HEAD TO HEAD
Eighties Merc or Daimler? Which is the best all round executive chariot?
In the late Eighties the fight for the executive market was fierce. Jaguar and Mercedes-Benz were traditional rivals, but relative newcomers to the genre, BMW, were getting serious with the E32 7 Series. Even Bentley saw sales soar on the boosty rush of the Turbo R and, by the end of the decade, there were fresh challengers from Audi and Lexus. All were fixed on one aim – to build the best car in the world. Now our favourites are here, to settle the score.
In 1979, Mercedes-Benz unveiled the W126 S-Class. It was the very peak of design and engineering technology at the time. Meanwhile, Jaguar was still trading on a more traditional product the SIII XJ6. In 1986, and long overdue, the XJ40 was unveiled. It was acclaimed by the home press, yet internationally the S-Class still held sway as the plutocrat runaround du jour. Today we're pitching a Daimler 4.0-litre against a Mercedes-Benz W126 560SEL.
MERCEDES-BENZ W126 560SEL
The S stands for ‘Sonder’, or special, and the W126 generation was certainly that. It was lighter, more efficient and packed with more technology than the space shuttle. If any W126 can still impress, it's got to be the top of the range model, so that's why we've tracked down the big daddy of the family, the 560SEL. That means a 5.5-litre, 295bhp V8 engine and a top speed of nearly 150mph.
The car belongs to Phil James, something of a minor celebrity in the W126 community. He owns several of these top-end models and swears by them. He even uses this SEL as his daily commuter. The first thing that strikes me about this W126 is its sheer scale. The 560 was only available in 121.1in long-wheelbase form; a gargantuan 5.2 metres.
It's even more evident on the inside as I sink into the huge, orthopaedically sculpted driver's seat, before taking note of the generous leg and headroom as I stir the big V8 into life. The rev counter assures me that the motor is running but there's very little audible or physical evidence to confirm it. With the heated seats on full power, I spend the first few miles fiddling with various toys. I sit on eight-way, electrically adjustable front seats with two-stage heating for driver and passenger.
The steering column and the pews have two memory settings, so tailored ergonomics are a button-push away.
Rear passengers don't miss out – there are two-way powered, dual-stage heated seats with electrically adjusted headrests, plus a central console that could be swapped for an in-car phone, television or a fridge.
Clearly Mercedes-Benz would never allow its customers to feel even the slightest discomfort, so it fitted the 560SEL with a fully automatic climate- control system. An interior temperature sensor constantly monitors the cabin and independently adjusts the heating and air-conditioning to maintain a preselected ideal temperature.
The rural roads surrounding Rockingham aren't the W126's natural stomping ground but they are ideal for testing real world practicality. For a car of this scale it's easy to place, as the square styling makes the dimensions easy to judge. Our first encounter with a national speed limit sign delivers a surprisingly swift turn of pace, especially as we've 1.8 tons plus 'ballast' to shift. You still have to nudge the long-travel throttle pedal deep into the carpet for the engine note to pipe up. When it does, there's no snarling muscle car soundtrack, but you certainly know there are eight cylinders under that huge bonnet.
This SEL's power-to-weight ratio is barely over 150bhp per ton, but that hardly matters. More important is the 336lb ft of torque, enough to give this SEL useful overtaking pace at almost any speed. If you really feel the need to do a traffic light drag race then the SEL will oblige, lolloping past 60mph in just 7.1 seconds, but it's really geared to cruise. It'll manage to keep you in the lap of luxury at nearly 150mph all day long, too. Just don't show it a corner... despite the optional sport dampers fitted to this SEL, and the self-levelling rear (standard on 560s), sumptuous comfort is still its primary rationale. The damping is ideal at insulating the cabin from bumps, but together with the roll bars, they're too forgiving to provide much in the way of body control. The 560SEL still grants its occupants huge levels of comfort and isolation from the worst our pot-holed road network can throw at it, but for better or worse, it's really no sports saloon.
DAIMLER SOVEREIGN 4.0 LITRE
So, how does the Daimler compare? Well Jaguar has always prided itself on making luxury cars with a sporting bent. Today's Daimler 4.0-litre is actually a Jaguar XJ6 (XJ40) with improved leather seats, a fluted chrome grille and picnic tables in the back. You'd pay a four-grand premium over the Jaguar XJ 4.0-litre for the Daimler badge privilege.
Getting into Jonathan Palman's Daimler there's a marked difference from the SEL. There's less room for a start – it feels as though the lower dash, centre console and door cards are all hemming you in. Just like in the Benz, the seat and wheel are easily adjusted to an ideal position with a few flicks of electric adjusters. At idle the Daimler's engine is just as creamy smooth as the SEL's V8, despite losing out on a couple of cylinders.
The 'J-gate' automatic shifter made its first appearance in the XJ40, and provides an additional 'manual' shift pattern just around the corner from the conventional auto layout. There's time for that later – instead, I leave the ZF four-speed to make its own mind up for the time being, so I can concentrate on familiarising myself with the Daimler's road manners.
Along the same rural roads as ventured along in the Benz, the Daimler's ride is very nearly as compliant over the rougher sections, floating along serenely. Only the very worst potholes register their presence within the cabin. Both these cars have slim pillars and huge windscreens, which means wonderfully clear, driver vision. The Jag's steering wheel is similarly huge. The two-spoke design provides a great view of the dials, but I'd rather trade a little less vision for a bit more grip and a smaller steering wheel.
The Daimler's engine might not be as powerful as the lump in the SEL, but it certainly makes up for it with character. Where the SEL's M117 dishes out its mid-range urge with the smoothness of a well-aged cigar, the Daimler's AJ6 loves to rev. The 24-valve six is refined and smooth below 3500rpm but go beyond and you're pushed along vigour. Although the on-paper stats say otherwise, this Daimler feels like the quicker car.
Flick this late-spec Daimler's transmission into Sport and the changes sharpen up noticeably. It also holds on to 223bhp. It sounds great too. Once up to speed you don't need to dive on the brakes before the corners, which is just as well as it turns out as they're underwhelming. Turn in isn't as devoid of feel as the Benz; push in hard and the car leans over, but it's progressive, allowing you to feel the front load up. There's plenty of grip and even in cold conditions.
Getting on the power early reveals a frustrating delay from the 'box, but once over-ridden in manual mode it shifts neatly and briskly as and when required. Easing off and returning to a wafting pace, this Daimler settles back into the guise of a luxury executive express. The transformation is more convincing than it was in the Mercedes, though cabin refinement remains higher in the Benz – there are a few friction noises from overlapping trim and dash surfaces in the Daimler. There's also a hiss from a rubber seal that's past its best, hinting at a level of finish that's no doubt good for Jag, but still not up to Benz.
Then again even Mercedes couldn't match its own standards for the W126's, follow-up, the W140. Despite this, and to my surprise, it's the Daimler that provides more fun behind the wheel. But does fun make it the best Eighties executive car?
AND THE WINNER IS
Both saloons are rare survivors of a lost era. The slab-sided Benz may look imposing but it's anything but to drive. It's as easy to use today as it must have been 40 years ago. It was given standard fit safety tech such as ABS, safety belt pretensioners and crumple zones many years before they became the norm. Sheer comfort, along with its engineering solidity, makes the W126 undisputed king of executive luxury. That's the case if you prefer to sit in the back. While the ride might well be as comfortable as a Rolls-Royce, it handles like one too. Combine this with numb feedback from the steering box and if you're behind the wheel, you can't help but feel the plucky Brit might just be the one to have.
The Daimler doesn't skimp on ride quality, but it doesn't compromise handling either. Ride versus sportiness is a tricky knife edge to balance, but it's a balancing act that Jag has got spot-on time and time again. The Daimler is the better allrounder than the Benz. Will it break more often? Probably, but you'll cheerfully forgive it and fix it when it does.
On top of this, the XJ40 shakes off much of Jag's conservative image. Its styling was a strong departure from the SIII XJ6's curves, which still upsets some traditionalists. However, with such a tiny price tag, it's easy to award the rosette to Coventry.
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