BMW 4 series VS BMW 3 Series
BMW 4 series
- 'Old' multimedia system is still great
- Superb engine-transmission combo
- Sublime ride and handling balance
- Limited in-cabin storage options
- Substandard warranty
- New-generation model due soon
BMW 3 Series
- A PHEV keen drivers can embrace at last
- Useable real-world pure-EV commuting ability
- Quality BMW cabin design and presentation
- Lofty pricing, and that's before expensive options
- Reduced boot capacity compared to regular 3 Series
- 2.0-litre turbo four lacks BMW six-cylinder refinement at higher revs
BMW 4 series
Life comes at you fast, especially in the automotive industry, where model lifecycles are becoming shorter as each new generation comes and goes.
Take the BMW 4 Series for instance. It’s been a segment stalwart since 2013, but the current model’s time in the sun is finally coming to an end a little later this year.
And that got us thinking whether or not the old saying rings true in this context. So, we put the flagship 440i coupe to test to find out if the older you get, the wiser you are.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
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.
|Engine Type||2.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
BMW 4 series7.5/10
Is now the right time to buy a 4 Series coupe? With the next-generation model a matter of months away, probably not.
That said, those buyers who decide to park a new ‘old’ 4 Series coupe in their driveway will be very pleased with their purchase.
At the end of the day, the current-generation model is still a cracking sports-luxury coupe, and more so when in 440i form. It’s just that good.
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.
BMW 4 series7/10
The first-generation 4 Series coupe has aged relatively well, despite sharing most of its design cues with the superseded sixth-generation 3 Series sedan.
Compared to current BMW models, the 4 Series coupe’s signature kidney grille is small, flanked by angry-looking adaptive headlights with hexagonal daytime running lights, all of which are of the LED variety.
The 440i’s standard M Sport body kit adds to the aggressive styling with chunky front bumper with three large air intakes, the outer two of which also contain the LED fog lights.
Around the side, a strong shoulder line stretches from the front wheel arches to beyond their rear counterparts, while BMW’s Air Curtains split the difference between it and the sporty skirts.
The rear end is the 440i’s simplest angle, although its bumper is spruced up with a dark-grey insert and dual exhaust tailpipes. Predictably, L-shaped LED tail-lights punctuate the styling at the rear.
Inside, the 4 Series coupe is holding up well, but it's still clearly a generation behind most other new BMW models.
That said, it’s a throwback we quite like, particularly iDrive6, which is still arguably BMW’s best multimedia system to date. Powering a floating 8.8-inch touchscreen in this instance, it’s just so intuitive, partly thanks to its rotary controller.
An 8.8-inch digital instrument cluster is a late-life addition for the 440i, and while it looks great with its drive mode-specific views, it lacks the breadth of functionality of Audi’s set-up.
The 4 Series coupe’s cabin is otherwise pretty basic despite its apparent emphasis on sportiness, although the selection of luxurious materials used throughout is top-notch.
The entire dashboard, chunky M Sport steering wheel and old-school handbrake lever are trimmed in high-quality leather, while lower-quality Dakota leather covers the sports seats, armrests and door inserts.
Soft-touch plastic is used for the door shoulders and bins, even in the second row, while hard plastic is limited to the centre console, and gloss-black trim is used on the centre stack’s audio and dual-zone climate control surrounds.
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.
BMW 4 series7/10
Measuring 4640mm long, 1825mm wide and 1377mm tall, the 440i coupe is a true mid-sizer, and that means it’s surprisingly practical – for the most part.
Cargo capacity is more than solid, at 445L, but stow the 60/40 split-fold rear bench via a pair of manual latches located in the boot and more storage space is quickly liberated.
To make matters even better, the boot has two bag hooks and four tie-down points, making securing a load a cinch. That said, the high load lip means bulkier items can require a little more effort to accommodate.
Up front, the door bins are large enough for a regular bottle each, while a pair of cupholders separate the gear selector from a seriously shallow storage tray.
The central storage bin is on the shallow side, too, albeit not to the same degree as the dedicated storage tray. That said, much of its space can be taken up by the optional wireless smartphone charger ($200), which was fitted to our test car.
The glovebox tries its best to make up for the lack of genuine in-cabin storage options by being quite large, while storage nets are attached to the backs of the front seats.
Rear occupants can also make use of a large storage tray that resides where a middle seat would otherwise go. They also have access to a fold-down central armrest that incorporates two more cupholders.
Speaking of armrests, the rear side ones are incredibly narrow, leaving tired elbows in a bit of a pickle.
It’s not all bad news in the second row, though, as legroom and toe-room behind our 184cm driving position are very generous, with the former offering several inches of wriggle room.
We’d go as far as to say the rear quarters are comfortable, but that would require ignoring the fact that headroom is seriously compromised with the optional power-operated sunroof ($3000) fitted, with our head pressed firmly against the 440i coupe’s Anthracite roofliner.
Either way, child seats can be fitted in the second row, with ISOFIX anchorage points available for the outer seats. Speaking of which, it’s worth noting ingress and egress to the rear bench isn’t too bad, with the front seats folding forward via manual latches.
Connectivity-wise, two USB-A ports are found in the first row, split between the centre stack and the central storage bin, while three 12V power outlets are spread across the front and rear of the centre console, and the boot.
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.
Price and features
BMW 4 series7/10
The 440i coupe is priced from $103,200 plus on-road costs, positioning it as a more affordable alternative to its main rivals, the Audi S5 coupe ($105,400) and Mercedes-AMG C43 coupe ($116,500), although it’s not as fully featured.
Standard equipment not already mentioned in the 440i coupe includes dusk-sensing lights, rain-sensing wipers, 19-inch alloy wheels, a mixed set of run-flat tyres (front: 225/40, rear: 255/35) and power-folding side mirrors with heating.
Inside, satellite navigation with live traffic, digital radio, a 600W Harman/Kardon sound system with 16 speakers, a windshield-projected head-up display, keyless entry and start, power-adjustable front seats with heating, an auto-dimming rearview mirror and ambient lighting feature.
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.
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!
Engine & trans
BMW 4 series9/10
The 440i coupe is motivated by a silky smooth 3.0-litre turbo-petrol in-line six-cylinder engine that punches out 240kW of power at 5500rpm and 450Nm of torque from 1380-5000rpm.
An equally silky smooth eight-speed torque-converter automatic transmission exclusively sends drive to the rear wheels – a characteristic that has become a rarity in this segment.
This combination helps the 440i coupe sprint from a standstill to 100km/h in a scant five seconds flat with launch control engaged, according to BMW. Its top speed is electronically limited to 250km/h.
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.
BMW 4 series8/10
The 440i coupe will drink a claimed 6.8 litres per 100 kilometres on the combined cycle, while its carbon dioxide emissions are 159 grams per kilometre.
Our week of testing skewed towards city driving over highway stints, and we averaged 8.6L/100km, which is impressive given the six-cylinder performance on offer. And yes, we did put it to use...
The 440i coupe's 60L fuel tank takes 95RON petrol at minimum.
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.
BMW 4 series8/10
The 440i coupe toe the line between sports car and luxury vehicle very, very well.
The straight-line performance is definitely there thanks to its in-line six-cylinder unit, which is one of our favourite engines in any vehicle – period.
From top to bottom, the 3.0-litre unit is absolutely delicious. Maximum torque kicks in just above idle and remains on tap deep into the top end, at which point a fleeting moment of peak power is just 500rpm away. Needless to say, acceleration is strong.
Remarkably, the engine’s twin-scroll turbo exhibits next to no lag, making for a unit that you truly want to wring out. That said, don’t expect aural pleasure when you do so, as the sound it generates is lacklustre. Yep, no enticing crackles or pops are heard here.
The automatic transmission ties everything together beautifully, providing timely, quick and smooth gear changes on the regular, even without its Sport mode engaged. And, of course, there are paddle-shifters on hand if you want to take matters into your own hands – literally.
Given the 440i coupe’s apparent performance bent, you’d be forgiven for thinking it rides like an unforgiving sports car. Well, the good news is it doesn’t.
While potholes and coarse-chip roads would usually be met with hesitation, the 440i coupe silences the doubters with its composed ride. Can you feel them? Yes, but they’re relatively muted, especially in a car with sporty aspirations, like this one.
Simply put, the 440i coupe loves a twisty stretch of road, where its M Sport brakes (front: four-piston fixed callipers, rear: two-pot floating stoppers) and traditional rear-wheel-drive dynamics come out to play.
This experience is enhanced by its superb electric power steering, which is speed-sensitive, meaning it’s quick at low speed, for improved manoeuvrability, and ‘slow’ at high speed, for improved stability.
We absolutely adore this particular system, mainly because of its perfect weighting and surprising amount of feel. And in a surprise to no-one, it also turns in really well, too.
Of course, if you want to take the 440i coupe’s handling to the next level, you can engage its Sport drive mode, which stiffens up the adaptive dampers for even flatter cornering and adds more heft to the electric power steering. But we’d say both are unnecessary.
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.
BMW 4 series7/10
Advanced driver-assist systems in the 440i coupe extend to low-speed autonomous emergency braking (AEB) with pedestrian detection, lane departure warning, blind-spot monitoring, adaptive cruise control with stop and go functionality, a manual speed limiter, speed-sign recognition, high-beam assist, park assist, surround-view cameras, front and rear parking sensors, hill-start assist and tyre pressure monitoring.
Other standard safety equipment includes six airbags (dual front, side and curtain), electronic stability and traction control systems, anti-lock brakes (ABS) and brake assist, among others.
That said, high-speed AEB, lane-keep assist and rear cross-traffic alert are among the notable exclusions.
Neither ANCAP nor its European sibling, Euro NCAP, have awarded the 4 Series a safety rating yet.
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 4 series7/10
As with all BMW models, the 4 Series comes with a three-year/unlimited-kilometre warranty with three years of roadside assistance, both of which are two years short of the premium standard now set by Mercedes-Benz.
The 440i coupe’s service intervals are every 12 months or 15,000km, whichever comes first. Owners can opt for a $1650 five-year/80,000km capped-price servicing plan, which is well-priced.
BMW 3 Series
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.