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Porsche går en størrelse ned med ny Macan Crossover

Porsche går en størrelse ned med ny Macan Crossover


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Du tænker måske stadig på Porsche som en producent af sportsvogne, og faktisk er det hovedsageligt med modeller som Boxster, Cayman, 911 og 918 Spyder. Men den er for længst blevet udvidet fra to-dørs modeller til at omfatte andre karosseristiler i et forsøg på at nå et bredere marked. Cayenne crossover var den første, der ankom i 2002, efterfulgt af Panamera sedan i 2009. Og nu har Porsche nået endnu mere ud med introduktionen af ​​den nye Macan.

I lang tid undervejs blev Porsche Macan afsløret for bare et par uger siden på biludstillingen i Los Angeles. En mindre modstykke til den større Cayenne, den nye Macan er dimensioneret til at konkurrere med lignende som Audi Q5 (som den deler nogle af dens underlag til) og Range Rover Evoque. Mens der tilbydes en dieselversion på visse markeder, vil købere i USA kunne vælge mellem to versioner. Macan S pakker en 3,0-liters twin-turbo V6 med 340 hestekræfter for at drive den fra 0 til 60 km / t på knappe 5,2 sekunder og top ud ved 156 mph. Mægtig imponerende for en crossover, men entusiaster vil blive mere tiltrukket af Macan Turbo, der bruger en større 3,6-liters motor-også en V6 med to turboladere-til at levere 400 hestekræfter i en 4,6 sekunders 0-60 gang og en top på 164 mph hastighed. En valgfri Sport Chrono -pakke sænker dette tal til 4,4 sekunder, hvilket nærmer sig det korrekte præstationsniveau for superbiler.

Begge motorer er parret med en syv-trins PDK-dobbeltkoblingstransmission med firehjulstræk forbedret af Porsche Traction Management. Kombineret med systemer som Porsche Torque Vectoring Plus, Porsche Stability Management og Porsche VarioCam Plus er rækken af ​​elektroniske systemer designet til at holde Macan på kanten uden at gå over det. Alt dette er pakket ind i en smidig form, der, trods det er anvendt på en ny type køretøj, umiddelbart kan genkendes som en Porsche. Og interiøret lever naturligvis op til, hvad du ville forvente af en avanceret tysk bil, med en lang række polstring og valgmuligheder for at tilfredsstille selv den mest kræsne smag.

Priserne starter ved $ 49.900 for basen Macan S og stiger til $ 72.300 for Macan Turbo. Tag nogle friheder med listen over valgmuligheder, og vælg emner som Burmester surround sound system ($ 4.290) og 21-tommer hjulene ($ 3.300), og du kan hurtigt nå og endda overskride $ 100k-mærket.


2015 Porsche Macan First Drive

Ved presselanceringen af ​​Porsche Macan 2015, citerede bilproducenten forskning, der viste, hvordan luksus-segmentet for små crossovere er vokset 185 procent siden 2007 til cirka 1,3 millioner enheder på verdensplan. Sådanne poster som Audi Q5, BMW X3, Range Rover Evoque, Lexus RX og Mercedes-Benz GLK har naturligvis givet god genklang hos købere. Og de forskningsprojekter, der gennem 2024 vil segmentet vokse yderligere 3,4 procent årligt.

Med andre ord er der mange dyre SUV'er med høj pris, der skal hockes i løbet af det næste årti. Selvfølgelig krævede Porsche ingen forskning for at indse, at det var nødvendigt med dette særligt lukrative forslag. Indtast Macan.

Baseret på Audi Q5 starter den to-rækkede, fem-sæders Macan-dens navn stammer fra det indonesiske ord for tiger-til kun $ 50.895, hvilket gør den til den næstbilligste bil i Porsche-porteføljen , til $ 300 dyrere end en base 300-hk Cayenne. Denne prisskilt betegner en Macan S, hvis 340-hk, 339-lb-ft twin-turbo 3,0-liters V-6, syv-trins dobbeltkobling PDK automatisk og Porsche Traction Management (PTM) firehjulstræk er gode for 0-60 mph på så lidt som 5,0 sekunder og en topfart på 156 mph. Træd op til 400-hk, 406-lb-ft twin-turbo 3,6-liters V-6 Macan Turbo, som forbedrer den tidligere statistik til henholdsvis en producent-anslået 4,4 sekunder og 164 mph, og du skal betale $ 73.295 . Selv med disse øjenåbnende priser planlægger Porsche stadig at sælge mindst 50.000 Macans om året med fleksibilitet til at øge kapaciteten, hvis efterspørgslen kræver det. Alle Macans vil blive bygget sammen med Cayenne og Panamera på fabrikken i Leipzig, hvor Porsche for nylig investerede 500 millioner euro og tilføjede 1500 job. Med diesel- og plug-in-hybridvarianter på vej (258-hk, 428-lb-ft turbo 3,0-liters diesel er bekræftet for kalenderår 2015), vil Macan-kapaciteten ikke gå andet end op.

En undersøgelse af Macans facade i stål og aluminium, og det er let at se familielighederne med Cayenne (foran) og til en vis grad 911 (bag). Michael Mauer, vicepræsident for stil i Porsche, sætter en ære i sit nye crossovers kupeagtige profil (bagrudernes skrå er alvorlig, men giver stadig mulighed for 17,7 kubikfod last med bagsæderne oppe) og accentuerede bageste skuldre, der fremhæver bagruden brug af blandede dæk (så bredt som 265 mm foran og 295 bag). Der er endda en 918-inspireret profil "klinge", der leveres standard i sort (S) eller karosserifarve (Turbo), med en $ 1390 mulighed for at gå med kulfiber. Når vi taler om 918, blev rattet brugt som grundlag for den i Macan, hvis indvendige behandling-runde målere, 7-tommer berøringsskærm og knaptunge midttunnel-ellers smager af Cayenne og Panamera.

Min kørsel begyndte på Porsches FIA-certificerede 2,3-mile vejkredsløb, der ligger ved siden af ​​fabrikken i Leipzig. Hver ny Porsche, der ruller ud af fabrikken, tages på en evalueringskørsel på denne krævende bane. Først op: en S udstyret med vinterdæk (sommerdæk er en gratis løsning), $ 1360 Porsche Active Suspension Management (PASM), $ 1490 Porsche Torque Vectoring Plus (PTV Plus) og $ 1290 Sport Chrono-pakke, der inkluderer lanceringskontrol og en Sport Plus -knap. Ingen overraskelse, dynamikken var fremragende til en cirka 4100 pund, 63,4 tommer høj crossover. På trods af vinterens gummibegrænsende greb og producerer mere understyring end ønsket, viste S sig forudsigelig, sjov og masser af hurtig, dens PTV Plus viste en grin-inducerende tilbøjelighed til at rotere bagenden under acceleration. Desuden leverede bremserne-foran 13,8-tommers skiver med seks-stempelkalibre, bageste 13,0-tommers skiver med enkeltstemplede kalibre-rigelig stopkraft, PTM satte ubesværet strøm ned, og styringen gav prisværdig linearitet, omend med minimal følelse. Næste op var Turboen. Det var også udstyret med vinterdæk, PASM, PTV Plus og Sport Chrono. Bemærkelsesværdige opgraderinger inkluderede den kraftigere motor, større 14,2 tommer forreste/14,0 tommer bagbremser (med røde kalipre i stedet for sølv) og $ 2745 luftaffjedring. Nedgradere? Anslået 100 ekstra kilo egenvægt. Selvom acceleration var mærkbart bedre, syntes forbedring i håndteringen i bedste fald ubetydelig. Så medmindre stoplight drag racing er en prioritet, skal du holde dig til S.

Efter banedelen prøvede jeg en Macan S med luftaffjedring på grundens 3,7-mile off-road kredsløb. Selvom 99 procent af Macan -ejere aldrig vil vove sig efter topografi, der efterligner banens 15 forhindringer, som omfattede en stenet stigning, en skråning på siden og en stejl stigning, som Edmund Hillary ville have kæmpet for at navigere, er det betryggende for den ene procent at vide dette "soft-roader" kan klare hårdt terræn med et tryk på en knap. Når den er aktiveret, optimerer Off-Road-tilstand gassens følsomhed, skiftpunkter og momentopdeling for at overvinde de mest hårde bestræbelser. Og hvis du er en del af den ene procent, vælger du luftaffjedringen, som øger maksimal frihøjde fra stålfjedrenes 7,5 tommer til 9,1, hvilket gør standard Hill Descent Control så meget sjovere at demonstrere.

Overgangen fra off-road til den virkelige verden spildte Macan lidt tid på at imponere med sin luksus, raffinement og atletik. Langs landeveje og autobahn forkælede S og Turbo chauffører og passagerer med en stille, stilfuld kabine en smidig, men alligevel sporty tur og kraft og kraft til lige at håndtere trecifrede eksplosioner og snoede fejemaskiner. Indbring muligheder som $ 1600 Adaptive Cruise Control, $ 1380 Lane Keep Assist med Lane Change Assist, $ 1050 opvarmede sæder foran/bag, $ 3140 Porsche Communication Management (PCM) med navigation (standard på Turbo) og $ 5690 Burmester High-End Surround System, og Macan er et sikkert og overdådigt sted at køre motor.

Matthias Müller, bestyrelsesformand i Porsche, kaldte Macan "det rigtige køretøj på det rigtige tidspunkt" og tilføjede, at det ikke kun ville "vinde over helt nye kunder", men også "holde nuværende kunder glade." Jeg er tilbøjelig til at være enig. Når alt kommer til alt, baseret på den ubestridelige succes for Cayenne og polariserende Panamera, der i første omgang blev tvivlet og latterliggjort af Porsche -purister og bileksperter, er der ingen grund til at stille spørgsmålstegn ved Müllers påstande. Med mere end 162.000 biler solgt på verdensplan i 2013, har han bevist, at han kan ringe til et register med de bedste af dem.


2015 Porsche Macan First Drive

Ved presselanceringen af ​​Porsche Macan i 2015 citerede bilproducenten forskning, der viste, hvordan luksus-segmentet for små crossovere er vokset 185 procent siden 2007 til cirka 1,3 millioner enheder på verdensplan. Sådanne poster som Audi Q5, BMW X3, Range Rover Evoque, Lexus RX og Mercedes-Benz GLK har naturligvis givet god genklang hos købere. Og forskningsprojekterne om, at segmentet gennem 2024 vil vokse yderligere 3,4 procent årligt.

Med andre ord er der mange dyre SUV'er med høj pris, der skal hockes i løbet af det næste årti. Selvfølgelig krævede Porsche ingen forskning for at indse, at det var nødvendigt med dette særligt lukrative forslag. Indtast Macan.

Baseret på Audi Q5 starter den to-rækkede, fem-sæders Macan-dens navn stammer fra det indonesiske ord for tiger-til kun $ 50.895, hvilket gør den til den næstbilligste bil i Porsche-porteføljen , til $ 300 dyrere end en base 300-hk Cayenne. Denne prisskilt betegner en Macan S, hvis 340-hk, 339-lb-ft twin-turbo 3,0-liters V-6, syv-trins dobbeltkobling PDK automatisk og Porsche Traction Management (PTM) firehjulstræk er gode for 0-60 mph på så lidt som 5,0 sekunder og en topfart på 156 mph. Træd op til 400-hk, 406-lb-ft twin-turbo 3,6-liters V-6 Macan Turbo, som forbedrer den tidligere statistik til henholdsvis en producent-anslået 4,4 sekunder og 164 mph, og du skal betale $ 73.295 . Selv med disse øjenåbnende priser planlægger Porsche stadig at sælge mindst 50.000 Macans om året med fleksibilitet til at øge kapaciteten, hvis efterspørgslen kræver det. Alle Macans vil blive bygget sammen med Cayenne og Panamera på fabrikken i Leipzig, hvor Porsche for nylig investerede 500 millioner euro og tilføjede 1500 job. Med diesel- og plug-in-hybridvarianter på vej (258-hk, 428-lb-ft turbo 3,0-liters diesel er bekræftet for kalenderår 2015), vil Macan-kapaciteten ikke gå andet end op.

En undersøgelse af Macans facade i stål og aluminium, og det er let at se familielighederne med Cayenne (foran) og til en vis grad 911 (bag). Michael Mauer, vicepræsident for stil i Porsche, sætter en ære i sit nye crossovers kupeagtige profil (bagrudernes skrå er alvorlig, men giver stadig mulighed for 17,7 kubikfod last med bagsæderne oppe) og accentuerede bageste skuldre, der fremhæver bagruden brug af blandede dæk (så bredt som 265 mm foran og 295 bag). Der er endda en 918-inspireret profil "klinge", der leveres standard i sort (S) eller karosserifarve (Turbo), med en $ 1390 mulighed for at gå med kulfiber. Når vi taler om 918, blev rattet brugt som grundlag for den i Macan, hvis indvendige behandling-runde målere, 7-tommer berøringsskærm og knaptunge midttunnel-ellers smager af Cayenne og Panamera.

Min kørsel begyndte på Porsches FIA-certificerede 2,3-mile vejkredsløb, der sidder ved siden af ​​Leipzig-fabrikken. Hver ny Porsche, der ruller ud af fabrikken, tages på en evalueringskørsel på denne krævende bane. Først op: en S udstyret med vinterdæk (sommerdæk er en gratis løsning), $ 1360 Porsche Active Suspension Management (PASM), $ 1490 Porsche Torque Vectoring Plus (PTV Plus) og $ 1290 Sport Chrono-pakke, der inkluderer lanceringskontrol og en Sport Plus -knap. Ingen overraskelse, dynamikken var fremragende til en cirka 4100 pund, 63,4 tommer høj crossover. På trods af vinterens gummibegrænsende greb og producerer mere understyring end ønsket, viste S sig forudsigelig, sjov og masser af hurtig, dens PTV Plus viste en grin-inducerende tilbøjelighed til at rotere bagenden under acceleration. Desuden leverede bremserne-foran 13,8-tommers skiver med seks-stempelkalibre, bageste 13,0-tommers skiver med enkeltstemplede kalibre-rigelig stopkraft, PTM satte ubesværet strøm ned, og styringen gav prisværdig linearitet, omend med minimal følelse. Næste op var Turboen. Det var også udstyret med vinterdæk, PASM, PTV Plus og Sport Chrono. Bemærkelsesværdige opgraderinger inkluderede den kraftigere motor, større 14,2 tommer forreste/14,0 tommer bagbremser (med røde kalipre i stedet for sølv) og $ 2745 luftaffjedring. Nedgradere? Anslået 100 ekstra kilo egenvægt. Selvom acceleration var mærkbart bedre, syntes forbedring i håndteringen i bedste fald ubetydelig. Så medmindre stoplight drag racing er en prioritet, skal du holde dig til S.

Efter banedelen prøvede jeg en Macan S med luftaffjedring på grundens 3,7-mile off-road kredsløb. Selvom 99 procent af Macan -ejere aldrig vil vove sig efter topografi, der efterligner banens 15 forhindringer, som omfattede en stenet stigning, en skråning på siden og en stejl stigning, som Edmund Hillary ville have kæmpet for at navigere, er det betryggende for den ene procent at vide dette "soft-roader" kan klare hårdt terræn med et tryk på en knap. Når den er aktiveret, optimerer Off-Road-tilstand gassens følsomhed, skiftpunkter og drejningsmoment for at overvinde de mest hårde bestræbelser. Og hvis du er en del af den ene procent, vælger du luftaffjedringen, som øger maksimal frihøjde fra stålfjedrenes 7,5 tommer til 9,1, hvilket gør standard Hill Descent Control så meget sjovere at demonstrere.

Macan overgik fra off-road til den virkelige verden og spildte lidt tid på at imponere med sin luksus, raffinement og atletik. Langs landeveje og autobahn forkælede S og Turbo chauffører og passagerer med en stille, stilfuld kabine en smidig, men alligevel sporty tur og kraft og kraft til lige at håndtere trecifrede eksplosioner og snoede fejemaskiner. Indbring muligheder som $ 1600 Adaptive Cruise Control, $ 1380 Lane Keep Assist med Lane Change Assist, $ 1050 opvarmede sæder foran/bag, $ 3140 Porsche Communication Management (PCM) med navigation (standard på Turbo) og $ 5690 Burmester High-End Surround System, og Macan er et sikkert og overdådigt sted at køre motor.

Matthias Müller, bestyrelsesformand i Porsche, kaldte Macan "det rigtige køretøj på det rigtige tidspunkt" og tilføjede, at det ikke kun ville "vinde over helt nye kunder", men også "holde nuværende kunder glade." Jeg er tilbøjelig til at være enig. Når alt kommer til alt, baseret på den ubestridelige succes for Cayenne og polariserende Panamera, der i første omgang blev tvivlet og latterliggjort af Porsche -purister og bileksperter, er der ingen grund til at stille spørgsmålstegn ved Müllers påstande. Med mere end 162.000 biler solgt på verdensplan i 2013, har han bevist, at han kan ringe til et register med de bedste af dem.


2015 Porsche Macan First Drive

Ved presselanceringen af ​​Porsche Macan 2015, citerede bilproducenten forskning, der viste, hvordan luksus-segmentet for små crossovere er vokset 185 procent siden 2007 til cirka 1,3 millioner enheder på verdensplan. Sådanne poster som Audi Q5, BMW X3, Range Rover Evoque, Lexus RX og Mercedes-Benz GLK har naturligvis givet god genklang hos købere. Og de forskningsprojekter, der gennem 2024 vil segmentet vokse yderligere 3,4 procent årligt.

Med andre ord er der mange dyre SUV'er med høj pris, der skal hockes i løbet af det næste årti. Selvfølgelig krævede Porsche ingen forskning for at indse, at det var nødvendigt med dette særligt lukrative forslag. Indtast Macan.

Baseret på Audi Q5 starter den to-rækkede, fem-sæders Macan-dens navn stammer fra det indonesiske ord for tiger-til kun $ 50.895, hvilket gør den til den næstbilligste bil i Porsche-porteføljen , til $ 300 dyrere end en base 300-hk Cayenne. Denne prisskilt betegner en Macan S, hvis 340-hk, 339-lb-ft dobbelt-turbo 3,0-liters V-6, syv-trins dobbeltkobling PDK automatisk og Porsche Traction Management (PTM) firehjulstræk er gode for 0-60 mph på så lidt som 5,0 sekunder og en topfart på 156 mph. Træd op til 400-hk, 406-lb-ft twin-turbo 3,6-liters V-6 Macan Turbo, som forbedrer den tidligere statistik til henholdsvis en producent-anslået 4,4 sekunder og 164 mph, og du skal betale $ 73.295 . Selv med disse øjenåbnende priser planlægger Porsche stadig at sælge mindst 50.000 Macans om året med fleksibilitet til at øge kapaciteten, hvis efterspørgslen kræver det. Alle Macans vil blive bygget sammen med Cayenne og Panamera på fabrikken i Leipzig, hvor Porsche for nylig investerede 500 millioner euro og tilføjede 1500 job. Med diesel- og plug-in-hybridvarianter på vej (258-hk, 428-lb-ft turbo 3,0-liters diesel er bekræftet for kalenderår 2015), vil Macan-kapaciteten ikke gå andet end op.

En undersøgelse af Macans facade i stål og aluminium, og det er let at se familielighederne med Cayenne (foran) og til en vis grad 911 (bag). Michael Mauer, vicepræsident for stil i Porsche, sætter en ære i sit nye crossovers kupeagtige profil (bagrudernes skrå er alvorlig, men giver stadig mulighed for 17,7 kubikfod last med bagsæderne oppe) og accentuerede bageste skuldre, der fremhæver bagruden brug af blandede dæk (så bredt som 265 mm foran og 295 bag). Der er endda en 918-inspireret profil "klinge", der leveres standard i sort (S) eller karosserifarve (Turbo), med en $ 1390 mulighed for at gå med kulfiber. Når vi taler om 918, blev rattet brugt som grundlag for den i Macan, hvis indvendige behandling-runde målere, 7-tommer berøringsskærm og knaptunge midttunnel-ellers smager af Cayenne og Panamera.

Min kørsel begyndte på Porsches FIA-certificerede 2,3-mile vejkredsløb, der sidder ved siden af ​​Leipzig-fabrikken. Hver ny Porsche, der ruller ud af fabrikken, tages på en evalueringskørsel på denne krævende bane. Først op: en S udstyret med vinterdæk (sommerdæk er en gratis løsning), $ 1360 Porsche Active Suspension Management (PASM), $ 1490 Porsche Torque Vectoring Plus (PTV Plus) og $ 1290 Sport Chrono-pakke, der inkluderer lanceringskontrol og en Sport Plus -knap. Ingen overraskelse, dynamikken var fremragende til en cirka 4100 pund, 63,4 tommer høj crossover. På trods af vinterens gummibegrænsende greb og producerer mere understyring end ønsket, viste S sig forudsigelig, sjov og masser af hurtig, dens PTV Plus viste en grin-inducerende tilbøjelighed til at rotere bagenden under acceleration. Desuden leverede bremserne-foran 13,8-tommers skiver med seks-stempelkalibre, bageste 13,0-tommers skiver med enkeltstemplede kalibre-rigelig stopkraft, PTM satte ubesværet strøm ned, og styringen gav prisværdig linearitet, omend med minimal følelse. Næste op var Turboen. Det var også udstyret med vinterdæk, PASM, PTV Plus og Sport Chrono. Bemærkelsesværdige opgraderinger inkluderede den kraftigere motor, større 14,2 tommer forreste/14,0 tommer bagbremser (med røde kalipre i stedet for sølv) og $ 2745 luftaffjedring. Nedgradere? Anslået 100 ekstra kilo egenvægt. Selvom acceleration var mærkbart bedre, syntes forbedring i håndteringen i bedste fald ubetydelig. Så medmindre stoplight drag racing er en prioritet, skal du holde dig til S.

Efter banedelen prøvede jeg en Macan S med luftaffjedring på grundens 3,7-mile off-road kredsløb. Selvom 99 procent af Macan -ejere aldrig vil vove sig efter topografi, der efterligner banens 15 forhindringer, som omfattede en stenet stigning, en skråning på siden og en stejl stigning, som Edmund Hillary ville have kæmpet for at navigere, er det betryggende for den ene procent at vide dette "soft-roader" kan klare hårdt terræn med et tryk på en knap. Når den er aktiveret, optimerer Off-Road-tilstand gassens følsomhed, skiftpunkter og momentopdeling for at overvinde de mest hårde bestræbelser. Og hvis du er en del af den ene procent, vælger du luftaffjedringen, som øger maksimal frihøjde fra stålfjedrenes 7,5 tommer til 9,1, hvilket gør standard Hill Descent Control så meget sjovere at demonstrere.

Macan overgik fra off-road til den virkelige verden og spildte lidt tid på at imponere med sin luksus, raffinement og atletik. Langs landeveje og autobahn forkælede S og Turbo chauffører og passagerer med en stille, stilfuld kabine en smidig, men alligevel sporty tur og kraft og kraft til lige at håndtere trecifrede eksplosioner og snoede fejemaskiner. Indbring muligheder som $ 1600 Adaptive Cruise Control, $ 1380 Lane Keep Assist med Lane Change Assist, $ 1050 opvarmede sæder foran/bag, $ 3140 Porsche Communication Management (PCM) med navigation (standard på Turbo) og $ 5690 Burmester High-End Surround System, og Macan er et sikkert og overdådigt sted at køre motor.

Matthias Müller, bestyrelsesformand i Porsche, kaldte Macan "det rigtige køretøj på det rigtige tidspunkt" og tilføjede, at det ikke kun ville "vinde over helt nye kunder", men også "holde nuværende kunder glade." Jeg er tilbøjelig til at være enig. Når alt kommer til alt, baseret på den ubestridelige succes for Cayenne og polariserende Panamera, der i første omgang blev tvivlet og latterliggjort af Porsche -purister og bileksperter, er der ingen grund til at sætte spørgsmålstegn ved Müllers påstande. Med mere end 162.000 biler solgt på verdensplan i 2013, har han bevist, at han kan ringe til et register med de bedste af dem.


2015 Porsche Macan First Drive

Ved presselanceringen af ​​Porsche Macan 2015, citerede bilproducenten forskning, der viste, hvordan luksus-segmentet for små crossovere er vokset 185 procent siden 2007 til cirka 1,3 millioner enheder på verdensplan. Sådanne poster som Audi Q5, BMW X3, Range Rover Evoque, Lexus RX og Mercedes-Benz GLK har naturligvis givet god genklang hos købere. Og de forskningsprojekter, der gennem 2024 vil segmentet vokse yderligere 3,4 procent årligt.

Med andre ord er der mange dyre SUV'er med høj pris, der skal hockes i løbet af det næste årti. Selvfølgelig krævede Porsche ingen forskning for at indse, at det var nødvendigt med dette særligt lukrative forslag. Indtast Macan.

Baseret på Audi Q5 starter den to-rækkede, fem-sæders Macan-dens navn stammer fra det indonesiske ord for tiger-til kun $ 50.895, hvilket gør den til den næstbilligste bil i Porsche-porteføljen , til $ 300 dyrere end en base 300-hk Cayenne. Denne prisskilt betegner en Macan S, hvis 340-hk, 339-lb-ft twin-turbo 3,0-liters V-6, syv-trins dobbeltkobling PDK automatisk og Porsche Traction Management (PTM) firehjulstræk er gode for 0-60 mph på så lidt som 5,0 sekunder og en topfart på 156 mph. Træd op til 400-hk, 406-lb-ft twin-turbo 3,6-liters V-6 Macan Turbo, som forbedrer den tidligere statistik til henholdsvis en producent-anslået 4,4 sekunder og 164 mph, og du skal betale $ 73.295 . Selv med disse øjenåbnende priser planlægger Porsche stadig at sælge mindst 50.000 Macans om året med fleksibilitet til at øge kapaciteten, hvis efterspørgslen kræver det. Alle Macans vil blive bygget sammen med Cayenne og Panamera på fabrikken i Leipzig, hvor Porsche for nylig investerede 500 millioner euro og tilføjede 1500 job. Med diesel- og plug-in-hybridvarianter på vej (258-hk, 428-lb-ft turbo 3,0-liters diesel er bekræftet for kalenderår 2015), vil Macan-kapaciteten ikke gå andet end op.

En undersøgelse af Macans facade i stål og aluminium, og det er let at se familielighederne med Cayenne (foran) og til en vis grad 911 (bag). Michael Mauer, vicepræsident for stil i Porsche, sætter en ære i sit nye crossovers kupeagtige profil (bagrudernes skrå er alvorlig, men giver stadig mulighed for 17,7 kubikfod last med bagsæderne oppe) og accentuerede bageste skuldre, der fremhæver brug af blandede dæk (så bredt som 265 mm foran og 295 bag). Der er endda en 918-inspireret profil "klinge", der leveres standard i sort (S) eller karosserifarve (Turbo), med en $ 1390 mulighed for at gå med kulfiber. Når vi taler om 918, blev rattet brugt som grundlag for den i Macan, hvis indvendige behandling-runde målere, 7-tommer berøringsskærm og knaptunge midttunnel-ellers smager af Cayenne og Panamera.

Min kørsel begyndte på Porsches FIA-certificerede 2,3-mile vejkredsløb, der sidder ved siden af ​​Leipzig-fabrikken. Hver ny Porsche, der ruller ud af fabrikken, tages på en evalueringskørsel på denne krævende bane. Først op: en S udstyret med vinterdæk (sommerdæk er en gratis løsning), $ 1360 Porsche Active Suspension Management (PASM), $ 1490 Porsche Torque Vectoring Plus (PTV Plus) og $ 1290 Sport Chrono-pakke, der inkluderer lanceringskontrol og en Sport Plus -knap. Ingen overraskelse, dynamikken var fremragende til en cirka 4100 pund, 63,4 tommer høj crossover. På trods af vinterens gummibegrænsende greb og producerer mere understyring end ønsket, viste S sig forudsigelig, sjov og masser af hurtig, dens PTV Plus viste en grin-inducerende tilbøjelighed til at rotere bagenden under acceleration. Desuden leverede bremserne-foran 13,8-tommers skiver med seks-stempelkalibre, bageste 13,0-tommers skiver med enkeltstemplede kalibre-rigelig stopkraft, PTM satte ubesværet strøm ned, og styringen gav prisværdig linearitet, omend med minimal følelse. Næste op var Turboen. Det var også udstyret med vinterdæk, PASM, PTV Plus og Sport Chrono. Bemærkelsesværdige opgraderinger inkluderede den kraftigere motor, større 14,2 tommer forreste/14,0 tommer bagbremser (med røde kalipre i stedet for sølv) og $ 2745 luftaffjedring. Nedgradere? Anslået 100 ekstra kilo egenvægt. Selvom acceleration var mærkbart bedre, syntes forbedring i håndteringen i bedste fald ubetydelig. Så medmindre stoplight drag racing er en prioritet, skal du holde dig til S.

Efter banedelen prøvede jeg en Macan S med luftaffjedring på grundens 3,7-mile off-road kredsløb. Selvom 99 procent af Macan -ejere aldrig vil vove sig efter topografi, der efterligner banens 15 forhindringer, som omfattede en stenet stigning, en skråning på siden og en stejl stigning, som Edmund Hillary ville have kæmpet for at navigere, er det betryggende for den ene procent at vide dette "soft-roader" kan klare hårdt terræn med et tryk på en knap. Når den er aktiveret, optimerer Off-Road-tilstand gassens følsomhed, skiftpunkter og drejningsmoment for at overvinde de mest hårde bestræbelser. Og hvis du er en del af den ene procent, vælger du luftaffjedringen, som øger maksimal frihøjde fra stålfjedrenes 7,5 tommer til 9,1, hvilket gør standard Hill Descent Control så meget sjovere at demonstrere.

Overgangen fra off-road til den virkelige verden spildte Macan lidt tid på at imponere med sin luksus, raffinement og atletik. Langs landeveje og autobahn forkælede S og Turbo chauffører og passagerer med en stille, stilfuld kabine en smidig, men alligevel sporty tur og kraft og kraft til lige at håndtere trecifrede eksplosioner og snoede fejemaskiner. Indbring muligheder som $ 1600 Adaptive Cruise Control, $ 1380 Lane Keep Assist med Lane Change Assist, $ 1050 opvarmede sæder foran/bag, $ 3140 Porsche Communication Management (PCM) med navigation (standard på Turbo) og $ 5690 Burmester High-End Surround System, og Macan er et sikkert og overdådigt sted at køre motor.

Matthias Müller, bestyrelsesformand i Porsche, kaldte Macan "det rigtige køretøj på det rigtige tidspunkt" og tilføjede, at det ikke kun ville "vinde over helt nye kunder", men også "holde nuværende kunder glade." Jeg er tilbøjelig til at være enig. Når alt kommer til alt, baseret på den ubestridelige succes for Cayenne og polariserende Panamera, der i første omgang blev tvivlet og latterliggjort af Porsche -purister og bileksperter, er der ingen grund til at sætte spørgsmålstegn ved Müllers påstande. Med mere end 162.000 biler solgt på verdensplan i 2013, har han bevist, at han kan ringe til et register med de bedste af dem.


2015 Porsche Macan First Drive

Ved presselanceringen af ​​Porsche Macan 2015, citerede bilproducenten forskning, der viste, hvordan luksus-segmentet for små crossovere er vokset 185 procent siden 2007 til cirka 1,3 millioner enheder på verdensplan. Sådanne poster som Audi Q5, BMW X3, Range Rover Evoque, Lexus RX og Mercedes-Benz GLK har naturligvis givet god genklang hos købere. Og de forskningsprojekter, der gennem 2024 vil segmentet vokse yderligere 3,4 procent årligt.

Med andre ord er der mange dyre SUV'er med høj pris, der skal hockes i løbet af det næste årti. Selvfølgelig krævede Porsche ingen forskning for at indse, at det var nødvendigt med dette særligt lukrative forslag. Indtast Macan.

Baseret på Audi Q5 starter den to-rækkede, fem-sæders Macan-dens navn stammer fra det indonesiske ord for tiger-til "kun" $ 50.895, hvilket gør den til den næstbilligste bil i Porsche-porteføljen , til $ 300 dyrere end en base 300-hk Cayenne. Denne prisskilt betegner en Macan S, hvis 340-hk, 339-lb-ft dobbelt-turbo 3,0-liters V-6, syv-trins dobbeltkobling PDK automatisk og Porsche Traction Management (PTM) firehjulstræk er gode for 0-60 mph på så lidt som 5,0 sekunder og en topfart på 156 mph. Træd op til 400-hk, 406-lb-ft twin-turbo 3,6-liters V-6 Macan Turbo, som forbedrer den tidligere statistik til en producent-anslået henholdsvis 4,4 sekunder og 164 mph, og du skal betale $ 73.295 . Selv med disse øjenåbnende priser planlægger Porsche stadig at sælge mindst 50.000 Macans om året med fleksibilitet til at øge kapaciteten, hvis efterspørgslen kræver det. Alle Macans vil blive bygget sammen med Cayenne og Panamera på fabrikken i Leipzig, hvor Porsche for nylig investerede 500 millioner euro og tilføjede 1500 job. Med diesel- og plug-in hybrid-varianter på vej (258 hk, 428 lb-ft turbo 3,0-liters diesel er bekræftet for kalenderåret 2015), vil Macans kapacitet ikke gå andet end op.

En undersøgelse af Macans facade i stål og aluminium, og det er let at se familielighederne med Cayenne (foran) og til en vis grad 911 (bag). Michael Mauer, vicepræsident for stil i Porsche, sætter en ære i sit nye crossovers kupeagtige profil (bagrudernes skrå er alvorlig, men giver stadig mulighed for 17,7 kubikfod last med bagsæderne oppe) og accentuerede bageste skuldre, der fremhæver bagruden brug af blandede dæk (så bredt som 265 mm foran og 295 bag). Der er endda en 918-inspireret profil "klinge", der leveres standard i sort (S) eller karosserifarve (Turbo), med en $ 1390 mulighed for at gå med kulfiber. Når vi taler om 918, blev rattet brugt som grundlag for den i Macan, hvis indvendige behandling-runde målere, 7-tommer berøringsskærm og knaptunge midttunnel-ellers smager af Cayenne og Panamera.

Min kørsel begyndte på Porsches FIA-certificerede 2,3-mile vejkredsløb, der sidder ved siden af ​​Leipzig-fabrikken. Hver ny Porsche, der ruller ud af fabrikken, tages på en evalueringskørsel på denne krævende bane. First up: an S fitted with winter tires (summer tires are a no-cost option), $1360 Porsche Active Suspension Management (PASM), $1490 Porsche Torque Vectoring Plus (PTV Plus), and $1290 Sport Chrono Package that includes launch control and a Sport Plus button. No surprise, the dynamics were excellent for a roughly 4100-pound, 63.4-inch-tall crossover. Despite the winter rubber limiting grip and producing more understeer than desired, the S proved predictable, fun, and plenty quick, its PTV Plus showing a grin-inducing propensity for rotating the rear under acceleration. Moreover, the brakes - front 13.8-inch discs with six-piston calipers, rear 13.0-inch discs with single-piston calipers - delivered ample stopping force, PTM effortlessly put down power, and the steering provided commendable linearity, albeit with minimal feel. Next up was the Turbo. It, too, was fitted with winter tires, PASM, PTV Plus, and Sport Chrono. Notable upgrades included the brawnier engine, larger 14.2-inch front/14.0-inch rear brakes (with red calipers instead of silver), and $2745 air suspension. Downgrade? An estimated 100 extra pounds of curb weight. While acceleration was noticeably better, improvement in handling seemed negligible at best. So unless stoplight drag racing is a priority, stick with the S.

Following the track portion, I sampled a Macan S with air suspension on the grounds' 3.7-mile off-road circuit. Though 99 percent of Macan owners will never venture along topography mimicking the course's 15 obstacles, which included a rocky climb, a side slant, and a steep ascent that Edmund Hillary would've struggled to navigate, it's reassuring for the one percent to know this "soft-roader" can tackle tough terrain at the touch of a button. When engaged, Off-Road mode optimizes throttle sensitivity, shift points, and torque split to overcome the hairiest of endeavors. And if you are part of the one percent, opt for the air suspension, which raises maximum ground clearance from the steel springs' 7.5 inches to 9.1, making the standard Hill Descent Control that much more fun to demonstrate.

Transitioning from off-road to the real world, the Macan wasted little time impressing with its luxury, refinement, and athleticism. Along country roads and the autobahn, the S and Turbo pampered drivers and passengers with a quiet, posh cabin a supple yet sporty ride and the power and poise to handle triple-digit blasts and meandering sweepers with equal ease. Throw in such options as $1600 Adaptive Cruise Control, $1380 Lane Keep Assist with Lane Change Assist, $1050 front/rear heated seats, $3140 Porsche Communication Management (PCM) with navigation (standard on Turbo), and $5690 Burmester High-End Surround System, and the Macan is a safe and sumptuous place to motor.

Matthias Müller, chairman of the board at Porsche, called the Macan "the right vehicle at the right time," adding that it would not only "win over completely new customers," but also "keep current customers happy." I'm inclined to agree. After all, based on the undeniable success of the Cayenne and polarizing Panamera, both initially doubted and ridiculed by Porsche purists and auto experts, there's no reason to question Müller's claims. With more than 162,000 vehicles sold worldwide in 2013, he's proven he can ring a register with the best of them.


2015 Porsche Macan First Drive

At the press launch of the 2015 Porsche Macan, the automaker cited research showing how the luxury small-crossover segment has grown 185 percent since 2007, to some 1.3 millions units worldwide. Such entries as the Audi Q5, BMW X3, Range Rover Evoque, Lexus RX, and Mercedes-Benz GLK have obviously resonated well with buyers. And the research projects that through 2024 the segment will grow another 3.4 percent annually.

In other words, there are a lot of high-priced, high-profit SUVs to be hocked over the next decade. Of course, Porsche didn't require any research to realize it needed in on this especially lucrative proposition. Enter the Macan.

Based on the Audi Q5, the two-row, five-seat Macan -- its name is derived from the Indonesian word for tiger -- starts at a "mere" $50,895, making it the second-least-expensive vehicle in the Porsche portfolio, at $300 dearer than a base 300-hp Cayenne. That price tag designates a Macan S, whose 340-hp, 339-lb-ft twin-turbo 3.0-liter V-6, seven-speed dual-clutch PDK automatic, and Porsche Traction Management (PTM) all-wheel drive are good for 0-60 mph in as little as 5.0 seconds and a top speed of 156 mph. Step up to the 400-hp, 406-lb-ft twin-turbo 3.6-liter V-6 Macan Turbo, which improves the previous stats to a manufacturer-estimated 4.4 seconds and 164 mph, respectively, and you'll shell out $73,295. Still, even at those eye-opening prices, Porsche plans to sell at least 50,000 Macans per year, with the flexibility to increase capacity if demand calls for it. All Macans will be built alongside the Cayenne and Panamera at the Leipzig factory where Porsche recently invested 500 million euro and added 1500 jobs. With diesel and plug-in hybrid variants in the pipeline (the 258-hp, 428-lb-ft turbo 3.0-liter diesel is confirmed for calendar year 2015), Macan capacity will be going nowhere but up.

One survey of the Macan's steel and aluminum façade, and it's easy to see the family resemblances to the Cayenne (front), and to some extent, the 911 (rear). Michael Mauer, vice president of style at Porsche, takes pride in his new crossover's coupelike profile (the slant of the rear window is severe, but still allows for 17.7 cubic feet of cargo with the rear seats up) and accentuated rear shoulders that highlight the use of mixed-size tires (as wide as 265 mm front and 295 rear). There's even a 918-inspired profile "blade" that comes standard in black (S) or body color (Turbo), with a $1390 option to go with carbon fiber. Speaking of the 918, its steering wheel was used as the basis for the one in the Macan, whose interior treatment -- round gauges, 7-inch touch screen, and button-heavy center tunnel -- otherwise smacks of Cayenne and Panamera.

My drive began on Porsche's FIA-certified 2.3-mile road circuit that sits adjacent to the Leipzig factory. Every new Porsche that rolls out of the plant is taken on an evaluation run on this demanding track. First up: an S fitted with winter tires (summer tires are a no-cost option), $1360 Porsche Active Suspension Management (PASM), $1490 Porsche Torque Vectoring Plus (PTV Plus), and $1290 Sport Chrono Package that includes launch control and a Sport Plus button. No surprise, the dynamics were excellent for a roughly 4100-pound, 63.4-inch-tall crossover. Despite the winter rubber limiting grip and producing more understeer than desired, the S proved predictable, fun, and plenty quick, its PTV Plus showing a grin-inducing propensity for rotating the rear under acceleration. Moreover, the brakes - front 13.8-inch discs with six-piston calipers, rear 13.0-inch discs with single-piston calipers - delivered ample stopping force, PTM effortlessly put down power, and the steering provided commendable linearity, albeit with minimal feel. Next up was the Turbo. It, too, was fitted with winter tires, PASM, PTV Plus, and Sport Chrono. Notable upgrades included the brawnier engine, larger 14.2-inch front/14.0-inch rear brakes (with red calipers instead of silver), and $2745 air suspension. Downgrade? An estimated 100 extra pounds of curb weight. While acceleration was noticeably better, improvement in handling seemed negligible at best. So unless stoplight drag racing is a priority, stick with the S.

Following the track portion, I sampled a Macan S with air suspension on the grounds' 3.7-mile off-road circuit. Though 99 percent of Macan owners will never venture along topography mimicking the course's 15 obstacles, which included a rocky climb, a side slant, and a steep ascent that Edmund Hillary would've struggled to navigate, it's reassuring for the one percent to know this "soft-roader" can tackle tough terrain at the touch of a button. When engaged, Off-Road mode optimizes throttle sensitivity, shift points, and torque split to overcome the hairiest of endeavors. And if you are part of the one percent, opt for the air suspension, which raises maximum ground clearance from the steel springs' 7.5 inches to 9.1, making the standard Hill Descent Control that much more fun to demonstrate.

Transitioning from off-road to the real world, the Macan wasted little time impressing with its luxury, refinement, and athleticism. Along country roads and the autobahn, the S and Turbo pampered drivers and passengers with a quiet, posh cabin a supple yet sporty ride and the power and poise to handle triple-digit blasts and meandering sweepers with equal ease. Throw in such options as $1600 Adaptive Cruise Control, $1380 Lane Keep Assist with Lane Change Assist, $1050 front/rear heated seats, $3140 Porsche Communication Management (PCM) with navigation (standard on Turbo), and $5690 Burmester High-End Surround System, and the Macan is a safe and sumptuous place to motor.

Matthias Müller, chairman of the board at Porsche, called the Macan "the right vehicle at the right time," adding that it would not only "win over completely new customers," but also "keep current customers happy." I'm inclined to agree. After all, based on the undeniable success of the Cayenne and polarizing Panamera, both initially doubted and ridiculed by Porsche purists and auto experts, there's no reason to question Müller's claims. With more than 162,000 vehicles sold worldwide in 2013, he's proven he can ring a register with the best of them.


2015 Porsche Macan First Drive

At the press launch of the 2015 Porsche Macan, the automaker cited research showing how the luxury small-crossover segment has grown 185 percent since 2007, to some 1.3 millions units worldwide. Such entries as the Audi Q5, BMW X3, Range Rover Evoque, Lexus RX, and Mercedes-Benz GLK have obviously resonated well with buyers. And the research projects that through 2024 the segment will grow another 3.4 percent annually.

In other words, there are a lot of high-priced, high-profit SUVs to be hocked over the next decade. Of course, Porsche didn't require any research to realize it needed in on this especially lucrative proposition. Enter the Macan.

Based on the Audi Q5, the two-row, five-seat Macan -- its name is derived from the Indonesian word for tiger -- starts at a "mere" $50,895, making it the second-least-expensive vehicle in the Porsche portfolio, at $300 dearer than a base 300-hp Cayenne. That price tag designates a Macan S, whose 340-hp, 339-lb-ft twin-turbo 3.0-liter V-6, seven-speed dual-clutch PDK automatic, and Porsche Traction Management (PTM) all-wheel drive are good for 0-60 mph in as little as 5.0 seconds and a top speed of 156 mph. Step up to the 400-hp, 406-lb-ft twin-turbo 3.6-liter V-6 Macan Turbo, which improves the previous stats to a manufacturer-estimated 4.4 seconds and 164 mph, respectively, and you'll shell out $73,295. Still, even at those eye-opening prices, Porsche plans to sell at least 50,000 Macans per year, with the flexibility to increase capacity if demand calls for it. All Macans will be built alongside the Cayenne and Panamera at the Leipzig factory where Porsche recently invested 500 million euro and added 1500 jobs. With diesel and plug-in hybrid variants in the pipeline (the 258-hp, 428-lb-ft turbo 3.0-liter diesel is confirmed for calendar year 2015), Macan capacity will be going nowhere but up.

One survey of the Macan's steel and aluminum façade, and it's easy to see the family resemblances to the Cayenne (front), and to some extent, the 911 (rear). Michael Mauer, vice president of style at Porsche, takes pride in his new crossover's coupelike profile (the slant of the rear window is severe, but still allows for 17.7 cubic feet of cargo with the rear seats up) and accentuated rear shoulders that highlight the use of mixed-size tires (as wide as 265 mm front and 295 rear). There's even a 918-inspired profile "blade" that comes standard in black (S) or body color (Turbo), with a $1390 option to go with carbon fiber. Speaking of the 918, its steering wheel was used as the basis for the one in the Macan, whose interior treatment -- round gauges, 7-inch touch screen, and button-heavy center tunnel -- otherwise smacks of Cayenne and Panamera.

My drive began on Porsche's FIA-certified 2.3-mile road circuit that sits adjacent to the Leipzig factory. Every new Porsche that rolls out of the plant is taken on an evaluation run on this demanding track. First up: an S fitted with winter tires (summer tires are a no-cost option), $1360 Porsche Active Suspension Management (PASM), $1490 Porsche Torque Vectoring Plus (PTV Plus), and $1290 Sport Chrono Package that includes launch control and a Sport Plus button. No surprise, the dynamics were excellent for a roughly 4100-pound, 63.4-inch-tall crossover. Despite the winter rubber limiting grip and producing more understeer than desired, the S proved predictable, fun, and plenty quick, its PTV Plus showing a grin-inducing propensity for rotating the rear under acceleration. Moreover, the brakes - front 13.8-inch discs with six-piston calipers, rear 13.0-inch discs with single-piston calipers - delivered ample stopping force, PTM effortlessly put down power, and the steering provided commendable linearity, albeit with minimal feel. Next up was the Turbo. It, too, was fitted with winter tires, PASM, PTV Plus, and Sport Chrono. Notable upgrades included the brawnier engine, larger 14.2-inch front/14.0-inch rear brakes (with red calipers instead of silver), and $2745 air suspension. Downgrade? An estimated 100 extra pounds of curb weight. While acceleration was noticeably better, improvement in handling seemed negligible at best. So unless stoplight drag racing is a priority, stick with the S.

Following the track portion, I sampled a Macan S with air suspension on the grounds' 3.7-mile off-road circuit. Though 99 percent of Macan owners will never venture along topography mimicking the course's 15 obstacles, which included a rocky climb, a side slant, and a steep ascent that Edmund Hillary would've struggled to navigate, it's reassuring for the one percent to know this "soft-roader" can tackle tough terrain at the touch of a button. When engaged, Off-Road mode optimizes throttle sensitivity, shift points, and torque split to overcome the hairiest of endeavors. And if you are part of the one percent, opt for the air suspension, which raises maximum ground clearance from the steel springs' 7.5 inches to 9.1, making the standard Hill Descent Control that much more fun to demonstrate.

Transitioning from off-road to the real world, the Macan wasted little time impressing with its luxury, refinement, and athleticism. Along country roads and the autobahn, the S and Turbo pampered drivers and passengers with a quiet, posh cabin a supple yet sporty ride and the power and poise to handle triple-digit blasts and meandering sweepers with equal ease. Throw in such options as $1600 Adaptive Cruise Control, $1380 Lane Keep Assist with Lane Change Assist, $1050 front/rear heated seats, $3140 Porsche Communication Management (PCM) with navigation (standard on Turbo), and $5690 Burmester High-End Surround System, and the Macan is a safe and sumptuous place to motor.

Matthias Müller, chairman of the board at Porsche, called the Macan "the right vehicle at the right time," adding that it would not only "win over completely new customers," but also "keep current customers happy." I'm inclined to agree. After all, based on the undeniable success of the Cayenne and polarizing Panamera, both initially doubted and ridiculed by Porsche purists and auto experts, there's no reason to question Müller's claims. With more than 162,000 vehicles sold worldwide in 2013, he's proven he can ring a register with the best of them.


2015 Porsche Macan First Drive

At the press launch of the 2015 Porsche Macan, the automaker cited research showing how the luxury small-crossover segment has grown 185 percent since 2007, to some 1.3 millions units worldwide. Such entries as the Audi Q5, BMW X3, Range Rover Evoque, Lexus RX, and Mercedes-Benz GLK have obviously resonated well with buyers. And the research projects that through 2024 the segment will grow another 3.4 percent annually.

In other words, there are a lot of high-priced, high-profit SUVs to be hocked over the next decade. Of course, Porsche didn't require any research to realize it needed in on this especially lucrative proposition. Enter the Macan.

Based on the Audi Q5, the two-row, five-seat Macan -- its name is derived from the Indonesian word for tiger -- starts at a "mere" $50,895, making it the second-least-expensive vehicle in the Porsche portfolio, at $300 dearer than a base 300-hp Cayenne. That price tag designates a Macan S, whose 340-hp, 339-lb-ft twin-turbo 3.0-liter V-6, seven-speed dual-clutch PDK automatic, and Porsche Traction Management (PTM) all-wheel drive are good for 0-60 mph in as little as 5.0 seconds and a top speed of 156 mph. Step up to the 400-hp, 406-lb-ft twin-turbo 3.6-liter V-6 Macan Turbo, which improves the previous stats to a manufacturer-estimated 4.4 seconds and 164 mph, respectively, and you'll shell out $73,295. Still, even at those eye-opening prices, Porsche plans to sell at least 50,000 Macans per year, with the flexibility to increase capacity if demand calls for it. All Macans will be built alongside the Cayenne and Panamera at the Leipzig factory where Porsche recently invested 500 million euro and added 1500 jobs. With diesel and plug-in hybrid variants in the pipeline (the 258-hp, 428-lb-ft turbo 3.0-liter diesel is confirmed for calendar year 2015), Macan capacity will be going nowhere but up.

One survey of the Macan's steel and aluminum façade, and it's easy to see the family resemblances to the Cayenne (front), and to some extent, the 911 (rear). Michael Mauer, vice president of style at Porsche, takes pride in his new crossover's coupelike profile (the slant of the rear window is severe, but still allows for 17.7 cubic feet of cargo with the rear seats up) and accentuated rear shoulders that highlight the use of mixed-size tires (as wide as 265 mm front and 295 rear). There's even a 918-inspired profile "blade" that comes standard in black (S) or body color (Turbo), with a $1390 option to go with carbon fiber. Speaking of the 918, its steering wheel was used as the basis for the one in the Macan, whose interior treatment -- round gauges, 7-inch touch screen, and button-heavy center tunnel -- otherwise smacks of Cayenne and Panamera.

My drive began on Porsche's FIA-certified 2.3-mile road circuit that sits adjacent to the Leipzig factory. Every new Porsche that rolls out of the plant is taken on an evaluation run on this demanding track. First up: an S fitted with winter tires (summer tires are a no-cost option), $1360 Porsche Active Suspension Management (PASM), $1490 Porsche Torque Vectoring Plus (PTV Plus), and $1290 Sport Chrono Package that includes launch control and a Sport Plus button. No surprise, the dynamics were excellent for a roughly 4100-pound, 63.4-inch-tall crossover. Despite the winter rubber limiting grip and producing more understeer than desired, the S proved predictable, fun, and plenty quick, its PTV Plus showing a grin-inducing propensity for rotating the rear under acceleration. Moreover, the brakes - front 13.8-inch discs with six-piston calipers, rear 13.0-inch discs with single-piston calipers - delivered ample stopping force, PTM effortlessly put down power, and the steering provided commendable linearity, albeit with minimal feel. Next up was the Turbo. It, too, was fitted with winter tires, PASM, PTV Plus, and Sport Chrono. Notable upgrades included the brawnier engine, larger 14.2-inch front/14.0-inch rear brakes (with red calipers instead of silver), and $2745 air suspension. Downgrade? An estimated 100 extra pounds of curb weight. While acceleration was noticeably better, improvement in handling seemed negligible at best. So unless stoplight drag racing is a priority, stick with the S.

Following the track portion, I sampled a Macan S with air suspension on the grounds' 3.7-mile off-road circuit. Though 99 percent of Macan owners will never venture along topography mimicking the course's 15 obstacles, which included a rocky climb, a side slant, and a steep ascent that Edmund Hillary would've struggled to navigate, it's reassuring for the one percent to know this "soft-roader" can tackle tough terrain at the touch of a button. When engaged, Off-Road mode optimizes throttle sensitivity, shift points, and torque split to overcome the hairiest of endeavors. And if you are part of the one percent, opt for the air suspension, which raises maximum ground clearance from the steel springs' 7.5 inches to 9.1, making the standard Hill Descent Control that much more fun to demonstrate.

Transitioning from off-road to the real world, the Macan wasted little time impressing with its luxury, refinement, and athleticism. Along country roads and the autobahn, the S and Turbo pampered drivers and passengers with a quiet, posh cabin a supple yet sporty ride and the power and poise to handle triple-digit blasts and meandering sweepers with equal ease. Throw in such options as $1600 Adaptive Cruise Control, $1380 Lane Keep Assist with Lane Change Assist, $1050 front/rear heated seats, $3140 Porsche Communication Management (PCM) with navigation (standard on Turbo), and $5690 Burmester High-End Surround System, and the Macan is a safe and sumptuous place to motor.

Matthias Müller, chairman of the board at Porsche, called the Macan "the right vehicle at the right time," adding that it would not only "win over completely new customers," but also "keep current customers happy." I'm inclined to agree. After all, based on the undeniable success of the Cayenne and polarizing Panamera, both initially doubted and ridiculed by Porsche purists and auto experts, there's no reason to question Müller's claims. With more than 162,000 vehicles sold worldwide in 2013, he's proven he can ring a register with the best of them.


2015 Porsche Macan First Drive

At the press launch of the 2015 Porsche Macan, the automaker cited research showing how the luxury small-crossover segment has grown 185 percent since 2007, to some 1.3 millions units worldwide. Such entries as the Audi Q5, BMW X3, Range Rover Evoque, Lexus RX, and Mercedes-Benz GLK have obviously resonated well with buyers. And the research projects that through 2024 the segment will grow another 3.4 percent annually.

In other words, there are a lot of high-priced, high-profit SUVs to be hocked over the next decade. Of course, Porsche didn't require any research to realize it needed in on this especially lucrative proposition. Enter the Macan.

Based on the Audi Q5, the two-row, five-seat Macan -- its name is derived from the Indonesian word for tiger -- starts at a "mere" $50,895, making it the second-least-expensive vehicle in the Porsche portfolio, at $300 dearer than a base 300-hp Cayenne. That price tag designates a Macan S, whose 340-hp, 339-lb-ft twin-turbo 3.0-liter V-6, seven-speed dual-clutch PDK automatic, and Porsche Traction Management (PTM) all-wheel drive are good for 0-60 mph in as little as 5.0 seconds and a top speed of 156 mph. Step up to the 400-hp, 406-lb-ft twin-turbo 3.6-liter V-6 Macan Turbo, which improves the previous stats to a manufacturer-estimated 4.4 seconds and 164 mph, respectively, and you'll shell out $73,295. Still, even at those eye-opening prices, Porsche plans to sell at least 50,000 Macans per year, with the flexibility to increase capacity if demand calls for it. All Macans will be built alongside the Cayenne and Panamera at the Leipzig factory where Porsche recently invested 500 million euro and added 1500 jobs. With diesel and plug-in hybrid variants in the pipeline (the 258-hp, 428-lb-ft turbo 3.0-liter diesel is confirmed for calendar year 2015), Macan capacity will be going nowhere but up.

One survey of the Macan's steel and aluminum façade, and it's easy to see the family resemblances to the Cayenne (front), and to some extent, the 911 (rear). Michael Mauer, vice president of style at Porsche, takes pride in his new crossover's coupelike profile (the slant of the rear window is severe, but still allows for 17.7 cubic feet of cargo with the rear seats up) and accentuated rear shoulders that highlight the use of mixed-size tires (as wide as 265 mm front and 295 rear). There's even a 918-inspired profile "blade" that comes standard in black (S) or body color (Turbo), with a $1390 option to go with carbon fiber. Speaking of the 918, its steering wheel was used as the basis for the one in the Macan, whose interior treatment -- round gauges, 7-inch touch screen, and button-heavy center tunnel -- otherwise smacks of Cayenne and Panamera.

My drive began on Porsche's FIA-certified 2.3-mile road circuit that sits adjacent to the Leipzig factory. Every new Porsche that rolls out of the plant is taken on an evaluation run on this demanding track. First up: an S fitted with winter tires (summer tires are a no-cost option), $1360 Porsche Active Suspension Management (PASM), $1490 Porsche Torque Vectoring Plus (PTV Plus), and $1290 Sport Chrono Package that includes launch control and a Sport Plus button. No surprise, the dynamics were excellent for a roughly 4100-pound, 63.4-inch-tall crossover. Despite the winter rubber limiting grip and producing more understeer than desired, the S proved predictable, fun, and plenty quick, its PTV Plus showing a grin-inducing propensity for rotating the rear under acceleration. Moreover, the brakes - front 13.8-inch discs with six-piston calipers, rear 13.0-inch discs with single-piston calipers - delivered ample stopping force, PTM effortlessly put down power, and the steering provided commendable linearity, albeit with minimal feel. Next up was the Turbo. It, too, was fitted with winter tires, PASM, PTV Plus, and Sport Chrono. Notable upgrades included the brawnier engine, larger 14.2-inch front/14.0-inch rear brakes (with red calipers instead of silver), and $2745 air suspension. Downgrade? An estimated 100 extra pounds of curb weight. While acceleration was noticeably better, improvement in handling seemed negligible at best. So unless stoplight drag racing is a priority, stick with the S.

Following the track portion, I sampled a Macan S with air suspension on the grounds' 3.7-mile off-road circuit. Though 99 percent of Macan owners will never venture along topography mimicking the course's 15 obstacles, which included a rocky climb, a side slant, and a steep ascent that Edmund Hillary would've struggled to navigate, it's reassuring for the one percent to know this "soft-roader" can tackle tough terrain at the touch of a button. When engaged, Off-Road mode optimizes throttle sensitivity, shift points, and torque split to overcome the hairiest of endeavors. And if you are part of the one percent, opt for the air suspension, which raises maximum ground clearance from the steel springs' 7.5 inches to 9.1, making the standard Hill Descent Control that much more fun to demonstrate.

Transitioning from off-road to the real world, the Macan wasted little time impressing with its luxury, refinement, and athleticism. Along country roads and the autobahn, the S and Turbo pampered drivers and passengers with a quiet, posh cabin a supple yet sporty ride and the power and poise to handle triple-digit blasts and meandering sweepers with equal ease. Throw in such options as $1600 Adaptive Cruise Control, $1380 Lane Keep Assist with Lane Change Assist, $1050 front/rear heated seats, $3140 Porsche Communication Management (PCM) with navigation (standard on Turbo), and $5690 Burmester High-End Surround System, and the Macan is a safe and sumptuous place to motor.

Matthias Müller, chairman of the board at Porsche, called the Macan "the right vehicle at the right time," adding that it would not only "win over completely new customers," but also "keep current customers happy." I'm inclined to agree. After all, based on the undeniable success of the Cayenne and polarizing Panamera, both initially doubted and ridiculed by Porsche purists and auto experts, there's no reason to question Müller's claims. With more than 162,000 vehicles sold worldwide in 2013, he's proven he can ring a register with the best of them.


2015 Porsche Macan First Drive

At the press launch of the 2015 Porsche Macan, the automaker cited research showing how the luxury small-crossover segment has grown 185 percent since 2007, to some 1.3 millions units worldwide. Such entries as the Audi Q5, BMW X3, Range Rover Evoque, Lexus RX, and Mercedes-Benz GLK have obviously resonated well with buyers. And the research projects that through 2024 the segment will grow another 3.4 percent annually.

In other words, there are a lot of high-priced, high-profit SUVs to be hocked over the next decade. Of course, Porsche didn't require any research to realize it needed in on this especially lucrative proposition. Enter the Macan.

Based on the Audi Q5, the two-row, five-seat Macan -- its name is derived from the Indonesian word for tiger -- starts at a "mere" $50,895, making it the second-least-expensive vehicle in the Porsche portfolio, at $300 dearer than a base 300-hp Cayenne. That price tag designates a Macan S, whose 340-hp, 339-lb-ft twin-turbo 3.0-liter V-6, seven-speed dual-clutch PDK automatic, and Porsche Traction Management (PTM) all-wheel drive are good for 0-60 mph in as little as 5.0 seconds and a top speed of 156 mph. Step up to the 400-hp, 406-lb-ft twin-turbo 3.6-liter V-6 Macan Turbo, which improves the previous stats to a manufacturer-estimated 4.4 seconds and 164 mph, respectively, and you'll shell out $73,295. Still, even at those eye-opening prices, Porsche plans to sell at least 50,000 Macans per year, with the flexibility to increase capacity if demand calls for it. All Macans will be built alongside the Cayenne and Panamera at the Leipzig factory where Porsche recently invested 500 million euro and added 1500 jobs. With diesel and plug-in hybrid variants in the pipeline (the 258-hp, 428-lb-ft turbo 3.0-liter diesel is confirmed for calendar year 2015), Macan capacity will be going nowhere but up.

One survey of the Macan's steel and aluminum façade, and it's easy to see the family resemblances to the Cayenne (front), and to some extent, the 911 (rear). Michael Mauer, vice president of style at Porsche, takes pride in his new crossover's coupelike profile (the slant of the rear window is severe, but still allows for 17.7 cubic feet of cargo with the rear seats up) and accentuated rear shoulders that highlight the use of mixed-size tires (as wide as 265 mm front and 295 rear). There's even a 918-inspired profile "blade" that comes standard in black (S) or body color (Turbo), with a $1390 option to go with carbon fiber. Speaking of the 918, its steering wheel was used as the basis for the one in the Macan, whose interior treatment -- round gauges, 7-inch touch screen, and button-heavy center tunnel -- otherwise smacks of Cayenne and Panamera.

My drive began on Porsche's FIA-certified 2.3-mile road circuit that sits adjacent to the Leipzig factory. Every new Porsche that rolls out of the plant is taken on an evaluation run on this demanding track. First up: an S fitted with winter tires (summer tires are a no-cost option), $1360 Porsche Active Suspension Management (PASM), $1490 Porsche Torque Vectoring Plus (PTV Plus), and $1290 Sport Chrono Package that includes launch control and a Sport Plus button. No surprise, the dynamics were excellent for a roughly 4100-pound, 63.4-inch-tall crossover. Despite the winter rubber limiting grip and producing more understeer than desired, the S proved predictable, fun, and plenty quick, its PTV Plus showing a grin-inducing propensity for rotating the rear under acceleration. Moreover, the brakes - front 13.8-inch discs with six-piston calipers, rear 13.0-inch discs with single-piston calipers - delivered ample stopping force, PTM effortlessly put down power, and the steering provided commendable linearity, albeit with minimal feel. Next up was the Turbo. It, too, was fitted with winter tires, PASM, PTV Plus, and Sport Chrono. Notable upgrades included the brawnier engine, larger 14.2-inch front/14.0-inch rear brakes (with red calipers instead of silver), and $2745 air suspension. Downgrade? An estimated 100 extra pounds of curb weight. While acceleration was noticeably better, improvement in handling seemed negligible at best. So unless stoplight drag racing is a priority, stick with the S.

Following the track portion, I sampled a Macan S with air suspension on the grounds' 3.7-mile off-road circuit. Though 99 percent of Macan owners will never venture along topography mimicking the course's 15 obstacles, which included a rocky climb, a side slant, and a steep ascent that Edmund Hillary would've struggled to navigate, it's reassuring for the one percent to know this "soft-roader" can tackle tough terrain at the touch of a button. When engaged, Off-Road mode optimizes throttle sensitivity, shift points, and torque split to overcome the hairiest of endeavors. And if you are part of the one percent, opt for the air suspension, which raises maximum ground clearance from the steel springs' 7.5 inches to 9.1, making the standard Hill Descent Control that much more fun to demonstrate.

Transitioning from off-road to the real world, the Macan wasted little time impressing with its luxury, refinement, and athleticism. Along country roads and the autobahn, the S and Turbo pampered drivers and passengers with a quiet, posh cabin a supple yet sporty ride and the power and poise to handle triple-digit blasts and meandering sweepers with equal ease. Throw in such options as $1600 Adaptive Cruise Control, $1380 Lane Keep Assist with Lane Change Assist, $1050 front/rear heated seats, $3140 Porsche Communication Management (PCM) with navigation (standard on Turbo), and $5690 Burmester High-End Surround System, and the Macan is a safe and sumptuous place to motor.

Matthias Müller, chairman of the board at Porsche, called the Macan "the right vehicle at the right time," adding that it would not only "win over completely new customers," but also "keep current customers happy." I'm inclined to agree. After all, based on the undeniable success of the Cayenne and polarizing Panamera, both initially doubted and ridiculed by Porsche purists and auto experts, there's no reason to question Müller's claims. With more than 162,000 vehicles sold worldwide in 2013, he's proven he can ring a register with the best of them.


Se videoen: Porsche Macan vs S - все отличия Порше Макан и Макан S. (Juli 2022).


Kommentarer:

  1. Majid

    Beklager, beskeden er slettet

  2. Dolius

    Jeg er ked af det, men efter min mening var de forkerte. Lad os prøve at diskutere dette. Skriv til mig i premierminister, tal.

  3. Golabar

    Agree, useful information

  4. Salabar

    Sig mig, har du et RSS -feed på denne blog?

  5. Oubastet

    Hvis du virkelig skrev dette til begyndere, skulle du have dækket det mere detaljeret ...



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