Jaguar XE vs BMW 7 Series

What's the difference?

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.

Bang for you buck is the XE’s strong point and you won’t find more horsepower at this price in rivals such as BMW 3 Series, Benz’s C-Class or the Audi A4.

While the new 7 Series won’t visually appeal to everyone, nor is it at the forefront of spirited driving dynamics, it’s hard to argue that it isn’t fit for purpose.

Its rear theatre screen and lounge layout might seem gimmicky at first, but it’s difficult to think of a more comfortable way to be transported on wheels short of putting a chassis under your loungeroom. Even then, you’d have to ask someone for a massage.

This is one of those cases where a car becoming larger isn’t such a bad thing, and BMW should feel like it’s achieved, seemingly, what it set out to do in building an electric limousine that doesn’t fall short in range or dynamics.

If BMW can bring this level of refinement down to its more affordable models, its electric future is looking promising.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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 Mercedes-Benz C-Class is almost the same length at 4686mm, while the BMW 3 Series is 31mm longer.

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.

BMW freely calls the new 7 Series “monolithic” in its press material, and it’s hard to argue. The seventh-generation of its luxo limo is bigger in every dimension, and with a higher bonnet and bootlid, the car is convincingly imposing even when parked. Even more so in black.

From the front, the 7 Series clearly has a new face compared to its predecessor, with split headlights now an indicator of BMW’s luxury oriented models - the incoming XM SUV features the same.

Its LED daytime running lights feature Swarovski crystals, while the grille surround illuminates while the vehicle is parked and on. It’s currently unable to be illuminated while driving to comply with Australia’s laws.

It’s perhaps less elegant and more aggressive than previous generations, but that doesn’t mean there won’t be those who approve. It’s certainly emotive, especially when compared to the side and rear of the car.

The side profile of the 7 requires quite a few steps back from the car to really take in - it’s almost 5.4 metres long - though it's hard to hide the size of a car that allows its rear passengers to almost lay down.

From the rear, the 7 Series is probably at its most uninspiring, which is a reverse from the interior where the front feels more minimalistic than some of its rivals like the Mercedes-Benz S-Class.

BMW has used crystalline geometric shapes throughout the cabin, and the front ‘interaction bar’ is perhaps the best example.

In keeping with the minimalism, its screen sits in an almost freestanding style out from the dash, with no physical buttons seen around it.

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.

If the word ‘practicality’ brings to mind simplicity, the 7 Series might require you to have a bit of a mental reset. If it means plenty of space and a long list of elements to keep you comfortable, you’d be closer to the money.

While it’s visually restrained in some ways, the space accessible to the driver is thought out reasonably well, as you’d expect from a car costing more than a quarter-million.

The front seats certainly aren’t the main event, but the Merino leather and cashmere wool combination seats are far from uncomfortable, with the heating, cooling, and massage functions accessible from the central multimedia screen.

The controls for those, as well as functions like the climate control, are easily accessible, though could probably be even easier with a physical climate control panel. 

Controls for the individual vents, and even the glovebox are found along the BMW interaction bar, which can (frustratingly) reflect light thanks to its crystalline design, meaning it’s hard to see while driving on a sunny day.

Similarly, while the centre console where the main control dial for BMW’s 'iDrive' isn’t far removed from previous versions, it’s less tactile and requires a look sometimes to see what’s being pressed. Here, too, sunlight can reflect (this time off the dial) and make it more distracting.

Fortunately, the steering wheel controls remain physical buttons, and they’re laid out in a way that previous BMW owners or drivers will find familiar. 

The 7 Series also now leans more heavily on voice activation, so if the lack of physical climate controls or the multimedia screen is a little distracting, much can be achieved by actually asking the car with a “hey, BMW… ”.

There’s a large storage unit in the centre console, as well as two cupholders and a phone charging platform in front of the multimedia controls.

The rear seats, especially the one behind the front passenger, are where the 7 Series begins to feel its worth. If you’re buying one with the intention of being the driver 100 per cent of the time, you’re missing a trick.

The ability for the front passenger seat to shift forward and maximise legroom while the rear seat reclines into a lounge position is nothing new, limousine sedans have been able to do this for years, but the 7 Series takes it to another level.

Not only is there plenty of space for even the tallest of humans to stretch out, but the positioning and angle of the huge 31.3-inch theatre screen is great, even if it impedes the driver’s rear view, and the ability to use it as a touchscreen for some functions means less need for the handy but sometimes fiddly door-mounted control screen.

If you plan on playing games, the controls (and the fact you’re likely in a moving car) can make it a little difficult, but the small control panel is overall easy to use and well-placed.

The cushioned armrest that folds down in place of a middle passenger is comfortable, features a phone charging pad and pop-out cupholders, as well as a storage space under the armrest.

Finally, the boot space in the BMW 7 Series is far from small, with the electric i7 offering 500 litres (VDA) of space, while the 740i boasts 540 litres thanks to its lack of battery.

Given we’re in the realm of models where the price difference between two variants could pay for an entire new city car, what value means shifts a little bit.

The BMW 7 Series comes in two variants for the seventh generation, starting at $268,900 for the petrol-powered 740i, and $297,900 for the electric i7. 

Previously, it was possible to get into the BMW 740i for $198,900 after BMW lowered the price of the sixth generation car.

However, the new 7 Series is larger and has more packed into it, with both variants highly specified and mostly differing in price due to their drivetrains and some more minor creature comforts.

The 740i starts with an already impressive list of standard features, with 20-inch M alloy wheels, remote start, a tyre pressure monitor, rear-wheel steering, 'crystal' headlights and an illuminated grille surround, a panoramic glass roof, heated seats and a massage seat for the driver with Merino leather, a 20-speaker Bowers & Wilkins sound system, as well the option to select the M Sport or M Sport Pro pack at no extra cost.

The more expensive i7 xDrive60 gains, on top of that, 21-inch wheels, active roll stabilisation, automatic opening and closing doors, multifunction seats with heating, cooling, and massage in the rear, plus a 39-speaker sound system and the impressive 31.3-inch theatre screen.

The i7 also comes with a BMW third-gen wallbox, home and public charging cables, and a five-year ChargeFox subscription. It also gains a six-year service package over the five included with the 740i.

If the i7’s extra features are tempting, but its drivetrain isn’t, 740i buyers can opt for a 'Connoisseur Lounge' pack for $27,900 which adds the auto doors, multifunction seats, rear theatre screen, and a 40-speaker sound system.

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 BMW 740i is powered by a 3.0-litre turbocharged in-line six-cylinder petrol engine, as is the way with many of BMW’s larger cars. It’s also a mild hybrid, incorporating a 48-volt electric starter/motor combination.

The 740i makes 280kW between 5200-6250rpm, and 520Nm between 1850-5000rpm, which is transferred to the rear wheels via an eight-speed automatic transmission.

The electric i7 xDrive60 is the flagship model, with its dual-motor all-wheel drive powertrain good for 400kW and 745Nm, allowing for a claimed 0-100km/h time of 4.7 seconds - 0.7s faster than the 740i.

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.

BMW Australia hasn’t yet specified local figures for fuel consumption or energy efficiency for either variant of the 7 Series at the time of our review, but the international specifications for both i7 xDrive60 and 740i give a relatively accurate guide.

BMW claims the electric i7 has a power consumption of between 19.6 and 18.4kWh/100km, which means its 101.7kWh battery allows a range of between 591 and 625km according to the brand.

It’s claimed to charge from 10 per cent to full in less than 5.5 hours with a 22kW AC wallbox, or in 34 minutes to reach 80 per cent using DC fast charging at 195kW.

The petrol powered 740i will use between 7.0 and 8.0 litres per 100km, according to BMW, which equates to between 183 and 159g/km of CO2.

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.

BMW hopes for two things for the new 7 Series: one, that it’s the best car to be driven in, and two, that it’s the best car to drive.

While one of those things could be argued to be true, we suspect there are some engineers in BMW’s M department who would be frustrated at the thought of a more-than 2.6-tonne limo being called better to drive than a car half that size with a manual gearbox.

But, perhaps unsurprisingly, the BMW 7 Series is rather refined from the driver’s seat, especially on roads where the speed limit is high and the corners are long.

The two variants Australia has available, the i7 xDrive60 and the 740i, differ in their drivetrains as mentioned above, and the dynamics of each are slightly different. 

The all-wheel drive electric i7, despite its extra heft (the 740i is almost 600kg lighter) the EV feels more nimble thanks to its immediate torque delivery and higher outputs give it more flexibility in dynamic driving.

The lower centre of gravity, even with the extra weight, helps the electric i7 hold its own against the turbo six-powered 740i.

Both variants come standard with BMW’s rear-wheel steer system, or ‘Integral Active Steering’, which is vital to providing the agility needed for keeping the 7 Series in shape on tight roads, where it tightens the turning circle below 60km/h, though its 3215mm wheelbase does a lot to keep it feeling stable.

Above 60km/h, the rear-wheel steering improves stability further by turning slightly with the front wheels as opposed to against them, allowing for smoother flowing cornering and highway lane changes.

In either case, the 7 Series is easy to drive, with the steering able to be set to Comfort regardless of the drivetrain’s intensity (Sport and Comfort are the only options), which leaves the wheel feeling lighter.

The ride, whether from the front or the back, is impressive, even when being chauffeured through rough backroads. 

The 7 Series, despite not being engineered specifically for Australia’s sometimes shockingly pockmarked roads, manages to soak up impacts before they transfer from the tyre into the seats, and that goes for the sound and road noise, too.

Unfortunately, our launch test drive was hampered by some roadworks out of BMW’s control, so stay tuned for a more in-depth drive soon.

The new BMW 7 Series hasn’t been crash tested by ANCAP, nor does it seem likely it will be, given the small number that are likely to be sold here. 

But the car itself isn’t short on safety features, and BMW has a good recent history of scoring the maximum five stars for its cars.

The 7 Series features front and side airbags for driver and front passenger, curtain airbags for both front and rear seats, crash sensors, and a tyre pressure indicator.

Of course, the standards like active cruise, AEB, and sensors for collision warnings are all standard, plus BMW also offers active roll stabilisation as an option, which uses 48-volt motors to steady the car and account for the road surface and body roll through corners.

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.

BMW offers a five year, unlimited kilometre warranty and that extends to both variants of the 7 Series.

BMW also offers servicing packs for its new cars, though the pricing for each group of models excluded the 7 and 8 Series and its M cars. 

Given the most expensive servicing pack listed is the BMW X7’s $2800 five-year, 80,000km pack, expect anything similar for the 7 Series to cost more.

In terms of when servicing is required, BMWs are condition-based, meaning the car’s own systems detect whether something like an oil change or part replacement is required, and provides that data to your BMW service centre to help calculate an estimate for work needed, ahead of time.