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BMW 3 Series


Audi RS6

Summary

BMW 3 Series

Is the 330e the best of both worlds?

A plug-in hybrid electric vehicle (PHEV), it’s a part-time electric car for the city and a full-time sports sedan for everywhere else.

Sound familiar? BMW’s been down this path before, back with 2012’s ‘ActiveHybrid 3’ and then its first 330e-badged successor four years after.

Both were based on the previous F30 3 Series shape. However, this year’s all-new G20 iteration improves the breed with a bigger boot, up to 50 per cent better range and brawnier performance.  

The thing is, it shares showrooms with the 330i and M340i xDrive, which represent a powerful return-to-form for the 3 Series.

So, the question isn’t so much ‘Is the 330e a good enough PHEV?’ more so than ‘Is the PHEV worthy of the BMW badge?’ Let’s find out.

Safety rating
Engine Type2.0L turbo
Fuel TypeHybrid with Premium Unleaded
Fuel Efficiency2.2L/100km
Seating5 seats

Audi RS6

The Audi RS 6 Avant is sacred ground for car geeks. See, we might barely agree on much in terms of what the ultimate driver's cars are but there are certain vehicles that are so awe inspiring they’re almost a protected species in our world, and the Audi RS Avant is one of them.

If you’re new to this idea and have only just stumbled onto the RS 6 Avant, then welcome. You’re just in time because the new-generation RS 6 Avant has arrived.

You only need to know three things at this point. The first is, an RS 6 is a high-performance version of the A6. The second is, Avant is Audi speak for wagon. And the third is, no you can’t get it in a sedan. The next best thing though is the RS 7 Sportback which shares the RS 6 Avant's engineering and features.

If this isn’t your first RS 6 Avant rodeo, then you’ll want to know what’s new and if this new one lives up to the legendary reputation.

Let’s go.

Safety rating
Engine Type4.0L turbo
Fuel TypeHybrid with Premium Unleaded
Fuel Efficiency11L/100km
Seating5 seats

Verdict

BMW 3 Series9/10

You know about Goldilocks and the Three Bears, right?

Well, its themes of too little or too much apply for buyers of an eco-focused luxury sports sedan. If a hybrid like the Lexus IS 300h isn’t electrified enough, and a pure EV such as the Tesla Model 3 is going too far, then a PHEV like the 330e plugs the gap just about perfectly.   

Yes, prices are high (and especially so with a few choice options), boot capacity is on the low side for a 4.7-metre long sedan and that lusty four-pot turbo is sonically no match for a turbine-smooth BMW inline six as per the M340i, but the 330e does most of the expected things well and some of the ones you might not exceptionally.

Pay the price and you can have your cake and eat it too.


Audi RS68/10

The new generation RS 6 Avant is every bit as special as the previous version. The sharper, creased styling may take a little getting used to but underneath this superwagon is every bit as angry, plush, comfortable, superbly dynamic and practical.

Design

BMW 3 Series

Remember when BMW 3 Series were compact three-box sedans that looked like nothing else? Today’s version seems so close in size to a 5 Series that only an anorak can instantly tell them apart. In fact, at a glance, differentiating the current G20 from the old F30 generation isn’t so easy, either.

It’s no surprise, then, to learn that both the 3- and 5 Series share the company’s scalable, light but super-strong ‘Cluster Architecture’. Imbued with a large-car feel, the 330e is elegant in silhouette and handsomely detailed, its imposing stance highlighted by the M Sport lowered suspension (by 10mm) and bi-colour five-prong double-spoke 19-inch alloys and (optional) Laser-light LEDs.

Flying under the radar for an eco-warrior, there is nothing other than two ‘filler’ flaps to give the PHEV game away externally. It’s all business as usual.

The same cool insouciance permeates our 3 Series’ leather-laden and metallic-accented cabin, that is now properly spacious for four adults. It still retains the signature-BMW driver-centric dashboard angle, but the style certainly isn’t retro, with twin large digital displays and a myriad of personalisation and vehicle configuration choices underlining the 330e’s modernity.

Aided by plenty of eco incentives to go PHEV, in Europe, BMW expects the 330e to be the best selling version; that said, given the inherent conservatism of premium medium sedan buyers globally, there is virtually nothing about this model’s overall execution that is too futuristic, intimidating or oddball.


Audi RS68/10

There’s something beautiful about the design of fast wagons, regardless of the brand. It’s that performance meets practicality combination, but Audi really is the master of it. 

Audi doesn’t just take an A6, add big wheels and then shout, “let’s hit the showers!” Well, the wheels are definitely large, but there are only four body panels shared between the A6 Avant and RS 6 Avant – the roof, front doors and the tailgate. The rest of the panels are unique to the RS 6.

Look at those flared wheel guards – they extend out 20mm more than a regular A6’s.

This new-generation RS 6 Avant shares the same face as the RS 7 Sportback with the broad black mesh grille, narrow headlights, gigantic side air intakes and a thin upper air inlet which is a hat tip to early racing Audis.

All those sharp edges match its body which is more angular and ‘shredded’ than the previous generation’s curvy shape. Add the 22-inch alloys, plus the huge oval tailpipes (set into that chunky diffuser framed by the aluminum trim) and this RS 6 Avant is verging on Hot Wheels territory.

While the eight-year old kid in me thinks that’s awesome, the grown up me reckons it’s a bit too much. Historically, part of the appeal of the RS 6 Avant was its restrained styling – the thug in a suit.

While RS 6 Avant’s exterior is different to a regular A6’s their interior designs are almost identical. It’s a stunning cabin dominated by a dash which protrudes back towards the passengers and houses the media screen.

Anther display for climate is set into the big centre console which divides the driver and co-pilot into almost cocooned cells.

The cabin isn’t without its RS touches though. There’s the sports seats with honeycomb stitching, fully digital instrument cluster with RS specific meters, the RS steering wheel, aluminium inlays, plus Nappa leather on the dashboard and doors. The level of fit and finish is up there with the best that I’ve seen on any production car.

The RS 6 Avant is 4995mm long, 1487mm tall and 1951mm across, for a wide planted stance.    

Practicality

BMW 3 Series

For a swoopy sports sedan, the 330e’s interior is pleasingly practical and – after a little familiarisation – user-friendly. As the biggest-ever 3 Series, four average-sized adults can fit in easily, while a smaller fifth person can crowd in on the rear-centre cushion. For short periods, anyway.

One surprise is the lightness of the doors due to them being partly aluminium, which means while they close with a reassuring thud, they’re might feel flimsy at first.

No such misconceptions await once inside the cocoon-quiet cabin, thanks to solid and lush materials everywhere the eye lands and hands touch. Even the plastics seem expensive.

As the 3 Series is famous for, the 330e’s dash is driver-centric, with ample adjustability of the fat-rimmed wheel and unimpeded reach for most of the important switchgear. Sat low and cosily ensconced between door and bisecting centre console, the mood is definitely grand-touring sports sedan.

For this generation, BMW has honed the once-controversial 'iDrive' controller into an artful yet logical example of on-the-move multimedia interface and data retrieval, with a concerted effort to simplify what is a mountain of available information.

Of course, familiarisation is essential, but even a short tuition will open up a world of configuration and customisation of every single facet of the car – chassis, powertrain, climate control, audio, communication and media being the main platforms. Sounds intimidating but isn’t.

To help relax (or energise), there’s even a ‘Caring Car’ feature in the sub menus with appropriately chilled ambient lighting, audio and climate control.

Indeed, the Germans have made strides in improving the perceived quality and functionality in other areas of the latest 3 Series, such as the gear lever operation, thoughtful storage and effortlessly effective ventilation.

However, the digital instrumentation has ignored decades of classy analogue style for a messy computerised multi-view layout that is just too Space Invaders.

Sure, it’s multi-configurable and includes a less-cluttered basic screen, but where’s the sophistication and beauty here? Notice to carmakers: would you wear a watch this ugly?

Moving to the back seat, the optional sunroof might eat into rear headroom, and really long-legged travellers need to ensure the front-seat occupants are as far forward as comfortably possible, but otherwise it’s the same story of well-sculptured cushions and backrests, set within a business-class style environment.

Twin USB-C ports, a 12V outlet and temperature controls are a bonus, hungry door pockets can take a large drink bottle and the essential cupholders are set within the centre armrest.

The only giveaway that this 3 Series is hauling extra electrification is inside the boot. Somewhat shallower than the regular 480-litre item, a higher floor than usual cuts that by 105L to 375L.

But at least the battery doesn’t intrude to the point where you can’t use the cabin load-through with the tri-sected backrests folded down (via a handy lever if you’re standing behind the vehicle). A through-loading system is part of the standard 40/20/40 split-fold backrest.

The floor itself is stepped half way, but if you require a flat surface, it can be lifted to even out the area. And remember, there is no spare wheel – just tyres that can be driven ‘flat’ as required to drive you to the nearest garage.


Audi RS68/10

Sure, the RS 6 has supercar acceleration but it’s also a large station wagon. So, it’s super practical, too, right?

Well not as much as you might think. See it’s not the most spacious of wagons. Up front the stepped dash protrudes into the passenger’s space, the door pockets are thin and the centre console storage under the armrest is small.

Legroom in the back could also be better – at 191cm (6'3") tall I can only just fit behind my driving position, although headroom is good. The door pockets in the rear are larger and there are two cupholders in the fold-down centre armrest (another two up front).

The boot’s 565-litre cargo capacity isn’t bad and almost matches the Alpina B5 Touring’s 570 litres.

For phones there’s a wireless charger and two USB ports in the centre console storage box, while back seat passengers have two USB ports and a 12V outlet. There are also directional air vents and dual-zone climate control in the rear, too.

While the RS 6 seats five, the middle passenger in the second row will have to straddle the hump over the drive shaft.

While wagons have lower load lips to their boots making them easier to fill with luggage or shopping bags, SUVs are easier on the back when it comes to loading children into car seats.

Price and features

BMW 3 Series

It’s clear that electrification will become the norm in the not-too-distant future, from hybrids combining internal combustion engines (ICE) with electric motors and batteries, to the full battery electric vehicle (EV) and eventually hydrogen EV experience.

Somewhere along that spectrum, and nestled between the 320i (from $68,900) and 330i (from $74,900), is the 330e.

Arriving from Germany in either racy M Sport or dreary Luxury grades from $81,900 (before on-road costs), it features an electric motor and battery pack for up to 60km of pure EV propulsion, before a four-cylinder turbo-petrol engine kicks in for in excess of 1800km between refills, officially. Range anxiety be damned.

Mind you, the similarly-engined 320i but minus the electrification is almost 300kg lighter. Blame all that extra electrification swag like an 83kW synchronous motor, 10.3kWh lithium ion battery and a five-metre 1.8kW charging cable.

Being a PHEV means it needs up to six hours to recharge from a regular 10-amp household plug, down to a minimum of around 3.5 hours from a larger power source.

In contrast, a non-plug-in, series-parallel hybrid like the Lexus IS 300h barely manages 2.0km of sub-40km/h-only EV range, before its ICE takes over to replenish a much-smaller battery pack, and relegate the electric motor to mere performance and/or economy boosters only. That’s why the Lexus is some $20,000 cheaper.

This leaves the Mercedes-Benz C300e and Volvo S60 T8 Hybrid from $82,300 and $84,990 respectively as the BMW’s only true equals, as they’re PHEVs, too.

Though both promise slightly less EV range than the 330e, the former is comfort-biased while the latter is a bit of a Swedish hot-rod, blitzing all for sheer oomph while scoring all-wheel drive into the bargain.

Note, however, that from $75,425 (before tax and on-road costs) will buy you the mouthful Tesla Model 3 Standard Range Plus RWD (rear-wheel drive). As a pure EV, the Yank has kicked the ICE habit with a silent and furious need for speed. 

Not that our 330e M Sport Package isn’t hot to trot, with its M Sport-enhanced suspension, brakes, aero body kit, 19-inch alloys shod with run-flat tyres (so no spare wheel), steering wheel, Alcantara/Sensonic vinyl upholstery and ‘Shadow Line’ gloss-grey trimmings. Menacing.  

The BMW’s list of goodies is barely good enough for a sedan that’s over $90K drive-away. You’ll find adaptive dampers that switch seamlessly from firm to soft depending on how stiff/supple you want the ride to be, auto entry/start, stop/start, heated/folding/dipping mirrors, two USB and a single 12V ports, tri-zone climate control, electrically adjustable front seats with driver’s-side memory, three-year subscription-based in-car emergency and concierge services, Apple CarPlay (but still not Android Auto at the time of publishing), 12.3-inch digital instrumentation with head-up display, a 10.25-inch central screen, satellite navigation, extended Bluetooth connectivity, an unreliable ‘Hey, BMW’ voice-activation system, digital radio, 205W amplifier audio, a 32GB hard drive, wireless smartphone charger and a personalisation function in the key saving all your preferred settings.

On the safety and security front there’s also autonomous emergency braking (AEB), warnings and active assistance/intervention for steering, lane-change, lane-departure and front/rear cross-traffic (with braking) situations, full-auto parking with surround-view 3D cameras and sensors, adaptive cruise control with full stop/go, auto high-beam LED headlights with delay/off, rain-sensing wipers, low-speed EV-mode acoustic warnings for pedestrians and localised recharging info including range radius. Handy.

Still, a sunroof is optional, as are our car’s trick 'Laser-light' active/adaptive LEDs, ambient cabin lighting, motion-sensor electric bootlid, seat and steering wheel heaters, galvanised trim, and other goodies, amounting to over $10,000. All blow out pricing towards $100K. Ouch.

At least you can pre-set the climate control in your 330e via a BMW app. Cool!


Audi RS68/10

The Audi RS 6 Avant lists for $216,000. That might sound like a lot of money but to put it in perspective, when the RS 6 Avant was first introduced to Australia in 2003 it was $220K.

Coming standard are the enormous 22-inch alloy wheels, matrix LED headlights with laser lights, metallic paint, a panoramic glass sunroof (which is new to the model), privacy glass, a head-up display, soft-close doors and red brake calipers.

Inside there’s the Bang & Olufsen 16-speaker sound system (that's new, too), sat nav, the 12.3-inch 'virtual instrument cluster', wireless Apple CarPlay (new, as well), wireless charging, full leather upholstery with RS sport front seats that are heated and now come with ventilation as standard, and four-zone climate control.

I’ve left off all the standard RS mechanical equipment, but I’ll cover that in the driving section below.

Is it good value? Well, its direct rival is the Mercedes-AMG E 63 S Estate, but that’s not sold in Australia, the nearest to this is the C 63 S Estate for $170K. And while BMW hasn’t made an M5 Touring since 2010 there is the Alpina B5 Touring which lists for $217,000. I’ve tested the sedan version and it’s astonishingly quick and super comfortable. Alternatively, there’s the Porsche Panamera 4 Sport Turismo for $236,300.

Engine & trans

BMW 3 Series

BMW’s modular (B48) 2.0-litre four-cylinder engine delivers 135kW of power and 300Nm of torque, and drives the rear wheels via a ZF eight-speed automatic. The latter is regarded as one of the best transmissions of its type in production today.

That transmission also houses the 83kW/105Nm synchronous motor, while the 10.3kWh battery pack is located underneath the back seat. Total outputs are 185kW/420Nm.

Each power source works together to create a smooth and quiet EV experience up to a published 60km, before the 2.0-litre takes over the main driving function, but powering down again when coasting or under very light throttle, to help eke out maximum mileage between refills.

There are three modes to choose from ­– 'Sport', 'Hybrid' and 'Electric' – with the latter allowing for pure EV driving as long as the batteries are juiced up enough; otherwise the default Hybrid setting kicks in, where both propulsion options are used to maximum efficiency.

Back in Electric mode, in Battery Control mode, the driver can pre-select a minimum battery charge level for use later on where conditions are better-suited to EV driving – such as in downtown.    

There’s also a so-called ‘XtraBoost’ function, providing up to 30kW of extra power (topping out at 215kW) for short periods, and is accompanied by a fake/enhanced exhaust note. It’s a bit of a scorcher, actually, revving hungrily to the redline and reeling in the horizon like a proper BMW should.

Don't go searching for an evocative in-line six-cylinder soundtrack, however. Instead, there's simply a zingy metallic snarl as the tacho swings swiftly upwards. S mode loves holding on to each gear ratio, aided by a thoughtfully placed set of paddle shifters.

Overall, the 3 Series PHEV is surprisingly rapid – clearing the 100km/h marker needs just 5.9 seconds – but subjectively actually feels even faster. BMW limits the 330e's EV top speed to 140km/h, or 230km/h in dinosaur-fuel mode.    


Audi RS610/10

Remember this moment in human existence: a time when you can buy a family car with a 441kW/800Nm twin-turbo petrol 4.0-litre V8. Yup, the electric future is coming and it’ll be great from what I’ve experience so far, but it’s clear engines like the V8 in the RS 6 Avant won’t be around forever so you should enjoy it while you can.

And you will enjoy it – this engine with almost 600 horsepower is glorious. There’s the seemingly never-ending acceleration with 0-100km/h coming in 3.6 seconds. That’s a tenth of a second faster than the Audi R8 V10 RWD supercar, and this is a large, family wagon.

Compared to the previous generation model the power is down by 4.0kW but torque is up by a whopping 100Nm. Give me torque over power any day.

Shifting gears is an eight-speed automatic transmission, sending the drive to all four wheels.

Fuel consumption

BMW 3 Series

On the flipside, BMW reckons over 1800km is possible, thanks to the official combined figure of only 2.2 litres per 100km. That’s outstanding range, especially considering the fuel tank is a teeny 40 litres.

Maybe it was the addictive allure of all that XtraBoost oomph, or perhaps it’s the porky 1740kg throwing its weight around, but we could not better 6.3L/100km during our week with the Bavarian wunderkind.  

BMW recommends either premium unleaded (95 RON plus) or E10 ethanol, so no standard stuff, please.

Meanwhile, in EV mode, less than 40km is the real-world range, and that can drop dramatically with amenities running like the AC. The EU electricity consumption figure is 15.4kW/h/100km, which is reasonable for the 330e’s size and weight.


Audi RS66/10

This is a large, all-wheel drive car with a 441kW V8, but it also has a mild hybrid system in this new generation which will switch the engine off and let the car coast down hills, or at speeds under 22km/h.

Audi says this can save up to 0.8L/100km in real-life driving. That’s great news, but consumption is still fairly high with Audi claiming that after a combination of open and urban roads the RS 6 Avant will have used 11.7L/100km.

Driving

BMW 3 Series

The good news is that the 330e is designed for built-up and urban environments, since it benefits from a quiet electric motor to whoosh you along almost silently and always serenely for up to that 60km official range. Acceleration is instant, punchy and remains strong as speeds quickly rise, making the BMW ideal for darting in and out of traffic gaps.

In the real world, with the climate-control switched on and other drains on the car, that drops to under 40km, though that can often be more than enough for most commutes. If there’s access to a normal 10a socket, the BMW will be fully charged to get you back home in fewer than six hours.

Of course, the beauty of a PHEV is that the main form of motivation is a brilliantly muscular and responsive BMW 2.0-litre four-cylinder turbo petrol engine, which really gives the 330e wings as a fast and fluent open-road grand tourer. It just laps the miles up.

Still, running on petrol, the Bavarian is as impressive around town, too, since there’s a hefty lump of low-down torque on tap for prompt throttle responses. The superb eight-speed torque-converter auto provides an almost supernatural ability to select the right ratio at the right time, and in a most harmonious manner too.

Perhaps this is a one-off blip in our test car, but a concerning powertrain jolt was discernible from somewhere in the transmission at step-off, as if the 330e is struggling to reconcile electric and petrol power seamlessly.  

Every aspect of the BMW PHEV’s powertrain and chassis – engine, transmission, steering and suspension – can be altered from a cushy softness to a muscular firmness, according to the mood of the driver (or passengers).

Although never heavy, there is substance to the steering even at slower speeds, and the upshot is an engaging and involving experience. Switching to Sport intensifies everything, for an edgier, more athletic experience.

Great for keener folk seeking the 3 Series’ enthusiast’s machine reputation. That said, the turning circle is tight for easy manoeuvrability, while the auto parking feature helps getting the sedan into tighter spots, and generally works reliably.

Adaptive dampers do a great job in helping to smother out most of the bumps and ruts of suburbia’s roads, though larger speed humps can expose the limits of available suspension travel as well as ground clearance (147mm).

Out on the open road, the steering is a boon, working with the taut chassis for sharp handling and balanced roadholding. Displaying towering levels of roadholding, the 330e simply remains glued to the road, even at speed.

One small observation is that the 330e lacks a mechanical limited slip differential, so there isn’t quite the surgical handling crispness that elevates the latest 330i into the dynamic stratosphere.

That, plus the extra mass of the PHEV, do dull the steering’s sharpness and BMW’s overall agility slightly. Never stodgy, just not supernaturally athletic. That’s the price you pay for parsimony.

Finally, in the sportier settings, with the stability and traction controls’ hold loosened, the tail can be made to swing out, meaning the driver must remain alert and ready to reel it all back into place.

This isn’t as much a flaw as a playful aspect of the 330e’s very broad dynamic bandwidth. There’s something for everyone.


Audi RS69/10

I’ve never driven the bullet train before, but it probably feels (almost) as good as this.

Eight hundred newton metres lay curled up under that accelerator pedal ready to push the planet backwards. And waiting to catch you at the other end are enormous anchors in the form of 420mm discs at the front with 10 piston calipers and 370mm discs at the rear.

The optional carbon ceramic brakes are the largest ever to be fitted to a production vehicle at 440mm at the front and 370mm at the rear, saving 34kg in mass over the steel brakes.

Now standard for the first time is Audi’s 'Dynamic Package' which adds dynamic steering (variable ratio) paired with all-wheel steering, a sport differential, and a 280km/h top speed.

Coming standard is adaptive air suspension and for $2850 you can option the 'Dynamic Ride Control' suspension which is a hydraulically activated adaptive damper system.

The model featured below is the 2020 Audi RS6

At the Australian launch Audi supplied two RS 6 Avants – one with the air suspension and the other with the dynamic ride control system. I’m probably supposed to say that the optional hydraulic dampers are the pick, but the air suspension suits this luxury freight train so much better.

I’d already driven the car with the dynamic ride control, and while it felt sharper and firmer, it’s ride was a tad uncomposed, almost as though the car was oversprung.

The RS 6 Avant with the standard air suspension on the other hand was not only far more comfortable and settled, but was still superbly dynamically, for a five-metre long car.

Unless you were planning on attending regular track days, in which case the Dynamic Ride Control is the way to go, I’d stick with the standard air suspension which is far more comfortable over Australia’s less-than perfect roads.

Another thing I can say is that this RS 6 Avant is quieter than the previous generation. Even with the windows down and with Dynamic drive mode selected its exhaust note, while still glorious and deep, isn’t raucous and loud. Sound aside, this superwagon is as much a hi-po monster as ever.

Safety

BMW 3 Series

As part of the G20 3 Series line-up, the 330e achieved a five-star ANCAP crash-test rating in October, 2019.

There basically isn’t an active or passive safety item left unticked in this grade, meaning AEB (operational from 5km/h to 210km/h), stability and traction control, anti-lock brakes with electronic brake-force distribution, cornering brake control and brake-assist, active lane-change and lane-departure warnings and intervention, front and rear cross-traffic alert with braking and blind-spot monitoring.

Eight airbags are fitted – front and side airbags for driver and front passenger and head airbags for all outboard seat occupants.

There’s also adaptive cruise control with full stop/go functionality, as well as a low-speed EV-mode acoustic warning for pedestrians and cyclists to get out of the way. That’s set to about 20km/h.

BMW fits a pair of ISOFIX points for the outboard back seat positions, as well as top tethers for strap-fastened child seats.


Audi RS69/10

ANCAP tested the A6 in 2019 and gave it the maximum five-star score, however, this rating does not apply to the RS 6 Avant high performance model.

That said, the RS 6 Avant comes fortified with nearly every piece of advanced safety tech there is in Audi’s cupboard. There's AEB which can detect and brake for cyclists and pedestrians at speeds between five-85km/h and vehicles up to 250km/h.

There’s also rear cross traffic alert and intersection crossing assistance with braking, lane departure warning and corrective steering to keep you in your lane, and blind spot warning.

Not a fan of parking, the RS 6 can do it by itself or there’s a 360-degree camera that’ll help you do it yourself. There’s an exit warning system which will warn you if a vehicle is approaching as you go to get out, too.

And if the RS 6 Avant detects that it will be hit from behind it will prepare the cabin by tensioning the seatbelts and closing the windows, as well as the sunroof.

Along with all that there are Audi’s new Matrix LED headlights with laser lights, rain-sensing wipers and adaptive cruise control.

For child seats you’ll find three top tether points and two ISOFIX mounts across the second row.

There’s no spare wheel – instead, there’s a tyre repair kit.

Ownership

BMW 3 Series

BMW’s warranty is one of the worst in the business. Its meagre three years/unlimited kilometres matches Audi’s Scrooge-y efforts but is two-years shy of arch nemesis Mercedes-Benz.

The 330e’s servicing is condition-based, depending on how it’s driven and other factors, with a dash warning appearing to let the driver/owner know when it’s time. In the UK, a two-year/30,000km interval is advised, if that helps.

No capped-price servicing regime is offered, but the 'BMW Service Inclusive Basic' packages cover scheduled servicing from three years/40,000km to five years/80,000km, and start from $1350.


Audi RS66/10

The RS 6 Avant is covered by Audi’s three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage. 

Service intervals are every 12 months or 15,000km with a three-year plan costing $2380 and a five-year plan for $3910.