Porsche Macan Buying Guide

Launched in the UK in 2015, the Macan has been around now for some time. Like the 911, the shape has evolved, but underneath there have been noticeable changes worth discussing. Here, we discuss the major facelifts, issues to look out for, and our picks – best get the kettle on.

So, is the Macan just an Audi Q5 in drag?

Understandably, the purists were cautious with the Macan. Based on the same platform as the Audi Q5, the Porsche shares around 25% of parts with its cousin. However, worth noting, that consists of mainly the lower parts of the chassis frame and then a multitude of smaller components that are commonly used throughout the VW Group, including other Porsche models. 

The facts are that the Macan is entirely built at Porsche’s Leipzig plant, and is longer, wider and lower than the Audi, weighing in at an impressive 130kg less. This is revealing when driving, as combined with the changed suspension, geometry, brakes, steering, and far lower seating position, the car feels completely different to the Q5 to drive – it really does feel like you’re driving a Porsche and, to this day, no SUV gets close to its driving experience and tactility. 

A major change Porsche made was its Traction Management system, which uses an electronically-controlled clutch able to actively send 100% of torque to the rear wheels (remember the sideways footage when the Macan was launched?). In contrast, the Audi – of course – uses the mechanical Quattro system which sends 60% of power to rear under normal circumstances.

For an even more pronounced change in dynamics, look out for cars specified with Porsche Torque Vectoring (PTV) – a £1,012 option when new - which incredibly almost eliminates understeer by helping to rotate the car by braking the inside rear wheel as your corner.  

In truth though, it’s the interior that sets apart the Macan even further apart from the Q5. Sit in a Macan and the cabin architecture and quality is no different from more expensive Porsches. The fit and finish is superb, and it clearly feels more than a couple of price bands above the Audi. For reference, back in 2014 the Audi SQ5 and Macan S were virtually identically priced.

What are the major changes throughout the Macan’s life?

Great question! The simple answer is there were quite a few.

Launched in 2014, you had a choice of V6 turbocharged engines – the Macan S, Macan Diesel and then the Turbo. There was technically a 4-cylinder Macan available by special order too, but they are so rare that – at the time of writing – none are currently for sale.

The Macan S had the 3.0 TFSI twin-turbo V6 with 340bhp. This resulted in a spritely 0-62mph of 5.4 seconds, which dropped by a couple of tenths if you specified Sports Chrono. Although at first glance simply being a small clock on the dash, Sports Chrono also gave you Sports Plus mode (avoiding a blank button on the centre console), and that resulted in a far more eager car – more sensitive throttle response, faster gearchanges and launch control to help achieve that improved time off of the lights. Of lesser use is the slightly gimmicky Lap Timer.

The range topping Turbo model came with 400bhp from a larger 3.6 engine, but you could go even further with the Performance Package, which was a Turbo S in all but name. Here you had another 40bhp to play with, standard fit Sports Exhaust, Sports Chrono, Sports Suspension and even better brakes. All in, this was a £5,533 option and well worth looking out for. 

At the opposite end of the spectrum was the Macan Diesel, which had 258bhp and a healthy 428lb ft, which meant it always felt brisk (0-62mph takes 6.3 seconds). More importantly for buyers, it also meant you might – just about – crack 40mpg when driving sensibly. In contrast, the petrol versions will give at best low 30s and expect no better than a 25mpg average from the Turbo.

The diesel also thankfully doesn’t sound particularly like a diesel unless you really push on. Even from cold, it sounds smooth and in combination with the silky 7-speed PDK, it’s no surprise that the Macan Diesel found so many homes.

A year after the Macan’s launch saw the launch of the first Macan GTS, which had a tweaked version of the S engine. It bridged the gap between the Turbo, with an extra 20bhp bringing the total to 360bhp. There was also standard fit PASM adaptive suspension, larger wheels, brakes from the Turbo, a black-tipped Sports Exhaust, and lots of Alcantara to give the aura of a Porsche GT product.

If you’re looking at these 2016 cars, a larger 7-inch infotainment screen became standard as well as Apple CarPlay – known as PCM4 in Porsche circles. However, if you’re new to Porsche, be prepared to find most other items – including Navigation – are a cost option. Worth noting that the post-2016 Macan S was now up to 350bhp, perhaps to distance it a little further from the 2.0 4-Cylinder Macan that was now available in more markets.

The most significant change to the Macan range was in 2018/2019. Here you had revised front and rear designs, with the distinctive rear-lights updated to mirror the latest Porsche models. There were also fresh colours and wheel options. More obviously, you also had the Panamera’s significantly larger 11-inch touchscreen, with Porsche Connect for real-time traffic updates, and a steering wheel straight out of the Cayman GT4. 

Changes were more than skin-deep however, with the Diesel now dropped, and the petrols now replaced by new V6 engines which were both more powerful and more efficient. The Macan S received the Cayenne’s 3.0 V6, whilst the GTS and Turbo used the 2.9 from the Audi RS4, boasting 370bhp in GTS guise and 440bhp in the Turbo.

There was no Performance Package power upgrade this time round, but there was a Exclusive Performance Edition which had the 15mm-lower ride height, Porsche Active Suspension Management (PASM) and Sport Chrono fitted as standard, as well as red highlights to the interior that we would describe as a little Marmite. The upside is these examples tend to be fully-loaded.

Our opinion is that, with the chassis tweaks of the facelift, the Macan drives even better. In the GTS, the standard fit Sports Exhaust is a little more fruitful, with entertaining crackles on the overrun. The larger touchscreen and upgraded infotainment also makes it an even nicer car to live with every day. 

Whilst purists may hate us, the base Macan with the Golf GTI derived EA888 engine is no slouch, with plenty of kick low-down. Indeed, it’s arguably a little more relaxing to drive than its higher-powered brothers. The downside is that, economy wise, it can’t quite compete with the discontinued diesel. 

In truth, the long list of options is what can differentiate cars more than which engine they house. For example, the optional Air Suspension is quite transformative. Likewise, the rare Ceramic Brake (PCCB) equipped are breath-taking (if a little too sensitive), and the Panoramic Roof really lifts the interior. 

Finally, there was one last facelift in 2021 with redesigned bumpers once again. The front aims to mimic the latest 911 and is pretty colour sensitive to our eyes. The rear receives a bumper with a faux-diffuser look to it, which looks very purposeful. 

As well the usual fresh set of colours, wheel designs and improved LED lights, the interior changes thanks to a new centre console lifted from corporate parts bin. The haptic buttons will be familiar to anyone who’s sat inside the latest Taycan.

The most surprising part of the 2021 facelift is that the Turbo is no more. Instead, the GTS now has the same power as the discontinued Turbo.

So, what are the essential options?

This is a tricky one. It’s a very subjective question, which is why – thanks to the extensive Porsche options list - almost no two Macans are the same. For us though, there’s a selection of options which we believe really elevate the overall ownership experience. Surprisingly, some cost a few hundred pounds when new, yet are bizarrely missing from examples which have an option list totalling a 5-figure sum.

First up, we believe the 18-way Adaptive Sports Seats are fantastic. We also look for the Sports Chrono – it’s not just a stopwatch, you unlock Sports Plus mode for an even more engaging drive. What’s more, the 2018 facelift cars receive a steering wheel Driving Mode Select (similar to Ferrari’s manettino) to cycle through Normal, Sport, Sports Plus and Individual Modes. There’s also a fun a ‘push to pass’ style Sport Response button to give you 20 seconds of all she’s got. 

We think the Panoramic Roof really lifts the cabin and is worth paying for. A cheaper but all too often forgotten option is the Light Design Package which features bright, white LEDs, as opposed to the dull yellow standard interior lighting. It takes about a decade off the car’s age in terms of interior ambience and would be difficult to retrofit (although we have, and can do it).

Next up we have Bose. You can spend even more and specify the Burmester option, but the Bose is crisp and plenty powerful, and thanks to that great build quality, can be enjoyed at high volume with no distortion or rattles. In comparison, the standard system is pretty weak. 

Ignore these options and expect resale to be hit. Cards on the table, we simple wouldn’t pay the same for cars missing the above options. Similarly, whilst the ride may be improved, small wheels make the Macan look over-bodied and make an otherwise nicely specified car close to unsellable. Larger OEM wheels are also not cheap to source.

If you can stretch, getting a car equipped with PASM, Air Suspension and Torque Vectoring turns these cars into a different animal. However, it all depends what you want out of your Macan – is it your one and only car, or is this simply the family wagon? 

If you can stretch, for us the GTS and its Alcantara trimmed cabin is the pick of the range. It would seem Porsche agrees with us, given the GTS has slowed cannibalised Turbo sales to the point where they have stopped making it. Whilst the GTS may appear expensive compared to rivals, if you can stomach fuel consumption in the 20s, it feels far superior in just about every way. 

What are the common issues to look out for?

As great as PASM Air Suspension is, experience tells us that with just about every make and model fitted with it will eventually have a problem – whether it’s a leaking shock, blocked valve, broken ride height sensor, or bad electrical connection. We would therefore urge you to think twice about taking the plunge on a high mileage, older car with PASM. Buying a fully-loaded Macan with Porsche Warranty on it? Then go for it.  

By far and away the most commonly discussed issue with the Macan is the transfer case problem. If you drive an example with vibrations, jerkiness or unsteady acceleration then this is likely the transfer case, because it meant to synchronise the difference between rotation of the front and rear wheels.

The good news is that Porsche issued a specific 7-year warranty for the transfer box, after admitting the issue. This applies to 2014 – 2018 Macans, indicating the issue was therefore fixed post-2018. 

Oil leaks can occur. The most well-known issue is leaks from the timing case which Porsche claim is down to unsuitable bolts. Supposedly a 40-hour job, it can be done by an independent without having to drop the engine. We would strongly suggest that a higher mileage car should be inspected for leaks – at least check MOT tester notes. 

The unique PDK gearbox has no real issues, but if you’re in the market for an older Macan, where it may miss the odd service interval and go to an independent for servicing, you want to ensure there is evidence of fluid changes – for the Diesel and Turbo models transmission fluid is meant to be refreshed every 4 years or 40,000 miles.

The PCM touchscreen has been known to be problematic, with random restarts, blue screens and non-loading maps. Often cured with a hard reset, we have heard people have had to replace screens altogether. With these being intermittent issues, sadly they are unlikely to picked up on a test drive. Ask if the car in question has had evidence of any updates from Porsche.

What are the Service Intervals?

Scheduled servicing is every 2 years or 20,000 miles, alternating between and major, which on petrol models will include replacing the sparkplugs and brake fluid at 40,000 miles. However, none of the engines use cambelts.

Facelift ‘Gen 2’ cars have variable intervals dependent on usage – the dash will provide you with a countdown. And if you are curious to check the oil, you have to use the onboard computer as there’s no dipstick.

What are the Macan’s running costs?

Porsche publishes its pricing for Macan servicing. Whilst there are slight variations based on engine and generation, the first service is between £500 and £600, whereas the major service is £1,100 to £1,250.

If you want to extend your new Macan’s Porsche Warranty, you will need to pay £216 for the 111-point Porsche Check. The warranty itself is £840 a year, and we feel its comprehensive. However, bear in mind your car must be completed standard to qualify – down to the specific Porsche N-rated tyres. 

As previously mentioned, compared to your average diesel SUV, no Macan is especially fuel efficient. Even the Macan Diesel will struggle to get you to 40mpg. We’ve noticed the far bigger Cayenne can do better with the same engine, suggesting perhaps Porsche prioritised ‘sportiness’ over efficiency for the Macan. The newer V6 petrols can return 35mpg if you drive like the vicar’s wife, whereas the older models are more like 25mpg. 

We hope you enjoyed our guide. Ready to take the plunge? Then consider letting us source the perfect Macan for you. As Porsche fans and personally serial Macan owners, we can advise on spec, provenance and find the right Macan for you.