Agree. The Macan base 4-banger is anemic in the segment and brand. It is trivially easy for VAG to put a higher hp EA888 variant in the base Macan but it would upset the product positioning apple cart.

It would also be trivially easy for VAG to put the Golf R EA888 in the Macan S, replacing the V6. That would leave GTS and Turbo (if it returns) with a V6. Bigger Porsche tax on the GTS and Turbo in that scenario because of 2 more cylinders.

 

If you have Sport chrono you also have Normal, Sport, and Sport+ but those settings are independent of the console damper switch LEDs. Not sure how the damper settings interact with the Sport Chrono setting as the Sport Chrono also affects the suspension. On my GTS switching the Sport Chrono mode does not change the console damper switch. I always have two damper LEDs on and use Sport mode.

 

The damper switch, lowering switch and exhaust switch are all tied to Sport Chrono, assuming you have the requisite options for each.

 

Respectfully, I don't agree with this.

You wrote that "turbo lag is not really an issue anymore." If you mean relative to times past, then sure - modern turbo motors are much quicker to spool up. But turbo lag absolutely remains an issue. The best turbocharged engines respond quickly at high RPMs when exhaust gases are flying, so you can work around lag and still have a fun driving experience. But every single turbocharged engine that I've ever driven has conspicuous lag in the bottom half of the tach. Some are worse than others. The base Macan has significant and obvious turbo lag. The Audi-developed 2.9TT in the S, GTS, and in many other cars has lag (though I like that V6 engine). The 718 Cayman 2.0T and 2.5TT had horrible lag. The turbocharged car with the least apparent lag I've ever driven was a 2018 Carrera T, which had smaller turbos (which spooled faster at the cost of less potential at high RPM) than the S and GTS models at the time, and the T's modest, boost mapping was blended in such a way that the onset of torque felt gradual, rather than sudden. Porsche did a lovely job with that car, with light boost of 11 psi. But there was still lag.

I presume you've driven a car with a performance-oriented, naturally aspirated engine? The sharp throttle response you got with something like that is completely unlike a turbocharged unit, tuned or otherwise. There's a reason the GT3, etc. driving experience is special. So, yeah, lag remains an issue.

If what you said were right, then Porsche's new e-hybrid system on the 992.2 GTS and Turbo S wouldn't be the technological leap forward that it is. Porsche's electronically driven turbocharger is brilliant. It solves an otherwise intractable problem: You can't eliminate lag in conventional turbocharged engines because there's no getting around the spool-up time with exhaust gases at low RPM. If you think your tune has gotten rid of turbo lag, then you're mistaken. It may have gotten better, but it's not gone. What you're feeling is almost certainly revised throttle mapping. Far too many modern cars have conspicuous throttle lag - introduced for emissions reasons, I understand - hence the value of a throttle booster. I hate this, and it sounds like you do, too. But you can't tune your away around a hard engineering constraint - those turbos need to spool up, and until then you've got lag!

Did you mean to write "lag" after "turbo" in "there is little to no turbo throughout the entire RPM range" in the EA888, regardless of the engine's form? If so, that's simply not accurate. I've been living with a loaner Macan with that engine for the past week. The onset of boost is obvious - and there's lag aplenty, even at higher RPM. I've driven several different cars, with different states of tune, that have the EA888 - and there's always lag. Because of course there is. You claim that "Any [any?!] turbo lag felting in an EA888" was put there on purpose by the engineers. I don't know whether you're exaggerating for dramatic effect here - Porsche could certainly have engineered sharper throttle response and I'm sure it's also true that the boost mapping could have been done to make the onset of boost less pronounced - but it is a technical impossibility to engineer out all lag in a turbocharged engine, absent new electrification-based technology.

For all that, it sounds like you're very pleased with the performance of your EA888, post-tuning. That's terrific, and I'm genuinely happy for you. And, hey, given that this is a Macan forum, I'll note for the good of the order that I've had a blast with my loaner base Macan over the past week. It feels light, it's fun to drive, corners reveal that unmistakable Porsche suspension tuning, and it's very comfortable, even with the base, steel suspension. I just wish the engine were better. Car & Driver recently reviewed the Macan T, and raised the good question why Porsche didn't give the T model, at least, the same performance tune as you find in the Audi S3 (328 hp). The car would be so much better for it. And there would still be plenty of people willing to pay to step up from a four- to six-cylinder driving experience. Regardless, if I owned a base Macan, I'd likely tune the engine, too, because there's clearly a lot of performance that's been left on the table.

 

^ This ^

If you have sport chrono, Sport + will automatically lower the air suspension (if equipped) and firm up the dampers, plus adjust the throttle and shift mapping.

True also that the center console buttons are independent so you can turn on or off many features manually, even after switching the drive mode. My Individual mode leaves most settings in Normal but engages the PSE and sets the throttle response to Sport.

 

You can respectfully disagree all you want, but you're completely wrong.

 

Wow. Despite all prior evidence to the contrary, I was hoping that you were serious (if mistaken) and might have a valuable perspective to share. I figured that, with over 14,000 posts on RL, you'd presumably be knowledgeable.

In our dialogue in this thread, you have been variously sarcastic ("Hot tip to improve a Base's performance even without a tune. Press the Sport button."), condescending ("No matter what you think you are feeling..."), abrupt and inaccurate ("No one is confused."), obtuse (somehow missing the point time and again), and wrong ("Torque is just as important as HP to achieve the maximum performance from a road car or race car."). Now you seem to be embracing the ludicrous proposition that the EA888 engine is somehow magically devoid of turbo lag.

One of my favorite ever car reviews was by Jason Cammisa of the 991.2 base Carrera for Ignition, where he observed (and explained): “If somebody tells you that such-and-such turbo-charged car doesn’t have any lag, ignore everything they’ve said before and everything they’re going to say after because they don’t understand the fundamentals of how an engine works.” You have put yourself firmly in that distinguished group.

So be it. I enjoy this forum because I like hearing from enthusiasts who are deeply knowledgeable and passionate about these cars, including the Macan. I can't say that it's been pleasant conversing with you, but I wish you well.

 

I would be interested in your "perspectives" if they were based on some engineering facts or hands-on knowledge of engine design and/or modification, but from what you have written that is clearly not the case, and relying on automotive journalists for your engineering "education" is why. 99% of automotive journalists don't know jack about the technical engineering and design of engines and the software that controls them.

 

You both are right and y'all should have a beer.

I've driven many, many turbo cars. One of the most responsive was actually a 2000 Miata that used a reputable kit to turbocharge (myself). If you size the turbo correctly you can drive lag to near zero unless you're going for ultimate HP. Another standout for me was my mk7.5 GTI. The Macans by comparison are "lightly tuned" and should be able to use small turbos for super fast spool. I think much of the lag is not physics but actually intentional programming and likely emissions are rearing their head. Amazing cars all-up though.

So: True that even the best turbos have perceptible lag and aren't as responsive as a highly tuned N/A car with a mechanical throttle
And: True that Porsche does not prioritize turbo responsiveness in the Macans as highly as it could do.
Oh, and true: Automatic transmissions make this tougher as you have to make the decision between "build boost in this gear" or "downshift then build boost". Both of which induce lag though not "turbo lag" per se

Cheers.

 

If we are going to stay in the Porsche world and turbo lag in ther 991.2 is such an issue with performance, why are the 1/4 mi times in the NA 991.1 Carrera versions not lower than the 991.2 turbo versions? I specifically bought the 991.2 because of the turbos and the huge torque off idle that the NA versions only get to after 3000 RPM. I had a NA Euro BMW M635 with a 4 liter Dinan stroked motor making over 400 Hp/ 400 ft-lb tq. The car was 3300 lbs. Compared to my 2017 991.2 CS there was no comparison. The Porsche smoked that M635 in a straight line no question. So I would gladly trade a small amount of turbo lab for the torque gains off idle and in differential acceleration for passing. Now I own a 991.2 GTS and it feels even faster than the C2S. With larger turbos it "should" have more lag but I can tell you it can't be felt in practical street driving.
BTW, here are approximate 1/4 mi trap speeds (FWIW) 991.1: 113-115 mph; 991.2 C2S 118-120 mph; 991.2 GTS 120-127 mph.

 

This might be of interest to you. As many of us might have expected, since the only difference is programming there is really no measurable difference in performance between the two. If your motivation for acquiring a GTS is bragging rights or Nurburgring times you might as well save your money......

 

Yup I think a lot of us are familiar with Nick's video. Nick who owns an S.

I had a thought this morning driving-in in my GTS after pulling out of the garage with my wife's S in there. I really was torn on the decision between S and GTS. As many know the biggest thing for me was really preferring not to have the air suspension. At the end of the day though my opinions are:
- Neither is "better"
- GTS was a "heart" choice. S was a "head" choice.

I get a bit of a kick out of how the GTS looks. Most of the time I like Sport mode though IMO it's a bit rowdier than I need in my daily, and I would really prefer smaller wheels. But, it looks cool. The lower stance. The subtle touches. The sport seats. Looks subtly tuned in a way that I would want to do myself in an S.

I've had some post purchase doubts with my GTS purchase but it's a "net" positive and I enjoy looking at it because it's a bit unique in the sea of Macans out there. Again that's heart not head and not really my MO.

Both awesome cars. For most I think an S is a smarter choice (head). But if your heart wants the GTS it wants the GTS