Jaguar XF VS Maserati Ghibli
- Beautiful to look at
- Fantastic drivetrain
- Properly luxurious
- The cost
- No Apple CarPlay/Android Auto
- Not really a five seater for long trips
- Okay warranty
- Marginal on value
- Fast but not furious
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|
So, there’s two hundred grand burning a hole in your pocket, and you’re keen to extinguish the flames by purchasing a premium, full-size, high-performance sedan.
Both can tear the tarmac off the road thanks to outputs in the ‘getting on for 600 horsepower’ range, and dynamic systems finely honed by unhinged boffins in Munich and Affalterbach.
But what if you prefer to follow a less-predictable path? One that sends you due south to Modena in Northern Italy, the home of Maserati.
This is the Maserati Ghibli, specifically the new S version, offering more power and torque than the standard issue.
It’s the famous Italian brand’s take on a serious sports sedan. But the elephant-sized question in the room is, why choose the road less travelled? What does this Maserati have that BMW or Merc’s finest doesn’t?
|Engine Type||3.0L 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?
Maserati will tell you people are drawn to its motor-racing heritage and sporting DNA, and that the Ghibli offers something different in a world of grey, business-like conformity.
There’s no doubt the M5 and E63 are left-lane autobahn hot rods, stunningly fast but relatively remote. The Ghibli S delivers a more nuanced driving experience. And the design details all through the car actually do connect with the brand’s history.
So, before you go Deutsche you might want to think about a high-emotion Italian relationship.
Does the Maserati Ghibli S GranSport's dynamic character put it at the top of your premium performance sedan wish list? Tell us what you think in the comments below.
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.
For 2018, the Ghibli is available in two new trim levels. Add $20k to the ‘standard’ price tag and you can choose between the GranLusso, with a focus on luxury (including the option of a Zegna silk interior treatment!), or the more performance-focused GranSport you see here, the high-output S version, resplendent in ‘Blu Emozione’.
The GranSport is identified by its unique front and rear bumpers, as well as a chrome concave grille, with two wings and a prominent splitter underneath it.
More recent Maserati design signatures, including three stylised vents in the front guards, and aggressively angular (adaptive LED) headlights, merge with classic references like delicately formed trident badges on each C-pillar to form a distinctively dynamic exterior. It’s aerodynamically slick, too, boasting a low 0.29 drag coefficient (down from 0.31 for the 2017 car).
Then you open the door and step inside. In this case, the bright-blue exterior is matched with a black and red interior. Make that mostly red, in fact mostly very red leather on the seats, dash and doors, with trademark touches like the oval-shaped, dash-mounted analogue clock, hooded instrument binnacle, and racy alloy-finish pedals setting the tone.
Taking a different path to its Teutonic competition, the Ghibli S dash and centre console combination manages to blend gentle curves with an occasional sharp turn. Cover over the trident badge and other brand giveaways inside, and it doesn’t feel like the usual suspects. It‘s a distinctive, characterful design.
Also worth calling out is the fact that when you crack the bonnet open to impress your friends they’ll actually be able to see the engine, or at least major parts of it. Like alloy cam covers, complete with Maserati in old-school cursive script in the casting. Yes, there’s some plastic dressing on top, but the ability to lay your eyes on real metal warms the heart.
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.
Front-seat passengers enjoy a spacious feel, thanks largely to the dashboard’s progressive slope towards the windscreen, rather than the hard-edged, upright layout more commonly found in high-end sedans.
There are two cupholders in the centre console, but locating anything bigger than a piccolo latte in them would be a struggle. Same goes for the doors. Yes, there are storage bins, but forget water bottles or anything much thicker than an iPad (in a Gucci slipcase of course).
That said, there are several covered storage boxes in the centre console, as well as multiple connection options including an ‘auxiliary in’ socket, USB port, SD card reader and 12v outlet, plus a specific drawer for your mobile (in place of a now-deleted DVD player).
No surprise then that rear space is generous. I was able to sit behind the driver’s seat, set for my 183cm height, with plenty of legroom and more than adequate headroom. The gap for your feet under the seat in front is kinda squeezy, but it’s nowhere near a deal-breaking issue. Three large adults across the rear is do-able, but tight.
There are two adjustable vents for rear-seaters, map pockets on the seat backs, small door bins, plus a neatly configured storage box and (small) twin cupholder combination in the folding centre armrest.
The rear seat backs split-fold 60/40 to increase the standard 500-litre cargo capacity and improve load flexibility. There’s a 12v outlet, a side net pocket, and decent lighting back there, too. But don’t bother looking for a spare, a repair kit is standard issue, and an 18-inch space saver is an option.
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.
Cost of entry to this exclusive Italian club is $175,990 (plus on-road costs) for the Ghibli S, with an additional $20,000 opening up the choice of Ghibli S GranLusso or S GranSport ($195,990).
No small chunk of change, and in the same territory as the M5 and E 63, so what does that mean in terms of standard spec and tech?
For a start, the S GranSport rolls on 21-inch ‘Titano’ alloy rims, and features an eight-speaker, 280-watt Harman/Kardon sound system (including DAB digital radio). You’ll also luxuriate in extended leather trim (including a leather-wrapped sports steering wheel), carbon and piano black interior highlights, 12-way power-adjustable and heated front seats, keyless entry and start, sat-nav, LED headlights, power rear window sunshades, power boot lid (with hands-free mode) and soft-close doors.
There’s also dual-zone climate control air, cruise control, front and rear parking sensors, a rear-view camera (plus surround view), rain-sensing wipers, a sunroof, ambient lighting, alloy-finish pedals, a 7.0-inch TFT instrument display, and an 8.4-inch colour multimedia touchscreen with Apple CarPlay and Android Auto present and accounted for.
That’s plenty of luscious fruit, which is cost-of-entry in this rarefied market territory.
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.
The Ghibli S is powered by 3.0-litre, 60-degree, twin-turbo V6 petrol engine, designed by Maserati Powertrain in Modena and manufactured by Ferrari, just up the road in Maranello.
It’s an all-alloy unit featuring direct-injection, variable cam timing (inlet and exhaust), low-inertia parallel turbos, and a pair of intercoolers.
While it can’t match the powerhouse Germans on outright numbers the Ghibli S still produces just over 321kW, or around 430 horsepower at 5500rpm, and 580Nm of torque from 2250-4000rpm. That’s a boost of 20kW/30Nm over the outgoing Ghibli S.
Drive goes to the rear wheels via a ZF-sourced eight-speed automatic transmission.
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.
So, the first thing to say is the Ghibli S GranSport is fast, but it’s not in the same eye-widening league as the M5 and E63. The sprint from 0-100km/h is covered in 4.9 seconds, and if you’re game (and your driveway is long enough) claimed maximum velocity is 286km/h. For reference, the just released (F90) M5 is claimed to hit triple digits in 3.4sec, and the E 63 in 3.5.
The V6 turbo sounds nice and growly in the Sport setting, the soundtrack controlled by pneumatic valves in each bank of the exhaust. In ‘Normal’ mode, the bypass valves are closed up to 3000rpm for a more civilised tone and volume.
Maximum torque is available across a useful band from 2250 to 4000rpm and the twin-turbo set-up helps with linear power delivery, while the eight-speed auto is quick and positive, especially in manual mode.
The sports seats (12-way electric adjustable) feel great, a 50/50 front to rear weight distribution helps the car feel balanced, and the standard LSD helps put power to the ground without fuss in tight going.
And despite a 1810kg kerb weight, it does, in fact, manage to feel lighter and more involving than its high-profile, highly powerful German rivals.
Braking is courtesy of big (red) Brembo six piston calipers at the front, and four piston at the rear on vented and cross-drilled rotors (360mm front/345mm rear). They’re up to the task, and the claimed 100-0km/h stopping distance is impressive at 36m.
The new electrically assisted power steering (a first for Maserati) is light at parking speeds, but it points nicely and road feel improves as the speedo needle twists to the right.
Suspension is double-wishbone front, five bar multi-link rear, and despite big 21-inch rims wrapped in high-performance Pirelli P Zero rubber (245/35 front-285/30 rear), ride comfort is amazingly good, even on patchy surfaces.
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.
Maserati’s ‘ADAS’ (Advanced Driver Assistance Package) is standard on the Ghibli S, and now includes lane-keeping assist, blind-spot monitoring, and traffic-sign recognition.
There’s also AEB, forward-collision warning, ‘Advanced Brake Assist’, ‘Rear Cross Path’ and a tyre-pressure-monitoring system.
The 2018 Ghibli and larger Quattroporte sedan are also the first Maseratis to feature IVC (Integrated Vehicle Control), a tailored version of ESP (Electronic Stability Program), using a smart controller to predict driving situations, adapting engine speed and torque vectoring (by braking) in response.
The ‘Maserati Stability Program’ (MSP) also wraps up ABS (with EBD), ASR, engine brake torque control, ‘Advanced Brake Assist’ and a hill holder.
In terms of passive safety the Ghibli is equipped with seven airbags (front head, front side, driver’s knee, and full length curtain) as well as anti-whiplash headrests.
There are three top tether points across the rear for child seats, with ISOFIX anchors in the two outer positions.
Although ANCAP hasn’t assessed the Ghibli it rates a maximum five stars from EuroNCAP.
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 (!).
Maserati supports the Ghibli S GranSport with a three year/unlimited km warranty, which is now some way off the industry leading eight years (160,000km) from Tesla, and seven years (unlimited km) from Kia.
But the recommended service interval is a lengthy two years/20,000km, and the ‘Maserati Maintenance’ program offers pre-paid schedules for Ghibli and Quattroporte owners, covering required inspections, components and consumables.