Volkswagen Touareg VS Porsche Macan
- Steering’s modest road feel
- Sport mode too harsh
- Lane guidance overly keen in corners
- 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
Synergy. A corporate buzzword that’s hard to kill. Up there with drilling down, reaching out, and moving forward.
But it’s surely still a favourite in the VW Group boardroom, because the MLBevo platform this new, third-generation Volkswagen Touareg sits on, also underpins the Audi Q7, Bentley Bentayga, Lamborghini Urus, and Porsche Cayenne.
Talk about shifting the paradigm… it’s pretty much a synergasm!
And rather than the previous multi-model range, the 2019 Australian Touareg launch line-up has been stripped back to just one… appropriately called the Launch Edition.
And we’ve driven it on some great touring roads across Tasmania from east to west to find out how it measures up.
|Engine Type||3.0L turbo|
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 third-gen Touareg has been updated in all the right areas, especially safety, dynamics, and media. It’s beautifully built, ultra-practical, and even though it’s playing in the around $100k premium SUV space the value equation stacks up. Question only time can answer is whether the VW badge on the grille can match the premium cred of its top-shelf competitors. We’re looking forward to driving the variants above and below it, arriving before the end of the year.
Can the Touareg cut it in the premium SUV big league? Tell us what you think in the comments section below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
VW’s sleek and serious corporate look has been successfully applied to this sizeable canvas. It’s undoubtedly conservative, but to my eyes anyway, refined and neatly composed.
Lots of strong, horizontal lines characterise the exterior design, and even though the car stands close to 1.7m high, its turret slopes gently towards the rear where the bulbous wheelarches form a distinctively broad hipline.
The narrow headlights are tricky ‘IQ’ LED matrix units, standard rims are no less than 20-inch ‘Braga’ design alloys and liberal application of chrome and other bright metal finishes stands the Touareg apart. And 2019 is fast becoming the year of the font, with VW joining several other makers (Hyundai, Haval, Porsche) in applying ultra-cool, minimalist typefaces to the branding of their cars.
Inside is a world of top-shelf leather and bright metal details, and the big news is availability of the ‘Innovision Cockpit’ a combination of a 12.3-inch configurable instrument display, and a 15.0-inch TFT media touchscreen. All customisable, all beautiful. But… it costs $8000 extra.
Standard issue is a conventional analogue instrument cluster with a 7.0-inch info screen in the centre, and a 9.2-inch media screen alongside.
The horizontal theme is continued by the bright finish air vent grilles, and ambient strip lighting.
A range of high-quality soft-touch materials around the dash and doors are complemented by black surfaces on the console and brushed metallic highlights around the cabin.
‘Pure White’ is the only no-cost paint finish, with ‘Reef Blue’, ‘Silicone Grey’, and ‘Deep Black’ on the options list.
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.
Still a five-seater, this Touareg is longer, wider, and lower than the close to 10-year old second-gen model it replaces.
There’s stacks of space in the front and plenty of storage options, including a lidded box between the seats (with USB port inside), a pair of large cupholders in the centre console, a generous glove box (with SD and SIM card slots) and door pockets with bottle holders.
A covered compartment in front of the gearshift houses a wireless charging platform for compatible mobile devices as well as a 12-volt outlet and another USB port. Plus, there’s a netted pocket on the passenger side of the transmission tunnel.
Rear passengers benefit from backrest angle adjustment of up to 21 degrees and a slide mechanism that shifts their seat up to 160 mm fore and aft.
Not surprisingly, there’s heaps of head, leg and shoulder room on offer, the door bins again cope easily with medium to large bottles, there are two cupholders in the fold-down centre armrest and netted pockets on the front seat backs.
Dual-zone ventilation and climate control adjustment is built into the rear of the front console, with two USB power sockets and another 12-volt outlet in a drop-down drawer below. Family road trips would be a breeze.
And around the back, there may not be a third row of seats, but the cargo space is huge; at 810 litres with the rear seats upright, around 16 per cent bigger than the out-going model’s 697 litres.
This massive boot would swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram like a St Bernard hoovering up doggie treats.
Air-suspension (with easy to reach buttons near the rear door) means you can lower the car when required for heavier loads and folding the 40/20/40 split-folding rear seats (via handy release levers on either side of the load space) delivers a footprint large enough for a small suburban sub-division, or at least a claimed 1800-litre volume.
There’s yet another 12-volt outlet back there, as well as tie-down anchors at each corner of the floor and a couple of flip-out shopping bag hooks.
The spare is the odd looking, but actually amazing collapsible Vredstein ‘Space Master’ that inflates from a tiny sidewall special to a full-size temporary, speed-limited replacement.
Towing capacity is 750kg for an unbraked trailer and an impressive 3500kg braked, and you can bet everything from a horse float to a boat or van will be a regular attachment for many Touareg owners.
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
And VW says this Launch Edition’s standard spec is like a tasting plate of available options, with an entry model below it, and a flagship above due before the end of the year.
And that plate is more like a smorgasbord. Over and above the included safety tech (covered in the safety section below), the Touareg features the 20-inch alloys, ‘IQ Matrix’ LED headlights (high and low beam) with integrated LED DRLs and dynamic indicators, four-zone climate control, adaptive cruise control (including programable speed limiter), inductive wireless phone charging, air suspension with adaptive damping, Park Assist (parallel and perpendicular) front and rear parking distance sensors, as well as a reversing camera (with multi-angle views and dynamic guidelines) and an ‘Optical Parking System’ in the multimedia display.
The “leather-appointed” upholstery is Savona leather (which VW alleges is a notch above Nappa), the eight-speaker ‘Discover Premium’ audio and sat nav system is run through a 9.2-inch colour touchscreen (with voice and gesture control) with Bluetooth phone connectivity and a USB interface for Apple CarPlay, Android Auto and MirrorLink.
There’s also keyless entry and start, a 7.0-inch colour screen in the instrument display (covering nav, audio, phone, vehicle status, driving data and assist systems), auto headlights, LED ambient lighting (in door trim inserts) as well as lighting in the front and rear footwells, an electric auto tailgate, a three-spoke leather-trimmed flat-bottom steering wheel (with electric height and reach adjust), rain-sensing wipers, and roll-up sunshades in the rear doors.
Then there are the ‘ergoComfort’ front seats. Not only are they 18-way electrically adjustable (with three-position memory) but heated and ventilated, with pneumatic side bolsters (cushion and backrest) and lumbar adjustment and a massage function with 10 cushions and eight programs. Wow.
A giant panoramic glass sunroof (with electric slide and tilt adjust for the front section) will set you back $3000. Metallic/pearl effect paint (three of the four shades available) costs no less than $2000, and the glass-fronted Innovision package will set you back an extra eight big ones.
As well as the 12.3-inch instrument display (with customisable menus) and the giant 15.0-inch colour media touchscreen, the Innovision pack includes a screen projected colour head-up display (speed, nav and driver assist read-outs), additional multi-colour ambient interior lighting in the dash trim (with a selection of 30 colours), illuminated stainless steel scuff plates and the centre console in gloss black.
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
It uses an iron block, alloy heads and common rail direct-injection with peak power of 190kW developed at 4000rpm, and a stonking 600Nm of maximum torque arriving at 2250rpm. That power number is 20kW down on the European version, with similar reductions applied to other VW models due to Australia’s status as an extreme climate market.
Drive goes to all four wheels via an eight speed automatic transmission, with a centre diff (in the transmission) enabling the system to send up to 70 per cent of drive to the front wheels and up to 80 per cent to the rear.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, with CO2 emissions pegged at 194g/km.
Over two days of mostly highway running on the launch drive program we weren’t able to match that number, with the on-board computer ranging between an average of 10.0-12.5L/00km.
The fuel tank is able to swallow 75 litres of diesel, which translates to a range of 600km on our launch drive figure, and just over a thousand kays using the ADR claimed number.
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.
Since its launch in the early noughties Volkswagen believes the Touareg has evolved from an off-highway bias to become an all-rounder. And on the basis of the Australian launch drive it definitely stands up as a comfortable and capable touring car.
With 600Nm available from just 2250rpm acceleration is rapid, with 0-100km/h covered in 6.5sec. Not bad for a 2.1-tonne SUV, and mid-range thrust is prodigious. There’s half a beat’s wait for turbo spool-up when pushing the right-hand pedal firmly, but nothing you’d classify as serious lag.
The new Touareg is around 100kg lighter than the outgoing model because close to half the metal used in its body’s construction is now aluminium. And similarly, the strut front / multi-link rear suspension set-up is mostly light alloy.
The result is the big Touareg feels surprisingly light on its feet. And while the electromechanical power steering isn’t exactly the last word in terms of road feel, it’s nicely weighted and points well enough.
I’ll put my hand up to unchecking lane guidance in the vehicle settings, though. Even in relatively gentle bends it wants to point the car into the corner early and with steely determination. Best for the freeway.
Shifts from the ZF-sourced eight-speed auto transmission are silky smooth, and a flick over to manual mode brings the wheel-mounted paddles into play. While changes aren’t as snappy as a high-end dual-clutch auto, they’re quick enough to add an extra fun factor.
That said, the combination of the standard air suspension and adaptive dampers delivers the ability to dial in your preferred setting, and as the name implies ‘Comfort’ is superb.
Even over typically coarse rural bitumen surfaces and quick sweeping corners the Touareg remained quiet, stable and predictable. The 285/45 road-focused rubber performed well on range of surfaces including pock-marked dirt, snow and a slushy combination of the two.
Add VW’s Extended Electronic Differential Lock (XDL) helping to direct power to where it’s best applied and you have a car that super easy car to drive on just about any surface (skiiers queue here).
But the ‘Sport’ mode feels out of place. Instantly firming the ride to an uncomfortable degree, it’s pretty much surplus to requirements unless you’re part of the 0.001 per cent of intending Touareg Launch Edition owners intent on gridding up for track days on a regular basis.
More likely is towing duty, so the ability to wash off speed effectively is crucial, and brakes are big discs with six-piston calipers up front. They work with impressive efficiency and smooth progression.
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?
Safety has taken a giant step forward in the third-gen Touareg, which has scored a maximum five stars from Euro NCAP and ANCAP.
Active safety features include AEB (up to 201km/h!), ABS (with emergency brake lighting), BA, EBD, multi-collision brake, traction control, ASR, ESP, ‘Side Assist’ (lane changing assistant), front and rear cross traffic alert, driver fatigue detection, tyre pressure monitoring, ‘Front Assist’ (with City Emergency Brake and Predictive Pedestrian Monitoring), ‘Lane Assist’ (with adaptive guidance), ‘Manoeuvre braking’ (front and rear auto obstacle braking), ‘Emergency Assist’, and ‘Traffic Jam Assist’.
Phew… you kinda need spec assist to take it all in.
And it’s worth calling out the ‘IQ Matrix’ LED headlights with interactive high and low beam beams. Using signals from the front camera a total of 128 LEDs per headlight adjust the light spread to accommodate on-coming traffic and cars ahead, by knocking out individual LEDs in multiple configurations. A neat expression of tech that’s gradually spreading into the mainstream market.
If all that still isn’t enough to avoid an impact, eight airbags are installed (driver and front passenger, front side, rear side, and dual curtain) as well as three baby capsule/child seat top-tether points across the back seat, with ISOFIX child seat anchorage points on the two outer rear positions.
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 Touareg is covered by a five year/unlimited km warranty with the (galvanised) body also covered by a 12 year anti-corrosion perforation warranty.
One year of roadside assist is thrown into the deal, and service is required every 12 months/15,000km.
Although service pricing is yet to be finalised the outgoing model’s ‘Assured Service’ capped price plan offers a guide with annual service averaging $665 for the first five years.
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.