Alpina B5 VS Jaguar XE
- Cleaning the wheels
- Room and storage space could be better
- Not the most engaging car to drive
- Outstanding ride and handling
- Great horsepower for your buck
- Though, good looks
- Rear seats are tight
- Small boot
- Optional safety tech
The BMW Alpina B5 Bi-Turbo is not actually a BMW. Not according to the German Federal Motor Transport Authority, at least.
Nope, the modifications applied by tuning house Alpina to the 5 Series are deemed so significant that if you open the bonnet and look inside the engine bay, you'll see that the BMW VIN has been struck through twice and an Alpina vehicle number stamped underneath it.
The B5 is not the first model to be recognised in this way, either; the German government has recognised Alpina as a seperate car manufacturer since 1983.
The B5 has other ‘B' siblings, too. There's the B3 S Bi-Turbo, which is based on the BMW 3 Series, the B4 S Bi-Turbo (the BMW 4 Series) and the B7 Bi-Turbo (I don't need to tell you what this is based on, right?) which I've reviewed, too.
So just what has Alpina done to this unsuspecting BMW 5 Series? Is it really worth the extra money? How does the B5 compare to an M5? Could it actually be superior? And did they really take the speed limiter off to let it warp-speed to beyond 300km/h?
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
Mercedes-Benz has the C-Class, BMW has the 3 Series, Audi has the A4 and Jaguar has the one people in Australia seem to forget – the XE.
Yep, the default setting we seem to have when it comes to buying a prestige car is as strong as buying the same brand of milk every week.
There’s a decent choice of milk, but it can sometimes seem that there are only three brands and we tend to zero in on the same one again and again. Same with prestige cars.
But all milk is the same, I hear you say. And I’m inclined to agree, and that’s the difference, cars vary greatly despite them having the same purpose.
The latest version of Jaguar XE has arrived in Australia and while it’s very similar in size and shape to its German rivals there are some big differences, and some compelling reasons to add it to your shopping list.
I promise, there are no more mentions of milk.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Alpina B5 is a special car – more special than most people will ever give you credit for if you own one. Those that do know what an Alpina is will let you know; people will cross dangerously busy streets to talk to you about your car. Insanely fast, almost incomprehensibly comfortable and effortlessly powerful to drive.
Does the Alpina B5 make a BMW even better? Or do you think the M5? Tell us what you think in the comments below.
The Jaguar XE is a dynamic, prestige mid-sized premium sedan, for those who are more concerned with engaging driving than cargo space and rear legroom.
The sweet spot in the range is the entry R-Dynamic SE. Buy that one and option the handling pack, and you'll still come in under the costs of the HSE.
Would you pick a Jaguar over a Mercedes-Benz, Audi or BMW? Tell us what you think in the comments below.
Interesting is the right word for it, because while it might be questionable that Alpina's changes to the exterior are aesthetic pleasing, they are definitely intriguing to those who aren't familiar with the brand.
First, there are those 20-spoke wheels. Alpinas have worn this style of wheel forever and they've become the most famous outward sign that this is not just another BMW. So don't under any circumstances take them off and replace them with anything else. You'd be run out of town by the Alpina mafia.
Yes, they're more painful to clean than a cheese grater (trust me, I know. And if you look closely at these images you can see the dirty bits I've missed), but if you really don't like them then perhaps it's a sign this car isn't for you.
Then there's the boot-lid spoiler. It's square and 1980s'-looking, it also appears a bit like it's been bought online and installed by a teenager, but again, this is another Alpina tradition and it suits the car's character perfectly.
All right, those pinstripes; they're known as the Deco-Set and are a hat-tip to the Alpina racecars of the 1970s and '80s. Again, don't take these off, your Alpina will drop through the centre of the Earth in value. These are also part-and-parcel of owning one of these cars. I'm not a massive fan of them.
But I'm all about that front spoiler, with the floating Alpina lettering that you can option in silver, high-gloss black or gold.
Inside, there are fewer Alpina additions, but they're nonetheless unmissable. There's the Alpina-badged steering wheel, and a new virtual instrument cluster, embossed headrests and illuminated door sills.
There's also the little numbered plaque on the centre console which proves its authenticity, ours was number 49. Out of how many? I don't know. But I do know Alpina produces only about 1700 cars globally a year. Rolls Royce does about 4000. So, you can rest assured your B5 is exclusive.
At almost 5m long, 1.9m wide and 1.5m tall, the B5 is a large saloon, but having recently reviewed the Alpina B7 it feels small in comparison. How does it drive? We're getting there.
This freshen up of the XE sees a sharper, wider look for the mid-sized sedan with sleeker headlights and tail-lights, plus redesigned front and rear bumpers.
From front-on the XE looks low, broad and planted, a black mesh grille and the way it’s flanked by much larger air intakes is tough, and the signature Jaguar long bonnet curving down towards it looks magnificent.
The rear of the car has benefited greatly, too. Gone are those overly simple tail-lights, replaced by more refined units with a strong resemblance to the F-Type's.
How much smaller is the XE than its big sister the XF? Well, here are the dimensions. The XE is a mid-sized car at 4678mm long (276mm shorter than the XF), 1416mm tall (41mm shorter in height) and 13mm narrower at 2075mm wide (including the mirrors).
The XE’s cabin has been updated, too. There’s the new steering wheel which has a more minimalist and cleaner design than the previous tiller, the rotary gear shifter has been replaced with an upright trigger-grip device (another functional improvement), and there’s the 12.3-inch digital instrument cluster.
New materials and trims are used throughout the interior. Both grades have premium carpet mats, and aluminium trim around the centre console.
In the SE four types of two-tone leather upholstery can be specified as non-cost options, while another four which are $1170 options in the base grade are available free in the HSE.
The standard cabins of both grades feel luxurious and premium.
Practicality is not really a BMW strong point no matter which model you pick. See, BMW mostly makes the car equivalent of uber-stylish and skin-tight active wear which looks good and performs brilliantly, but sometimes you just want pockets and a bit of room for your… um… bits and pieces.
So while there are two cup holders up front and two in the back, the bottle holders in the doors aren't huge, the centre console bin is on the small side, there's a hidy-hole in front of the shifter, the glove box is just a box for little more than gloves and there's no other great cabin storage options.
Legroom in the rear is good but not great, too - I'm 191cm tall and have about 30mm between my knees and the seat back in my driving position. Middle-seat passengers will also have to straddle the drive shaft hump in the floor. Headroom is restricted in the back, too (you could blame the sunroof) with my hair just skimming the headlining (I do have big hair).
Under that power tailgate, the B5's boot capacity is 530 litres which is 15L more than its big sister, the B7. There are two plastic storage areas either side of the luggage space for wet things. While there is one USB outlet in the front there aren't any in the rear.
Mid-sized sedans have a tough job on their hands when it comes to practicality – they need to be small enough to park and pilot in the city but big enough to carry at least four adults comfortably along with their luggage.
I’m 191cm tall and while space up front for me is plentiful, space behind my diving position is limited. Headroom in the second row is getting tight, too.
The small rear doors also made entry and exit a bit of a challenge for me.
Boot space is also not the best in the class at 410 litres. I’m being kind. See, the Mercedes-Benz C-Class has a cargo capacity of 434 litres, while the BMW 3 Series and Audi A4 have 480 litres volumes.
Up front you’ll find a USB and a 12-volt outlet, but if you want the wireless charger for your iPhone or Android device you’ll need to option it for $180.
Price and features
The BMW Alpina B5 lists for $210,000, making it only $10K more the BMW M5 which comes with almost identical features apart from the Alpina engineering to the engine and chassis.
Arriving standard is leather upholstery, four-zone climate control, nav, the Alpina embossed-headrests, a 10.25-inch display, digital radio, Alpina door sills, sunroof, proximity key, power front seats, 12-speaker Harman Kardon stereo, head-up display, Alpina virtual instrument cluster, heated front and rear seats, and the 20-inch Alpina wheels.
The test car I drove had been optioned with a limited-slip differential ($5923), steering-wheel heating ($449); soft-close function for doors ($1150); sunblinds ($1059); TV function ($2065) ambient air package ($575), and front-seat ventilation ($1454).
There are two members of the Jaguar XE family: the R-Dynamic SE which lists for $65,670, before on-road costs, and the R-Dynamic HSE for $71,940. Both have the same engine, but the HSE has more in the way of standard features.
Coming standard on both cars is a 10.0-inch screen with Apple CarPlay and Android Auto, LED headlights with auto high beam and direction indicators, metal treadplates with R-Dynamic branding, dual-zone climate control, ambient lighting, digital radio, sat nav, proximity key with push button ignition, reversing camera, Bluetooth connectivity and power front seats.
The R-Dynamic HSE grade adds more standard features such as a second touchscreen below the 10.0-inch display for climate control, swaps the 125W six-speaker stereo in the SE for an 11-speaker 380W Meridian system, also adding adaptive cruise control, and an electrically adjustable steering column.
The only other difference is that the SE has 18-inch alloy wheels while the HSE has 19-inch rims.
It’s not incredibly good value as far as standard features go and you’ll have to option privacy glass, wireless charging, the head-up display and a 360-degree camera on both grades.
Engine & trans
The Alpina B5 uses the same 4.4-litre V8 engine found in the BMW M5 (and also the B7). But, and it's a big but, the M5 makes 441kW and 750Nm, while the B5 outdoes it with 447kW and 800Nm. Admittedly, the B5's torque arrives at the 3000rpm mark, while the M5's is all there from 1800rpm.
How does the B5 beat it? Alpina installed its specially developed twin turbochargers and intercoolers, a high-performance cooling system, a reconfigured air intake set up and a different exhaust system.
The B5, though, is a tenth of a second slower to 100km/h compared to the M5 with a time of 3.5 seconds, but it will blast on to a top speed of 330km/h while the M5 is limited to 250km/h in regular form and 305km/h with the optional M Driver's package.
Both uses the same ZF eight-speed automatic transmission with identical gear ratios, and both are all-wheel drive.
There’s one engine for both the R-Dynamic SE and R-Dynamic HSE – a 2.0-litre turbo-petrol four cylinder making 221kW/400Nm. Drive is sent to the rear wheels via an eight-speed automatic transmission.
The four-cylinder felt strong and all that torque arrives low in the rev range (1500rpm) for good off-the-line acceleration. The transmission is also excellent, shifting smoothly and decisively.
It’s a shame the V6 isn’t offered anymore, but 221kW is a lot more power than you’ll get for this money in a BMW 3 Series or Mercedes-Benz C-Class
The Alpina B5 needs petrol. By that, I mean it needs quite a lot of it if you want to enjoy it properly. What type of mileage does it get? Officially, it should use 11.1L/100km after a combination of urban and open roads, where as the M5 is set to 10.5L/100km.
That makes sense, the B5 produces more power and torque, and it's 85kg heavier than the M5 at 2015kg.
Our test car's trip computer was reporting 13.2L/100km after flying low over country roads and slow city piloting. The more time spent in the urban warfare that is the daily peak hour commute, the more that figure crept and hovered around the 15L/100km mark.
Jaguar says that the XE will use 6.9L/100km of premium unleaded petrol when driven on a combination of open and urban roads.
After my time with it the trip computer was reporting an average of 8.7L/100km. Not bad considering the test drive would have been thirsty work for the four-cylinder turbo engine.
Ok, stay with me here. For this next bit you'll need a fresh egg, a lounge chair, and it might be a good idea to have some plastic bags and carpet cleaner on hand.
First, in front of the lounge chair flatten out the plastic bag and place the egg on it. Next, sit down on the chair and very carefully rest the ball of your foot on the egg with as little pressure as humanly possible.
This is exactly how little force you need to apply to the go-pedal of the B5 to accelerate from a standstill to 60km/h in about five seconds.
If anything sums up the driving experience of the B5, it's that sense of effortlessness.
Stomp on that accelerator, and you'll be shot to 100km/h in 3.5 seconds, without a hint of broken traction thanks to the all-wheel-drive system.
The ride should have been terrible on 20-inch wheels shod in low-profile rubber (Pirelli P Zero 255/35 front, and 295/30 rear), but the Alpina-tuned air suspension is close to miraculous in the way it cushioned and censored the potholes out of Sydney's worst roads. Yes, it can be a touch floaty, particularly in the Comfort Plus setting, but this is benchmark-setting stuff for a comfortable ride.
Don't expect this beast to roar. Unlike the M5, the B5 gets its work done without deafening everybody around it. Sure, the B5's V8 sounds amazing when you push it, but it's not brash, not loud and not lairy. Buy an M5 or Mercedes-AMG E63s if you want to be heard half a block before you get home, but you won't get that with the B5 and its exhaust system.
The B5 also handles well, but I have to say the engagement factor is low. I piloted it effortlessly through the twists and turns of my country test circuit and roads which normally have me grinning like a maniac behind the wheel had me feeling a bit disconnected in the B5. That air suspension, the numb steering and pedal actions make it difficult to ‘feel' the road.
It's highways where the B5 is a king, but even at 110km/h there's the sense that this car is still fast asleep and won't get out of bed for anything less than 150km/h - making it perfect for Germany's autobahns, but maybe not for here in Australia.
The launch took place on twisty country roads snaking away from the coast in Northern NSW, but I was only a few corners in before it became darn clear the R-Dynamic HSE was talented dynamically. Impressively so.
The HSE I tested was fitted with the $2090 'Dynamic Handling Pack', which adds bigger front brakes (350mm), adaptive dampers and configurable settings for throttle, transmission, chassis and steering.
Steering which felt a tad heavy in town became the XE's secret weapon as the roads curled through the hills. The confidence the steering, delivering great feedback and accuracy, gives the driver can’t be overstated.
This combined with the XE’s excellent handling and powerful four-cylinder engine makes it a clear dynamic standout among its competitors.
A comfortable ride even, on potholed roads, but flat handling regardless of how hard it was pushed through corners amazed me.
Sure, optional adaptive dampers were fitted to our test car, but considering the work out they were getting without skipping a beat, their response was impressive.
Following this I dropped into the seat of the red R-Dynamic SE you can see in the images. While this wasn’t fitted with the handling package the HSE had, the only real difference I could feel was in the comfort – the adaptive dampers were able to produce a more composed and cushioned ride.
Handling, however, felt sharp, sure and the steering gave me the same confidence I experienced in the HSE.
The Alpina B5 is based on the BMW 5 Series which had a five-star ANCAP rating awarded to it in 2017.
Along with the comprehensive suite of airbags, traction and stability control, there's an impressive array of advanced safety equipment. Coming standard is AEB (front and rear), evasive steering, front and rear cross-traffic warning, blind-spot alert and lane-keep assist. The Alpina B5 also comes with BMW's emergency call function.
For child seats you'll find two ISOFIX mounts and three top tether points across the rear row.
If you're unfortunate enough to get a flat tyre, there's a puncture repair kit in the boot which works provided the hole isn't giant, as I've experience in the past with these systems.
The Jaguar XE was given the maximum five-star ANCAP rating when it was tested in 2015. Both the R-Dynamic SE and R-Dynamic HSE come with AEB, lane keeping assistance, rear cross traffic alert, traffic sign recognition and automatic parking.
The HSE adds blind spot assist which will steer you back into your lane if you’re about to change lanes on top of somebody else; and adaptive cruise control.
The lowish score is due to the need to option safety equipment – it’s becoming the norm for advanced technology to be included as standard.
The Jaguar XE is covered by a three-year, 100,000km warranty. Servicing is condition-based (your XE will let you know when it needs a check-up) and there’s a five-year/130,000km service plan which costs $1750.
Again a low score here, but that’s because of the short warranty compared to the five-year coverage which has become an industry expectation and while there is a service plan there’s no service-by-service price guide.