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BMW 520i SE - WhatCar?
11.09.2003 |
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BMW 520i SE £25,455
The all-new Five promises more space and refinement and a better drive, but is it good enough to reclaim its title as the world's best Exec?
Mercedes E200K Classic £25,555
Our current Executive Car of the Year in E270 CDi form has refinement, impeccable build quality and unbeatable residuals on its side.
Jaguar S-Type 2.5 V6 £24,950
Revisions have pushed the Jag to the upper end of the class and it now has the drive and build to match the very best.
Volvo S80 2.5T S £24,070
Recently face-lifted S80 has a new 2.5 Turbo under the bonnet and plenty of kit, even though it is the cheapest car here.
If BMW has anything to do with it, the Mercedes E-class's reign at the top of the Executive car pile will be rather short-lived.
The previous 5 Series won our Car of the Year Award for the executive saloon class no fewer than seven times. A huge part of its success was down to its unbeatable blend of ride and handling and, even at the end of its life, it still set the benchmark in the class for driving ability.
With the new car, BMW promises even sharper handling, improved refinement and a better environment for passengers thanks to more interior space. From launch, there are three engines available - 2.0 and 3.0-litre petrol motors and a 3.0-litre diesel. Here, we're testing the entry-level petrol 520i in mid-range SE trim, at £25,455.
Mercedes' E-class was good enough to topple the old Five from its throne in the last year of the BMW's life. The Mercedes has great refinement in all forms and ample interior space; plus, it's great to drive.
No other car in the class holds its value as well. But, at £25,555 for the entry-level E200 Classic, the Mercedes is a pricey proposition next to its rivals, particularly the Volvo S80.
Keen pricing is one of the Volvo's key strengths. At £24,070 it's the cheapest car here and undercuts the two Germans by more than £1000. The S80 is also well built, extremely comfortable and a highly capable long-distance mile-muncher.
A recent face-lift introduced a new grille and colour-coded bumpers, but even ardent Volvo devotees will struggle to spot the differences between the old and new car. More important are the two new turbocharged engines that have joined the range - a 2.0-litre and a 2.5, which we are testing here.
Finally, there's the Jaguar S-Type. Major revisions to the car's chassis and interior in mid-2002 resulted in a car that's now up there with the class best. It's more enjoyable to drive and its build quality is good enough to put the Germans squarely in its sights. We're driving it here in 2.5 V6 guise, in its most basic incarnation, at £24,950.
BMW 5 Series In detail
The all-new Five hits our shores with a simple line-up of three six-cylinder engines. The 520i is powered by a 170bhp 2.2-litre unit, the 530i and 530d diesel by 3.0-litre motors of 231bhp and 218bhp respectively.
The diesel engine gains the same upgrades it has in the 7-series. Power has swelled from 193bhp and torque from 302lb ft to 369lb ft at just 2000rpm - the same as the current M5. This model is also less thirsty than the old 530d and sits one tax band lower.
All three come with a six-speed manual gearbox as standard, and the option of a six-speed automatic for £1350. A Sequential manual 'box will be introduced in October, but the models to offer it have not been revealed.
The current range is available only in SE trim, although S and Sport will be added later. All Fives have dynamic stability control, which incorporates traction control and automatic stability control as standard. Other safety kit includes twin front, side and full-length curtain airbags.
Luxury kit includes electric front-seat adjustment and air-conditioning, The iDrive, which allows you to select entertainment, temperature and myriad convenience features using just a single control, is simpler to operate than the version in the 7-series and will have a colour screen. The equipment list is extensive, and will include high-tech options such as the multi-function drivers' seat, featuring a separate, electrically tilted upper and lower backrest.
Prices range from £25,455 for the entry-level 520i to £30,995 for the 530i. A five-year, 60,000-mile Europe-wide servicing and maintenance package is available for £750.
From October, another two petrol engines will go on sale: the 192bhp 2.5-litre 525i at £26,955 and a range-topping 333bhp 4.4-litre 545i, which will cost £41,555.
Mercedes E-class In detail
Our Executive Car of the Year has a choice of eight engines, starting with a four-cylinder supercharged 1.8, followed by a 2.6 V6, a 3.2 V6 and a 5.0-litre V8. A supercharged 476bhp 5.5 AMG model tops off the petrol range. As with BMW, though, Mercedes' badging doesn't always correspond with what's under the bonnet - the 1.8 is called the E200, while the 2.6 is the E240.
For the more frugally minded, there are three turbodiesel engines, of either 2.2, 2.7 or 3.2 litres.
The petrol E200 and the first two oil-burners are mated to a six-speed manual gearbox, while the other five engines come with a standard five-speed auto.
Earlier this year, the new E-class estate joined its saloon sibling with an identical range of engines. The 55AMG version, comes later in the year and will cost £63,500.
Classic, Elegance and Avantgarde trim levels are available for the saloon and estate. All come with plenty of standard equipment, including climate and cruise control and partially electric seating adjustment. Elegance adds features such chrome trim and a leather steering wheel, while Avantgardes are fitted with part-leather seats and xenon headlamps. Safety kit includes anti-lock brakes, a host of traction aids and six airbags, including full-length curtain 'bags.
Prices range from £25,555 to £62,145 for the saloon and £27,355 to £44,875 for the estate. Every E-class comes with 30-years' breakdown cover and a comprehensive warranty.
Jaguar S-type In detail
Unlike its major rivals, Jaguar doesn't offer its executive car as an estate, nor has it given the S-type a diesel engine. Considering that the UK's company car taxation favours diesel, this gap in the range is a major omission. It will be another year before an oil-burner joins the line-up, in the form of a V6 2.7-litre turbodiesel.
For the moment, buyers have the choice of four petrol engines. The range kicks off with two V6 motors: a 2.5 and a recently revised 3.0-litre. Next up is a 4.2-litre V8, which has been tuned to produce two different power outputs. The normal 4.2 pumps out 300bhp, while the BMW M5-rivalling, supercharged S-Type R adds another 100bhp.
Trim levels are split into three - standard, Sport and SE. SE comes with a six-speed automatic transmission as standard, while the others have a five-speed manual 'box. Specifying the self-shifter on the standard and Sport trims costs £1100.
Standard kit on every S-type includes climate control, alloy wheels, anti-lock brakes, traction control and six airbags, and all but the entry-level 2.5 V6 have leather upholstery.
The options list is extensive, and includes items such as electrically adjustable pedals, voice-activated controls and a CATS suspension pack for sharper handling. Prices start at £24,950 for the 2.5 V6 and rise to £47,400 for the S-type R and all cars are backed up by a three-year, unlimited mileage warranty.
Volvo S80 In detail
Volvo has recently face-lifted its S80 and added two new turbocharged engines to the range: the 180bhp 2.0-litre from the S60 and V70 and a 210bhp 2.5T, which replaces the outgoing 200bhp 2.4T.
The cheapest model is the 140bhp 2.4, at £21,110. Versions of this engine can be run on two forms of alternative fuel - LPG or the even cleaner CNG - but both come at a premium over the regular model. The fourth petrol engine uses the same 2.4-litre unit tuned to produce 170bhp.
It's the same story with the six-cylinder 2.9 at the top of the petrol line-up, which is available with either 196bhp or 272bhp. The latter is badged T6, has twin turbos and is the most expensive car in the range at £40,221. A 2.4 D5 motor is the only diesel available and accounts for 40% of all S80 sales.
Every engine comes with a five-speed manual gearbox, other than the 2.9-litre petrol motors and the D5. The 2.9s are mated to Volvo's Geartronic automatic which allows the driver to change up and down manually. The D5 can be specified with a traditional five-speed auto.
Most of the range is available in S or SE trim, while the 2.9, T6 and D5 add the flagship Executive. Standard kit on every S80 includes alloys, cruise control, some form of chilled cabin and a CD-player. A host of braking and stability systems, plus side and curtain airbags are also standard.
On the Road Performance
BMW **
JAGUAR***
MERCEDES**
VOLVO****
All of these cars are designed to deliver smooth, refined performance, but each manufacturer has differing views as to how this goal is best achieved.
BMW sticks with its tried and tested 2.2-litre in-line six-cylinder layout, while Jaguar employs a 2.5-litre V6 configuration. Mercedes utilises a supercharger to boost the performance of its 1.8-litre four-cylinder unit and Volvo uses a turbocharged 2.5-litre five-cylinder. Three of the four cars here drive the rear wheels, while Volvo chooses to put its power to the road via the front pair.
The S80 has a huge power advantage over its rivals, churning out a potent 210bhp compared to the S-type's 201 and the 5 Series' 170. The E-class is well off the pace with just 163bhp but it makes up for its lack of outright power with 177lb ft of mid-range muscle from 3000rpm which gives it stronger mid- and low-range urge than the larger-capacity BMW.
Neither of the Germans can get near the Jag or the Volvo for mid-range grunt and flexibility, though. The Volvo is particularly strong in this area, punting out 236lb ft of shove from a lowly 1500rpm to give near instant pick-up, even when lugging high gears at low speeds.
The Jaguar has 184lb ft of forceful mid-range oomph to call upon, but it takes longer to get into stride than the Swede, requiring 4000rpm to access its full quota of grunt.
Despite its willingness to rev, the BMW is particularly short of punch. With only 155lb ft, most of which isn't available until 3500rpm, the Five has the least flexible engine of this group. It is the first to require downchanges when encountering steep gradients or when asked to push on past slower-moving traffic. The BMW also requires heavier throttle inputs than the others to prevent the engine from bogging down away from the mark. Once on the march, however, the Five's power stream is impressively smooth and linear and is the happiest of the four to work hard.
By comparison, the others feel harsh when extended and are reluctant to rev hard. The S80, especially, struggles to rev past 5000rpm.
Both our Volvo and BMW test cars came with manual gearboxes. The 520i uses the latest six-speed unit, while the 2.5T makes do with a five-speeder. The Volvo's heavy, slow-witted shift is in direct contrast to the BMW's sweet, positive change. The Jaguar and the Mercedes came fitted with automatic shifters, and this served to further underline Volvo's performance advantage and goes some way to explaining the BMW's edge over the Jag at the test track, despite producing far less power.
The Jaguar's six-speed auto unit is beautifully smooth, delivering near-seamless changes. While not quite as imperceptible, the five-speed Mercedes 'box slurs gears impressively. The manual gearboxes of the Jaguar and Mercedes, although not as ponderous as the Volvo, are notchy and heavy.
A well as having superior power, the S80 is the lightest car here and so it is quicker in every department than the others. Against the stopwatch, it trounces the opposition, reaching 60mph more than 3.0sec quicker than the tardy E-class. Second place in a straight-line dash goes to the 520i, followed by the S-type.
The Volvo also scrubs off speed more quickly than the others. All four haul to a standstill in short order, but the Volvo is hugely impressive on the brakes. The advantage is only slight from 30mph, but it is especially laudable from 70mph where it comes to a halt a full two metres, or more than half of the average car's length, quicker than its nearest rival, the E-class.
Ride and Handling
BMW****
JAGUAR****
MERCEDES****
VOLVO**
For years the old Five-series set the benchmark for ride and handling until it was finally pipped by the latest E-class. Now BMW is back and it is clear that ride comfort is the area where its engineers have worked hardest.
Although the new car feels slightly less keen to change direction and develops more body lean through corners than its predecessor, it smothers tarmac undulations better than any of its rivals, delivering outstanding comfort and poise.
A slight audible thud and a smoothly controlled vertical body travel are the only clues to driver and passengers when the Five encounters all but the worst of UK black- top. White lines, cat's eyes and grainy surfaces are all dispensed with in the same disdainful manner. At faster speeds on the motorway, the Five can feel slightly nervous and requires a steadying hand on the tiller to counter crosswinds and camber variations. That said, the steering is well balanced, weighting up progressively to provide informative feedback when scything through corners or tackling sweeping bends.
The E-class is still mightily impressive, especially when trawling the motorways. It is extremely stable at speed and its cosseting ride is the equal of its German rival. However, the Merc cannot match the BMW's hugely impressive cornering grip and poise, and is much quicker to run wide of its intended line when pushed hard. Equally, the E-class generates more body shimmy when encountering off-camber bends and mid-corner bumps.
Whereas the other cars in this test always feel big, the Jag does the most to disguise its bulk. Thanks to sharp, informative steering it can be hustled down fast flowing lesser-populated roads with bags of confidence. Turning onto faster three-laners, the S-type also irons out surface changes in impressive fashion. On top of this, the S-type also feels the most planted when cruising at the national limit. At slower speeds it can't quite banish potholes and drain covers as imperceptibly as its German counterparts, but passengers will rarely be shaken or stirred.
Sadly, the S80 is saddled with a second-class ride. Motorway expansion joints, poorly repaired surfaces and mid-corner bumps and depressions can all be felt shuddering through the cabin and the steering wheel, even at moderate speeds. Adding to these deficiencies are pronounced body roll and a lack of front wheel grip. The S80 steering is also particularly numb and slow-witted. Compounding this problem, the Swede is also the first of the four to run wide when pushed through bends, and this hampers its ability to make the most of its huge reserves of power.
Refinement
BMW*****
JAGUAR***
MERCEDES****
VOLVO***
The BMW is by far the most refined car here. Its six-cylinder engine is incredibly smooth and quiet, even when worked right up to the redline. Slipping down a gear or two to overtake slower traffic produces little more than a deepening of the exhaust note to accompany the sweep of the rev counter. Road noise is equally well suppressed. Even when traversing the roughest surfaces, roar is all but banished, and suspension thud fails to penetrate the cabin. Some wind noise licking around the windscreen and wing mirrors is apparent at higher rates but this is only noticeable because of the superb isolation of other intrusions.
The Mercedes comes closest to matching its German arch-rival, although its four-cylinder engine isn't as refined as the BMW's six-cylinder unit and becomes harsh when pushed hard. Under more gentle load conditions, it feels relaxed and smooth. However, the E-class produces far more road noise than the BMW, in particular a boom which is most noticeable in the rear of the car.
The Jaguar admits plenty of road noise and is particularly sensitive to changes in road surfaces. Its V6 engine needs to be worked hard to give its best and becomes particularly harsh, creating plenty of mechanical row when pushed. Because of its extremely high top gear, the six-speed automatic gearbox struggles to settle at higher speeds, and hunts between the top two ratios to keep the engine on the boil.
The S80's five-cylinder engine produces a characterful engine boom when extended but because of its extra urge, it doesn't need to be worked as hard as the others. It, too, creates some tyre roar and wind noise around the windscreen and side windows but, like all these cars, it is a pleasant and relaxed place to while away the miles.
Verdict The BMW's engine needs to be worked harder than we'd like but the overall drive is first-class. Comfort and refinement are simply outstanding. The Mercedes is a polished performer, although it can't match the BMW's driving dynamics and is less hushed. The more agile Jag is now the handling bench mark but is too rowdy. The super-quick S80 is let down by a lumpy ride.
In the Cabins - Behind the wheel
BMW ****
Jaguar ****
Mercedes ****
Volvo ****
In line with its edgy exterior styling, BMW has given the new 5 Series a different look to its driving environment. Overtones of the 7-series are evident, notably the iDrive control sited behind the gearlever, but the Five's approach is less radical than its big brother. It mostly works very well and the twin binnacles - one for the main instruments and the central one for the iDrive display - are both easy to read.
The iDrive used in the 5 Series is a simplified version of the Seven's. The number of functions it operates have been reduced and a menu button makes returning to the main page easier. Rotary heater controls and steering wheel-mounted buttons for the stereo make life a doddle, while the driving position is first-rate. The Merc and Volvo also have steering wheel-mounted controls for their stereos as standard, but this costs an extra £395 for the Jaguar, coming as part of the Brit's cruise control option.
We do have some criticisms of the BMW's cabin: the electric window switches are set at an awkward angle on the driver's door, requiring a contorted right wrist to operate them. Some of our testers also found the pedals set too far to the right, and the windscreen wipers sweep up from right to left, as in a left-hand drive car, although this does not obscure vision.
Like the others, the BMW has two-way adjustable steering, the Jaguar's moving electrically. The BMW and Mercedes seats have electric adjustment for height and backrest angle, while the S-type adds powered fore and aft movement. Volvo owners will need to find £600 to avoid using muscle power to shift the front seats, although this does include a positioning memory.
The E-class and S-type have ergonomically sound dashes and fine driving positions, but their centre consoles look cluttered next to the BMW's. Drivers of the Merc also felt as though they were perched on the car than sitting down in it, especially compared with the BMW and Jag. Volvo drivers sit much higher, but this suits the car's nature and is less apparent than in the E200K.
The Swede's dash remains a paragon design thanks to its simple controls and excellent layout. That said, more buttons are needed to control the main stereo and heating functions than in the Five, which mean the driver has to look away from the road more than in than BMW.
Space and practicality
BMW ****
Jaguar ***
Mercedes ****
Volvo ****
One of our few criticisms of the old 5 Series was a poor rear legroom. The new car answers this in fine style and now beats its rivals in this group for toe-stretching space. Throw in rear headroom that's only matched by the S80, and the BMW is the most comfortable place for two passengers to spend their time.
If you're the fifth person in the car, the BMW is not so accommodating. It's fine for head- and legroom but the centre cushion is narrow and becomes uncomfortable for an adult after a few miles. The Volvo is most comfortable for the centre-sitter, because it has a large flat rear bench and, because it is the only front-wheel drive car here, it has little intrusion in the middle of the footwell. The S80 also has the greatest shoulder room of these four.
The Mercedes is not far behind the Volvo for fitting a fifth passenger, but the Jag is best viewed as a spacious four-seater, because centre rear occupants' heads are forced too close to the roof.
In the front, the Five, S-type and S80 all provide excellent head space. The E200K is good, but that high-set driving position prevents it from providing quite as much as headroom as in the others. However, the E-class is every bit as able to cope with long-legged front occupants as its rivals' here.
The Merc's huge, well shaped boot is the biggest here with the rear seats in place, with the BMW not far behind.
Rear seats which split and fold are standard in the Jag and Volvo, and the Swede has the largest load bay with the rear seats folded, but to gain this feature, buyers of the E-class and 5 Series have to pay £325 and £330, respectively.
The S-type's boot is too shallow to store large cases upright, and there are also too many minor interruptions to the Brit's boot from suspension and bulkhead. That said, all four cars' boots will easily hold a couple of sets of golf clubs.
Safety
BMW *****
Jaguar *****
Mercedes *****
Volvo *****
Safety equipment levels are second to none across the group. Each car features twin front, side and cabin-length window airbags, with systems that vary the force of the front 'bags and adjust the seatbelts according to the severity of an impact. Both the Jaguar and Volvo also feature front headrests that move automatically in a rear impact to limit whiplash injuries. A similar system is not available for the Merc, but comes as part of the £1315 comfort seat option for the BMW. Anti-skid brakes with electronic controls to provide optimum stopping power are also standard across the board, along with stability control systems that use the braking and engine management systems to reduce the chance of the driver losing control of the car. Rear side 'bags are a £220 option for the BMW and £310 for the Mercedes. When tested in 2000, the Volvo S80 scored four stars in Euro NCAP crash tests, while the Merc has recently received a maximum five-star rating. There's no NCAP rating yet for the Jag or BMW.
Verdict All four cars score highly for safety. BMW has worked wonders to provide masses of cabin space, while the Volvo is best if you want to carry five adults on a regular basis. The E-class has the biggest and best shaped boot.
Buying and owning
BMW ****
Jaguar ***
Mercedes ****
Volvo ***
Business users will make up the bulk of the ownership of these cars and the BMW is the cheapest to lease. HSBC Vehicle Finance (08459 000888) quotes £483 per month for a contract hire plan for the 520i, compared to £499 for the S-type, £500 for the E-class and £501 for the S80.
Despite having the highest list price, the E200 will cost its driver the least in company car tax. Thanks to CO2 emissions of 202g/km the Merc falls into the 22% company car tax band, so drivers paying higher-rate income tax will face a monthly bill for £202. Next cheapest, thanks to its low list price, is the Volvo, which will cost £215 per month. Although the BMW's emissions place it in the 27% category compared to the Volvo's 28%, its higher list price means the taxman takes £227 per month. The villain of the piece is the Jaguar, with a monthly bill of £239 thanks to its 29% rating. Over the current tax year, S-type drivers will hand over £444 more than those running an E200.
Adding an auto 'box pushes the Merc's monthly bill up to £224, the Volvo's to £258 and the Jaguar's to £285. Emissions figures for the 520i auto weren't available as we went to press.
There's not much in it, but the Mercedes is the least thirsty car. Its average of 33.6mpg compares to the 31.4mpg of the BMW and 30.4mpg of the Volvo. Again the Jaguar trails, with an average of 29.6mpg that, at today's prices, means it will cost £137 more to fuel over 10,000 miles than the Benz.
With an auto 'box fitted, the E200's economy drops to 32.5mpg, the Volvo's to 28.2mpg and the Jaguar's to 27.4mpg. Again, figures for the BMW weren't available at the time of writing.
Thanks to a group 14 classification the S-type is the cheapest to insure, the Mercedes and Volvo both falling into group 15 and the BMW into group 16. Servicing costs are high across the board, with maintenance over three years costing up to £1268 for the Benz, £1393 for the BMW, £1455 for the Volvo and £1523 for the Jag. BMW drivers needn't pay that much, however, because the German firm offers an inclusive servicing package, where a one-off initial payment of £750 covers all servicing costs for the first five years or 60,000 miles of the car's life.
Depreciation hits the Volvo hardest and according to the WhatCar? Depreciation Index, the S80 will be worth just 42% of its original price after three years. The Jaguar fares a little better, retaining 46%, but that's still no match for the rock-solid residual values of the German cars. After three years we expect the BMW and Merc to hold on to around 60 and 61% of their initial prices respectively. WhatCar?'s used car expert John Coates says that automatic versions will hold their value a little better than manual cars.
Cutting a deal helps to offset these losses and the our team of Target Price mystery shoppers found the juiciest discounts on the Jag and Volvo, with savings of nearly £1600 possible on the Jag and over £1750 on the Volvo. Mercedes dealers were prepared to knock around £870 off the E200, but BMW dealers weren't willing to budge from the 520's price.
An internet search reaped better results, with broadspeed.com quoting £23,419 - a saving of £2036 on the BMW's list price. The same site shaved nearly £1800 from the E200's price and offered a £2888 discount on the S80, while drivethedeal.com quoted just £5 short of the Jaguar's Target Price. All prices are for UK-sourced cars.
Equipment
BMW ****
Jaguar ****
Mercedes ****
Volvo ****
Even though these cars are the cheapest versions with their respective engines, each wants for little in the way of standard equipment.
Alloy wheels, climate control and heated electric mirrors are standard across the board, but the Mercedes is the only car not to have a single-slot CD player as standard. E200 buyers must pay for a £1160 satellite navigation system to add a single-slot player, or £350 for a six-disc changer.
Volvo drivers don't get quite as much for their money, however. Whereas the others have electric driver's seat controls, this is a £600 option for the S80. The Jaguar features a wider range of electric adjustments than the BMW and Merc and it's the only car to also feature electric steering column movement.
Drivers of the British car may miss the cruise control and steering wheel-mounted stereo controls of the other three, however, and adding these costs £395. Like the Volvo, the Jaguar also lacks the rain-sensitive wipers of the Germans - this feature costs £125 for the S-type and £145 for the S80.
Leather upholstery is cheapest to specify for the Volvo at £940, while it costs £1195 for the Jaguar and £1250 for both German cars.
Many buyers will opt for an auto ?box - a self-shifter costs £1100 for the S-type and S80, £1350 for the BMW and £1450 for the Mercedes.
Security equipment
BMW *****
Jaguar *****
Mercedes ****
Volvo *****
Mercedes' refusal to fit deadlocks continues to weaken our security ratings for its cars. With these, the E200 would match the maximum five-blob status of the others, which all have deadlocks as standard.
That apart, the Merc - like the others - is well defended, featuring an alarm and locking wheelnuts to deter thieves as well as a visible VIN and marked mechanical parts to help identify the car if stolen.
Top dog is the BMW, which features a stereo that's totally integrated into its dashboard operated through the iDrive, so it's nigh-on impossible to remove. The rest feature unique-fit audio systems.
Quality and reliability
BMW ****
Jaguar ****
Mercedes ****
Volvo ****
The overall fit and finish of the BMW is every bit as good as the Mercedes'. However, we do have some reservations over the heating controls of the 5 Series, which lack definition in their movement, and the plastic used for the rotary dials feels flimsy next to those used throughout the rest of the cabin.
Although the E-class has not been criticised for its build like some other Mercedes' models, its heating controls also felt fragile in use.
The S80 has a hewn-from-solid feel that the Germans come close to but cannot quite match. The S-type, however, gets on equal terms with the Swede and every control has a pleasing solidity to it, while fit and finish show the Germans the way.
The previous 5 Series scored well in the JD Power customer satisfaction survey (WhatCar? June 2003), finishing fourth in the executive and luxury sector and 10th overall, although BMW finished 17th out of 27 manufacturers in our Used Car Reliability Survey 2003 (WhatCar, September 2003).
The older generation E-class finished 22nd overall in the JD Power survey, but was an impressive sixth overall in the reliability survey. Owners complained about the high cost of repairs to the Merc, however.
The S-type and S80 both finished in the top half of the JD Power survey and although each fared well for mechanical reliability, switchgear and bodywork problems let down the overall score on both cars. Jaguar was not featured in our reliability survey, but Volvo came a respectable 12th.
Verdict All four cars are well made and come loaded with security and luxury kit. None are cheap to run, but fleet users are better off with the German cars thanks to the BMW's low leasing rates and the Merc's cheaper tax bills, and superior residual values boost their appeal to private buyers.
Verdict
There are few harder acts to follow than the old BMW 5 Series, so the new one has a lot to live up to. The Five has improved in two key areas that really matter to executive buyers. Its creamy smooth ride and outstandingly quiet cabin truly satisfy and are enough in themselves to put the BMW back on top of the executive pile. Attractive contract hire rates, excellent residual values and masses of interior space seal the deal for it to take the winner's podium in this test.
The Mercedes takes second spot. It's a pleasure to drive, is beautifully built and its residuals are rock-solid, but the BMW now outclasses it for refinement and ride quality - the very two reasons the E-class stole the previous 5 Series' crown.
The S-type's cabin is noisier than its rivals, which is a big problem in this class. However, for those looking for a level of driver enjoyment, the Jag now sets the benchmark for handling ability here, which is no mean feat, and we also admire its build quality.
The Volvo matches the Jag for construction quality and has other strengths which made this four-way contest a close-run thing. The S80 is the quickest car here and cheapest to buy, but its poor ride and inability to cope with its prodigious power leave it in fourth spot.