HomeAutomotiveA brief review of 2022 Porsche Macan S

A brief review of 2022 Porsche Macan S

For the first two years of its life, I was one of those narrow-minded people who didn’t take the Porsche Macan seriously, just because it wasn’t a 911. But after I search for information on some websites, such as Wapcar, I did, and I finally managed to get a smooth ride. 

In 2016, on one track no more, I completely changed my tune. I was blown away by its breadth of capabilities as well as its impeccable build quality.  Mind you, it’s not the fastest, most spacious, or most luxurious in its class – but that’s not necessarily concise either. 

Like 911, it’s all about the driving experience and how the driver feels behind the wheel. I can tell you it’s exceptional in that respect. Everything from its low driving position to precise handling and unparalleled comfort has made it the benchmark of the segment from day one. 

This is a relatively modestly sized Porsche SUV that drives just like the badge’s idea. Not much has changed in the years since, so it can be difficult to distinguish one model year from another, aside from modern lighting technology and some accents on the front and rear bumpers. It’s also entirely by design, as it remains one of the most purposeful SUVs in its segment and the best-selling Porsche of all time. You know the proverb if it’s not broken… 

Its last close-up came in December 2021, when Porsche cleaned up the bumpers, cleaned up the cockpit and removed the brand’s latest and greatest 2.9-liter twin-turbo engine – a replacement. a real game changer in the eyes of this tester.  

The previous 3.0-liter V6 had only one turbocharger, while the new, slightly smaller displacement engine is significantly improved with two turbochargers producing more horsepower and torque, as well as a wider torque curve at the start. However, if you’re wondering when the new generation will hit the streets, it’s probably not until 2024 that the Macan transitions to Porsche’s new Premium Platform Electric (PPE) architecture – making it become the second of them. – Electric model after Taycan.  

The good news is that the EV Macan is intended to be sold alongside petrol versions at least for the next few years. It makes sense for those of us who still love the exhilarating sound of that twin-turbo V6 (and still have plenty of fans around) because the automotive landscape is definitely evolving. revolves around a world without the sound of an internal combustion engine. 

The latest price hike in the range will be less appealing to new Macan buyers. It ranges from $5,300 to $8,300 depending on the variant, and that was after the previous bull run in 2021, which was equally large. Porsche pricing isn’t alone in these volatile times, with most luxury carmakers forced to raise prices to absorb the extra parts and shipping costs. Furthermore, the competition has also raised its game with new designs, new technologies and huge performance boost. The question is whether the Porsche Macan will remain a benchmark among its main rivals.

The Cost 

After a second price hike in years, the price of the entry-level Macan now starts at $90,100 plus tolls (+$5300), while the better equipped Macan T wears the 93 500 labels. dollars (+2000). The Macan S tested here is priced at $113,200 before hitting the road (+$7400), significantly less than the top-end Macan GTS at $138,100 (+$8300).  While these price increases are indeed substantial for almost all variants, they are considerably lower than in more expensive Porsche models such as the Cayenne, 718 Boxster and 718 Cayman, Taycan and Panamera, all have more significant increases.  More importantly, for Porsche buyers, it’s still considerably less than most of its main rivals, even comparing the sporty Macan to less sporty wagon rivals rather than versions like more expensive coupes. The BMW X3 M40i costs $118,900 more on the road, or the Audi SQ5 TDI Sportback costs $116,400 ($110,400 for the regular wagon body). The Mercedes-AMG GLC43 carries a large sticker of $123,324, while the coupe version is even more expensive at $130,724.

Interior Environment

Step into a Porsche Macan for the first time and all your expectations of a Porsche SUV can be met and more. There’s less bling than most of the competition, but it’s still a highly polished cockpit that accomplishes all that matters with impeccable ergonomics. 

Get in the driver’s seat: you won’t find better sports seats on the market. They provide a high level of comfort and equal support. Some may offer the same level of support, but they’re generally too solid and don’t provide the lasting sense of relief found in the Macan S. Although the seats are luxuriously upholstered in the softest leather with thick padding, the driver is still buried deep in the car, more like a fitting glove than a regular sports chair. 

It gives you a sense of total control with the headset a bit lower than you might be used to. Please note that it is continuously and electrically adjustable via an easy-to-use lever located under the steering wheel. Don’t expect a fancy flat-bottomed steering wheel in your Macan; Porsche does not manufacture them. Instead, you get a perfectly round three-spoke tiller with a few knobs and the all-important drive mode control. 

And, if you are similar to me, you’ll be constantly playing with this to adapt to changing road conditions. The latest cockpit-style dashboard is borrowed from the Porsche 911, Panamera and Cayenne and although there are still plenty of buttons, they’re capacitive so the interface is much cleaner and less cluttered than previous ones. 

There are still some old features on the car such as a matching gearshift lever and key starter instead of the drive knob and start button found in newer Porsche models. Honestly, I like both in the Macan – because there’s something intentional about pulling an actual lever and turning the key to start the engine. The same goes for the Babin driver’s tools display – it’s clean and tidy, and again, the classic styling is nice and all the more familiar if you’ve ever been. owns an antique Porsche. Later models, however, mainly used digital displays, still with a proper center cap for the tachometer, in keeping with Porsche tradition.

And, similar to the 911, the infotainment screen is nicely integrated into the dash (Porsche doesn`t do floating screens), with crisp clarity, colour and touch response.  The Macan consists of over 90% soft-touch materials, that is, a few hard plastics in it. Only the stuff at foot-level looks cheap, otherwise, it`s a thoroughly business-class environment. Nevertheless, Macan offers its rear-passengers a comfortable exoerience though it is one of the longer SUVs in its class.

It`s the combination of the high-set hump in the middle of the floor and the not-so-generous rear legroom that can stifle comfort back there, especially for those above 6`4” in height (as tested).  While boot space has never been a strong point with the Macan (453L), I’d say it all depends on your family circumstances and lifestyle.  

If your kid has ever flown through a coop, I can assure you it’s the perfect size that will easily devour a few short boards and a mountain if you fold the seat down – increasing luggage space to 1468 liter. Curiously, there’s more cargo space in the entry-level four-pot Macan (488L / 1503L), likely due to the adaptive suspension hardware of the V6 models. Either way, that’s less than Porsche’s main rivals, with the BMW X3 M40i and Mercedes-AMG GLC43 offering 550L, while even the Audi SQ5 offers 520 litres.

Under the Bonnet

The mid-range Macan S is powered by the latest 2.9-liter twin-turbo V6 which is designated the original EA329 from the Cayenne S, except for the Macan it is tuned to develop 280 kW at 6700 pm. and 519 Nm of torque between 1850 and 5000 rpm. 

It can accelerate from 0 to 100 km/h in 4.6 seconds with the optional Sport Chrono package, while top speed is electronically limited to 259 km/h. 

If you want more, you’ll have to upgrade to the top-of-the-line GTS,  more heavily tuned from the twin-turbo V6 with 2.3 bar of boost pressure developing 324kW and 550Nm.



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