For my final post on DRIVETRIBE it seems fitting to lament the loss of one of my favorite cars of this era. Overlooked by many, scorned by some, but loved by a lucky few.
My first ever ride in a sports car was in a lemon-yellow E-Type Jaguar, which belonged to a close friend of my father. Uncle Jack had offered to take me and my brother “for a spin in the Jag.” By “spin” he meant a hair-raising blast along the narrow lanes of Warwickshire. While my older brother jumped in the front seat, I was relegated to the bench in the back, where cushioning appeared to be an option.
Jaguar E-Type (4.2L Serie1 1 FHC)
Jaguar E-Type (4.2L Serie1 1 FHC)
I remember the growl resonating from the 4.2-liter straight-six, which became a roar, as I was pasted to the back of the seat. I could see the endless sculptured expanse of lemon-yellow beyond the windshield, rear up, then dive into each corner, and rise again as Jack blasted us from the exit. It was like watching the bow of a ship on a rolling sea. I could hear the screech from the skinny tires and smell the burnt rubber mingled with the heady aroma of gasoline and engine grease. I was used to my dad’s spirited driving, but this was a roller-coaster ride long before I ever experienced the real thing.
That first taste of real speed left a lasting impression, and the Jaguar marque was burnt into my imagination, and so, when four decades later I found a bargain Jaguar XE 3.5t R-Sport for sale, I fairly snapped it up. A decision I count among my best – and for the cynical among you, that's after owning it for over four years.
Birth of the Jaguar XE
Ford had bought Jaguar in 1990, but by the end of that decade, the marque was stuck in a revisionist design rut, struggling to redefine itself in the modern era and producing some of the worst looking cars in its history – remember the S-type? Fate would play its role, and in 1999 Ford would rehire Ian Callum, the genius behind the legendary RS200 and Escort RS Cosworth. Callum set about designing a new lineup, and his first offerings included the fabulous F-Type and the XE sedan. The new cars combined strikingly modern design aspects: a large, flat-nosed grille and deep body section under a sweeping, low-profile roof while maintaining the archetypal flowing lines that made the E-Type an all-time classic.
They were also the first Jaguars to utilize a thoroughly modern aluminum monocoque and benefited from double-wishbone suspension up front and Jaguar's unique “Integral Link” multilink setup at the rear. The XE R-Sport also came with adaptive damping. Although the fly-by-wire power steering robed drivers of some feel, it was good enough that in 2015, Road and Track reviewed it as: “easily among the best electric setups to date.” The XE was also fitted with all the gadgetry expected in its class featuring a top-notch infotainment system, lane management, adaptive cruise control, and even the first laser HUD as an option. Sadly, Jaguar did not produce the V6 version with an optional manual gearbox. Nevertheless, should owners decide they want one, I’m told the gearbox fitted to the manual F-Type V6 and V8 bolts right on. Although, not many will since the excellent and now ubiquitous automatic ZF 8-speed transmission is also featured in the new Jags, tuned to perfection.
A Cat with Two Faces
I have owned various cars in the class, such as the BMW 3 Series, an Audi A4 (V6), and driven many others, including M3s, a C-Class, and the Cadillac CTS. They are all great cars in their own right, but the two that stood out were the BMW M3, based on performance, and the Audi A4, for its refinement and comfort, despite the unforgiving seats. The Jaguar XE 3.5t R-Sport was (and still is) outstanding because it combined M3 levels of performance with A4 and C-Class levels of refinement, and if that weren't enough, the XE was a more handsome design than any of them.
The driving position in the XE is unmistakably sporty. The low seat and slopping windshield feel much more akin to a coupé than a sedan, which tends to overemphasize the long hood, evoking memories of Jack’s E-Type. In the standard driving mode, the XE R-Sport will comfortably waft around country roads, soaking up the bumps like the best of the big GTs. While on the highway, a dab on the accelerator will whip the 340 horses lolloping under the long hood into a frenzy of action, providing a pleasing snarl from the twin exhausts and all the acceleration you need to whistle past the traffic. The XE is the kind of car that has you looking for excuses to take a long road trip.
Then, there are those days when I find myself blissfully alone in the Jag with the option to take a twisty mountain road instead of the highway home – joy of joys. I’ll switch the 8-speed to Sport, select the Dynamic mode, and suddenly I’m driving a very different beast, with faster gear shifts, sharper throttle response, and increased steering weight. With the gas peddle pinned to the floor, I'll be doing 60 mph in just under 5 seconds. But more impressive, the XE R-Sport, unlike the F-Type, its tail-happy sister, lays down its power with a precision that is borderline boring, despite relying on electronic wizardry rather than an LSD to distribute torque, which peaks at 332 lb/ft. Not enough power, you say? If 340 horses won't cut the mustard for you, owners can opt to buy the supercharger pulley and engine map from the F-Type 400 Sport, bringing output up to a blistering 395 horsepower (full disclosure, I haven't tried this myself – yet)
When you push the XE R-Sport, the rear-end has a habit of giving just enough to help rotate the car before reliably snapping into line as you exit the corner. To accompany you, a suitably raucous soundtrack, which combines the whine of the twin screws and the roar of the 3-liter, supercharged V6. Even with the traction control set to Trac mode, thus reducing its interference, the XE persistently refuses to misbehave. There is more body roll than you would get in an M3, and the chassis is not as stiff, but the suspension can handle anything you throw at it. The XE R-Sport is planted like an oak tree in the switchbacks, but supple like a willow when you want to waft along the lanes.
So why is it gone?
Jaguar has stopped selling the XE altogether in North America, and even in Europe, the (admittedly thirsty) SC V6 is no longer an option, leaving only a 300-hp, turbo-charged, four-cylinder as the sportiest version. SUVs outsold sedans for the first time in the US in 2015; by 2019, SUVs were outselling sedans two to one, and being a niche brand, I’m guessing Jaguar had to make some difficult choices. Reputation also plays a part, and here in the US, Jaguar has never been able to shake off its association with unreliability, stemming from the 60s and 70s. It didn’t help that the XE also experienced issues, mostly relating to the infotainment system and some of the electronic gizmos. Issues that plagued my own Jag, until it got a software update. Then, of course, there is the EV revolution, as we gradually leave combustion in the dust, and ever tighter regulations gradually push sporty sedans out of production. Whatever the reason, it’s a damned shame because the XE 3.5t R-Sport is deserving of a much longer legacy.
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Thank you DRIVETRIBE! It was fun while it lasted.
Keyword: Gone Too Soon - The Jaguar XE 3.5t R-Sport