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2020 Jaguar XE First Drive Review | The outlier's unusual charms

ST. TROPEZ, France — It's tough out there for compact sports sedans, even top contenders like the Audi A4, BMW 3 Series, and Mercedes-Benz C-Class. Jaguar resorted to a big-winged, bestial XE Project 8 that toppled a Nurburbring record to try and gain some attention, but the regular 2020 Jaguar XE will have to attain relevance on its unwinged charms against stiff German competition. We piloted the updated underdog through jagged hills above coastal France to see how its improvements stack up. For 2020, the XE receives a few subtle but effective styling tweaks — a resculpted front bumper, a wider and more purposeful grille, and a rear bumper with slimmer LED tail lamps that make the backend appear wider and more aggressive. Aerodynamic efficiency is slightly improved or equal to the previous model, depending on equipment. But the cabin receives more critical updates, specifically a much-needed upgrading of interior materials and trim. While higher-quality materials lend the XE a distinctly more luxurious feel, also welcome is a 12.3-inch driver display screen, Jag's familiar InControl Touch Pro Duo infotainment system (optional), and modern features like a wireless phone charging pad and a new steering wheel with updated illuminated controls. Small touches like wider, softer armrests, posher seat coverings, and more spacious door pockets also elevate the passenger experience — although the rear seats are tight at the knees and head for my 5'11" frame. Speed freaks and diesel fanatics will be disappointed to learn that the XE's engine options have, in Jaguar's words, been "rationalized" for 2020, dropping the 380-horsepower supercharged V6 and 180 hp four-cylinder turbodiesel. The only available engines for 2020 are both carryover units: the turbocharged 247 hp 2.0-liter four-cylinder (dubbed the S / P250), and the R-Dynamic S / P300, which is essentially the same mill with a bigger turbo producing 296 hp. Expect 0-60 mph times of 6.2 and 5.4 seconds, respectively. All-wheel drive is optional in the P250 model ($39,900 or $41,900 with AWD), and mandatory with the P300 ($46,295). Click the gear selector into Drive, and the cabin feels quiet and well insulated as the XE accelerates. There's a noticeable, but not enormous difference between the P250 and P300's acceleration.

Weekly Recap: Jaguar takes a leap with price cut, new strategy

Jaguar was one of the famous automotive props and plotlines in the now-iconic drama Mad Men. There's a scene where the show's protagonist, Don Draper, deftly undercuts an influential Jaguar dealer by indicating that get-me-in-the-door local radio spots would be an effective way to sell cars like the slinky E-Type. The British executives think this is folly – Draper knows they will – and his advertising strategy wins out over the dealer's approach to move the metal. Jaguar's not doing that, but half a century later in the real world the company is launching plans to make its cars more attainable to new and younger customers like Millenials. These aren't coupons, but this is a leap for Jaguar, which has long banked on sexy styling and its rich motorsports history to overshadow its past mechanical flaws. Put simply, Jaguar is addressing the reasons why people, especially the younger set, don't buy its cars. The 2017 XE will start at $35,895 when it launches next spring – which makes it an attractive buy for a successful, relatively young person. When it's time to move up, the redesigned XF will be more attainable, coming in at $52,895, which is $5,275 less than the 2015 model. The flagship XJ sedan and the enthusiast-oriented F-Type sports car will also get thousands of dollars worth of added standard features, and Jag is actively pitching them as a better value than their competitors. "The Jaguar brand is on the eve of a major transformation that will see it dramatically increase its presence in the United States luxury marketplace with an expanded lineup, pricing focused on the core of the luxury market, and an all-new ownership package with best-in-class coverage," Joe Eberhardt, CEO of Jaguar Land Rover North America, said in a statement. The brand's quality and reliability dings have also lurked in the back of buyers' minds for decades, though that's an outdated notion. Jaguar placed third in J.D. Power's Initial Quality Study in June and was the top-ranked luxury brand in J.D. Power's Customer Service Index in March. Not content, the company is rolling out an enhanced program called Jaguar EliteCare that launches on 2016 models. It offers a five-year, 60,000-mile limited warranty, the longest among its competitors, with free scheduled maintenance during that period. The plan also covers roadside assistance and connectivity features.

2019 Jaguar XE SV Project 8 First Drive Review | Cat track fever

It doesn't take long for the cognoscenti to spot me. At stoplights, street corners, and parking lots, the 2019 Jaguar XE SV Project 8's swollen bodywork and park bench-sized tail attract the fanboys like iron to a magnet. My Velocity Blue tester is one of the few Project 8 cars in the States, and I can't remember the last modern Jaguar with so much head-turning charisma. If you're not up to speed, the Project 8 is Jaguar's surprise salvo into sedan madness. And Jag didn't half-ass it, either: it's Jag's biggest engine – a 592-horsepower, supercharged 5.0-liter V8 – stuffed into their smallest steed, the compact XE. Think Aston Martin V12 Vantage, AC Cobra 427, et al. Aiding downforce is a wing that delivers 269 pounds of downforce at 186 mph, so much that Jaguar had to reinforce the trunklid to prevent it from denting at high speeds. There's a flat underbody for reduced lift, and lightweight carbon fiber and aluminum body panels replacing all but the front door skins and roof. The purposeful theme is carried into the cabin, with snug racing buckets up front and seating limited to four. The boy racer cues bely some serious equipment. It's 68 lbs lighter than the next-lightest SE, the 380-hp S AWD supercharged V6. There's also a whole lot of tightening throughout, from the spring rates to the firmer engine mounts. In fact, the stiffening feels like it's been cranked to 11 – even in Comfort mode, the ride is taut and sometimes jarring, never quite feeling at ease enough. If you dig feeling every last ripple in the tarmac, it's wonderful, but anyone seeking a wallowy, coddling ride will find the Project 8 too much. The Project 8's razor sharp feedback begs you to drive on public roads like you're lapping Nardo or the Nurburbring – two of the circuits where the car was developed. But despite its legit origins, dicing such an overtly extroverted car through traffic can also be an enormous social liability. Go-fast sticker graphics? Check. Ginormous wing? Yep. Banana yellow brake calipers? Duh. This is weaponized transport for the street, enough to make the meekest driver look like he or she has something to prove. The Project 8's Alcantara-trimmed interior compliments the aggressive exterior, as do the snug-fitting seats, which use magnesium frames for weight savings (non-U.S. markets go a step further, with carbon fiber seats with four point harnesses). Squeeze the accelerator, and the XE responds with a shove and a snort even from low RPMs.