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For Porsche, T is much more than the 20th letter of the alphabet. In Weissach-world it stands for Touring, and has been applied to special 911 variants for over half a century.
More recently it’s been attached to the 718 Boxster and Cayman, and now the mid-size Macan SUV.
Porsche says T means “precise tuning, exclusive equipment and efficient engines”, and this most recent example adds another option in the Macan line-up, one rung above the entry-level model.
We spent a week with this recently introduced 2.0-litre, four-cylinder, AWD machine to see how far it expands the Porsche Macan performance and practicality envelope.
The Nissan Patrol has been sold in Australia since the early 1960s and during that time has evolved through numerous model generations and built solid customer loyalties.
The latest Y62 model, with its brilliant active suspension and powerful petrol V8, was launched here in 2013 and during its decade on sale has remained largely untouched by Nissan apart from facelifts and other revisions to keep it looking fresh.
Although more than 10 years old, it’s still enjoying remarkable popularity as it commands about one third of sales in the ‘Upper Large SUV Under $120K’ segment against its dominant Toyota LandCruiser nemesis.
The Y62's enduring appeal is enhanced by the Warrior variant released in late 2023, which is designed to sharpen the Patrol’s off-road and on-road performance and increase driver engagement.
It’s been developed by Nissan’s special vehicle partner Premcar in Melbourne, which has already created Warrior versions of the Navara ute with the entry-level SL and premium PRO-4X duo.
We were recently handed the keys to the latest Nissan (and first SUV) to be given the Premcar treatment, to see if it’s worthy of joining the Warrior stable.
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.
Premcar faced a formidable challenge in improving a vehicle as competent as the Patrol Ti, but the Warrior succeeds in achieving the project's four key objectives of enhanced off-road capability, road presence, V8 soundtrack and refinement.
It offers astonishing performance and handling for a vehicle of its size and weight and with its recent cabin technology upgrades, the Patrol Warrior has become an even more desirable package. Fact is, we didn’t want to hand it back, which says plenty.
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.
Significant changes are focused on the active suspension system, which uses active dampers fitted to each wheel’s coil-sprung suspension arms to serve as shock absorbers and stabiliser bars in one.
This not only provides optimum wheel travel and traction off-road but also monitors cornering forces and distributes hydraulic pressure to minimise body roll when on-road.
Warrior upgrades include a 40mm increase in track width, to provide a wider and more planted stance with only a slight 100mm increase in turning circle.
The body also sits 50mm higher thanks to a 29mm suspension lift and 21mm taller wheel and tyre package, resulting in 323mm of ground clearance, a steep 40 degrees approach angle and 23.3 degrees departure angle with tow-bar fitted.
However, it will still fit under multi-storey or underground car parks with typical 2.0-metre-plus height limits.
There's also unique Premcar hydraulic valve componentry and calibrations to sharpen chassis response, along with revised front springs and new multi-rate rear springs with progressive-rate rear bump-stops.
The Warrior’s heavy-duty off-road hardware has contributed to a higher kerb weight, which Premcar has allowed for in the Warrior’s 120kg GVM upgrade that brings a handy 48kg increase in carrying capacity compared to the Ti. The Patrol’s standard 3.5-tonne braked tow rating is also maintained.
There’s generous space and sumptuous luxury for the driver and front passenger and when I'm seated in the second row, with the driver’s seat in my position, there’s still about 12cm of knee clearance which is admirable space given my 186cm height.
The second-row seats fold and tumble forward to allow easy access to the third-row. However, that convenience causes a space problem for third-row passengers (tall ones at least), because the second-row can’t be slid forward and its backrest angle can’t be adjusted.
So, although Nissan claims an eight-seat capacity in 2-3-3 formation, that could realistically only be achieved with small kids in the rear stalls.
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.
The Warrior’s hefty 2884kg kerb weight is 72kg heavier than the standard Ti due to its unique off-road armoury. Even so, its uprated 3620kg GVM allows for 736kg of load capacity, which should be ample for five adults and their luggage on a trip.
It’s also rated to tow up to 3500kg of braked trailer but with its 7000kg GCM rating (how much it can legally carry and tow at the same time) that would require a 120kg reduction in vehicle load to avoid exceeding the GCM.
Or you could lower the trailer limit by the same amount (from 3500kg to 3380kg) and maintain the Warrior’s maximum load. Either way, these are sizeable and practical numbers for a multitude of recreational pursuits.
Cabin storage for driver and front passenger includes a bottle-holder and bin in each front door, plus a glove box and overhead glasses holder.
The centre console has two small bottle/cupholders and various nooks for small items, plus a large box at the rear with a padded lid that doubles as a plush elbow rest. The console also has two USB-A ports and two 12-volt sockets.
Second-row passengers get a bottle-holder and bin in each door, plus large pockets on the front seat backrests and access to the console box thanks a clever two-way console lid.
There are also two pop-out small bottle/cupholders in the fold-down centre armrest and the rear of the centre console provides separate climate controls, two USB-A ports and another 12-volt socket. There are also bottle/cupholders on each side of the third row.
The large rear luggage area has another 12-volt socket, storage compartments beneath the load floor and multiple retractable hooks for anchoring load straps or nets.
It offers 468 litres of load volume with the third row upright, 1413 litres with the third row folded and a cavernous 2632 litres (or more than 2.6 cubic metres) with the second and third rows folded.
With cost-of-entry sitting at $92,700, before on-road costs, the Macan T is positioned just above the entry-level grade in a four model line-up.
And it stacks up against well-credentialed and well-equipped competitors like the Audi Q5 45 TFSI S line Sportback ($90,600), BMW X3 xDrive30i M Sport ($91,900), and Mercedes-Benz GLC 300 ($92,300).
Aside from the performance and safety tech covered later, the standard equipment list includes the often optional ‘Sport Chrono Package’ (including a mode switch and ‘Sport Response’ button on the steering wheel), as well as a 10.9-inch HD multimedia touchscreen, sat nav (with voice control), three-zone climate control, eight-way electrically-adjustable sports front seats (with driver’s side memory), heated front seats, cruise control, as well as keyless entry and start.
Also included is combination leather and ‘Sport Tex’ cloth seat trim (with silver contrast stitching), a leather-trimmed heated GT sports steering wheel, 10-speaker/150-watt audio with digital radio as well as Bluetooth and Apple CarPlay connectivity (no Android Auto, though), a 4.8-inch configurable info display in the instrument cluster, 20-inch alloy rims (finished in ‘Dark Titanium’), LED headlights, tail-lights and daytime running lights, plus an auto tailgate. There’s more, but you get the idea.
Worth noting our test car featured more than $25K’s worth of options. Specifically, a leather trim package ($3280), panoramic roof ($3110), sports exhaust ($3080), adaptive air suspension ($2790), 18-way adaptive sports front seats ($2410), Bose 14-speaker/665-watt audio ($2230), ‘Papaya Metallic’ paint ($1800), tinted LED headlights with ‘Porsche Dynamic Light System Plus’ ($1650), adaptive cruise control ($1620), carbon interior trim package ($1600), lane keeping assist ($1100), high-gloss black roof rails ($650), and Porsche logo door courtesy lights. Total price as tested (before on-road costs) $118,560.
At that money you’re more in line with the Audi SQ 5 Wagon ($110,400), BMW X3 M40i ($118,900), and Merc-AMG GLC 43 ($129,000). A tough trio to get your nose in front of, but the Macan T still presents pretty well.
Our ‘Gun Metallic’ test vehicle (one of four Warrior colours) is based on the well-appointed Patrol Ti model. It’s available only with the Patrol’s standard 5.6-litre petrol V8 and seven-speed automatic for a list price of $104,160.
That looks like a bargain compared to the top-shelf model in the LandCruiser 300 Series range, the Sahara ZX, which lists at $146,876.
The Warrior costs $16,260 more than a standard Ti and for that extra spend you get a generous package of unique and well-engineered upgrades.
Exterior changes include a distinctive black grille and door mirror caps, Warrior body decals and badging, Warrior-branded front bumper assembly and an eye-catching red Warrior-branded engine bash-plate.
There’s also 18-inch alloys with taller Yokohama 295/70 all-terrain tyres and a full-size alloy spare, black composite wheel arch flares, stainless steel bi-modal exhaust system with side-body outlet, rear bumper assembly with black valance panel and a bespoke 3.5-tonne towbar with two recovery points.
Although the engine and transmission are the same as a standard Patrol, the suspension has been significantly revised (see Design).
The Warrior adopts a classy and understated interior theme, featuring high-gloss piano black trim elements on the centre console and black Alcantara synthetic suede inlays on the dash (with subtle Warrior branding) and door trims.
The MY24 Warrior benefits from a recent and overdue upgrade of the Patrol's decade-old cabin technology (we tested the pre-upgrade model) resulting in a redesign of the console layout and functionality.
These include a 10.1-inch touchscreen for the six-speaker multimedia system offering the latest in digital radio, Apple CarPlay/Android Auto connectivity and Hema 4x4 navigation, plus wireless smartphone charging and USB-A and USB-C ports. Other technology upgrades include an ‘intelligent’ rear-view mirror and cool-box for the centre console.
By contrast, a foot-operated mechanical parking brake and large analogue speedo/tacho units are quaint reminders of the Y62’s longevity.
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.
The ageless DOHC 32-valve 5.6-litre petrol V8 with variable valve timing produces the same 298kW at 5800rpm and 560Nm at 4000rpm as the standard Ti.
However, the Warrior's unique bi-modal exhaust system offers a choice of mild (using the full-length system) or wild (using a shorter side-exit system) exhaust notes via an internal valve.
The refined seven-speed torque converter automatic transmission has overdrive on its sixth and seventh ratios for optimum highway economy, plus adaptive shift control and the choice of sequential manual-shifting.
The full-time 4WD system offers a locking rear differential, electronic switching between high and low ranges, three off-road terrain modes ('Sand'/'Rock'/'Snow') and hill descent control.
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.
Nissan claims an official combined average consumption of 14.4L/100km but the dash display was showing 17.5L/100km when we stopped to refuel after 306km of testing which comprised city, suburban, highway and dirt road driving.
Our figure, calculated from fuel bowser and tripmeter readings, was higher again at just under 20L/100km. This admittedly included heavy throttle use exploring the Warrior’s handling and exhaust enhancements, so this consumption would improve with a lighter right foot.
Even so, based on our figures, owners could still expect a driving range of around 700km from its huge 140-litre petrol tank, which expands to 970km based on Nissan’s official figure.
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.
My wife and I had no trouble finding comfortable driving positions, thanks to its combination of a height/reach-adjustable steering wheel, prominent left footrest and 10-way power adjustable driver’s seat.
The big V8 has a muscular deep-chested rumble at idle, which changes to a full-throated roar when you prod the accelerator hard enough to redirect the exhaust flow through the shorter side-pipes.
The Patrol comes standard with fantastic ride and handling thanks to its active suspension, but Premcar’s input has that ‘special vehicle’ feel to it.
With its wider track it feels even more surefooted on the road, which combined with revised hydraulic valving and spring rates provides a more responsive driving experience that doesn’t compromise its supple ride quality.
It feels lighter and more agile than you’d expect for a high-riding SUV that weighs more than 2.8 tonnes.
The 5.6-litre V8 is a torque monster, with 90 per cent of its generous 560Nm on tap from only 1600rpm. You can rev it all the way to 5800rpm to extract its 298kW of peak power, but we found the most rewarding performance was to revel in its abundant surge of pulling power below 4000rpm.
On the highway it requires only 1750rpm to maintain 110km/h, making it an effortless and quiet road-tripper, given low tyre and wind noise combined with low engine noise courtesy of the bi-modal exhaust using the full-length system in cruising mode.
Overall, this is a fun and rewarding vehicle to drive, within the obvious limitations of a large 4x4 wagon.
The Macan has been around for 10 years, and despite regular updates it’s starting to give ground to competitors in terms of standard active and passive safety tech.
With a base price within shouting distance of six figures, you’d expect the Macan T to be at the pointy end of the safety game, but not so.
While crash avoidance features include ‘Lane Change Assist’, ‘Lane Departure Warning’, tyre pressure monitoring, and ‘Park Assist’ (including a reversing camera and 360-degree surround view), other big ticket items are optional extras.
Arguably the biggest is adaptive cruise control (including AEB) at $1620, and ‘Lane-keeping Assist’ for another $1100. Blind-spot monitoring, rear cross-traffic alert and other increasingly common systems aren’t available at any price.
What? It’s as much the principle as the dollars. These things should be standard in a close to $100K Porsche.
If a crash is unavoidable there are eight airbags on-board (driver and front passenger front, front side, rear side, and full-length curtains), but the front centre airbag, increasingly included to avoid head clash injuries in a side impact, is MIA.
Multi-collision brake minimises the chance of subsequent impacts after an initial crash, and there are three top-tether points for baby capsules/child seats across the rear row, with ISOFIX anchors on the outer positions.
For the record, Porsche doesn’t submit its cars for ANCAP (or Euro NCAP) evaluation, and so far the independent body hasn’t raided the piggy bank to purchase one for assessment.
The Nissan Patrol is unrated by ANCAP but comes with driver and front passenger front and side airbags plus full side-curtain airbags that span all three rows.
There’s also AEB, an around-view monitor with moving object detection, front and rear parking sensors, lane-keeping, blind-spot monitoring, rear cross-traffic alert, tyre pressure monitoring and more.
The second-row has ISOFIX child restraint anchorage points and top-tethers on the two outer seating positions and there's another top-tether for the third row.
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’.
Nissan provides a five-year/unlimited km warranty (plus five-year roadside assist) for the Patrol Ti base vehicle, which Premcar matches with its own five-year warranty covering the Warrior conversion.
Scheduled servicing is every 12 months/10,000km, whichever occurs first.
Capped-price servicing for the first five scheduled services totals $3019, or an average of $603.80 per service.