Porsche Sure to Score With Macan

PASADENA, CA – Few people predicted Porsche, with its sports-car lineage, would score big with the Cayenne CUV when it launched a decade ago. Things worked out nicely. It’s the brand’s best-seller, making up 43% of U.S. deliveries last year.

So along comes Porsche with another ute that, on paper, makes a lot more sense than the original Cayenne, with two excellent new turbocharged engines, a crisp-shifting dual-clutch transmission, a lighter body, lower center of gravity and a more attractive price, starting at $49,900.

Time behind the wheel isn’t even necessary to know the Macan (pronounced like pecan) has a good shot at success.

But after driving it at the track, off-road and on winding mountain roads here in scorching heat, its prospects can be illustrated with a basketball analogy.

If the Cayenne proved to be an easy layup for German engineers who knew nothing about SUVs, then the Macan is Air Jordan soaring through the lane, tongue wagging, ball raised like a lethal tomahawk about to find its target.

Two points – with style, attitude and grace.

Having honed its utility game with the Cayenne, the Stuttgart product-development team set out to create a vehicle that embraces every brand characteristic Porsche holds dear.

The Macan is like a highlights reel, with the agile hustle of the Cayman/Boxster, the ride comfort of the Panamera, the rugged flexibility of the Cayenne and the composure of the 911.

Derived from the capable Audi Q5, the Macan proves Porsche’s absorption into the VW Group in 2012 hasn’t been all bad. Yes, it unflinchingly carries over the Q5’s general shape, but there the similarities end.

For instance, the “magical hips” are more pronounced than those on the Q5 to emulate 911 styling, and the Macan also makes do without a grab handle on the liftgate, enhancing a smooth, sleek look.

Why the gushing optimism for a vehicle that’s late to the compact luxury CUV party? Because no automaker has made one quite like this, with twin-turbo V-6s generating 340 hp and 400 hp, respectively.

And because, unlike similar offerings from BMW, Mercedes and Audi, none is set up with a standard 7-speed PDK automatic (the only dual-clutch in the segment) and a chassis/suspension package that is legitimately fun at the track.

Air Suspension Available, Not Essential

An air suspension (another first in the segment) with active damping is available for $2,745 and drops the ride height 0.6 ins. (15 mm).

But the standard steel-spring layout (5-link aluminum wishbone up front/self-tracking trapezoidal link in back), augmented with PTV Plus torque vectoring (for $1,490), also can keep the all-wheel-drive Macan stable in the most extreme chassis-flexing, adhesion-testing circumstances. That includes off-road.

At the raceway, the torque-vectoring system and active damping are worth every penny, as demonstrated by a test drive of a vehicle without the add-ons.

Suddenly, a mediocre driver can look positively lost behind the wheel. Without electronic intervention, it was the unbridled Macan that had turned the tables and was tossing us about like an errant basketball.

It’s worth noting none of the competitive vehicles, as equipped from the factory, can sprint to 60 mph (97 km/h) in 5.0 seconds (with the 3.0L V-6 in the Macan S) or 4.4 seconds (with the 3.6L V-6 in the Macan Turbo).

Don’t get tripped up by the nomenclature: Each engine is strapped to two turbochargers. Boost pressure is 17.4 psi (1.2 bar) for the 3.6L and 14.5 psi (1 bar) for the 3.0L.

Both direct-injected DOHC engines benefit from Porsche’s VarioCam Plus variable valve system, which boosts efficiency and aids in breathing at high rpm. The 3.0L is adapted from the Panamera S, and the 3.6L is basically a stroked version of the 3.0L.

Real-world, both engines are stellar during a spirited ride along Angeles Crest Highway north of L.A. Pushed hard, both V-6s perform like seasoned veterans who make the job look easy.

These engines sound terrific at wide-open throttle and are shockingly quiet (even without the sound-deadening glass, a $990 option) and calm at 5,500 rpm as the 6,700-rpm redline approaches.

So which engine to choose? Oddly enough, it’s difficult to tell the 3.0L from the 3.6L on both the track and highway, although $22,400 separates them on paper.

Powertrains often are clearly delineated for many nameplates. For instance, a Ford Mustang V-6 feels, sounds and performs differently and with less drama than the V-8-powered Mustang GT.

In the case of the Macan, every option, be it cosmetic or mechanical, that is available with the S can be had with the Turbo. If you need the extra 60 hp and want to flaunt the Turbo badge on your back end, have at it. But the smart money goes with the S.

The 3.0L V-6 will be eligible for the 2015 Ward’s 10 Best Engines competition when judging begins in October, but the $72,300 base price of the Macan Turbo takes the 3.6L beyond our price cap and out of contention.

Other Powertrains Considered

Here’s a compelling argument to go up-market: The estimated fuel economy is identical with both powertrains, 17/23 mpg (13.8-10.2 L/100 km) city/highway. Porsche can’t claim the best mileage in the segment, but the Macan does beat the Audi SQ5 in that department.

Boosting efficiency 1 mpg (0.4 km/L) is an improved stop/start system that shuts down the engine earlier, as the vehicle is coasting to a rest.

Previously, Porsche’s system required a complete stop before the engine turned off. The refreshed Panamera was first to get the system last year.

European Macans also get a 2.0L 4-cyl. gasoline engine and a 3.0L turbodiesel V-6. Porsche is considering other powertrain offerings for the U.S., but insiders say a diesel Macan makes the most sense. The Cayenne 3.0L diesel has a 30% take-rate here.

Want to be the only owner of a Macan to take it into the backwoods? Every model comes with an off-road button, which changes the gearing to control wheel-spin for the best grip. The CUV negotiates treacherously steep inclines like a billy goat.

The interior is standard-issue Porsche, with firm, supportive seats, premium materials and excellent build quality throughout. Suede-like microfiber seat inserts on the base vehicle keep the rump even better planted.

The center console carries over the distinctive rows of angular switches that appeared first in the Panamera several years ago and now are a hallmark for Porsche cockpits.

Most customers will choose black leather, but more fetching is the Luxor beige or the 2-tone combos of black/gray or black/beige. Daring types will go for the natural saddle brown leather or, better yet, hot red with black trim.

The Macan went on sale in the U.S. on May 17 and is off to a strong start (2,026 sold through June). But the Leipzig plant is capped at 50,000 units for all markets. Customers ordering now have to wait several months for delivery.

True, the Macan is more expensive than most of its rivals. But relative to the Porsche lineup, it’s a bargain. Sure, there was a loaded Macan Turbo at the media launch here with a $104,440 sticker, but you can pay that for a Boxster that is less versatile. Most Turbo transaction prices should be around $80,000.

The better deal is the Macan S, which likely will carry transaction prices slightly over $60,000.

Either way, this CUV is a slam dunk.

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