Haven’t you noticed how strongly crossover vehicles arrived at the worldwide market, years ago? Besides being released by automakers such as Ford and Toyota, which already worked in multiple car categories, they managed to convince three of the most improbable groups of companies. Traditional off-road brands like Land Rover and Jeep started to think it would be possible to tune the adventure-addiction a little down, the luxury ones like Audi, BMW and Mercedes-Benz concluded it was always interesting to use their names’ value on a whole new market, and high-performance ones seemed to be suddenly urged to have one, despite how far they’d have to go from their expertise field. Looking for a name to this so-called new gravity? It’s actually very simple: money.
Crossover is such a vague car concept that it’s just impossible to say they’re perfectly suitable for any particular automaker. They’re not roomy as a minivan nor sporty as a coupé, classy as a convertible, elegant as a sedan, fun as a station wagon, compact as a hatchback or tough as pick-ups and SUVs, so they couldn’t be a perfect match for Citroën, Maserati, Mercedes-Benz, Honda or any other most important company. Nevertheless, they manage to be capable of a little of every thing. This is why so many people are crazy about them, and this is why they’re selling like there’s no tomorrow. Not to mention how important some of them have become to their companies and how important others are still intended to be.
Range Rover Evoque helped Land Rover to create a worldwide-praised design language. Ford EcoSport has been a huge sales success since 2003. And Touareg helped to put VW in the luxury market, despite how ridiculous it is for the very same group which already owns Audi. These and all the others are simply several different ways of saying how good these cars are at making money. Cayenne could never fulfill any expectations like whichever you can have for 918 Spyder or the new 911, but its earnings were part of how Porsche afforded to develop those two in the way it did. And Macan, as you’ve surely figured by now, will be the company’s second cash cow.
Despite borrowing Audi Q5’s platform, Porsche’s brand new crossover takes all the conceptual inspiration from Cayenne. The typical front fascia appears once again higher than usual, combining small, triangular headlights and the wide hood to three tall air intakes which aid to an imponent style. Going to the sides will reveal a nice set of well-defined volumes that create a sporty look while staying away of all the sharp creases that so many cars are using. The biggest difference is that Macan’s rear windshield is much more slanted. It certainly looks nimbler, but also makes the new crossover look lost, somewhere between the big brother and Panamera. Not that those are bad references, but it still would be better if Macan showed more elements of its own.
And if you’re trying to stop your déjà vu feelings, opening the doors wouldn’t be the wisest decision. The entire cabin reminds of other Porsches with its clean design, which is actually very nice. Instead of futuristic looks and lots of screens and buttons, Macan features a very classy two-tone dashboard, with the upper section focused on the infotainment central and the lower one dedicated to other controls. The S version adds Alcantara and leather coating, while Turbo completes the list with 18-way power sports seats, Porsche Communication Management (with satellite navigation) and Bose audio system. The third available version is S Diesel, which brings all-wheel-drive and PDK seven-speed transmission as standard just like the other two.
Their differences, beside equipment lists, concern the twin-turbo engines: S features a 3.0L V6 to reach 335 hp. If you want to go faster, Turbo brings a 3.6L V6 for 394 hp. But even if you want to be greener it isn’t needed to slow down: S Diesel uses a six-cylinder 3.0L to achieve 242 hp and 46.3 mpg. Besides so many comfort, safety and handling items as standard, Macan offers a huge list of optional ones, such as the Sport Chrono package: this kit makes those three versions go from 0 to 100 kph in respectively 5s2, 4s8 and 6s3. But if you thought this is the dream car for those who can afford a little more than Q5… How about knowing that, in United States, Macan is actually more expensive than Cayenne? The difference goes from US$ 500 to 5.700 according to the version, and doesn’t include the optionals.
Lançamento no Brasil (07/06/2014)
Se lá fora já foi definido desde o début que sua proposta era diferente, não seria no Brasil que isso iria mudar. O Macan chega ao nosso mercado com a mesma intenção de disputar outros tipos de clientes, em vez de ser visto como um mero “irmão menor” do Cayenne. Neste caso essa expressão não é mesmo “menor e mais barato” pelo fato de que a novidade começa em R$ 399.000. Este é o valor da versão S, que conta com um 3.0 V6 biturbo de 340 cv. Aliado ao câmbio de sete marchas e dupla embreagem, este motor leva o crossover de 0 a 100 km/h em 5s4 e à velocidade máxima de 254 km/h, segundo dados de fábrica.
Porém, se você tem ainda mais pressa, será oferecido também o Macan Turbo. Seus R$ 499.000 se justificam com o motor 3.6 V6 biturbo, que leva aqueles números aos respectivos patamares de 400 cv, 4s8 e 266 km/h. Tudo isso se soma a uma lista de componentes e equipamentos bastante longa, com destaques como carroceria em alumínio, Porsche Dynamic Light System Plus (ajusta os farois às condições de tráfego), rodas de liga leve de até 20”, sistema de áudio premium, sistema de vetoração de torque nas rodas traseiras, suspensão a ar com nivelamento automático e funções como controle de largada e múltiplos modos de direção.