As we know the Macan is based on Audi's MLB B-sized architecture and the Q5/SQ5 specifically, so just how much it shares with, or how much it is different from its Audi cousins is of great interest.
3.0-litre Turbo Engine
It should first be stated that we stand corrected. Just ahead of the NAIAS, we ran an intel story revealing that the 3.0-liter V6 biturbo of the Macan S shared the same block as the supercharged Audi 3.0 TFSI.
Porsche 3.0 appears to use a smaller displacement design derived from Porsche's modular V family that includes the 3.6-liter turbo V6 and the 4.8-liter turbo both used in the Macan and Panamera lines.
DePetro (Porsche North America product manager) pointed out that he hadn't had his most in-depth product training for the Macan line yet, but he was nevertheless certain and shared some key evidence.
As for the development of the 3.0-liter Porsche engine, DePetro says this began before the Volkswagen Group and Porsche came together. The engine may be a group engine and possibly be used by Audi, but Audi may also choose to utilize its own blocks for their upcoming turbo applications. Those details remain unknown to us at this time.
Another fascinating element to the engine is where Porsche has housed all the ancillaries like intake, radiator and plumbing. Like the Audi 4.0 TFSI, the turbos are located within the V of the block. The expected Y-shaped plumbing for the turbos atop the engine sits far forward, making any further considerations of an engine swap into an Audi seem even more complex. The radiator sits quite low below that plumbing and is closed off by active air flaps, allowing for quicker warm-up periods and improved aerodynamics at speed. Finally, there are the intakes mounted alongside the motor. Air is routed through the grille and up into channels formed in the aluminum hood. It's all very trick though probably quite expensive to fix in the event of a front-end collision.
Interestingly, we're told the 3.0-liter in the Panamera S is effectively the same engine, though it puts out a whopping 420 hp and 384 lb-ft of torque in Panamera guise. That's more power and less weight than the 3.6 in the Macan Turbo and our latest intel suggests the main differences between the two applications is software. This all leaves plenty of room for aftermarket tuning and eventually room for improvement from Porsche itself.
Bodyshell
Another very interesting component in the Macan vs. Q5 comparison is the body structure. Mr. DePetro informed us that no less than 70% of the car's chassis is unique to the Porsche. Floor pans and a portion of the firewall are shared, but that's it. Even the rear seat bench is lower than the Q5 in order to help headroom since the angle of the roof is more aggressive than the Q5.
Many of these structure changes were performed in order to increase chassis rigidity. One change we noticed in particular, and likely due to chassis stiffening, was a trunk floor situated lower in the body that does not load flat like a typical crossover, SUV or Avant. Instead it sits lower yet with a raised sill much like you'd encounter in a sedan, Audi Sportback or a hatchback design. The net effect reminded us of the Audi RS 3 and with its low roof and overall shape, the Macan may just be a larger and more luxurious step up from the RS 3 Sportback than it is a shrunken down Cayenne. We'd already gotten that impression from the SQ5, and the Macan seems to be an even more radical application.
With all those structural upgrades, this also added to weight, though ample use of aluminum and the like still kept it in the same neighborhood as the Q5 2.0 TFSI. We're told the Macan S tips the scale at 4100 lbs. These numbers can vary depending on how it is weighed (with fluids or without for example), but the SQ5 is reportedly 4409 lbs and the Q5 2.0 TFSI quattro is 4079 lbs.
Like any crossover or hatchback like the RS 3, the bench seats in the rear fold flat for a cargo capacity of 53 cubic feet. That's just 10 cubic feet less than the larger Cayenne.
Another interesting element of the body structure is the aforementioned clamshell hood. Made of aluminum, it stretches out and around the headlights for a very unique and seamless design. Its two-layer structure also houses channels for the intake as stated above.
Drivetrain
Most interesting to those watching Audi and its quattro technologies closely is that Porsche decided to go its own route with the Macan's all-wheel drive system. DePetro promised more details once he's fully up to speed on the system but here's what we can tell you thus far.
Unlike the mechanical center differential in the MLB-based Audis, the Macan uses a system that is electronically controlled and thus closer in functionality to the Haldex system used in the Audi TT, A3 and also the Porsche 911.
Changing the hardware allowed for some very important differences. First-off, Porsche has gone with a staggered fitment with wider wheels and tires in the rear. Second, this all-time all-wheel drive system rolls down the road pushing 10% of power to the front and 90% to the rear. Further, it is capable of pushing 100% of power to either front or rear. Porsche achieves all this by swapping the typical center differential found in the Q5 and SQ5 with an electric motor actuated multi-plate clutch system. We've never seen an Audi with this sort of configuration and the expected differences in handling are something we're most curious about.
There are other interesting components we've seen before in the Audi lineup, but things we've not seen in the Q5. The Macan gets the 7-speed dual-clutch DSG box (dubbed PDK at Porsche and S-tronic at Audi). The Porsche also gets adjustable air suspension as seen in the Q7 and a right-left torque vectoring rear differential that Porsche calls Porsche Torque Vectoring Plus, though it works essentially like the Sport Differential found in all Audi S-models and RS-models based on the MLB platform with the exception of the SQ5.
Standard brakes are Porsche 6-piston calipers in the front. There's also a carbon ceramic brake upgrade offered as an option. Audi offers carbon ceramics as well, but only on RS-cars, S8 and R8, so they can't be factory-specced on Q5 and SQ5.
As for suspension, some rules carry over for all brands. The Macan gets a system similar to Audi Drive Select dubbed PASM at Porsche. Also, the U.S.-spec Macan sits just a bit higher than its European equivalent. Even still, those on the show stand at least seem to sit lower than the SQ5. How it looks in full production trim remains to be seen.
Coming to Market
DePetro also points out that this is just a starting point for the Macan model range. In addition to model extensions (GTS... perhaps more?), additional design options will be added. He hints at whitewashed oak trim to make his point.
As for target audience, Porsche sees two main groups. The first is younger and in their 30s or 40s, but without kids. The second demographic will be empty nesters. Each will be seeking to reward themselves with something that's a cross between a sports car and a
crossover.
crossover.
Perhaps the question to Audi owners is how the Macan fits within the schema of Audi and the Volkswagen Group. Effectively, it's the more aggressively designed and lavishly optioned cousin of the Q5. Even still, its engine and drivetrain are considerably different.
Will it compete with the Q5 or SQ5? No doubt it will to some degree just as Porsche and Audi will duke it out in Le Mans, but we're strongly of the opinion that the same competition that will spawn great racing this June is spawning equally great product at Audi and Porsche dealers. Buyers choosing either product from the Volkswagen Group will not be disappointed.
