Volkswagen Tiguan vs Porsche Cayenne

What's the difference?

The new Tiguan is as confident as ever in its identity, even in such a crowded mid-size SUV space where there are so many models worthy of your attention.

No matter which version you choose, this is still the mid-size SUV for a driving enthusiast who doesn’t quite have premium dollars to spend.

While it may not quite expand its appeal as much as the brand hopes precluding a hybrid variant, those who are choosing this as their family hauler for the right reasons won’t be disappointed.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

There is a lot riding on this new Cayenne Electric, it is the sales leader for the German brand and if it suffers the same sales decline as the Macan, that will be a big concern for Porsche.

The good news is it’s an impressive all-rounder, with an incredible breadth of capability. But so is the electric Macan.

Going electric hasn’t diminished its trademark Porsche elements, and instead has amplified them in many respects. The speed is nothing short of staggering in the Turbo, but across the range the on and off-road driving ability is impressive. 

Plus it has the kind of spacious, well-considered and premium appointed cabin you should expect for a luxury SUV.

There are two key differences that could see it succeed where the Macan has faltered. Unlike the Macan, Porsche’s decision to give Cayenne buyers the option to stick with internal combustion if they prefer, is likely to ensure it remains a popular member of its line-up for years to come.

And while the Macan was perhaps too much, too soon, the Cayenne arrives at a time when Australians are embracing electric cars more than ever before. Although the luxury and performance end of the EV market is growing more slowly than the mainstream.

As for the pick of the range, as mind-blowing as the Turbo is, the truth is (like pretty much every Porsche model) the entry-level Cayenne is arguably the pick of the bunch. It has all the performance you’ll reasonably need and offers a good blend of capability and luxury for the lowest price.

Note: CarsGuide attended this event as a guest of the manufacturer with travel, accommodation and meals provided.

The new Tiguan is a bit of a mind-bender. Its new design seems to make it feel smaller than the outgoing vehicle, despite it being both slightly wider and longer.

This, I have decided, is because the design creates a visual effect, where the upper curvier parts seem to shrink it down, and the additional length makes it seem narrower than the more boxy visage of the previous model. Also, it’s 20mm shorter than the previous design, which we’re told combines with the new bodywork to make for a 15 per cent drag reduction.

Either way, it’s nice not to see a mid-size SUV not continually engage in an arms race to get bigger and bigger. Volkswagen will also introduce the dedicated seven-seat Tayron later in 2025. It’s a half-size up and replaces the outgoing Tiguan Allspace, and this time it features a much more distinct design from its Tiguan sibling.

The third-generation Tiguan not only embraces a more curvy design aesthetic than its predecessor, but it also features many more contemporary design elements. The headlights and curvy accents over the wheelarches feel like they more closely associate this SUV with the new ID.4 and ID.5 EVs, while the light bar across the front on some grades combines with the new light bar across the rear to give it a trendy silhouette. It tops things off with the ‘Tiguan’ letterwork on the tailgate, and, as usual, a sporty spoiler fitting giving the rear hatch a bit of depth.

As usual, VW’s array of gloss-black, chrome or plastic garnishes on the outside, depending on grade, offer a subtle and tasteful finish to the exterior appearance.

The inside is revolution rather than evolution, now heavily screen-centri, and featuring an array of lighting features like many of its rivals.

The screens look the part and have fast and mostly straightforward-to-navigate software, while the seat designs are a real highlight, being both aesthetically pleasing and nice to the touch in all grades.

The ambient lighting features add a sense of presence to the cabin, and unlike the outgoing car, the new one feels a bit more driver-centric thanks to the design of the dash and screens effectively pointing their way down the road from the driver’s point of view.

It does away with the sparse feeling of the previous car, elevating things a notch with an increase of nice materials throughout.

While some may find the abundance of gloss-black finishes a bit harder to maintain, it’s hard not to feel like this new Tiguan is a major generational jump from the previous one. Mission accomplished, VW.

For all the positives of continuing to offer the previous generation Cayenne alongside the new one, it does come with some downsides too. The most obvious is unmissable design differences between the older generation and this newer one.

This new electric version has the same basic silhouette of the previous Cayenne, but the details give it a distinctive look. Being electric it needs to cut through the air as efficiently as possible, so this new model is longer and lower than the internal combustion versions.

The details of the design also give it a sharper, more modern look too. Not that the previous Cayenne suddenly looks old and outdated, but if you stick with petrol power you will be sacrificing the latest styling.

Another surprising design element with this new model is an optional off-road package, which includes a unique front bumper for greater off-road clearance and approach angle. It’s unlikely that too many Cayenne Electric owners will head deep into the bush, but for those who want to, the unique bumper will help them go further. 

However, it does create a rather unusual look, as it has quite a pronounced undercut, or what I referred to as an ‘overbite’ that definitely doesn’t look as well-proportioned as the standard bodykit.

Inside, for all the hype around Porsche performance, one of the brand’s standout features has always been interior design. 

This new Cayenne looks really interesting inside, with curved screens for the digital instrument display and the multimedia system, as well as the option to add a third screen in-front of the passenger. 

The overall level of fit and finish, the detail and quality of the materials is exactly what you’d expect from a premium brand and an SUV at this price point.

Like the previous model, VW hasn’t forgotten its pragmatic touches for the interior, despite its increase in complexity and appointments.

Finding a driving position was easy for me at 182cm tall, with both a healthy adjustment range for the seats and steering wheel. The digital instrument cluster remains one of the best on the market in terms of usability and customisation, while the multi-function steering wheel commits to buttons rather than the widely-disliked haptic feedback panels, which have appeared on various other VW models.

Unfortunately, this doesn’t entirely extend to switchgear for key functions, with the climate control exclusively controlled via touch sliders, a touchscreen menu or the Tiguan’s new voice control suite, none of which are as intuitive as just having a physical dial for temperature and fan speed and buttons for recirculate, auto and on-off.

However, the Tiguan does have a central dial on the console, which can cycle through volume control, drive modes or ambient lighting modes when pressed. A welcome addition.

Moving the shift stalk to the steering column, like the ID.4 and ID.5, has also allowed additional space for the centre console area, which is now quite versatile. It includes a variable-height armrest console box with either dividers or a dual-bottle-holder fitting, which can be interchanged between the two areas, while the dual-charging bays up front have a rubberised cover, which can be pulled down as to not waste the storage space. This has the additional feature of making the cooling system for the wireless charging phones more effective.

There are two large bottle holders and pockets in each door, which have a carpeted finish to reduce vibration, and there’s also a passenger glovebox.

The rear seat offers a healthy amount of space behind my own driving position. I had leagues of knee room and a healthy amount of airspace above me, however the presence of a tall raise for the transmission tunnel eats into the amount of room a centre passenger would have for their feet.

The comfortable seats continue and are on rails if you need to increase the amount of room in the boot, or simply want a more aggressive recline. When it comes to storage, there are bottle holders in each door, a drop-down armrest with dual bottle holders, dual USB-C outlets on the back of the console, as well as dual air vents with a touch control panel for the independent third climate zone. The only thing it seems to be missing is built-in window shades, which are offered on some Skodas and the now-discontinued Passat (RIP).

The boot helpfully features a powered tailgate on all grades, and measures in at 652 litres with the second row up, or 1650L with the seats down. Numbers can be deceptive, but it does seem large for the class, and there’s a space-saver spare wheel under the floor.

As for the space and practicality, once again Porsche showcases that it’s not a one-trick pony brand. As fast as the Cayenne Electric is - and is very fast - the designers have also ensured it is a genuinely spacious vehicle for a family.

The second row space is good, enough to take two adults in comfort and easily accommodate three kids.

The SUV is obviously the more practical of the pair, with the Coupe losing some rear headroom.

As for the boot, space varies between 781L for the Cayenne SUV and 747L for the S and Turbo SUVs, while the Coupe looks sleeker but comes at the expense of cargo capacity, dropping to 534L for the Coupe and Coupe S and just 500L for the Coupe Turbo. 

The technology integration is well-considered too. One highlight is the new curved central multimedia screen, which has a palm rest that extends out from the centre fascia to make it more ergonomic to use the screen. 

The intuitive menu, as well as the physical controls for the volume and climate control, plus the ability to integrate the smartphone apps, means the key non-driving functions are incredibly easy-to-use, even on the move. 

Integrated into that palm rest is a large centre console space between the front seats, which has both wireless smartphone charging as well as four USB-C ports and two cupholders. It means there is plenty of small item storage space to go with all the room for people.

Starting with the basics, there are two different variants of the new Cayenne - the SUV and Coupe - and three trim grades to choose from - the entry-level model (known only as ‘Cayenne’), the sportier S and the flagship Turbo.

A major factor in the sales decline of the Macan is undoubtedly the rising cost of the car, which leapt up as much as $30,000 on some variants. So Porsche has been more careful with how it has positioned the Cayenne.

The new electric Cayenne is still a more expensive proposition, with the standard Cayenne SUV starting at $167,700 ($173,500 for the Coupe), which is over $20,000 more expensive than the equivalent petrol-powered model. It should be noted that that doesn’t factor in the increased performance and level of standard equipment, which includes air-suspension across the entire electric range.

Moving up the range, at $193,000 (Coupe - $194,500) the Cayenne S Electric is only just over $8000 more than its petrol alternative but the $259,800 (Coupe - $272,000) Turbo is actually more than $40,000 cheaper than the Turbo E-Hybrid. So it is not as simple as saying the electric Cayenne costs more across the board.

However, this isn’t the only one of the key differences between Porsche’s Macan and Cayenne strategy. The Cayenne petrol and hybrid models are here to stay for the foreseeable future. Rather than being completely replaced by the electric version, Porsche has learned its lesson and is giving customers more choice. 

Officially Porsche hasn’t confirmed a new-generation of Cayenne petrol/hybrids, but all signs point to a new version coming in the next few years to carry on internal combustion power deep into the 2030s.

Porsche Australia also knows that the competitiveness of our very crowded market means extra equipment is a good idea. So all Australia-bound Cayenne Electrics come relatively well equipped, and more so than most overseas markets. For example, all local examples are fitted with air suspension as standard.

For the Cayenne, standard equipment includes:

• 20-inch alloy wheels
• Matrix LED headlights
• Illuminated ‘Porsche’ lettering on the bootlid
• Panoramic glass roof
• Dual-zone climate control
• Eight-way adjustable sports seat
• 10-speaker sound system
• Wireless Apple CarPlay and Android Auto 

For the extra money - aside from extra performance we’ll detail later - the Cayenne S adds: 

• 21-inch alloys,
• Four-zone climate control
• Bose surround sound audio system with 14 speakers

The Cayenne Turbo adds even more performance as well as:

• 22-inch alloys
• Unique lower front bumper
• Porsche Active Aero Dynamics with active Aeroblades
• HD-Matrick LED headlights
• Variable light control for the panoramic roof

Adaptive sports seats with 18-way adjustment

There are three engine options in the Tiguan range, and it is notable none are even mild hybrids (MHEVs) in 2025.

The base engine present in 110TSI variants is even a carryover 1.4-litre four-cylinder turbocharged petrol engine, providing 110kW/250Nm to the front wheels. The big news for these base cars is the dry-clutch DCT has been swapped out for the better-performing wet-clutch version, which also has various improvements made to it for this iteration. Notably, VW has stripped-out the stop-start system with this engine and transmission combination. 

The brand says it opted not to use the more recent 1.5-litre MHEV version of this engine as it simply didn’t need it to meet Australia’s new emissions standards and it would have added a prohibitive amount to the cost of entry-level variants to justify its inclusion in the range.

Next up is the new 150TSI engine. It is a 2.0-litre turbocharged four-cylinder unit, which replaces both the 132TSI and 162TSI engines from the previous-generation model. It provides 150kW/320Nm and drives all four wheels via the same seven-speed dual-clutch automatic. This engine also reintroduces stop-start.

At the top of the range, solely available on the R-Line, is the 195TSI engine. VW says this offers buyers of the previous Tiguan R somewhere to go, but also an option for those who wanted more than the previous 162TSI R-Line offered. The 2.0-litre four-cylinder turbocharged 195TSI engine is sourced from the Golf GTI and produces 195kW/400Nm, driving all four wheels via the same seven-speed dual-clutch. It reduces the 0-100km/h sprint time from 7.1 seconds to 5.9 seconds.

It is a shame in the current environment VW hasn’t chosen to make a splash with the 1.5-litre plug-in hybrid (PHEV) variant, which is available overseas. This Tiguan features a 25kWh battery paired to the 110kW engine to make for an estimated 100km electric-only driving range. It even features both 11kW AC charging and 50kW DC charging for convenient top-ups.

If you want it, tell your dealer. VW tells us they’re working on a business case for the PHEV in the background, but if you want electric driving for now, it’s pointing current customers to the ID.4 (from $59,990 before on-roads).

As mentioned earlier, there are three initial Cayenne Electric variants and each offer a different powertrain option. All are dual-motor, all-wheel drive but the power levels vary greatly depending on what you spend.

The standard Cayenne Electric comes with 300kW (325kW on Overboost), which is enough for this five-seat, family friendly SUV to launch 0-100km/h in just 4.8 seconds, which is genuinely impressive.

However, stepping up to the Cayenne S raises the power level to 400kW (490kW on Overboost) and drops the 0-100km/h time to 3.8 seconds.

Finally there’s the Cayenne Turbo, with up to 850kW of power and a claimed 0-100km/h capability of just 2.5 seconds. Which is borderline crazy for such a big SUV. 

It is worth explaining that the 850kW claim for the Cayenne Turbo is only available for short bursts of performance when you activate Overboost, and the ‘standard’ output for the two electric motors is 630kW, which may sound like a lot less but is actually more than enough to make the Cayenne Turbo feel fast anytime you need more performance.

Efficiency is remarkably even across the Tiguan range, with the new engines and updated transmission helping to make things reasonably straightforward.

The base 110TSI versions have an official/combined fuel consumption of 7.6L/100km, as do the 150TSI versions thar benefit from the stop/start system but have the added heft of all-wheel drive.

The top-of-the-range 195TSI R-Line, meanwhile, is said to consume 8.5L/100km. All versions require 95RON mid-shelf unleaded. And for those who care, the 110TSI and 150TSI produce 173g/km of CO2, while the 195TSI produces 194g/km.

Interestingly, the 110TSI variants have a 55-litre fuel tank, while the 150TSI and 195TSI have a 58-litre fuel tank.

The Cayenne is Porsche’s third electric model, after the Taycan and Macan, and it shows. The brand has taken battery production in-house for the Cayenne, producing the 106kWh unit at its own factory in Eastern Europe.

Range is rated at 542km for the Cayenne, 571km for the Cayenne S and 537km for the Cayenne Turbo.

Thermal efficiency is the key selling point for Porsche, as it unlocks not only the peak performance but also the repeatability that allows the Cayenne to launch so quickly over and over again. It’s notable, that unlike most other EVs that get slower the more time you extract peak performance out of them, Porsche was happy for us to undertake multiple acceleration runs in the same vehicle.

But that’s not the only trick Porsche has up its sleeve. It will be introducing inductive charging with the Cayenne. This means you’ll be able to buy a charging pad you can place on the floor in your garage, and simply drive it, park on top of it and the Cayenne will charge wirelessly.

This has the potential to be a game-changer for EV buyers as it removes the need to plug in to replenish the batteries, making life even easier for owners. It’s not available in Australia at the time of publication, but the company says it will be available from the fourth quarter and all Australian-delivered models, even those sold now, will be able to be retrofitted to take advantage of the technology.

The Tiguan range has some significant upgrades from behind the wheel this time around, but there are a handful of areas where I was surprised to find it didn’t quite live up to expectations.

Firstly, the seating position and driver-centric cabin design make the Tiguan feel like more of a driver’s car than ever before. The bucket-style seats and the high beltline combine to make the seating position feel like more of a hatchback than an SUV. Yet visibility out of the cabin is healthy thanks to large windows and mirrors.

As you set off, the Tiguan feels smoother through its drivetrain than its predecessor, thanks to the new dual-clutch automatic being sandpapered when it comes to its initial engagement and shift-mapping. Even the base 110TSI, which can sometimes struggle for initial torque thanks to a dollop of turbo-lag, has a decent roll-on, and with no stop-start system this time, it’s much more friendly when hopping on the accelerator from a standstill.

The steering tune is great in all grades, helping to make this new Tiguan feel light and reactive, despite its slightly expanded dimensions. This lightness is a trait which shines through on this new version, making it feel much less pedestrian than almost all of its rivals.

On the base variant, this can be to its detriment at times, with the 110TSI engine occasionally overcoming the grip of the front tyres when a lot is asked of it, however all-wheel-drive versions are much more confident in their footing, not only delivering power in a more linear fashion, but also putting it to the ground more smoothly.

R-Line variants, with wider and more expensive tyres, are reactive, grippy, and simply outstanding to drive in this mid-size segment, with the 195TSI bringing a strong additional lump of torque and a throatier engine note.

Indeed, this version of the Tiguan leans into the nameplate’s best traits and solidifies its position as the driver’s option in the segment. The 150TSI R-Line in particular stood out as raucous amounts of fun for a mid-sizer for a fair price, as it could be driven significantly harder than the more powerful 195TSI.

However, this new Tiguan was also not without some disappointments. The amount of road noise in all grades was notable, and while VWs are usually known for their balanced ride quality, all Tiguan variants also featured a certain seemingly inherent firm response to sharper blemishes in the road, perhaps a cost for the otherwise superb body control.

These blemishes in driving ambiance were relatively minor in scale, but surprising to find nonetheless.

Porsche Australia invited us to drive the new Cayenne Electric in Port Lincoln, South Australia. While a picturesque part of the country, it seemed like an unlikely venue to test drive a new Porsche, as it’s typically Ford Ranger/Toyota HiLux country.

But one of the reasons Porsche launched the Cayenne Electric in regional South Australia was because they had managed to find a small airstrip we could use to fully explore the acceleration potential. 

Even some operator error, which meant my launch was using ‘just’ the 630kW, the acceleration was sickeningly fast and had me hitting more than 170km/h in just 200m. With the full 850kW unleashed the Cayenne is actually faster 0-100km/h than Porsche’s hero sports car, the iconic 911 Turbo S. 

That alone is a remarkable achievement, but Porsche had a few more reasons for taking us to Port Lincoln. After a drive on some sealed roads, which demonstrated the SUV's on-road composure, we found ourselves heading off-road… more off-road than I thought possible (or at least sensible) in a Porsche.

After surviving some of the gnarliest rocky roads, we found ourselves in some stunning sand dunes. We were driving the Cayenne S with the optional off-road package but the only other modification was to let down the tyres.

Carving through sand dunes like you’re in the Dakar Rally is likely to be a rare job for the Cayenne Electric, but the fact it is capable is immensely impressive and helps to demonstrate the breadth of capability that this electric SUV has.

But Porsche wasn’t finished showing off just how multi-talented the Cayenne is. 

They had a Cayenne Turbo attached to a trailer, carrying the previously beaten 911 Turbo S, to prove that it can live up to its claimed 3500kg towing capacity.

Towing a nearly $600k sports car with a $260k SUV is an expensive way to demonstrate the point, but the Cayenne didn’t miss a beat. Certainly the battery was dropping more rapidly than it was unladen, but the electric Cayenne underlined that it can do everything the petrol versions can manage (at least over a short distance).

As for safety, the Cayenne Electric is as well equipped as you should expect a car at this price to be. There are all the features that have become the norm, including speed limit warning, autonomous emergency braking, lane keeping assist, etc.

But it’s not the fact that it has all the safety features that’s impressive, it’s the level of calibration. Yes, the speed limit warning will go off if you speed, but generally the other safety systems were very well-behaved and understated during our drive.

However, the only caveat with that is our drive was almost entirely in regional areas, so we should reserve final and definitive judgement until we get it into the urban environment. 

As for its safety rating, the Cayenne was crash tested by Euro NCAP in December 2025 and awarded a maximum five-star score. It is unlikely ANCAP will crash test such an expensive model here, so expect the same rating to carry over barring something unusual.

Volkswagen offers the Tiguan with its usual five-year/unlimited-kilometre warranty. While this is still the prevailing standard, the warranty wars are back with more manufacturers pushing into the seven-to-10-year category.

The Tiguan requires servicing once every 12 months or 15,000km, although pricing for the service packages was yet to be revealed at the time we put this review together.

The Cayenne Electric is covered by Porsche’s usual three-year/unlimited kilometre warranty, and the battery gets eight years of coverage.

Both of these are fairly standard by historical terms, but with so many luxury brands - including Audi, BMW, Lexus and Mercedes-Benz - all now offering five years of coverage, it does leave Porsche lagging behind.

Servicing intervals are every 12 months or 15,000km, whichever comes first, which is standard for an internal combustion engine vehicle.

Porsche doesn’t offer capped-price servicing, so prices may vary from dealer to dealer. However, the brand does sell a special EV-focused ‘Porsche Scheduled Maintenance Plan’ that costs $1995 for three years, $3695 for four years and $3995 for five years of servicing.