Range Rover vs Cayenne 2026: Bigger Range Rover, Sharper Cayenne

The 2026 Range Rover and the 2026 Porsche Cayenne share six-figure pricing and adjacent space on the same Sunday-paper comparison pages. The Cayenne base starts at $89,900, which is $23,400 less than the Range Rover SE. The Range Rover SWB is 5.2 inches longer, 6.8 inches taller, and carries 15.6 more cubic feet of cargo behind the second row.

The Cayenne is the better driver’s vehicle on the measures that matter at a stoplight or a back road. The Range Rover is the better ride for a four-hour freeway haul or a graded fire road.

Porsche sells three fully-electric Cayenne trims for 2026, starting at $109,000. Range Rover sells none.

Three threads separate these two. Pricing: the entry trims sit $23,400 apart at MSRP. Dynamics versus luxury: each badge sells its own priority and they don’t overlap much. Powertrain: Porsche commits to three fully-electric trims for 2026; Range Rover commits to none.

Seven days with the SE SWB P400 informed the Range Rover side; the Cayenne characterization is desk research from porsche.com, the Porsche newsroom, and instrumented testing data. Land Rover provided the Range Rover with a full tank of gas; Porsche did not loan a Cayenne.

What They Are

The 2026 Range Rover is the L460 generation, MLA-Flex unibody luxury SUV, launched in 2022 and barely two years into its model cycle. Five-passenger SWB or five-or-seven-passenger LWB. Lineup runs from the $113,300 SE I tested through the $263,050 SV Black LWB. The engineering brief is luxury comfort and badge prestige, with off-road capability as an authentic backup.

Air suspension is standard at every trim. Twin-speed transfer case with mechanical low range is standard.

The reductionist horizontal dash and 13.1-inch Pivi Pro screen frame an interior that puts luxury suite first and driver’s car second.

The Range Rover is the SUV a chauffeur drives. It’s also the SUV a CEO drives because the rear seat is where the work gets done.

The 2026 Porsche Cayenne is the third-generation refresh of VW Group’s MLB-evo platform, with a brand-new battery-electric Cayenne joining the lineup on the PPE platform. The gas and PHEV Cayenne is a five-passenger unibody sport SUV that splits the lineup between SUV body and Coupe body. Eleven trims total, more than any prior generation: five gas, three plug-in hybrid, three battery-electric. Lineup runs from the $89,900 Cayenne base through the $214,800 Turbo GT Coupe. The engineering brief is on-road performance dynamics with luxury appointments as the wrapper.

The Cayenne is what a Porsche enthusiast drives when family math forces an SUV. It’s what a BMW M or Audi RS shopper crosses to when they want Porsche steering feel without giving up cargo room.

Pricing and the Cross-Shop Reframe

The entry Cayenne lists at $89,900, $23,400 less than the Range Rover SE. The Cayenne S, with a 4.0-liter twin-turbo V8 and 468 horsepower, is still $5,000 less than the four-cylinder-feeling I6 in the Range Rover SE.

The two read as price peers in adjacent six-figure brackets. They get cross-shopped on the same magazine pages. The base-trim math says they aren’t peers.

Where the math converges is in the middle of both lineups. At Range Rover Autobiography PHEV ($159,200), the closest Cayenne cross-shop is the Turbo E-Hybrid at $164,500. At Range Rover SV ($219,500), the Cayenne Turbo GT Coupe at $214,800 sits within $5,000. At the top of the lineup, the two brands are matched on sticker.

The flip happens at the bottom. The Cayenne base is the meaningfully more affordable way into the segment. The Range Rover SE is the meaningfully more expensive way. Both end up at six figures plus destination.

Cross-Shop Pairing	Cayenne	Range Rover	Delta
Entry, base trims	Cayenne base $89,900	SE SWB P400 $113,300	$23,400 RR premium
Direct entry cross-shop	Cayenne S $108,300	SE SWB P400 $113,300	$5,000 RR premium
Performance hybrid	Turbo E-Hybrid $164,500	Autobiography P550e $159,200	$5,300 Cayenne premium
V8 luxury	Cayenne GTS $132,400	Autobiography P530 $174,800	$42,400 RR premium
Performance flagship	Turbo GT Coupe $214,800	SV P615 $219,500	$4,700 RR premium
Fully-electric entry	Cayenne Electric $109,000	(no BEV available)	n/a (RR has none)
Source: porsche.com USA and rangerover.com USA configurator data, captured 2026-05-02. Pricing excludes destination charges. Aggregator pages (KBB, U.S. News, Cars.com) carried stale 2025 Cayenne pricing during research; canonical manufacturer data preferred.

Size and Cabin Space

The Range Rover SWB is 198.9 inches long. The Cayenne is 193.7 inches long. The five-inch delta sounds modest until you park them next to each other and the Range Rover’s silhouette reads as SUV proportions while the Cayenne’s reads as the sport-sedan-on-stilts proportions Porsche has chased since the first 2003 generation.

The deeper number is height: the Range Rover is 73.6 inches tall, the Cayenne 66.8 inches. Almost seven inches separates the cabin ceilings. The Range Rover gives the driver a commanding chair-height view; the Cayenne gives the driver a sport-sedan eye line. Wheelbase is 118 inches versus 114 inches, four inches in the Range Rover’s favor.

The functional consequence shows up in cargo. The Range Rover SWB holds 42.9 cubic feet behind the second row. The Cayenne holds 27.3. The 15.6-cubic-foot delta is real luggage, real strollers, real golf clubs. One carries a long weekend’s gear; the other carries half of it. The Cayenne Coupe drops cargo to roughly 22 cubic feet.

Second-row legroom asymmetry compounds the delta. Range Rover SWB seats five with stretch-out adult legroom for the rear bench. Range Rover LWB pushes the second row back 4 inches for 48 inches of legroom, the kind of executive-rear space Bentleys offer. The Cayenne offers no LWB, no seven-passenger option, and five seats only. A buyer who needed seven seats or limousine-class rear legroom in a Porsche could not get either in the Cayenne nameplate. The Range Rover offers both, and the SWB versus LWB choice turns into a real configuration decision rather than a brand-line dead end.

What the numbers don’t capture is the perceived size difference at curb. The Range Rover feels like a flagship luxury SUV. The Cayenne feels like a tall sport sedan.

On a sales spreadsheet they share a segment. In a parking lot they share little else.

On-Road Dynamics: The Cayenne’s Home Turf

This is where the Cayenne earns its place in the conversation. The 2025 GTS pulled 1.01 g lateral grip on Car and Driver’s skidpad, which is sport-sedan grip in a 5,000-pound SUV. The 2026 GTS architecture is identical; the figure should hold. The Range Rover, tested with the same protocol, runs in the 0.85 g range. Competent for a luxury SUV. Not athletic.

The Cayenne’s steering is the part of the experience that no spec sheet captures. Porsche’s electric power assist is tuned for on-center precision and progressive build-up under load. The variable-ratio rack tightens as the wheel comes off-center, the way a 911’s does.

A driver moving over from a Macan or stepping up from a 911 finds the muscle memory familiar. The body manages roll through Porsche Active Suspension Management air dampers, defaulting to a Sport-biased stiffness even in Comfort mode.

The Range Rover SE drove well. The All-Wheel Steering system on this build tightened the turning circle to under 36 feet and made the SE feel smaller in parking structures than its 198.9-inch length suggests. The air suspension swallowed broken pavement and freeway expansion joints with a calmness that I noticed every time I drove the loaner back to back with my own 2017 Acura MDX. The steering was lighter, slower-ratio, and tuned for parking and freeway tracking. Top Gear has called it vague relative to a Cayenne. On the I-5 corridor between Sacramento and Stockton, that vagueness was a feature, not a bug.

The Range Rover responds to low input pressure. The Cayenne responds to focused input pressure. Neither is wrong; they describe different driving relationships.

Backroad pace is the Cayenne’s clearest win. The chassis turns in earlier, the body settles into the corner faster, and the brakes have more bite at threshold.

The Range Rover on a winding two-lane road is competent and isolated. The Cayenne on the same road is connected and enthusiastic.

A driver who values backroad enjoyment will be disappointed by the Range Rover. A driver who values long-distance comfort and freeway isolation will be exhausted by the Cayenne after 200 miles.

Acceleration is the part of the dynamics conversation where the Cayenne wins every trim-vs-trim matchup. The base Cayenne at 348 hp posts 5.7 seconds to 60, slightly behind the Range Rover SE’s 5.5.

The Cayenne S at 468 hp covers it in 4.7. The GTS does 4.4. The Turbo Electric does 2.4, which is faster than any production Porsche ever sold, including the GT3 RS. The Range Rover’s quickest variant, the SV at 606 hp, runs 4.3 seconds.

The Cayenne lineup tops it by nearly two full seconds at the flagship level.

The dynamics asymmetry is structural. The Cayenne’s brief is driving feel. The Range Rover’s brief is ride feel. Both achieve their targets at flagship levels of execution.

Off-Road: The Range Rover’s Designed Advantage

The Range Rover is materially better off-road. The numbers are not close. Standard ground clearance at off-road suspension height runs 11.6 inches versus the Cayenne’s 9.6 inches at maximum air-suspension lift. Wading depth, the spec that matters when you’re crossing a fire-road creek in early-spring runoff, is 35.4 inches on the Range Rover and 19 inches on the Cayenne. The approach angle at off-road height is 34.7 degrees on the SE; the Cayenne with its optional off-road front bumper manages 24 to 26 degrees.

The mechanical difference matters more than the geometry. The Range Rover SE on this build has the twin-speed transfer case with low range as standard equipment. The Cayenne has no mechanical low range, only a software off-road program. The Range Rover has Terrain Response 2 with seven distinct modes including Wade, Rock Crawl, and Mud/Ruts. The Cayenne offers four driving programs (Off-Road, Mud, Gravel, Sand).

I tested the Range Rover on a graded fire road in the Sierra Nevada foothills outside Plymouth. The 3D surround-view camera with the optional Pivi Pro upgrade let me place the front wheels exactly where I wanted them on an off-camber switchback.

The All-Terrain Progress Control held the SE at 4 mph through loose gravel without me touching the throttle or the brake. The wading-mode sensor display let me see exactly where the body sat relative to the water level.

Capability the Cayenne does not offer.

The honest counterweight is that most buyers in this segment will never use the off-road kit. The vast majority of Range Rovers spend their lives on pavement. So do most Cayennes.

For the buyer who goes off-road, the Range Rover is the only correct answer of these two. For the buyer who never leaves pavement, this section is theatrical.

The Defender comparison goes deeper on what off-road authenticity buys versus the engineering compromises it asks for.

Powertrains and the Electric Future

Powertrain is where the Cayenne lineup gets aggressive about 2026’s transition. Five gas variants, three plug-in hybrids, and three battery-electric models add up to eleven trims sold concurrently on two platforms in two body styles. No competitor in the luxury SUV segment offers this much variant breadth.

The Range Rover lineup is simpler. Mild-hybrid I6 (the P400 in the SE), V8 (the P530 at Autobiography), and PHEV (the P550e at Autobiography). Three powertrain options across five trims.

No battery-electric variant exists for 2026. The all-electric Range Rover EV was announced and was delayed, then delayed again. As of mid-2026 there is no orderable, fully-electric Range Rover.

The P400-versus-P530 trade is the full electrification conversation inside the Range Rover lineup, and it tops out at the PHEV.

For an EV-curious luxury SUV buyer in 2026, this is the structural lineup-level gap that no spec table captures. The Cayenne Electric starts at $109,000 and undercuts the Range Rover SE by $4,300. The Cayenne S Electric at $126,300 sits below the Range Rover Autobiography PHEV.

The Cayenne Turbo Electric at $163,000 is the most powerful production Porsche ever built at 1,139 horsepower and 2.4 seconds to 60. The Range Rover has nothing within striking distance of any of these.

The Cayenne Electric’s engineering is not a re-skin of the gas Cayenne. The PPE platform is BEV-specific, 800-volt architecture, 113 kWh battery, 10-to-80 percent DC fast-charge in under 16 minutes at a 400 kW charger. The factory NACS port is a first for a US-market Porsche. Inductive charging is offered as an option. Drag coefficient is 0.23. Towing capacity is 7,716 pounds across all three Electric trims. Deliveries begin end of Summer 2026. Order books are open; dealer lots remain empty until late summer.

The plug-in hybrid math favors the Cayenne too. The E-Hybrid at $103,100 with 463 horsepower and 4.6 seconds to 60 undercuts the Range Rover P400 SE by $10,200 on price while making more power and posting a faster 0-60.

The Cayenne Turbo E-Hybrid at $164,500 makes 729 horsepower against the Range Rover P550e’s 543. The Range Rover PHEV remains the only Range Rover electrification path; the Cayenne PHEV is one of three Porsche electrification paths.

If the buyer wants a gas-only luxury SUV with off-road capability, the answer is Range Rover. If the buyer wants any form of electrified luxury SUV in 2026, the Cayenne lineup is the more committed choice.

The Range Rover’s BEV gap is not a small thing in a market where every German peer (Mercedes EQS SUV, BMW iX, Audi Q8 e-tron) and the rest of the American luxury peers (Cadillac Vistiq, Lucid Gravity) already offer one.

Interior and Materials

Both interiors are excellent at top trim. Different aesthetics, comparable execution. The Range Rover leans harder into luxury-suite design language. The Cayenne leans harder into driver’s-car cockpit design language. Neither is the wrong choice; they describe what each brand is selling.

The Range Rover SE’s cabin opens with the horizontal dash and the 13.1-inch Pivi Pro curved floating screen. Material parity with the higher trims is strong even at the entry: semi-aniline leather, real wood veneer (ash on this build), and a suede-style microfiber headliner. The optional Meridian Surround Sound on this loaner delivered enough acoustic discipline that I tracked the audio across a Spotify playlist for ninety minutes on the I-5 without reaching for the volume knob. Rear-seat legroom in SWB form is generous; the LWB pushes it to executive class.

The Cayenne cabin centers on the driver. The seating position is lower, the cockpit wraps tighter around the driver, and the dashboard layers function over form. The standard Porsche Communication Management 12.3-inch screen sits in a more traditional binnacle than the Pivi Pro’s floating plane. The optional Burmester 21-speaker system at the top trims runs roughly 1,455 watts; the Meridian Signature Reference in the Range Rover Autobiography is 1,600 watts across 35 speakers. Material parity at the top end is strong on both sides.

Material parity holds at the upper trims. Where the two diverge is in rear-passenger experience. The Range Rover Autobiography offers heated, cooled, and massage rear seats with a rear-seat command tablet for climate, audio, and shade. The Cayenne offers heated rear seats and rear-seat tablets in limited configurations. The Range Rover is selling the luxury suite. The Cayenne is selling the driver’s car with rear-passenger competence.

Tech parity is a coin flip. Pivi Pro has cleaner visual hierarchy and faster boot times than prior JLR systems. Porsche Communication Management has cleaner haptic-control discipline and a more mature operating system. Wireless phone integration and over-the-air updates are universal at this price point. Neither system is a deciding factor.

The aesthetic verdict comes down to taste. The Range Rover reads conservative, vault-like, and timeless. The Cayenne reads sporty, layered, and current. Buyers don’t usually choose one over the other based on the interior; they choose based on what they want from the rest of the vehicle, and the interior follows.

Resale, Brand, and Five-Year Cost

The Cayenne wins on resale. The math is consistent across data sources. iSeeCars’ five-year depreciation data shows the Cayenne losing roughly 51.7 percent of its MSRP across the average five-year ownership window. The full-size Range Rover loses 62 to 86 percent depending on trim, with the SV and Autobiography trims posting the heaviest depreciation. A $113,300 Range Rover SE that loses 65 percent of its value in five years is worth $39,655 at trade-in. A $108,300 Cayenne S that loses 51.7 percent is worth $52,209. The Cayenne’s smaller MSRP and stronger resale combine into a meaningful five-year cost-of-ownership advantage.

The mechanism is two-part. Porsche brand premium plays well across the used market. Cayenne buyers cross-shop with 911 enthusiasts on used-car lots, and Porsche’s resale strength benefits every model in the lineup. Range Rover, by contrast, has carried a depreciation reputation since the L322 generation that the current L460 has not yet shaken off, fairly or not.

The math compounds in financing. A buyer who finances a Range Rover SE at $113,300 with $25,000 down and a five-year note pays interest on a vehicle worth less than the loan balance for most of the term.

The Cayenne S at $108,300 with the same down and term reaches a positive-equity position roughly two years earlier. Buyers who lease and rotate every three years feel the resale gap less; the leasing companies build it into the money factor.

Buyers who finance and hold five-plus years feel the gap directly.

There’s a counterweight worth naming. Range Rover buyers often don’t optimize for resale. The badge, the rear-seat luxury, the brand identity carry weight that doesn’t show up on a depreciation chart. For the buyer who values what the Range Rover sells, the resale math is informational, not deciding.

Who Buys Which

The Cayenne buyer drives. Often a Porsche owner moving up from a Macan, or a 911 owner whose family math no longer accommodates a 2+2 sports car. Cares about steering feel, body discipline, and the Porsche badge in a way that translates to weekend backroad runs, occasional track days at Sonoma or Laguna Seca, and the muscle-memory familiarity of the Porsche cockpit. Accepts the smaller rear seat as a fair trade for the sharper driving experience. Cross-shops the BMW X5 M, the Audi RS Q8, the AMG GLE 63, and the Maserati Levante.

Stops at the Cayenne because the others don’t drive like a Porsche. Buys gas S or GTS for the V8, or Cayenne Electric for the buyer who got the EV religion early.

The Range Rover buyer is the buyer being driven, even when they’re driving. The use case includes weekly commutes, long highway runs, and the social-currency moments when a Range Rover at the curb signals what it signals. Often a buyer moving from a Bentley Bentayga, a Wagoneer, a BMW X7, or a Mercedes GLS who values being a passenger as much as a driver. Cares about rear-seat space, ride compliance, badge prestige, and the depth of the luxury treatment. Off-road capability matters as insurance, not as a daily-use feature. Cross-shops the Mercedes G-Class, the BMW X7, the Cadillac Escalade, the Bentley Bentayga, and the Lexus LX.

Stops at the Range Rover because the others don’t carry the heritage. Buys SE for value, Autobiography for the trim ladder’s sweet spot, SV when the badge has to do work.

The genuine cross-shop buyer is rare. The shopper who walks into both showrooms and asks the right cross-questions usually narrows fast based on whether they value sport feel or rear-seat refinement.

The size and cargo delta decides for families with three or more kids: the Cayenne’s tighter rear bench pushes them toward the Range Rover by default. The pricing reframe at the entry tier decides for value-conscious cross-shoppers. The Cayenne base undercuts the Range Rover SE by $23,400.

The BEV-curious buyer decides for the Cayenne Electric because the Range Rover doesn’t offer the option.

The Range Rover and Cayenne don’t compete on the same priorities. They compete for the same dollars. Naming the priority before naming the car is the buyer’s job.

Verdict

The verdict is direction-dependent. The Cayenne is the better answer for buyers who prioritize driving feel, want a strong EV path option, and value resale strength. The Range Rover is the better answer for buyers who prioritize rear-seat space, ride comfort, off-road capability, and the specific signal the Range Rover badge sends. Both are correct for their respective buyers. Neither is wrong.

The Cayenne lineup leans into 2026’s transition harder than the Range Rover does. Eleven trims, two body styles, three electrification levels including three fully-electric trims that no Range Rover trim matches. The Cayenne base at $89,900 is the most affordable entry into the segment. The Cayenne Turbo Electric at $163,000 is the lineup leader on power and acceleration. The Cayenne S at $108,300 is the volume seller that most buyers cross-shop the Range Rover SE against, and it’s $5,000 cheaper while making 73 more horsepower and posting a 0-60 time eight tenths quicker.

The Range Rover lineup is narrower but goes deeper on luxury. Three powertrains, two wheelbases (with a seven-passenger LWB option), and a trim ladder that runs SE, Autobiography, and SV.

The SE at $113,300 is the value entry. The Autobiography at $159,200 (PHEV) or $174,800 (V8) is the sweet spot for buyers who want the full luxury treatment without the SV’s premium. The SV at $219,500 is the flagship for buyers who want the badge to do work.

Buyers who cross-shop these two should answer four questions before walking into either showroom. First: how much rear-seat space and cargo do you need? If the answer is “three kids” or “flagship-class luggage space,” the Range Rover is the only correct answer. Second: do you value driving feel or ride feel more? Honest answer required. Third: is fully-electric on the table for you in 2026? If yes, the Cayenne Electric is the option the Range Rover lineup doesn’t offer. Fourth: how long do you plan to hold the vehicle, and does five-year depreciation matter to your math? If you finance and hold five-plus years, the Cayenne’s resale advantage compounds.

After seven days with the Range Rover SE on press loan, the SE’s structural strengths held up. The air suspension is exemplary, the All-Wheel Steering meaningfully improves daily usability, and the cabin layers luxury depth in ways the Cayenne lineup doesn’t match below the Cayenne Turbo. The software gaps and the Pivi Pro thermal issues I flagged in the hero review apply here too; cross-shopping the Cayenne doesn’t soften them.

The Cayenne, on the other side, would have made me a different driver during the same week. Not better, just different. Both are correct vehicles. The buyer’s job is to know which version of “correct” they want.

Frequently Asked Questions

Is the Range Rover better than the Porsche Cayenne?

Different vehicles for different buyers. The Range Rover is the better luxury daily driver and the better off-roader. The Cayenne is the better driving SUV and the stronger five-year value retainer. Neither is universally better. Each is better at the priorities its brand sells.

Is the Cayenne cheaper than the Range Rover?

At base trim, yes. The Cayenne base at $89,900 undercuts the Range Rover SE at $113,300 by $23,400. At mid-trim, the Cayenne S at $108,300 still undercuts the SE by $5,000. At performance flagship, the Cayenne Turbo GT Coupe at $214,800 sits within $5,000 of the Range Rover SV at $219,500. The price asymmetry compresses as the trims climb.

Which has more cargo space, Range Rover or Cayenne?

The Range Rover, meaningfully. The SWB carries 42.9 cubic feet of cargo behind the second row to the Cayenne SUV’s 27.3 cubic feet. The 15.6-cubic-foot delta is real luggage volume. The Range Rover LWB extends the advantage further. The Cayenne Coupe drops cargo to roughly 22 cubic feet.

Which is faster, Cayenne or Range Rover?

The Cayenne lineup wins almost every trim-vs-trim matchup. The Cayenne S at 4.7 seconds beats the Range Rover SE at 5.5. The Cayenne GTS at 4.4 seconds matches the Range Rover Autobiography V8 at 4.4. The Cayenne Turbo Electric at 2.4 seconds is the quickest production Porsche ever and the fastest variant either lineup offers. The Range Rover SV at 4.3 seconds is the quickest Range Rover; three Cayenne trims are quicker.

Is the Cayenne better off-road than the Range Rover?

No. The Range Rover wins decisively. Standard air suspension, 35.4 inches of wading depth, a twin-speed transfer case with mechanical low range, and Terrain Response 2 with Wade and Rock Crawl modes. The Cayenne offers off-road option packages but no mechanical low range and 19 inches of wading depth. For buyers who go off-road, the Range Rover is the only correct answer.

Does the Range Rover have a fully electric version?

Not in 2026. The all-electric Range Rover EV was announced and has been delayed twice. The P550e PHEV is the Range Rover’s only electrified option, offering roughly 50 miles of EV range plus a gas range extender, starting at $159,200. The Cayenne lineup offers three fully-electric trims for 2026: Cayenne Electric at $109,000, Cayenne S Electric at $126,300, and Cayenne Turbo Electric at $163,000.

Which holds value better, Cayenne or Range Rover?

The Cayenne, meaningfully. iSeeCars five-year depreciation data shows the Cayenne losing roughly 51.7 percent of its MSRP across the average ownership cycle. The full-size Range Rover loses 62 to 86 percent depending on trim. A $113,300 Range Rover SE that depreciates 65 percent is worth $39,655 at five-year trade-in. A $108,300 Cayenne S that depreciates 51.7 percent is worth $52,209 at the same point.

Which has a better interior, Range Rover or Cayenne?

Both are excellent at top trim. Different aesthetics, parity on execution. The Range Rover commits harder to luxury-suite design with horizontal lines, semi-aniline leather, and rear-seat command tablets at Autobiography trim. The Cayenne commits harder to driver-focused cockpit design with lower seating and a tighter wraparound dash. The Range Rover wins on rear-passenger experience. The Cayenne wins on driver-position feel.

Should I get the Cayenne or the Range Rover Sport?

The Range Rover Sport is closer in size and positioning to the Cayenne than the full-size Range Rover. Both are around 194 to 198 inches long, both are five-passenger, and both target a sportier driver. For a Cayenne-versus-Range Rover comparison, the Sport is the cleaner cross-shop. The full-size Range Rover I drove is a tier above in size, luxury depth, and price. The Range Rover Sport SE starts at $84,750 (with the P400 mild hybrid I6), bringing it within $5,000 of the Cayenne base. That’s a different cross-shop.

The Range Rover side of this comparison was informed by a 2026 Range Rover SE SWB P400 press fleet vehicle. Land Rover provided the vehicle for this review with a full tank of gas. Porsche Cayenne characterization is from porsche.com configurator data, Porsche newsroom press materials, and instrumented testing data from Car and Driver and MotorTrend.