Range Rover VS Porsche Cayenne
- New tech is cool
- Supreme road feeling
- Luxurious interior
- Engine power so-so
- Cost of options
- Quality engineering
- Turbo's speed
- Off-road ability
- Steering's modest road feel
- Weighty in quick going
- Average warranty
Range Rover. Straight away, you know exactly what I'm talking about. Despite a growing model line-up that now includes the Evoque, Velar and the Range Rover Sport, just about everyone on Earth pictures the brand's big bruiser whenever they hear the name.
A true motoring icon, it might have started life as a posh farmer's tool, but it is now a fixture on suburban driveways everywhere. Big and bold, it's now far more stylish than the utilitarian original, yet still manages to be super-impressive off-road. I know this because I once drove one up a river. Not across, but up. Against the current, in water almost a metre deep.
For 2018, the Range Rover's interior has scored an upgrade and, as ever, a minor tweak in the specifications. But it's still a car that has few genuine rivals.
|Engine Type||3.0L turbo|
Since the Porsche Cayenne turned the automotive world upside down in the early noughties, it has continued to evolve and has grown to become one of the brand's biggest sellers.
One size up from the mid-size Macan, it's problematic for hardcore Porsche-philes, but there's no doubting this five-seat SUV's success, or the fact that it helps keep the famous German sports car maker well and truly in the black.
And this is the new, third-generation version, with an all-new chassis, fresh engines, and a bunch of dynamic, safety and multimedia tech enhancements.
|Engine Type||4.1L turbo|
The Range Rover is a car everyone knows - it's amazingly capable off-road, actually seats five full-size humans and casts a (huge) stylish shadow like no other. Now well into its sleeker fourth generation, it's ageing well and still holds its position as king of luxury SUVs, despite pretenders piling in from all corners.
I wasn't expecting to like the Range Rover. I knew I would respect it, but like? It turns out it's super-quiet, relaxed and, if you spend a few more bucks, has all the gadgets you need to manouevre it about and enjoy the ride, long or short.
Is the Range Rover still top of the pile? Tell us what you think in the comments.
The Cayenne may be the Porsche of SUVs, but you can't have family car size and practicality without a few concessions.
It's fast, beautifully built, and engineered with a special eye for detail, and the well specced Cayenne S is the pick of the bunch for performance and value.
But it's worth remembering the SUV bit. This Porsche is more everyday enjoyment than track day excitement.
Is the Cayenne your kind of premium family truckster? Tell us in the comments below.
One of the extraordinary things about Land Rover and sister company Jaguar is the sheer consistency of the design teams over the past decade or so. The Range Rover is a hefty machine, and while it looks big, it does not look as overbearing as a car five metres long and over 180cm tall could.
No, it's not a lithe CX-9 approach, but it maintains the muscular Rangie look with the blacked-out pillars and floating roof and the now-signature laid-back grille and lights. And on our black car, the blacked-out gills on the front doors looked terrific - sometime the lighter-coloured versions look a bit cheap.
Inside is swathed in leather with wood or, if you prefer, metallic finishes. Everything looks and feels substantial. The new 10-inch screen looks a lot more modern than the older version, and it sits atop a redesigned centre console with the new HVAC controls. The old dials on the steering wheel have also been replaced with touch-sensitive dials with digital displays. It's a nice mix of traditional shapes with advanced tech.
The design is new yet familiar. Longer (+63mm), wider (+44mm), lower to the ground, and lower overall (-9mm), yet the wheelbase is unchanged at just under 2.9m.
All models feature LED headlights, and the Cayenne and Cayenne S are identified by their silver grille slats, with the Turbo featuring matt and high-gloss black surfaces plus larger air intakes at the front.
Car-spotters will also notice narrower side windows with a sharper decline at rear (Porsche calls it the Flyline) and the C-pillars tilting forward for a racier look.
A full width horizontal light strip across the tail sits under a clear covering above a three-dimensional version of the Porsche logo.
And wheels now range in size from 19-inch on the Cayenne, 20-inch on the Cayenne S, to 21s on the Turbo, plus optional 22s, presumably for those who drive on billiard table smooth freeways at all times.
And the Cayenne now features staggered or mixed tyres for the first time, that is fatter rubber on the back than the front.
Inside, the biggest change is the adoption of the Panamera's 'Advanced Cockpit', with the central tachometer in the iconic five-gauge instrument cluster flanked by twin 7.0-inch screens to create a blended analogue/digital version of the classic Porsche five dial layout.
Plus, there's the sleek 12.3-inch screen in the centre running everything from nav and vehicle settings to audio control and phone calls, through touch and voice.
Again, it's a direct lift from the Panamera, and the screen layout can be customised to personal preference, with Apple CarPlay standard (but no Android Auto).
From the get-go, it's huge inside. There is lounging-room aplenty in the first and second rows, and rear seat occupants score their own set of climate controls.
Storage is everywhere, with two deep bins in the front and two front cupholders that slide away to reveal a space big enough for a beagle (okay, slight exaggeration). The rear also features two cupholders and each door will hold a bottle.
Boot space starts at a massive 639 litres and expands to 1943 litres with the rear seats down. There's a ton of space in the boot for things or a hefty dog.
Practicality highlights are more storage around the cabin, and a slide and recline adjustable rear seat.
Up front, the glove box is cooled, there are storage compartments under both seats, plus two cupholders, decent bottle holders in the doors, a 12-volt outlet (under the glove box), as well as two USB charge and connectivity ports in a generous console storage box.
Jump in the back and you'll find door bins with space for bottles, map pockets on the front seat backrests, a pair of cupholders in the fold-down centre armrest, plus two USB charge ports and a 12-volt socket in the centre console.
The rear seat's tilt and slide party trick means there's plenty of leg and headroom in the rearmost, fully reclined position. But tweak a lever on the side and a pull handle under the cushion and you can move forward (in stages) to liberate as much as 100 litres of extra cargo space over the outgoing model, while maintaining seating for five (three without legs in the extreme forward position).
Porsche's official description of the rear bench offering “two comfortable seats outside left and right and one centre seat” accurately sums up the relatively squeezy plight of the centre rear passenger.
Cargo capacity is 770 litres with the 40/20/40 rear seat upright, and a handy 1710 with it folded forward. There are four tie-down anchor points, plus a netted storage area on the passenger side, two lights and yet another 12-volt power point.
An auto tailgate is standard on all models, and a 20-inch collapsible spare (with inflator kit) sits under the rear floor.
If towing is your thing the Cayenne's weight ceiling is 3.5-tonne for a braked trailer, and 750kg unbraked. Porsche's 'Trailer Stability Management' system is standard.
Price and features
The Vogue TDV6 starts at a fairly hefty $190,000. You might think that's a lot of money for a seven-seat SUV - and you'd be right.
You do alright for your money, though. The list contains 20-inch alloys, climate control, keyless entry and start, a comprehensive safety package, twin-view front screen, dynamic dampers, front and rear parking sensors, cruise control, digital dash, electric heated front seats, auto LED headlights, auto wipers, acoustic heated windscreen, heated rear seats, partial leather seats, head-up display, active air suspension, heated steering wheel, powered gesture-activated tailgate and a full-size spare.
The new 'InControl' system now pairs with an all-new 10-inch touchscreen, and it looks terrific. The system is finally making some inroads (sorry) into the German competitors' in-car multimedia dominance.
Obviously it has sat nav, but it also has DAB, a Wi-Fi hotspot, a TV tuner, app connectivity (iffy, if I'm honest), and various off-road based stuff. The 13-speaker stereo is a belter, but, frustratingly, no Apple CarPlay or Android Auto. JLR keeps saying "watch this space", and after Mazda recently proved me wrong, it's a claim I'll take a little more seriously.
The car I had for the week also had the 'Pixel Laser' LED lights ($6490), 22-inch gloss black wheels ($5110), sliding panoramic roof ($4420), adaptive cruise ($3600!), black exterior pack ($2730), 'Vision Assist Pack' (foglights, interior ambient lighting and around-view cameras; $2040), Park Pack (rear cross-traffic alert, and side parking sensors; $1280), laminated windows ($830), 'Drive Pack' (blind-spot monitor; $820), wade sensing ($600), ebony headlining ($680), and few extra bits taking us to a grand total of $222,440.
There are three models offered initially, starting with the Cayenne, powered by a 3.0-litre single turbo-petrol V6 for $116,300 before on-road costs. Then the 2.9-litre V6 Cayenne S adds a second turbo and around $40k to the price tag, coming in at $155,100.
The powerhouse Turbo tops the line-up with a 4.0-litre twin-turbo petrol V8 under the bonnet, and cost of entry sitting at $239,400.
Not a diesel in sight (for Australia) for the time being, with an E-Hybrid variant due here closer to the end of this year.
As you'd expect in this part of the market the standard equipment list is solid, with the Cayenne featuring partial leather trim, cruise control, LED headlights, daytime running lights and tail-lights, rain-sensing wipers, dual-zone climate control, privacy glass, front seats with 14-way electric adjustment and memory settings, remote central locking with 'Keyless Go', the twin digital instrument displays, multi-function sports steering wheel (with gearshift paddles), auto tailgate, 'Porsche Active Suspension Management (PASM - with adaptive dampers), 19-inch alloy wheels, and 'Porsche Communication Management' (PCM) with the 12.3-inch screen controlling nav, phone and audio (10-speaker, 150 watt and digital radio).
As well as it's more powerful twin-turbo V6 engine, the Cayenne S adds 'Adaptive PASM' (with air suspension), 20-inch alloy rims, twin dual-tube tailpipes, dynamic (directional) LED headlights, a dual-pane panoramic sunroof, heated front seats, pedal faces in stainless steel, a 710-watt Bose 'Surround Sound System' with 14 speakers (including subwoofer), and metallic paint in any one of seven colours.
Then the Cayenne Turbo piles on the power and luxury with the twin-turbo V8 joined by 21-inch alloys (in dark titanium with highly polished surfaces) including wheel arch extensions in the exterior colour, 'Porsche Active Aero' (with adaptive roof spoiler), scrolling LED indicators, 'LED Matrix' headlights, 'smooth finish' leather upholstery, 18-way electronically-adjustable 'Adaptive Sports' front seats with unique trim and fatter side bolsters, front and rear seat heating (and ventilated/cooled front seats), exterior mirrors with kerb-view parking aid, a heated steering wheel, 'cross-brushed' aluminium interior highlights, and Alcantara roof lining (cloth on base and S).
If you're ready to stump up the big bucks, that's a heap of fruit to go with this car's comfort and performance potential.
Engine & trans
Being a Range Rover, it's obviously all-wheel drive with a centre differential for the rough stuff. The TDV6 designation tells us it has a 3.0-litre turbodiesel good for 190kW and 600Nm to shift its substantial frame, weighing in at 2249kg. The dash from 0-100km/h comes up in a surprisingly spritely eight seconds dead, and towing capacity is a muscular 3500kg for a braked trailer.
The new car's engines are lifted from the Panamera, and not only feature more power than the outgoing Cayenne, but Porsche claims improved fuel economy and lower emissions.
All feature an alloy block and heads, the Cayenne's 3.0-litre, single turbo V6 delivering 250kW from 5300-6400rpm, and 450Nm from just 1340rpm all the way to 5300rpm.
This 'base' engine features direct fuel-injection, 'VarioCam Plus' (variable cam control on the inlet and outlet side, and valve-lift adjustment on the inlet side), as well as the turbo located in the engine's vee to help minimise lag.
The Cayenne S's 2.9-litre V6 adds a second turbo to deliver 324kW from 5700-6600rpm, and 550Nm between 1800rpm and 5500rpm. It's shorter stroke design helps lift the rev ceiling by 300rpm (to 6800rpm).
Then the Cayenne Turbo adds two more cylinders to pump out no less than 404kW (542hp) across a narrow plateau from 5750-6000rpm, and 770Nm between 1960rpm and 4500rpm. The V8 also locates the turbos in the 'hot vee', but drops back to 'VarioCam' (variable cam control on the inlet and outlet side) without valve-lift adjustment on the inlet side.
All models now feature an eight-speed 'shift-by-wire' 'Tiptronic S' auto transmission, with drive going to all four wheels courtesy of Porsche's Active Traction Management system. The gear set in the Turbo (including the final drive) is slightly taller, although the seventh and eighth ratios are overdriven on all models to maximise fuel economy.
Claimed 0-100km/h times (with optional Sport Chrono package numbers in brackets) are: Cayenne – 6.2sec (5.9s), Cayenne S – 5.2sec (4.9s), Cayenne Turbo - 4.1sec (3.9s).
And if you have a very long driveway, leading up to your (presumably) very large house, you'll be pleased to know maximum velocity for the Cayenne is 245km/h, rising to 265km/h for the S, and a stonking 286km/h for the Turbo.
Land Rover's official combined cycle figure for the Vogue is listed at 6.9L/100km, but in my week with the car doing largely suburban running about, with some highway mixed in, we didn't event get close, returning 12.3L/100km.
Even so, the huge 86-litre tank will ensure you won't have to visit the servo too often.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle ranges from 9.2L/100 km for the Cayenne (emitting 209g/km of C02 in the process), to 9.4L/100 km for the Cayenne S (213g/km), and 11.9L/100 km for the Cayenne Turbo (272g/km).
All models feature auto start-stop (with coasting), your only fuel option is 98 RON premium unleaded, and you'll need 90 litres of it to fill the tank.
A Range Rover drives like no other car. It feels big, but with that upright driving position, it's oddly relaxing. Despite needing a little extra attention to keep the car in the lane, the view out over the flat bonnet is pretty unique.
The air suspension provides a plush ride, but can occasionally get itself into a bit of a heaving-sea movement - as it did along a particular road near where I live. The rest of the time it completely insulates you from the road.
Of course, if I'd had the bravery to tackle some serious off-roading, the air suspension can lift the car from its low-riding city stance to 22cm, meaning you can wade through 90cm of water, which is around half the car's height. The people down the road weren't keen on me testing it in their pool. Spoilsports.
You can't easily escape the fact it's exactly five metres long - it squeezes into parking spaces, and the big mirrors help, too. At least the height is rather more commonplace than it was a decade or so ago, so you're less likely to bang into low ceilings.
The new Cayenne sits on the VW Group MLB Evo platform, which also underpins the Audi Q7, Bentley Bentayga, Lamborghini Urus, and the soon-to-arrive new generation VW Touareg.
It uses a lot of aluminium and lightweight high-strength steel which, in concert with the alloy body panels, makes the car not only stiffer, but lighter by up to 65kg.
We've driven each model over a two-day launch program in The Barossa Valley in South Australia, and can confirm the base Cayenne is quick, the S is properly fast, and the Turbo is ballistic.
The transmission is a conventional eight-speed auto, rather than Porsche's PDK dual-clutch, and shifts are quick but smooth in normal mode, transitioning to a sharper, even more precise response in Sport or Sport Plus.
Porsche stands proudly on its reputation as a great sports car maker and says the Cayenne fits easily into that context. But let's face it, this is a two tonne SUV, and while it's dynamically outstanding, it's no 911.
All models feature multi-link suspension front and rear including active dampers, with varying levels of suspension sophistication as you walk up the range, to three chamber air suspension on the Turbo.
On quick twisting B-roads it's fast, in the case of the Turbo, bloody fast. It grips hard thanks to fat Z-rated rubber and active drive distribution makes sure it puts its power down perfectly. But no matter how sophisticated the suspension tech, it still feels large and relatively top heavy.
The electromechanical steering is light, and while it's accurate, no matter which mode you're in road feel is modest.
Not surprisingly, the ride firms up in tune with sportier drive modes, but in Comfort, even the Turbo on 21-inch rims, soaked up the irregularities of at times choppy rural roads with surprising ease.
Given the car's mass and performance potential braking is an understandable priority, with even the base model featuring big ventilated rotors all around with four piston calipers at the front and two at the back.
The S ups that to six piston front and four at the rear, while the Turbo debuts Porsche's 'Surface Coated Brake' a Tungsten-Carbide coating on the discs and special pads for longer life and less dust. Of course, the front calipers are 10-piston with four at the rear (and they're white just to prove brake dust isn't a problem).
In typical Aussie conditions these monster brakes are like cracking a walnut with a sledgehammer. Stopping power (on all models) is immense, and pedal feel is agreeably progressive.
We also headed off-road through rutted dirt and rocky climbs, and with five drive and chassis modes at its disposal the Cayenne ate it up.
The different off-highway modes ('Gravel', 'Mud' and 'Rock') will lock and unlock the centre and rear diff as required and the adjustable hill descent control made crawling down steep slopes a breeze. You can even option up an 'Offroad Package' bringing extra protection for vital components, as well as off-road specific info in the PCM and a compass display on the dash.
If you need to think about the dips and climbs on your country retreat, or maybe just the pitch of your driveway, the Cayenne and Cayenne S's approach and (with the Turbo in brackets) is 25.2degrees (23.3), ramp over is 18.7degrees (16.7), departure is 22.1degrees (20.4), ground clearance measures 210mm (190mm), and fording depth is 500mm (475mm).
The Vogue sports six airbags, ABS, stability and traction controls, rollover-stability control, hill-descent control, forward-collision warning, forward AEB, corner-braking control and trailer-sway control.
The Rangie scored a five star ANCAP safety rating in 2013.
Active safety systems include the usual suspects like ABS, ESC, and traction control (ASR), with the addition of other features under the 'Porsche Stability Management' umbrella, including ABD (torque vectoring by braking), and MSR (prevents slip on the drive wheels produced under engine braking)
There's also AEB (although the Porsche system doesn't bring the car to a complete stop), 'Park Assist' (front and rear) including 'Surround View', 'Lane Keeping Assist', 'Lane Change Assist', and tyre pressure monitoring.
But if all else fails passive features include an active bonnet (activated by pedestrians, cyclists, etc detected by the front camera), driver and front passenger airbag, knee airbags for the driver and front passenger, front side airbags, rear side airbags and full-length curtain bags.
There are three top tether points across the back seat with ISOFIX anchors on the two outer positions. ANCAP hasn't assessed the third generation Cayenne so far, but its Euro NCAP affiliate awarded a left-hand drive, 3.0-litre diesel model a maximum five stars in 2017.
Range Rover offers a three-year/100,000km warranty with roadside assist for the duration, which is now starting to look a bit skinny. The website assures me that not only does it cover the usual stuff, but you'll also be rescued if you're on four-wheel-drive only tracks, too.
You can cap your service prices with a service plan of up to five years/130,000km, and servicing is required every 12 months or 26,000km.
The Cayenne 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.
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). Indicative scheduled costs for the first four years/60,000km line up as: 12 months/15,000km (annual) - $695, 24 months/30,000km (intermediate) - $695, 36 months/45,000km (annual) - $695, and 48 months/60,000km (major) - $1300, for a total of $3385.