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The 4 Most Common Porsche Boxster 986 Problems

June 10, 2021 by porsche Leave a Comment

The first generation 986 Boxster was released in 1996, initially intended to be a successor to the poorly selling 928. The Boxster was designed in conjunction alongside the 996 Carrera and shares many of the same parts and features. Engine design, headlights, interior comments, and the hood/front end are all shared between the 986 and 996.

The 986 Boxster lived on until model year 2005 when it was replaced by the 987 Boxster.

Boxster M96 Engine

Both first gen 986 and second gen 987 Boxsters use the M96 engine. The M96 engine came with 2.5L, 2.7L, and 3.2L displacements.

The M96 engine is a water-cooled, naturally-aspirated flat-6. The Boxster used a mid-engine layout for a lower center of gravity, improved weight distribution, and better handling. The M96 was Porsche’s first water-cooled flat fix engine

2.5L M96 Engine

The 2.5 M96 (known as the M96.20) was used from 1997 until 1999. It produced approximately 200hp and 180 lb-ft. of torque. The initial 2.5 engine had a poorly designed engine block which would cause the cylinder liners to crack. Additionally, the cylinder cracks affected the cooling systems, mixing coolant with engine oil, causing additional performance related problems and overheating.

Outside of the cylinder block design, Porsche had issues with the casting process. The cylinder sleeves were cast separate of the engine which is thought to be the reason for the cracking. Given the major issues, Porsche redesigned the engine in 1999 and increased its displacement to 2.7L.

2.7L M96 Engine

The 2.7L M96 debuted in model year 2000 as a replacement to the 2.5L. In addition to a newly designed engine block, Porsche improved upon the casting process to remediate the cylinder cracking issue. While cracking is less prone on 2000+ models, it hasn’t completely disappeared. It produced approximately 225hp and 190 lb-ft. of torque, a 25hp and 10lb-ft. increase over the 2.5 version.

Under the engine codes M96.22/23/25 the 2.7 lasted until 2006 (Boxster 987) when it was replaced with the 2.7L M97 engine.

3.2L M96 Engine

The 986 Boxster S models received a higher-output 3.2L M96 engine which produced 249-261hp and 225-230lb-ft. of torque. The 3.2 M96 also lasted in the Boxster until 2006 when it was replaced by the M97 engine, where it received a displacement increase to 3.4L.

Porsche 986 Boxster M96 Engine Problems

Rear Main Seal Oil Leak
IMS Bearing Failure
Cracked Cylinders
Cylinder Scoring

Porsche is known to be one of the most reliable car manufacturers out there, but that doesn’t mean they are perfect. While glamour, flashiness, and performance typically come along with owning a Porsche, so, too, does the price tag – not just in purchasing one but, also, in fixing one. In order to save you the hassle and the money, let’s look at some of the common problems that Porsche Boxster 986’s encounter and ways to reduce the likelihood of them occurring.

1. Boxster M96 Rear Main Seal Oil Leak

This is the main problem found amongst 986 Boxsters and typically occurs at the rear main seal on the M96 engine. The rear main seal sits where the crankshaft meets the clutch and gearbox. The seal prevents oil from the crankshaft getting into the transmission and damaging the clutch.

Unfortunately, despite numerous redesigns by Porsche, the seal is prone to deteriorating and causing leaks. While some leaks go unharmed and unnoticed, more serious leaks can destroy the clutch and other internal transmission components.

The seal can leak for a few different reasons. If you don’t drive your M96 frequently, the seal can dry out and form cracks that will cause the leak. Additionally, the air oil separator, which is an emissions system, can fail and cause the leak as well. When the air oil seperator fails, crankcase vacuum increases which sucks in excess air and damages the seal.

Rear Main Seal Oil Leak Symptoms

Burning oil smell
Engine rattling / shaking
Excess oil consumption
Shifting issues and loss of performance
Oil leaking beneath transamission

Rear Main Seal Replacement Options

Replacing the rear main seal is not expensive in itself, but oftentimes will require you to replace the clutch. It can be a hassle, though, as fixing the issue is typically not a DIY project due to the fact that the transmission and exhaust have to be removed to replace the oil seal – making the labor more expensive and intensive than acquiring the part.

The oil seal is a cheap part. It will likely leak at some point and they are meant to be replaced. The best way to prevent any damage coming from it, is to have the part replaced early. If you are having your car worked on by a mechanic for something else that requires the transmission be removed, have them replace the oil seal. Other basic preventative maintenance techniques are simply to frequently change your oil, and wait a couple minutes before turning your car off, especially after running it for a while on those hot summer days.

Using the latest and greatest seal, such as the rear main seal from LNE Engineering, can help prevent further leaks.

2. IMS Bearing Failure – 986 Boxster

IMS stands for intermediate shaft. The IMS bearing is a small piece that supports the IMS on the flywheel end of the engine. This small piece often causes large problems for Boxsters, 911’s, and Cayman’s from 1997-2008; however, due to upgrades the IMS bearing is a lot less likely to fail for models from 2006 to 2008. If this part fails, at the very least, you’re looking at having the engine removed, disassembled, and put back together. More likely, you are looking at a complete rebuild or replacement.

The IMS bearing fails for two particular reasons. First, the material that the bearing is manufactured out of is not strong enough for the amount of force and load that is exerted upon it. Second, the bearing does not receive adequate lubrication.

If you are looking at buying or selling a Porsche from 1997 – 2008 (especially pre-2016) do your homework on the car’s service history. Whether or not the car has an upgraded IMS bearing can be the reason for a large difference in its value!

M96 IMS Bearing Failure Symptoms

Metal shavings in oil
Knocking or rattling noises from the engine
Oil leaks in rear of engine

Unfortunately there aren’t necessarily any preexisting symptoms that can warn you that IMS bearing failure might occur. The most tell-tale sign of failure is metal shavings in the oil. This will generally be the first symptom to appear and then terrible performance and engine knocks all over the place will follow. And then the engine implodes, basically.

Constantly check your oil for metal shavings during oil changes. If you catch the issue early on you can likely salvage some components from your engine vs. needing a complete teardown or new engine.

IMS Bearing Replacement Options

The IMS bearing can fail at any time, regardless of mileage. Since there aren’t any warnings signs of IMS failure, our general recommendation is to upgrade the bearing before the problem occurs.

The solution to this problem is expensive, but not in comparison to rebuilding the engine. You can replace the IMS bearing with an upgraded ceramic bearing, but this will typically run you a few thousand dollars. This is also a very labor intensive project, so it’s best to do this in conjunction with another labor intensive project such as replacing the rear main seal.

IMS upgrade kits differ by engine so be sure to make sure you are ordering the proper kit before you buy. You can check out this guide to help determine what kit you need.

3. Cracked Cylinders – M96 Engine

This typically occurs for the 986 and 987 Porsche Boxsters. The liner around the cylinder cracks, usually, due to overheating from a loss of coolant. If you notice your car overheating, or your coolant running low. Fixing a radiator or a coolant hose is cheaper than replacing a cylinder. Furthermore, a cracked cylinder can lead to irreparable damage to the engine, in which case the only option is to replace or rebuild the engine.

If you see or smell coolant leaking from your exhaust or notice your coolant and oil mixing, this is a sign of a cracked cylinder. Your oil will look like chocolate milk and be gooey. Keeping an eye on your engine temp, coolant levels, and replacing your water pump before it fails are the best ways to keep your cylinder from cracking.

M96 Cracked Cylinder Symptoms

Coolant leaking from exhaust
Oil is a milky white substance
Poor performance
Smoke coming from exhaust
Low cylinder compression

4. Porsche Boxster M96 Cylinder Scoring

Cylinder scoring is one of the most common issues with the M96 Boxster and occurs when a cylinder forms deep grooves on the liner. This is usually caused by a broken or defective piston dragging across the wall of the cylinder.

If one of your exhaust pipes is way more black than the other, this is a sign that one cylinder is burning different fuel/oil mixtures. The main symptom of cylinder scoring will be a knocking noise that occurs from the piston dragging across the cylinder wall.

A lack of lubrication in the cylinder and pistons is the most common cause of cylinder scoring. It’s important to change your oil every 3,000-5,000 miles and be cautious of oil levels in between oil changes. It’s not uncommon for 986’s to consume excessive amounts of oil so check in between services and make sure oil levels are always adequate. Additionally, take it easy on your engine RPMs until it gets up to operating temperatures.

Boxster 986 Cylinder Scoring Symptoms

Black coated exhaust pipe
Knocking noise from engine (sounds like lifter tick)
Oil within the cylinders
Cylinder misfires

Is the Porsche Boxster 986 Reliable?

After reading this, you may be a little scared to spend tens of thousands of dollars on a Porsche Boxster 986. It is important to remember that no car manufacturer is perfect and no car is either. The Porsche Boxster, though, has stood the test of time. There are thousands of Boxsters for sale out there ranging in price, age, and mileage – and oftentimes the older cars with more mileage are more reliable than the older ones with low mileage.

All in all, we give the Porsche Boxster an above average grade for reliability, and well above average with an IMS bearing upgrade and proper maintenance. Spending a little more time and money on preventative maintenance will save you tons of money and stress. After all, it is a Porsche, so spending a little more on maintenance is miniscule compared to what you will spend on repairs and replacements.

Porsche M96 Engine Problems Summary

As with all cars, you can expect to replace parts from regular wear and tear, but we covered the main problems that are typically expensive to fix. At the end of the day, if you do your homework on the Boxster before you purchase one, get the IMS bearing upgrade (if needed), and take good care of your car you should expect the Porsche Boxster to run well and for a long time.

Do you have a different experience? Other problems that have occurred for you? Or tips and tricks to improve the reliability? Leave a comment and let us and other readers know!

Porsche Museum: Top Secret!

November 20, 2014 by porsche Leave a Comment

Porsche Museum
Project: Top Secret!

17 September, 2014 to 11 January, 2015: „Project: Top secret!“

Everybody knows them but nobody talks about them – except us! Learn more about five decades of Porsche concept cars and prototypes.

As a living automobile museum, the Porsche-Museum annually presents numerous special exhibitions on specific topics or meaningful anniversaries. 2014, Porsche`s return to Le Mans will be honored with an extensive exhibition. The Porsche museum dedicates 60 years of Porsche concept cars and prototypes with the special exhibition „Project: Top Secret!“. Due to that special anniversary you might miss your personal favorite car in the exhibition.

As the physical manifestation of future concepts and technological strokes of genius, prototypes are as indispensable as they are confidential. Some are ahead of their time or just too bold, but they are never useless. Experience these models first hand in our upcoming special exhibition “Project: Top Secret!” in the Porsche Museum starting from September 17

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Porsche 968 Club Sport / Porsche review

June 28, 2014 by porsche Leave a Comment

Porsche review
Porsche 968 Club Sport

We takes a trip down a rather muggy memory lane with a 1994 Porsche 968 Club Sport

“It’s not a light precise car, by any means. It’s probably the polar opposite to driving something like a Lotus Elise, in that you need to really manhandle it. So, it’s almost a TVR with a totally different world of finesse: you can fling it into bends and it’s just beautifully neutral.”

The above is a description from the driver’s seat of a Porsche 968 Club Sport, one of Stuttgart’s more prominent entry-level models and successor to the awesome Porsche 944. In the early ‘90s, thanks to yet another recession, flashy overpriced sportscars were decidedly un-de rigeur, and company in-fighting – plus a bit of bad press – meant Porsche found itself overlooking the doldrums. Even the then-new Porsche 968 was being slated for being ‘a bit boring’. But then, in December 1992, a newer, more lightweight and decidedly more badass Porsche 968 – the Club Sport – was wheeled out to a baying public, which quickly swallowed it up and took said sports coupe to its heart.

Unsurprisingly, some 22 years after it first hit the tarmac, the Porsche 968’s stripped out, more dynamic Club Sport counterpart remains amongst the most desirable of Porsche’s exclusive front-engined models. Its heritage, its performance, and its pull as a ‘proper Porsche’ is difficult to resist. Such proved the case for Marcus Siddons, well-spoken gent and owner of the 1994 Porsche 968 CS you see above and below. And which today, we’re here to shoot.

Unusually for this time of year, today is proving a scorcher, crankandpiston.com photographer Arun and I already blinking heavily under our sunglasses and finding solace in the shadows. The heat though doesn’t appear to have dinted Marcus’ enthusiasm, and he’s more than happy to dive into the whats, whys, and wherefores of his 968 Club Sport whilst I get my breath back.

“I’d always yearned to have one since I was tiny, reading car magazines,” Marcus explains. “There were quite a few in the UK but they’d all been tracked to death. Then one day I was searching the classifieds out here, saw what I thought was a mint Club Sport. Turned out it was. It’s a Japanese spec, so it lived in Tokyo. Then a chap here – who had a few different Porsches I believe – had left it in a lock-up in Al Quoz for a couple of years, that’s where I found it. I bought it there and then on the spot with a handshake.”

Stage one complete: the 968 CS was in Marcus’s pocket. Then came stage two, the restoration. Despite the Porsche being mint…

“I’m a total perfectionist with these things, so over the last two and a half years I’ve slowly ticked off every little job that was annoying me”, Marcus continues. “The last was our friends at Dentmaster who came and took a tiny dint out of the bonnet, which probably nobody else would notice but I knew was there.”

Therein lies an example of Marcus’ devotion to the ‘94 968 CS. And that would just be the first step. Work on the interior included removing ‘some horrible cheap version of 3M screening on the back windscreen’ and replacing it. Small scratches on the paintwork have been eradicated, including repainting the entire roof. Miniscule scuffs to the bodywork have received similar treatment. The biggest was yet to come though, namely the suspension.

“That was the big one, having all the suspension refreshed. To be honest I deliberated for quite a few months before finally got it done with Alex Renner Motors. That was quite a scary one, and by my standards that means expensive!”

The effort – and money – has been well worth it though, a beaming Marcus nods. Fresh out the factory in 1994, the 1335kg Club Sport (down 50kg on a standard 968) boasted a front-engined three-litre twin-cam four-cylinder – the most powerful naturally aspirated unit at that time – which produced 240bhp. Said unit was mated to a six-speed manual transmission, rear-mounted in the interest of perfect(ish) weight distribution. Recaro bucket seats, dropped suspension and 17-inch wheels from the 911 complete the ‘phwoar’ factor. And all of this, quite remarkably, still looks brand new.

“What amazes me, and really satisfies me about mid-90s Porsches, is that you can pick out any little component and it looks like it’s new. I was looking at the boot latches the other day and they look impeccable. It’s the same under the engine bay. I’ve experienced, owned and driven lots of lovely cars in the past but I can’t think of any in which the components have survived this well. So as an ownership proposition, the 968 CS is a great opportunity.”

An opportunity that, despite Marcus being a member of Porsche Club UAE, rarely hits the track nowadays: his first such event, just one week after purchase, ended at 1am at the Yas Marina Circuit with a broken clutch. In fact, so keen is Marcus to preserve his ’94 coupe that it’s new home is a lock-up in his native UK, under the watchful eye of his father until such a time that Marcus himself returns.

“This is an oft-used phrase, but this really is a ‘car for life’ and I’d like to think it will be,” he explains. “It’s the kind of car I’d love my son to have in 25 years because – and again, much over-used – I sincerely don’t think they make them like this anymore.”

Certainly not. Under the beating sun we’ve all begun to wilt, and the Porsche 968 Club Sport has barely broken sweat. Nor should it. It’s badass, remember?

Porsche 968 Club Sport Photo gallery:

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*ORIGINAL POST DATE: October 2013

[source: crankandpiston.com]

Porsche Macan First Drive

February 22, 2014 by porsche Leave a Comment

First Drive
Porsche Macan

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 Porsche Macan.

Based on the Audi Q5, the two-row, five-seat Porsche 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 Porsche Cayenne. That price tag designates a Porsche 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 Porsche Macans per year, with the flexibility to increase capacity if demand calls for it. All Porsche Macans will be built alongside the Porsche 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), Porsche Macan capacity will be going nowhere but up. One survey of the Porsche Macan’s steel and aluminum façade, and it’s easy to see the family resemblances to the Cayenne (front), and to some extent, the Porsche 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 Porsche 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 Porsche Macan, whose interior treatment — round gauges, 7-inch touch screen, and button-heavy center tunnel — otherwise smacks of Porsche 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 all-season 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 all-season 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 — — xt up was the Turbo. It, too, was fitted with all-season 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 Porsche Macan S with air suspension on the grounds’ 3.7-mile off-road circuit. Though 99 percent of Porsche 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 Porsche 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 Porsche Macan is a safe and sumptuous place to motor.

Matthias Müller, chairman of the board at Porsche, called the Porsche 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 Porsche 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.

[source: motortrend.com]

Porsche Macan – The cheapest Porsche in 30 years

February 22, 2014 by porsche Leave a Comment

Porsche Macan
Cheapest Porsche

Nothing could be easier than treating the arrival of Porsche’s second SUV model with a healthy dose of cynicism.

Porsche is most famous for its sports cars after all, and putting its badge on a 4WD wagon based on an Audi Q5 hardly seems the kind of cutting-edge engineering that has made the Porsche 911 iconic and delivered virtually every trophy worth winning in the world of motorsport.

The only problem is that even running an eye down the Porsche Macan’s specification chart makes for mouth-watering reading. Take the range-topping Turbo: with 294kW of power it has virtually as much grunt as a Porsche 911 Carrera S and with a claimed 0-100km/h figure of 4.6 seconds in the version fitted with launch control, is every bit as fast in a straight line.

More importantly, the Porsche Macan Turbo simply can’t be matched in horsepower terms by any rival which, if you believe in marketing-induced categories, includes other “premium” smaller SUVs such as the Range Rover Evoque, Audi Q5, BMW X3 or possibly the smaller Mercedes-Benz GLA.

None of these offer supercar performance but then, none approach the Porsche Macan Turbo’s price tag that will be $122,900 when it goes on sale in Australia in June.

And while cynics might say that’s the price to pay for a Porsche badge, there’s a reasonable argument that with only a claimed 30 per cent commonality between the Porsche Macan and the Audi Q5 that excludes the petrol engines, all body panels and glass, suspension components, interior and pretty much anything the customer and touch and see, you’re getting quite a bit of Porsche for the money.

The same goes for the rest of the range, starting with the $84,900 diesel that Porsche Australia believes will be the biggest selling model. It uses the same 3.0-litre Audi V6 fitted to the larger Porsche Cayenne but puts out an even meatier 190kW of power.

Then there’s the Porsche Macan S, which uses a smaller 250kW, 3.0-litre version of the Turbo’s all-new 3.6-litre petrol V6. At $87,200 it is also expected to attract new buyers to the brand and in fact, Porsche Australia reckons only five per cent of Porsche Macan sales will go towards buyers who might otherwise have considered a Porsche Cayenne.

That’s partly because of pricing, but also because the Porsche Macan is quite a different type of car despite its visual similarities. At 4681mm long, it’s a good 140mm shorter than its bigger brother and weighs a little less, even if the Turbo comes in at a not insubstantial 1925kg.

There are obvious Porsche styling cues such as the rounded headlamps, slatted air intakes and bulbous rear wheel arches, but with features such as a heavily sloping roof and tailgate and a wrap-over “clamshell” bonnet, the Porsche Macan has a tighter and tauter look than the Porsche Cayenne.

The idea is to give Porsche-style performance with five-seater practicality and the Porsche Macan does a pretty good job of that. There’s 500 litres of boot space, expandable to 1500 litres once the rear seats are folded flat although there’s no facility to do that from the cargo area.

Porsche’s seven-speed dual-clutch automated PDK gearbox is the only transmission choice, although all Porsche Macan models feature four-wheel-drive. It’s also Porsche’s own system, based on that found in the Porsche 911 Carrera 4 sports car that in normal circumstances sends drive to the rear wheels, but apportions torque forward when wheel slip is detected.

All three models come with conventional coil-sprung suspension, although the Turbo gets Porsche’s PASM electronically controlled dampers. Air suspension will be optional across the range, although there’s no word yet on how much extra it will cost. Like other options such as ceramic composite brake discs that are pricey options on the Porsche Cayenne, the air suspension is unlikely to come cheaply.

Despite performance figures that seem more in the supercar realm – the Turbo model fitted with optional launch control as part of the Sports Chrono package will hit 100km/h in a claimed 4.6 seconds from standstill – the Porsche Macan was also designed for off-road use.

To that end, there are features such as an off-road program for the combined 4WD, traction control and transmission systems, plus hill descent control. Short overhangs help provide descent approach and departure angles on steep hills, and the Porsche Macan’s ground clearance of 198mm can be increased to 230mm in vehicles with adjustable air suspension.

Fuel consumption is aided by features such as auto stop-start and active aerodynamics that close off cooling openings at speed but as could be expected, the almost two-tonne Turbo is no fuel-sipper, consuming a claimed average 9.2 litres per 100km, while producing 216g of carbon dioxide per kilometre.

The diesel variant does better at 6.3 L/100km and 164g/km, and still manages a decent turn of speed with 100km/h coming up in 6.3 seconds (or 6.1 with launch control).

Being the cheapest Porsche in 30 years will no doubt help the Porsche Macan take over the Cayenne’s crown as the best-selling model as well, but there’s more to this car than just a vaguely accessible price. Performance, the promise of better than average handling, the capacity to carry at least four passengers in comfort and more than a modicum of off road ability point to a car that’s deserving of the Porsche badge.

[source: theage.com.au]