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Yet, the way the Macan drives actually hints at great Porsches of the past. The steering is crisp鈥攖hough not darty like an Alfa Stelvio's鈥攁nd it actually provides some real feel, which is increasingly rare in SUVs. All the cars I tested sported 21-inch wheels with Pirelli P-Zero summer tires measuring 265/40 up front and 295/35 out back. Turn-in is sharp, and unsurprisingly, I never found the grip limits of the tires. Air-springs are optional on the Macan, though luck of the draw meant that I only drove models with traditional coil springs and adaptive dampers. The anti-roll bars and engine mounts were retuned for the 2019 Macan, and body control is generally very good, though there's pronounced pitch under acceleration. Staiger told me that if it's ride-quality you're after, get the air springs; the traditional coils are better for more direct handling. Mallorca's incredibly smooth roads make it difficult to judge ride quality, but on the few rough sections I could find, the Macan remained comfortable, even in spite of its relatively small sidewalls.
Air-springs bring the ability to raise ride height for off-roading, and if that's genuinely important to you in your Porsche SUV, you're not like anyone else. All those changes to the braking system seem worth it, because feel is excellent. It's exactly how I like a brake pedal鈥攆irm at the top, and easy to modulate. Especially sweet are the larger brakes in the Macan S, which get overachieving six-piston calipers up front, though the smaller setup in the base Macan get the job done fine. The Macan rides on the same platform of the previous-generation Audi Q5, though Porsche has always been quick to point out that its SUV isn't an Audi wearing Porsche clothes. That was easier at first when the Macan didn't share any body panels or drivetrain components with the Q5, but now, both of its engines are from the four-ringed brand. Regardless of the origin, the V6 in the Macan S is a good engine, if not a great one. On paper, it offers peak torque from 1360 to 4800 rpm, though in the real world, it takes a little while for the turbo to spool up at low revs.
Some vibrations enter the cabin at lower engine speeds, too, but both of these problems go away quickly. On boost, this engine provides tons of torque with linear power delivery. It helps the Macan S feel plenty quick, but never mind-blowingly so. It pairs well with Porsche's PDK gearbox, which proves, as ever, to be one of the best dual-clutches around. It's probably the only one that can match a torque-converter automatic for refinement in regular use, and it certainly beats one with crisp fast shifts. All that said, I did determine one situation where the V6 and PDK didn't quite play nice: When in rolling to a near stop heading towards a roundabout, in Normal mode, the transmission won't downshift to first. In second gear at low speeds, there's a moment where you get on the gas and nothing happens. It's frustrating, though I imagine it could be solved with some software programming. And otherwise, the transmission is top-notch. A really pleasant surprise was the four-cylinder engine in the base Macan.
I only had around an hour in this model, and I expected to be underwhelmed by what is Porsche's least powerful car by a significant margin. This four actually has plenty of power and torque, and in the real world, it doesn't feel all that far behind the V6. More importantly, opting for a four-cylinder Macan over a V6 Macan S shaves 140 lbs off the curb weight. Owing to its Audi-designed platform, the engine in a Macan is located almost entirely ahead of the front axle. The inline-four weighs less than the V6. In the base car, the steering is noticeably lighter, and the car feels more eager to change direction. It feels a lot more tall hot-hatch to the V6's luxury sports-sedan. But for all its sporting ability, the Macan makes no sacrifices to comfort. It's an excellent cruiser, quiet and refined, with torquey engines that make passing effortless.