BMW 330i v Jaguar XE R-Sport 25t v Lexus IS 200t F Sport v Mercedes-Benz C 250 2016 Comparison

BMW 330i v Jaguar XE R-Sport 25t v Lexus IS 200t F Sport v Mercedes-Benz C 250
Comparison Test

The current generation of Mercedes C-Class arrived last year and its quality, looks and efficiency immediately struck a chord. Sales of the Benz in the local mid-size passenger car segment are second only to the much cheaper Toyota Camry – which is not at all prestigious. BMW, Jaguar and Lexus all want a share of Benz's success. The 3 Series is older, but was updated earlier this year. Around the same time Jaguar introduced its Ingenium-powered XE and Lexus also joined the party, launching its turbocharged IS 200t in the Australian market. In a broader sense all four cars are packaged alike, but each is distinctive enough to appeal to brand-centric target buyers. It makes for an interesting comparison, as we found...

The four cars for this comparison offer pretty much the same basket of goodies for prospective buyers: technical innovation, badge cachet, refinement, decent equipment levels, practicality, the effortless performance of a turbocharged four-cylinder engine matched to an automatic transmission – and most of all 'luxury sedan' character in a smaller package.

Rear-wheel drive is pivotal to that 'luxury sedan' image. Buyers may never use the full dynamic ability these cars have to offer, but rear-wheel drive is an image-boosting feature in this stratum of the market, nevertheless.

Each of the four cars for this comparison came loaded with extras. The three Europeans each cost more than $11,000 above the base rate, but the Lexus made do with options priced 'just' $7500 above its standard-spec purchase price.

But the BMW was also praised for its steering. Agreement was unanimous that the 330i's tiller provided the best balance of weight/feel and assistance. The validity of that call was thrown into doubt, however, once it was learned that the car on test was also fitted with Variable Sport Steering, costing $400 more.

That option didn't help the BMW turn any tighter on full lock, we found. The 330i was the car most likely to need a three-point turn to reverse direction. In theory the BMW should have been able to prescribe a smaller turning circle than the Jaguar XE, but that wasn't the case in practice. For the record, BMW claims an 11.3m turning circle against the Jag's 12.0...

The BMW was comprehensively outgunned by the Jag for roadholding, steering response and braking.

Tested for NVH, the BMW shared the wooden spoon with the Mercedes C 250 at 80km/h. At freeway speeds – subjectively – the BMW was louder than any of the other three cars. It wasn't all bad news for the BMW however. The 330i produced a wonderful engine note – almost six-cylinder-like in its timbre. Far and away, the BMW's engine soundtrack was the best of the four.

And the BMW's drivetrain was also the most muscular, propelling the 330i down the track in the fastest time (see performance figures below). The powerplant was matched to a eight-speed automatic that was very well behaved during the testing. When shifting sequentially (from the paddles) the ZF transmission in the BMW changed up or down more aggressively than the Jaguar, which was fitted with the same basic transmission. Jaguar's was more adaptive, with the XE dropping back a gear sooner while descending – something the 330i wouldn't do in the same circumstances. But like the Jaguar, the 330i in sequential-shift mode would always hold the gear the driver wanted, without unexpectedly kicking down to an even lower gear.

As a package, the 330i was roomiest overall. Even with the optional sunroof fitted headroom was laudable, and there was plenty of room to stretch out in the back. The dash design and interior layout were standard BMW fare, which translates to 'older in style' and not as easy to use as the Jaguar's. Still, there was no foot-operated parking brake (Lexus), and nor was there the added complexity of combining wipers and indicators in the one stalk (Mercedes).

The BMW was one of just two cars (the Lexus being the other) that didn't rattle at any point. And further to its credit, the 330i was the most economical car on test.

It largely delivered on its sports styling with an enjoyable driving experience that saw us unanimously vote the Jaguar our pick for sporty performer of the group.

Optioned with an $1800 19-inch wheel package, we anticipated a harsh ride but were pleasantly surprised at how well the larger wheel performed, particularly when compared to the BMW, which was also equipped with optional 19-inch wheels.

The Jaguar also showcased impressive handling through its strong front-end grip, which delivered excellent turn-in and demonstrated a responsiveness that increased in line with speed. Its front wishbone suspension contributes to a very composed ride over poorer road surfaces at high speeds, avoiding the crashing that we experience in both the BMW and Mercedes – the latter of which we deemed too harsh in Sports mode for our tough Australian country roads.

Of all cars on test, the Jaguar was found to have the best all-round engineering package with a sportier engine, paired with an impressive eight-speed automatic transmission, which was calibrated to be much more adaptive than the ZF transmission in the BMW. Brakes inspired confidence and the XE was stopped in the shortest distance, although the pedal was felt to have a slightly wooden feel.

As the widest and lowest car on test, the Jaguar definitely felt the most agile through corners but those sportscar looks do mean some considerable concessions have been made for interior space.

The XE has the lowest headroom in the category and its tighter dimensions gave the least amount of room for back-seat passengers. While legroom was adequate in the rear, our taller passengers found their heads almost touching the roof lining. The optional $2160 sports leather seats offered good support both front and rear, but were second to the standard fitment in the Lexus – which were deemed the most comfortable on test.

The Jaguar's dash and centre fascia are stylish and modern, and feature Jaguar Land Rover's intuitive InControl Touch interface, which is easy to use with a clear display (check out the link to our Safety & Technology break-out below for more info). The interior lacks the high-gloss finish of the Mercedes but was superior to the utilitarian BMW dash and cheaper looking Lexus centre console. During our test, the XE suffered from a rattle in a speaker grille on the passenger side, but a gentle thump seemed to fix that.

With a long list of options, the Jaguar XE was the most expensive car in our test group, its base price of $68,900 blowing out to $81,270 (plus on-road costs) once boxes were ticked for leather seats, carbon-fibre veneer, 19-inch wheels, panoramic sunroof, head-up display, parking assist pack, powered boot-lid, black pack, reflective glass and metallic paint. We were disappointed that the styling detail didn't extend to chrome tips on the twin exhausts which appeared plain an unfinished on a car with such a high level of attention to design.

This higher price point and unproven future value, along with lack of practical interior space, saw the Jaguar lose out to the Lexus as our pick for practical daily driver, but we all agreed that for outright enjoyment on the road the XE R-Sport would be our pick of the prestige pack.

At the lowest base cost of our four contenders, the Lexus offers the longest list of standard equipment including heated and ventilated front seats, leather interior and adaptive cruise control.

Our test vehicle was optioned with a very impressive 15-speaker Mark Levinson audio system, overstated moonroof, which would be a standard sunroof in anyone else's lexicon, lane-departure warning and auto high-beam. This $6000 package and $1500 metallic paint option took the as-tested price of our vehicle to $73,000 (plus on-road costs), undercutting the other vehicles by up to $8000, once option prices were tallied.

Extending the value proposition of the Lexus is its standard warranty, which at 48 months, or 100,000km, is 12 months longer than BMW, Jaguar and Mercedes, although theirs are all unlimited in kilometres travelled. Lexus is also the only manufacturer to offer 48 months roadside assistance – extra assurance to buyers who are planning to hang on to their car beyond an initial three-year ownership period.

Of course, the prestige medium segment is more about performance than value and here, the Lexus surprised us all. At 1680kg it was the heaviest car in our comparison, and was slower to accelerate than both the Jaguar XE and BMW 330i, however, it outperformed the Mercedes C 250 in both 0-60km/h and 0-100km/h times.

With an uninspiring engine note, and that heavy frame, the Lexus was not as sporty a drive as the Jaguar or BMW. It's also slower to turn in than either the Jaguar or the BMW yet its cornering improves at higher speeds.

The Lexus did impress in a number of areas, including cabin noise. It was the quietest car of the four, evidencing little tyre and wind noise and it made even the C-Class seem pretty noisy by comparison.

It was also deemed the most comfortable for both driver and passengers. The standard seats, while trimmed in dark red leather that polarised our testers, were cushy and well-shaped. By contrast the BMW and Mercedes have a much flatter driver's seat and lacked much in the way of contouring.

The F Sport suspension set-up also delivered the most comfortable ride of all four vehicles, absorbing harsh road bumps that challenged both the BMW and Mercedes.

In accordance with its lower cost, the Lexus was bottom of the pack when it came to the dash and centre console, which is finished in a hard plastic that doesn't have the finesse of its competitors. It's not especially practical, with cupholders that were set far too back, a lack of useful cubbies, and a storage bin with a lid that was hard to operate from the driver's seat.

While the audio performance of the optional speakers is exceptional, the colour display looks old hat and the mouse pad style control is not the best in its class.

For sheer ease of driving and its more comfortable ride, however, the Lexus was the car we decided we'd prefer to drive from Melbourne to Sydney.

Mercedes-Benz C 250
Priced $1000 lower than the BMW – and at the same point as the Jaguar – the C 250's as-tested figure rose by nearly $12,000 with extra-charge features largely aimed at enhancing comfort.

At $2490, the Airmatic Agility Suspension option should have lent the Mercedes a dynamic edge over its rivals. In practice things didn't quite work out that way.

In Sport mode the suspension was too firm and the C 250 crashed over bumps and potholes that both the Jaguar and the Lexus negotiated with far greater composure. As one reviewer noted too, set to Comfort mode the C 250's suspension was "floaty", lacking rebound damping, and was easily deflected by mid-corner bumps.

In this company the Mercedes was at odds with the other three cars (including the Lexus) for driver engagement. It was more capable in corners if balanced properly ahead of turning in. But the reward wasn't really worth the effort.

In contrast, the Jaguar not only rode well, but offered eager steering response every time. And in comparison the C 250's turn-in was slowest of all four, and at lower speeds the Mercedes was second only to the BMW for the largest turning circle (Mercedes quotes an 11.0m turning circle for the C-Class).

The Benz provided good, strong braking, but the pedal felt dead. It travelled further during a braking test than any car other than the BMW.

In terms of straight-line performance, the C 250 was slowest to 60km/h and 100km/h and slowest in overtaking increments (50-70km/h and 80-100km/h). At 155kW it was at least 22kW shy of the Jaguar, let alone the even more powerful BMW and Lexus.

Having the lowest kerb mass (1480kg) of the four cars didn't help, leading the reviewers to surmise that the seven-speed automatic transmission was holding back the Mercedes. Lacking the extra gear of the rivals, the Merc's transmission also kicked down automatically when the driver was shifting manually with the paddles.

If the C 250's drivetrain lacked performance, it was also bereft of charisma. As the least inspiring to the ear, the C 250 couldn't match the growl of the BMW or the howl of the Jaguar. For the NVH test the Benz was as loud at 80km/h as the BMW. At higher speeds it was quieter than the 330i, but road and wind noise were still apparent after stepping out of the Lexus.

Inside, the C 250 trod its own path, ergonomically. It stood apart from the other cars in having the shift lever situated on the right side of the steering column. The Dynamic Select rocker switch was located on the passenger side of the centre console, and the starter button was on the dash, right of the steering column.

Reviewers found the front seats of the Benz to be flat and unsupportive, although only the C 250 and the Lexus came with standard seats, in defence of the Benz.

The C 250 was the only car of the four in which rattles were detected from different points (behind the dash and in the doors).

Related reading:
>> Medium Prestige Sedan Comparison: Price & Packaging
>> Medium Prestige Sedan Comparison: Safety & Technology
>> Medium Prestige Sedan Comparison: The Verdict

2016 BMW 330i performance (as tested):
0-60km/h: 3.3sec
0-100km/h: 6.8sec
50-70km/h: 1.4sec
80-100km/h: 2.0sec
60-0km/h: 14.45m
dBA at 80km/h: 80

2016 Jaguar XE R-Sport 25t pricing and specifications:
Price: from $68,900 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 177kW/340Nm
Transmission: Eight-speed automatic
Fuel: 7.5L/100km (ADR Combined) / 10.4L/100km (as tested)
CO2: 179g/km (ADR Combined)
Safety Rating: Five-star EuroNCAP

2016 Jaguar XE R-Sport 25t performance (as tested):
0-60km/h: 3.6sec
0-100km/h: 7.2sec
50-70km/h: 1.4sec
80-100km/h: 1.9sec
60-0km/h: 13.95m
dBA at 80km/h: 78

2016 Lexus IS 200t F Sport pricing and specifications:
Price: from $65,500 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 180kW/350Nm
Transmission: Eight-speed automatic
Fuel: 7.5L/100km (ADR Combined) / 11.6L/100km (as tested)
CO2: 175g/km (ADR Combined)
Safety Rating: Five-star ANCAP

2016 Lexus IS 200t F Sport performance (as tested):
0-60km/h: 3.5sec
0-100km/h: 7.5sec
50-70km/h: 1.5sec
80-100km/h: 2.1sec
60-0km/h: 15.00m
dBA at 80km/h: 79

2016 Mercedes-Benz C 250 pricing and specifications:
Price: from $68,900 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 155kW/350Nm
Transmission: Seven-speed automatic
Fuel: 6.0L/100km (ADR Combined) / 10.9L/100km (as tested)
CO2: 138g/km (ADR Combined)
Safety Rating: Five-star ANCAP

2016 Mercedes-Benz C 250 performance (as tested):
0-60km/h: 4.0sec
0-100km/h: 8.3sec
50-70km/h: 1.7sec
80-100km/h: 2.4sec
60-0km/h: 14.13m
dBA at 80km/h: 80