Mercedes-Benz CLA-Class VS BMW 3 Series
- Quick pace
- Engaging dynamics
- Premium interior
- Harsh ride
- Limited rear-seat room
- Divisive styling
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
Mercedes has long been the leader in niche filling, and we’d argue that no other model encapsulates that more than the CLA four-door coupe.
Now in its second-generation form, the CLA is based on Mercedes’ MFA2 small car platform that also underpins the A-Class small car range, B-Class tallboy hatchback and GLA crossover, but is actually dimensionally longer than the one-size up C-Class.
However, while the C-Class might offer more conventional styling, Mercedes says the CLA is targeted towards a younger demographic that puts more weight on design and aesthetics.
The previous generation CLA was topped by a hardcore 45 version, which makes a return here, but new this time around is the less-potent, but still AMG-badged, 35 variant to plug the gap between mainstream grades and the range-topper.
After living with the car for a week, here are our thoughts on the new baby AMG CLA.
|Engine Type||2.0L 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|
Is the Mercedes-AMG CLA 35 the perfect choice in the sleek sedan’s line-up?
Well, if you are after outright performance, then the answer still clearly lies with the CLA 45. But for those that just want a little more pep compared to the standard CLA range, the 35 is undoubtedly the one to get.
It’s not without its flaws, though, commanding a $15,000 price premium over the CLA 250 and a tougher-than-we’d-like ride, but if you value a more engaging drive and a brisk 0-100km/h time, the CLA 35 should definitely be on your shopping list.
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.
From the front, the CLA 35 exterior oozes style and luxury.
Up front, the sleek and slender headlights emphasise the width of the fascia, while the large Mercedes logo sits proudly front and centre of the CLA’s nose.
There are subtle hints to the CLA 35’s sportiness too, with a slightly bulging bonnet and chiselled lower chin.
The grille is also unique on the 35, with a dual-horizontal slat design instead of the non-AMG CLA’s diamond pattern or the CLA 45’s Panamericana grille.
To my eye, the front of the CLA 35 is actually a bit too tame in styling for an AMG model. I prefer the in-your-face aggression of the CLA 45’s widened track and front grille, while the CLA 35 opts for more subtle styling cues. To each their own, though.
The silver paintwork of our test car probably doesn’t help, and if it was my choice I'd pick 'Sun Yellow' or 'Denim Blue' to stand out a bit more from the sea of black, grey and white German cars out there.
Move to the rear of the car though, and a large rear diffuser, big dual-exhaust outlets and a bootlid spoiler are much more befitting an AMG model.
Step inside the CLA and you will see it adopts the same dashboard design as all new-generation Mercedes vehicles built on the MFA2 platform, with the 'MBUX' dual-screen layout, large air-vents and central touchpad.
Our car was specced out with red-leather interior, which is a bit too loud for my tastes, but a two-tone black leather/titanium grey combo can also be had at no extra cost.
Sitting inside the CLA 35, you can tell it’s a modern car thanks to the clean layout of all the controls, while the screen-heavy dashboard definitely makes it feel tech-focused.
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.
Measuring 4695mm long, 1834mm wide, 1399mm tall and with a 2729mm wheelbase, the CLA 35 is definitely a sizeable sedan in the metal.
This actually makes the CLA 35 slightly longer and wider than a non-AMG C-Class sedan that measures 4686 and 1810mm respectively, but don’t expect the same level of practical interior space.
With a heavily sloped roofline, rear-seat comfort takes a hit. My 183cm (6.0ft) frame could not sit upright behind my driving position without tilting my head, while legroom was also slightly lacking.
With such large C-pillars and a small rear window, the second-row can actually feel a little claustrophobic for full-sized adults, but will seat children quite comfortably.
Second-row amenities include air-vents, two USB-C ports, back-of-seat storage nets, bottle holders in the doors, and two cupholders in the fold-down arm rest.
Just like at a music concert though, the best seats in the CLA 35 are up front, with plenty of room for heads, shoulders and legs.
The cabin is also much more light-filled up front, making for a more pleasant experience.
The front seats are electronically adjustable, as is the steering column, but the headrests are fixed.
Storage options include sizeable door bins, a centre console cubby, glove box, two cupholders and a wireless smartphone charger.
Boot space is 460 litres, but can expand with the rear split-fold 40/20/40 rear seats stowed.
Though the boot looks small and shallow on the outside, the aperture is actually quite large, and can easily accommodate a large suitcase with plenty of room to spare.
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
Priced at $85,500 before on-road costs, the CLA 35 sits $15,300 upstream of the CLA 250 but is $25,700 cheaper than the $111,200 CLA 45.
Standard equipment includes leather interior, dual-zone climate control, electronically adjustable front seats with heating and memory function, keyless entry and push-button start, 64-colour ambient lighting, and a wireless smartphone charger.
AMG specific appointments include 19-inch wheels, a flat-bottomed steering wheel, sports exhaust, high-performance brakes with silver-painted calipers, blacked-out exterior highlights, sports suspension, a racy bodykit and speed-sensitive steering.
Instrumentation is displayed on a 10.25-inch screen, which can be customised and features AMG readouts.
The multimedia system, which includes satellite navigation, digital radio and Apple CarPlay/Android Auto connectivity, is also outputted to a 10.25-inch screen, with inputs including touch, voice commands, centre touch pad or steering wheel controls.
Our test car also came with a ‘Mojave Silver Metallic’ paint finish and 'Vision Package', adding $1190 and $990 to the bottom line each.
The Vision Package adds LED headlights with adaptive high beams, a panoramic glass sunroof and surround-view monitor.
Though the CLA 35 features a long list of equipment, it is still a sizeable chunk of coin, costing more than the C300 sedan and Volvo S60 T8 PHEV, the latter boasting higher engine outputs.
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
Powered by a 2.0-litre, turbo-petrol four-cylinder engine, the CLA 35 punches out 225kW/400Nm.
Drive is sent through a seven-speed dual-clutch automatic transmissions to the road via Mercedes’ '4Matic' all-wheel-drive system, enabling a 0-100km/h sprint in the 1603kg sedan in just 4.7 seconds. Top speed is electronically limited to 250km/h.
Though I didn’t get a chance to test the latter, the former certainly feels accurate when taking off from a freeway on ramp, however, there is some hesitation from the turbo in getting on boost.
Peak power comes in at 5800rpm, while maximum torque is available from 3000-4000rpm.
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.
Officially, the CLA 35 sips 7.5 litres per 100km on the combined cycle, but we managed a 9.9L/100km figure in our week with the car.
The majority of our driving was done in inner-city environments, with the two trips down the freeway to seek out twisty country rounds.
Minimum fuel grade in the CLA 35 is 98 RON.
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.
The CLA 35 might not offer the outright thrills or breadth of capability of the CLA 45, but don’t think the cut-price AMG offers up a cut-rate driving experience.
From the driver’s seat, one of the cool things about the CLA 35 is that it doesn’t actually look any different from its more expensive sibling.
The drive-mode selector that is now embedded on the steering wheel is fantastic, a feature first seen on the Mercedes-AMG GT 4-door, and makes changing the driving dynamics on the fly an absolute breeze.
In fact, we think all cars where you can select drive modes should have a selector on the steering wheel like this, which lets you quickly and easily dial it up or down while keeping your hands on the wheel.
'Comfort', 'Sport', 'Sport+' and 'Individual' modes are available, while the transmission can also be put into manual mode independently for those that prefer to use the flappy paddles.
Suspension settings can also be tweaked regardless of which drive mode you are in, and it’s this level of customisability that we appreciate.
You want loud exhaust pops and the engine in full attack with manual shifting and the softest suspension? Sure, that’s doable here in the CLA 35. And toning it down to its most comfortable settings is just a flick of the wrist away.
The steering feels a little numb on centre and at slower speeds, though feedback picks right up with speed and is communicative enough when the road starts to get twisty.
Fitted with wide and sticky Michelin rubber, as well as the aforementioned all-wheel drive system, the CLA 35 is certainly not lacking in grip.
The suspension does an okay job of absorbing bumps, but uneven surfaces, like Melbourne’s tram tracks, can send uncomfortable jolts into the cabin if travelling quickly.
In fact, we think the ride comfort of the CLA 35 is probably its weakest aspect, offering not enough variability in its Comfort and Sport settings, and instead settling somewhere in between, regardless of drive mode.
The CLA 35 is ultimately still a fun and engaging sports sedan, though there are some sacrifices made to get it there.
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.
The CLA 35 has not been tested by ANCAP or Euro NCAP, but the standard CLA range was awarded a five-star rating in September 2019.
Standard safety equipment in the CLA 35 includes autonomous emergency braking, automatic high beams, nine airbags, drive attention alert, blind-spot monitoring with exit warning, lane-keep assist, traffic sign recognition and tyre pressure monitoring.
The standard CLA also comes with these features, and was awarded 96 and 92 per cent respectively in ANCAP adult occupant and child occupant protection tests.
For the vulnerable road user and safety assist examinations, the standard CLA scored 91 and 76 per cent respectively.
ANCAP says the AEB system works from seven-200km/h.
Of note, adaptive cruise control is not standard in the CLA 35 like it is in the CLA 45. Instead, buyers will have to tick the 'Driving Assistance Package' box for the feature, which also comes bundled with cross-traffic alert and lane change assist.
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.
As with all new Mercedes-Benz models, the CLA 35 comes with a five-year/unlimited kilometre warranty, which is one of the best assurance periods offered by a premium carmaker.
It also comes with five years of roadside assist.
Scheduled service intervals are every 25,000km or 12 months, whichever comes first.
A three-year service plan is available for $2150 for new CLA 35 buyers, saving $500 when priced individually.
Four- and five-year plans are also available, and are priced at $4200 and $4950 respectively.
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.