Driving the 2015 Porsche Macan Turbo, the crossover hustler

The word “sellout” inevitably gets thrown around when a company like Porsche mixes up its lineup beyond the 911. The automaker crossed that red line in the ‘90s after the 993 for the air-cooled purists. Others decry the Cayenne SUV or the Panamera as a mass-market sin, akin to Bono spamming his circa-‘90s rock on iTunes. Still others bristle at the recent shift to electronic-power steering with the latest 911. It’s then easy to blow off the Macan as a shameless jump on the CUV craze, something to bankroll the 918 supercar — or at worst, make a buck off West-LA poseurs who can’t afford a G-Class AMG. That’d be a shame, because the 2015 Porsche Macan Turbo is a brilliant machine.

The idea sounds even more blasphemous on paper — the compact ute is built on the same MLB architecture as a front-wheel-drive-based Audi A4 and Q5, though power routes to all four wheels through a trick AWD system similar to the Cayenne. It’s smaller than a Range Rover Sport, yet can cost as much or even more if you opt for the Turbo S, which starts at $72,300.

But even if the power doesn’t come from a lump behind the rear wheels, the Macan feels like a true Porsche. Its 400-hp, twin-turbo V-6 propels it from 0 to 60 mph in 4.5 seconds with linearity unexpected for a twin-turbo cranking out 17.4 pounds of boost, and its 7-speed PDK shifts as quick as you can think. The electric power steering feels precise and communicative, if not artificial, and provides more tactile feedback than other upscale SUVs like the BMW X5, or even its Audi Q5/Q7 cousins. Even if it tips the scales at 4,100 pounds (interestingly, in the same ballpark as a Lexus RC F), it rides more like a sports sedan, and less like a high-powered truck; the air suspension scrubs out the high-amplitude bumps with minimal body roll and non-existent chassis flex in corners. Unlike other SUVs with misguided sporting intentions, the Macan doesn’t feel like a forced compromise, making it enjoyable even for those who loathe the notion of a performance crossover.

In the rare event an owner actually takes the thing off-roading, there’s hill descent control, and the body can be raised up 40mm — but the Macan feels at home setting the PASM electronic damping control to Sport or Sport Plus.

Saying Porsche excels at suspension engineering is as surprising as seeing Kobe Bryant play hero ball in the closing minutes of the fourth quarter — it’s second nature to the company. Yet one of the Macan’s unexpected highlights was the Lane Keep Assist technology (a $1,380 option). Unlike other autonomous driving aids, the assist is active even when you’re in direct control. In a couple instances where I started to drift from the lane, the car corrected with a subtle yet noticeable input. Sure, Volvo has something similar in its Lane Keeping Aid, but this felt more natural, and actually encouraged me to be more, not less attentive.

What I love about the Macan is how it’s the best-looking machine from Stuttgart with more than two doors; their other designs can look a bad Photoshop of a 911. The subtle fender flares in the rear and a wide stance speak of a refined athleticism that’s not as garish as a BMW X6. Whereas driving the typical lux SUV gets little more than a spiteful glance, when driving the Macan I’d get envious stares from X5 drivers sizing up my ride.  Inside, the rear seats and the cargo room are cramped compared to something like a CR-V, but the tailored finish is just as buttoned up as the pricier cars in Porsche’s lineup. Unfortunately, it also retains the cluttered center-console button layout like the Panemera. The dash-mounted clock/stopwatch that winds up on engine start is a swanky touch, though it’ll set you back an additional $1,290.

Therein lies the downside to the Macan, and Porsches in general — while it starts at $50,000, options quickly balloon in price like a chatty teen’s smartphone bill. Considering the 340-horsepower S gets the same 17 city/23 highway fuel economy as the Turbo, the latter is the one to get provided you have an extra 20 grand burning a hole in your wallet. The car we tested topped out at $96,730, while a fully loaded one will crest $160,000. Voice control? That’s $595 —f or a fussy system that’s standard on a humble Ford (avoid it). Comfort lighting, $325. Trailer hitch, sans tow ball, sets you back $650. Granted, there are only a few must-have options, like Porsche Torque Vectoring Plus ($1,490), or air suspension ($1,385), but “that’s not as much as I thought” is something you won’t say when spec-ing out the dream Porsche.

The steep price of entry isn’t dissuading buyers though, as they still fly off the dealership lots. And no wonder — the Macan doesn’t tarnish the brand or its performance legacy, but exemplifies it.