Infiniti QX80 VS Porsche Macan
- Improved looks
- High level of comfort
- Off-road ability
- No Apple CarPlay, Android Auto
- Understeer, bodyroll
- Greatness made better
- Such driving thrills, for an SUV...
- Genuine Porsche personality, not just a trumped up Audi
- Lack of standard active safety gear
- Expensive options
The world of upper large luxury SUVs, like Infiniti’s latest-generation QX80, occupies that rarefied air, way up high in the car market, that I’ll never breathe – and that’s okay with me.
You see, as much as I admire these plush vehicles, even if I did have the cash and the inclination to buy one, I’d be so worried about incidental damage to the exterior (shopping trolleys or other drivers’ touch-parking) or children-induced damage to the interior (car sickness, spilled food or drink, blood from sibling punch-ups in the second row) that I’d never be able to fully relax while driving the thing. (Newsflash: I’ve heard from Infiniti that the QX80’s upholstery has a soil-resistant coating.)
These pricey wagons certainly do have their fans though and now, with extensive exterior changes and some interior ones, does the QX80, based on the Y62 Nissan Patrol, actually offer anything to set it apart from other large premium SUVs? Read on.
|Fuel Type||Premium Unleaded Petrol|
When Kenny Rogers gets a facelift, he does the term justice. Have you seen him lately? He’s barely recognisable. It’s probably not often that Kenny and Porsche get mentioned in the same sentence, with the legendary Country singer and iconic sports car brand sharing few parallels.
Particularly when it comes to visual enhancements, that is, with the updated Porsche Macan barely qualifying for a lunchtime Botox analogy, let alone the standard facelift jargon we use to describe a mid-life refresh.
It’s been to the gym and sharpened up its wellbeing though, in an effort to keep what’s now the Porsche brand’s most popular model competitive among a whole host of other SUV rivals that have appeared in the 4.5 years since the Macan first hit down under.
Six months after it was revealed at the Paris motor show, the new Macan and Macan S arrive in Australia this week.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The petrol-only QX80, really a Y62 Patrol with shedloads of bling, is a curious beast; a big, bold status-boosting premium SUV, which is much better suited to the US and Middle East markets than ours. However, it has a real premium feel, is very smooth to drive and the exterior and interior changes have improved what has so far been a divisive model for a brand with a small but growing fanbase here. Infiniti sold 83 of the previous QX80 in 2017 and is hoping to move 100 of these new ones in 2018; they have their work cut out for them, but if brand confidence is worth a few sales, who knows, they might even top the ton.
Is the QX80 worth its hefty price-tag, or is it simply too much cash for something that doesn’t even have mainstream connectivity functions?
The new Macan is only a smidge better in most areas, but it’s brought it up to date in most ways, but make sure you tick the option box for active cruise and AEB. That aside, it’s an astounding driver’s car for an SUV.
Given we haven’t driven the base Macan or any of the future variants yet, it’s impossible to nominate the sweet spot of the range, but the Macan S is a very good option.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Do you wish Porsche had done more to the Macan? Tell us what you think in the comments section below.
The bulk of the facelifted QX80’s design changes have been to the exterior and include, most noticeably, new LED headlights with a redesigned, sleeker but more aggressive front end than its predecessor’s softer, more rounded curves.
The new QX80’s bonnet is 20mm higher than before and has been extended 90mm; the side steps have been stretched 20mm wider, and the power tailgate has been re-designed to include sharper, thinner, rear LED taillights and the bumper is visually wider.
The whole body has a higher visual centre of gravity, with this latest raft of design shifts giving the SUV a taller, broader, wider and more angular overall appearance.
The interior includes a bigger, chunkier redesigned centre and rear console and those aforementioned premium touches, such as leather-wrapped heated steering wheel, updated upholstery-stitching, semi-aniline quilted leather patterning on door panels and seats, as well as its stainless-steel sill plates, all add to the premium feel.
The QX80 looks better than it did but, as the previous one was pretty hard on the eyes, the 2018 version may still polarise opinion.
If you’re wanting to pick the updated Macan from the old one, it’s the full width tail-light that’s you’re biggest clue, with Porsche giving the typical “if it ain’t broke” approach to the rest of the exterior styling, despite a whole bunch of other changes under the skin and on the inside.
Aside from the rear light treatment which brings the Macan into line with Porsche’s more recent Panamera, 718 Boxster and Cayman, Cayenne and 992 911 designs, there’s also new LED headlights, subtle tweaks to the lower body details and some new wheel options rounding out the exterior differences.
But most importantly, the Macan still has that low, broad, squat stance that looks like a proper Porsche performance machine.
The Macan also now gets the same steering wheel as the 911, which is about as nice as steering wheels get, with a nice size, round shape and sexy knurled control wheels for the volume and menu controls.
There’s a whole bunch of other improvements you’d probably only notice back to back with the old car, including more aluminium in the suspension to reduce unsprung weight, completely new engine platforms and improved sound deadening for a quieter drive.
Kerb weight figures are hardly lithe though, at 1797kg and 1865kg between Macan and S.
The QX80 is a big unit – 5340mm long (with a 3075mm wheelbase), 2265mm wide and 1945mm high – and, when you’re seated inside it, it feels like Infiniti designers and engineers must have worked hard to maximise the space afforded them for driver and passengers without seeming to have sacrificed any style or comfort.
And that big open space inside the cabin is easy to get comfortable in. There are soft-touch surfaces everywhere – door panels, arm rests, centre-console edging – and the seats are unsurprisingly soft and supportive but tend towards slippery when there are quick changes in speed or direction, or when tackling steep downhills off-road. (It was fun to watch front-seat passengers slip-slide around inside during the 4WD loop)
If you’re up-front you’re well catered for; big glovebox; overhead sunglasses storage; the centre console now has a roomy smartphone storage area; the twin cupholders have been upsized to cop two 1.3-litre cups with handles (up from one 1.3-litre cup and a 950ml container); the USB port has been moved to the other side of the centre console so it’s easier to get to; the storage area under the front passenger arm-rest is now a 5.4-litre compartment, able to hold up to three upright 1.0-litre bottles or tablet devices.
There are nine cupholders and two bottle-holders in total in the QX80.
There’s a sunroof if you get the urge for natural light from above.
Second-row passengers now get 8.0-inch entertainment screens (up from 7.0-inch) and two additional USB ports.
The tip-up second row seats are easy enough to operate and the third row is power 60/40 split-fold-to-flat and reclining.
There is a 12V outlet in the cargo area.
There’s nothing new of note on the practicality front, with the usual dual cup holders front and rear, bottle holders in each door (although the rears are a bit shallow), and a useful, array of 12V and USB points scattered throughout.
The back seat is the same as before, with enough headroom and rear legroom for shorter adults like my 172cm size, and therefore plenty of room for two kids, but the sloping roofline is probably a pain for taller parents loading child seats. Speaking of which, there’s two ISOFIX mounts back there for mounting baby seats as securely as possible.
The boot space is unchanged with a pretty decent 500 litre luggage capacity, with a spacesaver spare tyre under the floor, but in my experience the sloping tailgate that gives the Macan that sexy coupe shape can make it a bit difficult to load beyond cargo cover height.
Price and features
Pricing has not changed: there is one model and it still costs $110,900 before on-roads and that price does not include paint other than the standard Black Obsidian; metallic paint is $1500 extra. Changes over and above the previous model’s standard features list include 22-inch 18-spoke forged alloy wheels (up from 20-inch), Infiniti’s InTouch 8.0-inch colour touchscreen (up from 7.0-inch), new Espresso Burl coloured trim, new chrome finishes all-round, updated upholstery-stitching everywhere, quilted leather patterning on seats, new headlights, LED foglights and more. There is no Apple CarPlay or Android Auto.
Pricing has also been discretely modified, with the base Macan now starting $1690 higher at $81,400, and the next rung Macan S shifting $2000 upwards to $97,500. You can calculate a drive away price here.
These are the only two updated models on the price list for now, with the range-topping Turbo tipped to arrive in 2020, and the GTS that sits between it and the S due in 2021.
Both trim levels are now in line with the Panamera and Cayenne the latest version of the Porsche Communication Management (PCM) multimedia/infotainment tech with a 10.9-inch touch screen display. This includes Apple CarPlay for iPhone users, but there’s still no Android Auto.
Both Macan and Macan S standard features also include leather trim, three-zone climate control air conditioning, GPS navigation system, Bluetooth, 14-way power adjustable seats, auto-dimming interior and exterior mirrors, Park Assist with surround-view monitors and a power tailgate.
The Macan S adds piano black interior details, aluminium scuff plates, aluminium window trims, a silver tachometer, and a digital boost pressure gauge.
Aside from its stronger engine, mechanical Macan S upgrades include bigger front brakes with an extra two pistons to total six, Porsche Active Suspension Management (PASM) adaptive dampers, silver dual exhaust outlets on either side and one inch larger 20-inch ten spoke alloys.
Seat heaters and active cruise control will still cost you more on either Macan, but one omission I find quite surprising is that they still don’t get much in the way of active safety gear as standard. Unlike pretty much every other premium SUV on the market, you’ve got to pay extra to get AEB with the active cruise control pack.
The car we spent most of our time in, which is not the Mamba Green car pictured here, was optioned with Miami Blue paint ($5,800), panoramic sunroof ($3,790), tinted headlights with Porsche Dynamic Light System Plus ($3,410), black 21-inch Sport Classic rims ($3,330), carbon interior package ($3,080), Sport Chrono Package with mode switch ($2,790), Bose surround sound system ($2,650), black exhaust tips ($1,890), Porsche Entry & Drive ($1,690), Lane Change Assist ($1,390), tinted full width tail-lights ($1,340), and gloss black roof rails and window trims ($1,260), heated front seats ($990), Light Comfort Package ($720) and Power Steering Plus ($650). This $34,780 worth of accessories brings its total RRP to $132,280, before on-road costs.
Engine & trans
The previous generation’s 5.6-litre V8 petrol engine (298kW@5800rpm and 560Nm@4000rpm) remains, as does the seven-speed automatic transmission with adaptive shift control. It also has Infiniti’s all-mode 4WD system, which offers Auto, 4WD High and 4WD Low settings and it has terrain appropriate modes (sand, snow, rocks) able to be dialled in.
The biggest mechanical news so far is that there’s no more diesel, along with all Porsche models, and the Macan S’s 3.0-litre petrol V6 loses one turbo in favour of a single, but more high tech, twin scroll unit.
This engine is already found in the Panamera, Cayenne and several Audi models.
For Macan S it means an extra 10kW more power and 20Nm more torque over the old version to now total 260kW between 5400-6400rpm, and 480Nm available between an impressively broad 1360-4800rpm.
This has knocked just a tenth off the 0-100km/h claim, which is now 5.1s in Sport Plus mode with the Sport Chrono Package optioned.
The base Macan’s 2.0-litre turbo petrol engine specs are unchanged, with 185kW available from 5000-6800rpm and 370Nm between 1600-4500rpm, with it’s 0-100km/h 6.7s 0-100km/h claim remaining.
The seven-speed PDK dual-clutch automatic transmission continues as the sole transmission available with either Macan, but has been recalibrated to suit the new engine in the Macan S.
The Porsche Traction Management (PTM) active all-wheel drive system continues to send power to all four wheels in either Macan grade.
Both versions have been prepared for towbar fitment, and carry maximum braked towing capacity of 2000kg and 2400kg for the Macan and Macan S respectively.
There’s still no sign of a plug-in hybrid or EV Macan, with the second-generation Macan set to at least offer an all-electric version in around 2023.
The QX80 is claimed to use 14.8L/100km. We reckon that fuel-consumption figure is very optimistic and if QX80 owners are partial to towing boats – as Infiniti reckons they are – or if they tackle some 4WDing, then that figure is going to climb much higher quite swiftly.
With the diesel gone, you shouldn’t expect the Macan to set any benchmarks here, but the base Macan still carries a reasonable 7.4L/100km official combined fuel economy claim. The Macan S’s 8.9L figure is even more impressive given its performance advantage, however.
Both engines require top-shelf 98 RON Premium Unleaded to do their best, and their 75-litre fuel tank capacity suggests theoretical ranges between fills of 1013km and 842km for the Macan and S respectively.
In the world of luxury SUVs big is king and this thing is definitely on the chunky side of big, but it doesn’t often feel too cumbersome for its own good, or too bulky to steer in and out of Melbourne’s bustling morning traffic with precision.
During this event, we did a fair chunk of driving – highway, country roads, gravel roads and a decent bit of 4WDing – and, surprise, surprise, it did pretty well, especially when things of this ilk usually exhibit the ride and handling of an old poorly-sprung couch on wheels.
It did, however, feel top-heavy at times and revealed substantial body-roll when pushed around corners at speed or even during some sections of slow, bouncy off-roading, so I’d be reluctant to experience what it would be like without hydraulic body motion control. However, we were willing to forgive it any rocking-and-rolling when that healthy V8 growl kicked in as we gave it the boot.
The 22-inch tyre-and-wheel combination is not the way I’d go if I was going to use the QX80 for any off-road forays but, having said that, we did fine on them, at road tyre pressures, over a decent off-road loop.
It has 246mm of ground clearance and 24.2 (approach), 24.5 (departure) and 23.6 (ramp-over) angles.
The QX80 has coil springs all-round and it was only ever caught out when it thumped through a couple of surprise potholes along a dirt road.
This Infiniti model has a claimed tare mass of 2783kg, but you wouldn’t have known it was that many kegs because it powered up steep and slippery bush tracks, through deep muddy ruts, over greasy rocks and through a few knee-deep mud holes with ease. It was as easy as pulling up, switching your terrain modes and dialling in your setting: 4WD High, 4WD Low or Auto. It has a locking rear diff and very capable hill descent control, which we tested on a few rather steep sections of track.
It’s nice to see vehicle manufacturers unafraid to put their off-roaders, even their pricey luxury ones, through a decent off-road loop at launch because it shows they have confidence in its capabilities.
This is where it gets good. I’m yet to meet a performance SUV that surpasses the need for a qualifier at the end of every element of praise for its driving attributes to the tune of “for an SUV.”
But in my opinion, the Macan is the closest, with its relatively low body and broad stance bringing the driver closer to the centre of gravity (and action) than any I recall.
We’ve only driven the updated Macan S so far, but any Macan is likely to share the fundamentals that give it incredible stability at speed and make it genuinely good fun to drive fast.
The steering has nice feel, the wall of acceleration from the turbo engine is really good and the seven-speed PDK transmission is beautifully calibrated, particularly in the sport modes - I didn’t reach for the paddle shifters once.
If there’s one criticism of the drivetrain it’s a lack of aural theatre. Surely any Porsche with an S badge should be capable of roaring when asked, but the standard Macan S delivers little more than a muted growl. There is a sports exhaust system on the options list, but you’ll have to shell out $5,390 for it.
There was one particular run along a river bed on our drive route that strung dozens of varying radius bends together, with a mix of cambers that enabled the Macan S to truly shine. Aside from slightly accentuated fore and aft movement because of its short, but still tall body, it was almost as planted as an Audi RS 4, but with a more lively feel than I recall.
And when you’re not driving it like a Porsche, as most of us spend about 99 per cent of out time on the road, it’s still a really comfortable car. I had to look under the guards to make sure our particular example wasn’t fitted with the optional air suspension, even though it was riding on the bigger 21-inch wheels. Why can’t everyone do suspension like this?
The QX80 does not have an ANCAP safety rating. Safety tech as standard includes blind spot warning, intelligent parking system, forward emergency braking, lane departure prevention (incorporating lane departure warning), distance control assist and predictive forward collision warning, Infiniti/Patrol intelligent rear view mirror (which can display video from a camera mounted in the upper rear windshield) and more. It has two ISOFIX points in the second-row seats.
The Macan is an excellent example of why it’s important to look past a maximum five star safety rating. It carries no safety rating from ANCAP, but five stars from Euro NCAP based on a 2014 test.
Since that test, the Macan has introduced side and curtain airbags for rear passengers, so it’s in fact safer, but the test criteria has changed significantly in the past five years.
Australian versions of the new Macan come with dual front airbags, chest side and curtain airbags for all outboard passengers, reversing cameras covering 360 degrees with Park Assist front and rear, parking sensors and lane departure warning.
As mentioned above, they’re surprisingly lacking active safety features as standard. Unlike pretty much every other premium SUV on the market, you’ve got to pay an extra $2410 to get AEB with the active cruise control pack, and a further $1390 to get Lane Change Assist as two key examples.
The Macan is covered by Porsche's standard three-year, unlimited-kilometre warranty, which is par for the course among premium brands, but lags behind the five-year-plus terms offered by most mainstream manufacturers these days. An extended warranty of up to 15 years can be arranged through Porsche, at a price.
Service intervals are a generous 12 months or 15,000 kilometres, but Porsche does not offer capped-price servicing to take the guesswork out of service costs or maintenance costs.
If there are any common problems or complaints, reliability issues or faults, they’ll likely appear on our Porsche Macan problems page.
You can calculate the Macan’s projected resale value via our Price and Specs page.