PORSCHE Macan S Review

In case anybody asks, your Macan is rear-wheel driven, okay? This isn’t so much of a lie, more of an omission. The all-wheel drive system relies on RWD, with the front wheels only receiving power when necessary. The front axle can receive up to 100 percent of the muscle via an electronically-controlled multi-plate clutch placed just after the transmission.

Go for the optional Sport Chrono Package (yes, do it) and you’ll receive an electronically-controlled limited slip rear differential. You also get torque vectoring, meaning the inside rear wheel is braked when it starts spinning out of control. We’re not quite done with the Sport Chrono yet, as it also includes a nice little “Sport Plus” button that makes even more out of the powertrain, as well as a Launch Control function.

In the Macan S, Launch Control is pretty eventful for a car of this size with a three-liter engine. Respect.

Upward of 2,000 rpm, you get to know the complete character of the engine. This feels quite close to a naturally-aspirated unit in terms of delivery. The only change comes at about 3,000 rpm, when you feel something like a 15 percent bump in pulling power.

The rain is pouring outside and it feels like it wants to pierce through the body or the panoramic roof - another option you must have.

Settling into cruising mode, we notice the only part where this Porsche feels a bit like an Audi is right where it should - the Macan offers that long-trip refinement we’ve seen on Ingolstadt’s top-tier models.

You’ll be glad if you decide to use the Porsche Macan for long trips. Nonetheless, the seats are only decently comfortable, as Porsche’s sporting rules seem to forbid extra coziness.

Cross-country journeys sometimes have a nasty potential for scenarios that require emergency braking and the Macan is more than ready. Sheer stopping power and swift response - it’s all here for you.

We leave the highway in search of chassis-challenging B-roads. As if the weather had found out about our intentions, the sky starts assaulting us once again.

No problem, there are three suspension variants to choose from when configuring your Macan. The entry-level setup brings coil springs and passive dampers. This is followed by a scheme where the same springs are matched with adaptive shocks (PASM in Porsche language). Oh, and it’s standard on the Turbo. By the way, these two versions bring a ground clearance of 7.5 inches (190 mm).

At the top of the scale, we find the PASM assorted with air suspension. This allows the driver to lower the car by 0.4 inches (10 mm) on request. The downside? You have to pay for it.

The Macan makes for a brilliant all-rounder, even without the air suspension. Still, once you hit triple-digit speeds, the air springs offer superior stability. And if you want to go off the road, you really need them.

When walking on tarmac, the Macan treats its occupants with a refined ride. Once you step off the pavement though, you’ll be both shaken and stirred if you go above 20 mph (30 km/h) or so.

With the air suspension, all you have to do is push the dedicated Offroad button and the car offers decent capabilities. Nonetheless, we’d still choose a Cayenne over a Macan for an expedition. The gearbox difference is an example as good as any. The PDK on the Macan trashes the Cayenne’s torque converter automatic for the sporty stuff, but it can’t quite handle the tricky slow-speed off-road sections - it’s just too brutal when you’re back on the power.

By the way, the aforementioned Offroad button does more than just add some extra 1.6 inches (40 mm) to the ride height. For instance, it also sends more power to the front axle by default.

Back on the road, we are indulging ourselves in traction pleasures.

This thing is ridiculously quick through the twisties. Wet, dry, you name it. If any Impreza / Evo boy hunting for supercars in the rain ever comes across a Macan, he’ll be in trouble.

These days, you get electromechanical steering on a Boxster, so it was only natural for the Macan to go down the same road. The weight and consistency are nice, so we can’t complain.

Heading into a corner with evil intentions, we notice the Macan’s neutral handling. There’s a fine trace of oversteer here, but that’s about it. The setup was obviously tailored for the wide majority of customers.

Between you and us though, we’re missed having more incisive handling here. We would’ve liked the Macan to give a bit more freedom to its rear end at full blast.

Let’s not be childish, while the Macan is no sportscar around the bends, we don’t know any crossover that comes even close in terms of driving dynamics. But since we were brought this far, we wanted that extra touch of madness to place on top of the precision.

This mature handling, along with the host of active safety features offered bring the Macan excellent points in the safety department.

Speaking of features, the Macan brings the usual rich Porsche bouquet. The adaptive LED headlights, for instance, are a joy to use. When it comes to the infotainment department, you don’t necessarily have to aim for the range-topping Burmeister system. To our ears, this doesn’t seem to justify the pricing premium over the Bose hardware.

We’ve turned the audio off for the moment though, just to enjoy our amusement in silence. The reason lies within the conclusion of our drive - the Porsche Macan is so good at what it does (and it does quite a lot) that it threatens other models in the Porsche range!

At the same time, the newcomer also feels better balanced than the Cayenne. This, of course, also means that the Macan can battle the Cayenne’s competitors as well, such as the Range Rover Sport. Still, the difference in interior space means the two will not share all that many customers.

Still, let’s not get carried away here. The Macan does lack certain stuff offered on the Cayenne. For instance, you can’t have the sports exhaust option or the wonderful active stabilizer bar system (PDCC). And let’s not forget that the Cayenne is still waiting for its mid-cycle facelift.

Sadly, we are not the only ones who figured out how capable the Macan is. Porsche did too and it has priced the crossover accordingly. The base model, the Macan S, starts at $49,900, just shy of the Cayenne’s $52,600 entry price. As for the Macan Turbo, this has a MSRP of $72,300.

In Europe, the prices sit at EUR 57,900 and EUR 79,800, respectively. As for the Diesel this starts at the same price as the Macan S – all the aforementioned prices include 19 percent VAT.

Since we are talking versions, the current Macan flavors are just about right for the vast majority of the clientele. However, we’d love one extra. Some Turbo S that would sport a more aggressive attitude on demand. For us that would turn the currently brilliant offer into one that can’t be refused.

As for what are supposed to be the Porsche Macan’s more... direct competitors, well, there aren’t any. We haven’t forgotten about the Audi Q5 already and neither have the Mercedes GLK or the BMW X4 been erased from our memory.

The Macan is simply in a class of its own, both in terms of abilities and pricing - the VW Groups seems to have developed an appetite for such pathways, as the future Bentley SUV will play the same kind of game.

Instead of fighting the aforementioned models, the Macan is on a superior mission. This is a car that aims to demolish... classism. Yes, a crossover can bear surprising resemblance to a sportscar. Mission accomplished.