Jaguar XF 2.7D vs BMW 525d M vs Mercedes E280 CDI Options

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XF vs rivals

Jaguar hopes to shake up the executive sector with the new XF. We find out if it can beat its key rivals.

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Photos: Simon Clay / Nathan Morgan





THE XF has landed. And you’ll know from last week’s first drive that we rate the exciting new saloon very highly indeed. But does that mean Jaguar has finally built a car capable of taking on and beating the world’s best executive models?

There’s only one way to find out: we’ve conducted an exclusive UK group test, pitching the Jaguar against its most talented and direct rivals from Mercedes and BMW.

And where better to start our three-day test than Coventry, Jaguar’s ancestral home? Especially since 2008 marks 80 years since the firm first set up shop in the city.

While cars are no longer built at the historic Browns Lane site, the brand still has a strong presence in the area – the XF was developed at the Whitley Engineering Centre on the outskirts of the city. Jaguar’s future may be uncertain, but the four-door is a product of the Midlands – and the most important model in the firm’s history. While the XK coupé is sublime, it’s not meant as a volume seller. The XF is, and needs to show there is life left in the Jaguar brand.

To that end it has a unique interior and shares its aluminium suspension with the £60,000 XK. And yet XF prices start at £33,900 for this 2.7D Luxury. That makes it the cheapest car here as it meets the BMW 525d and Mercedes E280 CDI. Together, they will test every aspect of the new Brit. Can it survive the onslaught?


Jaguar XF 2.7D Luxury







DETAILS Price:£33,900 ($66,080.55 US)
Chart position:1st
WHY? The twin-turbo diesel will be the top-selling XF. It’s on sale, along with three petrol versions, in March.
AT A GLANCE: Charm is central to the XF’s appeal. The interior has a real sense of theatre, and the driving experience is equally charismatic, thanks to the silky engine and honed road manners.

SCORES Styling/image: 5 stars
Interior/quality: 5 stars
Practicality: 4 out of 5 stars
Driving experience: 4 out of 5 stars
Ownership costs: 4 out of 5 stars
Green rating: 3 out of 5 stars

ECONOMY
It’s the biggest and heaviest car of our trio, but the XF has the best aerodynamics of any Jag ever. What’s more, its relaxed road manners enabled it to return 35.4mpg – very close to its claimed economy figure of 37.6mpg, .

RESIDUALS
It’s not only private buyers who care about resale values; the figures affect contract hire rates for fleet users, too. The XF retains 47.9 per cent of its value after three years – the best on test – which helps to give it the lowest running costs as well.

SERVICING
The British marque has a strong advantage here. The first services for the XF come to £1,015, which is cheaper than either rival. Even better, the Jag network finished an impressive sixth out of 32 in our Driver Power 2007 dealer survey.

TAX
WHILE the 2.7-litre twin-turbo diesel is effortlessly smooth, it’s unchanged from the engine in the S-Type. In this company, it’s not especially clean, and its 199g/km CO2 emissions mean higher-band owners will pay £3,932 a year in tax.

VERDICT
+ The Jag is a delight to drive; gearknob is intuitive, well packaged and fun to use; stereo allows full touchscreen control of an iPod.
- Slanted window doesn’t only restrict visibility, it also limits headroom; the narrow load opening makes access difficult.

It looks great, but is the big cat good enough overall to beat the best?

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THE XF “is the beginning of a new era for Jaguar” – those are the company’s own words. This seems an odd claim given that the saloon shares its basic frame with its predecessor, the S-Type, and has exactly the same wheelbase measurement. You would have expected engineers to use a modified version of the XK’s platform, for example.

Still, elsewhere it’s more a case of revolution than evolution. The XF is said to have the quietest engine in the executive car class, as well as the best torsional stiffness, while it has been constructed using very high strength steels.

You’ve got to admit the model has been well shaped by Jag chief designer Ian Callum and his team. We have reservations about the front end – the grille looks a bit low from some angles, and is an obvious attempt to retain a classic Jaguar feature. But wherever else you look, the styling is bold, modern and appealing.

The strong shoulders, high tail and shallow rear screen angle give it the stance of a coupé, and up close it’s difficult to spot any obvious weaknesses. We were particular impressed with the solid construction of the mesh grille, the neat LED tail-lights and the reflective chrome exhaust liners – at night, it looks as though there’s a torch being shone out from the inside.

Overall, it comes across as sleek and svelte. But on a day-to-day basis, owners are more likely to be concerned about practicality. Traditionally, this has been a Jaguar weak point, although the XF’s high tail means it has a 500-litre boot – or 540 litres if you do without the optional space saver spare and include the underfloor area.

Even though it’s the longest car here, the big cat has the weakest packaging – it trails both its rivals for rear legroom, with a measurement of 725mm. Headroom is tolerable rather than exceptional, too, although the XF’s back seats still provide more than enough space for two.

Maybe Jaguar hopes occupants will be too busy admiring the cabin architecture to worry about the room. This is the most striking and beautifully executed interior we’ve seen in an executive saloon.

It’s at its best at night, when a turquoise glow illuminates not only the switchgear, but also the door panels. The layout is simple, logical and as easy to get on with as the Merc’s. Neat features include the touch-sensitive interior lights and glovebox release. Yet the highlight is the centre console – in particular the JaguarDrive Selector. The gearlever dial pops up when you press the engine start button, and is so logical to use, you ask yourself why nobody has thought of it before.

While it’s unmodified for the XF, the 2.7-litre diesel was always one of the smoothest engines available in the S-Type, and nothing has changed. Although the noise figures suggest otherwise – our meter read 68dB at 70mph – the XF V6 is the least intrusive. The engine is the most impressive all-round, too. It couldn’t match the pace of the manual BMW, yet in day-to-day driving that’s not so vital. What made the Jag so good was the twin-turbo’s minimal lag, the swift, smooth gearchanges and how silent it was – especially compared to the 5-Series.

This is due to the secondary bulkhead and dual-insulated subframe, which ensure barely any noise can filter back into the cabin. However, we were slightly disappointed by the amount of wind intrusion from round the glass area. After driving the E-Class, it felt as though a window had been left ajar in the Jag. Finding fault with the driving experience in other areas was much harder. The ride was tauter than we expected, but we’re putting the blame for this squarely on the fact that our car wore optional 19-inch alloys. Expect the standard 17-inch rims to deliver greater comfort.

Nevertheless, the damping is tuned to perfection. It wasn’t as soft and silent as the Mercedes on motorways, but the XF still managed to glide effortlessly over rough surfaces. Plus, it also boasted wonderfully incisive steering, allowing the grippy front end to slice into corners with great grip and poise. In fact, it left the BMW looking like a bit of a bruiser in comparison – the 5-Series simply could not match the finesse and sensitivity of the Jaguar’s handling.

The XF doesn’t disappoint in terms of equipment, either. Our £33,900 Luxury model is the base car, but gets Bluetooth, sat-nav and a host of other goodies. Let’s see what Mercedes and BMW can do to hold off the British challenge.


BMW 525d M Sport







Class leader is under threat - yet it's still a very strong proposition

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DETAILS Price:£34,155
Chart position:2nd
WHY? For comfort and refinement, nothing touches the E-Class. Can the Jag match its cruising ability?
AT A GLANCE: The class leader since its launch in 2004, the BMW has been deposed. Performance and low tax costs will still make it the choice for many, but the Jaguar rides, handles and looks better.

SCORES
Styling/image: 4 out 0f 5 stars
Interior/quality: 4 out 0f 5 stars
Practicality: 4 out 0f 5 stars
Driving experience: 4 out 0f 5 stars
Ownership costs: 4 out 0f 5 stars
Green rating: 4 out 0f 5 stars

ECONOMY
the manual gearbox means less power loss through the transmission, and thus better economy. But even if you specified the automatic, returns of more than 40mpg are still feasible. Despite its bulky looks, the 5 has the best aerodynamics.

RESIDUALS
Usually, the 5-Series has the best residuals of any exec saloon, plus is the cheapest to run. Not any longer. It doesn’t trail the XF by much, with a 46.6 per cent residual and 85 pence per mile costs. But this is a real coup for Jaguar.

SERVICING
BMW’s £1,030 service and maintenance pack provides complete peace of mind. But unless you cover big mileages, it isn’t great value. You’re only likely to get two dealer visits roughly 18,000 miles apart over three years.

TAX
Buying the BMW is a no-brainer for company users. Higher-rate tax payers can run the 525d for £3,142 – at least £800 a year less than either rival. Add an auto and it’s still cheaper, as emissions rise only slightly, from 165g/km to 172g/km.

VERDICT
+ The BMW has superb rear seats; programmable preset buttons are a great idea; engine delivers the best economy of the cars on test, and emits the least CO2
- The 5-Series looks chunky; it can’t match the Jag for boot space.

If Jaguar’s new XF is going to be a big seller in the UK market, it needs to convince customers that it’s a better proposition than our current executive class leader. But although the BMW 5-Series is the benchmark by which other models in this sector are judged when it comes to driver appeal, it has never been universally admired for its looks.

While the design unquestionably oozes solidity, it’s hardly as chic and elegant as the XF. Still, some well executed detailing adds a touch of visual interest. The fan-like LED tail-lamps and circular outer rings of the headlights look great at night, and the more aggressive bumpers fitted to our M Sport model give the 5-Series a racy, M5-like appearance.

Inside, the cabin simply can’t match the warm and welcoming opulence of the XF interior. Where the Jaguar has the feel of a trendy cocktail bar, the BMW is more like an austere office.

It’s smart enough, and is a very comfortable place in which to spend time, too: the driving position is first rate and the big chairs provide plenty of support. But the layout just isn’t as easy on the eye. The high-rise dashboard and predominately dark materials make it seem sombre when lined up alongside the Jag.

As you would expect, build quality is first rate, and thanks to excellent insulation, the sound of the wind is well suppressed from the cabin. Yet although the BMW recorded the lowest noise figures – our meter was showing 67dB at 70mph – its engine could be heard more than in the other cars. Not that many owners are likely to complain; it’s not an unrefined or nasty sound, but a turbine-like resonance that hints at serious thrust from under the bonnet.

Hardly surprising, then, that the oil-burner picks up from well below 1,500rpm and doesn’t reach its red line until 5,000rpm – that’s 750rpm later than the Jag. The 3.0-litre unit is responsive and purposeful, and delivers great performance.

It’s all the more impressive when you consider the 525d is by far the most economical car in this test – it averaged 41.6mpg during its time with us – as well as the cleanest, with CO2 emissions of 165g/km. This is all thanks to the company’s excellent Efficient Dynamics brake regeneration package, and proves that no rival can touch BMW when it comes to engine technology.

The manual gearbox hasn’t got the slickest shift in the world, but that couldn’t hold the 525d back at the test track. It sprinted from 0-60mph in seven seconds exactly – just under a second quicker than the Jaguar. And while the BMW was only slightly ahead of the British saloon during our in-gear tests, it left the Mercedes feeling unresponsive by comparison.

In corners, the 5 also has the upper hand on the E-Class. Thanks to its super-stiff body, sharp steering and unflappable suspension, it corners without fuss where the Mercedes pitches, rolls and gets flustered. But while the chassis feels technically unbeatable, the 5-Series can seem a little wooden compared to the supple XF.

The biggest issue is that the BMW is so hard and unforgiving. The combination of the M Sport’s stiffer suspension and the 18-inch run-flat tyres means a firm ride, so you get bumped along on A-roads and notice motorway surface changes. The standard set-up is softer, but it still can’t match the XF’s balance of driver appeal and comfort.

In this test, running costs are a trump card for the 5-Series. As well as low emissions and superb economy, it has a hassle-free fixed price servicing deal. And it’s cheaper to buy than the E280, too. Is that enough to help the BMW keep its crown?


Mercedes E280 CDI Avantgarde





DETAILS Price:£35,697 ($69,587.31 US)
Chart position:3rd
WHY? For comfort and refinement, nothing touches the E-Class. Can the Jag match its cruising ability?
AT A GLANCE: We expected the XF to be more like the E-Class – placing the emphasis on comfort and refinement. On long journeys, the Mercedes is still the best choice. However, it falls down elsewhere.

SCORES
Styling/image: 4 out of 5 stars
Interior/quality: 4 out of 5 stars
Practicality: 4 out of 5 stars
Driving experience: 4 out of 5 stars
Ownership costs: 3 out of 5 stars
Green rating: 3 out of 5 stars

ECONOMY
While the E280 managed a respectable 34.5mpg, it was still the only car not to cover 500 miles on a tankful of diesel. A larger fuel tank can be specified – this provides an extra 15 litres, and boosts the range by 114 miles.

RESIDUALS
After three years, all these cars will be worth around £16,000. The E280 – the priciest model to buy by over £1,500 – has the most to lose. No wonder it costs 10 pence per mile more to run than the Jag, at 93.5ppm

SERVICING Despite Mercedes’ prestige brand status, its dealers could only manage a lowly 18th in Driver Power 2007. High prices were a big gripe for owners – and this is true for the E280 CDI, as three check-ups cost £1,096.

TAX
To run the E280 CDI, business users earning in the higher band will have to shell out more than £4,100 a year. It puts out identical CO2 to the Jag, and suffers the same three per cent diesel surcharge, but is £1,797 more to buy.

VERDICT
+ Cabin is well built and laid out; great at carrying passengers; engine is smooth and quiet.
- Doesn’t have the visual appeal of the new Jaguar; can’t match either of its rivals for power.

Classically styled three-pointed star is the comfort-oriented choice.

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With Jaguar having abandoned the retro looks of the S-Type and given the XF a bold new design, the E-Class is probably the most dated and conventional-looking car in this class. The twin oval headlights, classically shaped grille and bonnet-mounted three-pointed star badge are all trademark Mercedes saloon features.

The E-Class blends these with smooth but unremarkable lines, and in this company it doesn’t stand out. It certainly fails to make a statement like the modern Jaguar or sporty BMW.

Many Mercedes owners love this understated elegance, though, and it’s a similar story inside. While the E-Class hasn’t got the glitzy charm of the Jaguar, overall it’s simpler to get on with and easier on the eye than the BMW’s cabin.

The low, swooping dashboard and narrow A-pillars give you a great view forward, plus the driving position provides a decent range of adjustment. And although the seats are not as heavily bolstered as those in the BMW, they are just as comfortable on long trips.

In fact, comfort is a real ace in the E-Class’s hand, particularly because the E280 engine is such a gem. With 190bhp, it doesn’t offer quite the same thrust as the BMW powerplant, but it delivers its 440Nm of torque in a relaxed manner, and feels marginally punchier than the Jaguar low in the revs – hardly surprising, given that the peak output arrives 500rpm lower, at only 1,400rpm.

Nevertheless, both the Jaguar and BMW are faster in the 0-60mph sprint; they also respond quicker to throttle inputs in the mid range. The E-Class’s standard automatic gearbox is partly responsible for this because it doesn’t afford the manual control of the XF’s transmission. It’s prone to kicking down, whereas in the Jaguar you can remain in the same gear and allow the engine’s torque to do the work.

Yet while the seven-speed transmission in the Mercedes will frustrate keen drivers, the shifts between gears are barely detectable. And when you’re not pushing on, this adds to the incredibly relaxing feel you get at the wheel of the E-Class. The trouble is, on more demanding roads, it’s hard to brake progressively towards a corner as the pedal oscillates back and forth under your foot. The E280 took 35.9 metres to stop from 60mph – over two metres more than the XF.

On top of that, the chassis isn’t as finely honed as its rivals’, the body lurches and rolls through bends and on a twisting road the Mercedes simply isn’t that rewarding. In short, it copes with bends rather than delivering much enjoyment.

It feels vague over crests, and the softness in the suspension means the E-Class doesn’t react that quickly on the entry to corners. The steering also lacks the precision and sharpness of the set-ups in the Jaguar and BMW. As a result, this isn’t a car to be hustled – although as long as you don’t ask too much of it, it’s very well mannered. And on the motorway, nothing can match the Merc’s ability to soak up miles. This is an area in which we thought the new Jaguar would have the edge, but it doesn’t quite.

Although the E-Class suffers a tiny bit of the body shake which is absent from the stiffer BMW and the composed XF, it has the best ride and the least road noise. The small 17-inch wheels and soft suspension help. Driven smoothly, it’s a swift and capable car that offers excellent levels of comfort.

What lets it down is the price. The E280 CDI is the most expensive car, at £35,697, and if you add options, costs can quickly spiral. The question is whether that’s enough to hold the Merc back.