NEW JAGUAR XE SEDAN TAKES ON TOUGH ENTRY-LEVEL LUXURY SEGMENT

With an out-of-town trip coming up, my last ride of the year was one of the newest cars on the market. I’d say there’s a kind of symmetry about that, a rarity in my usually disorganized life.

The car was the 2017 Jaguar XE sports sedan, which the company calls a “true driver’s car” in adding it to its lineup last spring. The company expects big things from it in a very competitive segment that long has been dominated by German manufacturers Mercedes-Benz, BMW, and Audi. In other words, a tough market.

Early sales results put the XE right in the middle of the company lineup behind its new F-Pace SUV and its XF midsize sedan and ahead of the F-Type sports car and XJ full-size luxury sedan. But it still trails the Teutonic bunch. (All the numbers are available at http://bit.ly/2i1eWMH if you’re interested.)

The new XE comes with a choice of three engines with a 2.0-liter, turbocharged 4-cylinder serving as the base. It is rated at 240 horsepower and 251 pound-feet of torque. If that is too meek for you, there’s also a 3.0-liter, supercharged V6 that increases those numbers to 340 and 332, respectively, trimming zero-to-60 mph time to 5.1 seconds from the 6.5 in the base.

I was provided the 20d trim, which is a diesel power-plant. The 2.0-liter turbocharged diesel provides lots of torque (318 lb.-ft.) and provides top-of-the-line fuel mileage of 32 miles-per-gallon city, 42 highway and 36 combined, according to EPA testers. The gasoline versions are 21/30/24 with rear-wheel drive and a mile per gallon less with all-wheel drive. (Frankly, I’m not sure how the government came up with the same numbers for the 2.0L and 3.0L engines, but the mysteries of how the feds work (?) is a topic above my grade.)

Each of the models (20d, 25t, and 35t) is available in XE, XE Premium, XE Prestige, and XE R-Sport trim levels that carry respective MSRPs running the gamut from $34,900 to $51,700.

The 20d Prestige model I had for the week was listed at $46,395 including the $995 destination and delivery charge. Included in that were some no-charge options — satellite radio, white metallic exterior finish, and a “Vision” package that included Xenon headlights with LED signature lighting, high beam assist,  front and rear parking aids, and blind spot monitor system.

The standard equipment included 10-way power adjustable front seats (4-way lumbar) with leather surfaces and driver memory settings, keyless entry with push-button start, moonroof, rearview camera, navigation, InControl infotainment system, and a premium sound system.

The 8-speed automatic transmission is operated via a dial that rises up from the center console when the engine is started and features a Sport mode as well as paddle shifters for manual gear selection. The JaguarDrive Control system offers the option of various settings to enhance performance with the dynamic setting providing sportier performance.

And yes, there is also a start-stop mode to reduce fuel consumption when idling, though you can turn it off by pushing the button on the console. But you have to do that each time you restart the engine.

All in all, the bold, distinctive exterior and the classy, eye-pleasing interior makes the 2017 Jaguar XE a must for anyone shopping in the segment, especially those who want to stand out from the crowd.

What I liked about the 2017 Jaguar XE: It has a distinctive look and character about it. Putting in destination information for the navigation system was easy enough, though some of the other functions are a bit more fussy to operate.

What I didn’t like about the 2017 Jaguar XE: The road noise seemed a bit excessive at typical expressway speeds. (But there was no wind noise at all.) The voice commands on the navigation system were a bit on the excessive side. Do you really need to be told that in 3.2 miles you should “continue straight” on the route you are on?

Would I buy the 2017 Jaguar XE?: Probably, but I would like to drive one of the gasoline versions. The diesel engine had kind of a low, bass sound that made it seem like it was laboring at times, which, with all that torque, certainly wasn’t the case. But it was the feel I got with it.

WHATEVER YOU CALL IT, INFINITI’S Q50 SEDAN

RED SPORT 400 HAS A LOT TO OFFER

I like red cars. Unless you count a maroon Ford Falcon Sprint convertible I had back in the mid-1960s, though, I’ve never owned one, but I do like them.

Thus when a red 2017 Infiniti Q50 sedan showed up in my driveway recently, it had me at first look. That it happened to the top-of-the-line Red Sport 400 trim just added to the anticipation.

If you don’t recognize alphanumeric Q50 tag, it is what Infiniti now calls its smaller luxury sports sedan these days. Before the company went to the system of designating its convertibles, sedans, and coupes with the “Q” badging and crossovers and SUVs with “QX,” the Q50 was the G37. (The G37 coupe/convertible goes by the moniker Q60.)

It wasn't a direct line from one to the other as there was the short-lived Q40 sedan, which the company took out of production in 2015 after one model year, kind of in between, and for a while the company sold both. But that’s how it has ended up.

Whether it was a reluctance to accept the new naming system or genuine criticism, the Q40 and later the Q50 got a rather lukewarm reception among many reviewers, who preferred the G37 to the redesigned model that replaced it.

Wards Auto called the 2014 Q50 not “a big leap forward over the G37” that it replaced but added that it wasn’t “all bad.” Edmunds.com praised it for its technological features and interior quality, but wasn’t as enthusiastic for its handling and ride quality. In its analysis of reviews, U.S. News & World Report rated it no better than No. 11 out of 20 luxury sports sedans.

Though the competition is tough (Audi A4, BMW 3-Series, Mercedes-Benz C-Class, etc.), I think that is underrating the Q50 a bit. Its exterior is striking, especially in what the company calls its new “Dynamic Sandstone Red” color, its roomy cabin coddles riders with high quality materials, and the response from the 3.0-liter, turbocharged V6 engine in the Red Sport model is equally up to the competition.

That engine is rated at 400 horsepower and delivers 350-pound feet of torque to the rear wheels via a 7-speed automatic transmission that can shifted manually through paddles mounted on the steering column and also can be adjusted to Snow, ECO, Standard, Sport, or Sport-Plus modes depending on conditions or your own personal wishes at the time. It’s also available with all-wheel drive.

A slightly milder version turbo V6 that is tuned for 300 hp and a 2.0L turbo 4-cylinder engine are also offered as well as a gas-electric hybrid drivetrain on other trim levels.

EPA mileage ratings for the 2017 Q50 Red Sport 400 are 22 miles-per-gallon city, 26 highway and 22 combined, and premium fuel is required.

Standard equipment on the Q50 Red Sport 400 includes automatic on/off LED headlights, LED fog lights, 19-inch wheels, leather-appointed 8-way adjustable sport seats with driver’s side lumbar support and side bolsters, dual zone climate control, rain-sensing windshield wipers, power sliding glass moonroof, rearview monitor, InTouch dual display system with two screens, Bose premium sound system, Bluetooth hands-free phone communications, and two USB connection ports.

That’s included in the MSRP of $48,700.

Other good stuff, like special seating, adaptable cruise control, blind spot warning and lane departure warning, Infiniti’s InTouch infotainment system with navigation, etc. is available in option packages that, along with the $905 destination and delivery fee, ran the total cost of this 2017 Q50 Red Sport 400 up to $60,220.

There are five other trims with the base starting at about $25,000 less.

What I liked about the 2017 Q50 Red Sport 400: Other than the driving performance — the website zeroto60times.com clocked the 2016 Q50 Red Sport 400 in 4.5 seconds — I liked the idea of having two screens on the center stack. One displays the map for navigation and is operated by the knob on the console. The smaller, lower screen, is for audio, climate, and other functions. Being able to make adjustments without having to change screens is a nice touch that I have seen only here and on some Honda/Acura models.

What I didn’t like about the 2017 Q50 Red Sport 400: The manual offered little in the way of help, and it took a while, but I finally figured out to change the clock from EDT to EST. There could be issues with instructions for other functions as well, but I find that this isn’t an issue exclusive to Infiniti but to auto owners’ manuals in general. Also, call me a traditionalist, but I don’t see what was gained in the name change from G37.

Would I buy the 2017 Infiniti Q50 Red Sport 400: It would be my choice from among the other trims for sure. And I would make sure it was red.

JAGUAR JUMPS INTO LUXURY

SPORTS SEDAN SEGMENT WITH 2017 XE

I’ve always tended to look with favor on new Jaguars, even when they didn’t deserve such recognition.

You don’t have to go all that far back to come to a time when their technology (i.e., navigation and audio systems and the operation thereof) was at least a half-step, if not a full pace, behind that of their competitors, and they were late coming to market with convertibles with tops that automatically folded neatly into an enclosed compartment instead of requiring you to get out and snap in place a tonneau cover.

And then there were the issues like about how Aunt Jane once had a Jaguar and it was always in the shop.

But since Tata Motors bought the famed Brit brand from Ford in 2008, Jaguar seems to have undergone a product revitalization, an example of which is the F-Type coupe and convertible introduced in 2014 and featured in current television ads.

The droptop is unquestionably my favorite Jaguar and one of my favorite luxury cars period.

But Tata didn’t stop there.

With the 2017 Jaguar XE, the company dives into the thick of the compact luxury sedan segment by taking on the traditional leader of the class, BMW’s 3 Series, along with the Mercedes-Benz C-Class, Audi A4, and others. If you’re tired of browsing in Teutonic showrooms, the XE gives you a good reason to shop around.

The XE comes in four trim levels (Base, Premium, Prestige, and R-Sport) and with three different engines offered for each, starting with a 2.0-liter turbocharged four-cylinder (240 horsepower, 251pound-feet of torque) and including a 2.0-liter turbodiesel (180 hp, 318 lb.-ft).

The XE Prestige 35t model I had for the past week came with a 3.5-liter supercharged V6 that is shared with the F-Type and tops the power range at 340 hp and 332 lb.-ft. of torque. It scoots from zero-to-60 mph in just 5.1 seconds, according to company clockers, and I have no reasons to doubt their numbers. With optional all-wheel drive, it’s a tenth of a second quicker. (Times for the smaller-engine 25t model is 6.5 seconds and for the diesel 7.8.)

All the engines are mated with an eight-speed automatic transmission that can be manually shifted via steering wheel-mounted paddles or put in Sport mode for some extra punch.

Fuel efficiency for the four-banger is listed as 21 miles-per-gallon city, 30 highway, and 24 combined. For the 35t, it’s the same with RWD models and 20/29/23 with AWD. Jaguar hasn’t released numbers for the diesel and they aren’t available at www.fueleconomy.gov, but they’re expected to be better than those for the gasoline models.

I’ve always liked the exterior styling of Jaguars. They have a very distinctive look about them that sets them apart from their competitors. You never have to check out the badging to confirm it’s a Jaguar.

That’s certainly true with the 2017 XE. Though it doesn’t have traditional Jaguar cat leaping from the hood — the company opted instead to go with its other signature logo, the Growler, in the front grille, the all-new XE isn’t going to be confused with any other make from any other manufacturer.

Inside, the Jaguar XE has a distinctive look as well, thanks in part to the rotary dial gear selector that rises from the center console when the start/stop button is pushed. The cabin is uncluttered, which is both good and bad. It takes a bit of time to get used to how the various infotainment features are operated, and the navigation map kept asked me to log in to my account, which I didn’t have. Response to voice commands was about average. Overall, though, the systems aren’t overly complicated to operate, and they’re a big improvement over what Jaguar offered a decade or so ago.

The ambiance of the interior is very classy, and the front seat is rather cozy. The backseat? Well, three passengers supposedly fit back there, but I’d hate to be the person in the middle. Truck space is on the generous side with a capacity of 15.9 cubic feet.

Pricing for the XE 25t (2.0 turbo) starts at $34,900. MSRP for the diesel version is $36,400. The 35t (3.0 supercharged) starts at $41,700.

The 35t Prestige model I had included optional Vision (HID headlights, headlight power wash, high beat assist, front and rear park assist, blind spot detection and reverse traffic detection) and Technology (10.2-inch touchscreen, navigation, surround sound, and Wi-Fi) packages with a base price of $45,600. Add the destination and delivery and total charges were $46,595.

What I liked about the 2017 Jaguar XE 35t Prestige: It’s beautiful on the outside and comfortable on the inside. Especially when set in Dynamic and Sport mode, its responses are quick and deliver a true sports sedan performance.

What I didn’t like about the 2017 Jaguar XE 35t Prestige: The infotainment system could be simpler to operate. A dial to flip through radio stations, for instance, would be a good addition. Somehow, I hit something that turned off the radio, and it took a while to figure out how to get it back on. Kind of reminded me of the time several years back and I accidentally turned off the audio on a BMW and I ended up pulling over and stopping the car and turning off the engine to start all over to get it back on.

Would I buy this car: Yes. It’s at least worth a look, especially if you are looking for something distinct from the usual BMW-Mercedes-Audi mold.