarnation the XE has been facelifted, including subtle styling changes, some significant tech upgrades, and a major rationalisation of its model range, in a bid to turn the heads of more buyers. Here we review the top-spec XE R-Dynamic HSE.
Jaguar Land Rover’s (JLR) product resurgence continues apace and these days between the various brands (Jaguar, Land Rover and Range Rover) the Brit manufacturer is doing its best to keep pace with the relentless Germans.
The quality of competitors in this mid-sized premium sedan category make it a pretty tough nut to crack, with the Audi A4, BMW 3 Series and Mercedes-Benz C-Class having established their finely-honed repertoires over decades of continuous development.
Plus, there’s also strong competition from the likes of the Lexus IS, Genesis G70 and soon-to-be-retired Infiniti Q50. To do well here brands really need to be on their game, which explains Jaguar’s 2020 model year refresh of the XE.
What's under the bonnet of the new XE?
One of the big changes is simplification of the range from 14 variants to just two. The two models now on offer, the SE and HSE, are powered by the same 2.0-litre four-cylinder turbo-petrol engine, driving the rear wheels via a classy eight-speed auto.
It’s a well proven and widely-deployed engine which you’ll find in various other models across JLR’s portfolio, delivering competitive outputs of 221kW and 400Nm, and covering the 0-100km/h sprint in a claimed 5.9sec.
By way of comparison, the BMW 330i ($70,900) musters 190kW/400Nm and utilises an eight-speed auto to achieve its claimed 5.8sec to 100km/h; while over at Mercedes-Benz this sort of money will tip you into a C300 ($71,800) with a nine-speed auto, boasting 190kW/370Nm and an identical 0-100kmh split of 5.9sec.
So it’s fair to say that the Jag is broadly competitive with the class-leaders in the power and pace stakes.
The XE is also unlikely to lose any buyers because of its looks; like pretty much every model in Jaguar’s current line-up, it’s a handsome, contemporary-looking car, with a great stance, attractive proportions and fine detailing. As such, there wasn’t a lot that needed changing, although Jaguar did take the opportunity to add a sportier front bumper with enlarged air inlets, as well as new LED head and tail-lights.
Big changes in the XE's cabin
It’s inside where many of the big changes have occurred, with the addition on this HSE version of JLR’s Touchpro Duo infotainment system. This twin screen setup mimics what’s now found on other models in the Brit maker’s range, such as the Range Rover Velar. This means a 10.2-inch touch screen with navigation and a load of other features in the top screen, and a smaller lower-control-screen that’s primarily for digital climate control settings, but which can also display media choices, if you’re using the top screen for navigation.
The XE’s infotainment system now also includes Apple CarPlay and Android Auto, which had been conspicuous in its absence in the previous generation XE. The lower control screen is flanked by a pair of over-sized rotary dials with not-entirely-intuitive twist-to-adjust-the-temperature and pull-to-adjust-the-fan-speed action, which you get used to after a while.
Another key interior change is the replacement of the original XE’s quirky rotary automatic gear selector, which previously rose up from the centre console on start-up. It’s been replaced by a more conventional (and intuitive) stick shift lever, with a console switch alongside that accesses the four selectable drive modes of Comfort, Eco, Rain Ice Snow, and Dynamic.
JLR has clearly attempted to lift the quality of its interior fit and finishes with this update, but other than now being slightly more comfortable and stylish, the fundamental architecture of the updated model is unchanged.
In this HSE variant front occupants sit on sculpted perforated Windsor leather seats (ebony-coloured in the case of our car), and look out over an instrument panel clad in Luxtec, which is a convincing imitation leather. The fabric headlining in our test car also came in matching ebony, meaning the overall colour theme was fairly sombre, although there are enough flashes of meshed aluminium trim, bright metal pedals and R-Dynamic branded metal tread plates to break up the bleakness.
The configurable ambient lighting also enables selection of attractive cabin mood lighting at night.
The driving position is low and comfortable, and you grip a chunky R-Dynamic branded leather steering wheel, behind which are satin-chrome gearshift paddles. The speedo and tacho are displayed as so-called virtual dials in a 12.3-inch screen ahead of the driver, above which hovers a head-up display that includes road speed, sat-nav directions and the contact name of incoming phone calls.
There’s good storage on offer in the lidded centre console, with two USB ports and a 12-Volt outlet, plus twin cup holders hidden by a sliding screen when not in use. There’s also a handy spot for a phone ahead of the shift lever that’s now available with an optional inductive charging pad.
The front seat accommodation overall gives little cause for complaint but the XE’s tight rear quarters have been criticised before, and nothing in this update addresses that. The thinly padded rear bench is not wide enough to seat three adults comfortably and the transmission tunnel impacts on the centre passenger’s foot space.
Taller passengers have limited foot, knee and headroom which, to be fair, is an issue with most of the XE’s rivals as well, but the Jaguar is tighter than most.
The rear seat is also fixed in position, meaning there’s no load-through ability from the 410-litre boot, unless you option the 40:20:40 split-fold setup ($460). The boot can also be optioned with power opening as on our test car but features a narrow opening and a fairly shallow load bay, which we mostly filled with one full-sized suitcase and a smaller cabin-sized bag, after which there was room only for several smaller soft bags to pack around it.
A shallow screen makes rear visibility slightly difficult, but in addition to good sized side mirrors, a rear view camera and parking sensors, Jaguar has also added an option dubbed the Clear Sight rear view mirror. With the flick of what looks like the standard dimming switch on the base of the mirror it becomes a camera, offering a high resolution image of what’s behind. It’s neat but actually largely unnecessary, as you already have a reversing camera available.
What's in the top of the range Jaguar XE?
The base XE comes out of the box with an impressively long list of standard features, including AEB, lane keep assist, driver condition monitor, rear traffic monitor, traffic sign recognition, adaptive speed limiter, auto high-beam and a reversing camera.
There’s also Connected Navigation Pro, DAB digital radio, 360-degree parking monitor, ambient interior lighting, and dual-zone climate control. In addition, the HSE model as tested here gains the twin-screen Touch Pro Duo multimedia system including climate control, blind spot assist, adaptive cruise control, high-speed AEB, electric steering column adjustment, 11-speaker 380W Meridian Sound System, auto-dimming wing mirrors and 19-inch alloys.
For the record, our XE HSE also came fitted with a range of optional extras including black exterior pack ($840), 16-way electric driver memory front seat ($650), privacy glass ($650), heated front seats ($620), 40:20:40 split-fold rear seat with armrest ($460), powered boot lid ($450), and a sliding panoramic roof ($1900).
It also came equipped with three of Jaguar’s factory option packs, beginning with the Premium Upgrade Interior Pack, which includes illuminated metal tread plates, bright metal pedals and configurable ambient lighting ($1010).
On top of that we had the Dynamic Handling pack which brings configurable dynamics, adaptive dynamics, red painted brake calipers, larger 350mm front brakes, a boot lid spoiler ($2,090), and a sliding panoramic sunroof ($1900).
Finally we had the Technology Pack which includes the smart rear-view mirror, solar attenuating windscreen, wireless device charging, and head up display $1710. By the time you add that lot you’re rolling in circa $82,320 of prime Jaguar XE, plus on-road costs.
Out on the road the XE HSE is whisper quiet and comfortable, with a nicely compliant ride that is soft enough to take the edge of sharper potholes and ridges but disciplined enough to provide keen handling. There’s a real sense of quality in the way the suspension, with its optional adaptive dampers, absorbs bumps and potholes without transferring unnecessary crash-through noise or impacts to the cabin.
Time to get behind the wheel
The steering is nicely weighted and consistent, responding eagerly to inputs which, when matched with high grip levels and keen handling instincts marks the XE as something of a driver’s car. This point is reinforced by the Configurable Dynamics system, which allows the driver to set up the XE for personal driving preferences. For instance, you might like the engine and gearbox in Dynamic mode, but the steering its more relaxed Comfort setting.
Body movement through corners is well managed and, with plenty of mid-corner grip, impressive natural balance and an eagerly responsive drivetrain, it’s possible to drive the XE car with real enthusiasm, confident it will retain its composure and relish the pace.
Missing from the drive experience, however, is the sort of sporting engine note that might usually accompany such a performer, and it’s only when the four-cylinder turbo is in its upper rev register that it begins to deliver anything approaching a sporty note.
Nevertheless, the engine feels strong across a broad rev range and, in combination with the smooth-shifting and responsive eight-speed automatic, provides impressively brisk, even spirited performance. The auto does, however, lose its way a little as the pace quickens, alternately feeing too slow to kick down or holding onto gears too long, in which case drivers will appreciate the ability to take manual control via the paddle shifts.
Should I buy a Jaguar XE?
Jaguar’s tweaks to the 2020 XE certainly make it a more compelling proposition. It’s a great looking car and it’s now much easier to choose an XE from the simplified model range. Performance is competitive with similar 2.0-litre turbo powertrains from its key rivals and its supple, involving chassis will certainly please the enthusiast driver.
On the downside, interior space is tighter than some rivals and resale value is likely to be a little lower than the Germans. Nevertheless, the Jaguar XE HSE absolutely deserves to be on the shopping list of any buyer looking at this mid-sized premium sedan class.
Most buyers will continue to gravitate to the excellent offerings from Audi, BMW and Mercedes-Benz, but for those that care to run the rule over the new 2020 Jaguar XE, they will be pleasantly surprised and impressed.
How much does the 2019 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 (2015)
- Polished ride and handling
- Brisk performance
- Quality fit and finish
- Tight rear seat accommodation
- Limited boot space
- Some options should be standard
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