Porsche 911 VS BMW 6 Series
- Tight in the rear
- Bit thirsty
- No manual (yet)
BMW 6 Series
- Heaps of space
- Feels plush
- Good standard equipment
- Feels big on the road
- A bit of a weird car, really
The big three automotive icons - VW’s Beetle, the original Mini, and… the Porsche 911.
In continuous production for more than 50 years, a new, eighth-generation ‘992’ version of one of the world’s most recognisable cars has arrived in Australia.
Launching initially in rear-wheel drive Carrera S (CS) and all-wheel drive Carrera 4S (C4S) variants, the headline technical upgrades are more power with lower emissions, all alloy body panels (apart from the front and rear aprons), a new eight-speed ‘PDK’ dual-clutch transmission, a ‘Wet Mode’ driving program that supports the driver in the rain, and availability of ‘Night Vision’ using an intelligent thermal imaging camera.
But there’s so much more to the story.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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|
In designing a modern sports car, who’d hang the engine over the back wheels? This layout just shouldn’t work in the way it does, but Porsche has continued to evolve and hone the 911 to an incredibly fine point. It’s a simply superb sports car experience.
If it were our money, we'd go for the Carrera S coupe. Entry-price dollars with minimal penalty in terms of dynamics relative to the C4S.
Porsche 911 or Merc-AMG GT? Tell us what you think in the comments section below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
In designing a new 911 you’re effectively carrying the Porsche brand on your shoulders, and Porsche design chief Michael Mauer and his team have created a look that’s contemporary, yet unmistakably 911. Quality and attention to detail permeate every millimetre of this car.
The profile, though substantially larger, mirrors that of the 1963 ‘901’ original, with the car’s rear-engine layout a key driver in terms of stance and overall proportion.
Read More:The latest 911 Carrera Coupe review.
First, the front and rear axles have been lengthened (45mm fr - 44mm rr) without any change to the wheelbase, so the car looks broader than ever before.
And for the time being, there’s no such thing as a ‘wide body’. In previous generations of the 911 successive iterations (AWD C4S, Turbo and GT versions) have offered wider bodies, particularly at the rear. But the CS is as wide at the haunches as the C4S.
One of the key external changes is a single LED light bar across the back of the car; a design signature across all current Porsche models. And I for one, love the old school typefaces used for the brand and model badgework.
Another shift is the move to staggered rims on the mainstream Carrera models, with 20-inch alloys up front and 21s at the rear, while the pop-up rear spoiler is a new design incorporating a large slice of the rear decklid and able to raise all the way to a full air-brake position.
The drag coefficient is a very respectable 0.29, and car-spotters will be pleased to know the RWD CS sports black louvers in the rear grille, while the AWD C4S swaps that out for chrome finish.
At the front, a recessed channel at the top of the bonnet (front boot lid) is a tip of the hat to early 911 generations, the headlights look the same as the out-going model but they’re LED (four types offered), and electric pop-out door handles are flush fit.
Inside, the dash design will be immediately familiar to early 911 owners. Parallel horizontal lines define its upper and lower edges, with a sleek 10.9-inch multimedia screen neatly integrated in the centre, and five toggle style-buttons underneath facilitating the switch between key functions.
The instrument display allows for a classic 911 five dial arrangement, or multiple other layouts to be configured across two 7.0-inch “freeform” screens sitting either side of a fixed analogue tachometer in the centre. It’s beautifully executed.
The steering wheel is new, with a drive mode dial sprouting from the four o’clock position on ‘Sport Chrono’ equipped cars, and marginally lighter redesigned seats trimmed in partial leather look as good as they feel (especially with the standard houndstooth-style cloth inserts).
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.
So, there’s practicality, and then there’s sports car practicality. The latter balances all the smile-inducing dynamic ability you’d expect, with space for luggage and the stuff of everyday life, on a sliding scale from pathetic to liveable.
The 911’s needle is bouncing up against the liveable end of the dial because it’s actually a four-seater, with more than toothbrush and undies cargo capacity.
Yes, it’s a ‘2+2’ with the back seats best for kids or very occasional and short-term adult accommodation. But talk to a 911 owner and despite the limited rear legroom they’ll tell you about dropping the kids off at pre-school, or that time they had to take friends home after a party. Those extra spots are incredibly handy.
As well as that, the rear backrests flip forward to create a broad storage platform, supplementing the 132-litre (front) boot.
Generous boot dimensions mean it’s big enough to swallow a weekend-for-two’s worth of soft bags, or even small hard suitcases, not to mention a modest grocery shop if the need arises.
In the cabin, increased interior dimensions mean front seat occupants are provided with 12mm of extra headroom despite the car growing only 4.0mm taller overall. Part of that trick is the front seats being mounted 5.0mm lower and the cushions being slightly thinner. There’s heaps of room.
Day-to-day stuff includes a fixed cupholder at the bottom of the centre console, and a pop-out device at the end of the dash on the passenger side. Door pockets are slim, but they’re there, and will accept small water bottles laid on their side.
A medium-size glove box is a welcome addition, as are multiple connectivity/power options including two USB ports in a small console storage box, and a 12-volt outlet in the passenger footwell. There are also clothes hooks on the front seat backrests and on the B-pillars.
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.
Price and features
The new 911 is offered initially in rear-wheel drive Carrera S, and all-wheel drive Carrera 4S versions with a new eight-speed ‘PDK’ dual-clutch transmission only. Pricing for soft top cabriolet variants has been set with arrival timing to be confirmed.
Base ‘non S’ Carrera models, and the option of a seven-speed manual gearbox an all models will be available later in 2019.
Launch pricing, before on-road costs, ranges from an rrp of $265,000 for the Carrera S Coupe, through $286,500 for the Carrera S Cabriolet, on to $281,800 for the Carrera 4S Coupe, right up to $302,600 for the Carrera 4S Cabriolet. So, very much the premium sports car experience, then.
And despite the rarefied air the 911 flies in there’s some serious competition in the same space, although they all circulate at a slightly higher financial altitude.
In ascending order the key competitive set includes, the BMW M6 ($292,600), Jaguar F-Type V8 SVR AWD ($295,578), Nissan GT-R Nismo ($299,000), Merc-AMG GT S ($301,129), McLaren 540C ($325,000), and if you’re willing to cough up a few extra bucks a month, the entry-level Audi R8 ($367,000).
And aside from the new 911’s comprehensive safety and performance packages, which we’ll cover in later sections, the standard features list is an impressive roll-call.
It kicks off with partial leather trim, complete with chequered flag style cloth inserts, over heated 14-way electrically-adjustable sports seats (with memory package), a leather-trimmed sports steering wheel, dual-zone climate control air conditioning, ‘Porsche Communication Management’ (audio, navigation, communication and assistance systems), 12-speaker Bose Surround Sound-audio (including digital radio), Apple CarPlay (no Android Auto), keyless entry and start, rain-sensing wipers, LED auto headlights, the characteristic ‘4-point’ LED daytime running lights plus LED tail-lights, the ‘Carrera S’ alloy wheels, active cruise control, the 10.9-inch multimedia screen, and twin 7.0-inch digital instrument screens.
The options list is also long. For example, ‘Night Vision Assist’ using an intelligent thermal imaging camera to bring the darkness to light is a $4900 extra, and a Burmester ‘High-End Surround Sound System’ will set you back $6700.
Available standard colours are white, black, red and yellow, with optional metallics covering white, black, grey, mid-blue, dark-blue, dark-grey, silver and a deep green. ‘Special’ optional colours include a full-bodied red, and soft grey, as well as ‘70s-inspired orange, close to aqua blue and lime green. And I’m sure if you really wanted it, Porsche would finish your 911 in pink, brown, or gold.
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.
Engine & trans
The 911’s rear-mounted, all-alloy 3.0-litre, twin-turbo flat six-cylinder engine now features high-pressure piezo injectors and bigger turbos for more power (+22kW) and torque (+30Nm), with outputs reading 331kW (444 horsepower) at 6500rpm and 530Nm from 2300-5000rpm.
Not only are the turbos bigger, they’re now mirrored and rotate in opposite directions, where they were previously identical and spinning the same way. It’s all about balance and evening out charge pressure.
The turbo wastegate valves are now operated by electric stepper motors rather than vacuum for faster pressure control, with maximum boost set at 1.2bar.
Porsche’s ‘VarioCam Plus’ variable valve timing and lift system, operating on the intake and outlet side cams and the intake valves, is now able to de-throttle the engine under partial load to save fuel.
A new eight-speed ‘PDK’ dual-clutch transmission packs a completely revised gear set, and the final drive ratio is longer. Maximum speed (a lazy 308km/h in the CS) is achieved in sixth gear.
The front diff in the AWD C4S is now water-cooled for improved durability, with the map-controlled multi-plate clutch able to deliver a maximum 50:50 front to rear variable torque split, although Porsche says that would only ever happen on snow and ice.
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.
Of course, Porsche claims improved fuel economy and lower emissions to go along with the 911’s boosted performance.
Stated fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 9.5L/100km in the CS, and 9.6L/100km in the C4S. Hardly frugal, but not bad for cars with such huge performance potential.
CO2 emissions are rated at 216g/km for the CS and 219g/km for the C4S, and the standard auto stop-start function is relatively subtle.
Minimum fuel requirement is 98 RON premium unleaded. You’ll need 64 litres of it to fill the CS’s tank, and 67 litres to brim the C4S.
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 local 911 launch program took in open rural roads in McLaren Vale (south-east of Adelaide), South Australia and The Bend Motorsport Park, a slick new facility privately developed from Mitsubishi Australia’s former proving ground at Tailem Bend.
Over two days we were able to push the CS and C4S coupe as hard as we dared, and let’s get it out of the way up front, the new 911 is fast.
With the optional Sport Chrono package the roughly 1.5-tonne C4S will accelerate from 0-100kmh in just 3.4 sec. Even in its ‘slowest’ non-Chrono CS form that number only drops by three tenths.
On top of these performance figures it also manages to magic up an engine and exhaust sound that’s a beat-for-beat match for naturally aspirated 911 flat sixes of old. There’s no synthetic skulduggery here, just skilful manipulation of the exhaust system, getting a pitch-perfect amount of gas past the turbos into grateful ear drums.
The 3.0-litre flat six produces its maximum 530Nm of torque from 2300-5000rpm, with peak power (331kW) taking over at 6500rpm. The fat mid-range pushes you firmly back in your seat with a simple squeeze of the right-hand pedal, and the engine’s revvy nature makes the temptation to visit the 7500rpm rev ceiling almost irresistible.
Porsche knows its way around a dual-clutch transmission, and the new eight-speed PDK delivers rapid fire, positive shifts up and down the ratios, with the slender alloy wheel-mounted paddles adding to the immediacy and fun.
A big question is, in its creep from small and light to bigger and heavier has the 911 lost its ability to form a direct and intimate relationship with its driver. After all, thanks to added safety and performance hardware this car’s a full half tonne heavier than the ‘901’ original. The answer is an emphatic no.
The strut front, multi-link rear suspension set-up continues, with active dampers (PASM) and active anti-roll bars standard. In Comfort mode the 911 rides incredibly well, even over the coarse chip rural surfaces covered on the launch. Despite monster Goodyear Eagle F1 high-performance rubber (245/35 20 fr - 305/30 21 rr) general noise, vibration and harshness levels are impressively low.
But switch up into the more dynamic modes and you’ll really start to bond with the new 911. The slightly quicker electrically-assisted steering points beautifully, with the variable assistance ramping up in superbly linear fashion.
I remember widespread hand-wringing and gnashing of teeth when Porsche moved the 911 to electric steering. No need to have worried, road feel is even more present in this latest gen version.
Hot lapping The Bend’s 4.95km International Circuit (one of four layouts available) amplified the new car’s abilities, not to mention its ergonomic excellence.
‘Porsche Torque Vectoring Plus’ (PTV Plus) packs in an electronically regulated rear diff lock with fully variable torque distribution and the car opens up a clear conversation as the limits of adhesion arrive.
Basically, the new 911 turns go-fast wannabes into track-day super heroes, its every movement felt immediately through the fingertips and seat of the pants. Speaking of which, the standard sports front seats are brilliant, and the new design steering wheel is perfect.
It remains balanced and predictable at speeds that would have the constabulary locking the cell door and throwing away the key, steady and easily steerable with the throttle through hold-your-breath quick corners.
There's precious little difference between the CS and C4S. Yes, the AWD car grips even harder at the front end, but the rear-drive car feels lighter in the nose and that bit more responsive to steering input. Really, there's not a struck match in it.
Then there’s the brakes, and oh how good they are. A ceramic composite brake package (complete with black calipers) is a $20,500 option. I’d advise buying a Yaris SX as a weekday runabout instead because the standard stoppers are brilliant.
Huge ventilated cast iron rotors (350mm front and rear) are clamped by red six-piston monobloc calipers at the front and four piston units at the rear. Despite lap after hot lap (tailing various tame racing drivers) the left pedal lost none its response or effectiveness. Amazing.
We also got to play with Wet Mode through a simple figure eight exercise on a soaking skid pan, and it makes a distinct difference without shutting down the fun. Yes, the throttle’s softer, but the engine still revs freely, the car remaining stable and predictable in what equated to torrential conditions.
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.
Although the new 911 hasn’t been given a safety rating by ANCAP or Euro NCAP, you could argue its exceptional dynamic ability represents one giant, five-star safety feature. But specific active techology includes ABS, BA, forward collision warning, lane change assist, stability and traction control, and AEB (operating up to 85km/h).
You’ll also pick up a reversing camera, ‘Parking Distance Control’ (front and rear) and a tyre pressure monitoring system.
The standard ‘Wet Mode’ uses sensors in the wheel arches to pick up the sound of water splashing off the tyres. It then preconditions the brakes and other control systems as it warns the driver, who can then push a button or use the rotary dial on the steering wheel (‘Sport Chrono’ package) to change modes.
Once activated, Wet Mode connects ‘Porsche Stability Management’ (PSM), ‘Porsche Traction Management’ (PTM), the car’s adjustable aerodynamics, and the ‘Porsche Torque Vectoring (PTV) Plus’ system, to set the car up for best possible stability.
At 90km/h and above, the rear spoiler goes to its "maximum downforce" position, the engine cooling flaps open, the accelerator pedal response is flattened off and Sport mode can’t activated. Read all about how it feels in the ‘What’s it like to drive?’ section.
But if all that fails to side-step a crash the airbag count runs to six (dual front, dual front side and dual thorax). And both rear seat positions incorporate top tether and ISOFIX anchors for child seat/baby capsule location.
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.
The 911 is covered by Porsche’s three year/unlimited km warranty, with paint covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty also included. Certainly off the mainstream pace, but possibly modified by the number if kays a 911 is likely to travel over time.
Porsche Roadside Assist provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer, and the main service interval is 12 months/15,000km.
No capped price servicing is available, with final costs determined at the dealer level (in line with variable labour costs by state/territory).
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.