2017 Jaguar XE
The last Jaguar compact sports sedan we tested was the X-type. Don’t remember it? Well, that’s probably a good thing, as that Ford Contour based front-driver never made a serious impact here, or anywhere else for that matter. Just too much a parts bin car. Now, Jag is stepping back into that segment, and stepping up, with what may be a much more impactful car. This is the XE.
After first hitting European streets a year ago, the 2017 Jaguar XE sedan now makes its way to America’s potholes, looking to catch a ride on Jaguar’s recent Big Kahuna size wave of sales success.
And, awaiting you inside this compact sport 4-door, is the familiar Jaguar theme of late, along with plenty of the accustomed switchgear.
And that’s great. But, the drab and unappealing space it fits into is not. Much of the dash real estate goes unused. There is nothing for the passenger to look at except lots of pebbled plastic and a big airbag logo.
The XE really needs some extra trim to brighten up the space, and reinforce its upscale kinship to other Jaguars, and frankly, look competitive to other rear-drive European sport-luxury sedans.
Now that that’s out of the way, we’ll get to what we love about the XE; and there’s plenty of it. Starting with what’s under the hood.
Here, its Jaguar’s lovely 3.0-liter supercharged V6; boasting 340-horsepower and 332 lb-ft. of torque. A 2.0-liter diesel is also available. Both are equipped with an 8-speed automatic transmission, and you can get all-wheel-drive with both.
A rear-drive only, gasoline-fed 2.0-liter I4 model is offered as well.
At the track, our rear drive V6 did do some battle with wheel spin at launch, but then got off to a very nice 4.9-second 0-60. Power never deviates, with enough midrange torque for days; or at least for a 13.5–second 1/4-mile at 105 miles-per-hour. Lovely!
Automatic shifts are quick and seamless; all accompanied by a subtle exhaust note reminiscent of, but nowhere near as fierce as, the F-type.
It was easy to keep the speed up through our handling course. If we didn’t already know that steering was electric, we’d have a hard time guessing; very responsive, if down on true road feel.
Dynamic mode tightens and quickens everything up, helping to improve feel; though we found throttle response now touchy, and it was easy to initiate too much oversteer.
A 112-foot average stopping distance from 60, is quite good; as was pedal feel and overall stability.
On public roads, near posted speeds, the XE drives wonderfully. It’s a highly capable back road blaster, with a tremendously smooth and placid nature.
The ZF-sourced 8-speed transmission is well-sorted, and also well-matched to this V6; we only experienced some occasion jerkiness in stop-and-go traffic.
With every setting at its sportiest, the XE does a decent 3-series impression, but it feels more at home kept in softer settings.
Compared to rivals such as the 3-Series, C-Class, A4, and ATS; the XE is far more gorgeous to look at.
The proportions look just right, there are enough creases and angles to keep it interesting, and the coupe-like, thick C-pillar profile is certainly consistent with the segment. So, any compromise to rear visibility is a concession we can live with.
Like most recent Jag’s, there are plenty of stylish details that remind us of the now haloed F-type.
Plenty of tech features are available too, and you can activate the rear camera almost any time; which we feel is a better solution than Cadillac’s rearview mirror cam.
And while some may think we were a bit harsh in our earlier description of the XE’s overall interior environment; we have only praise for Jag’s latest InControl touch system that manages it. It’s logical, and responds quickly to your inputs. A huge step up!
A host of advanced safety systems are available for ’17, including autonomous braking; but our tester wasn’t so-equipped.
Government Fuel Economy Ratings for a V6 rear driver are 21-City, 30-Highway, and 24-Combined. Our average was a better than expected 25.8 mile-per Premium gallon. That’s an Energy Impact Score of 13.7-barrels of annual oil consumption with CO2 emissions of 6.1-tons.
XE pricing starts very reasonably at $35,895 for a turbo-4 25t; and the V6 35t is not out of line either, at $42,695; with the diesel falling in between the two.
The 2017 Jaguar XE continues the brand’s streak of all-around performance winners. Plus, on the outside, it’s very easy on the eyes. But, it’s going up against a sea of excellent alternatives with a lackluster interior that is no help. Still, and very much unlike the X-type before it, there’s a lot to like and admire about the XE, and it clearly deserves to be part of any luxo-sport sedan conversation.
Specifications
- Engine: 3.0 liter
- Horsepower: 340
- Torque: 332 lb-ft.
- 0-60 mph: 4.9 seconds
- 1/4 mile: 13.5 seconds @ 105 mph
- EPA: 21 mpg city / 30 mpg highway
- Energy Impact: 13.7 barrels of oil/yr
- CO2 Emissions: 6.1 tons/yr
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs