Porsche Macan vs Range Rover Sport

What's the difference?

Competent and comfortable, the Macan T delivers that amazing Porsche double act of crisp dynamic response without compromising refinement. It’s well equipped for the price, neatly packaged, and entertaining to drive. But there are holes in its armour. Active safety comes up well short and a three-year warranty now stands out like a sore thumb. It’s good, but could be better.

Range Rover proudly calls it its “most dynamic” model ever, and based on our first experience that’s most definitely true. Its ability to be genuinely exciting to drive on a race track is nothing short of remarkable for a brand whose history is all about off-road prowess.

On the road it shines just as brightly, with its potent engine and state-of-the-art suspension system working in unison to make for a stunningly dynamic large and luxurious SUV. And then, if you need to cut across a field or scramble up a slippery hill, it will do that too.

Range Rover’s claims of ‘breadth of capability’ is apt but arguably an understatement. I’d stop short of calling the Sport SV the obvious class-leader in the high-end, high-performance SUV market because it’s up against some seriously impressive rivals, but the Range Rover offers a broader range of ability than any of its competitors.

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

Michael Mauer has been Porsche’s chief of design for close to 20 years, overseeing the look and feel of every product the brand has produced in that time. And he’s been successful in massaging particular forms and signature elements to work across the line-up. 

For example, you can see more than a hint of 911 in the Macan T (and other models, for that matter), from the elongated four point headlights, to the gentle curve at the rear of the roofline, as well the distinctive tail-light treatment.

Since launching internationally in 2012, the Macan has been tweaked in 2016, before a full-blown refresh in 2021. Mauer and his team have somehow transplanted a Porsche sports car’s stance and personality to this mid-size SUV, which incidentally boasts a drag-coefficient of 0.35 (not bad, but still a fair way off the 911’s 0.29). 

For car-spotters keen to tick the Macan T off their list, the thing to look out for is exterior elements finished in ‘Agate Grey Metallic’. Specifically, the middle section of the front apron, the side ‘blades’ running across the lower section of the doors, the roof spoiler, and the exterior mirrors (including their V-shaped bases).

Then it’s all about high-gloss black on the side window trims, exhaust outlets and parts of the rear diffuser. But the biggest giveaway is the Porsche logo and model designation finished in, you guessed it… Agate Grey Metallic.

In looking at the Macan T’s interior design it’s important to call out our test car’s optional leather trim package ($3280) and carbon interior trim package ($1600), combining to dial up the cabin’s racy, premium feel.

A relatively simple dash design incorporates Porsche’s iconic three-dial instrument layout housed in a compact, curved binnacle. On the right-hand side a 4.8-inch configurable info display takes the place of what would have traditionally been an analogue gauge.

The wide centre stack houses a 10.9-inch media display above (big tick) physical ventilation controls. A sloping centre console is filled with touch controls under a piano black finish. Looks good in the showroom, but fingerprints are its enemy.

The front sports seats feel as good as they look, and overall the design is premium, functional and focused.

Range Rover is a brand synonymous with big, imposing and off-road capable SUVs, not dynamic and sporty vehicles. But in recent years the Evoque and Velar have added a new layer of style and a sleekness to the brand’s reputation.

The latest generation Sport is still a big and imposing two-tonne SUV, but it’s also definitely sportier to look at and the SV changes only add to that.

It only takes a moment looking at it and it’s clear this is an SUV that means business. The 23-inch wheels fill out the guards, the air-suspension can lower the body to the ground and the aerodynamic package, including the front splitter, make for a purposeful look.

The carbon-fibre bonnet can be finished with the centre section exposed, showing off the weave of the fibres, which is a nice touch, although fake vents on the bonnet and front fenders are a bit disappointing.

At just over 4.7m long, around 1.9m wide, and a fraction more than 1.6m tall the Macan is a large medium-size SUV, but inside it feels more like the former than the latter.

Plenty of breathing space for the driver and front passenger, with a broad centre console dividing the space. Storage is good, too.

The glove box is a handy size, there’s a decent lidded box between the seats (that doubles as a centre armrest), as well as two large cupholders in front of it, and a handy oddments tray just behind the gearshift. Big door bins with space for large bottles are also a welcome inclusion.

Swapping to the back seat, sitting behind the driver’s seat, set to my 183cm position, I had heaps of leg and headroom. There’s even enough room for three full-size adults on short to medium journeys, although the full road trip experience would be too close for long-distance comfort. A trio of up to teenage kids will be laughing. 

For storage there are two cupholders in the fold-down centre armrest, bins with enough room for large bottles (and a bit more) in the doors, and adjustable air vents with temperature control as part of the three-zone climate-control system. No map pockets on the front seat backs, though.

Power and connectivity runs to a 12-volt outlet in the front centre console and another in the boot, as well as a SIM and SD card slot in the front, supplemented by two USB-C jacks in the front and another pair in the rear. 

Speaking of the boot, it’s generous, with 488 litres (VDA) available with all seats up (measured to the upper edge of the rear seats). Fold the 40/20/40 split-folding rear seat and that number grows to 954 litres. Measure volume right up to the roof in that configuration and you have no less than 1503 litres to play with.

The boot space is properly illuminated, there are four tie-down anchors to help secure loose loads, and a small netted space lurks behind the wheel tub on the driver’s side.

Our test car was fitted with the optional adaptive air suspension system ($2790) which allows lowering of the car’s rear when stationary to make shuffling heavy loads into the back easier. And the standard auto tailgate is super helpful.

Maximum towing capacity for a braked trailer is 2.0 tonnes (towbar preparation and ‘Trailer Stability Management’ are standard), and the spare is a space-saver.

There are two stand-out features in the cabin, beyond the standard high-level of luxury you expect from a Range Rover Sport. 

The first is the SV-specific steering wheel with illuminated paddles, which feels solid in your hands. But the second is by far the most interesting, the so-called Body and Soul Seats (BASS), which Range Rover has developed in conjunction with Coventry University.

Available with either genuine leather or ‘ultra fabric’ and a 3D-print knit trim, the seats look great on the outside but it’s what’s inside them that’s special.

There are four audio transducers integrated into the seat back which can vibrate to the beat of whatever audio track you’re listening to. The system uses AI to detect the lower frequencies and then work out which beats to transmit.

This is technology used by musicians, Coldplay’s Chris Martin reportedly wears transducers integrated into a vest when he performs, but Range Rover is confident it will add to the ownership experience.

It’s certainly an interesting technology and a demonstration across different music genres highlights the way the system adapts to individual songs, but it’s hard not to feel like this is more of a gimmick than something an owner will use every day. 

If you don’t like listening to music with it, the Body and Soul Seats also work with a ‘Wellness’ setting that features six audio pieces (designed by Coventry University musicians) - calm, soothe, serene, cool, tonic and invigorate.

It’s probably what you need to help settle your heart rate after you unleash the full performance potential of the Sport SV.

In the back seat there’s none of this technology but they do feature heating and ventilation as well as power recline functions. There’s also four-zone climate control, so every occupant can be comfortable.

To be blunt, the Range Rover Sport SV is one of those vehicles that if you have to ask, you can’t afford. Particularly in this case, as the model has launched in a single specification level, the Sport SV Edition One, which is priced from $360,800, plus on-road costs.

That puts it into the same financial category as the likes of the Aston Martin DBX ($356,512), Porsche Cayenne Turbo GT Coupe ($364,700) and Lamborghini Urus ($409,744) - especially when we discuss some of the pricier options.

For that price the Sport SV Edition One comes with exclusive branding on the front splitter, centre console, treadplates and puddle lamps as well as a raft of standard features likely to carry-over to the 2025 model year version.

These include carbon-fibre badges, forged 23-inch alloy wheels, digital LED headlights, a carbon-fibre bonnet, 16-way electronically adjustable front seats, Meridian 'Signature' sound system, 13.1-inch multimedia touchscreen, Apple CarPlay and Android Auto and newly developed ‘Body and Soul Seats’ (more on those later).

But if you’re feeling really sporty, you can upgrade your Sport SV with lightweight carbon fibre wheels and carbon ceramic brakes.

These will cost you a staggering $16,130 and $13,500, respectively, but the wheels measure 23-inches and are the largest fitted to a production car (and are also Australian-made by Carbon Revolution in Geelong).

Unfortunately, for now at least, this is all a moot point because Range Rover Australia has already invited and sold all examples of the Sport SV Edition One, so you'll need to be patient and wait until at least 2025 to have the option to buy one.

The Macan T is powered by a version of the VW Group’s ‘EA888’ turbo-petrol, four-cylinder engine, used in a host of Audi, Seat and Skoda models, as well as, most-notably, the previous generation VW Golf Mk7 GTI.

The 2.0-litre, all-alloy unit uses a combination of port and direct fuel-injection, plus variable cam timing on the inlet and exhaust side to produce 195kW from 5000-6500rpm, and 400Nm across a broad plateau from 1800rpm right up to 4500rpm. The rev ceiling sits at 6800rpm.

Power goes to all four wheels via a seven-speed dual-clutch automatic transmission and an electronically-variable multi-plate clutch.

Sadly the wonderfully evocative supercharged V8 engine from the previous generation Range Rover Sport SVR is gone.

But, thankfully, in its place is a more powerful engine that’s exclusive to the Sport SV in the Jaguar Land Rover family.

It’s a 4.4-litre twin-turbo V8 petrol engine with mild-hybrid assistance, which is actually built by BMW and based on the same powertrain as you’ll find in the M5, albeit with some specific Range Rover elements for more off-road capability.

It’s also more powerful than the old supercharged V8, making an impressive 467kW of power and 750Nm of torque, which is a 44kW and 50Nm improvement over the old engine.

It’s paired to an eight-speed automatic transmission, again with a specific SV calibration for improved performance. 

And, of course, being a Land Rover, it’s also got a four-wheel drive system with full off-road systems as well as an active locking differential.

Porsche’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle for the Macan T is 9.5L/100km, the 2.0-litre four emitting 217g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we saw a dash-indicated average of 10.2L/100km. A solid, if unspectacular result for a close to 1.9-tonne SUV. 

Auto start-stop is standard, but pricey 98 RON premium unleaded is required, and you’ll need 75 litres of it to fill the tank.

Using the official number that translates to a range of 789km, which drops to 750km using our real-world number.

Despite all the extra power, thanks to the mild-hybrid system it’s more fuel efficient and produces less emissions than the old 5.0-litre V8.

Still, it’s all relative, and as you’d expect from a twin-turbo V8 SUV it’s still thirsty and uses 11.7-12.5-litres per 100km, based on European specifications.

The mild hybrid system uses a crank-integrated starter generator instead of a conventional alternator, providing a boost of up to 20kW and 175Nm of electrical power when needed, with the energy captured during braking and stored in a 48-volt lithium-ion battery.

Porsche claims the Macan T will accelerate from 0-100km/h in a suitably rapid 6.2 seconds and mid-range pulling power is healthy, with maximum torque available from 1800-4500rpm.

Worth noting, however, if you’re looking for ‘special event’ engine and exhaust noise to accompany that progress you may be left wanting more aural oomph. Despite our test car’s optional sports exhaust ($3080), this four-cylinder can’t match the relative drama of the Macan S and GTS’s twin-turbo V6.

The upside of that difference is the 2.9-litre V6 puts an extra 59kg on the Macan’s front axle, so the 2.0-litre T feels lighter and that bit more responsive when the road starts to twist.

Suspension is multi-link front, trapezoidal link rear, and the Macan T is also fitted with stiffer, model-specific sway bars to manage body roll. Ride height is also 15mm lower than the base 2.0L Macan.

Steering is quick, road feel is good, and despite the standard 20-inch rims, ride comfort is excellent. This is Porsche’s long-established, engineering party trick, combining plush compliance with sharp dynamic response, even in a high-riding SUV. That said, the optional adaptive air suspension fitted to our test example, is $2790 well spent.

The drivetrain is set up with a RWD bias, and standard rubber is Michelin’s high-performance SUV tyre, the Latitude Sport 3 (265/45 fr / 295/40 rr). They grip hard while remaining quiet, and the Macan T is an entertaining drive on a quiet B-road.  

Braking is by vented discs all around (350mm fr / 330mm rr) with beefy four-piston alloy monobloc fixed calipers up front and floating singles at the rear. Stopping power is reassuringly strong and progressive, especially important given the car’s 2.0-tonne (braked) towing capacity.

For more adventurous drivers, ground clearance is 187mm, while the approach, departure and ramp angles are a relatively modest 15.8, 15.4, and 21.0 degrees, respectively.

In the less challenging terrain of a shopping centre car park the standard reversing camera and 360-degree surround view make manoeuvring into tight spaces a stress-free operation.

Before driving the Sport SV you need to understand its highly complex suspension system that allows it to be so dynamically capable. Range Rover calls it a '6D Dynamic' system, because it can control the car left and right, up and down and corner to corner. 

To achieve this the system uses a combination of hydraulic interlinked dampers, height-adjustable air springs and pitch control, which makes it a semi-active suspension set-up similar to the set-up Formula 1 race cars used to boast. 

This allows the Sport SV to sit between 10-25mm lower than the other Sport models and with its clever suspension can actually sit flatter in the corner with less pitch and roll - which is the traditional enemy of high-riding SUVs when it comes to handling.

But the suspension is only part of the story, with the intelligent all-wheel drive, rear-wheel steering, torque vectoring and the active locking rear diff all combining to produce an SUV with incredibly impressive dynamic capability.

Put simply, there’s never been a Range Rover that deserved to be driven on a racetrack. The Sport SV changes that, and thankfully the company let us loose on the challenging Portimao circuit in Portugal to put the SV through its paces.

Range Rover management was quick to stress it doesn’t expect the Sport SV to be a race track regular for its owners, but driving it on track did highlight the extreme potential it offers. 

With such a powerful engine it should come as no surprise that the Sport SV hauled down the straight, hitting 233km/h at the end of the long front straight, but with speed still rising which suggests its 290km/h claimed top speed is accurate.

Even from those speeds and with 2560kg of SUV to slow down, with the carbon ceramic brakes it was no trouble whatsoever. Instead the braking was strong and consistent across multiple laps. 

The steering is the particular highlight, with the rear-wheel steering helping to turn the Sport SV sharper and more quickly than a big SUV like this should. 

But while it impressed on the circuit, we also experienced it on some great winding rural roads across Portugal and this is where it shone even more brightly.

This is an SUV that you’ll genuinely enjoy driving with its ability to carve through corners and blast down anything resembling straight road.

But to ensure it lives up to the Land Rover badge on the front, we also drove it off-road. Nothing too serious at first, just muddy ruts, across some water and over some rocks.

But then we were guided through a course that showed off its articulation potential, which is far greater than the average owner will ever need. 

However, to achieve this Range Rover removed the carbon-fibre front splitter, so it’s not the most off-road friendly model the brand offers.

The Sport SV comes generously equipped with safety gear, as you’d expect at this price point. There’s all the usual passive safety, including airbag coverage for all occupants, and plenty of active safety including adaptive cruise control with steering assist, remote park assist and 3D surround cameras - which are used for off-roading as well as parking.

As with the rest of the Range Rover Sport range, it has been awarded a maximum five-star rating from safety agency, ANCAP.

Porsche is the last brand standing in the local mainstream sports luxury market, offering a three-year, unlimited kilometre warranty when the rest of the segment has moved on to five-year, unlimited km cover. 

The good news is paint is covered for three years and a 12-year (unlimited km) anti-corrosion warranty is included (the Macan’s body is fully galvanised). 

Porsche Roadside Assist provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer.

Servicing is required every 12 months or 15,000km, which is less in terms of mileage than some others in the category.

With Porsche, final costs are determined at the dealer level (in line with variable labour rates by state/territory), but indicative pricing for the first five years is: 12 months/15,000km (annual) - $695, 24 months/30,000km (inspection) - $1300, 36 months/45,000km (annual) - $695, 48 months/60,000km (inspection) - $1300, 60 months/75,000km (annual) - $695. Not exactly cheap, but not outrageous in this part of the market.

A brake fluid flush is recommended every two years ($290), as well as spark plugs ($450), air filter ($200), and transmission fluid and filter ($850) every four years. So, be ready for those ‘extras’.

If you’re worrying about servicing costs, you’re probably shopping at the wrong end of the market, but as with the range-topping Range Rover model the price of the car is expected to include servicing for the first five years and roadside assistance for the same period.

It’s also covered by a five-year, unlimited kilometre warranty.

As with all Range Rovers the car will tell you when it needs a service depending on driving conditions. For example, if you hit the track or go off-roading it will likely need a visit quicker than if you're just commuting to and from work.