Audi Q7 VS Porsche Cayenne
Audi Q7
Likes
Dislikes
Porsche Cayenne
Likes
- Colossal power and torque
- Comfortable and easy to drive family SUV
- Practical and spacious
Dislikes
- Four-seater only
- Gear shifter position
- Short warranty
Summary
Audi Q7
Audi's Q7 burst on to the scene at the 2002 Frankfurt Motor Show. A big, bluff unit, it went into production in 2005 and hung around for what seemed like an eternity. Like many first-generation German premium SUVs, it was compromised, heavy and heavily US-market focused.
The second-generation arrived in 2015. Its styling polarised opinion but its shift in focus has - arguably - made it more appealing to more people. Lower, better-packaged and with a very impressive interior, the Q7 transformed into a proper, premium SUV.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 5.8L/100km |
| Seating | 7 seats |
Porsche Cayenne
The Porsche Cayenne Turbo GT needs a better name. This is the king of Cayennes and quite possibly the ruler of all super SUVs.
Well, the Cayenne Turbo GT is the fastest SUV around the Nurburgring Nordschleife. Not just that, it has such colossal power and torque it'll be side-by-side with a Porsche 911 GT3 RS in a sprint from 0-100km/h. No, a better name for this SUV would be the Cayenne GT3.
Which is perfect for me because I'm at the point in my life where although I love full-on and noisy cars I also have a full-on and noisy family.
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We lived with the Cayenne Turbo GT for a week to find out if this super SUV was also a super family car - from practicality to safety.
We're also a family with ridiculously high expectations of luxury SUVs having lived with and tested each of the Cayenne Turbo GT's rivals - from the Lamborghini Urus and Bentley Bentayga to the Aston Martin DBX and Alfa Romeo Stelvio Quadrifoglio.
| Safety rating | — |
|---|---|
| Engine Type | 4.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | 12.5L/100km |
| Seating | 5 seats |
Verdict
Audi Q77.6/10
It's difficult to pick between the 160 and the 200. Neither are particularly cheap but this is another of those occasions where it would be a waste of money to bring in a comparatively stripped-out entry level that nobody would buy.
If pressed, I'd say spend the extra on the 200 - it's got a fair bit more gear for the extra outlay and in both the theoretical and real worlds, it doesn't really use that much more fuel for the decent performance boost.
The e-tron is a long shot for a bigger wad of cash and is really only for those keen on a plug-in hybrid Q7. The limited competition isn't any better.
The Q7 is a belter of a large SUV - quiet, refined and reasonably capable off-road, despite its decidedly on-road focus. It goes about its business quietly, confidently and with a minimum of fuss . You know it's big, but it doesn't shout about it and, crucially, it doesn't feel like it from behind the wheel. That's a neat trick.
Do you agree with Peter's assessment that the Q7 is a suave city-dweller or is it just Another SUV? Tell us in the comments below.
Porsche Cayenne8.1/10
Of all the super SUVs I've piloted, the Porsche Cayenne Turbo GT is the best all-rounder in terms of performance, comfort, cabin technology and style.
As a family car it's roomy, practical and easy to use and drive daily.
As a performance car the Turbo GT is stupidly quick, with the agility of a sports car. Sure, a 911 would leave it behind on a twisty race track, but this SUV is close to having that sportscar experience and keeping your family, as well.
Design
Audi Q7
The second-generation Q7 is a familiar sight on our roads. I remember the change from the first to second iterations clearly - I wasn't a fan of the old one's overbearing looks and it always looked as though it rode too high, especially on smaller wheels. As its long model cycle wore on, it became ever more bejewelled and the basic shape was lost in bling.
Thankfully, the second generation went light on the chrome and flashiness. Always riding on big rims, it looks less imposing than the original. There are some off-road nods, like vestigial wheelarch extensions, but anything with a rear diffuser is meant more for tarmac than gravel.
This Q7 is more a high-riding wagon (or higher-riding of you take the A6 Allroad into account) and seems more optimised for passenger space and utility rather than shouting 'Look at my massive car!'. Like the bulk of the current Audi SUV range, it's quietly elegant.
And inside, it's tremendous. The now de rigueur 'widescreen' feel to the interior means an airy, light space. Materials are spot on, the design coherent and sensible and the ergonomics are close to faultless. You'll want for nothing in here, with plenty of space, gadgets and style.
Porsche Cayenne
This might be a personal thing but to me nearly all Porsches look better from the back than the front.
It's the wide stance and powerful haunches, the hunkered down suction-capped-to-the-road look that does it for me and the Cayenne Turbo GT, despite being an SUV, passes this important Porsche checklist item.
The GT aero kit only serves to make this SUV look more of a beast, and the gold-bronze looking satin Neodyne wheels are a Porsche theme that I've not always been a fan of, but I get the historic connection.
If only the Turbo GT could look a little less like other Cayennes from the front. This is the king of the SUV range and despite the apron and bumper already being exclusive to this model, there should be more.
Vents in the wheel arches, carbon bonnet with nostrils GT3-style perhaps? Or is that going too far? If you do want something more lairy then there's always the Urus.
The Cayenne Turbo GT's cabin is stunning in its plushness and modern surprises such as the passenger display, the hoodless instrument digital cluster, the lashings of Race-Tex upholstery everywhere. It's perfectly Porsche. High-performance meets high-end.
It's also highly practical. Let's talk about that.
Practicality
Audi Q7
The size of this car is undeniable - interior images confirm loads of space and comfort for passengers and cargo. The interior dimensions match the huge exterior (the Q7 measures 5052mm long, 1968mm wide, and 1740mm high).
The diesel-only Q7s are seven-seaters, with access to third-row seating provided by tumbling the middle row forward. You can change how many seats by specifying it with just five as a no-cost option. The e-tron is available as a five-seater only.
Rear legroom in the middle row ranges from almost zero if you slide the seats all the way forward, to 'limousine', and that obviously affects the back row. The four-zone climate control (optional in the 160) also means third row passengers don't have to sweat it out when it's hot, which is a nice touch.
Boot space starts at an already-massive 770 litres with the third row stowed, and up to 1955 litres with the middle row down. The e-tron, with its underfloor gubbins, has a slightly reduced capacity with 650/1835 litres. The bottom line is, luggage capacity is excellent when the third row is out of the way.
The car comes standard with a cargo cover, roof rails (but no roof rack, although I'm certain a dealer will sell you one from an extensive accessories list). A net-style cargo-barrier can be erected either behind the middle or front rows of seats.
Storage space is good - the interior features a shallow centre console up front, a cupholder each for up to six passengers, a good glove box and bottle holders in each door.
Gross vehicle weight is rated at 2940kg for the 160 and 200 while the e-tron, with its higher kerb weight as a result of the electric gear, is rated at 3185kg. Double the turning radius and you have a turning circle of 12.4 metres. Ground clearance is 245mm unladen and wading depth, if you're game, is 535mm.
Porsche Cayenne
The Porsche Cayenne Turbo GT only makes one compromise on practicality and that's the removal of the middle seat in the back, which, with just two kids isn't used all the time but on average we might need it once a week for school mates and cousins.
Instead of a middle seat there is a shallow tray, which will fit a phone or in our case leaves and rocks found at the park.
So, yes, the Turbo GT is a four-seater only, but this is a spacious, large SUV with good head and legroom, wide-opening doors for easy entry and exit, and air suspension which can raise and lower the height for easy access.
Storage is excellent with enormous door pockets in the front and back and there are four cupholders.
There's a wireless phone charger in the front and two USB-C ports as well, plus two USB-C sockets in the back.
Four-zone climate control means the kids in the back can set their own temperatures. They also have heated seats.
I was disappointed to see there aren't sunshades for the rear windows - pretty vital in Australia where it feels like we're only about 50 metres away from the sun.
The Turbo GT's 576-litre boot just managed to fit our pram and a week's shopping, which is our minimum standard for living. Any more space is a bonus.
Price and features
Audi Q7
There are three Q7s in our model comparison, excluding the V8-powered triple-turbo SQ7. The range starts with the 160 at $97,800, with the 160 designation referring to the engine output in kilowatts.Â
The 160 starts the range with 19-inch alloys wheels, dual-zone climate control air-conditioning, reverse camera, front and rear parking sensors, bi-xenon headlights, LED daytime running lights, Wi-Fi hotspot, keyless entry and push button start via smart key, electric power steering, cruise control, hill-descent control, quattro all-wheel drive, power tailgate, floor mats, chrome exhaust tips, electric front seats, leather trim, air-quality sensor, park assist, electric everything, auto wipers and headlights and a comprehensive safety package.
Read More:Â Audi Q7 e-tron 2018 review: snapshot
Read More:Â Audi Q7 3.0 TDI 160 2018 review: snapshot
Read More:Â Audi Q7 3.0 TDI 200 2018 review: snapshot
Rather than supplying a spare tyre, Audi gives you a tyre-repair kit.
Stepping up to the 200, the price increases to $106,900, with an attendant increase in horsepower. The basic specification is roughly the same between the two versions, with detail differences.Â
The 200 adds four-zone climate control, a self-parking system, full body paint finish (body colour applied to the lower extremities of the car) and Audi's excellent 'Virtual Cockpit' digital dashboard.
The difference between the 160 and the 200 is small but useful. The diesel fuel economy is barely different, you get the same transmission, 4x4 system and overall comfort.Â
Both 160 and 200 buyers have a wide choice of colours: 'Night Black' and 'Carrara White' are free. 'Orca Black', 'Galaxy Blue', 'Ink Blue', 'Cobra Beige' (more gold, really), 'Argus Brown', 'Graphite Grey', 'Temperament Red' and 'Florett Silver' are all $2250. 'Sepang Blue' and 'Daytona Grey' are $7050.
The e-tron adds the hybrid electric unit, loses the third row of seating and some cargo capacity and comes with a full suite of safety systems, heated front seats, 'Audi Connect', LED headlights, e-tron styling and adaptive air suspension. The options list is way shorter, however, but few e-trons find their way into customers' hands.
Audi e-tron buyers are down to seven colours: Night Black, Carrara White, Orca Black, Ink Blue, Graphite Grey and Florett Silver are all freebies.
The many iPhone users out there will be very pleased that Apple CarPlay is standard on the Q7, while Android Auto is also available. As always, Audi's MMI mutlimedia system is excellent. The big 8.3-inch screen is run by a console-mounted rotary dial and touchpad, but it's not yet a touch screen.Â
GPS sat nav is available across the range. The navigation system can also have a Google Earth overlay. Obviously there is a mobile-phone bluetooth connection in addition to the USB. The multimedia gadgets include a CD player, DVD player, MP3 functionality and the usual AM/FM radio as well as DAB.
As it's an Audi, there's a huge options list as well as various packages to add to the lengthy standard features list.Â
The $6200 'Technik' technology pack adds the excellent head-up display, plus nine speakers to the stereo (19 in total, including sub-woofer) and wireless phone charging.
The Assistance package includes additions to the safety list (see below).
Of course, the drive-away price can be significantly affected by options choice. The standard price list is just the start, and the amount you can choose to spend on options is breathtaking.Â
You can upgrade the sound system to a thumping Bang & Olufsen with 23 speakers (including sub-woofer) for a whopping $13,990 (it's a good one), a panoramic sunroof for $3990, four-wheel steering for $2650, air suspension ($4690), 'Matrix LED' headlights ($4850), rear seat entertainment system, side steps, - you get the idea. If I have this right, you can almost double the cost of the Q7 with options.
The S-Line options are more an exterior design pack than the dynamic pack they used to be, offering ever-bigger alloy wheels, side skirts, darker tinted windows, subtle front spoiler and LED headlights.
Ceramic brakes with red brake calipers aren't available in 'standard' Q7s but are available on the sport edition SQ7.
Unavailable are autopilot self driving, tool kit, nudge bar, bull bar, auxiliary heater, heated steering wheel, sunglass holder, carbon fiber trim, 'Homelink', specific premium package and cargo liner.
Porsche Cayenne
The Turbo GT is the king of Cayennes, so it shouldn't surprise anybody that it's also the most expensive with its list price of $364,700.
Lamborghini's Urus lists for $409,744Â Â and is the Cayenne Turbo GT's not-so-subtle Italian cousin, sharing the same platform and engine.
Both are in my mind the best performance SUVs on the planet. It just depends how conspicuous you want to be.
Then there's Bentley's V8 Bentayga which isn't blessed with the Porsche's good looks but would still be all over the Cayenne if the two happened to meet at a race track.
So, why is the GT Turbo the king of the Cayennes? What makes it better? For all the reasons you'd think - it's the fastest, most powerful, most luxurious and most equipped Cayenne in the range.
We'll get into mind-bending engine and performance specs soon, but first let me take you through the standard features on a car that's anything but standard.
Coming standard and exclusively to the Turbo GT are 22-inch 'GT Design' wheels in satin 'Neodyne' with full-colour Porsche centre caps, an active rear spoiler, Turbo GT front apron, dual titanium exhaust, rear apron with diffuser, 'SportDesign' side skirts, wheel arch extensions, a lightweight carbon roof and tinted LED HD-matrix headlights.
Inside, and also exclusive to this grade, is the 'GT Interior Package' with 'Race-Tex' upholstery throughout with 'Deep Sea Blue' stitching on the front seats and centre console and the armrests and dashboard.
There's also the 'Carbon Interior Package' which includes dashboard and door trim elements.
Race-Tex trim is applied to the 'GT Sports' steering wheel, roof lining and gearshift, too.
The adaptive active air suspension, which can lower the car by 15mm, is standard and only available on the Turbo GT, too.
The soft-close doors are standard (a cost option on lower grades), as are the stainless steel pedal covers.
The rest of the features are also found on lower grades and include the 12.65-inch digital instrument cluster, head-up display, proximity unlocking, 12.3-inch multimedia touchscreen with sat nav, wireless Apple CarPlay and Android Auto, digital radio, a 10-speaker Bose sound system, heated front seats, rear privacy glass and an auto tailgate.
Four-zone climate control is standard on the GT Turbo, too, and so are heated rear seats.
Our car had several options fitted such as the front passenger display ($2860) and the Deep Sea Blue Accent Package.
The passenger display is a crowd pleaser, but as a family car my kids felt like they were missing screens in the back seats, too. Well, in my day...
Under the bonnet
Audi Q7
All Q7s are available with same engine size - a turbo-diesel 3.0-litre V6. In the base model it spins up 160kW/500Nm. Step up to the second spec and with a bit of extra turbo boost and some software tweaks you have 200kW/600Nm.Â
The e-tron plug-in hybrid runs the same diesel engine with an electric motor added. The diesel specs come in at 190kW/600Nm while the electric motor brings 94kW/350Nm to the party. It's not as simple as adding the figures together, however - Audi quotes the combined specifications as 275kW/700Nm. The battery is a 17.3kW/h lithium-ion pack under the boot floor.
Charging times vary from 2.5 hours from a 400V/16-amp supply to 10.5 hours from a household socket.Â
All Q7s ship with an eight-speed automatic transmission (from ZF) with power going through all four wheels. All Australian Q7s are all-wheel drive.
Towing capacity is 750kg for unbraked trailers and 3500kg braked - the ratings are identical across the three trim levels. A tow bar is on the optional features list.
The 0-100km/h acceleration times are an impressive 6.2 seconds for the e-tron, 7.3 for the 160 and 6.5 for the 200. These are good performance numbers for a 2000kg-plus SUV with decent fuel mileage.
The question of whether the engines use a timing belt or chain has a simple answer - the Q7's engines all use a chain. The engine also features a diesel particulate filter and the turbocharger is inside the engine V for quick response. The oil type is listed in the owner's manual.
There is no manual transmission or LPG version.
Porsche Cayenne
As a middle-aged parent with two children, a Porsche that I don't have to crawl into and out of like a cubby house is a great thing.
What's even better is that this ‘easy access' Porsche is every bit as brutally powerful and fast as the quintessentially ‘pure' Porsche, the 911. Actually, it's more powerful and faster.
The Turbo GT's twin-turbo 4.0-litre V8 petrol engine makes 485kW and 850Nm with drive going through an eight-speed transmission to all four wheels.
In comparison, a Porsche 911 GT3 RS, arguably the most brutal and anti-social 911, has 386kW/485Nm.
I haven't made a mistake. Those are the real numbers. And it's only when you step on the accelerator in the Cayenne Turbo GT, and it feels like somebody's sat down on your chest, that you realise what a big deal this is.
That is such a colossal amount of oomph that this 2.2-tonne family SUV can accelerate from 0-100km/h in 3.3 seconds.
The 911 GT3 RS can do it in 3.2 and it has a roll cage and a fixed rear wing the size of a bedroom door.
And yes, we're now coming into a digital age where Teslas and other electric SUVs are quick, too, but can they go around corners like a Porsche Cayenne Turbo GT?
Do they have the same rumble and roar as a twin-turbo V8 that's terrifying and enticing at the same time.
The correct answer is, absolutely not.
Efficiency
Audi Q7
For the 160kW, claimed consumption is listed at 5.8L/100km, while the 200kW is barely more at 5.9L/100km. Our time with a 200kW with a few options on board resulted in an average of 8.2L/100km.
On pure electric, Audi says you can shift the e-tron Q7 up to 56km with a top speed of 135km/h. This is purely academic - after a full charge we managed about 20km on pure electric, which isn't terrible but a fair way off the claimed range.
The e-tron's claimed combined consumption figure is 1.9L/100km but we got 4.5L/100km.
The fuel-tank capacity is a hefty 85 litres with the exception of the e-tron, which carries 10 fewer litres at 75.
As the Q7 is available only as a diesel or diesel PHEV, petrol consumption is a non-issue.
Porsche Cayenne
Seriously? This is a 2.0-tonne twin-turbo petrol V8 with a 90-litre fuel tank. Even the Porsche specs sheet doesn't understand the question because in the column for fuel efficiency there are three letters - tbc.
My own testing saw me record 22.5 L/100km at the fuel pump, which means I enjoyed driving the car very much.
A little digging around reveals Porsche globally claims the Turbo GT will use 12.6L/100km, over a combination of open and urban roads.
You might not have as much fun as I did but easing back a little might get you closer to the 700km of range this more frugal consumption figure appears to offer.
While efficient it isn't, I'm not going to mark the Turbo GT too much here because compared to its petrol rivals the fuel consumption is what I'd expect from such a high-output heavy SUV.
Driving
Audi Q7
Hit the start stop button (like most cars, carefully hidden from view behind the steering wheel) and the 3.0-litre V6 starts quietly (or not at all in the e-tron). As soon as you're out driving, you realise how little road noise invades the cabin, even with the fat tyres all Q7s wear.
Acceleration is good in all of them, even the 160 feels quick. At speed, the cabin is super-quiet and with the air suspension the ride is almost supernaturally good. With the steel springs, you do feel the weight of the car more than with the air suspension, but it handles the bumps and grates of Sydney roads very well indeed.
The e-tron feels heavier, but the standard air suspension copes nicely with the extra bulk. In all other ways it feels extraordinarily similar to the 160 and 200, with the predictable penalty in handling. While the pure EV range might be a little disappointing, the stats tell a rosier story. Around town, you might see 0km in the digital display for electric range, but stepping off from a standstill - a big contributor to city fuel consumption - is electric, with the diesel quietly intervening at around 20km/h. All up, the MMI system told us electric drive accounted for half of city running.
From the day this Q7 landed on our roads, we've praised it for its overall refinement, good steering and handy chassis. Ride is excellent on the standard and air suspension, although the latter is clearly better but does add weight (and cost).Â
This isn't an off-road review, but the capability of Audi's SUV range surprised me last year on a trip to the Audi Driving Experience where I put Q5s and Q7s through a reasonably tricky set of obstacles and alarming angles, all without the aid of off-road tyres.
Porsche Cayenne
Never have I met a car this powerful and superbly athletic that is as pleasurable to drive alone on great, fast roads as it is to pilot at 50km/h in the suburbs with a family on board.
It exceeds my understanding of engineering that something this large can move so quickly. That in an instant can turn and tip into a corner with such precision and effortlessness.
Yet it can switch seamlessly and happily to coping with speed bumps and potholes, delivering a ride so comfortable it'll send babies off to sleep. And it did.
The only issue, and this is such a tiny thing, is the dash-mounted gearshift, which means having to reach up and select Drive or Reverse or Park, which, when executing a three-point turn, is necessarily frustrating.
Still, I'm giving the Turbo GT a 10 out of 10 for driving under all conditions, and we didn't even go off-road, which of course you can do, as long as it's not too wild.
Safety
Audi Q7
The Q7 arrives with six airbags, reverse cross traffic alert, traction and stability controls (aka ESP), forward (up to 85km/h) and reverse AEB, around-view cameras as well as forward and side, blind-spot sensor and lane-departure warning.
The 'Assistance' package ($3850) adds active lane assist and adaptive cruise control.
Oddly, traffic-sign recognition isn't available.
You can fix your ISOFIX baby car seat with the supplied two anchor points or three top-tether points in the middle row and a further two in the third row where fitted.
All of these combine for a five-star ANCAP safety rating, awarded in December 2015.
Porsche Cayenne
The Porsche Cayenne Turbo GT hasn't been locally crash tested and so doesn't have an ANCAP rating.
That's quite normal for super high-end cars. But, when this third-generation model first arrived in 2017 it was tested by ANCAP's European equivalent, Euro NCAP, and was awarded the maximum five stars.
There's AEB which operates at city, urban and highway speeds, and lane keeping assistance, and lane change assistance which is a form of blind-spot warning, and adaptive cruise control. You can option rear cross-traffic alert, as well.
A space saver spare wheel is under the boot floor.
Ownership
Audi Q7
Audi offers a three-year/unlimited-kilometre warranty along with roadside assist. An extended warranty is available from your dealer.
The maintenance cost of the Q7 is controllable if you purchase an Audi service plan. This covers the basic service costs for three years/45,000km and at the time of writing costs $1900.
The stocks of Q7s appear reasonable, particularly during the current dip in the luxury market, so unless you have a weird set of options, your waiting time will be short.
Second-hand resale value stats appear strong. Audi certainly got on top of the common problems, complaints, faults and issues of the first-gen and the new car appears free of major reliability issues. The automatic-gearbox problems and diesel-engine problems of the past seem absent during my usual sweep of prominent internet forums.
Where is the Audi Q7 built? Same place as the forthcoming Q8 - Audi's Slovakian factory in Bratislava.
Porsche Cayenne
The Cayenne Turbo GT is covered by Porsche's three-year, unlimited kilometre warranty, which is lagging behind in terms of duration even compared to other luxury brands such as Mercedes-Benz, which offers five years.
Servicing is recommended annually or every 15,000km, although there isn't a capped price maintenance plan with final costs determined at the dealer level (in line with variable labour rates by state or territory).