Mercedes E 350 CDI vs BMW 530d vs Jaguar XF 3.0 diesel

    Each of these luxury sedans come with a strong six-cylinder diesel engines. We tell you which one is best.

    Published On Dec 18, 2014 12:00:00 PM

    1,50,795 Views

    There’s something special about a big six-cylinder engine under the bonnet of a large luxury sedan. True, today’s down-sized four-cylinder motors have closed the gap in terms of refinement, power and performance (while making a lot more financial sense), but they just can’t match the silky smoothness and lusty performance of a six. For some luxury car buyers, this extra bit of velvety bunch is an indulgence they don’t want to skimp on. It is this fastidious lot that these three cars we have with us today are out to please. Starting with the newest, we have the Mercedes-Benz E350 CDI that marks the return of a ‘big’ diesel engine on the E-class after an absence of over a year. Next up is the BMW 530d that got an update last year and brings in some straight-six thrills to the mix. Last but not least is the Jaguar XF 3.0d S that’s as desirable as ever, despite its 2009 year vintage. In case you’re wondering, we’ve left out the hugely capable Audi A6 3.0 TDI because it’s being slowly phased out in anticipation of a new one with updated styling and an upgraded engine, expected next year. Slotting into the gap between the mainstream four-cylinder variants on one hand and the manic V8 petrols on the other, these six-cylinder diesel engines have to be powerful and polished enough to offer convincing performance, refinement and a bit of economy. Engaging dynamics and all-round comfort are other aspects that will win (or lose) these cars points. So which one comes across as the most complete package? Two days of driving in Mumbai city and on the highway gave the answers.

    Smashing six-es

    Downsizing and making small engines do big things is the “in” thing these days, but it’s not that the traditional six-cylinder motor has been forgotten either. Take the 3-litre, V6, common-rail, turbo-diesel engine on the Mercedes E350 CDI, for instance. Sure, it’s the same engine on the older E350 CDI, but it’s been thoroughly revamped now to make it cleaner, greener and meaner. The last bit is taken care of by the not an insignificant 31bhp bump up in power to 262bhp, and rise in torque to a stump-pulling 63.2kgm. Thanks to these incremental increases in power and torque, the already quick E350 CDI has become quicker still. This one’s 7.09 second 0-100kph time betters the old car’s by half a second. It’s quicker through every gear too – the added pulling power has made the big Merc an even more effortless performer. To experience this, you need to see how readily the Merc pulls well past 140kph. But to me, the most remarkable thing about the engine is that it doesn’t make a song and dance about delivering smashing performance. Even with the throttle mashed to the floor, the decibel levels in the cabin don’t really go beyond a distant hum. It’s so quiet and relaxed that it’s easy to find yourself driving faster than intended – the E350 CDI masks speed brilliantly. For many, this engine’s superb refinement alone is worth the outlay over the E250 CDI, whose twin-turbo unit can be intrusive at times. Sport mode adds in revs (gearshifts take place at 4200rpm) and some more enthusiasm in the way the seven-speed automatic gearbox goes about its business. However, even here, the gearbox isn’t perfect. It lacks the immediacy of the competition’s eight-speed units and isn’t lightning quick when you use the paddles either. Interestingly, Mercedes recently introduced the E with a nine-speeder in countries that have adopted Euro 6 emission standards, but don’t expect that gearbox to come to India anytime soon.

    Like the Merc, the Jaguar XF-S also uses a velvet-smooth, 3-litre, twin-turbo V6 diesel to power its rear wheels. Of note is this engine’s 270bhp output that makes the Jag the most powerful car here. However, it’s not the quickest. Though we could not test the latest version of the XF, it trailed the other two when dragged together. Some of that is down to the fact that the engine produces its 61.2kgm peak torque at a relatively high 2000rpm. To put things in perspective, the Merc’s peak torque band starts at 1600rpm while the bulk of the Bimmer’s pulling power comes in at an even lower 1500rpm. Also, throttle response is not as fluid as you’d like in slow-moving traffic. But give it some space and this engine is happy to show you its best side, starting with the terrific surge once the turbos kick in. There’s an almost unending reserve of power that will keep you pinned to your seat longer than you’d expect. Helping in no small measure is the fantastic eight-speed automatic gearbox that works beautifully to align the car’s performance with inputs from your right foot. The gearbox plays a big role in transforming the XF from a purring cat to snarling jaguar at your command.

    The BMW 530d may use the same ZF-sourced eight-speed gearbox as the Jaguar, but in essence, it’s a very different car to its rivals. Where the Merc and Jag rely on V6s, the 530d’s 3-litre engine positions its six cylinders in BMW’s traditional in-line layout. Its 255bhp and 55kgm may put it down on power and torque to rivals, but it’s also the one that takes the ‘Sport’ in its name very seriously. Its sportscar-rivaling 6.1 second 0-100kph time is ample proof of that. It delivers strong punch from very low in the rev band, growls heartily to its limiter and is also the quickest-revving of the three engines on this test. Once again, the ever-ready gearbox gets a special mention here. It’s sharp on its own and obedient to well-timed inputs on the paddle shifters. But exciting as it is, the 530d’s engine is also perhaps too edgy for its own good. Throttle responses verge on the side of being overly sharp (even in Comfort mode) and this takes away from a seamless and smooth driving experience in everyday traffic scenarios. It’s here that you’d also wish the engine ran a bit quieter – the BMW is least successful in hiding the fact that there’s a diesel under the hood.

     

    New balance

    Each of these cars uses sophisticated suspensions that have been fine-tuned for India. The thing is, the ‘Indianisation’ of the chassis setups has brought about varying and rather surprising results in the ride and handling departments. That a BMW doesn’t come close to topping this section should be the biggest shocker. BMW’s move to overtly raise and soften the 530d’s suspension is responsible for this. On uneven stretches, there’s a fair bit of up and down movement and on twisty roads, it rolls more than any BMW should be allowed to. What compounds matters is that because of the suspension being raised, switching between driving modes (Eco Pro to Comfort to Sport) doesn’t bring about the desired change in stiffness or sharpness in the dampers. The steering is also oddly un-BMW like. It’s a quick rack, no doubt, and response off the straight-ahead position is immediate, but it’s the artificial weighting and a bit of an inconsistent feel as you pile on the lock that costs the 530d big in driver involvement. In all, it makes for a confusing package because where the Bimmer’s engine eggs you on to drive harder, the dynamics will force you to keep excitement levels in check. Stick to a more reasonable pace and you’ll find ride quality nice and absorbent. Once again, better noise insulation would be welcome.

    As for the Jaguar, it too has been softened for India. Correspondingly, it rolls quite dramatically when pushed through corners and even squats down on its haunches under hard acceleration. The net effect is that you have to scale back on pace and hence can’t make the most of the XF’s nicely weighted steering on a series of bends. Still, overall ride quality is far better judged than the BMW’s. The XF simply steamrolls all imperfections, with the chunky 235/55 tyres further adding a layer of cushioning (and sound deadening). But, all said, it’s the E-class that surprises for its fine blend of good ride quality and smile-inducing dynamics. The Direct Control suspension does a brilliant job of smoothening all but the sharpest bumps while keeping body movements in check. This enables the E to drive with a certain poise you wouldn’t find in the other two cars here. What further aids the Merc’s appeal is that it drives like a BMW of yore. You read that right. The fluidity and directness of the E’s electric steering and the general balance of its chassis will certainly convince you so.

    From the captain’s chair

    Take one long look into these cars’ cabins and you wouldn’t be wrong to conclude that the BMW is the newest of the lot. While the basic layout of the 530d’s dashboard strictly conforms to BMW’s rulebook for cabin design, it still looks thoroughly modern. Aiding the impression is the large and high-res central screen and the LCD instrument’s panel that follows a different theme for each driving mode. Whether the latter works for you is a matter of personal taste. There’s also a heads-up display that projects speed and navigation info on the windscreen straight into your line of sight. It’s a genuinely handy feature once you get used to it. And of course, you get iDrive, which is the best of the infotainment systems here. As you can tell, there’s a lot of tech packed into the 5. Unfortunately, it does have some not-so-fine bits too. Some of the controls on the centre console are too small while the broad and high-set dash hurts visibility. The Merc, on the other hand, comes with a low dash that allows for great visibility. But it must be said that the E’s cabin has started to look a bit old. And that’s despite the subtle tweaks that accompanied the comprehensive facelift last year. The centre console that’s cluttered with buttons, in particular, betrays the car’s age. Even the COMAND interface isn’t as sleek or user-friendly as you’d expect in a luxury car of today. However, the E350 CDI’s central screen does relay images from a 360-degree camera that takes out some guesswork from parking. Other things to like centre around just how solidly the Merc is put together – right from the reassuring thunk on door shut to the operation of the smallest switches. You won’t find the same level of detailing or heft to the smaller controls in the XF, but that’s not an issue because most of the functions are operated via the central touchscreen. While easy enough to navigate through, the screen could do with a mid-life refresh with more pixels and features. Jaguar should also look to redesign the dash – the angular theme is a touch too simple. But, as before, the Jag’s party trick remains the ‘handshake’ that has the air-con vents flip open and the rotary gear selector knob rise out of the centre console when you switch the car on.

    In the back

    If you spend long hours in the back seat, the 5-series is not the best car for you. It’s not for a lack of comfort – the rear seat is pretty good with fine bolstering and good thigh support. It’s the way the front seats’ backs swoop behind, close to your face, that’s quite obtrusive, leaving with you a not-so-good outside view. We are not sure if passengers will be happy about BMW’s gesture of equipping the 530d with rear-seat entertainment as standard – the pair of 9.2-inch screens cut visibility further. The rising window line gives a feeling of being cooped in, which is quite a shame as space on the whole is good. Inadequate thigh support, especially for large passengers, is what goes against the Jag’s rear seat. The low seating position, mediocre headroom and relatively small rear windows also make the XF feel smaller than it really is. Overlook these points and you’ll like the seats for the cushioning and the general old-world feel you only get in the back of a Jag. Still, it’s nowhere close to the Merc, which continues to offer the best back seat experience in this class. Unlike the other two, the Merc manages to amplify its roomy cabin with its use of large windows and standard panoramic sunroof that allows lots of light to come in. Then there’s the seat that appears flat and uninviting at first, but proves fantastically supportive as you spend more time in it. Of course, the way the E leaves outside noises where they belong makes it all the more soothing on crowded and chaotic Indian streets.

    At the office parking lot

    The standard 5-series may still divide opinion for its ‘full’ form, but there’s no arguing that the 530d looks great. Remember, BMW sells the 530d only in M Sport form, whose aggressive bumpers, sporty 18-inch alloy wheels and matt-finish tail pipe literally shout out there’s something very special about this car. On the other hand, your colleagues will need to be able to tell their six-cylinders from their four-cylinders by sound to know of your choice of the larger-hearted Jag or Merc. Because graceful and elegant as their basic shapes are, they differ from their mainstream siblings only in the details. The Jag is easy to mistake for the 2.2-litre diesel engine version, more so than before because it now sells with smaller 17-inch tyres as standard. It’s a similar story on the Merc, whose multi-spoke alloy wheels are the biggest giveaway of it being the most powerful of the Es this side of the E63.   

    The middle path

    Traditionally, in competitions where performance and driving dynamics get their due weightage, you could bet on a BMW coming up trumps. That’s not the case today, simply because the 530d is trying to be too many cars at once. Its snappy and performance-oriented engine and gearbox package doesn’t gel with the rest of the car’s newfound softness. And while the interior is modern and appealing, it’s not the best for comfort. As a result, the 530d doesn’t manage to hit the spot either as a performance diesel or as a luxury car for the chauffeur-driven. But for Rs 58.3 lakh (ex-showroom, Delhi), the BMW 530d does get you a whole lot of car, especially when you factor in all the goodies it comes with as standard. At Rs 57.5 lakh, the lesser-equipped Jaguar XF may not be able to match the BMW on value, but it does come with more clarity of purpose. It’s a luxury car first and makes a strong case for itself on that front. It’s got a comfortable cabin, delightfully smooth engine and good ride quality. The XF’s relative uniqueness and British charm also makes it an interesting choice. Had it been a more engaging drive and more comfortable in the back, it could have taken the fight to the Mercedes E350 CDI, which is our pick of this trio. The E350 CDI wins because it manages to deliver sufficient thrills while still being an uncompromised luxury car in every other way. Lovely to drive and be driven in, the E350 CDI is rounded enough to recommend to those who split their time between the front and the rear seats. Sure, the E could do with a more modern dashboard and more equipment to justify its steep Rs 58.5 lakh price tag. But as a package, there’s little else to fault in the powerful Merc. As for now, the balance of power rests with Mercedes.

    Copyright (c) Autocar India. All rights reserved.

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