Despite a market that continues to crave crossover SUVs, Jaguar's underperforming sedans are safe. Automotive News (subscription required) reported on January 11 that the XE and XF sedans will continue after Jaguar CEO Ralf Speth safeguarded their future. He said sedans will play an integral part in Jaguar's electrification strategy and are important to long-term strategies in Europe and China. Specifically, Speth said as Europe and China implement stricter emissions regulations, sedans are inherently easier to work with due to their superior aerodynamic properties. Taller SUVs are more difficult to squeeze efficiency out of, simply by the nature of their shape. However, with EV technology, the shape of sedans could also evolve over time away from how we view it today. Rumors have indicated the next XJ sedan could transform into a stately electric car to challenge the Tesla Model S and upcoming Mercedes-Benz EQS. At present, Jaguar sedans aren't in good shape. Speth added that although SUVs continue to grow, the brand believes demand is starting to level out. Numerous other auto executives and companies also foresee sedan sales bottoming out around their current levels without much more room to decrease. Jaguar's sedans are also key to achieving economies of scale at the automaker and both the XE and XF's segments remain huge markets. The XE rivals the BMW 3-Series, Audi A4, and Mercedes-Benz C-Class; the XF tackles the 5-Series, A6, and E-Class.
This showed in our performance tests, where the Brit was one full second faster from 0-60mph, taking 4.4 seconds; it was also swifter from 30 to 70mph and accelerating at mid speeds. 50-70mph took 2.2 seconds in the I-Pace, which was 0.4 seconds quicker than the Audi. The heavy e-tron shows how hard Jaguar has worked to make the I-Pace an agile SUV. It steers so much better than the Audi, with more grip, more precision and a better sense of connection, thanks to the steering鈥檚 extra extra weight and solidity. Torque vectoring is just as good as in the e-tron and the I-Pace turns sharply for a big SUV. In fact, the body control is excellent and the damping compliant enough that the Jag absorbs bumps in bends without being deflected off line. It handles superbly for a car of this type, yet it鈥檚 a comfortable and refined cruiser. It鈥檚 simply a better EV than the e-tron, and the regenerative braking is partly at the root of that.
It鈥檚 a more natural, better-conceived approach that lets you adjust the regenerative braking with two modes. The most aggressive setting allows for one-pedal driving because the throttle sensitivity is well calibrated. The e-tron has a standard coasting level that you adjust using the steering paddles, with two more aggressive settings available. The Audi doesn鈥檛 鈥榬emember鈥?your choice, but will slow you more aggressively as you coast up to the car in front. The I-Pace鈥檚 boot is just four litres down on the Audi鈥檚, which is in effect nothing. A powered tailgate is standard. The Jag is smaller, so not quite as roomy, but this is relative because the e-tron feels its size. The beauty of an EV鈥檚 architecture is that it can do away with features ICE cars require like transmission tunnels. This frees up storage space, and there鈥檚 plenty in the Jag even if a few areas are a little awkward to get to. The Audi has good oddments space too. HSE model comes with a long list of safety features.
Autonomous braking, adaptive cruise, cross-traffic alert, blind-spot and lane-keep assist, plus a 360-degree camera, are included, and all of this helped the I-Pace earn a five-star Euro NCAP crash test rating. Thanks to zero CO2 emissions, these EVs attract low company car tax bills, despite their fairly high price tags. Both sit in the lowest 16 per cent Benefit-in-Kind tax band, but the slightly cheaper Audi will cost less, at 拢4,572 a year at for higher-rate taxpayers. This compares with 拢4,796 for the Jag; there鈥檚 not much in it. If you鈥檙e a cash buyer the Jag will be a better bet, because an extremely high predicted residual value of 70.2 per cent will see the I-Pace retain 拢52,646 after three years/36,000 miles. The Audi is expected to hold onto 69 per cent, and be worth 拢49,866. Testers鈥?notes: 鈥淭he I-Pace鈥檚 talent comes from how it makes sophisticated technology so easy, smooth and fun to operate. The e-tron highlights just how right Jag got it with the I-Pace a year on from the British car鈥檚 launch. Its performance and handling prove EVs can be genuinely fun to drive, while it鈥檚 as comfortable and luxurious as you鈥檇 want from a premium SUV. It gives a little away to the e-tron for practicality and a lot for infotainment, but it鈥檚 a better EV that makes more of its electric underpinnings. New Audi isn鈥檛 as innovative as the I-Pace. You can鈥檛 fault the level of kit or practicality, while the infotainment and charging potential are solid. But its more limited range, lethargic performance and less impressive handling adversely affect the strong impression these elements deliver, where the Jaguar is more rounded. Both cars will be cost-effective to run, though. Is it worth waiting for this model? The EQC is Merc鈥檚 e-tron rival. With an 80kWh battery and two electric motors giving 403bhp, it has a similar formula, and claims a 259 miles of range. It鈥檚 cheaper in AMG Line trim.
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