New Macan (3rd Generation)

This time, I borrowed the current new Macan (3rd generation, also called Macan 3 or facelift model) as a loaner for my 991 Carrera 4 GTS, so I’d like to share an honest review after driving it for about a week.

This Macan is the latest current model, the simplest base model. It has only minimal options, mainly just the 14-way comfort seats with memory function.

This ‘-M+’ button switches to manual mode

The wheels are standard 19-inch, and the suspension is also standard—not PASM or air suspension. It doesn’t have the Sport Chrono Package or sport exhaust system; it’s basically a stock Macan.

Once inside, the center console design has changed significantly. Many physical switches found in the 2nd generation Macan have been replaced by touch-sensitive switches. The navigation screen is larger, and the PCM (Porsche Communication Management) system is adopted.

The backrest and seat cushion of the 14-way comfort seat are made of sporty fabric with high water repellency

At first glance, the interior atmosphere is easily mistaken for the current Cayenne. The area around the shift lever feels somewhat cheap and gives an impression of cost-cutting compared to the previous generation. By today’s standards, the shift lever is quite large.

Previously, the Macan’s shift lever could be tilted left to switch to manual mode, but this new Macan does not allow that.

At first, I wondered, “Has manual mode been removed?” But that’s not the case. The manual mode switch is now on the steering wheel buttons, which is actually very convenient, allowing you to switch modes right at your fingertips.

Other than that, the interior is mostly unchanged from the previous generation. The rear seat space remains the same, and since other media cover those details extensively, I’ll leave that to them.

Feel of 19-inch Wheels with Standard Suspension (No PASM)

When starting the engine, the classic Porsche startup sound is no longer there. The newly developed 2.0-liter 4-cylinder turbo engine wakes up very quietly. It produces a maximum output of 265 hp and 400 Nm of torque. The 0-100 km/h acceleration is 6.2 seconds, and the top speed reaches 232 km/h.

Putting the shift lever into D and driving around town, the tire rolling feel is smooth and pleasant. However, for a car priced close to 8 million yen and bearing the Porsche badge, the feeling is somewhat underwhelming. It’s not that the ride quality is bad—in fact, it’s quite good.

But something is missing.

I expected a refined, supple quality even within the sporty character, but this “refinement” seems to be lacking.

From around 40 km/h, the tire contact feeling gradually improves, and you might think, “Ah, this is starting to feel like a Porsche?” But that impression is fleeting. On bumps and rough roads, while there’s no harsh jolting or impact, a slight trembling vibration remains. Honestly, this isn’t the Porsche suspension I know.

I repeat, the ride quality is not bad at all.

Likely, passengers won’t complain, and as long as I’m focused driving in the city, I have no dissatisfaction. As a practical car, it definitely passes. If you choose the standard suspension, these 19-inch wheels are probably the right choice.

Going larger than this would likely upset the balance, so with the standard suspension, I think 19 inches is the absolute maximum.

However, this is a Porsche.

I believe users expect a higher level of refinement. Specifically, a more stable, planted feel, a tire contact sensation you can feel even when stopped, and a quick yet not overly sensitive steering characteristic. Honestly, these qualities are thin here.

I would recommend opting for the electronic PASM suspension option on this Macan. If your budget allows, I strongly suggest air suspension. Having experienced many Macans, the ride quality varies greatly depending on the suspension, so please choose carefully.

Engine and PDK

This newly developed 2.0-liter 4-cylinder turbo engine is excellent as a practical engine. You hardly feel any turbo lag in the city, and there’s no jerkiness caused by torque dips. It provides ample torque to push the car forward in any situation, and I never felt it was slow.

In terms of drivability, thanks to the torque delivery and minimal torque dips, it’s easier to drive in the city than the S-grade V6 engine. I can say that for sure.

The PDK control is excellent, with even smoother gear shifts. There’s almost no jerkiness, and when driving normally, you hardly notice it’s a dual-clutch transmission.

The shift response is sharp, and gear changes are crisp. Watching the tachometer needle, the gear shifts look like a car in a video game. In sport mode, pressing the accelerator deeply sharpens engine response, and lightning-fast downshifts launch you forward fiercely. This feeling is very Porsche-like.

Stability on the Highway?

Acceleration when merging onto the highway is truly Porsche. It doesn’t feel like just 265 hp; personally, it feels closer to 300 hp. I think the 400 Nm of torque plays a big role here, and I doubt many will feel power is lacking on Japanese roads. If anyone does, it’s probably those used to high-power cars.

Cruising in the driving lane is effortless, and like other European cars, it’s almost hard to keep the speed down. Straight-line stability is high, and I imagine those switching from Japanese cars will be surprised.

Noise insulation is also reasonably good, allowing comfortable high-speed travel. So, the car’s highway performance easily earns a passing grade.

But how does this compare to expectations for a Porsche?

Acceleration and cornering performance on high-speed bends are at Porsche level. However, it lacks a more planted, substantial feel. Of course, I’m not expecting Cayenne or Panamera levels, but still, the highway ride feels somewhat light for a Porsche.

Analyzing the cause, I think it lies in the steering characteristics. Being a four-cylinder, this Macan’s nose is very light. This is good, contributing greatly to the nimble direction changes.

However, traditional Porsches achieve this nimbleness without any abruptness or oversensitivity, delivering a natural steering feel to the driver. The handling is quick but includes a brief ‘pause’ that cancels out suddenness and prevents discomfort.

This is what I’ve often called the “secret sauce of Porsche”, the essence of Porsche’s excellent handling.

However, this Macan’s sauce is a bit thin. Of course, the car runs straight as an arrow with no issues. But the lightness brings a liveliness that makes the steering’s center feel less settled. A slight turn of the wheel changes direction quickly and initiates a lane change. That’s good.

But this movement is somewhat oversensitive and un-Porsche-like.

Porsche usually combines quickness with ease of handling at a very high level, but this car doesn’t. This is the level of a typical high-performance European car, and among all the Porsches I’ve reviewed, this is the only one I’d deliberately call “not very Porsche-like” in terms of suspension.

The 3rd generation features three-dimensional rear tail lamps

So, strictly speaking in comparison to higher trims, if you want to use it as a GT car to cruise long distances on highways without fatigue, the higher trims are probably better.

This time my evaluation was a bit harsh, but I’m just sharing honest impressions without bias. Next time, I’ll test the base Macan’s true performance on winding roads and provide a summary.