2018 Porsche Macan vs 2019

What's the difference?

At around $80k this entry-point to the Macan line-up delivers in terms of equipment, practicality, and quality. And importantly, it looks, feels and drives like a Porsche should. It’s fast, light on its feet, and beautifully put together. Sorry, Bram.

My reacquaintance with the Macan has certainly come at an opportune moment - the blink and you'll miss it update could have passed without mention or parade, but that would have meant I wouldn't have rediscovered just how good a car the Macan still is.

While the price is a bit stiff (plenty are happy to pay the premium for the Porsche crest), and total cost of ownership somewhat of a mystery, the Macan is a terrific all-rounder with a specific talent for making you smile.

My wife delivered the highest praise - "I could almost let you have one of these..."

The Macan is substantial, but not huge. About the same size as an Audi Q5 (they sit on the same platform), with echoes of the iconic 911 all around the car, from the raked headlights to the broad hipline and slimline tail-lights.

Carefully controlled curves and contours deliver balanced proportions and a solid, confident stance. And sharp eyes will pick up the ‘base’ car’s side window trim strips in black, and similarly darkened brake calipers sitting behind the standard 19-inch ‘Macan Turbo’ alloy rims.

They’re the same wheels fitted to the S model, one rung further up the Macan ladder, and fill the muscular guards nicely.

Like all Porsches, the Macan exudes quality in everything from its design, to the fit, the finish, even the feel of things like the switchgear, seats (leather and Alcantara), and steering wheel.

The interior doesn’t follow the current trend towards tablet-style control for major functions. Yes, there’s a slick screen-based multimedia interface, but it’s relatively small (7.0-inch), and old school switches and knobs dominate the dash and main console. Basically, a button-fest.

It’s a familiar, traditionally Porsche approach, and won’t appeal to everybody. But the design and engineering effort that’s been put into how they all work is obvious, and makes you feel like you’re sitting inside a Swiss watch. 

Add top-shelf trim materials and premium metal finishes, and the result is a first class (as in, front of the plane) environment. Always a subjective call, but I for one, like it a lot.

The quickest way to pick the new Macan is to stare at its behind - the 992 911's (and Cayenne's) full-width light bar tells the tail (I am not sorry).

It looks tremendous at night and during the day looks like a sort of Jedi weapon in storage. Nifty. Apart from that, the new four-light headlight arrangement also seen on the Cayenne and the 992 is present and correct and most of the changes are details on the bumpers and sides.

The rest of the car looks pretty much the same, including vaguely cheap-looking standard alloys on this base-spec car. And that's a good thing (except the alloys), because it looks like a sporty car, not a 911 on stilts or a lowered SUV.

The interior is still the traditional Porsche button explosion, and it's not as clean as the new Cayenne's layout. The aforementioned 992 steering wheel has made its way into the Macan and, unlike editor Flynn, I'm not a huge fan - it looks good, but it takes ages to get used to the way it feels in the hand and the chamfered edges grate a bit with me. The new screen installation looks terrific, though, and adds a splash of high-tech to the traditional feel.

The irony of the Macan purchase decision is the car appeals to people who admire Porsche’s racing and sports car heritage and love the idea of a 911 or 718, but actually need the practicality of five seats and a big boot. So, they’re buying into the agile, lightweight sports car brand dream by purchasing a 1.8-tonne SUV.

But it’s the cash rolling in from the sale of these SUVs that funds the ongoing development of Porsche’s more focused, high-performance machinery. And fact is, the Macan does a multitude of practical things with typical Teutonic proficiency.

Along with all the ‘controls’, Porsche has managed to integrate a useful amount of storage for front seat occupants, including a generous glove box (with cooler), a lidded box between the seats (housing a USB port, ‘aux-in’ socket, and 12-volt power outlet), and big door bins with enough room for large bottles. There are two decent-size cupholders in the console… even a cigarette lighter (naughty!).

Slip into the back seat, and there’s heaps of head and legroom on offer. I was able to sit behind the driver’s seat set for my 183cm position with lots of space in front of the knees and above the bonce. And there’s enough shoulder room to accommodate three full-size adults for short to medium journeys, without too much discomfort.

There are two cupholders in the fold-down rear armrest, map pockets on the front seatbacks, sizable door bins (again, able to hold big bottles), twin air vents (with temp and flow control), and a USB outlet.

With the rear seats upright cargo space runs to 500 litres, enough to accommodate our three-piece hard suitcase set (35, 68 and 105 litres), or the CarsGuide pram, with lots of room to spare.

Fold down the 40/20/40 split-folding rear seat, and that figure grows to a healthy 1500 litres, with a storage recess under the floor adding extra, out of sight space.

The hands-free ‘smart tailgate’ function is welcome when your hands are full, and hardware in the back includes four tie-down shackles, a pair of compartment lights, multiple bag hooks, and a netted pocket on the driver’s side (including a first aid kit). The spare is a racy red 18-inch space-saver.

If you’re keen on towing, the Macan can haul a braked trailer weighing up to 2000kg, and 750kg without brakes. 

As this is just a mid-life refresh, there isn't a lot of news for you. There are four cupholders and four bottle holders. There is nowhere to put your phone if you're using the cupholders, which is the sort of thing you'd think about fixing on your biggest-selling model. 

Rear-seat passengers will find things tight if they're approaching six feet tall. My 180cms just fit behind my driving position, my knees right on the hard plastic backing, so long trousers or knee guards would be in order. There is no other storage back, but the middle seat (which is uninhabitable due to the transmission tunnel and the Macan's slim hips) does fold down for boot access.

The boot starts at 500 litres and stretches to 1500 litres with the seats down.

Your 2020 Macan starts with a modest price rise to $82,200 and includes 19-inch alloys, a ten-speaker stereo, three-zone climate control, front, side and reversing cameras, remote central locking, front and rear parking sensors, cruise control, sat nav, LED headlights, powered everything including tailgate, auto headlights and wipers and a bright orange space-saver spare that looks too small.

Porsche's PCM media system is back and better than ever. The touchscreen is responsive and the sat nav is glorious when splayed out across the entire 10.9-inches. Annoyingly, Apple CarPlay in split screen isn't so great, making the targets a bit small to hit when you're driving.

My car had a few options; the $3790 panoramic roof, $1990 metallic paint, Entry&Drive (keyless entry and start), front seat heating ($990!), power steering plus ($650), standard leather interior ($550, and their name, not mine) and the aluminium exterior package ($450). All that took the price to $91,510. But I'd forgo a lot of this for a nicer set of wheels.

The Macan is powered by a Porsche-fied version of the Volkswagen Group’s (EA888) 2.0-litre, four-cylinder turbo-petrol engine.
 
In the VW Golf GTI Edition 1 this unit produces 180kW from 5000-6200rpm, and 370Nm from 1600-4300rpm. And under the Macan’s bonnet, those numbers shift only slightly to 185kW from 5000-6800rpm, and 370Nm, available between 1600-4500rpm.

The engine features direct injection and the ‘VarioCam Plus’ cam and valve timing system, sending drive through a seven-speed ‘PDK’ dual-clutch transmission (with paddle shifters) to all four wheels via the ‘Porsche Traction Management’ (PTM) active all-wheel drive system, incorporating an electronically-controlled multi-plate clutch, automatic limited-slip differential (ABD) and traction-slip control (ASR).

The base model Macan loses two cylinders to the S, with a 2.0-litre turbocharged four-cylinder. It's the same engine as the car it replaces, with peak power of 185kW at 5000rpm and 370Nm of torque between 1600-4500rpm. 

Power goes to all four wheels via the same seven-speed twin-clutch PDK transmission. It's still pretty quick, though, cracking the 100km/h sprint in 6.7 seconds. Not bad for a chunky, 1800kg car.

You can lop 0.2 seconds off the benchmark sprint with the optional Chrono Package. There is also an off-road button but I can't imagine too many buyers press it.

If you have a braked trailer, you can tow up to 2000kg.

Porsche’s claimed fuel economy for the combined (urban, extra-urban) cycle is 7.4L/100km, the 2.0-litre turbo-petrol emitting 172g/km of CO2 in the process. Start-stop is standard.

That’s pretty handy for an SUV of this scale, the only snag being we recorded 11.6L/100km (at the bowser) over 355km of city, suburban and freeway running.

Be prepared to shell out for the required premium 98RON unleaded, too, and you’ll need 75 litres of it to fill the tank.

My time with the car delivered a very reasonable 9.2L/100km against the 7.4L/100km claimed combined cycle figure. I say it's impressive because the throttle pedal spent a lot of time in close proximity to the carpet.

It might measure 4.7m long and tip the scales at 1770kg, but if you think the Porsche badge is just for show, you’re wrong. The Macan is quick, nimble, and sounds good.

Porsche claims this turbo four-cylinder will sprint from 0-100km/h in 6.7sec (6.5 with ‘Sport Chrono’ package), which is agreeably swift, and while power isn’t huge (185kW) and peaks high in the rev range (5000-6800rpm), maximum torque (370Nm) is available from just 1600rpm all the way to 4500rpm.

So, the big five-seater get up and runs, with the seven-speed dual-clutch keeping things in the mid-range sweet-spot, with the wheel-mounted paddles delivering crisp and positive manual shifts along the way. And our car’s optional sports exhaust dialled up the blurty pops and bangs accompanying high rpm up and downshifts.

Not only that, Sport mode sharpens up the gear shifts and throttle response, and amplifies the exhaust note even further.
 
Suspension is double wishbone front, multi-link rear, and despite the low-profile 19-inch Michelin Latitude Sport3 rubber (235/55 front, 255/50 rear) ride comfort and overall refinement, even on broken suburban goat tracks, is excellent.

Porsche claims this turbo four-cylinder will sprint from 0-100km/h in 6.7sec.

The electro-mechanical rack and pinion steering is direct without being overly sharp; a mix of great road feel, quick turn-in and linear response.

The tricky active all-wheel drive system typically sends all drive to the rear, but can send all of it to the front if required. Even on an enthusiastic backroad blast it puts the Macan’s power down with fuss-free confidence. 

And at this point it’s worth pointing out the sports front seats are grippy and supportive, while the classic three dial instrument cluster (with multi-function digital screen in the right-hand circle) is crystal clear.

Big disc brakes (335mm front, 330mm rear) are ventilated all around, with four-piston alloy calipers at the front and single-piston floating calipers at the rear. They consistently wash off speed with a progressive pedal and reassuring power.

This combination of buttoned-down body control, smooth ride, and exceptional dynamic response can only be achieved by a car company that knows what it’s doing.

Hit the off-road button if you’re keen on getting those shiny wheels dirty and the default drive split changes seamlessly to 50/50.

Porsche quotes a maximum clearance of 300mm “between ground and water-sensitive parts”, and an outright ground clearance of 185mm.

And if you’re really serious, the approach angle is 17.9 degrees, ramp over is 15.3deg, and the departure angle is 23.6deg.

Sports SUVs are everywhere and even Hyundai is throwing its hat in the ring with an N-Line Tucson and Kona. Perhaps one of the weirdest things about the SUV craze is buyers suddenly wanting the kind of chassis wagons and sedans delivered for years.

There's no doubt that Porsche could easily have gotten away with just slapping a new body on parent VW Group's MQB platform, said "ta-da!", and the Macan would have streaked off showroom floors. But that's not what happened, at least not the first part. The Macan is a very, very well-engineered sports SUV.

Before I climbed in I checked the tyres because I thought they were Nexens from a distance and, it turns out, they are. It wasn't a promising start (the only other Nexens I can remember weren't good), but all was forgiven as soon as I gave Macan some stick.

The ultra-smooth 2.0-litre turbo is exactly as I remember it from the Audi A4 a few weeks ago - quiet and strong. I'd completely forgotten the base model was a four cylinder but was very pleased to find it was a smooth as the V6, if not as powerful.

The tyres, it turns out, are perfectly fine, hanging on for dear life around the corners without much in the way of protest. The all-wheel drive system is set for fun and delivers like pretty much nothing else at this price, and like absolutely nothing else in this segment that isn't either a lot more expensive and/or German.

The Macan rides remarkably well for its impressive abilities, too. Bombing around town I was expecting a bit of crash and bash, but it's quite serene if you're not in Sport mode, the only alternative mode you can select.

The ride hangs in there in Sport, too, especially impressive when you're firing it down the fun stuff. Perhaps sticking with the standard wheels helps here, but I do wonder if it isn't worth getting more attractive rims.

The great thing about the Macan is that it feels so close and connected to the road. Part of that is the seating position - you sit really low in the Macan, down behind the wheel rather than just plonked in front of it.

The Macan has six airbags, ABS, stability and traction controls, reversing camera, around-view cameras and lane departure warning.

You'll notice the standard list is missing things like AEB, which is part of a $2410(!) active cruise package. 

There are also three top-tether points and two ISOFIX anchorages.

EuroNCAP awarded the Macan a five-star rating in 2014, but there isn't an ANCAP rating.

The Macan is covered by Porsche’s three year/unlimited km warranty, with paint covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty thrown in for good measure.

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.

The main service interval is 12 months/15,000km, and indicative scheduled costs for the first four years/60,000km line up as follows: 12 months/15,000km (annual) - $695, 24 months/30,000km (intermediate) - $995, 36 months/45,000km (annual) - $695, and 48 months/60,000km (major) - $1750. 

A brake fluid flush is recommended every two years at an additional cost of $270.

Like its premium rivals, Porsche offers a three-year warranty but it at least lets you drive as far as you like before the end of that period. You can also extend the warranty if you so wish. 

You'll have to visit Porsche just once per year, or 15,000km, whichever comes first. That's not bad, but you won't have the peace of mind of either a pre-paid service plan or fixed-price servicing.