2022 Porsche Macan S First Drive Review: Refining a Winning Formula

The trickle-down philosophy isn’t all bad. Exhibit A: the 2022 Porsche Macan S.

The sweet orange Porsche Macan you see here has inherited the stronger 2.9-liter V6 engine from last year’s GTS model. That goes hand-in-hand with the overall freshening up the whole model range has seen for 2022.

These changes aren’t transformative, but then again, they don’t have to be. The Macan is the brand’s best-selling model in North America, and one of the sweetest-driving SUVs out there. The changes for 2022 keep it competitive in a very crowded segment, and the Macan S in particular represents something of a sweet spot in the lineup.

This is the second facelift for the Macan since its 2014 introduction. A new front bumper design adds a thick ring of black around the air intakes, like the Macan just discovered goth music for the first time. The headlights are unchanged, though the Porsche Dynamic Light System is now standard. At the rear, a redesigned rear bumper includes a more prominent rear diffuser. Contrasting body parts like the lower side blade now features a techy triangular texture, too. The Macan S rides on 20-inch wheels as standard, connected to adaptive dampers (PASM), and this particular tester features larger 21-inch rollers and sticky summer rubber. Like I said, not epic changes, but enough to keep the Macan fresh.

Inside, Porsche has focused on the center console, yanking out all the buttons and replacing them with haptic controls like the ones in the Cayenne. There are more standard amenities in the Macan S too, including the power-adjustable (and heated) front seats, more USB ports, and a 10-speaker stereo.

There’s now 375 horsepower to play with in the Macan S, bolstered by 383 pound-feet of torque. The Macan S isn’t the only model to benefit from an engine upgrade, either. The base Macan sees a tune-up to 261 hp and 295 lb-ft, increases of 13 and 22, respectively. Above the S sits the GTS, now running last year’s Turbo motor, good for 434 hp and 405 lb-ft. The Macan Turbo is gone for now—though it’d be righteous if Porsche brought the badge back solely for the upcoming Macan EV…

My drive involves a rainy escape out of the Atlanta area, starting from Porsche’s own Experience Center. It’s a soggy, gray run, but the weather can’t dull the Macan’s shine. The steering is as well-weighted and direct as ever, making it not just easy to place the Macan on the road, but genuine fun. As I approach our muster point for the day, the roads begin to dry. Now the rearward bias of the Macan’s all-wheel drive system becomes clearer. It’s tidy, the torque-vectoring system ensuring every one of those 375 ponies are put to work. There’s little in the way of turbo lag as the 2.9-liter delivers its power in a smooth, linear hit.

The seven-speed dual-clutch transmission ably keeps pace with the V6’s turbo shove. In full-auto mode it’s smooth and quick; in Sport mode the shifts are quicker still, and the PDK keeps the engine on boil higher up the rev range. Manual control comes via the wheel-mounted paddles, with no lag between pulls and the next gear engaging. I’m a big fan of the heavy, mechanical feeling there is to the Macan’s PRND shifter, too.

The optional air suspension keeps the Macan level through the winding roads that criss-cross the Chattahoochee National Forest. Porsche likes to tout the sports car DNA across its lineup, and it’s evident here. The S doesn’t care about cracked tarmac or crowned roads, staying locked on the intended path. Twist the wheel-mounted drive mode selector back down from Sport—after a few blasts with the push-to-pass Sport Response button—and the Macan is a pliant, comfortable cruiser.

Inside, the Macan S is a quality space to take refuge from the rain. The leather seats are supportive and 18-way adjustable, so nearly anybody should be able to get comfortable up front. Porsche hasn’t magically found extra space in here, which means the second row remains a little tight for adults. It’s that stylish roofline that eats into headspace. Cargo space is also more dear than the class average, though the 17.6 cubic feet (498 liters) expands to a healthy 52.9 cu-ft (1,498 L) when the rear seats are folded flat.

Quality levels are typical Porsche high, particularly the smooth leather covering the seats, door panels, and parts of the dashboard. Then again, that’s a $5,850 ($6,680 CAD) option, so it better be good. The small-diameter steering wheel comes wrapped in Alcantara (also optional), and it feels fantastic. The view ahead of it is classic, with two analog dials and a third digital item to the right.

A 10.9-inch infotainment screen features an upgraded PCM system, but not the most recent one. It’s reasonably quick and easy to poke through, but Android Auto is still a no-show. Wireless CarPlay is included, but a wireless charger is a paid extra.

The haptic buttons lining the center console are both good and bad. There’s no question it presents a more modern look, and I appreciate that they need a solid poke. The feedback makes it clear something has worked, too. It’s a veritable fingerprint magnet though, and you’re still going to need to look down to know what you’re doing.

Things like adaptive cruise control, a 360-degree camera, lane-keep assist, and lane-change assist are all there on the option list, but combined add a couple grand to the bottom line. Porsche, but also luxury brands as a whole, still lag behind the mainstream on this front.

It’s easier to ask what isn’t. Every premium automaker serious about the North American market has a compact crossover these days. For your sake, dear readers, we’ll stick to only those that offer a similar performance bent. That means the usual German trio of the BMW X3, Mercedes-Benz GLC-Class, and Audi Q5. More specifically, we’re talking the M40i, 43 AMG, and SQ5 trims, all of which hover around $60,000 ($70,000 CAN) to start. That’s a good deal less than the $66,750 ($72,100 CAD), including destination, Porsche asks to get into the doors of the Macan S in 2022. None drive as sweetly, however.

There’s also the new kid on the block, the Genesis GV70. Absolutely fully loaded, it rings up at $64,045 ($75,500 CAD). We were surprised at its deft blend of comfort and fun when we first drove it in early summer, and check back later today to see how it stacks up to a pre-facelift Macan S.

This being a Porsche press car, it came positively loaded with options, like the unique Papaya-highlight leather interior, 21-inch wheels ($4,330 / $4,940 CAD), Porsche Surface Coated Brakes ($3,490 / $3,990 CAD), Alcantara headliner ($1,550 / $1,760 CAD), and literally a page more. The total was a bonkers $103,600 ($113,820 CAD), which is knocking on the door of the last Macan Turbo AutoGuide drove. My personal preferred build—in Papaya Metallic, of course—totalled $77,780 ($84,010 CAD), and still included the Premium Plus package, Sport Chrono, torque vectoring, and the air suspension.

The 2022 Porsche Macan S better aligns with the modern premium compact crossover class. It’s still a joy to drive, with genuine sports car vibes from behind the wheel. Now it has a more modern interior and better standard feature list to complement the driving experience.

If you can exercise some restraint with the LOTR-length option list, the latest Macan S offers the best blend of performance and price in the Macan lineup.

Become an AutoGuide insider. Get the latest from the automotive world first by subscribing to our newsletter here.