Mercedes-Benz E-Class VS BMW M4
- Numb steering
- Rear headroom in coupe/cabrio
- So-so warranty
- Divisive exterior styling
- Surprising practicality
- Simply epic performance
- M3 sedan looks better
- Substandard warranty
- Options can be overkill
To say Mercedes-AMG is popular in Australia is like saying the young people are fond of Drake, or that football fans seem to appreciate Ronaldo’s skills.
Per head of population we buy more of the three-pointed star’s go-fast specials than any other country on the globe. Typically, between 15 and 20 per cent of all Mercs sold here are of the AMG variety.
The ‘43’ suffix appeared on C and E Class variants, meaning a 3.0-litre, twin-turbo V6 had been slotted under the bonnet, providing enough grunt for day-to-day enjoyment without the hardcore edge of a big-banger V8.
But the boffins at AMG’s Affalterbach HQ can’t seem to help themselves because the E 43 has been replaced by, you guessed it, the gruntier E 53.
Powered by a 3.0-litre, in-line six-cylinder turbo engine, the 53-series delivers close to 15 per cent more power and a huge dollop of extra torque courtesy of its tricky ‘EQ Boost’ starter/alternator system.
So, has the civility and relative efficiency of Merc-AMG’s only slightly psycho E Class models been maintained, or has another beast been released?
|Engine Type||3.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
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|
The Mercedes-AMG E53 is a supremely refined and satisfying performance/luxury package. For those who want the practicality and style of a high-spec E-Class, with an extra performance boost (but not the full-fat V8 drama) it’s got to be an appealing option. Plus, the high-tech hybrid drivetrain is brilliantly executed and seamless in operation.
Does the E 53 AMG do enough to warrant the hallowed Affalterbach seal of approval? Tell us what you think 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.
Keen car-spotters will pick the E 53 courtesy of its ‘twin-blade’ radiator grille (in silver chrome) with black mesh insert in place of the standard E-Class ‘diamond’ version, and a distinctive ‘A-wing’ front apron design.
AMG-specific side sill panels link the front fascia to a rear treatment including a high-set diffuser panel and quad exhaust tailpipes finished in high-gloss (black) chrome.
The interior doesn’t vary dramatically from other high-end E-Class variants, the biggest differences being grippier, leather-trimmed sports seats, dark ash wood trim on the dash, console and doors, plus an ‘AMG Performance’ steering wheel trimmed in nappa leather.
A twin (12.3-inch) screen ‘Widescreen Cockpit’ media and instrument array includes the ability to scroll through an AMG-specific digital display, scrollable through ‘Classic’, ‘Sporty’ and ‘Progressive’ configurations.
Via the AMG menu it’s also possible to call up read-outs including engine and transmission oil temp, acceleration (longitudinal and lateral), engine outputs, turbo boost pressure, tyre temps and pressures, as well the current vehicle set-up.
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.
Despite availability in sedan, coupe and cabriolet form, the E 53 launch drive program focused exclusively on the coupe and cabrio.
Like all E-Class models the E53 offers plenty of space up front, as well as a generous, lidded console box incorporating multiple USB ports.
A second flip-top section in front of the media controller houses a pair of cupholders, oddments space and a 12-volt power outlet, plus there’s a medium-size glove box, and the doors feature long bins including big bottle holders.
Rear room in the sedan is typically E-Class generous, with three adults across the back seat a genuine option on shorter journeys.
Adjustable air vents are welcome, and a fold-down armrest houses two cupholders and a lidded bin, with another two USB ports provided. Door pockets incorporate bottle holders and there are map pockets on the front seatbacks.
The sedan’s boot capacity is 540 litres, more than enough to swallow a pram and accompanying baby ‘stuff’, or our three-piece hard suitcase set (35, 68 and 105 litres). And the 40/20/40 split-folding seat back liberates yet more space.
Backseaters (two only) in the coupe and cabrio are well catered for. Legroom is surprisingly substantial, although with the roof up, at 183cm, headroom for me was just adequate. With the cabrio’s roof down however, that improved considerably. Worth noting that sensors in the front seats’ adjustment system stop them from hitting a rear passenger’s knees. Nice.
In terms of storage and convenience, there’s a pair of cupholders between the seats, adjustable air vents, map pockets, and some oddments space near the outside armrests.
Boot capacity in the coupe is 425L and 385L in the cabrio, with the rear seat splitting and folding to offer through-loading space. An electrically controlled, retractable separator in the soft-top’s boot defines the space filled by the roof when folded (which still leaves 310L).
Tyres are run-flat on all variants, so don’t bother looking for a spare of any description.
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
Pricing for the Mercedes-AMG E 53 ranges from $167,129 (plus on-road costs) for the sedan, through $172,729 for the coupe, and $181,329 for the cabriolet.
Then the cabrio is something of an outlier, with the BMW M4 Competition ($165,615) again a smaller but faster and cheaper option. In the hunt for other performance-focused 2+2 convertibles, you’re into the entry-point of Porsche’s 911 line-up with the Carrera Cabriolet ($248,350) representing a close to $70k premium.
All variants are suitably well equipped. On top of the standard performance and safety tech detailed in later sections, the E 53 is fitted with dual-zone climate control, 13-speaker Burmester audio (including digital radio and Apple CarPlay compatibility), keyless entry and start, nappa leather trim, sports seats, ‘AMG Performance’ (flat bottom) sports steering wheel (also trimmed in nappa leather), adaptive LED headlights (plus active high beam), and 20-inch alloy wheels.
Also included are the Widescreen Cockpit display (twin 12.3-inch screens covering multimedia and instruments as well as ‘Linguatronic’ voice control), sat nav, ambient interior lighting (64 colour options), active cruise, a configurable head-up display, electric front seats (heated with memory), wireless phone charging, wood grain interior trim, electric steering column adjust, rain-sensing wipers, and a panoramic sunroof.
All that stacks up well for a contender in this part of the market. You pay the big bucks, you get all the fruit.
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
Already used in other AMG models, including the entry-level version of the just-released flagship GT 4-Door, the E 53’s (M256) in-line six is a 3.0-litre all-alloy unit featuring direct-injection and a single turbo, supplemented by an electric compressor (turbo if you prefer) which builds up charge pressure prior to the main turbo coming on song. Turbo lag, be gone!
The EQ Boost starter-alternator is housed in an electric motor fitted between the engine and transmission, driving a 48-volt electrical system to support the additional compressor as well as the car’s traditional 12-volt functions (lights, cockpit, multimedia and other control units) through a DC/DC converter.
Maximum torque (520Nm) is available from just 1800rpm all the way to 5800rpm, with peak power (320kW) taking over at 6100rpm. But the EQ Boost’s hybrid party trick is the ability to drop in a brief full-throttle burst of 16kW/250Nm. Whoosh.
Drive goes to all four wheels via a nine-speed dual-clutch auto transmission and an AMG Performance turned version of Merc’s ‘4Matic’ all-wheel drive system, using an electro-mechanical clutch to distribute torque between the permanently driven rear axle and variably driven front axle.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is line-ball for sedan (8.7L/100km), coupe (8.8L/100km), and cabriolet (9.0L/100km) variants, emitting 199, 200, and 204g/km of CO2 respectively in the process.
Start-stop is standard, minimum fuel requirement is 95RON premium unleaded, and you’ll need 66 litres of it to fill the tank.
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.
It only takes a few kilometres behind the wheel of the Mercedes-AMG E 53 to recognise that it fulfils its job description pretty well.
With claimed 0-100km/h acceleration sitting in the mid-4.0sec zone (coupe 4.4sec, sedan/cabrio 4.5sec) it’s fast, but not brutal. It growls without rising to the full-blown roar that’s become the aural signature of the current 63-series AMG V8s.
But don’t take that to mean meek and mild. It’s properly rapid and the sports exhaust, particularly with the drivetrain mapped to the ‘Dynamic Select’ system’s ‘Sport+’ mode leaves you (and everyone in a 200-metre radius) in no doubt that you’re driving something special.
Dynamic Select allows individual calibration of the engine, transmission, suspension and steering. Around town with everything dialled in to ‘Comfort’ the E 53 is as refined and compliant as any other high-spec E-Class.
Despite the standard 20-inch rims shod with low-profile run-flat rubber (245/35 front, 275/30 rear) the ‘AMG Ride Control’ adaptive damping combines with the overall air suspension system to provide excellent ride comfort.
Find a twisting B-road and push into ‘Sport’ or Sport+’ mode and the car’s character changes distinctly. All 520Nm of maximum torque is available from just 1800rpm right up to 5800rpm. And while that’s plenty, pin the throttle and an additional 250Nm (and 16kW), courtesy of the EQ Boost hybrid system joins the party.
Press on and as peak power (320kW) takes over at 6100rpm you’ll notice the horizon is approaching rapidly. The additional electric compressor means power delivery is beautifully linear, and the hybrid boost is undetectable.
The nine-speed dual-clutch auto is as smooth at parking speeds as it is at maximum attack. Manual changes (up and down) are rapid and positive, accompanied by entertaining blips and bangs from the exhaust in the more aggressive drive modes.
The coupe is the lightweight of the trio, weighing in at 1895kg, with the sedan and cabrio sending the needle roughly 100kg further to the right. But despite that not insubstantial kerb weight, and the all-wheel drive set-up, all feel light and nimble for their size.
While the variable steering adjusts seamlessly as lateral forces increase, no matter which mode is selected, road feel is modest at best. But the AWD system shuffles drive to the right wheel without fuss and power down out of quick corners is satisfyingly solid.
With all this performance, on-tap braking is critical, and the standard set-up is perforated and internally ventilated discs all around (370mm front, 360mm rear) clamped by four piston calipers at the front and single piston floating calipers at the rear. After an ‘enthusiastic’ session on the launch drive they remained progressive and strong.
The multi-adjustable sports front seats are comfy when they need to be, and with the side bolsters adjusted inwards, secure and grippy as G-force builds. Top-notch ergonomics complement this satisfying and well resolved dynamic package.
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.
You’d expect any current passenger model wearing the three-pointed star to be on the leading edge in terms of active and passive safety, and the E Class range scored a maximum five ANCAP stars when it was assessed in late 2016.
The E 53’s crash avoidance tech includes ABS, EBD, brake assist, AEB, ESC, traction control, blind spot monitoring, lane keep assist, fatigue detection, a surround camera system, tyre pressure monitoring, and traffic sign recognition.
And if a crash is unavoidable all models feature dual front and dual front side airbags, a knee airbag for the driver, plus full-length curtain airbags… even a first-aid kit.
The sedan features three top tether points and two ISOFIX child restraint anchor positions across the back seat, with a two-and-two count in the coupe and cabrio.
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.
Mercedes-Benz offers a three-year/unlimited km warranty, with 24-hour roadside assist included for the duration. Not exactly leading edge when you think about Kia at seven years/unlimited km and Tesla’s eight-year/160,000km cover.
Scheduled maintenance for the E 53 is set at 12 months/25,000km, and service plans are offered at silver and platinum levels for up to five years/100,000km.
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.