Jaguar XF VS BMW M5
- Beautiful to look at
- Fantastic drivetrain
- Properly luxurious
- The cost
- No Apple CarPlay/Android Auto
- Not really a five seater for long trips
- So damn fast for a big sedan
- Easy adjustability of AWD setups
- Much more refined around town than before
- Exhaust not quite the epic growl of an AMG
- Some may find the exterior a touch too subtle
If a Jaguar owner fell through a wormhole from 2003, the company they bought their car from would be almost unrecognisable. Back then, it was a bewildering mess making an odd assortment of cars, yet to emerge into the light after Ford's confused and debilitating period of ownership.
Why 2003? Fifteen years is a nice round number and pre-dates the arrival of the brand-saving XF.
Today, Jaguar has three SUVs, and the gorgeous F-Type, the XE, its second-generation XF and the big XJ. It has three SUVs (the F-Pace, E-Pace and I-Pace) because without them Jaguar would be a niche manufacturer before long, because big sedans, formerly the brand's trademark, are continuing their gentle decline. Oddly enough, one of the market segments contracting even faster than sedans is wagons.
So what better time to launch into a draining pool from the three-metre board than now? Jaguar has bravely taken that risk and brought us the puzzlingly named XF Sportbrake.
|Engine Type||3.0L turbo|
Full throttle out of a 90 degree corner with 441kW under your right foot is a situation any sane human should consider carefully, regardless of skill level or whether you’re pedalling someone else’s $200,000 super sedan.
This was particularly true with the 423kW previous F10 M5, which would overcome its 295mm wide rear treads as soon as you looked at the throttle. Of course this is a helluva lot of fun in the right scenario, but a bit of a glass ceiling if you’re chasing faster lap times or trying to drive with any dignity in wet weather.
Hence the reason the new F90 M5 scores all-wheel drive (AWD) for the first time in a fully-fledged M car, and spoiler alert: it’ll now punch out of even the slowest corners with little more than a chirp from the rear tyres. If you leave all the traction aides switched on that is, but more on that later.
If you’re shopping at this end of the market, you’ll no doubt realise the new AMG E 63 has also graduated to all paw, aligning with Audi which has been in this camp since it started building fast cars. AMG and Audi have certainly proved that extra grip doesn’t necessarily mean a dull drive.
So the pressure for German super sedan supremacy is on the new M5 big time, and we were among the first to drive it on road and track in Australia last week. Will the M5 vs E 63 debate become the next Coke vs Pepsi, Prince vs Michael Jackson, or Holden vs Ford?
|Engine Type||4.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
With that iron fist wrapped in a velvet glove wrapped in bubble wrap engine, excellent ride and gorgeous looks, the XF Sportbrake ticks all the boxes. Apart from the entry price and options prices, there are few objective reasons not to buy the car. It's just as good as any of its German competition and arguably the prettiest of the lot.
Should Jaguar have taken the dive? Given the XF Sportbrake is a luxury wagon done right, yes.
So you've decided you want a prestige wagon? Is it the Jaguar for you, or do you need a German machine to lug your load?
The new M5 is another masterpiece from the brilliant minds at M. Whether its better or worse than the E63 is impossible to say in isolation, but I can tell you it’s bloody good. All-wheel drive is a very good thing for the M5.
Would you go M5 or E 63? Or hang out for the next RS 6?
The second-generation XF is a very pretty car. A few carmakers have a had a crack at that four-door coupe idea, but Jaguar's Ian Callum got it right first go. You might expect the wagon to be a bit dumpy but it's far from it. That's not to say wagons can't be good looking - many are better-looking than the car they're based on (the weirdly proportioned Golf wagon being the exception to the rule). The XF sedan just looks right.
Anyway, the Sportbrake is basically the same until behind the B-pillar, with the roof continuing on to steeply raked tailgate glass. Obviously the lights are different back there but it's a nicely integrated job, it doesn't look like a dodgy extension. Rolling on the optional 20-inch wheels it looks amazing - low, long and well-proportioned. Unfortunately, it's more than vaguely hearse-like in black (the only First Edition colour).
Inside is standard XF, with the obvious exception of the rear seats and the big open load area. With this First Edition's glass roof the cabin seems infinite. Either way it's big and comfortable, although fit and finish could be a bit tighter.
Starting with the still-fresh G30 5 Series as an excellent basis, the new M5 retains the somewhat discrete looks of before, missing out on the pumped wheelarches of the smaller Ms and staying within cooee of lesser fives fitted with the M Sport pack.
There is a host of bespoke bits for your money though, headlined by a more aggressive front bumper with larger cooling apertures. You also get the typical aero-shaped M door mirrors, extra ridges pressed into the bonnet, vented front guards, a chunkier rear bumper insert with quad exhaust outlets and a tiny lip spoiler on the bootlid.
There’s also 20-inch wheels which can be had in machined finish or all black for the same price, which wrap around blue (unspecified diameter) six-piston front and single piston floating caliper rear brakes. Carbon ceramics with gold calipers are available for an extra $16,500, saving 23kg.
For the first time, the M5 has scored a carbon fibre roof panel (unless you option the no-cost sunroof), which saves 1.5kg over the regular aluminium turret.
In fact, the whole car is 15kg lighter than before at 1855kg. This is despite adding all the extra AWD hardware and thanks to the G30 5 Series’ aluminium, high-tensile steel and magnesium-intensive body structure.
This relative subtlety is carried over to the inside, with bespoke sports seats featuring illuminated M logos joining a chunky new gear selector and sexy little anodised red M1 and M2 buttons on the steering wheel. There’s also M-striped seatbelts for anyone concerned.
The perforated Merino leather seats are available in a choice of off white, cream or black themes.
Front and rear passengers enjoy plenty of space. Storage includes a not-quite-big-enough-for-a-phone tray ahead of the rotary dial gear selector and a pair of cupholders. Those in the rear have plenty of space, except for the middle seat occupant who must straddle a stout transmission tunnel. The rear armrest holds a pair of cupholders and the doors have slim pockets.
The boot holds 565 litres with the seats in place and "up to" 1700 litres with the seats down - that latter figure does not feel like a VDA number.
Just when Australia loses its home-grown performance sedans, the M5 continues to offer decent seating for five adults, and a large 530-litre boot that'll manage family holidays and beyond with a 40/20/40 split fold.
Other par for the course items include two cup holders front and rear, bottle holders in each door, and ISOFIX child seat mounts in each outboard position in the rear.
In lieu of a spare tyre, the M5 rides on runflats with a puncture repair kit as backup.
For those needing to tow things real fast, the new M5 is rated to pull an impressive 2000kg unbraked.
Try all that with a Ferrari Enzo, which is still 0.2s slower 0-100km/h.
Price and features
Over the years the XF has edged its way upmarket and is now playing with the Germans in the big luxury segment. And as is now customary for Jaguar, the Sportbrake is available in First Edition guise. First Editions are available for a model's first year of production and are usually based on the top-spec (in the Sportbrake's case, that's the 30d S) with a few extra bits and pieces to make things interesting.
While the 30d S retails for $123,450, the FE weighs in at $137,300. For that you'll waft out of the showroom with 19-inch alloys, dual-zone climate control, a huge panoramic glass roof with gesture-activated roof blind, around-view camera, front and rear parking sensors, 11-speaker Meridian-branded stereo with DAB, sat nav, head-up display, electric gesture-activated tailgate, keyless entry and start, rear air suspension, auto LED headlights, auto wipers, leather trim and a space-saver spare.
Jaguar Land Rover's 'InControl' media system is presented on a whopping 12.3-inch screen and, as ever, is steadily improving but goes without Apple CarPlay and Android Auto. The sound is, as you might expect, pretty good.
Our car had a few options fitted. 'Active Safety Pack' (see below), carbon-fibre trim ($3470), driver and passenger memory pack ($3210, including perforated leather trim), 20-inch wheels upgrade ($2790), cold-climate pack ($2540), illuminated metal treadplates ($2110), privacy glass ($950), 'InControl Protect' ($630), configurable interior lighting ($540), nets and rails ($390 and $320 respectively), extra power socket ($240) and 'InControl Apps' ($100). Most of it is cosmetic and/or unnecessary and took us to $158,950.
And there is still a plethora of boxes to tick.
The first 50 F90 M5s to touch down in Australia will be Launch Edition spec, and wear a list price of $199,900.
This puts it $30,000 cheaper than the previous top-spec version, but $14,900 higher than the previous Pure entry point. We’d be very surprised if a Pure version of the F90 didn’t appear in the near future.
There’s also an even more exclusive run of five First Edition models, but I’m afraid you’ve missed the boat on these already.
The Launch Edition comes very well stocked, with highlights including a 16-speaker harmon/kardon audio system, leather-wrapped instrument panel, Alcantara headliner, velour floor mats, M-specific colour head-up display, smartphone-like ‘Display Key’ and power boot opening with hands-free function.
Reflecting Australia’s preference for maximum noise from its V8s, the console-button switchable 'M Sport Exhaust' system is also standard.
It’s worth noting that Apple CarPlay is still a whopping $623 option, however, and even then you only get a three-year subscription to the interface. There’s no sign of Android Auto either, due to BMW’s stance that its admittedly excellent iDrive proprietary system is superior.
As always, there’s a variety of options available, including the aforementioned $16,500 carbon ceramic brakes, a $2250 carbon fibre engine cover, a $6400 Bowers & Wilkins 16-speaker audio upgrade, and a variety of colour and trim options via BMW Individual.
Engine & trans
With all that power and torque, the XF Sportbrake cracks 100km/h from rest in 6.6 seconds.
The air suspension means you can tow up to 2000kg with a braked trailer.
All-wheel drive is nothing new for left-hand drive versions of BMW’s sedan line-up, but this most recent generation has extended this to right-hand drive models.
The first to hit Australia was the M760Li V12 7 Series flagship, but the new M5’s M xDrive (sounds a bit like a Mazda sports car) system brings the extra versatility of being able to switch between 4WD, 4WD Sport and wait for it, 2WD modes.
The key distinction between each is the amount of power allowed to escape to the front wheels, and while BMW isn’t specifying torque splits, we can safely say that '4WD' is able to actively send lots of drive to the front when needed. '4WD Sport' clearly favours the rear wheels and forms the brilliantly calibrated 'M Dynamic Mode' in M5 guise, while 2WD mode disconnects the front wheels altogether and deactivates the stability control to pretty much leave you in the hands of your chosen deity.
Regardless of mode, the system works in conjunction with the 'Active M' locking rear differential used across the M range.
The next biggest change to the M5’s drivetrain is the move away from the seven-speed (DCT) dual-clutch transmission in favour of an M-tweaked version of the eight-speed ZF torque converter auto found in most high-end longitudinal applications (BMW included) these days, including the Audi RS 6.
Labeled ‘M Steptronic’ in M5 tune, it promises ‘similar’ shift speed to the previous dual clutcher while improving low speed response. It’s doubtful anyone who’s lived with an F10 M5 in everyday traffic will disagree with this move.
Like before, the new unit is able to be controlled manually via paddle shifters or sequentially via the selector, while also incorporating 'Drivelogic' shift speed options which can be controlled individually.
Providing the M5’s thrust in the first place is a slightly tweaked version of the previous F10’s hot-V twin-turbo 4.4-litre V8, which now carries the S63B44T4 designation.
Rather than the name of a Star Wars robot, this code represents 441kW/750Nm, with the latter available from just 1800rpm all the way to 5600rpm. This is 18kW/70Nm up from before, but is notably still 9kW and 100Nm shy of the new E 63.
The only key mechanical change for the S63B44T4 has been the adoption of an electronic oil pump, which allows fully variable control of lubrication to suit specific conditions.
You simply can’t expect a car of this size and performance to sip fuel when you’re using it to its potential, but the new M5’s 10.5L/100km official combined fuel figure suggests you’ll get a decent range on the highway out of its 68-litre tank.
This is actually 0.6L more than the previous model’s official figure, but the difference is likely to be negligible in the real world.
Impressively, BMW’s press material states that it will accept Regular 91RON unleaded if needed, but full-strength 98RON is recommended.
There's no getting away from the size and heft of the Sportbrake. Where a four-cylinder sedan comes in under 1600kg - not bad for an almost five-metre-long car - up here at the top it's well over 1800kg. With big wheels and a long wheelbase it's not going to win any wards for manoeuvrability, with a big turning circle and a length that's challenging to shopping centre car parks.
The 3.0 V6 twin-turbo is a fantastic unit. It can be a bit noisy when cold but it's super smooth and with all that torque it crushes overtaking with little need for advanced planning. The Sportbrake wafts along, lazily turning over in traffic and keeping the vibe calm.
Despite those big wheels, the ride is excellent. Even when in Sport mode, it's a rare bump or surface that will cause drama. It's very comfortable and very quiet, almost to the level of the XJ limo.
If you do fancy a bit of amusement, the V6 and well-sorted chassis are ready to play. In reality, Sport mode is where both myself and my wife left the car the whole time we had it. Both of us found the steering a little too light and preferred the more lively throttle response. The XF features torque vectoring using the brakes and coupled with a well-judged stability and traction control system, it delivers a good impression of a sporty sedan.
But the XF is best when you keep it relaxed. Both in town and in the cruise, it's a lovely, quiet place to be and a relaxing, undemanding drive.
Only a couple of things were annoying - the light steering we've already covered. The heated windscreen was more reflection-prone so the head-up display could be hard to see in some lighting conditions. And sometimes it beeped for no apparent reason, which I eventually traced to the blind-spot warning.
Back to the full throttle, 90 degree bend scenario, the new M5 proves itself to be pretty much idiot proof at Turn 12 on our second lap of Sandown. Floored at the apex in 4WD mode to get the best out of Pit Straight, it just gets up and goes without any fuss.
We only had time for three hot laps per session, which gave us one lap to properly warm up, one lap to push it in full 4WD mode, and one lap to see what happens when the leash is loosened in 4WD Sport.
The full nudie run 2WD mode was kyboshed by the party police for our brief stints, but 4WD Sport liberates a healthy dose of tail wagging all around, which converts the experience from admiration of sheer speed to smile-inducing indulgence.
Approaching Turn 12 in the same fashion, the rear steps out quite nicely, and the front wheels (and remaining traction aides) step in at just the right time to make you feel like you’ve played a role in pulling it straight again.
It’s hard to avoid superlatives when describing something with 441kW, 750Nm, a 0-100km/h claim of 3.4 seconds and a top speed of 305km/h when the M Driver’s Package is optioned, even before you consider we’re talking about a large sedan with all the creature comforts for five adults.
The 0-100km/h time is only a small part of the story here. It’s the 0-200 in a claimed 11.1 seconds that you feel on the track, and we were nudging 250 along the back straight.
Through the twisties at either end of the track, the M5 does a great job of changing direction for its size. It’s clearly not as nimble as something like an M2, but its one very agile big sedan.
The cars we used on track were fitted with the optional carbon ceramic brakes, which seem well up to the task of managing the M5’s 1855kg, and showed no signs of fading over three laps of the fast circuit.
BMW claims the F90 is quicker than the F10 around a racetrack even in 2WD mode, so it’s hard to describe the new model as anything other than a net gain.
That’s without considering it’s on-road performance of course, but the M5 is instantly impressive as an everyday performer.
It does make quite a racket from the exhaust on start-up, which brings a bit of a supercar vibe, and like the previous model it’s more of a techy bark than the Merc’s offshore powerboat roar. This perception doesn’t change, and I’d wager BMW’s approach would be easier to live with in the long term.
Plonked straight into Melbourne urban driving for our road drive loop, it is instantly clear how much of a benefit the new transmission is.
Gone are the sometimes jerky and slow automatic shifts, as are the occasional robot noises as two clutches reveal the complexity of their jobs. The new model simply gets along like any other 5 Series would, comfortably, responsively and without fuss.
It retains the same adjustability of the old model, with individual controls beyond the driving modes for shift speed, throttle responsiveness, engine acoustics, stability control, steering and suspension.
Your favourite combos can be saved for ready access behind those M1 or M2 buttons, and if you’re not happy with your own M5 calibrations, you can always pick one of the default modes instead.
Left in full comfort mode, the ride quality is really quite liveable. You can tell it's a performance car, but it probably won’t drive you mad using it for the daily commute.
And, when you find yourself stuck in motorway traffic you can while away the hours marvelling at the semi-autonomous mode for 30 seconds at a time.
For child seats you've a choice of three top-tether anchors or two ISOFIX points.
Our car had the $4360 Active Safety Pack, which adds blind-spot monitoring, reverse cross traffic alert, lane-keep assist, adaptive cruise and driver-attention detection. If you were to ask me, this little lot should be standard at this level.
Despite that, the XF scored a maximum five ANCAP stars following assessment in 2015.
The new M5 is yet to be tested by ANCAP, and the maximum five star rating awarded to the 520d doesn’t officially carry across to the performance flagship.
It may retain all of the safety equipment of the lesser models, but its all-wheel drivetrain and bespoke under-bonnet hardware can’t guarantee the same crash performance.
This standard safety list includes AEB, dual front and driver’s knee airbag, full-length side and head airbags.
The active cruise control system works in harmony with lane guidance and front and rear cross-traffic monitoring to allow up to 30 seconds of semi-autonomous driving at a time.
One BMW strong point is the 'eCall' system, which automatically detects incidents when a certain g-force is registered. The system then attempts to contact you by phone, and if there’s no response, it automatically alerts the emergency services with an estimated severity of the incident and the GPS coordinates of your location.
One other freebie that might help you avoid ever needing eCall is the BMW Driving Experience course which is thrown in for M buyers, to show you what your M5 is capable of with professional guidance.
Jaguars are offered with a three-year/100,000km warranty with a matching roadside-assist package. You can purchase a five-year/130,000km service plan for an oddly reasonable $2200. Even more reasonable are the service intervals - 12 months or 26,000km (!).
The new M5 is covered by BMW’s standard three year, unlimited kilometre warranty.
Service intervals are condition based, meaning the vehicle will alert you when a service is required.
To add some certainty to the cost of ownership, a capped service plan is available for the first five years or 80,000km for $3641.