BMW 6 Series VS BMW M4
BMW 6 Series
- Heaps of space
- Feels plush
- Good standard equipment
- Feels big on the road
- A bit of a weird car, really
- Divisive exterior styling
- Surprising practicality
- Simply epic performance
- M3 sedan looks better
- Substandard warranty
- Options can be overkill
BMW 6 Series
What happens when you struggle to sell an odd-bod, not-quite-a-coupe, sort-of-a-hatchback, almost-an-SUV model? Well, sometimes it gets axed, and replaced with a new model that bears a new name.
That's pretty much it in a nutshell for the BMW 6 Series Gran Turismo, which was formerly the 5 Series GT. It essentially takes the place of the 6 Series Gran Coupe - an alternative to the regular 5 Series sedan that's more attainable than a 7 Series limousine.
Confused? It's not as difficult as all that sounds - you just need to know that this model, the 2018 BMW 6 Series Gran Turismo, is supposed to offer a neat alternative to the go-to family luxury car or SUV.
I spent some time in the entry-level 630i to see if it can deliver on that promise. In fact, I spent more than 24 hours driving the BMW 6 Series GT over the past week, and I don't have a sore back, I haven't been left scratching my head over the intended purpose, I haven't been uncomfortable, and I haven't been left wanting for much.
|Engine Type||2.0L turbo|
|Fuel Type||Regular Unleaded Petrol|
Will this, er, striking new BMW be remembered as the most controversial car released in the 2020s?
It’s quite possible. After all, there isn’t another vehicle in recent memory that gets enthusiast blood boiling so quickly and so often.
Yep, the second-generation BMW M4 risks being remembered for the wrong reasons, and it all has to do with that oversized, eye-catching kidney grille.
Of course, the new M4 is more than a ‘pretty face’ - or pretty remarkable face. In fact, as our test of the Competition coupé proved, it actually resets the benchmark in its segment. Read on.
Read more about the
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
BMW 6 Series7.6/10
This isn't a car for everyone's tastes, but if you fit in to the buyer group that just doesn't really know what they want in a luxury car, it could be the perfect fit for your family. The 6 Series GT is a practical large prestige car, albeit one that will likely find very few buyers.
Would you consider a genre-bending car like the BMW 6 Series GT? Let us know in the comments section below.
No matter what, haters are going to hate, but the new M4 Competition coupe doesn’t need any unsolicited style tips. And let’s not forget, styling is always subjective, so it’s not a matter of being wrong or right.
Anyway, the M4 Competition coupe is a damn good sports car, and it should be recognised as such. In fact, it’s more than damn good; it’s the type of car that you long to drive again.
After all, when you’re behind the wheel, you’re not looking at the exterior. And real enthusiasts will want to drive the M4 Competition, not look at it. And what a truly memorable drive it is.
BMW 6 Series7/10
There is no denying the 6 Series GT looks better than the old 5 Series GT. It isn't as frumpy, it looks more sporty, and to me it appears to have grown into its identity with more conviction than its predecessor.
That said, I don't necessarily like the look very much - it's a bit like a BMW X6 that has been rounded off a little and lowered down substantially. But I can appreciate some of the finer design aesthetics that it offers up: the frameless windows are a nice touch, and the swooping roofline looks smoother than a duck's back.
Other things like the active grille shutters and the air breathers ahead of the front doors are nice functional touches, and to my eye it lives up to BMW's hope of it looking "smooth but muscular". You can get the 630i with either the M Sport package, like you see here, or the more sedate Luxury Line, which is, well, more luxurious looking.
The M Sport styling and equipment package you see in the images here - with M aero kit and 19-inch wheels (ours had been upgraded to optional 20s) - help out with the athletic look of this very big vehicle.
It's huge in fact. The length of the 630i is 5091mm long, it measures 1902mm wide and sits at 1538mm tall, with a lengthy 3070mm wheelbase.
All that equates to a lot of room in the cabin, and what a sumptuous and delightful place it is to be - leather, wood and plush finishes abound.
Let’s get straight to the point: the new M4 Competition coupe has a rather large mouth. It’s certainly not for everyone, but that’s the point.
Yes, if you can’t appreciate why the M4 Competition coupé now looks the way it does, then BMW’s designers clearly didn’t have you in mind when they were doing their thing.
Of course, an oversized version of BMW’s signature kidney grille has been seen before, most recently on the X7 upper-large SUV, but the M4 Competition coupé is a very different beast in overall shape and size.
Now, I know I'm in the minority here, but I really appreciate what BMW has attempted here. After all, aside from the similarly styled – and arguably better-looking – M3 Competition sedan, there is literally no mistaking the M4 Competition coupé for anything else.
And for what it’s worth, I think the tall but narrow kidney grille looks its best when fitted with a small, slimline number plate, just like our test vehicle was. The alternative Euro-style plate just doesn’t do it justice.
Anyway, there’s obviously a lot more to the M4 Competition coupé than that face, including its equally adventurous paintwork options, with our test vehicle finished in the searing Sao Paulo Yellow metallic hue. Needless to say, it’s a showstopper.
The rest of the front end is punctuated by the deep side air intakes and sinister adaptive laser headlights, which integrate hexagonal LED daytime running lights. And then there’s the heavily creased bonnet, which is also hard to miss.
Around the side, the M4 Competition coupé has a similar profile to the sixth-generation Ford Mustang, which is its least remarkable angle. It’s still attractive, though, albeit a little too smooth, even with the sculpted carbon-fibre roof panel.
Our test vehicle looked better, thanks to its optional mixed set of black alloy wheels (19/20 inches), which had the also optional gold calipers of the carbon-ceramic brakes tucked behind them. They combine well with the black side skirts and non-functional ‘air breathers’.
At the rear, the M4 Competition coupé is at its absolute best, with the bootlid’s lip spoiler a subtle reminder of its capability, while the sports exhaust system’s quad tailpipes within the chunky diffuser insert are not. Even the LED tail-lights look superb.
Inside, the M4 Competition coupé continues to be a knockout, the level of which depends on how it’s specified, with our test vehicle featuring extended Merino leather upholstery with Alcantara accents, all of which were of the very loud Yas Marina Blue/black variety.
Better yet, carbon-fibre trim is found on the chunky sports steering wheel, dashboard and centre console, with silver accents also used on the latter two to lift the sporty – and premium – ambience, alongside the tri-colour M seatbelts and Anthracite headliner.
Otherwise, the M4 Competition coupé follows the 4 Series formula, with a 10.25-inch touchscreen ‘floating’ atop the centre stack, controlled by the intuitive rotary dial and physical shortcut buttons on the centre console.
With BMW’s Operating System 7.0 on hand, this set-up is one of the best in the business, (intermittent wireless Apple CarPlay dropouts excluded).
A 12.3-inch digital instrument cluster is positioned ahead of the driver, with a backwards tachometer the main feature. It does lackthe breadth of functionality of its rivals, but there's also a very large head-up display handily projected onto the windshield.
BMW 6 Series9/10
Now, I said before that this is a bit like an X6, but it has heaps better interior space than that SUV.
As soon as you slide into the driver's seat, you feel like your inside a large car. The cabin space is plentiful, and there's an abundance of storage on offer, too: there's a split-lid armrest between the seats, a pair of cupholders, a phone storage nook with wireless charging, and big door pockets with bottle holsters.
In the back you have access to door pockets, a flip-down armrest with cupholders (that middle part of the seat can fold down completely to allow storage of longer items), and there's excellent room on offer. How many seats in the BMW 6 Series GT? Five - like, five full-size seats.
Because the roofline doesn't rake as sharply as a four-door 'coupe', headroom is excellent for adults (even of the 183cm variety, like myself), and legroom and toe room are equally very good. This is bigger in the back than a 5 Series, but maybe not as plush as a 7 Series… so I guess it makes sense numerically for its nomenclature.
Of course you get climate control in the front (and in the rear if you option it), and the materials are excellent. The media screen is tablet-style, proudly displaying 10.25 inches of high-def real estate that is both touch-capacitive and controllable by way of the central rotary controller with touchpad. And get this - you can even use gestures to control certain elements like volume, swiping and changing tracks… but you have to option that.
The fully digital instrument display is bordered by a set of incomplete dial rings, which is just odd. BMW, back yourself - your buyers can handle just having a digital screen in front of them, particularly when it's as good as this one.
This grandiose hatchback's boot is commodious - with the back seats in place it has a huge 610 litres of cargo capacity, which extends to 1800L with the 40/20/40 seats folded down using the quick release levers in the boot area.
There is no spare wheel (the BMW range is fitted with run-flat tyres) but it does have a secondary hidden storage area under the boot floor for hiding items or stowing wet gear, bathers/swimmers or muddy clothes.
For context, the X6 has 580L seats up, 1525L seats down.
Measuring 4794mm long (with a 2857mm wheelbase), 1887mm wide and 1393mm tall, the M4 Competition coupé is on the large side for a mid-size car, and that means good things for practicality.
For example, the boot’s cargo capacity is pretty good, at 420L, and it can be increased to an undisclosed volume by stowing the 60/40 split-fold rear bench, an action that can be performed by the main storage area’s manual-release latches.
That said, we are dealing with a coupé here, so the boot’s aperture isn’t particularly tall, although its load lip is, making bulky items a challenge. However, two bag hooks and four tie-down points are on hand to help secure loose items.
Things are also mostly good in the second row, where I had a couple of inches of headroom and decent toe-room behind my 184cm driving position, although headroom is basically non-existent, with my head scraping the roof.
Amenities-wise, there are two USB-C ports below the air vents at the rear of the centre console, but no fold-down armrest or cupholders to speak of. And while the rear door bins are a surprise, they’re too small to accommodate bottles.
It’s also worth noting there are two ISOFIX and two top-tether anchorage points for (awkwardly) fitting child seats to the rear bench. The M4 Competition is a four-seater after all.
In the front, there’s a bit going on, with the centre stack’s cubby containing a pair of cupholders, a USB-A port and a wireless smartphone charger, while the central bin is decently sized. It has a USB-C port of its own.
The glovebox is on the smaller side, while the driver-side fold-out cubby is large enough to hide a wallet or some other bits and bobs. And then there are the door bins, which can accommodate a regular bottle each.
But before we move on, it’s worth calling out that the front carbon-fibre bucket seats fitted to our test vehicle aren’t for everyone. When you’re seated, they’re amazingly supportive, but getting in and out of them is a real challenge due to their very high and hard side bolsters.
Price and features
BMW 6 Series6/10
The BMW 6 Series Gran Turismo range starts off with the model tested here, the 630i. It has a list price of $123,500 before on-road costs - and that's whether you buy the M Sport Line or the Luxury Line.
That's quite a lot of money. And while it has a lot of equipment to help justify the cost, the smarter dollars will probably find their way to a more affordable 5 Series.
Standard gear in this spec includes adaptive air suspension with multiple drive modes, a colour head-up display, semi-autonomous parking, adaptive cruise control with steering assistance, auto high-beam LED headlights with LED daytime running lights, DAB+ digital radio, a 16-speaker harman/kardon sound system, a 12.3-inch driver information screen and a 10.25-inch media display with sat nav, Bluetooth and 'BMW ConnectedDrive' online services.
Hey, you even get a panoramic sunroof as standard! Plus there are things like an active rear spoiler, two USB ports and four 12-volt outlets, leather trim, heated front electric seats, electric steering wheel adjustment, keyless entry, push-button start, and an automatic boot.
It also comes loaded with active safety assistance functions - we'll get to that in the safety section below.
Things it's missing at this price point? Well, heated seats are an option, but bundled nicely into the 'Comfort Package' ($3000) which was fitted to our car. The pack includes heated seats front and rear, quad-zone climate control, electric sunblinds for the rear side windows, and electric seat back adjustment. Oh, and BMW continues to gouge consumers $623 for Apple CarPlay (which seemingly didn't work in our car).
The only other 6 Series GT model available is the 640i xDrive, which is again available with the choice of M Sport or Luxury body styling. It's also pretty exxy, with a list price of $148,900, but gets a more performance-focused drivetrain, as well as extra equipment: essentially the Comfort package, plus vented front seats, interior fragrance (eight options), memory settings for the front seats, 20-inch wheels and metallic paint.
Plus the 640i has Sport+ settings - it's probably the wrong car for those - and 'Integral Active Steering' to couple with the all-wheel drive system.
Priced from $159,900 plus on-road costs, the automatic-only Competition currently sits atop the manual-only ‘regular’ variant ($144,990) in the rear-wheel-drive M4 coupé range, with xDrive all-wheel-drive and convertible options set to become available in the future.
Either way, the second-generation M4 Competition coupé is $3371 dearer than its predecessor, although buyers are compensated with a much longer list of standard equipment, including metallic paintwork, dusk-sensing lights, adaptive laser headlights, LED daytime running lights and tail-lights, rain-sensing wipers, a mixed set of alloy wheels (18/19 inches), power-folding side mirrors with heating, keyless entry, rear privacy glass and a power-operated bootlid.
Inside, a 10.25-inch touchscreen multimedia system, satellite navigation with live traffic, wireless Apple CarPlay and Android Auto support, digital radio, a 464W Harman Kardon surround-sound system with 16 speakers, a 12.3-inch digital instrument cluster, a head-up display, push-button start, a wireless smartphone charger, power-adjustable front sports seats with heating, three-zone climate control, extended Merino leather upholstery, carbon-fibre trim and ambient lighting.
Being a BMW, our test vehicle was fitted with a number of options, including remote engine start ($690), BMW Drive Recorder ($390), a mixed set of black alloy wheels (19/20 inches) with Michelin Sport Cup 2 tyres ($2000), and the $26,000 M Carbon package (carbon-ceramic brakes, carbon-fibre exterior trim and front carbon-fibre bucket seats), taking the price as tested to $188,980.
For reference, the M4 Competition coupé goes tyre to tyre with the Mercedes-AMG C63 S coupé ($173,500), Audi RS 5 coupé ($150,900) and Lexus RC F ($135,636). It’s better value than the former and has the latter two covered with its next-level performance.
Engine & trans
BMW 6 Series8/10
Under the bonnet of the 630i is a 2.0-litre four-cylinder turbocharged petrol engine, which produces 190kW of power (at 6500rpm) and 400Nm of torque (from 1550-4400rpm). It uses an eight-speed automatic transmission, and is rear-wheel drive.
That may not seem a lot considering the size of this machine, but consider that some of the steamiest four-cylinder hot hatches have nearly the same outputs, and you realise this engine offers up a far-from slouched approach to propulsion.
The 640i xDrive has a 3.0-litre six-cylinder turbocharged engine with 250kW of power and 450Nm of torque. It gets the same eight-speed auto, but as the xDrive naming indicates, it's all-wheel drive.
But this is the one you'd prefer if you want to hit highway speed in a hurry - the 0-100km/h claim is 5.3 seconds, where the 630i takes a full second longer (6.3sec) according to the company.
The M4 Competition coupé is motivated by a cracking new 3.0-litre twin-turbo inline six-cylinder petrol engine, which is codenamed S58.
With a huge 375kW of peak power at 6250rpm and an even bigger 650Nm of maximum torque from 2750-5500rpm, the S58 is a significant 44kW and 100Nm more potent than its S55 predecessor.
A versatile eight-speed torque-converter automatic transmission (with paddle-shifters) is also new and replaces the previous seven-speed dual-clutch unit.
And no, there is no six-speed manual option for the M4 Competition coupé any more, it's now standard only in the regular M4 coupé, which ‘only’ punches out 353kW and 550Nm.
That said, both variants are still rear-wheel drive, with the M4 Competition coupé now sprinting from a standstill to 100km/h in a claimed 3.9 seconds, making it 0.1s quicker than before. For reference, the regular M4 coupe takes 4.2s.
BMW 6 Series7/10
BMW claims fuel use of 7.0 litres per 100 kilometres, and you'll need to use 95RON premium unleaded when you fill up.
On my trip with the car, I saw about 9.0L/100km across mostly high-speed driving - some freeway, some highway, some country back road touring, and quite a bit of corners and city stuff thrown in as well. I think that's pretty respectable.
What wasn't so great was the lack of premium fuel in some of the 'away from civilisation' places on my route home. Keep that in mind if planning your own GT long-distance cruise.
The M4 Competition coupé’s fuel consumption on the combined-cycle test (ADR 81/02) is 10.2L/100km, while its carbon dioxide (CO2) emissions are 234g/km. Both returns are more than respectable when you consider the level of performance on offer.
That said, in our real-world testing, we averaged 14.1/100km over 387km of driving, with plenty of time in bumper-to-bumper traffic. And if that wasn’t the case, the M4 Competition coupé was being driven with ‘vigour’, so a much better return is possible.
For reference, the M4 Competition coupé’s 59L fuel tank takes more expensive 98RON premium petrol at minimum, but that’s no surprise.
BMW 6 Series7/10
But if you're in BMW's target market - that being older executive buyers who want space and luxury as a priority over thrills at the wheel, you could do a lot worse.
That's because the 6 Series GT lopes along the highway without fuss - the engine easily coping with the demands of overtaking moves, the adjustable drive modes allowing a light steering and wafting suspension feel to wile away the kilometres.
There are 'Comfort' and 'Comfort Plus' modes, but the latter is a bit too spongy and can be boaty feeling. The Comfort setting is made for the highway.
If you decide to deviate from the straight sections, you'll be able to explore a little bit of dynamic range, especially when you dial up the 'Sport' mode, which changes the damper settings, steering weight, throttle and transmission response, and even the digital dials in front of the driver to a more aggressive look.
Our car had the 'Integral Active Steering' setting, which is a variable ratio steering system that includes rear steering - that essentially helps make is more turnable in corners at highway speed, and easier to park at lower speeds. It's difficult to say whether the assistance is excellent or not short of driving a car without the tech, but to this tester it was hard to hide the size and weight (1835kg kerb weight) of the vehicle.
That isn't to say it's clumsy or lumbering - it is actually pretty agile for its dimensions, though it makes a lot more sense on long drives and coastal cruises than it does in the narrow and twisty alpine roads of the Snowy Mountains Highway that I tested it on.
There's good grip from the tyres, and strong response from the powertrain - but if it were my money, and I had to have a 6 Series for whatever reason, I'd be looking towards the 640i model, which has a thumping six-cylinder with 250kW/450Nm - certainly an engine that would be more at home in this car. Plus that model comes with AWD.
The new M4 Competition coupé is an absolute beast. Plain and simple.
In fact, it’s such a beast that how well you can harness its performance on public roads is very dependent on how it’s specified.
Our test vehicle was fitted the optional Michelin Sport Cup 2 tyres and carbon-ceramic brakes, both of which are usually the reserve of track superstars.
And although we’re yet to experience it in such a setting, there’s no denying the M4 Competition coupé would be at home on a circuit, but as a daily driver, these options are a step or two too far.
Before we explain why, it’s important to first acknowledge what makes the M4 Competition coupé so beastly in the first place.
The new 3.0-litre twin-turbo inline six-cylinder engine is an undeniable powerhouse, so much so that it’s hard to extract its full potential without handing over your licence in the process.
But when you do get to wring it out in first and second gear, it’s an absolute delight, with a rush of low-end torque preceding a power punch that even Iron Mike Tyson would be proud of.
For that reason, we rarely bothered with anything but the S58’s Sport Plus mode, because the temptation to have it all is far too great.
The reason why that’s so easy to do is because the eight-speed torque-converter automatic transmission’s three settings are independent, meaning the M4 Competition coupé won’t always be looking to hold onto the lower gears if you don’t want it to.
The unit itself is predictably charming, with the difference in quickness between this new auto and its dual-clutch predecessor almost negligible. And yes, the advantage of the swap is buttery smooth gear changes, with low-speed jerkiness now a distant memory.
And when you are firing through the ratios, the booming sports exhaust system comes to the fore. Pleasingly, it’s ready to go every time the ignition is switched on, but to enjoy maximum crackles and pop on the overrun, the S58 needs to be in its Sport Plus mode.
Handling-wise, the M4 Competition coupé is one of those sports cars that begs to be driven harder and harder every time you attack a corner as it pushes its 1725kg kerb weight through bends with playful poise.
While I really enjoy the rear-wheel-drive dynamics, I still can’t help but wonder what the rear-biased xDrive all-wheel-drive version will be like when it launches, but that will have to wait for another day.
In the meantime, traction can be the M4 Competition coupé’s biggest issue, with the operative word being can. Yep, those Michelin Pilot Sport Cup 2 can be a handful in mixed conditions, be it in a straight line or through the twisty stuff.
Don’t get us wrong, semi-slicks are amazing when they’re hot and being used on a dry surface, but on a cold or wet day, they struggle to grip when the throttle is liberally applied, even with the rear limited-slip differential doing its best work.
For that reason, we’d be sticking with the standard Michelin Pilot Sport 4 S tyres, which serve up the level of adhesion you’d hope for in everyday driving – unless you’re a weekend warrior.
In fact, if you are thinking about tracking the M4 Competition coupé, a lap-timer is built in, while a drift analyser will help you improve your slip angle and drift time if you’re lucky enough to find yourself on a skidpan, but we digress.
While we’re talking about our test vehicle’s options, it’s worth pointing out it’s a similar story with the carbon-ceramic brakes. Again, they’re mega on a track day, but they are overkill when you’re just out and about on public roads.
The standard steel brakes would be my pick. They’re powerful in their own right and still have two settings for the pedal feel, with the progressiveness of Comfort getting our vote.
Speaking of the word comfort, the M4 Competition coupé has come along in leaps and bounds when it comes to ride quality. Previously, it was unbearably stiff, but now it’s relatively comfortable.
Yep, the sports suspension is tuned superbly, doing its best to deliver a pleasant experience. Simply put, high-frequency bumps are dealt with firmly but quickly, while broken surfaces are also met with composure.
Of course, the adaptive dampers on hand are working their magic in the background, with the Comfort setting understandably preferred, although the Sport and Sport Plus alternatives aren’t that jarring when you need that little bit of extra body control.
The speed-sensitive electric power steering is yet another notch in the M4 Competition coupé’s belt, which is at its best in its Comfort setting, offering a nice amount of weight while being very direct.
Naturally, this set-up can become heavier in Sport and heavier again in Sport Plus if that’s your thing. Either way, feel is rather good. Yep, the M4 Competition coupé is good at communication – and many, many other things.
BMW 6 Series9/10
The BMW 6 Series GT range has a five-star Euro NCAP crash test score based on 2017 testing, but it hasn't been scored by ANCAP.
There's the usual array of airbags - dual front, front side, full-length curtain and driver's knee airbags are included, plus parking sensors all around, and heaps of safety tech including the 'Driving Assistant Plus' package with lane departure warning and lane keeping assist, forward collision warning, auto emergency braking (AEB) front and rear, blind-spot monitoring and rear cross-traffic alert, and adaptive cruise control with stop and go.
That's all great stuff, and so is the 360-degree camera system with adaptive display - so, if you're reversing and you turn the wheel to one side, the image on screen will move, too. It'll also go between a birds-eye view and a backing-up perspective, and that can take some getting used to.
What was less convincing in terms of the user experience was the rear auto braking, which seemed to be scared of the car's own shadow. On multiple occasions the car jammed on the brakes when reversing out of driveways on to empty streets - be it in the normal height, or the raised height setting.
The 6 Series GT has dual ISOFIX anchor points and three top-tether points are there and ready for baby seats or child seats.
Neither ANCAP nor its European counterpart, Euro NCAP, have given the M4 Competition coupé a safety rating yet.
That said, its advanced driver-assist systems do extend to front autonomous emergency braking (AEB) with intersection assist and pedestrian and cyclist detection, lane-keep and steering assist (including emergency), adaptive cruise control with stop and go functionality, road-sign recognition, high-beam assist, active blind-spot monitoring and cross-traffic alert, Reversing Assist, park assist, rear AEB, surround-view cameras, front and rear parking sensors, and tyre-pressure monitoring.
Other standard safety equipment includes six airbags (dual front, side and curtain), anti-skid brakes (ABS), brake assist and the usual electronic stability and traction control systems, with the latter coming with 10 stages.
BMW 6 Series8/10
BMW runs a condition-based servicing plan, which means the car will tell you when it needs servicing. But you can rest assured it won't (theoretically) cost you much, with the brand's 'Service Inclusive' pack. It covers you for basic maintenance as and when required for five years/80,000km. According to BMW, that includes "annual vehicle checks, oil changes, all filters, spark plugs and labour costs for the duration of the package".
BMW offers a three-year/unlimited kilometre warranty plan, and you get the same cover for roadside assistance.
As with all BMW models, the M4 Competition coupé comes with a three-year/unlimited-kilometre warranty, which is two years behind the premium standard set by Mercedes-Benz, Volvo, Land Rover, Jaguar and Genesis.
That said, three years of roadside assistance is also included with the M4 Competition, which has service intervals of every 12 months or 15,000km (whichever comes first).
To sweeten the deal, five-year/80,000km capped-price servicing plans are available from $3810, or $762 per visit, which is fairly reasonable, all things considered.