Jaguar XF compares with Audi A6 and BMW 5 Series

Dino Eisele
Jaguar XF with Audi A6 and BMW 5 Series in comparison
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M rs. Dalloway said she wanted to buy the flowers herself. 'You don't know that? Nothing missed. It's the first sentence from' Mrs. Dalloway ', a novel by Virginia Woolf, of such inconceivable boredom as British literature could only produce at a time when my lord was busy all his life with self-importance - and my lady with changing clothes before dinner. There was absolutely no evocation of the old days Not for a long time at Jaguar. Now the good old are finally followed by the good new times. After the launch of the XE in the summer and the debut of the SUV F-Pace at the IAA, the third model on the modular platform is now coming - the Jaguar XF takes on the A6 and 5 series.

XF and the tradition of tradition

Castle Bromwich, we wanted to clarify that, is the name of the work in which the Jaguar XF riveted together and - is glued - on the modular aluminum architecture, through which it should be 190 kilos lighter than its predecessor. Well, should. The last Jaguar XF S V6 3.0 Diesel that was with us weighed 1,951 kilos - only 86 more than that new one, which shifts its proportions, shortens the front overhang 6.6, extends the wheelbase by 5.1 centimeters. In terms of space, it now ranks at the level of the five. The Jaguar XF integrates the driver and front passenger deep into cuddly armchairs, not looking narrow, but compact - until it has to be maneuvered into tight parking spaces.

Dino Eisele
Deep seating position in the Jaguar XF.

He can now do that alone because Jaguar has upgraded the assistance department. Everything that should be included in this class. As with infotainment. Its description stretches across pages in the press release - similarly gripping content like 'Mrs. Dalloway'. Let's limit ourselves to the fact that it is the samecumbersome system is like in the XE.

Jaguar XF with V6 and 300 hp

So better: start button , Rotary selector appears, D, gas. The diesel puffs off, a few hundred revolutions of the loader hesitation converts the eight-speed automatic. This is when the little turbo gets going. If the big one snorts, they balance the Jaguar XF with 700 Nm. But it does not achieve the speed and drive harmony of Audi and BMW. The gearbox does not select the gears quite as accurately, jerks when you zap through the gears with the shift paddles. In addition, the economical (8.3 l /100 km) V6 ignites more severely than the others. The fact that the wind gets tangled on the driver's door may be due to the early production of the test car. The furnishings could be more loving, however, foam padding on the steering column and loveless plastic switches do not fit the price range.

The comfort does. The Jaguar XF bumps harshly over short bumps with optional 19-inch wheels, but takes a long time to get away with it - empty and laden. The double wishbone front axle and steering come from the F-Type. That worked well with the XE, especially because of the sensitive, direct-precision steering. In terms of feeling and precision, there is nothing wrong with it in the Jaguar XF, but it reacts almost too directly for a sedan of the upper middle class - on the autobahn that brings a slight jitteriness into the driving flow. If you rummage through country roads, it fits better because the front axle grips firmly into the ideal line. The Jaguar XF lets the understeer remain, but not harmless, entertaining rear shoving. So actually everything is fine. But good enough for the best?

Dino Eisele
The XF reacts almost too directly for a sedan of the upper middle class .

Audi A6 and the abundance of perfection

Because the A6 3.0 TDI Competition is one of them: With perfect workmanship, lots of space, brilliantly bulky, only slightly less economical (8.9 l /100 km) biturbodiesel, automatic, all-wheel drive, adaptive dampers. And the MMI infotainment, which no longer seems so complicated when you switch from the Jaguar XF.

All of this makes the A6 onehighly competent car. Despite its 20-inch tires, it springs empty and is easily digestible when loaded, and only gets tangled up on short bumps. The two turbos puff up the V6 to 650 Nm, boost the 326 hp with 20 more, by no means indispensable. Meanwhile, the automatic is gentle - sometimes allowed - through its eight steps. The A6 is immensely fast and remains cultivated. Except in Dynamic mode, the sound actuator generates: Sound - not sound.

That indicates what the A6 lacks: the immediate. As soon as you pull out of a parking space you will notice that the steering responds synthetically, that it gives weak feedback. It may be precise, but the steering forces never fit - in 'Comfort' mode they are artificially low, in 'Dynamic' they are artificially high. The A6 feels decoupled when it storms at enormous speed over country roads and through curves. He remains unshakably secure, neutral for a long time, but, well, always strangely sterile. The sport differential does not change that, although it is supposed to distribute the power not only to promote traction but also to promote driving pleasure. The A6 is a brilliant car for long distances - but it also holds it to the driver.

Dino Eisele
Audi: On the way to perfection, the joy of driving is sometimes lost.

BMW 5 Series and the youth of old age

Three kilometers in a BMW, and you understand that. It wraps you in comfortable seats, integrates you closer into the cockpit without lacking space . The iDrive operation remains unmatched; why is the gesture fooling in the seventh needed? No idea. The diesel starts mumbling under the hood. Unlike Audi and Jaguar, BMW sorts the six cylinders in a row. The biturbo whispers more quietly, starts more homogeneously also because of the perfect automatic, turns greedily and smoothly. Driving performance? Och: Pronounced - in contrast to the consumption (8.5 l /100 km). Since 2010, the 5 Series has retained a carefree handling that the Audi lacks. The BMW may be slower in terms of driving dynamics, but it feels more agile. Which is also due to the clear division of labor: rear wheels are there to drive, front wheels to change direction. The 5 Series sweeps over winding country roads, with brilliant feedback and precisionin direct steering, remains neutral, finally pushes with the rear, spurred on by the force of the 630 Nm and: Because it can. He also has the comfort. With adaptive dampers it flatters bad roads when empty, but tends to bottom out when loaded.

The BMW wins despite unusually moderate braking. But we don't even have to say that Jaguar has caught up enormously by the flower we bought ourselves.

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