Jaguar XE VS BMW M5
Jaguar XE
Likes
- Outstanding ride and handling
- Great horsepower for your buck
- Though, good looks
Dislikes
- Rear seats are tight
- Small boot
- Optional safety tech
BMW M5
Likes
- Stunning speed
- Drive mode customisation
- Impressive agility
Dislikes
- Awkward boot
- Brake and steering feel
- Low on hooliganism
Summary
Jaguar XE
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.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.7L/100km |
| Seating | 5 seats |
BMW M5
Balancing luxury car comfort, hot hatch agility and supercar speed is no easy task, yet that is what made the six previous generations of BMW's M5 so iconic.
In seventh-generation ‘G90’ guise, the M5 has another skeleton in the cupboard: the toughest emissions regulations that Europe, and now Australia, have ever seen.
A twin-turbo V8 was untenable and going battery electric was not an option. Plug-in hybrid was the only answer. For the new M5, BMW combined a revised 4.4-litre ‘S68’ bent eight with a punchy electric motor for 535kW and 1000Nm.
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Problem is, the G90 is widely acknowledged as one of the greatest BMW M cars of all time, especially in CS trim. And thanks to a circa-600kg weight hike to nearly 2500kg, the new M5's 0-100km/h claim is actually slower than the old 'F90' M5.
Doesn’t exactly sound like a big leap forward, does it?
A drive through the Central West of NSW and around the iconic Mount Panorama racing circuit gave us answers to two questions. Does the M5 work on Australia roads, and does BMW M's latest super-sedan represent progress?
| Safety rating | — |
|---|---|
| Engine Type | 4.4L turbo |
| Fuel Type | Hybrid with Premium Unleaded |
| Fuel Efficiency | 10.3L/100km |
| Seating | 5 seats |
Verdict
Jaguar XE7.3/10
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.
Would you pick a Jaguar over a Mercedes-Benz, Audi or BMW? Tell us what you think in the comments below.
BMW M58.5/10
Let’s get one thing out of the way: the new M5 is a very good car. Considering the emissions limitations and size increase of its base model, it is an impressive bit of engineering.
What’s trickier is deciding whether the new car is really better to drive. Less edgy but supremely comfortable and quiet; BMW leaned into the daily usability of the plug-in hybrid M5 rather than amping the petrol-electric system for maximum thrills. And do you know what? That’s fine with me.
The new M5 still performs on road and track and does an incredible job of hiding its weight (most of the time). Perhaps the G90 is a little more Audi RS6 than F90 in its demeanour but some would argue that’s no bad thing.
The concept of the BMW M5 is not static, it evolves with the times, and the G90 is no exception. Expect future Competition and CS variants to unlock some extra lunacy.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Design
Jaguar XE8/10
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 M5
The M5’s raw size is what you notice first. The G90 M5 is a whopping 113mm longer, 67mm wider and 37mm taller than the car it replaces, with the wheelbase stretched 24mm.
It is also the most pumped M5 yet, compared to a 520i it is 70mm chubbier at its flared wheel arches. The ‘M5’ insignia on the C-pillar means you’ll know this is the fast one.
Presence is not in question, then, but beauty? Not the right word. The G90 makes its predecessors — especially the original ‘E28’ — look demure.
The cabin layout builds on the concept debuted by the iX electric SUV, with twin integrated screens and focus on technology and minimal buttons. Materials are mostly high quality and feel fitting for the M5’s asking price.
Practicality
Jaguar XE7/10
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.
BMW M5
BMW has persevered with its twin-screen, minimal-button approach for its 'Operating System 8.5' in the M5.
The 14.9-inch central touchscreen is bright, responsive and high resolution but the software remains a little strange. The main interface is classy but when looking for settings to adjust you’re presented with a Windows 95-esque panel of small square touch targets. It’s not intuitive.
Wirelessly mirroring Apple CarPlay or Android Auto works a treat, at least. Digital climate controls keep temp adjustment persistently on screen and a shortcut to fan speed. The nipple-like vent direction adjustment grows on you, as do the digital vent sliders.
The 12.3-inch digital driver’s display still doesn’t have the freedom of customisation and clarity of Audi’s interface.
The M5 has two cupholders, a deep central storage cubby, door bins that swallow two 600mL plastic bottles and twin wireless charging pad that resolutely grips smartphones even under the sort of tummy-churning G-Forces this M5 can manage.
Setting the M5 apart from the regular sedan is a unique centre console bunching 'M Drive' modes, 'M Hybrid' modes and other shortcut functions together next to the gear toggle and M-engraved crystal 'iDrive' controller.
Comfortable front seats are power adjustable with in/out, up/down lumbar support and have two memory positions.
The 5096mm long M5’s back seat is very spacious. Headroom is good for those beyond 182cm (six-foot), the bench is extremely supportive, while leg and toe room are adequate.
A fold-down centre armrest has two cupholders and there are USB-C charge ports in the back of each bucket seat for a total of four.
You can buy an accessory mount that holds tablets or smartphones for rear seat passenger entertainment, too.
When you look in the boot, BMW offering a Touring version of the latest M5 makes even more sense. The load aperture is big but the usable space is narrow; the sides intrude on load space.
The 466-litre space will make fitting suitcases for an airport run tricky and, even with the 40/60 split-fold rear bench, you will struggle to fit a bike in the back. There’s no spare tyre, either.
Price and features
Jaguar XE7/10
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.
BMW M5
The last M5 was well equipped but the new car is wanting for nothing. Australian cars have just about every option for $259,900, before on-road costs.
Australian M5s wear staggered 20-inch front and 21-inch rear alloy wheels paired with standard metallic paint, 'M Carbon Exterior' package (including carbon roof and rear lip spoiler), adaptive LED headlights and BMW’s 'Iconic Glow' illuminated kidney grille surrounds.
Keyless entry, a heated steering wheel, heated and ventilated front seats, interior camera, powerful 18-speaker Bowers & Wilkins sound system, M seatbelts, four-zone climate control and a power tailgate are the cabin highlights.
Optional extras are thin on the ground; you can choose from (eight) no-cost paint colours and all manner of 'Individual' shades (from $4100), four interior trims including classy 'Dark Oak' wood and four leather colours. There’s classic black ‘Merino’ leather, or you can have it dyed with a mix of 'Silverstone', red or 'Kyalami Orange'.
Aside from that, the only major option is carbon ceramic brakes at a staggering $18,500, and an M5 Touring wagon costs $263,900.
Though the M5 is more expensive than Audi’s closest rival, the RS6, the gulf isn’t huge considering you get a lot more punch in the BMW. Mercedes-AMG does not have an E-Class answer, yet.
Good value, then? Well, an equally potent Porsche Panamera is twice the price. So yes, in a sense.
Under the bonnet
Jaguar XE8/10
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
BMW M5
Unlike the Mercedes-AMG C63, BMW has kept the M5’s eight-cylinder heart and this has proven to be a good decision.
The 4.4-litre twin-turbo petrol engine has been optimised with “a cross-bank exhaust manifold and optimised oil separation”, says BMW.
The V8 spins to 7200rpm though it isn't a screamer, outputting a full-bodied 430kW (5600-6500rpm) and 750Nm (1800-5400rpm).
Augmented with a transmission-mounted 145kW electric motor that can produce up to 450Nm, thanks to pre-gearing, maximum combined outputs are 535kW and 1000Nm.
Weight blunts punch, though, so despite nearly 100kW and 250Nm more, the new M5 is a tenth slower to 100km/h than its predecessor (claimed), at 3.5 seconds for the sprint.
You can thank a 220kW/tonne power-to-weight ratio, worse than the old car's 233kW/tonne figure. The new G90 claws some time back with brute force, hitting 200km/h in just 10.9 seconds and goes on to a limited top speed of 305km/h.
You can choose from five powertrain settings, starting with 'Electric' and 'Hybrid' for everyday use, while 'eControl' lets you store battery power for urban use.
'Dynamic' provides the best balance, says BMW, while 'Dynamic Plus' is like a qualifying mode. Think maximum combined punch for up to 10 minutes, at which point you’ll have drained the battery.
Driving in pure electric mode, the take-off can be a little jerky but the quietude and decent power make it pleasant. Power sources are combined expertly in Hybrid and giving it some stick in Dynamic is more than enough to make your passengers feel queasy.
Efficiency
Jaguar XE7/10
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 M5
Electric-only range is rated up to 69km in WLTP testing, but the 18.6kWh battery is more likely to give you around 60km in real-world driving. It can be topped up in about two hours using an 11kW AC charger, or overnight on a three-pin socket.
BMW includes both Mode 3 (public) and Mode 2 (home) charging cables with the M5.
The M5 uses 3.2L/100km of 98 RON premium unleaded in ADR testing, corresponding to just 72g/km of CO2, so it should sail through the first rounds of Australian emissions regulations.
Indulging in what the V8 has to offer sees that consumption spike, though. An enthusiastic road drive saw the M5 gulp 12.4L/100km, according to the trip computer.
Driving
Jaguar XE8/10
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 M5
The three M5 elements start with daily usability. We trundled out of Bathurst in electric mode, with the adaptive dampers (and other myriad settings) in Comfort.
The M5 has steel springs, double wishbone front suspension and a five-link rear axle, all of which has been heavily reworked by the boffins at M. Naturally, the ride is firm, though in Comfort the body moves through its motions smoothly.
The M5 is an effortless tourer, its eight-speed automatic shmoozing through ratios as it climbs and descends steep gradients. Wind and tyre noise insulation is good on coarse chip tarmac, though a bit more burble from the V8 would be appreciated.
The M5 has nine adjustable parameters to wake it up: 'Drivetrain', 'Energy Recovery', 'Drivelogic' (gear shift aggression), 'Chassis', 'Steering', 'Brake', 'M xDrive', stability control settings and 'M Sound'. Favourite settings can be stored to the wheel-mounted M1 and M2 buttons.
With the dampers still in Comfort the M5 remains fantastically capable with power delivery from the xDrive mighty rewarding on corner exit. Sport dampers sharpen the experience up further, amplifying the M5’s surprising agility. Thank the rear-wheel steer for this big sedan’s switchback performance.
Step beyond the limit of grip, brake too late, or get on the power too early, though, and the M5’s mass reveals itself rapidly. It doesn’t help that the accurate steering is devoid of feel. The brake-by-wire pedal is too numb and light, as well, making it tricky to judge grip levels on the road.
Feel is less of an issue on a dry Mount Panorama circuit, where the M5 turns out to be a total pussycat. The all-wheel drive, consistent dynamics, strong brakes and well-tuned stability control make for an approachable but seriously fast sedan.
The responsive transmission will hold gears to redline and is eager on the downshift in its most aggressive setting while tactile shift paddles make commanding ratio changes yourself that bit more engaging.
Prodigious punch out of corners is matched by the impressive consistency of the carbon ceramic brakes. The M5 pulled up for The Chase every time with minimal fuss, even from above 250km/h.
Similar credit goes to the 285mm front and 295mm rear Hankook S1 Evo tyres which remained consistent and predictable all day despite reaching temperatures over 130 degrees, according to the tyre pressure monitor.
Safety
Jaguar XE7/10
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.
BMW M5
The regular BMW 5 Series range scored a maximum five stars in 2023 ANCAP safety testing but this does not apply to the M5.
The M5 features nine airbags and a host of active safety systems, including auto emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, auto parking and speed limit assist.
Lane-keep can easily be turned off via two taps but the other systems require more menu navigation, though are mostly unintrusive. A 'Track' mode disables lane-keep, AEB and other systems along with switching the central display off.
Ownership
Jaguar XE6/10
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 M5
In Australia, BMW has moved to match other manufacturers in offering a five-year/unlimited kilometre warranty on all its cars.
Servicing is recommended on a condition basis, with the M5’s multimedia system prompting a visit to the mechanics. BMW offers pre-paid service packs for five years/80,000km at a price of $5059 for the basic offer and $8152 for 'Inclusive Plus', which covers brake pad and rotor replacements.
It is expensive next to a regular 5 Series but when you consider the purchase price and performance level, the M5’s service pricing is not astronomical.