Porsche Macan S 2019 Review – Australia

When it arrived in Australia late in 2014 the Porsche Macan simply reset the bar for SUV handling.

It did stuff that had other high-riding wagons tangled-up in knots. Fast, confident, capable and even fun. That’s right, an SUV that was enjoyable to drive.

Mind you, there was always a sense that many millions of digital impulses were scurrying to and fro, braking wheels, shuttling torque and ever-so subtly retarding throttle and encouraging brake pressure. Hmmm, sometimes not so subtly it must be admitted.

It was hard to believe that somewhere under there was the Audi Q5. It was a triumph that Porsche, with justification, branded the sports car of SUVs.

Trouble is plenty of Porsche’s rivals have started to get their act together when it comes to the contradictory act of converting SUV height and mass to an enjoyable driving experience.

So, Porsche has responded with one of its typical evolutionary facelifts. It looks relatively minor on the surface but seems to have a bit more heft once you venture under the samey sheetmetal.

Porsche Cars Australia will be hoping headquarters has breathed a little magic on the Macan. It’s its biggest seller, accounting for more than 50 per cent of volume and introducing many first-timers to the brand.

It’s not that the pre-facelift Macan was struggling, more the opposition continues to edge closer. The Mercedes-AMG GLC 43s (yes, there are two – coupe and wagon), the BMW X4 M40i, the Range Rover Velar 3.0 R-Dynamic and even the Audi SQ5.

We’re focused on these rivals because we’re driving the Porsche Macan S, the 3.0-litre V6 turbo-petrol flagship of the current range. With the diesel banished and the Turbo and GTS yet to arrive, the only other updated Macan on sale is the entry-level 2.0-litre turbo-petrol four-cylinder.

PCA had originally planned to have it on the local drive as well, but the dreaded stink bug quarantine crisis intervened. First examples should be arriving in showrooms very soon.

The 2.0 is priced at $81,400, which is a rise of $1690. The S is now $97,500, which is a rise of $2000.

There are no important changes to sheetmetal, measurements or fundamental design philosophies of the new Porsche Macan. So, to find more important stuff start under the bonnet where the SQ5’s 3.0-litre hot vee twin-scroll single turbo engine now sits (it’s also used in the Porsche Cayenne and Panamera, Audi A7).

This swap is driven by its lower emissions, slightly lighter weight and narrower girth than the old lump which allows it to be placed lower in the chassis. It also has slightly higher power and torque outputs – 260kW and 480Nm versus 250kW and 460Nm.

The fuel consumption claim is, erm, confusing. It climbs from 9.0L/100km to 9.6L/100km according to the Green Vehicle Guide, but drops to 8.9L/100km according to Porsche’s NEDC figures. PCA is coming back to us on this. Out in the real world a country drive netted 10.3L/100km according to the trip computer.

The rest of the drivetrain is familiar if mildly tweaked – a seven-speed PDK dual-clutch auto and a full variable centre-clutch all-wheel drive system with off-road mode.

The Porsche Macan’s chassis has had detail refinements. Unsprung weight dips 1.5kg at each corner thanks to the swap from steel to lighter and more rigid aluminium spring forks. Anti-roll bars have also been retuned.

Porsche says a new engine mount reduces engine roll and improves corner turn-in. Active dampers are standard on the Macan S, while height-adjustable air suspension and torque vectoring remain optionally available. Brake disc diameter on the Macan S rises 10mm to 360mm and thickness increases by 2mm to 36mm. Front callipers are six-pots.

Standard wheels are 20-inches but you can also get 21s with meaty 295/35 rear rubber – that’s as much footprint as the original 911 GT3!

Inside the Macan the big change is the upgrade from a 7.2-inch to 10.9-inch touch-screen that is the gateway to a new Porsche Communication Management (PCM) system.

And the outside of the car? The LED light panel at the rear is the obvious design change and there’s also LED driving lights encased within the headlights, which means no more separate foglights. Tucked away inside the grille are radiator shutters aiding both engine temperature control and air flow.

Standard equipment is boosted by the addition of the aforementioned PCM system, which flows down from Cayenne. There are functions galore here including sat-nav, an improved voice recognition system, Apple CarPlay, AM/FM and digital radio, and access to a bunch of apps via the Porsche Connect system.

Fourteen-way adjustable powered front seats are also now part of the interior package – and they’re pretty darn good.

Other standard equipment includes eight airbags, two ISOFIX and three top-tether mounting points for child seats, park assist, lane departure warning, tyre pressure monitoring and an inflatable emergency spare tyre, a power tailgate, tri-zone climate control, 10-speaker audio, a multifunction steering wheel with metal flappy paddles, four USB ports and two 12V chargers.

Incredibly though, autonomous emergency braking remains a $2410 option bundled in with active cruise control.

Of course, speaking of options, Porsche offers many of them for the Macan at some pretty high prices. For instance, LED headlights with dynamic function are $3880, air suspension is $2990, Sport Chrono $2690, a sports exhaust $5390 and contrasting leather $10,790.

The Porsche Macan S is covered by a three-year warranty and one-year/15,000km service intervals.

Would I surprise you if I said it drives a lot like the old one? No, probably not.

Punting along a winding road at speed the Macan S sits bloody flat and turns into a corner really quickly for an SUV, even one that’s relatively pocket-rocket sized at 4696mm long, 1923mm wide and 1624mm high.

But it also weighs in at 1865kg, so there’s that to contend with as well.

In terms of the steering, grip and handling it is still really outstanding for a vehicle of this type. There’s a nice little chirp from the Michelin Latitude Sport 3 tyres as the pressure really winds up.

And the steering can send a shimmer or two back up the rack on a bumpy corner, but that stuff is all communication rather than a distress signal.

Like the orginal it still feels that bit artificial. It’s so convincing though. Some rivals may be closing in but during the specific, focused experience a winding bitumen road provides the Macan S remains undefeated.

Not everything else is as convincing. The new engine has brawn – a 5.1sec 0-100km/h time with Sport Chrono points to that - but it lacks the free-revving zing that Porsche engines should provide.

Of course, this is not a Porsche engine and you’re reminded of that each time the revs climb and descend without urgency. Porsche’s own 2.9-litre turbo-petrol V6 would do a better job here.

The engine gets sharper the more you get after it with the PDK, which slices hurriedly through the gears in sport and manically in sport+. Manual shifting remains a treat.

Porsche has fitted a lighter brake pedal to Macan S that allies with a shorter throw for quicker response. Dang, you breathe on this thing and it drops the nose. Adjust to that and it’s fine, but you do get caught out the first few times.

And, of course, the more you wind up the adaptive dampers in search of handling purity the more compromised the ride becomes. Sport+ is really a track setting, but I just wonder who is going to head to a track day in a Macan S anyway?

More than those who will go bush I’m betting…

OK, so slow down and cruise and you know what? The Porsche Macan S is a pretty refined place to be. Yes, we’re talking about a Porsche, but clearly there’s been some efforts made to quell noise.

Anyone used to the raucous interior of a 911 would struggle to believe this wagon is from the same company.

But 911 drivers would find other things familiar. The three-dial instrument cluster with the analogue tacho in the centre echoes the 911’s five-dial arrangement. The centre console ramps downward covered in a plethora of dials. Counting the flappy paddles, there are five stalks behind the steering wheel.

Row two is tight and upright for adults with a limited view out. Don’t bother for long trips. But the payback is 500 litres of luggage space in the boot that blows out to 1500 litres when you 40:20:40 split-fold the bench seat.

This is a fairly modest update of an already impressive high-performance SUV.

I’m not sure the engine change has done much more than tick the Euro 6 box for Porsche. And the suspension fiddles are evolutionary stuff. As for the touch-screen, well if that gets you excited then that’s a bonus.

No AEB standard is just a joke. But then we know Porsche loves an option and the higher the price the better.

Having said all that, there’s no doubt the Porsche Macan S remains a compelling drive and is certainly still amongst the leaders in its segment in that regard. In fact, it may still be the best.

That will be enough reason for plenty of people to buy one.

How much does the 2019 Porsche Macan S cost?
Price: $97,500 estimated (plus on-road costs)
Engine: 3.0-litre V6 turbo-petrol
Output: 260kW/480Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 8.9L/100km
CO2: 204g/km
Safety rating: N/A