SE may trick buyers into thinking it’s some sort of ‘Special Edition’ but ironically enough, ours actually was, a Camry Nightshade Edition to be more specific, commanding a $2,000 premium over the SE’s standard $28,550 price tag. Nightshade is an aesthetics-only package that blacks out every exterior panel, including the window trim, side mirrors, door handles, rear spoiler, badging, and even the 18-inch wheels. If you were planning on buying your Camry this way aftermarket, why not just have it come straight from the factory? One catch is that it’s only available with the Camry SE front-wheel-drive variant. So no AWD here. It’s also only available in two colors, white and black, but in my eyes, black is the only way to have the Camry, because it hides those wonky black strips hanging off the taillights that make it look like it’s crying.

We have always believed that 300 horsepower is all that a mid-size sedan or coupe would ever need – anything more is pure excess. In this case, 200 hp feels just right for the Camry, but Toyota does offer a more potent 301 hp V6 in the more expensive XSE, TRD, and XLE trims. If you want a speedy family hauler that successfully flies under the radar, this is it. Not even the RAV4 can come with this engine. Granted, the entrance fee does reach into the $40,000 mark, but it’s the venerable 3.5-liter V6 that has been around for ages, is also found in Lexus -350 models, and is a bulletproof powerplant rumored to outlast even Twinkies after the apocalypse.

Which brings us to the rivaling Honda Accord, because in the grand picture and especially where driving fun is concerned, the Accord is miles ahead with a peppier turbo engine and a wonderfully balanced chassis. The Camry clearly takes a more leisurely focus towards driving and comfort and in that light, it overwhelmingly shines over the Subaru Legacy, Nissan Altima, and Hyundai Sonata. If quick, spirited, and engaging driving takes any priority on your checklist, I’d recommend the Accord instead. Just stay away from the CVT, and opt for the rarified manual if three pedals are up your alley.

The already handsome Jaguar sheet metal receives slimmer front and rear lights that are narrower than before, much like the new F-Type coming later this year. The front grille is slightly larger. There are currently only two trims for the 2020 XE, SE (49.900 USD) and SE R-Dynamic (55.800 USD), the latter adding a more powerful engine tune, larger front brakes, a more aggressive body kit with blacked-out elements, larger front air intakes, a leather steering wheel, sport leather seats with contrast stitching, and new wheel designs.

Both XE trims are powered by the same 2.0-liter turbocharged four-cylinder but in two states of tune. The SE P250 receives the 247-hp tune (0-100 km/h in 6.5 s) while the R-Dynamic P300 gets the 296-hp output instead (0-100 km/h in 5.7 s). All-wheel drive is standard, as is an 8-speed automatic transmission. Normally I would suggest holding off until the inevitably more powerful XE S variant comes into fruition, but this four-cylinder is plenty eager, capable, and more than enough for the casual runabout.

Though not as free-revving as a BMW’s four-cylinder, the power is good and acceleration feels stronger than the G70 2.0t. Switching to Dynamic mode via the center toggle spices up the powertrain, and the speakers begin to pipe in some extra noise once you pass 5,000 rpm. We also noticed some over-throttle whereby lifting off the accelerator does not instantly equate to a drop in acceleration.

The steering feels more electrically assisted and boosted than before, and while incredibly reactive to even the most minute of rotation inputs, makes it tricky to modulate at speed. The same goes for the brakes, which almost feel like a hybrid’s regenerative brakes in terms of its initial springboard-like feedback and tricky nonlinear travel. With the Alfa Romeo Giulia and BMW 330i both harboring crisper and more progressive steering with predictable brakes that you can lean on, I feel like Jaguar took a step in the wrong direction here. At least the chassis pays dividends to the XE’s excellent road manners, absorbing vertical undulations like a larger mid-size sedan, all without upsetting its already impressive inherent balance. Our XE did not come with the adaptive dampers either, and I don’t think it needs it.

We have yet to receive word of a diesel or a supercharged V6 offering, though we have high hopes for the latter or JLR’s new inline-six. The chassis is just begging for a larger motor, and it should make for one underrated and engaging driving experience. In the meantime, the four-cylinder is all you get, and a good one at that. Mixed with a buttoned-down chassis and outstanding new interior, the updated XE remains one of our top picks in the segment.