Jaguar XF VS Mercedes-Benz E63
- Beautiful to look at
- Fantastic drivetrain
- Properly luxurious
- The cost
- No Apple CarPlay/Android Auto
- Not really a five seater for long trips
- Incredible performance, easily accessed
- Amazing duality between performance and luxury
- Relatively subtle looks for battling tall-poppy haters
- No wagon version for Australia
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|
The faster you go, the less comfortable things become. Any race car will prove this theory, and the current C 63 S AMG also backs it up with its, shall we say, 'performance-focused' package.
As you’d expect, its mighty E 63 S bigger brother is faster again. But surely it can’t afford to be less comfy than its C-Class sibling, particularly when it adds more than $80k to the sticker price and typically appeals to a more mature audience.
And sure enough, it isn’t, but rather than simply becoming the larger equivalent of the C 63 S, the new fastest E-Class somehow has enough bandwidth to satisfy expectations of three-pointed-star luxury and boast more performance than any four-door AMG ever.
Oh, and it’s also all-wheel drive (AWD) for the first time in Australia. None of this seems to add up, so how have they done it?
|Engine Type||4.0L 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?
The new E 63 S is proof that you can be supercar quick without having to feel like you’re in a racecar all the time.
It’s hard to find a single thing wrong with it once you’re past the near-quarter of a million dollar asking price, but even that’s more than 10 grand cheaper than before.
The only thing I’d like to see is the wagon version in Australia, but not enough us want to buy one.
In my opinion, it’s the best four-door AMG you can buy, and the new M5 will have to be pretty amazing to topple it.
Would you be happy to park an E 63 S in your garage, or would you wait to see how good the new M5 is? 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.
Like the C 63 S, the easiest way to pick the E 63 S is by its bespoke front air dam, pumped front guards and the AMG-characteristic double-bulge bonnet. To the uneducated, it looks little more than an AMG-kitted lesser model, but is smartly distinguished from the regular body treatment.
No doubt a lot of $200k-plus performance sedan buyers would prefer it this way, instead of a giant rear wing and a bunch of extraneous vents to underline its supercar-like capabilities.
The wheels are unique to the E 63 S, with the 20-inch cross-spoke forged design measuring 9.5 inches wide up front and a full 10 inches at the rear. That’s as wide as Brocky’s Group C Torana A9X racer by the way, yet they snugly fit within the standard rear wheel arches.
The interior isn’t too far removed from a regular E-Class either - which is already a pretty swish place to be - but gets grippy, hard-backed 'Performance' seats, Alcantara grip sections and a straight-ahead marker added to the AMG steering wheel, plus a smattering of AMG logos.
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.
No supercar will ever be as easy to live with as the E 63 S, with the passenger-car requisite two cupholders front and rear with bottle holders in each door, ample legroom and headroom for rear-seat passengers, and a 40/20/40 split-fold back seat leading to a cavernous 540-litre boot.
The E 63 S’s Performance front seats do lose their map pockets, though.
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.
With a list price of $239,611, it’s more than 2.5 times the price of a base E200, but Mercedes boasts that it’s also more than $10,000 cheaper than the model it replaced in May 2017, with a lot more equipment fitted standard.
This still puts it $82,000 higher than a C 63 S sedan and $80,000 more than the quite-quick V6 E 43, and a full $30,000 more than the regular E 63 that joined the range in December.
Whether the E 63 S’s extra fruit is worth it is up to you, but Mercedes expects most E 63 buyers will opt for the S.
Its extensive list of standard kit helps to justify its ask somewhat, with the only concession for performance being the deletion of the PRE-SAFE Impulse Side system because of the more sculpted Performance seats.
Our E 63 S was also optioned with $4200 worth of designo Selenite Grey magno matte paint, and the ceramic composite brakes signified by the gold calipers add a further $9900.
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 E 63 has also followed the C 63 in bucking the “no replacement for displacement” adage, dropping 1.5-litres over the model it replaced but gaining 20kW/50Nm for new totals of 450kW/850Nm.
This is thanks to an uprated version of the 4.0-litre twin turbo M177 V8, which is paired to a multi-plate clutch version of the excellent nine-speed auto for the first time.
This area is unlikely to be a top priority if you’re shopping for a $240k V8 performance saloon, but the E 63 S’s 9.3L/100km official combined fuel figure should catch your eye if it is. We experienced 11.6L/100km on test, which is pretty amazing given how tempting that throttle pedal is.
Also helping to forgive this temptation is a bigger 80-litre fuel tank (20-litres more than the base E-Class) which promises a comfortable range between fills.
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.
Push the start button and the ensuing rumble will annoy your neighbours if you leave for work early. This has come to be an AMG V8 trademark, but even with the exhaust button’s ability to liberate a few more decibels, it’s still a smidge more discreet than the C 63 S.
Not all AMG exhausts are created equal you see, with the E 63 S’s particular flavour sitting somewhere between the C and the SL tune, based on my recent experience.
What you’re left with is still up there with the industry best, with the range of tunes from angry burble to pops and cackles on overrun setting the scene well for the E63 S drive experience.
Range is a key word when it comes to the E 63 S, with an incredible 0-100km/h claim of 3.4 seconds headlining the performance end of its personality. This is a full six tenths faster than the C 63 S sedan, and it feels every bit of it.
It’s difficult to articulate just how fast this is, but bear in mind Ferrari’s mid-noughties F1 racer for the road, the Enzo, carried a 3.6 second claim. The E 63 S is 0.2s faster than that!
The AMG’s full 850 Newton metres are available from just 2500rpm (to 4500 for the record), making any prod of the accelerator very effective.
The nine-speed auto doesn't fail to impress either, with fast and responsive shifts in the sportier drive modes, with none of the slow-speed lag or shunting and clunking you tend to get from some rivals' dual-clutch units.
Helping all those Newtons get to the ground is the fully active AWD system, which has been set up to preserve the AMG-characteristic tailiness with a 31:69 default torque split front to rear.
Controlling the apportioning of power side-to-side is an electronic rear-axle limited slip differential (as opposed to the regular E 63’s mechanical unit), and the net result will let the rear end hang loose just enough before the torque vectoring sends more power to the front to pull you back into line.
Unlike pretty much every AWD system this side of a ute, the E 63 S is able to send 100 per cent of its power to the rear wheels when ‘Drift Mode’ is engaged, with Race selected from the drive menu.
This also means deactivating the stability and traction control altogether, flicking the transmission to manual mode and pulling on the shift paddles, but in the interests of retaining employment and my general wellbeing, we’ll save Drift Mode for the race track.
Another claim we’ll have to leave purely theoretical is that the speed limiter has been relaxed by 50km/h to permit a full 300! This is a large four-door sedan, remember. How very German.
The abundance of aluminium in the W213 E-Class shell has led to a feeling of lightness that I feel detracts from the classic E-Class ‘bank vault’ sensation in the lesser models, but this actually works in the E 63 S’s favour.
At 1955kg, it’s a full 300kg heavier than the C 63 S sedan, but doesn’t really feel it. Granted, a lot of that weight would be down low, due to the AWD system, but it retains a general feeling of lightness and a willingness to change direction.
Also helping are bespoke front suspension architecture for a wider track and more hardcore geometry, a unique steering column, and the S also gets hydraulic engine mounts that tighten up to sharpen feel in the more aggressive drive modes.
Grip from the 265mm wide front tyres and 295mm rears is fantastic, but they will break away gently to give confidence when driving at the limit. This also makes a bit of tail wagging out of corners a lot less nerve-wracking.
The ceramic composite brakes fitted to our car also do an excellent job of reighning in all that performance quickly and consistently, and unlike a lot of similar setups they don’t squeal when cold.
Beyond this outstanding performance and driver appeal, the E 63 S’s trump card is its ability to return to regular E-Class luxury at the flick of a switch - back into Comfort mode.
The airbag suspension is arguably what is most responsible for this duality, but it’s also a sign of all the mechanical components being developed together to work in harmony, with such a spectrum of ability being targeted from the get-go. This is not an E-Class with AMG mods, this is an E-Class that’s been designed to be an AMG from the beginning.
Adding a “but wait, there’s more” edge to the E 63 S’s drive experience is the fact that like all versions of the new E-Class, the active safety systems work together to enable Drive Pilot semi-autonomous driving, which represents Level 2 autonomy.
This means you can drive down a motorway with only an occasional touch of the steering wheel as an input, and it will even change lanes if the indicators are activated. As amazing as they are, we recommend exercising great caution when using these features, however.
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.
Like all versions of the W213 E-Class, the E 63 S carries the maximum five-star ANCAP (tested 2016) and EuroNCAP safety ratings. A brilliantly integrated suite of active and passive safety features go well beyond its standard AEB, nine-airbag count, 360-degree parking cameras, rear cross-traffic alerts, and a pedestrian-protecting active bonnet.
The only slight compromise is the deletion of the PRE-SAFE Impulse Side system which moves the occupant away from a collision if a potential side impact is detected.
This is because of the E 63 S’s standard “Performance” front seats, but the system is restored if the less sculpted “sport seats” are optioned through the Active Comfort package.
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 (!).
As with all Mercedes passenger cars, the E 63 S is covered by a three-year, unlimited kilometre warranty. Service intervals are either 12 months or 20,000km and the first three services are capped at $736, $1472 and $1472 respectively.
This compares with $668/$1356/$1356 for the E 43, and 456/912/912 for a base E200, and the latter two models have 25,000km intervals.