Even though the Audi has the best fit and finish, the
classiest instruments, the most tasteful interior, and the brightest
headlights, the four rings don’t signify perfection in every respect.
Even
though the Audi has the best fit and finish, the classiest instruments, the most
tasteful interior, and the brightest headlights (full LEDs in this case), the
four rings don’t signify perfection in every respect. The MMI infotainment
system, for instance, gets more complex with every round of modifications;
access to the extensive Drive Select menu should be more intuitive; and the
Tiptronic gear selector often needs two or three attempts to engage and stay in
reverse. Standard equipment includes 21-inch wheels, air suspension with a
sporty calibration, dynamic steering, a sport differential, a navigation
system, and leather upholstery.
LED Matrix headlights of the 2014 Audi
A8
You
must pay extra for carbon-ceramic brakes, night vision, and most
driver-assistance systems. The Audi has the smallest trunk (13.2 cubic
feet) and the biggest tank (23.8 gallons),
which grants it the longest range. The
trunk of the Benz measures 16.3 cubic feet, while that of the Jaguar holds 15.2
cubic feet. All three cars ran on winter tires for this test. Our European-spec
S8 was shod with 265/40R-20s all around; the XJR made do with downsized
245/45R-19s in front and 275/40R-19s at the back (twenties are standard); and
the S63 was delivered with 255/40R-20s front, 285/35R-20s rear.
The
Jaguar’s cabin is a nice mix of Buckingham Palace tradition and Silicon Valley
modernity. At a glance, the XJR appears fully loaded. The cabin accents
are fabricated of piano black and glossy metal; hide and suede covers
everything else. The usual conveniences are paired with a decent sound system.
When you zoom in and compare, though, the 550-hp Briton won’t let you specify
as many high-tech options as its German challengers.
The 2014 model year Jaguar XJ is the
latest in a long line of luxurious Jaguar sports saloons, incorporating
enhanced rear cabin luxury features, comfort and in-car technology to create a
truly elegant and contemporary luxury Jaguar.
Even
adaptive cruise control costs extra. The charmless digital instruments look out
of place in such an upmarket environment, and the dynamic have-fun goodies are
limited to a more lenient in-between stability control setting, an on-demand
firmer spring and damper tuning, and quicker transmission software. There’s no
head-up display, no composite brake discs, and—perhaps most significant—no
available all-wheel drive, which can be ordered only with the V-6 XJ.
The
Euro-spec, standard-wheelbase, rear-wheel-drive S63 AMG comes with Magic Body
Control, Mercedes-speak for two cameras that scan the road surface to alert the
suspension before it encounters obstacles such as potholes or transverse
ridges. The long-wheelbase S63 AMG 4Matic, the only S63 offered in America (and
the version we tested in Europe), is equipped with a spiced-up variant of the
Airmatic air suspension. Other S63 ingredients include stronger brakes, a more
attentive Speed shift transmission, more direct steering, and the ability to
select sportier drive modes.
2014 Mercedes Benz S63 AMG wheel and brakes
closeup
In
addition, the S63 has the full go-faster treatment: the seats have special
leather, stitching patterns, piping, and emblems; the stylish body kit should
be as good at reducing drag as it is at turning heads; the four gleaming
tailpipes are al-most as big in diameter as foxholes; and, to avoid confusion
with lesser Benzes, there are about two dozen AMG logos prominently scattered
throughout the car. So far, so good. But when you put the S63 to the real test
by waltzing through a set of hold-your-breath curves, a larger than expected
portion of the promised sparkle is lost in translation. In sum, the
cream-of-the-crop Mercedes actually dishes up a less invigorating menu than the
loud and loose XJR. The S63 AMG is a complete and competent car, but it has
been wrapped in too many neutralizing layers of cotton wool.
