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The 2024 Volkswagen Touareg has been on its way to Australia for what seems like forever with repeated delays pushing the large family SUV's arrival back one year (almost to the day) from its global release.
Changes made aren't drastic, meaning it's the introduction of the new flagship plug-in hybrid R variant that's most intriguing.
With the powertrain's niche success proven by cousin Cupra (also sitting under the Volkswagen Group umbrella), as VW Australia's first PHEV, the Touareg R may blaze the trial for future plug-in products.
On the spec sheet, the Touareg R certainly impresses. It makes no compromise on towing ability, power or cabin space despite consuming 60 per cent less fuel in lab tests.
We travelled to Melbourne and its scenic high country to sample the plug-in hybrid solution in VW's latest R product in the real world.
BMW was once a brand most known for its range of sporty sedans and coupes. In the last 15 years, though, things have literally changed the face of the Bavarian juggernaut.
If its X3 SUV range is anything to go by, things are set to change a lot more before the brand has settled into its new comfort zone of electrified SUVs.
You see, unlike most of its rivals, the X3 is now offered in petrol, diesel, plug-in hybrid, and as the fully-electric iX3. This allows BMW to hedge its bets over various drivetrains, but it’s also one of the first automakers to have such a comprehensive offering for a single model.
For this review we’re looking at the xDrive30e plug-in hybrid model to find out if BMW’s PHEV offering has what it takes to win some premium dollars from the likes of Volvo, Mercedes, and Lexus, all of which have added hybrid rivals with plugs in this space in recent years.
The facelifted Touareg is subtly improved across all metrics including price. That's a rare win for a mid-life facelift and should help VW shift more of this accomplished family SUV.
It's not all perfect, with no spare tyre included and the mis-match between braked towing capacity and towball down weight.
The diesel engine is torquey, refined and the 170TDI feels like an awful lot more than a base model with stacks of equipment.
As for the R, it's an expensive flagship with a unique powertrain. One that's very well integrated but the plug-in hybrid experience isn't for everyone. There's no doubting its performance credentials and everyday comfort, though.
No matter the spec, VW's revised Touareg is a family SUV that should definitely make it onto your short list.
The X3 xDrive30e is a sporty SUV with fantastic ride quality and slick driving characteristics, although its specs seem a bit behind on the electrified front despite it being the most expensive PHEV of its peers.
This leaves it with an odd split personality of being particularly limited to tight city driving to make the most of its EV features, while its engaging nature beckons more to the open road than some of its rivals. A jack of two worlds perhaps, but a master of neither.
The Touareg is an elegant large SUV that has presence in its size, if not eye-catching design flair.
For the facelift, Volkswagen has smartened up the fascia and rear bumper. New 'click clack' front lighting signatures give extra menace while the rear light bar and glowing VW badge let you know this, indeed, is the new Touareg.
Fresh alloy wheels designs are interesting but the R-Line's are a little chunky for my tastes.
Inside, it's a similar story, though worth calling out is the open pore wood trims on 170TDI and Elegance that are so classy compared to the chintz of a Jeep Grand Cherokee.
The R gets Lapiz Blue accents and stitching inside though is generally very similar to the other models, meaning you might not feel so justified spending the extra cash.
Fans of light-coloured leather will be glad to hear the 210TDI Elegance can be ordered with Mistral cream leather upholstery for no extra cost.
The X3 is iconic BMW, having come to be the face of the brand for many buyers, the mid-size SUV exemplifies the Bavarian marque’s ‘kidney grille’, sharp and tall lines, and strongly defined body.
It’s part dainty luxury car and part buff Germanic tourer in equal measure. Suffice it to say fans of the brand will love it, but it’s not going to make converts of anyone else.
Newer design elements which adorn the X3’s body include the striking tail-light design, and little plastic fills below which combine with its contrast bumper and dual-exhaust ports to make for a sporty looking SUV.
The wheels look enormous and add enough chrome to the picture to keep it looking sleek, while subtle badgework has always been a hallmark of a good BMW.
BMWs have always had a relatively minimalist take on the interior design, and overall this is a space in which progress has been made at a glacial pace throughout the brand’s history, wild 7 Series limos being the exception to the rule.
This means the X3 gets the iconic centre-panel, ever so slightly oriented to the driver which houses the two centre air vents and climate control buttons, and a small panel below which houses the volume knob and shortcuts for the radio.
The digital revolution has very much come to the interior of this SUV though, as the top of the dash is adorned with a single enormous panel, and a second one set in the instrument binnacle in a classic fashion. It will all be quite familiar, even if you’ve skipped a BMW generation or two.
The wheel is a key touchpoint, clad in a lovely soft padded leather but with a chunky three-spoke design and massive notches at 10 and two for you to rest your hands on.
I don’t like this wheel in the brand’s more dainty sports cars like the Z4 where it feels too big, but it definitely feels at home in the X3.
Quality materials with plenty of soft-touch plastics and leather trims extend their way into the door, while the software is appealing in its design and fast to respond; clearly backed by strong hardware.
A final thing worth noting is the X3 has one of the more dated interiors in the BMW range. While it has been augmented with digital upgrades over the years, it doesn’t feel as contemporary as the incoming range of cars with the next-gen design elements. Take a look at the iX’s spectacular interior for what you’re missing out on.
Volkswagen has been busy improving usability of the touchscreen. There is now a vertical row of shortcut buttons for front and rear demisters, air recirculate and other heavily-trafficked functions.
Another row of shortcuts at the top of the screen allow you to a easily jump from navigation to car settings, phone mirroring and back.
Excitingly, Apple CarPlay and Android Auto take full advantage of the massive screen, now running to all four corners.
In general, the user interface is excellent and very user-friendly though there is occasional lag symptomatic of an older-gen processor. Also, when adjusting the HVAC settings, phone mirroring disappears briefly. Annoying but not end-of-world stuff.
Continuing on the theme, VW's customisable digital driver's display is very crisp and can display a map. The new head-up display is bright enough to work with polarised sunglasses, too.
There is plenty of space to stash snacks and drink bottles in the door pockets. Two large cup holders can be found in the centre console, there are three USB-C ports in the front (now 45W instead of 15W) and storage under the supportive armrest.
The back seat is roomy with enough space for three adults across. There's a transmission tunnel but it's low enough not to be too troublesome.
The Touareg's rear doors open wide and are fitted with soft-touch materials as well as classy integrated sun blinds.
With a standard panoramic sunroof, and lots of space between the front seats, vision out is fantastic. The cabin feels light and airy but thanks to tinted glass and powerful four-zone climate control it never gets too hot.
There are also two more USB-C ports and a second 12V socket in a fold out section of the rear console.
As before, the Touareg is only offered with five seats, with no optional third row to match some rivals.
All variants feature a standard power tailgate with auto-close functionality.
The boot has a crucial flaw for Australian buyers, though: no Touareg is equipped with a full-size or space-saver spare tyre. It's an inflation kit or tow truck if you get a flat.
Other attributes, including an 810L maximum space with five seat up or 1800L with the second row folded, are rather stellar. So is the finishing, with quality carpet, a cargo net included, sturdy tie-down points and a classy bag for the PHEV's charging cables.
There are shopping bag hooks on either side, remote pull tabs to fold the 40/20/40 backrest flat and buttons to raise and lower the air suspension for easier loading.
The X3 is reasonably large on the inside, with a commanding road view and healthy space for an adult in both front seats. The tall roofline leaves plenty of room for someone my 182cm height, while leather-clad soft-touch finishes are present for your elbows and knees.
There’s a large bottle holder and thin bin in each of the front doors, and a wide centre console with a further two bottle holders with adjustable ridges and a large storage bay suitable for a phone below the climate cluster.
This area also houses a USB port and a little shaped notch for you to place the key, and the whole area can be covered over with a retracting lid.
Like all BMWs there are well hidden shortcut buttons for many of the functions which integrate into the design, and there’s a multimedia screen function for most functions, too, controlled through the centre dial system, or via touch.
It’s nice to have both, unlike some Mazdas which use a similar control system, but force you to rely on the dial.
The second row looks a bit flat from a distance, but you do sink into the leather-clad seats nicely, and unlike some rivals in this category, the second row is fixed and not on rails.
Room for a 182cm tall adult is decent, with a little more than adequate knee room and excellent headroom.
The leather trims continue, and true to the sense of being a premium brand the intruding piece of wheelarch is also clad in padded leather. No touching plastic in here.
A single bottle holder appears in each of the rear doors, with a further two in the drop-down armrest, and there’s a netted pocket on the back of each of the front seats.
Rear passengers get their own climate zone with an independent control panel as well as a 12V outlet and two USB-C ports.
Luggage capacity in the boot is rated at 450-litres (VDA), significantly down on the combustion versions of this car. Note in the pictures the stepped boot floor, which is adorned with a chrome trim piece for some reason, as though the car is always reminding you of the lost room.
Still, the squared-off space managed to fit our three-piece CarsGuide luggage set with relative ease and room to spare. There is a thin and narrow slot under the boot floor which serves as a location to place your charging cables.
Before we arrive at the driving, we've got to talk price – the reveal was a shock for all the right reasons.
When was the last time a new car arrived with a lower price than its predecessor? Well, the sweet starting price is the main reason behind the Touareg's tardy arrival.
The refreshed Touareg 170TDI entry grade lists at $86,790 before on-road costs, or $2450 less than the car it replaces.
New features include trick HD Matrix LED headlights with 38,000 individual diodes in the pair of front-facing lamps. Their beams can perform a sort of vehicular mating call with jazzy entry animations but their real trick is incredible functionality on dark country roads.
Additionally, the 15-inch 'Innovison' multimedia touchscreen (that finally boasts full-size wireless Apple CarPlay and Android Auto) is now included, rather than being an $8700 option, effectively dropping the price by $10,970.
New ‘Coventry’ 19-inch alloy wheels, open pore wood trim, black 'Vienna' leather upholstery, power-adjust seats with three-stage heating, dual-zone climate control and wireless charging pad round out the spec.
The Touareg is never going to compete at the low end on price with a Kia Sorento, Nissan Pathfinder or Hyundai Palisade but they're not its true rivals.
With MLB underpinnings befitting luxury nameplates (including the Audi Q7 and Bentley Bentayga), the Touareg's a match for the Volvo XC90 and Lexus RX as well as BMW's X5 and the Mercedes-Benz GLE.
The $99,990 210TDI Elegance introduces 20-inch ‘Braga’ alloy wheels, air suspension with adaptive dampers, heated and ventilated seats with massage function and an extra 40kW/100Nm of grunt.
For $10,000 more again, the sporty R-Line gets 21-inch alloys, R-Line body kit, R-Line steering wheel with perforated leather upholstery, black headliner, alarm rear privacy glass, aluminium cabin inserts and upmarket ‘Puglia’ leather upholstery.
The Sound and Comfort pack brings rear seat heating, a Dynaudio premium sound system, quad-zone climate, memory front seats and power-adjust steering column, head-up display, tyre pressure monitoring, soft-close doors, head-up display, and alarm. The cost is $8500 for 170TDI and $8000 for the 210TDI. A panoramic sunroof is $3300 extra.
The R gets everything above paired with 22-inch 'Estoril' alloy wheels, night vision, blue brake calipers, an exterior black pack and R-exclusive steering wheel.
Any colour other than Pure White is gonna set you back a chunk of cash. Four Metallics, Chili red and three monochrome shades each cost $2200 while the blues (Meloe on non-R and Lapiz for R) are $2700 extras.
Rear-wheel steer and active roll stabilisation are exclusive to the R-Line diesel due to the R's battery-related packaging constraints.
This plug-in version of the X3 sits near the top of the X3 range, eclipsed only by the M40i performance variant and the fully-electric iX3. This means a starting price of $104,900, which initially doesn’t bode too well for the BMW given its rivals can be had at a lower price.
The similarly-specified Mercedes-Benz GLC 300e starts from $95,700, the Volvo XC60 Recharge starts from $97,990, and the impressively-specified newcomer on the block, the Lexus NX450h+ is the best value of the lot at just $89,900.
You’ll note all of those plug-in models are of the higher specification in their respective ranges, with each manufacturer clearly trying to draw buyers into this tough-to-understand tech by compensating the curious with gear which would otherwise be optional on a pure combustion car.
There are technical elements which play into the value of each when it comes to the PHEV drivetrain which we’ll look at later in this review (it’s particularly important when it comes to how you use and park your car) but we can at least say the X3 xDrive30e comes with a healthy amount of equipment.
Most of this matches the xDrive 30d below it, including large 20-inch alloy wheels, a set of M sport trims, brakes, and adaptive suspension, 'Vernasca’ leather interior trim, adaptive LED headlights and LED tail-lights, ambient interior lighting, a 12.3-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity and built-in navigation, a second 12.3-inch screen for the ‘Live Cockpit’ digital instrument cluster, tri-zone climate control, a head-up display, electrical adjust for the driver and front passenger seats, a 12-speaker sound system, and the functionality for over-the-air updates.
The specific inclusions for the xDrive30e include free optional paint colours, a panoramic sunroof, lumbar support in the driver’s seat, front seat heating, wall socket to Type 2 and Type 2 to Type 2 public charging cables, and specific i-branded interior elements.
Normally the sunroof and premium paint are part of a $5400 option pack, while the heated seats, steering wheel, and lumbar support seats are normally a $1200 option, meaning the PHEV variant only leaves you $3400 and a set of ‘Laserlight’ LED headlights worse-off than if you were to apply the same options to the xDrive30d.
Not bad considering it also packs a 12kWh Lithium battery under the boot floor, and a secondary electric motor integrated into its transmission. More on this later.
The Touareg's core 3.0-litre common rail direct-injection turbo-diesel V6s carry over unchanged developing 170kW (at 4000 rpm) and 500Nm (from 1750-3000 rpm) in 170TDI tune and 210kW/600Nm in the 210TDI.
It's the plug-in hybrid that's interesting. A 3.0-litre direct-injection turbo-petrol V6 teams up with gearbox-mounted 100kW and 400Nm electric motor. An eight-speed transmission means it feels conventional when in petrol (or hybrid) mode with no slurry CVTs.
It means that the Touareg R has the same '4Motion' full-time four-wheel-drive system with mechanical transfer case. Volkswagen uses braking systems to simulate a locking diff for off-roading, known as Electronic Differential Lock (EDL) and Extended Differential Lock (XDL).
The PHEV version of the X3 pairs the brand’s usual 2.0-litre four-cylinder turbocharged petrol engine with a relatively powerful electric motor integrated into its eight-speed torque converter automatic transmission.
On its own, the engine produces 135kW/300Nm, while the electric motor is capable of punching out 80kW/265Nm. When working together, the EV components can provide a further electrified boost, for a total of 215kW/420Nm, allowing for a 0-100km/h sprint time of 6.1 seconds. This makes the 30e only slower than the M40i and 30d variants in the rest of the X3 range.
The xDrive30e is capable of travelling up to 135km/h under electric power alone, with a surprisingly small 12kWh battery delivering around 41km of pure EV range.
As the electric motor is mounted in the transmission it is capable of driving all four wheels via the brand’s 'xDrive' system with torque vectoring.
Somewhat amusingly, the German documentation for the X3 includes a section for “off road characteristics” (I suppose it is an SUV after all…) and for those interested the xDrive30e can ford at up to 500mm depth, has an approach angle of 25.6 degrees, a departure angle of 22.8 degrees, a breakover angle of 20.0 degrees and a ground clearance of 204mm. Enjoy the trails.
Focusing firstly on the R, its fuel consumption is either stellar or proportional for a large SUV, depending on the battery charge and conditions.
The lab-certified 3.3L/100km, though, is fanciful given how most will use this vehicle.
Charged up to 100 per cent, we got 46km from the Touareg's 14.3kWh battery in E-Mode – pretty close to the 51km rating – in a typical suburban commute.
It will take around 2.5 hours to charge the Tourage from 20 per cent-full at a 7.4kW wallbox, or eight hours using a three-pin socket.
Alternatively, you can recuperate charge on the move in Hybrid mode. Using regenerative braking and excess engine power, the hybrid battery can be returned to 100 per cent on a long drive.
On our extended, twisty country drive we saw 11L/100km in the R using hybrid mode, with a target of 50 per cent charge to carry us through small towns. A combined range of 750-800km from the 75L fuel tank is realistic.
Planning your route, regular charging and paying close attention to what works best for economy will prove beneficial in the long run – a plug-in hybrid is not for the disengaged motorist.
The diesel engine's consumption was a more straightforward affair. Compared to the 7.3L/100km rating, we saw 8.0L/100km over hilly terrain with some dirt roads.
It is perfectly efficient in the country and the 90L tank means 1000km driving range from a fill-up is perfectly normal.
Here’s the tricky bit. The X3 xDrive30e has an official combined fuel consumption of just 3.2L/100km, but this will depend heavily on how you drive it.
You see, the BMW hybrid system is very keen to drive under electric power alone, even in the so-called ‘hybrid’ driving mode. This will mean you will extinguish the battery’s 41km driving range (or 35km according to our test vehicle on a full charge) quite quickly, whether you like it or not.
Plus, the charging capability is a bit slow. At 3.7kW, the PHEV X3 charges its 12kWh battery up in 2.6 hours on a faster public outlet or garage wall box, or around five hours on a wall socket.
To put it in perspective, the Lexus NX 450h+ showed me nearly double the amount of electric driving range on a single charge (65km as-tested) and was capable of charging up at a rate of 7.2kW, meaning a two hour flat charge for twice the range on a public outlet.
The summary boils down to: If you charge up at home, this won’t be as much of a problem, if you need to rely on public charging, it could make a difference to the PHEV you pick.
You can prolong the life of the battery using the ‘battery level’ mode which lets you set a target for battery life and have the car switch to primarily combustion at that point.
This can come in handy if you have a lot of open-road driving, and want to conserve the battery for driving around town where it is most efficient.
On my week with the car I saw an impressive consumption figure of 2.2L/100km according to the trip computer, under the official number, while my energy consumption came in at 20.7kWh/100km against a claim of 16.4kWh/100km. I did make sure to charge the car up at every opportunity, however.
Like all BMWs the X3 xDrive30e requires mid-shelf 95RON unleaded fuel, and has a 50L fuel tank despite the addition of its high-voltage battery.
The Volkswagen Touareg is a deeply accomplished large SUV no matter whether you go for the base model or flagship R.
It benefits from a rigorous development that shines through in a car that is quiet, well-built and confidence inspiring, despite its generous size.
Starting with the Touareg 170TDI, passengers are insulated from the 3.0-litre V6 diesel with few vibrations reaching the cabin. There's enough sound to tell how hard you're working the V6 but no excess.
It is the only variant to ride on steel springs with passive dampers, though all Touaregs ride on five-link struts up front with multi-link rear suspension. The 19-inch alloy wheels shod in 255/55 R19 Bridgestone Alenza tyres have a lot of sidewall but sharp edges like expansion joints and speed humps can still be felt in town.
Put some energy through the Touareg's chassis – on the freeway or higher speed country roads, for example – and it settles beautifully. You could jump into the driver's seat and knock over a Sydney-Melbourne drive without breaking a sweat (or needing to stop for fuel).
Despite being 100Nm down on the 210TDI, the base car is also best for towing. All variants carry a 3500kg braked tow rating but the devil is in the detail – tow ball down weight is limited to 280kg on the base car but a restrictive 215kg for the 210TDI Elegance and R-Line.
While it's not an overt sportsperson, the 170TDI's connected 2.5-turn lock-to-lock steering provides confidence in the Touareg's ability on country roads. A revised ESC tune is now smoother in its interventions.
And what of the R? It impresses across an even broader spectrum. You'd expect that for $43K more, though.
The air suspension's Comfort mode effortlessly smooths over sharp bumps in town despite 22-inch alloy wheels, yet firms up to give the R huge reserves of grip on twisty roads.
That electric motor has enough punch to move the Touareg R at reasonable speed in town and the whisper-quiet operation feels extra luxurious.
With the R's trick suspension, Volkswagen offers a greater selection of drive modes. Eco, Normal, Sport and Individual are joined by Comfort and you can control the height of its suspension with the left rotary selector.
The 285/35 R22 Bridgestone Turanza T005s defy expectations for how a tall 2423kg SUV should grip. Volkswagen's not been able to escape physics quite as far as Hyundai did with the similarly-heavy Ioniq 5 N but the Touareg is a totally different style of vehicle.
Some of the controls, such as the soft brake pedal (that blends strong regenerative braking with front six-piston calipers clamping 400mm discs), long-travel throttle and light steering approaching the limit remind you of the Touareg's mass. Every weight shift is natural and predictable, though, so it's an easy car to trust.
A synthesised engine sound is the only other miss, it's not natural and we'd like to be able to hear more of the V6's growl.
Power is prodigious yet the different sources blend almost seamlessly. The delivery is smooth when you go for an overtake – full throttle is a swelling shove rather than whiplash acceleration – as the electric motor fills the short torque gap while the V6's turbo spools. The 5.1-second 0-100km/h sprint claim sounds on the money.
We were unable to sample the 210TDI R-Line with its active roll stabilisation and four-wheel steer. With the plug-in hybrid powertrain's city-friendly attributes, though, the R-Line may be the pick for rural buyers.
One of the things I came to love most about this version of the X3 is how seamless the hybrid system is, and how unusually quiet and comfortable this car proved to be.
Sure, it’s a luxury mid-size SUV, but I came away particularly impressed with how the adaptive suspension tune pairs so nicely with the electrified acceleration to make for a sleek driving experience.
Despite its dimensions, the xDrive30e feels light and springy over bumps, filtering out the worst of the road while keeping a good level of control at the wheels.
The stock steering tune in the car’s standard ‘hybrid’ driving mode is nice and light, too, making this mid-sizer feel smaller than it really is to pilot, and you don’t feel the extra weight of the battery pack at all.
The combustion engine is so quiet it is at times difficult to tell when it enters the mix, aside from the fuel consumption meter on the dash suddenly coming to life.
It too is a smooth unit, providing partially electrically-assisted acceleration in most modes which makes it hard to tell when the transmission changes cogs. It’s as though you get the best of both worlds this way.
The car is a bit too keen to rely on its electric driving, and, as mentioned earlier, this will mean it drains its battery relatively quickly unless you take extreme measures like the battery saver mode.
The result is a car which is far better suited to shorter city-based journeys than long tours through the country. At least the turbocharged engine and BMW driving dynamics are left intact should your battery run dry.
The regen braking is mild (able to recoup a max of 20kW at any given moment), although the indicators on the dash are neat for letting you know the limit of your electric acceleration and how far you’ve travelled without using the combustion engine.
On my week with the car I managed over half the distance with the engine completely off. Think of the fuel savings.
Elsewhere the X3 offers great visibility thanks to a boxy shape with big windows, and solid electric acceleration, with decent handling, too. I’d say it feels sportier than the Lexus NX or Merc GLC equivalents, with the ride a bit more forgiving than that of the Volvo XC60 Recharge.
As an EV then the xDrive30e is notably limited, but as an SUV which threads the needle of being both engaging and comfortable, it’s possibly the best of the current premium mid-size SUV PHEV pack.
The Touareg was awarded five stars in 2018 ANCAP testing in pre facelift-guise. Its rating will expire in December.
All Touaregs are equipped with AEB with pedestrian and cyclist detection, lane-keep assist, lane-trace assist, blind-spot monitoring and a 360-degree surround-view camera.
The facelift builds on these features with a night vision system, driver-attention monitoring and road sign detection.
All Touaregs are equipped with eight airbags: dual frontal airbags, side chest airbags in first and second rows, and full-length curtain airbags.
The X3 range has a healthy list of standard active safety equipment, with items like freeway-speed auto emergency braking, rear auto emergency braking, lane departure warning with lane keep assist, blind-spot monitoring with rear cross-traffic alert and adaptive cruise control.
It also has a speed limit assist function and a rather cool parking suite which gives you a 3D surround picture of the car capable of adjusting to particular angles when objects get close.
The X3 has the standard array of dual front, dual side, and dual head curtain airbags, as well as seatbelt pre-tensioners. There are dual ISOFIX points on the outboard rear seats, or three top-tether mounts across the rear row.
The base X3 offerings have a maximum five-star ANCAP safety rating to the 2017 standard, although this plug-in hybrid variant was not available at the time.
Volkswagen covers the Touareg with a five-year, unlimited kilometre warranty.
The R's high-voltage battery is covered for eight years and 160,000km.
Volkswagen's pre-paid Care Plans offer the best deal for servicing. All models are due for maintenance every 12 months/15,000kms with the diesel costing $1900/$3500 for three/five years and the plug-in hybrid $2050/$3400 for the same intervals.
BMW languishes with just three-years of warranty coverage. The brand along with its Mini subsidiary has become a notable laggard in the space now, its last remaining Audi rival has moved on to match the five-year and unlimited kilometre promise of its VW parent.
Servicing on BMW models is ‘condition dependent’ meaning the car’s computer will keep track of when servicing needs to happen based on how the car is driven and other factors.
A five-year ‘basic’ service pack is available inside the first 12 months of purchase and covers visits inside this period or 80,000km whichever occurs first. It costs $2010, or $402 a year.