Falcon Xt Vs Porsche Vs Targo Review (really)

[aiboart]

Link to Falcon XT (yes with steel wheels) vs Porsche vs Tarago Review - (really) SMH 23/20/2007

OK, this is funny, not anything we didn't know.

And for those who are concerned with dirt road ability, RWD + LSD + electronic aids does wonders.

Regards,

aa

Porsche versus people mover

Richard Blackburn and the Drive team, The Sydney Morning Herald, 20/10/07

Porsche's V6 Cayenne is the cheapest ticket to a supercar badge - but is the brand ready to be compared with a Toyota Tarago and a Ford Falcon? RICHARD BLACKBURN pits the 4WD against some unlikely competition.

Supercars are like champion athletes or thoroughbred horses. They have a certain aura about them, a mystique that separates them from mere mortals. It's an exclusive club: Ferrari, Lamborghini, Aston Martin and Porsche. Because of their prohibitive prices, they will never be common sights on our roads. Even in Mosman and Vaucluse, they are rare.

Their scarcity is central to their appeal. You and I can only dream of owning one. But what happens if one of these automotive gods descends from the stratosphere and into the reach of the only moderately well-heeled?

It's a dangerous path to tread. Mercedes and BMW have been there, trading the exclusivity of the badge for the lure of sales growth.

But no one from the top shelf of supercars had tried it until Porsche released the Cayenne 4WD in 2003. This vehicle has certainly lifted Porsche sales (the company says it will make up about 45 per cent of total sales with the new model) - but how has it affected the long-standing Porsche formula? Just how fast (or slow) is the cheapest Porsche money can buy? To find out we grabbed two other popular six-cylinder cars as a benchmark.

That was the rationale behind our unconventional comparison test which pitted a Porsche Cayenne against a humble Ford Falcon and Tarago people-mover.

Porsche rightly argues the Cayenne V6 is more comparable - and competitive -with its 4WD peers. We agree, but we still felt this was a worth while exercise to compare its performance with cars people can relate to.

Our usual method is to pit direct rivals against each other, pore over every millimetre of the cabin and study the minute detail of each car's equipment list.

This test is more about finding out if the Cayenne delivers what people expect of a Porsche and if it does, what separates it from normal, garden-variety forms of transport.

The Porsche website says its Cayenne offroader is ''the embodiment of all Porsche values''. We wanted to find out if that was just marketing-speak, so we took it to two places where a Porsche should feel right at home - a drag strip and a race track.

On the surface it hardly looked like a fair fight. Toyota makes no claims about the Tarago's performance credentials, while Ford's XT Falcon isn't even the sports model.

The Tarago's natural home is the 50km/h trek from school to home with eight on board, while the Falcon's is eating up the miles between a sales rep's client calls.

Surely the Porsche would put these draught horses to the sword over the quarter mile (400 metres) and through the chicanes. The first battle ground was ''Wicked Wednesday'', a weekly event for enthusiasts at the Western Sydney International Dragway, Sydney's purpose-built drag strip next to Eastern Creek Raceway.

For $45, anyone can run a street-registered car at Wicked Wednesday and each entry usually gets four passes and a card with the quarter-mile and section times, as well as top speeds.

Tonight was a quiet, if not slow, night at the drag strip. A chill in the air and looming rain clouds had turned a lot of punters away.

But the sight of a Tarago pulling into the scrutineering area did much to warm the spirits of other competitors as they carried out last-minute checks aimed at shaving vital fractions off their times.

As they adjusted their programmable electronic control units, changed their road tyres to drag slicks and removed all excess weight, we took the plastic wheel covers off the Falcon and Tarago. Apparently they can present a safety issue if they fall off during the run.

One scrutineer immediately wanted to put his hard-earned on the Porsche, although his enthusiasm dampened when we told him it was the V6. ''The turbo V8 would kick the Tarago's arse,'' he said. For $215,200,we said, it would want to.

Thankfully, the officials let us jump the queue and we sheepishly made our way to the starting line.

With ambulance in place and the top of the ''Christmas tree'' starting lights glowing, Drive's Mark Short and I were ready to pit Porsche against people-mover. As a father of five, I felt it was only right I take the Tarago.

The dragway's timing equipment is international competition standard, measuring times to 100th of a second, so there was nowhere to hide.

On paper, the Cayenne has the power advantage: 213kW versus 202kW for the Tarago. Both vehicles deliver their maximum power at 6200rpm. But the big difference is torque or pulling power - the Tarago has 340Nm, 45Nm less than the Porsche - and doesn't reach peak torque until a relatively high 4700rpm,while the Porsche hits its sweet spot at 3000 rpm.

Torque is the force that initially gets the wheels moving and so it plays a vital role in the initial launch of the car from stand still. Power comes more into play once the car is moving. Torque becomes more important the heavier the vehicle because physics dictate that a heavier car will need more force to shift it.

On this score, the Toyota has a significant 445kg weight advantage. But that is offset by the drive systems on the two vehicles. All-wheel drive means the Porsche should launch better than the front wheel- drive Tarago.

The dash to 60ft (18.3m), a guide to initial acceleration, confirmed this. The Porsche got off the line better, hitting 60ft in 2.251sec, compared with 2.314 for the Tarago on its fastest run. The Tarago wasn't helped by the initial wheel-spin as the front wheels struggled to launch it. But by the 330ft (100m)mark, the Tarago was on top and from then on it was no contest. The Toyota clocked a fastest time of 14.993sec, compared with 15.456sec for the Porsche - half a second difference. Terminal speed in the Tarago was 149.61kmh, compared with 141.85kmh for the Porsche.

The seat of the pants impression was that The Tarago's engine just kept on improving the faster we went, while the Porsche's power plant never quite seemed to hit its sweet spot. The Tarago's engine also felt smoother under acceleration. Gearshifts in both cars were impressively smooth. Japan one, Germany nil.

Two possible conclusions could be drawn: either the Cayenne is a very slow Porsche or the Tarago is a very quick people-mover. There's truth in both statements. Byway of comparison, the Tarago was as quick as a 1985 Brock VK Group A SS Late model camira at its peak.

As we headed back to pit lane, the bemused onlookers hesitated for a second, then cheered loudly and encouraged me to light up the tyres on my way back to the start line. I felt obliged to wave back. Next was the Falcon v the Cayenne. On paper, the Cayenne has a big power advantage - 213kW versus 190kW for the Falcon - and an ever-so-slight 2Nm torque advantage.

But the Falcon delivers its maximum power and torque at lower revs and therefore sooner than the Cayenne. Maximum power comes at 5250rm for the Falcon and 6200rpm for the Porsche, while maximum torque comes in at 2500rpm for the Falcon and 3000rpm for the Cayenne.

The Falcon has a huge weight advantage here, more than half a tonne lighter. But the Porsche retains an edge through all-wheel drive, although the rear-drive Falcon should launch better than the front-drive Tarago. The Falcon's quickest time to 60ft is 2.165, about one-tenth better than the Cayenne. By 330ft, it's three-tenths quicker and its fastest time is 14.593secs, almost a second quicker. Terminal speed was 154.32km/h.

As with the Tarago, the Falcon's wheels spun initially but when they eventually bit the launch feel was impressive.

So the Porsche emerged from the drag Strip with its performance credentials questioned, its power advantage nullified by its comparative portliness. Porsche, however, quite rightly points out there is more to performance than straight line speed, so the next stop was Eastern Creek Raceway for a slalom test. The slalom course included a short period of straight line acceleration, before six safety cones and a flying finish.

The Tarago was first to tackle the course and surprised us with its agility for such a long, tall vehicle.

It was always going to struggle in a slalom test, though, and the front of the car began to understeer (push its nose out) after only the second cone. Pushing on a little further, the stability control kicked in and began to retard the engine revs to keep the wheels from slipping and the people-mover on track. This seemed to unsettle the car and made it harder to get into a smooth rhythm through the series of rapid direction changes.

Unlike the Porsche's stability control System and the Falcon's more rudimentary traction control, the Toyota's system cannot be switched off, so it was impossible to see whether the car could have gone through the course quicker without the constant pulling back on the throttle when the tyres lost traction. The general consensus among the testers was it wouldn't have been any quicker. The stability control system also feels less intrusive than in early Toyota systems, which generally permit a much lower threshold of tyre slippage and are more forceful in cutting power.

Overall, the Tarago surprised with its ability. It understeered, true, but not excessively for a vehicle of its size. After four runs through the course, the Tarago's best result was 10.64secs. Next was the Falcon.

As the only sedan in the group, it was favourite to complete the course in the quickest time. After some initial wheel slip on take-off, it clocked a fastest time of 9.98secs. But it was not all plain sailing.

The cones, having provoked mild understeer in the Tarago, had the opposite effect on the Falcon, which began to oversteer soon after the first cone. The traction control kept the tail from stepping too far out but the car didn't look as tidy and composed as the Tarago.

The Falcon appeared to be let down somewhat by its Dunlop tyres, which struggled for grip throughout the slalom test. The test also highlighted the inferiority of traction control to stability control. Traction control only detects wheel slippage, while stability control uses sensors in the steering wheel to detect whether the car is responding correctly to steering input. If it isn't, the system applies braking to individual wheels to bring the car back under control.

As it had on the drag strip, the Cayenne's weight proved its biggest handicap in the slalom test. Despite bigger 18-inch wheels (a $2990 option), the Cayenne struggled to change direction as quickly as the lighter Falcon. The suspension and stability control did a very good job of keeping things reasonably tidy but ultimately there was no disguising the fact that you were shifting two tonnes of metal from side to side swiftly.

The slalom also exposed another issue with the Cayenne's performance credentials. Its seats had less side bolstering than the Tarago and the Falcon, so the driver slid from side to side in tight cornering manoeuvres.

Our test car was fitted with optional adjustable air suspension ($6580)which allows various combinations of suspension stiffness and ride height. There was also a ''sport'' button to improve throttle response. We did two runs on the stiffest suspension, lowest ride height and most aggressive throttle setting without any noticeable difference in times through the cones. In the standard four runs, the Cayenne managed a best time of 10.16 secs.

As it was the focus of the comparison, we then did another four runs and were able to squeeze a best time of 9.93sec,awhisker quicker than the Falcon. But to be fair to the Falcon, it's safe to say we would have produced a quicker time in another four runs.

So the verdict from the racetrack? The Falcon handles like a Porsche. Or should that be the Porsche handles like a Falcon? So where does that leave the Porsche? The Cayenne is a four-wheel-drive with a sporty bent, in the same mould as the BMW X5. In V6 guise, it doesn't take the Performance 4WDconcept any further than an X5. The Cayenne V6 simply doesn't feel like a Porsche.

Its main shortfall lies in the engine it Shares with the Volkswagen Touareg. The Porsche website says the engine is ''the heart of every Porsche''. If that's true, the V6 Cayenne needs a transplant.

The engine lacks initial response and is coarse through the middle of the rev range, where it will spend the majority of its time. Only when you reach about 6000rpmdo you get a hint of that wonderful noise that Porsches are supposed to make. The transmission is adequate without being super smooth or rapidly responsive.

The Tarago and Falcon have better engine and transmission combinations. The Tarago's engine is super smooth and surprisingly responsive, while the Falcon's six-speed ZF transmission (a $2500 option on the XT) is excellent.

Where the Porsche wins back performance points is in the steering and brakes. The steering is more direct and has a better feel than both the Falcon and Tarago, while its brakes are exceptional. We didn't do braking tests but it was obvious that the Cayenne was in a different league. The pedal was firm and reassuring but easy to apply, while the car tracked dead straight and with a minimum of diving under brakes. Both the Tarago and the Falcon felt a little underbraked for their size and the high speeds they can reach.

The Porsche's handling was better than the Tarago but no better than on-par with the Falcon-had the XR Falcon or a Late model camira been on this test, the Porsche would have been more exposed than it was. It is a competent handler, excellent for its size and weight but not a major leap above the rest of the luxury off-roader set and no better than a BMW X5.

The cabin was also a little spartan for a car that, with options, cost well over $100,000. There was no satellite navigation, no central screen display (as on the base model Falcon) and no reversing camera (standard on the cheaper X5 and Audi Q7).

And the unsupportive seats take away From the enjoyment of steering the car rapidly through a series of bends. When you take a Porsche to a drag strip and a racetrack you expect to come away with a Luna Park-sized grin. That expectation is built on the company's stellar reputation as a sports carmaker, built over several decades of single-minded focus on performance and handling.

The Cayenne is a very nimble off-roader. Porsche's website tells us it is ''pure Porsche''. It's up to purists to determine whether the Cayenne lives up to the definition.

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Toyota Tarago V6

RRP $54,690.

Engine 3.5-litre V6.

Transmission Six-speed automatic.

Power 202kW at 6200rpm.

Torque 340Nm at 4700rpm.

Weight 1800kg.

Seats Eight.

Turning circle 11.4m.

Fuel economy 10.2L/100km.

Emissions 241g/km.

Safety Seven airbags and stability control.

--------------------------------------------------------------------------------

Porsche Cayenne V6

RRP $94,700.

Engine3.6-litre V6.

Transmission Six-speed automatic.

Power 213kW at 6200rpm.

Torque 385Nm at 3000rpm.

Weight 2245kg.

Seats Five.

Turning circle 11.7m.

Fuel economy 12.9L/100km.

Emissions 310g/km.

Safety Six airbags, rollover sensor, stability control.

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Ford Falcon XT

RRP $34,990.

Engine 4.0-litre inline six-cylinder.

Transmission Six-speed automatic

($2500 option).

Power 190kW at 5250rpm.

Torque 383Nm at 2500rpm.

Weight 1694kg.

Seats Five.

Turning circle 11m.

Fuel economy 10.7L/100km.

Emissions 260g/km.

Safety Two airbags and stability control. (Stability control became standard after this test.)

Edited 23/10/07 10:56 AM by aiboart

[Venom XR6]

Doesn't the Falcons 1/4 mile time seem a bit faster than what it should be. I would have expected low 15's.

[turbotrana]

Never been a fan of Porche engines after reading "Porche 911 Performance Handbook" by Bruce Anderson. Their engines of yesteryear seem pretty unreliable and the cars overrated IMO

[MUZ580]

that's a fast people mover - in my books anything quicker than a 15 is moving for most people.

[instro]

Wouldn't be too disappointed with a 14.5 from my T,

14's in a tarago!

[runninamuck]

I wonder why they didn't use a Territory instead of the Falcon it

it would have been a more interesting comparison I reckon.

[nang3]

mwhahaha a tarago as fast as a VK SS Grp A????

my mate is trying to build a group A replica with the same engine specs as the originals and nothing more - he seems to think it will keep up with my phoon nmwahahaha

Edited 25/10/07 12:07 AM by nang3

[Inducted_Breeze]

good to see toyota put a decent engine into the tarago and it clearly comes with some competitive options compared to the porsche (which you are paying an extra $40k just for the badge).

Agreed a Territory would have been a great comparison and I too was speculative of the times however 200kw...who knows I am sure they have the timeslip to prove it...

I think it was the weight that let down the Porsche.

Edited 25/10/07 11:39 PM by ThundaBird

[Guest]

Doesn't the Falcons 1/4 mile time seem a bit faster than what it should be. I would have expected low 15's.

that's about right, the 6 speed box is the key to its time.

There are guys on Ford Forums in the low 13s with their XT's with only exhaust, headers, tuning, cold air and under drives. Less than a $3000 upgrade on a already cheap car.

Just wish I had the 6 speed and not the T5.