Volkswagen Touareg vs Porsche Macan

What's the difference?

The facelifted Touareg is subtly improved across all metrics including price. That's a rare win for a mid-life facelift and should help VW shift more of this accomplished family SUV.

It's not all perfect, with no spare tyre included and the mis-match between braked towing capacity and towball down weight.

The diesel engine is torquey, refined and the 170TDI feels like an awful lot more than a base model with stacks of equipment.

As for the R, it's an expensive flagship with a unique powertrain. One that's very well integrated but the plug-in hybrid experience isn't for everyone. There's no doubting its performance credentials and everyday comfort, though.

No matter the spec, VW's revised Touareg is a family SUV that should definitely make it onto your short list.

Competent and comfortable, the Macan T delivers that amazing Porsche double act of crisp dynamic response without compromising refinement. It’s well equipped for the price, neatly packaged, and entertaining to drive. But there are holes in its armour. Active safety comes up well short and a three-year warranty now stands out like a sore thumb. It’s good, but could be better.

The Touareg is an elegant large SUV that has presence in its size, if not eye-catching design flair.

For the facelift, Volkswagen has smartened up the fascia and rear bumper. New 'click clack' front lighting signatures give extra menace while the rear light bar and glowing VW badge let you know this, indeed, is the new Touareg.

Fresh alloy wheels designs are interesting but the R-Line's are a little chunky for my tastes.

Inside, it's a similar story, though worth calling out is the open pore wood trims on 170TDI and Elegance that are so classy compared to the chintz of a Jeep Grand Cherokee.

The R gets Lapiz Blue accents and stitching inside though is generally very similar to the other models, meaning you might not feel so justified spending the extra cash.

Fans of light-coloured leather will be glad to hear the 210TDI Elegance can be ordered with Mistral cream leather upholstery for no extra cost.

Michael Mauer has been Porsche’s chief of design for close to 20 years, overseeing the look and feel of every product the brand has produced in that time. And he’s been successful in massaging particular forms and signature elements to work across the line-up. 

For example, you can see more than a hint of 911 in the Macan T (and other models, for that matter), from the elongated four point headlights, to the gentle curve at the rear of the roofline, as well the distinctive tail-light treatment.

Since launching internationally in 2012, the Macan has been tweaked in 2016, before a full-blown refresh in 2021. Mauer and his team have somehow transplanted a Porsche sports car’s stance and personality to this mid-size SUV, which incidentally boasts a drag-coefficient of 0.35 (not bad, but still a fair way off the 911’s 0.29). 

For car-spotters keen to tick the Macan T off their list, the thing to look out for is exterior elements finished in ‘Agate Grey Metallic’. Specifically, the middle section of the front apron, the side ‘blades’ running across the lower section of the doors, the roof spoiler, and the exterior mirrors (including their V-shaped bases).

Then it’s all about high-gloss black on the side window trims, exhaust outlets and parts of the rear diffuser. But the biggest giveaway is the Porsche logo and model designation finished in, you guessed it… Agate Grey Metallic.

In looking at the Macan T’s interior design it’s important to call out our test car’s optional leather trim package ($3280) and carbon interior trim package ($1600), combining to dial up the cabin’s racy, premium feel.

A relatively simple dash design incorporates Porsche’s iconic three-dial instrument layout housed in a compact, curved binnacle. On the right-hand side a 4.8-inch configurable info display takes the place of what would have traditionally been an analogue gauge.

The wide centre stack houses a 10.9-inch media display above (big tick) physical ventilation controls. A sloping centre console is filled with touch controls under a piano black finish. Looks good in the showroom, but fingerprints are its enemy.

The front sports seats feel as good as they look, and overall the design is premium, functional and focused.

Volkswagen has been busy improving usability of the touchscreen. There is now a vertical row of shortcut buttons for front and rear demisters, air recirculate and other heavily-trafficked functions.

Another row of shortcuts at the top of the screen allow you to a easily jump from navigation to car settings, phone mirroring and back.

Excitingly, Apple CarPlay and Android Auto take full advantage of the massive screen, now running to all four corners.

In general, the user interface is excellent and very user-friendly though there is occasional lag symptomatic of an older-gen processor. Also, when adjusting the HVAC settings, phone mirroring disappears briefly. Annoying but not end-of-world stuff.

Continuing on the theme, VW's customisable digital driver's display is very crisp and can display a map. The new head-up display is bright enough to work with polarised sunglasses, too.

There is plenty of space to stash snacks and drink bottles in the door pockets. Two large cup holders can be found in the centre console, there are three USB-C ports in the front (now 45W instead of 15W) and storage under the supportive armrest.

The back seat is roomy with enough space for three adults across. There's a transmission tunnel but it's low enough not to be too troublesome.

The Touareg's rear doors open wide and are fitted with soft-touch materials as well as classy integrated sun blinds.

With a standard panoramic sunroof, and lots of space between the front seats, vision out is fantastic. The cabin feels light and airy but thanks to tinted glass and powerful four-zone climate control it never gets too hot.

There are also two more USB-C ports and a second 12V socket in a fold out section of the rear console.

As before, the Touareg is only offered with five seats, with no optional third row to match some rivals.

All variants feature a standard power tailgate with auto-close functionality.

The boot has a crucial flaw for Australian buyers, though: no Touareg is equipped with a full-size or space-saver spare tyre. It's an inflation kit or tow truck if you get a flat.

Other attributes, including an 810L maximum space with five seat up or 1800L with the second row folded, are rather stellar. So is the finishing, with quality carpet, a cargo net included, sturdy tie-down points and a classy bag for the PHEV's charging cables.

There are shopping bag hooks on either side, remote pull tabs to fold the 40/20/40 backrest flat and buttons to raise and lower the air suspension for easier loading.

At just over 4.7m long, around 1.9m wide, and a fraction more than 1.6m tall the Macan is a large medium-size SUV, but inside it feels more like the former than the latter.

Plenty of breathing space for the driver and front passenger, with a broad centre console dividing the space. Storage is good, too.

The glove box is a handy size, there’s a decent lidded box between the seats (that doubles as a centre armrest), as well as two large cupholders in front of it, and a handy oddments tray just behind the gearshift. Big door bins with space for large bottles are also a welcome inclusion.

Swapping to the back seat, sitting behind the driver’s seat, set to my 183cm position, I had heaps of leg and headroom. There’s even enough room for three full-size adults on short to medium journeys, although the full road trip experience would be too close for long-distance comfort. A trio of up to teenage kids will be laughing. 

For storage there are two cupholders in the fold-down centre armrest, bins with enough room for large bottles (and a bit more) in the doors, and adjustable air vents with temperature control as part of the three-zone climate-control system. No map pockets on the front seat backs, though.

Power and connectivity runs to a 12-volt outlet in the front centre console and another in the boot, as well as a SIM and SD card slot in the front, supplemented by two USB-C jacks in the front and another pair in the rear. 

Speaking of the boot, it’s generous, with 488 litres (VDA) available with all seats up (measured to the upper edge of the rear seats). Fold the 40/20/40 split-folding rear seat and that number grows to 954 litres. Measure volume right up to the roof in that configuration and you have no less than 1503 litres to play with.

The boot space is properly illuminated, there are four tie-down anchors to help secure loose loads, and a small netted space lurks behind the wheel tub on the driver’s side.

Our test car was fitted with the optional adaptive air suspension system ($2790) which allows lowering of the car’s rear when stationary to make shuffling heavy loads into the back easier. And the standard auto tailgate is super helpful.

Maximum towing capacity for a braked trailer is 2.0 tonnes (towbar preparation and ‘Trailer Stability Management’ are standard), and the spare is a space-saver.

With cost-of-entry sitting at $92,700, before on-road costs, the Macan T is positioned just above the entry-level grade in a four model line-up.

And it stacks up against well-credentialed and well-equipped competitors like the Audi Q5 45 TFSI S line Sportback ($90,600), BMW X3 xDrive30i M Sport ($91,900), and Mercedes-Benz GLC 300 ($92,300).

Aside from the performance and safety tech covered later, the standard equipment list includes the often optional ‘Sport Chrono Package’ (including a mode switch and ‘Sport Response’ button on the steering wheel), as well as a 10.9-inch HD multimedia touchscreen, sat nav (with voice control), three-zone climate control, eight-way electrically-adjustable sports front seats (with driver’s side memory), heated front seats, cruise control, as well as keyless entry and start.

Also included is combination leather and ‘Sport Tex’ cloth seat trim (with silver contrast stitching), a leather-trimmed heated GT sports steering wheel, 10-speaker/150-watt audio with digital radio as well as Bluetooth and Apple CarPlay connectivity (no Android Auto, though), a 4.8-inch configurable info display in the instrument cluster, 20-inch alloy rims (finished in ‘Dark Titanium’), LED headlights, tail-lights and daytime running lights, plus an auto tailgate. There’s more, but you get the idea.

Worth noting our test car featured more than $25K’s worth of options. Specifically, a leather trim package ($3280), panoramic roof ($3110), sports exhaust ($3080), adaptive air suspension ($2790), 18-way adaptive sports front seats ($2410), Bose 14-speaker/665-watt audio ($2230), ‘Papaya Metallic’ paint ($1800), tinted LED headlights with ‘Porsche Dynamic Light System Plus’ ($1650), adaptive cruise control ($1620), carbon interior trim package ($1600), lane keeping assist ($1100), high-gloss black roof rails ($650), and Porsche logo door courtesy lights. Total price as tested (before on-road costs) $118,560.  

At that money you’re more in line with the Audi SQ 5 Wagon ($110,400), BMW X3 M40i ($118,900), and Merc-AMG GLC 43 ($129,000). A tough trio to get your nose in front of, but the Macan T still presents pretty well.

The Touareg's core 3.0-litre common rail direct-injection turbo-diesel V6s carry over unchanged developing 170kW (at 4000 rpm) and 500Nm (from 1750-3000 rpm) in 170TDI tune and 210kW/600Nm in the 210TDI.

It's the plug-in hybrid that's interesting. A 3.0-litre direct-injection turbo-petrol V6 teams up with gearbox-mounted 100kW and 400Nm electric motor. An eight-speed transmission means it feels conventional when in petrol (or hybrid) mode with no slurry CVTs.

It means that the Touareg R has the same '4Motion' full-time four-wheel-drive system with mechanical transfer case. Volkswagen uses braking systems to simulate a locking diff for off-roading, known as Electronic Differential Lock (EDL) and Extended Differential Lock (XDL).

The Macan T is powered by a version of the VW Group’s ‘EA888’ turbo-petrol, four-cylinder engine, used in a host of Audi, Seat and Skoda models, as well as, most-notably, the previous generation VW Golf Mk7 GTI.

The 2.0-litre, all-alloy unit uses a combination of port and direct fuel-injection, plus variable cam timing on the inlet and exhaust side to produce 195kW from 5000-6500rpm, and 400Nm across a broad plateau from 1800rpm right up to 4500rpm. The rev ceiling sits at 6800rpm.

Power goes to all four wheels via a seven-speed dual-clutch automatic transmission and an electronically-variable multi-plate clutch.

Focusing firstly on the R, its fuel consumption is either stellar or proportional for a large SUV, depending on the battery charge and conditions.

The lab-certified 3.3L/100km, though, is fanciful given how most will use this vehicle.

Charged up to 100 per cent, we got 46km from the Touareg's 14.3kWh battery in E-Mode – pretty close to the 51km rating – in a typical suburban commute.

It will take around 2.5 hours to charge the Tourage from 20 per cent-full at a 7.4kW wallbox, or eight hours using a three-pin socket.

Alternatively, you can recuperate charge on the move in Hybrid mode. Using regenerative braking and excess engine power, the hybrid battery can be returned to 100 per cent on a long drive.

On our extended, twisty country drive we saw 11L/100km in the R using hybrid mode, with a target of 50 per cent charge to carry us through small towns. A combined range of 750-800km from the 75L fuel tank is realistic.

Planning your route, regular charging and paying close attention to what works best for economy will prove beneficial in the long run – a plug-in hybrid is not for the disengaged motorist.

The diesel engine's consumption was a more straightforward affair. Compared to the 7.3L/100km rating, we saw 8.0L/100km over hilly terrain with some dirt roads.

It is perfectly efficient in the country and the 90L tank means 1000km driving range from a fill-up is perfectly normal.

Porsche’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle for the Macan T is 9.5L/100km, the 2.0-litre four emitting 217g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we saw a dash-indicated average of 10.2L/100km. A solid, if unspectacular result for a close to 1.9-tonne SUV. 

Auto start-stop is standard, but pricey 98 RON premium unleaded is required, and you’ll need 75 litres of it to fill the tank.

Using the official number that translates to a range of 789km, which drops to 750km using our real-world number.

The Volkswagen Touareg is a deeply accomplished large SUV no matter whether you go for the base model or flagship R.

It benefits from a rigorous development that shines through in a car that is quiet, well-built and confidence inspiring, despite its generous size.

Starting with the Touareg 170TDI, passengers are insulated from the 3.0-litre V6 diesel with few vibrations reaching the cabin. There's enough sound to tell how hard you're working the V6 but no excess.

It is the only variant to ride on steel springs with passive dampers, though all Touaregs ride on five-link struts up front with multi-link rear suspension. The 19-inch alloy wheels shod in 255/55 R19 Bridgestone Alenza tyres have a lot of sidewall but sharp edges like expansion joints and speed humps can still be felt in town.

Put some energy through the Touareg's chassis – on the freeway or higher speed country roads, for example – and it settles beautifully. You could jump into the driver's seat and knock over a Sydney-Melbourne drive without breaking a sweat (or needing to stop for fuel).

Despite being 100Nm down on the 210TDI, the base car is also best for towing. All variants carry a 3500kg braked tow rating but the devil is in the detail – tow ball down weight is limited to 280kg on the base car but a restrictive 215kg for the 210TDI Elegance and R-Line.

While it's not an overt sportsperson, the 170TDI's connected 2.5-turn lock-to-lock steering provides confidence in the Touareg's ability on country roads. A revised ESC tune is now smoother in its interventions.

And what of the R? It impresses across an even broader spectrum. You'd expect that for $43K more, though.

The air suspension's Comfort mode effortlessly smooths over sharp bumps in town despite 22-inch alloy wheels, yet firms up to give the R huge reserves of grip on twisty roads.

That electric motor has enough punch to move the Touareg R at reasonable speed in town and the whisper-quiet operation feels extra luxurious.

With the R's trick suspension, Volkswagen offers a greater selection of drive modes. Eco, Normal, Sport and Individual are joined by Comfort and you can control the height of its suspension with the left rotary selector.

The 285/35 R22 Bridgestone Turanza T005s defy expectations for how a tall 2423kg SUV should grip. Volkswagen's not been able to escape physics quite as far as Hyundai did with the similarly-heavy Ioniq 5 N but the Touareg is a totally different style of vehicle.

Some of the controls, such as the soft brake pedal (that blends strong regenerative braking with front six-piston calipers clamping 400mm discs), long-travel throttle and light steering approaching the limit remind you of the Touareg's mass. Every weight shift is natural and predictable, though, so it's an easy car to trust.

A synthesised engine sound is the only other miss, it's not natural and we'd like to be able to hear more of the V6's growl. 

Power is prodigious yet the different sources blend almost seamlessly. The delivery is smooth when you go for an overtake – full throttle is a swelling shove rather than whiplash acceleration – as the electric motor fills the short torque gap while the V6's turbo spools. The 5.1-second 0-100km/h sprint claim sounds on the money.

We were unable to sample the 210TDI R-Line with its active roll stabilisation and four-wheel steer. With the plug-in hybrid powertrain's city-friendly attributes, though, the R-Line may be the pick for rural buyers. 

Porsche claims the Macan T will accelerate from 0-100km/h in a suitably rapid 6.2 seconds and mid-range pulling power is healthy, with maximum torque available from 1800-4500rpm.

Worth noting, however, if you’re looking for ‘special event’ engine and exhaust noise to accompany that progress you may be left wanting more aural oomph. Despite our test car’s optional sports exhaust ($3080), this four-cylinder can’t match the relative drama of the Macan S and GTS’s twin-turbo V6.

The upside of that difference is the 2.9-litre V6 puts an extra 59kg on the Macan’s front axle, so the 2.0-litre T feels lighter and that bit more responsive when the road starts to twist.

Suspension is multi-link front, trapezoidal link rear, and the Macan T is also fitted with stiffer, model-specific sway bars to manage body roll. Ride height is also 15mm lower than the base 2.0L Macan.

Steering is quick, road feel is good, and despite the standard 20-inch rims, ride comfort is excellent. This is Porsche’s long-established, engineering party trick, combining plush compliance with sharp dynamic response, even in a high-riding SUV. That said, the optional adaptive air suspension fitted to our test example, is $2790 well spent.

The drivetrain is set up with a RWD bias, and standard rubber is Michelin’s high-performance SUV tyre, the Latitude Sport 3 (265/45 fr / 295/40 rr). They grip hard while remaining quiet, and the Macan T is an entertaining drive on a quiet B-road.  

Braking is by vented discs all around (350mm fr / 330mm rr) with beefy four-piston alloy monobloc fixed calipers up front and floating singles at the rear. Stopping power is reassuringly strong and progressive, especially important given the car’s 2.0-tonne (braked) towing capacity.

For more adventurous drivers, ground clearance is 187mm, while the approach, departure and ramp angles are a relatively modest 15.8, 15.4, and 21.0 degrees, respectively.

In the less challenging terrain of a shopping centre car park the standard reversing camera and 360-degree surround view make manoeuvring into tight spaces a stress-free operation.

The Macan has been around for 10 years, and despite regular updates it’s starting to give ground to competitors in terms of standard active and passive safety tech. 

With a base price within shouting distance of six figures, you’d expect the Macan T to be at the pointy end of the safety game, but not so.

While crash avoidance features include ‘Lane Change Assist’, ‘Lane Departure Warning’, tyre pressure monitoring, and ‘Park Assist’ (including a reversing camera and 360-degree surround view), other big ticket items are optional extras.

Arguably the biggest is adaptive cruise control (including AEB) at $1620, and ‘Lane-keeping Assist’ for another $1100. Blind-spot monitoring, rear cross-traffic alert and other increasingly common systems aren’t available at any price.

What? It’s as much the principle as the dollars. These things should be standard in a close to $100K Porsche.

If a crash is unavoidable there are eight airbags on-board (driver and front passenger front, front side, rear side, and full-length curtains), but the front centre airbag, increasingly included to avoid head clash injuries in a side impact, is MIA. 

Multi-collision brake minimises the chance of subsequent impacts after an initial crash, and there are three top-tether points for baby capsules/child seats across the rear row, with ISOFIX anchors on the outer positions.

For the record, Porsche doesn’t submit its cars for ANCAP (or Euro NCAP) evaluation, and so far the independent body hasn’t raided the piggy bank to purchase one for assessment.

Volkswagen covers the Touareg with a five-year, unlimited kilometre warranty.

The R's high-voltage battery is covered for eight years and 160,000km.

Volkswagen's pre-paid Care Plans offer the best deal for servicing. All models are due for maintenance every 12 months/15,000kms with the diesel costing $1900/$3500 for three/five years and the plug-in hybrid $2050/$3400 for the same intervals.

Porsche is the last brand standing in the local mainstream sports luxury market, offering a three-year, unlimited kilometre warranty when the rest of the segment has moved on to five-year, unlimited km cover. 

The good news is paint is covered for three years and a 12-year (unlimited km) anti-corrosion warranty is included (the Macan’s body is fully galvanised). 

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.

Servicing is required every 12 months or 15,000km, which is less in terms of mileage than some others in the category.

With Porsche, final costs are determined at the dealer level (in line with variable labour rates by state/territory), but indicative pricing for the first five years is: 12 months/15,000km (annual) - $695, 24 months/30,000km (inspection) - $1300, 36 months/45,000km (annual) - $695, 48 months/60,000km (inspection) - $1300, 60 months/75,000km (annual) - $695. Not exactly cheap, but not outrageous in this part of the market.

A brake fluid flush is recommended every two years ($290), as well as spark plugs ($450), air filter ($200), and transmission fluid and filter ($850) every four years. So, be ready for those ‘extras’.