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Porsche Cayenne


Range Rover Sport

Summary

Porsche Cayenne

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.

Safety rating
Engine Type4.1L turbo
Fuel TypeDiesel
Fuel Efficiency8L/100km
Seating5 seats

Range Rover Sport

Let's get straight to the point. The thing that will send shivers through the muddy-boots-and-shotgun set. The thing that will upset Range Rover traditionalists to their very core.

The Sport SD4 is a big Range Rover, but with just four cylinders under that tennis court of a bonnet.

These are clearly troubling times. Could a four-pot possibly do the job? Can a two-tonne-plus off-roader with a sporty bent survive without at least two more cylinders?

Safety rating
Engine Type2.0L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency9.4L/100km
Seating5 seats

Verdict

Porsche Cayenne7.5/10

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.


Range Rover Sport7.4/10

The Range Rover Sport is a fine alternative to the largely German competition. As the name suggets, it's aimed at the Audi Q7/BMW X5 set, even if it isn't as quick or as agile as the sportiest of those.

The surprising thing about this particular machine is the four-cylinder diesel. While probably considered a heresy by many, it's an excellent engine for a car that has had a much-needed interior technology boost.

It is looking a bit old elsewhere, though, especially beside the Velar and Range Rover. It can't be long before an exterior facelift comes along.

Can you even contemplate a four-cylinder Range Rover?

Design

Porsche Cayenne

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).


Range Rover Sport7/10

The Range Rover Sport is clearly here to evoke (cough) both Range Rover's forward-looking design language, pioneered in the Evoque, as well as the traditional look of the Range Rovers of old. Only problem is, in the darker grey of the test car, it looked a bit dated. Which is weird.

All of the good things were there (like LED daytime running lights, headlights and tail-lights) but the two-tone effect of the blacked-out pillars and roof just didn't really work. Well, not for me anyway.

The finer details of the Range Rover and the Evoque don't seem to have made it to the Sport. I saw one in a lighter colour and thought it looked much better, more modern. Maybe I was having an off week.

The cabin is really good and has had a little freshening up. The 10-inch touchscreen is new and carries the new version of Jag's InControl system. Underneath is the very appealing, if slightly overblown, climate control screen, with its funky dials-with-temperature-display treatment. The materials are excellent throughout, and it's a very comfortable, relaxing cabin.

Practicality

Porsche Cayenne

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.


Range Rover Sport8/10

Like its big brother, the Sport isn't small. It's only 15cm shorter, at 4.85 metres, and, if you so choose, you can cram two more seats in to make seven. If you don't, the boot will hold a striking 684 litres. Drop the back seats and that figure jumps to 1761 litres.

Front seat passengers have plenty of storage options, with two deep bins, one of which is underneath the pair of sliding cupholders - I was sorely tempted to fill them with water, slide them out of the way and launch Thunderbird 1 from the huge space underneath.

There are another two cupholders in the back, and pockets in the doors, but they're not really good for bottles. That's what the Thunderbird 1 hidey-hole is for.

Passengers have plenty of space, with good leg and headroom for those in the rear - who will be quite happy, even if they're over 180cm. My 185cm son was happy enough being chauffeured about.

Price and features

Porsche Cayenne

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.


Range Rover Sport7/10

The SE SD4 occupies the second rung on the Sport ladder, weighing in at an almost reasonable $98,400. That gets you 19-inch alloys, an eight-speaker stereo, dual-zone climate control, remote central locking, keyless start, front and rear parking sensors, reversing camera, cruise control, leather trim, electric front seats, sat nav, a powered tailgate, powered everything else, heated folding mirrors and a full-size spare.

The most recent version of Jaguar Land Rover's 'InControl' is accessed through a new 10-inch touchscreen. The new software is less colourful than before, but it's easier to use and understand. The optional 13-speaker stereo is a belter, but is still bereft of Apple CarPlay and Android Auto - although we are regularly assured it's on the way.

'Our' car had the following options - 'Off Road Pack' (twin-speed transfer box, 'All Terrain Progress Control', adaptive dynamics, terrain response and air suspension; $5610), 'Comfort and Convenience Pack' (power gesture tailgate, 60/40 split rear seats, keyless entry and start, soft door close and other bits; $5130), sliding panoramic sunroof ($4420), 20-inch alloys ($2520), matrix LED headlights ($2450), head-up display ($2420!), illuminated metal treadplates (oh, come on - $2310), metallic paint ($2200), surround camera system ($1890), heated front and rear seats ($1630), 'Drive Pack' (blind-spot monitoring and driver-condition monitor; $1080), tow hitch receiver ($1000), DAB ($950), privacy glass ($950), upgraded 13-speaker sound system ($800), solar attenuating windscreen ($680), wade sensing ($610), cabin air ionisation ($460), auto high beam ($330) and domestic plug power sockets ($130). All up, that's $138,920.

If you ask me, paying for blind-spot detection and keyless entry at this level is pretty stiff.

Engine & trans

Porsche Cayenne

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.


Range Rover Sport8/10

The SD4 badge means a Ingenium diesel, JLR's very own brand of engine, lurks beneath the bonnet. In this case, it produces 177kW and 500Nm of torque. It's worth noting that the older 3.0-litre SDV6 diesel in the Range Rover betters this new 2.0-litre, four-cylinder twin-turbodiesel by just 13kW and 100Nm.

Power finds its way to all four wheels via a centre differential and an eight-speed ZF automatic. The rush from 0-100km/h takes 8.3 seconds.

You can tow a mammoth 3500kg braked and 750kg unbraked, although it's worth noting that the first figure requires bravery and/or training. And a lot of braking room.

Fuel consumption

Porsche Cayenne

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.


Range Rover Sport7/10

Range Rover's official figure puts combined-cycle consumption at 6.5/100km, which seemed realistic, even for this 2100kg machine. We got just under 10.0L/100km in mostly suburban cruising with a couple of short highway runs. So a decent miss, but not really a particularly varied week.

Driving

Porsche Cayenne

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).


Range Rover Sport7/10

It might not be that much smaller than its Range Rover big brother, but it feels much easier to manoeuvre from the moment you slip behind the wheel. You sit lower in the Sport, and it feels more agile from the second you get moving.

Just for starters, the steering is much quicker, meaning less arm-twirling. The suspension is firmer, and the front end much more interested in firing through corners. While the Range Rover is super-smooth and calm, the Sport has a bit more aggro and doesn't mind being driven hard.

Naturally, it's not X5 M or AMG-levels of fast and furious, because it's still keen to take you down tracks and along beaches in a way its German rivals could only dream of doing.

In the places where it will spend most of its time - suburban streets and highways - it's brilliant. Yes, it's big, and therefore you need your wits about you (a standard blind-spot monitor would help), and parking spaces aren't always big enough, but the smooth ride and cosseting cabin will ensure calm progress.

For a whopper of a car, you'd think a four-cylinder turbodiesel would get a bit lost, but it's more than up to the task of shifting the two-tonner, spinning happily and quietly to keep you moving. The Ingenium engines are terrific things in petrol or diesel, but this diesel feels very much at home here.

Safety

Porsche Cayenne

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 Sport8/10

The Sport arrives with six airbags, ABS, stability and traction controls, brake assist, reversing camera, forward-collision warning, forward AEB and lane-departure warning. Irritatingly, a blind-spot monitor is an option, which sucks in a car this big.

Neither ANCAP nor EuroNCAP has awarded a safety rating to the Sport.

Ownership

Porsche Cayenne

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.


Range Rover Sport7/10

Range Rover offers a three-year/100,000km warranty with roadside assist for the duration. That's starting to look light-on as non-premium makers pile in to offer five years. The roadside assist covers the usual stuff, but they will also come and get you out of a bog if you've gone rogue on four-wheel-drive trails.

You can cap your service prices with a service plan up to five years/130,000km, and servicing is required every 12 months/26,000km.