When pitching the Porsche cayenne vs range rover, We do not omit the porsche cayenne vs range rover reliability. in this post, we will also be discussing the range rover vs porsche cayenne 2020 and the range rover sport vs porsche cayenne 2020. Continue reading.
Porsche cayenne vs range rover
The new Porsche Cayenne Coupé has been designed to capitalise on growing interest from buyers of high-end, sporty SUVs who really want exclusive style from their new car.
It’s very closely related to the standard Cayenne, but a sloping roofline at the rear end gives it a sportier look, while the model retains the high-up driving position that fans of SUVs love. Another model that really influenced the SUV style stakes was the Range Rover Sport.
Of course we’ve tested this model before, but serial updates have kept it fresh, and it’s now available with a new engine that brings it close to the Cayenne for specification. The P400 we’re testing has a 3.0-litre straight-six petrol motor under the bonnet, which means it’s a rival for the entry-level version of the Cayenne Coupé, which has a 3.0-litre V6.
We’ll find out which of these high-end models is the best to drive and which has the best engine, but every other area will also go under the microscope. The winner will need to satisfy in the other core areas that SUV buyers are looking for: hi-tech kit, comfort, luxury and quality.
Porsche Cayenne Coupé
|Porsche Cayenne Coupe|
|Engine:||3.0-litre V6 petrol, 335bhp|
|Annual road tax:||£465|
The Porsche Cayenne Coupé is available with a range of engines, and here we’re looking at the entry-level version with a 3.0-litre turbo V6 petrol. It costs from £63,464, which is around £5,000 more than the equivalent Cayenne SUV in the same spec.
The Cayenne Coupé uses a 3.0-litre V6 turbo, which is different to the 2.9-litre V6 in the S version, and it has 335bhp and 450Nm of torque. This trails the new P400 engine in the Range Rover Sport, which has 395bhp and 550Nm. Both use eight-speed automatic gearboxes driving all four wheels.
The Porsche’s cabin is more driver-focused than the Range Rover Sport’s, and it has a great driving position that’s reminiscent of the brand’s sports cars without losing the high-up feel you get from an SUV. Material quality is very good, and the Cayenne feels better built than its rival as well.Advertisement
We already know that the Cayenne is at the top of its class when it comes to handling and driver enjoyment, and the Coupé is no different. It retains some Porsche handling magic even with its high, heavy body. The steering is precise and well weighted, the suspension controls body roll very well and there’s lots of grip.
The powertrain is down on power next to its rival here, but performance is still excellent. The Porsche was faster than its rival from 0-60mph by nearly a second: it took 5.2 seconds in our tests, while the British car took 6.1 seconds. The Cayenne was also quicker from 30-70mph through the gears, taking 4.8 seconds (the Range Rover Sport took 5.2).
This is partly because the Porsche is 255kg lighter, and partly because the gearbox is excellent – it shifts very quickly in manual mode, yet isn’t jerky, while in auto mode it’s smooth and relaxed.34
The V6 engine is fit for purpose, too, because it has a sporty-sounding exhaust note when you rev it hard, yet it’s quiet and smooth enough to feel luxurious in everyday driving. It’s a more urgent and responsive engine than the straight six in the Range Rover Sport, which feels muted and relaxed in comparison. It means the Cayenne Coupé seems more alert and lively from behind the wheel, its eager motor matching the sharp handling.Advertisement
The Cayenne Coupé is comfortable, too. Sophisticated damping means it gets smoother the faster you go, soaking up bumps on the motorway easily. Its heavy kerbweight is noticeable when you go over big bumps around town, though, and at low speed the Cayenne doesn’t deal with poor road surfaces as well as we’d like. Neither does the Range Rover Sport – these cars’ large wheels prevent them from settling down until higher speeds get the dampers working harder.
This means both are much more at home on the motorway than around town – probably a blessing given their size and limited visibility. Wind and road noise is minimal in the Cayenne Coupé, and the strong performance means overtaking is easy.
The Cayenne Coupé’s sloping roofline means that there’s less glass in the back windows, so it’s a bit dark in the rear seats. There’s loads of legroom, but headroom is tight in the back, and there are only two seats. This means the Porsche loses out in a big way in this respect.34
With 625 litres of space in the boot, it’s still pretty practical, despite the low roofline. This figure isn’t as impressive as the Range Rover Sport’s 780 litres, though, and the British model also has plenty of room in the rear, where there’s a full bench rather than the two individual seats in the back of the Porsche. There’s even a seven-seat option, adding two extra seats in the boot that are suitable for kids. The Range Rover Sport is the more practical choice.Advertisement
EURO NCAP gave the regular Cayenne the full five stars, and this score will also apply to this Coupé version. But you have to pay extra for key safety options such as lane-keep assist (£783), and blind-spot warning (£548), although AEB is standard, as is a reversing camera.
The Cayenne Coupé returned 22.6mpg during our test, which means it will cost £3,078 a year to run at current fuel prices. The Range Rover Sport with its new six-cylinder engine returned 23.0mpg, which works out at £3,024 a year.
Both models sit in the top 37 per cent bracket for company car tax, but the Porsche’s lower list price means it’s cheaper as a company vehicle. A higher-rate earner will pay £9,195 for the Cayenne Coupé, but it’s £10,265 for the Range Rover Sport here.
“The Cayenne Coupé is much lighter than its rival, which helps handling and ride comfort, but it still has a kerbweight of more than two tonnes. Clever suspension disguises it well, though.”
Range Rover Sport P400 HSE
|Range Rover Sport HSE|
|Engine:||3.0-litre 6cyl petrol, 395bhp|
|Annual road tax:||£465|
The Range Rover Sport is one of the most popular large premium SUVs around, so it’s a benchmark for the Cayenne Coupé to beat. Although the model in our pictures is an HST, we’re basing our test on the P400 HSE, which costs £70,695.Advertisement
Design & engineering
This is the first time we’ve tested the Range Rover Sport with the 3.0-litre straight-six petrol engine, although like the rest of the range, it still comes with an eight-speed automatic gearbox that sends power to all four wheels. It’s a powerful motor, with 395bhp and 550Nm of torque beating the Porsche’s figures of 335bhp and 450Nm. However, the Range Rover’s kerbweight of 2,285kg holds it back. This engine features mild-hybrid tech, with a bigger battery designed to boost efficiency.
There’s a lot of suspension and chassis technology included on the Range Rover Sport. Air suspension is standard, with adjustable height settings for ease of access or extra ground clearance where required. For off-roading, there’s an electronic centre differential and Land Rover’s Terrain Response system, which has different modes to choose from: Comfort, Grass/Gravel/Snow, Mud and Ruts, Sand, and Eco. For £930 you can buy the Off Road Pack, which adds a transfer box to switch between high and low ratios, and Terrain Response 2, adding extra tech including a rock-crawling mode. The P400 comes with driving modes as standard, so you can adjust its on-road manners.34
If you’re buying an SUV with the intention of taking it off-road, the Range Rover Sport is among the best options around – the electronics make light work of tough conditions and the chassis is built with this in mind, in contrast to the Cayenne Coupé, which is focused on being good to drive on-road.Advertisement
There’s more equipment included than on the Cayenne Coupé. The Range Rover Sport comes with 20-inch wheels, matrix LED headlights, heated leather seats, keyless entry, climate control, a reversing camera, digital instruments and two central touchscreen displays for the infotainment, including Android Auto and Apple CarPlay.
The Range Rover Sport isn’t as sharp to drive as its rival, but it’s still excellent when you consider how heavy it is. Well weighted steering and a good level of grip mean it’s still relatively engaging for an SUV, and with plenty of performance, it doesn’t lag behind its sportier rival.
It wasn’t as quick from 0-60mph, but the Range Rover’s extra torque meant it was faster in all of our in-gear tests. For example, it took 2.5 seconds to go from 30-50mph in third, while the Porsche took 2.8 seconds, and it took 6.5 seconds to go from 50-70mph in sixth gear, where the Cayenne took 7.3 seconds.34
The Range Rover feels more focused on keeping things relaxed, because the engine isn’t as big a part of the driving experience as the V6 in the Porsche. While the straight six is smooth, it’s not quite as refined as those used by BMW, and the gearbox is slower to shift than the Cayenne’s. It’s not as good at selecting the right gear for the conditions, and on occasion it stays in a high gear too long before changing down, or it holds on to a lower gear for longer than needed when accelerating. The mild-hybrid technology is barely noticeable, the most obvious sign being the stop-start function firing up quickly.Advertisement
Standard air suspension means you can adjust how stiff the Range Rover Sport is on the fly, using the various driving modes. In the softest setting it’s comfortable, but it loses its composure when dipping into potholes, although this is typical of a two-and-a-half tonne car on 20-inch wheels. As you go faster, the ride settles, and motorways are dealt with very well, with the Range Rover staying smooth even over expansion joints.
In its stiffer setting, there’s still body roll when cornering quickly, but it’s not as forgiving or as settled. The car feels more at home being driven sedately.
With its vast 780-litre boot, the Range Rover Sport is the practical choice here. This space opens out to 1,686 litres with all the seats folded, which is 146 litres more than the Cayenne Coupé offers in this configuration. A flush loading lip makes loading and unloading easier, too.
Another key factor is that the Sport is available with seven seats, which will suit those needing to carry extra passengers. Rear-seat space is good, although there could be more room for adults. We’d like a bit more legroom, but headroom is fine.34
Both cars here have a braked towing capacity of 3,500kg, which is good news for those looking to hitch a trailer or caravan. Their powerful engines should make pulling heavy loads easy enough.Advertisement
The Range Rover Sport has more safety kit than the Porsche: a reversing camera and lane-keep assist are both standard on HSE trim. Blind-spot assist is cheaper than on the Cayenne too: it’s part of the £510 Drive Pack.
Land Rover dealers finished 30th in our 2019 Driver Power survey, with a poor level of customer service reported by owners. The brand itself came 20th in the manufacturer poll.
Both these luxury SUVs have strong residual values. Our experts say that the Range Rover Sport will hold on to 55.7 per cent of its value over three years, while the Porsche will keep 58.5 per cent. That means the Sport will be worth £39,349 in three years, losing £31,346, while the Cayenne Coupé will be worth £37,101, losing £26,363.
Insurance costs are steep. Our example driver will pay £999 to cover the Porsche and £1,087 for the Range Rover.
“The Range Rover Sport’s huge 104-litre fuel tank means it costs more than £130 to fill, but gives it a driving range of 526 miles. The Cayenne has a 90-litre tank, giving it a range around 80 miles less.”
THINKING OF BUYING A LAND OR RANGE ROVER?
The Land Rover has been with us for over seventy years, a modest, no-nonsense premise that has gradually evolved into an unrecognisable international institution. From its honest origins as a utilitarian all-wheel drive, the Land Rover and Range Rover brand now represent the twin peaks of SUV ownership, be that workmanlike all-road ability, or the height of automotive luxury.
The original Land Rover enjoyed two largely uncontested decades in the market, before customer demand for greater comfort saw the introduction of the Range Rover in 1970. This divergence of brand identity has since seen several generations of Defender and Discovery produced, alongside equally numerous permutations of the original Range Rover and its own recent off shoots. These include the Sport, Evoque and Velar, all riffs on a central tenant of all-terrain ability allied with varying degrees of exclusivity and comfort.
Today, Land Rover and Range Rover enjoy an enviable if not always wholly accurate reputation for go-anywhere ability, integrity of design and build and enjoy largely unmatched desirability. The recent launch of the new Defender has only served to bolster the brand’s standing, while highlighting the fact that even Land Rover’s most rugged offerings are now being targeted not at the farmers and soldiers who put it on the map, but at a lifestyle clientele for whom appearance is more important than application.
Manufacturers are falling over themselves to produce SUVs or every shape and size today, so much so that we’re spoiled for choice. Land Rover has kept abreast of this broadening of the market, however, evolving its flagship Discovery into a more luxurious family car while aiming to meet the demands of the more outdoorsy with the next Defender. It also sells the Discovery Sport, essentially a Freelander Version 3.0, and has enjoyed similar diversification under the Range Rover moniker. Here, the full-size Rangie is supplemented by the Sport, Velar and entry-level Evoque, creating a variety of new price points and applications.
The SUV is in strangely rude health at the moment and nowhere ruder than at Land Rover, but there is increasing pressure on manufacturers to offer more environmentally sound alternatives to large capacity petrol engines and particulate-heavy diesels. The next few years will see growing numbers of towns and cities limiting or banning such powertrains from their centres, or slapping significant levies on those that are driven within them. Land Rover has hybrid drive systems in development, but for the next few years it will be pursuing its current course, one that is at odds with the national zeitgeist.
WHY BUY A LAND/RANGE ROVER?
Both Land Rover and Range Rover offer a compelling package of space, solidity and refinement that makes them hugely attractive to larger families and anyone wishing to drive in supreme comfort and arrive in unrivalled style.
Genuine off-road ability is something that buyers are looking for less and less, but it is there in spades with the Defender, Discovery and even the full-sized Range Rover. These cars offer highly complex switchable all-terrain systems that are more than a match for most planned departures from the asphalt. But what draws most buyers to the Land Rover stable, and keeps them there, is the opportunity to waft about in a quiet, cosseting cabin, sitting in a seat that’s more comfortable than your favourite armchair.
WHAT TO BUY?
There are no turkeys in the Land Rover and Range Rover line-ups and your decision can afford to be fairly subjective, led by budget and personal preference. The first generation Evoque wasn’t up to snuff in terms of interior quality and packaging, but it has recently been replaced with a car that improves on the original concept in every direction.
In terms of older offerings, the final iterations of the last Discovery are sought after for their stately, angular architecture and versatile, hard-wearing interiors, while the original Defender, which only ceased production in 2016, is increasingly collectible.
Looking ahead, the new Defender will be in huge demand when it arrives en masse in 2020. The most desirable model looks likely to be the short wheelbase 90, with its nostalgic styling and proper second row of seats – something that was frustratingly absent from its predecessor.
If you are considering a classic Land Rover, the early Series models are the ones to plump for, while the original three-door Range Rover has also become something of a collector’s item. These cars offer a decent degree of dependability for a genuine classic, and are very useable as second or third car.
HOW MUCH TO SPEND?
These days a sensibly optioned Range Rover is a six-figure car, although the base price for the company flagship is a little over £83,000. At the other end of the spectrum, an Evoque 2 can be on your drive for as little as £32,295.
Pricing for the new Defender pitches Land Rover’s most anticipated new product somewhere in the middle, with the long wheelbase 110 starting at £45k, while the pared back ‘Commercial’ 90 will still be £35k before VAT.
Residuals are not great on either Land Rover or Range Rover products, built as they are in high numbers and commonly leased, but this means there are some bargains to be had on well-maintained low mileage second hand cars and there’s a strong national network of approved used dealers.
When it comes to the classics, there are some real bargains to be had after almost 70 years of continuous production. Really early Series Land Rovers are starting to be regarded as investment pieces, however, and it is possible to spend £135,000 on a ‘Reborn’ Range Rover from Land Rover Classic.
BUYING ON A BUDGET
There are plenty of tired old Defenders out there that can be snapped up for comparatively little and vastly improved over time without breaking the bank. Neglected early Range Rovers will likely as not be rusty, however, and those sorts of repairs can spiral.
As for new cars, strong diesel engines can go round the clock but overall build quality has been hit-and-miss in Land Rover’s recent past under the control of both the Premiere Automotive Group and Tata. Insist upon a comprehensive service history and shop around.
There are a number of different finance options to get you behind the wheel of a new or used Land Rover or Range Rover. Hire purchase allows you to pay for your car in monthly instalments with the option to buy outright at the end of a fixed term contract.
You can also get a lease purchase agreement that’s similar to a hire purchase agreement, where you make monthly payments, but lower due to the lump sum deferred to the end of your agreement, also known as balloon payment.
Should you wish to make a purchase without selling the car you already have, you can also take advantage of car equity release, allowing you to borrow against the value of your existing collection.
|RANGE ROVER SPORT 2018|
|REPRESENTATIVE FINANCE EXAMPLE|
|Total amount of credit||£61,200|
|Total charge for credit||£13,140|
|48 monthly payments of||£828|
|Final balloon payment||£34,000|
|Total amount payable||£81,140|
|Fixed rate of interest per annum||6.39%|
|Duration of agreement||49 months|
*Shown above is a hire purchase with balloon finance example, purely for indicative purposes. Please contact one of the team for a tailored quotation.
If you borrow £61,200 and pay a £6,800 deposit to the dealer for a car with a cash price of £68,000 over 48 months at a Representative APR of 6.9% and an annual interest rate of 6.39% (fixed), you would pay £828 monthly with one final balloon payment of £34,000. The total amount payable including your deposit and fees would be £81,140.
BUYING AS AN INVESTMENT
No modern Land Rover or Range Rover product is likely to offer you a return on your investment unless you are looking to flip a new Defender for a small profit. There is a little more scope with a classic Land Rover or very early Range Rover, but these were volume production cars that lack the necessary scarcity today to make them really sought after among serious collectors. A highly original Land Rover is one to drive and enjoy, rather than mothball for a rainy day.
THINGS TO CONSIDER:
1. CAN YOU AFFORD IT?
Even a hybrid Range Rover has a conspicuous thirst and cars of this size and complexity are seldom cheap to run and maintain. Expect to be clobbered by emissions-based charges if you drive a big diesel through town, and anticipate a healthy hit of depreciation when buying new.
2. MAINTENANCE / INSURANCE/ ADDITIONAL COSTS
A large SUV will see you visiting the pumps more often than most. They are also expensive to insure and tax, so make allowances for that. Regular maintenance is a must, as is a comprehensive service history if you are buying second hand.
Despite trading on a reputation for go-anywhere abilities, Land Rover and Range Rover running gear has been prone to failure in the past, particularly the air-suspension which is a common cause of the dreaded ‘Limp Home’ mode. Buy from an approved dealer and make sure there is a proper warranty included.
3. WHAT TO LOOK FOR?
The latest Land Rover and Range Rover families are by-and-large well-built. Take a test drive in any second-hand model, however, and ensure that all the electronic systems work, from powered sunroof and windows to the tricky Terrain Response driving modes. The best thing you can do is check through the service history to ensure all major service points have been recorded, and make sure that the car comes with a comprehensive warranty. HPI check any prospective purchase against theft, accident damage or outstanding finance.
Original Land Rovers rust in the chassis and bulkheads and it is not uncommon to find extensive repairs or even a full replacement underneath. The original Range Rover, steel-bodied and largely unprotected against corrosion, is also extremely vulnerable to rot, especially around the split-tail gate. Prices are creeping up on old Landie parts now too, so look for the very best you can afford in the first instance.
4. OTHER THINGS WORTH KNOWING
Land Rover’s own approved used network is the best place to begin your search for a modern Land Rover or Range Rover: https://used.landrover.co.uk/
The classics, meanwhile, are ably supported by a number of well organised owners’ clubs, both regional and national. Forums and classifieds abound, with varying levels of expertise, but there is no shortage of advice out there and a similar abundance of cars to choose from. There is also a wealth of technical advice, parts and fully warrantied servicing available from Land Rover Classic.
SERIES IIA LAND ROVER
A subtle but useful evolution over its forebears, the IIA Land Rover arrived in 1961, offering better styling and refinement, although there was still precious little of either. The car was offered for the first time with a diesel engine in this period, however and it was the IIA that, with its pick-up, canvas back and short and long wheelbase wagon configurations, really took hold on a global scale. This is the definitive Landie and a true automotive icon.
Bowing to popular pressure to create an off-road vehicle that is customers could tolerably drive on the open road, Land Rover produced the first Range Rover in 1970. The three-door wagon has stood the test of time, both attractive and functional, and it still influences Range Rover’s design language to this day. Powered by lazy Rover V8s and boasting dual range permanent all-wheel drive, the Range Rover created the very concept of the SUV as we know it.
RANGE ROVER VELAR
Range Rovers diversification has not always struck a chord with the traditionalists, but the Velar, its mid-priced, road-oriented lifestyle offering, is a triumph of 21st design. Exterior and interior alike, this is a head-turning car that encapsulate all that is right with Jaguar Land Rover at the moment. Its more compact dimensions allow it to cope well in cities, while a light, spacious and ultra-modern cabin is a joy to breeze about in.
LAND ROVER DISCOVERY IV
The second iteration of the handsome, angular Noughties Disco, the D4 had ironed out most of the reliability issues that dogged the D3, while steadily improving refinement and powertrains. After the arrival of the controversially styled L462 in 2017, demand for low-mileage D4s spiked noticeably and the best-kept of these cars will continue to be coveted by the Land Rover cognoscenti for years to come.
RANGE ROVER VOGUE
The fourth generation Range Rover, internally coded L405, is another high point for the Land Rover brand. This stately flagship SUV, which arrived in 2012, debuted a new aluminium monocoque chassis that shaved off as much as half of tonne over its predecessors, significantly improving driving characteristics and efficiency in the process. The definitive full-size SUV, the Range Rover continues to set the standard by which all others are measured.