Deruman enjin berprestasi tinggi kembali menggamatkan Litar Antarabangsa PETRONAS Sepang apabila Porsche Malaysia, yang dikendalikan oleh Sime Darby Auto Performance, meraikan kembalinya Porsche Carrera Cup Asia (PCCA) ke Malaysia menerusi Pusingan 5, 6 dan 7 bagi musim 2025.
Pusingan di Malaysia tahun ini menjadi detik penting kerana ia menandakan pertengahan musim kejohanan, sekaligus menjanjikan aksi yang menggabungkan kelajuan luar biasa dan hiburan dramatik. Perlumbaan kali ini menyaksikan dua hari perlumbaan pecut yang sengit serta kembalinya format ketahanan yang amat dinanti-nantikan. Dikenali sebagai kejohanan perlumbaan satu buatan terulung di rantau ini, PCCA kini memasuki musim ke-22, dan terus mengekalkan reputasinya sebagai medan persaingan sejati. Setiap pemandu bertanding menggunakan jentera yang serupa – Porsche 911 GT3 Cup (992) – sekali gus menyerlahkan kemahiran dan strategi perlumbaan sebenar.
Sime Darby Auto Performance yang mewakili jenama Porsche di Malaysia terus menunjukkan komitmen utuh terhadap pembangunan sukan permotoran dan bakat tempatan. Ketua Pegawai Eksekutifnya, Christopher Hunter, menyatakan bahawa PCCA bukan sekadar kejohanan kompetitif, tetapi simbol semangat sukan permotoran yang sentiasa menyala. Beliau turut menekankan usaha berterusan Porsche dalam menyokong pembangunan pelumba sebenar dan maya di seluruh rantau Asia.
Porsche has one of the most colourful histories in the automotive world. I truly doubt anyone would disagree with that.
At a time when new car makers are emerging quicker than ever before, more car makers are turning to their history books to show where they have come from and where they are going.
Most of them are doing a really good job at it too, except for Jaguar perhaps. The British marque seems to have completely lost the plot, but word is that it is now looking to hire a new brand agency after its disastrous rebranding exercise, so don’t write off the great Jag yet.
Anyway, brands with a storied history have also survived tumultuous times, and Porsche is no different.
The mighty Stuttgart based brand almost lost everything in the 90s, but the introduction of the Boxster single handedly saved it.
Then came the Cayenne which not only saved Porsche but transformed it and gave it much needed cash flow to let it continue its motorsport exploits.
But while the Boxster and Cayenne can be credited with saving Porsche, that does not mean the duo are the best-selling Porsches. Far from it.
In fact, that title belongs to the Porsche Macan.
Introduced in 2014, the Macan is the culmination of many years of research and development by the multi-talented team at Porsche.
While the Cayenne enjoyed brisk sales, Porsche analysis found that there was a market for a small, high-performance SUV. And that was basically right up Porsche’s alley since it already had the experience in both segments and its sister company Audi already had the platform from the Q5, which suited Porsche’s requirement.
So, Porsche’s team secretly started working on a project called Cajun, which is basically an abbreviation for Cayenne Junior.
And, per Porsche’s prediction, the Macan was an immediate sales phenomenon. And today it is set to reach a million homes, with over 800,000 Macan’s already sold.
However, the fast-changing pace of the automotive industry has left the Macan in a bit of a lurch.
With electric powertrains fast catching on, Porsche had a decision to make. Focus on an entirely new electric car like what it did with the Taycan, except this time it had to be an SUV.
Or work with one of its current models but with an electric powertrain instead.
Porsche did the unthinkable. In the early 2020s, Porsche announced that it will be dropping all petrol (and diesel) powertrains for the next generation Macan and will thus offer it with an electric drivetrain only.
This did not sit well with many, but Porsche has had a knack for making the right decision at the right. But no one could imagine what would come next.
Sales of the EV industry slowed down. The roll out of charging facilities slowed as well and this had the general populus rethinking the approach to EV’s. Perhaps electric cars were not the saviours they were made out to be after all? Perhaps motoring journos were right and plug-in hybrids are a much better answer?
This slow down forced many car makers to abandon their full-EV plans altogether, including Porsche. Though none have openly admitted to it.
Instead of admitting going fully electric was not the right decision, car makers like Volvo announced they were going to continue to offer regular powertrains with hybrids and EV’s as well to give consumers “the power of choice”.
Yeah right.
But Porsche had already committed to the Macan EV, and it is here. We have driven it as well. Though whether it will continue to exist as an EV only is still to be seen but we were left feeling fuzzy after driving the new Macan.
So, what does the electric Macan have to offer?
There are four variants currently on offer in Malaysia and they are:
We drove the Macan 4 so this article will focus on that.
Powering the car are dual electric motors with one mounted on each axle, effectively giving the car all-wheel-drive capability.
On the performance front, the Macan 4 offers 387PS and 650Nm of torque. However, when overboost is activated, power jumps to 408PS though only for a few seconds.
The charge to 100km/h is seen off in 5.2 seconds and top speed is rated at 220km/h.
As for range and charging, the Macan 4 will travel 613km before it needs to be recharged. And when it does need to be recharged, it will take just 21 minutes to reach 80% using a 270kW DC charger. And for a full charge to 100%, that will set you back a full 10 hours with an 11kW AC charger.
The AC charging bit is a bit of a shocker especially considering the Macan 4 is built on an 800-volt electrical architecture.
And if you are wondering why the Macan does not have that insane top speed which the Taycan has, well that is because the Macan does not have the Taycan’s two-speed “gearbox” which it uses to reach its blinding speeds.
What’s the interior like?
This matters because this is where you will be spending most if not all your time during the entirety of your relationship with the Macan.
First things first, it took me some time to get over how big the dashboard is. It is not wide from door-to-door because the Macan is not a very big car. But it is quite deep from the point where it meets the windscreen to edge of the screens.
After you get over that, your eyes will set on the minimalistic yet functional interior. As with all modern cars, you are first greeted by a curved 12.6-inch digital instrument cluster up ahead of you, and to the left of that is a 10.9-inch infotainment system for all the car’s controls, entertainment and even video games.
Yes, you read that right, the Porsche Macan has videogames like in a Tesla. I tried it and will not criticise it because it is quite fun.
There is also an option for another 10.9-inch screen for the front passenger, but that is for the passenger’s eyes only since it comes with a layer akin to a privacy screen. Which means the driver will never be able to look at the screen, ever.
So, if you are the driver, and you are shelling out your hard-earned money for that third screen, perhaps you should leave this option box unticked. Why pay for something you can’t use?
I am a fan of the interior of the new Macan, more so than the interior of the Taycan. And there are a few reasons for that. For one, the air-conditioning vents can be manually adjusted, unlike the Taycan which blindly followed Tesla and it’s very annoying electronically adjusted air vents.
I also like the fact that you get buttons for air-conditioning controls as well. It may sound petty, but it makes a lot of difference, especially in a Porsche where you need to be focused on the road rather than working a screen to get cold air to be blown to your face.
I do also think that it’s quite sad that we are now relegated to praising regular air-vents and physical controls in our car reviews, things that cars from as far back as the 60s used to have. These are some crazy times indeed.
The one thing that the new Macan seems to have inherited from the Taycan though is the cramped rear seats together with the rather upright angle of the backrests. Taller passengers may want to spend more time at the front.
That’s not a deal breaker for me though, if I were to choose between the new Macan and the Taycan, it would be the former. The Taycan may have the higher top speed but there are not many roads in Malaysia that would let you get up to 250km/h. So, I really don’t care about the top speed.
Let’s talk about how it drives then.
Driving a Porsche is always quite an occasion. At least it used to be, with the sound of an engine reverberating in the cabin with the roar of the exhausts and blip of gearshifts numbing your brain during acceleration.
Of course you don’t get anything like that now, but you still get some wild acceleration that sends the blood rushing to the back of your head. And that is always fun. You may hate EV’s, but there is no denying that their acceleration is intoxicating.
Besides, this is a Porsche guys, so let’s get real. If there is any company that can produce an EV while remaining true to its sports car heritage, it is Porsche.
Just like the Taycan, wringing out every inch of performance out of the Macan requires focus and dedication. Power is available at the slightest prod of the accelerator paddle so you have to be sure of what you want to do before flooring the pedal because you will close gaps in traffic quicker than you can catch a breath.
There are four drive modes – Normal, Sport, Sport Plus and Off Road. I am not sure if Off Road mode is a necessity; just because all four wheels rotate in the same direction does not make the Macan a car capable of tackling sand and stone, but if it helps to sell cars then why not, I guess?
Sport Plus should be left to the more experienced while Sport and Normal is where mere mortals should dwell. But the good thing here is that Porsche brakes work like anchors with face retardation systems built in. Slam the brakes hard and you will come to a stop real quick, and maybe have a facial makeover in the process.
Should you buy one?
Before I drove the new Macan, I was quite excited about rumours that Porsche will be introducing an internal combustion engine variant later. But after driving it, I am not so sure anymore.
The new Porsche Macan does a brilliant job as an EV. It feels purpose built for it. You surely feel the bulk and heft of the car when on the move, but the Macan makes no apologies for it. It does not envelope around you to make it feel like you were driving a sports car.
The Macan is a big, muscular Porsche with power to shame some of the most iconic sports cars.
So, yes, you should buy one if budget is no concern. In fact, I like driving the Macan better than I do the Taycan because I feel more comfortable in it and the systems just make more sense.
And besides, you don’t just buy a Porsche because you want a fast EV, you buy a Porsche because of what it is, and it is a very fast car, sans the engine sounds but you will get used to it. Sadly.
Specifications
Motor: Dual Motor (All-wheel-drive)
Power: 387PS (408PS with Overboost)
Torque: 650Nm
Transmission: Single-speed
Top speed: 220km/h
Range: 613km (WLTP)
Charging: 270kW (DC) / 11kW (AC)
We like: Power, handling, good looks
We don’t like: Cramped rear seats
Porsche Malaysia, di bawah pengurusan Sime Darby Auto Performance, menyambut ulang tahunnya yang ke-15 dengan pelancaran rasmi model generasi terbaharu Porsche 911 yang dinanti-nantikan. Dua varian baharu – 911 Carrera dan 911 Carrera 4 GTS – telah diperkenalkan dan kini dibuka untuk tempahan di seluruh negara.
Harga bermula dari RM1.43 juta bagi model 911 Carrera, manakala 911 Carrera 4 GTS ditawarkan pada harga RM1.89 juta. Sebagai sebahagian daripada sambutan istimewa ulang tahun ini, model 911 Carrera baharu akan dipamerkan di The Exchange TRX Mall dari 11 hingga 13 April 2025, membolehkan orang ramai menyaksikan keunggulannya secara dekat.
Varian 911 Carrera 4 GTS tampil dengan inovasi utama melalui sistem hibrid T-Hybrid baharu, yang diilhamkan daripada pengalaman luas Porsche dalam arena sukan permotoran. Sistem ini menyepadukan pengecas turbo gas ekzos elektrik dengan motor elektrik yang dipasang antara pemampat turbo dan roda turbin. Konfigurasi ini membolehkan tekanan rangsangan dijana serta-merta serta menjana sehingga 11 kW tenaga elektrik daripada aliran gas ekzos.
Porsche Malaysia, under Sime Darby Auto Performance, is marking its 15th anniversary with the highly anticipated debut of the latest generation Porsche 911. Two new variants – the 911 Carrera and the innovative 911 Carrera 4 GTS – have officially been introduced and are now available for order across Malaysia. Prices begin at RM1.43 million for the 911 Carrera and RM1.89 million for the 911 Carrera 4 GTS.
To commemorate the milestone, Porsche enthusiasts will have the opportunity to view the new 911 Carrera up close at The Exchange TRX Mall from 11 to 13 April 2025, as part of a special anniversary showcase.
The headline innovation of this new generation lies within the 911 Carrera 4 GTS, which introduces a cutting-edge hybrid powertrain developed from Porsche’s extensive motorsport experience. The T-Hybrid system, as it is called, integrates a newly engineered electric exhaust gas turbocharger. By placing an electric motor between the turbo’s compressor and turbine wheel, the unit can generate immediate boost pressure and double as a generator, converting exhaust gas flow into up to 11 kW of electrical energy.
Carrera 4 GTS
The hybrid system’s internal configuration reflects Porsche’s commitment to lightweight engineering. A permanent magnet synchronous motor is built into the new eight-speed dual-clutch transmission (PDK), providing up to 150 Nm of extra torque and a 40 kW performance boost even from idle. Power is supplied by a high-voltage battery capable of storing up to 1.9 kWh of energy, operating on a 400-volt system, while a separate lithium-ion battery supports the standard 12V electrical system.
At the heart of the 911 Carrera 4 GTS is a newly developed 3.6-litre boxer engine. With an increased bore and stroke – now measuring 97 mm and 81 mm respectively – the engine benefits from a 0.6-litre rise in displacement. Enhanced with VarioCam camshaft control and rocker-arm valve actuation, the engine produces 485 PS and 570 Nm on its own. When combined with the hybrid system, the total output reaches 541 PS and 610 Nm, a 61 PS increase over its predecessor. Despite the addition of electrification, the new 911 Carrera 4 GTS has gained only 50 kg in weight, allowing it to outperform the previous model in acceleration and efficiency while also achieving lower CO₂ emissions.
The 911 Carrera variant retains its 3.0-litre twin-turbocharged boxer engine, but benefits from several technical upgrades. Borrowing the intercooler from the higher-end Turbo models and gaining turbochargers that were previously exclusive to GTS models, the updated engine now delivers 394 PS and 450 Nm of torque. These enhancements enable the 911 Carrera Coupé to sprint from 0 to 100 km/h in just 4.1 seconds, or 3.9 seconds with the Sport Chrono package, and reach a top speed of 294 km/h – modest gains in both acceleration and maximum velocity.
Porsche has also re-engineered the suspension of the 911 Carrera 4 GTS to improve agility and high-speed stability. Rear-axle steering, now standard, works in tandem with a new electro-hydraulic control system to sharpen handling and reduce the turning radius. The model sits 10 mm lower than standard versions, thanks to sports suspension with Porsche Active Suspension Management (PASM). The Carrera 4 GTS rides on 21-inch rear wheels paired with 315/30 ZR 21 tyres and 20-inch front wheels wrapped in 245/35 ZR 20 tyres, providing a wider footprint for increased traction and dynamic performance.
Visually, the new 911 range features a cleaner, more aerodynamic design. Model-specific bumpers and integrated matrix LED headlights – now standard across the board – replace separate front driving lights, allowing for larger cooling vents. The Carrera 4 GTS further benefits from active aerodynamic elements, including five vertical cooling flaps and adaptive front diffusers in the underbody. These elements dynamically adjust airflow depending on performance demand, switching between aerodynamic efficiency and increased cooling as required.
Optional HD matrix LED headlights offer more than 32,000 light points and a high-performance high beam that reaches up to 600 metres. Additional lighting functions include cornering lights, lane illumination, and adaptive beam adjustment that prevents glare for other drivers.
At the rear, a redesigned light bar with the Porsche logo creates a broader, lower visual stance. A newly structured bumper and five-fin rear grille blend into a retractable spoiler, while model-specific exhaust systems are seamlessly integrated into the diffuser. A sports exhaust is available as an option for Carrera models and is standard on the Carrera GTS variants. Buyers may also choose the optional aero kit, which adds a SportDesign front bumper, unique front spoiler, side sills, and a fixed rear wing – all of which enhance downforce and road grip.
Inside, the 911 adopts Porsche’s latest Driver Experience layout. Key controls are now concentrated around the steering wheel for easier access. For the first time in a 911, a dedicated engine start button is located to the left of the wheel. The cabin also includes a cooled smartphone compartment with inductive charging.
In a significant digital shift, the traditional analogue instrument cluster has been replaced by a fully digital 12.6-inch curved display. Customisable with up to seven different views, including a Classic mode that mimics Porsche’s iconic five-tube layout, the new cluster complements the 10.9-inch central touchscreen that continues to manage the Porsche Communication Management (PCM) system.
Connectivity receives a major boost in this generation. Apple CarPlay is now more deeply integrated, with the ability to display functions in the digital instrument panel and operate various car features through Siri. Additionally, the system supports native apps such as Spotify and Apple Music without requiring a connected smartphone. A new video streaming feature is also available when the car is stationary.
The 911 Carrera is offered as a rear-wheel-drive Coupé, while the 911 Carrera 4 GTS comes exclusively with all-wheel drive, both featuring the latest generation Porsche PDK dual-clutch transmission as standard.
The arrival of these new 911 models not only marks a significant technical evolution for the legendary sports car but also serves as a proud milestone for Porsche Malaysia as it celebrates 15 years of operation under Sime Darby Auto Performance.
Porsche Malaysia, yang diwakili oleh Sime Darby Auto Performance, telah mengumumkan ketersediaan generasi terbaru kereta sport 911 di pasaran tempatan. Model terbaharu, Porsche 911 Carrera dan Carrera 4 GTS, kini boleh ditempah dengan harga bermula dari RM1,430,000.
Teknologi Hibrid Berprestasi Tinggi untuk 911 Carrera 4 GTS
Porsche 911 Carrera 4 GTS menjadi model pertama dalam siri 911 yang dilengkapi dengan sistem rangkaian kuasa hibrid berprestasi tinggi. Enjin 3.6 liter baharu ini memberikan lonjakan prestasi yang signifikan, membolehkan pecutan dari 0 hingga 100 km/j dalam hanya 3.0 saat dan mencapai kelajuan maksimum 312 km/j. Sementara itu, model 911 Carrera mengekalkan enjin 3.0 liter twin-turbo boxer yang telah dipertingkatkan bagi memberikan kuasa dan kecekapan yang lebih tinggi.
Sistem hibrid T-Hybrid yang dibangunkan oleh Porsche mendapat inspirasi daripada teknologi sukan permotoran. Pengecas turbo gas ekzos elektrik yang direka baharu, bersama motor elektrik bersepadu, membolehkan tindak balas kuasa yang lebih pantas. Berbeza dengan model sebelum ini yang menggunakan dua pengecas turbo, sistem baharu ini hanya memerlukan satu pengecas turbo, menjadikannya lebih cekap dan responsif.
Tambahan lagi, motor segerak magnet kekal yang disepadukan ke dalam transmisi klac berkembar lapan kelajuan (PDK) mampu memberikan tork tambahan sehingga 150Nm dan peningkatan kuasa sebanyak 40 kW. Bateri voltan tinggi yang kompak menggantikan bateri pemula konvensional, menawarkan kapasiti simpanan tenaga sebanyak 1.9 kWh dan beroperasi pada 400 volt. Sistem elektrik onboard 12V turut menggunakan bateri litium-ion yang lebih ringan.
Enjin boxer 3.6 liter yang baru dibangunkan ini menampilkan sistem pemacu belt yang lebih padat dan cekap. Penyusunan semula enjin juga membolehkan penyongsang nadi dan penukar DC-DC diletakkan dengan lebih strategik di atas unit kuasa. Dengan peningkatan kapasiti enjin kepada 3.6 liter, ia menghasilkan kuasa 485PS dan 570Nm tork secara sendiri, manakala sistem hibrid menyumbang kepada jumlah keseluruhan 541PS dan 610Nm tork. Ini mewakili peningkatan sebanyak 61PS berbanding generasi sebelumnya.
Porsche Malaysia, represented by Sime Darby Auto Performance, has announced the availability of the latest generation of the 911 sports car in Malaysia. The Porsche 911 Carrera and the Carrera 4 GTS can now be ordered, with prices starting from RM1,430,000.
Innovative Performance Hybrid for the 911 Carrera 4 GTS
The new 911 Carrera 4 GTS becomes the first street-legal 911 to feature a lightweight performance hybrid powertrain. The newly developed 3.6-litre system significantly enhances driving performance, allowing the model to accelerate from 0 to 100 km/h in just 3.0 seconds and achieve a top speed of 312 km/h. Meanwhile, the 911 Carrera retains its 3.0-litre twin-turbo boxer engine, now upgraded for greater power and efficiency.
Porsche engineers drew inspiration from motorsport to develop the T-Hybrid system for the Carrera 4 GTS. A newly designed electric exhaust gas turbocharger, equipped with an integrated electric motor, instantly boosts the turbocharger’s speed, ensuring immediate power delivery. The turbocharger also functions as a generator, generating up to 15PS of electric power from exhaust gases. Unlike previous models, which relied on two turbochargers, this new system operates efficiently with just one, providing a more dynamic and responsive experience.
Porsche Malaysia, yang diwakili oleh Sime Darby Auto Performance (Auto Performance), telah bekerjasama dengan Persatuan Sukan Permotoran Malaysia (MAM) untuk melancarkan kempen keselamatan jalan raya di seluruh negara. Inisiatif ini bertujuan mendidik generasi muda mengenai kepentingan pemanduan yang bertanggungjawab dan berhemah.
Kempen yang bertemakan “Pelajar Hari Ini. Pemandu Esok.” ini telah berjaya mencapai lebih 1,600 pelajar berumur antara 7 hingga 17 tahun. Langkah ini diambil sebagai sebahagian daripada usaha lebih meluas untuk menyemai kesedaran tentang keselamatan jalan raya sejak usia muda. Statistik menunjukkan lebih 530,000 kes kemalangan jalan raya berlaku di Malaysia setiap tahun, justeru, program ini dilihat sebagai satu langkah proaktif dalam menangani isu tersebut.
Ketua Pegawai Eksekutif Auto Performance, Christopher Hunter, menegaskan bahawa keselamatan jalan raya harus menjadi keutamaan utama melebihi minat terhadap sukan permotoran dan prestasi kenderaan. Beliau menyatakan kepentingan membentuk pemandu masa depan yang lebih bertanggungjawab, sekali gus membantu mewujudkan budaya pemanduan yang lebih selamat dalam kalangan masyarakat.
Porsche Malaysia, represented by Sime Darby Auto Performance (Auto Performance), has joined forces with the Motorsports Association of Malaysia (MAM) to launch a nationwide road safety campaign aimed at educating young Malaysians on responsible driving habits.
The initiative, titled “Students Today. Drivers Tomorrow.”, has already reached more than 1,600 students aged 7 to 17 years old as part of a broader effort to instill critical road safety awareness from an early age. With road accidents in Malaysia exceeding 530,000 cases annually, the campaign seeks to address unsafe driving behaviors that put lives at risk.
Christopher Hunter, Chief Executive Officer of Auto Performance, stated that road safety remains a fundamental aspect of driving beyond the passion and performance of motorsports. He emphasised the importance of shaping responsible future drivers and fostering a safer driving culture by instilling safety values in students, who in turn can influence their families to adopt better driving habits.
The Porsche Macan, first introduced in 2014, was born out of Porsche’s ambition to combine the practicality of an SUV with the performance DNA of its iconic sports cars. As the younger sibling to the Cayenne, the Macan was designed to appeal to a new generation of drivers seeking a smaller, more agile luxury SUV without compromising on Porsche’s signature driving dynamics.
The name “Macan” is derived from the Indonesian word for “tiger,” symbolising agility, power, and elegance – qualities that define the vehicle. From the outset, the Macan stood out in the crowded compact SUV market with its sporty design, luxurious interior, and impressive performance. It quickly became a best-seller for Porsche, accounting for a significant portion of the brand’s global sales.
In 2024, Porsche took a bold step by transitioning the Macan to an all-electric platform, marking a new chapter in its history and the Macan Turbo EV is the crown jewel of the lineup.
As Porsche’s first all-electric SUV, the Macan Turbo EV combines the brand’s legendary performance with cutting-edge EV technology, making it a compelling choice for enthusiasts and eco-conscious drivers alike.
After a recent drive experience in Malaysia, organised by Sime Darby Auto Performance (SDAP), it’s clear that the Macan Turbo EV is more than just an electric SUV – it’s a statement of Porsche’s commitment to the future of mobility.
A Modern Evolution
The Macan Turbo EV retains Porsche’s iconic design language while embracing a futuristic aesthetic. The coupe-like flyline, split headlight design, and four-point daytime running lights give it a distinctive presence on the road. The optional off-road design package adds a rugged touch, with a modified front bumper for increased approach angles and 21-inch off-road wheels in Vesuvius Grey.
Inside, the cabin is a blend of luxury and technology. The 12.6-inch curved digital instrument cluster, 10.9-inch central touchscreen, and optional 10.9-inch passenger display create a high-tech environment. The augmented reality head-up display and ambient lighting that syncs with the exterior colour further enhance the driving experience. There are physical buttons for your climate control which make things easily accessible and not complicated.
Although, the only thing that annoyed us about this SUV is the gear selector placement because we kept hitting it everytime we reached for the indicator lever.
Performance That Thrills
The Macan Turbo EV is powered by a dual-motor all-wheel-drive system that delivers a staggering 639PS and 1,130Nm of torque when overboost is engaged. This translates to a 0-100 km/h sprint in just 3.3 seconds and a top speed of 260 km/h. These figures put it firmly in supercar territory, yet it retains the practicality and versatility of an SUV.
During the drive experience at Sepang International Circuit, the Macan Turbo EV showcased its agility and precision. The Porsche Torque Vectoring Plus (PTV Plus) system and adaptive air suspension ensured exceptional handling, even during high-speed manoeuvres. The slalom exercise highlighted the SUV’s sharp steering response, which is 15% more direct than its predecessor, while the kick-plate exercise demonstrated the electronic Porsche Traction Management (ePTM) system’s ability to maintain stability in low-traction scenarios.
Macan 4
Practicality Meets Speed
The Macan Turbo EV is equipped with a 100 kWh NMC battery (95 kWh usable), offering a WLTP-rated range of 591 km. During the drive, the Macan’s efficiency was evident, with ample charge remaining even after a day of spirited driving. The 800V electrical architecture enables ultra-fast DC charging at up to 270 kW, allowing the battery to go from 10% to 80% in just 21 minutes. For daily use, an 11 kW AC charger can fully replenish the battery in about 10 hours.
We started the drive from M Resort KL and headed to the Estate at Federal Hill then to Sepang where we did countless rounds of gymkhana and then headed back to the resort all in a single charge. We had a total of 490km of range, so we can confidently say that range anxiety with this is something to not worry about because the total amount of range available for the Macan Turbo EV is 591km.
Driving Experience: From City Streets to the Track
The drive experience began in the heart of Kuala Lumpur, where the Macan Turbo EV effortlessly navigated bustling city streets. Its Power Steering Plus and Surround View with Active Parking Support made tight manoeuvres a breeze, while the four-zone climate control and Bose Surround Sound System ensured a comfortable and enjoyable ride.
On the highway, the Macan Turbo EV’s adaptive air suspension and Porsche Active Suspension Management (PASM) provided a smooth and composed ride. The transition to Sepang International Circuit allowed the SUV to stretch its legs, with the rear-axle steering and ePTM system delivering precise handling and stability at high speeds.
In addition to a slalom test, we also carried out a kick plate test. What is a kick plate test you ask? It is a system that features a hydraulic plate that shifts sideways to replicate the sensation of rear-wheel traction loss, enabling drivers to experience controlled skids or spins in a safe training environment. Its low-friction surface accurately simulates hazardous road conditions, such as oil spills or slippery surfaces, providing a realistic scenario for skill development. This tool is specifically designed to help drivers improve their ability to maintain stability and control when faced with sudden loss of grip, equipping them with the confidence and expertise to handle real-world driving challenges effectively.
With the assistance of Porsche Stability Management (PSM), we had no issues controlling the car and getting back to a straight line.
Sustainability Meets Performance
Porsche has always been about performance, but the Macan Turbo EV adds a layer of sustainability. The 100 kWh battery not only delivers impressive range but also supports energy recuperation of up to 200 kW, further enhancing efficiency. Over five years, Porsche estimates that the Macan Turbo EV could reduce 460 metric tons of CO2 emissions, equivalent to planting 7,808 trees.
The Future of Performance SUVs
The Porsche Macan Turbo EV is a masterclass in blending performance, luxury, and sustainability. Its blistering acceleration, precise handling, and cutting-edge technology make it a true Porsche, while its electric powertrain positions it as a leader in the EV space. Whether you’re navigating city streets or pushing the limits on the track, the Macan Turbo EV delivers an exhilarating and refined driving experience.
For those seeking a high-performance SUV that doesn’t compromise on practicality or environmental responsibility, and if you have RM680k laying around, the Macan Turbo EV is a compelling choice.
With all the hype around electric cars and the ecosystem that supports them, we often forget about the world we came from.
Some say that you should only look behind to see how far you have come. While that may ring true, sometimes the past is not that bad. Especially in the automotive context.
Classic cars will forever have a place in the world. As with classic watches, planes and even homes. There is just a certain nostalgia that is attached to them. And for those who often hear the elders talk about the good times, well, you will probably understand what they mean when you hit your 40s.
Having been an automotive journalist for close to 20 years now, I have had the privilege to see the industry transform from what we call the analogue era, to the digital one, and now onto the electric era.
It does not beat those that have been around since the 70s and 80s, but I believe the industry has moved forward at a much more rapid pace than ever. This thanks to the rise of more industrial players with big money.
But every once in a while, we are given a chance to drive a new car that reminds us of the good old times. An era gone by but one that still has a place in the hearts of a select few.
The Porsche GT3 is one of those cars, and while it too may have adopted some form of digitalization, it still is one of the best driver’s cars you can buy today.
The GT3 holds a special place in my heart ever since I first drove the original 996 version around Sepang Circuit circa 2005. And though a lot has been sacrificed over the years at the altar of modernisation, profits and digitalisation, there is one thing that the GT3 still does well – it is still a fun car to drive hard.
What is the Porsche GT3?
For the enthusiasts, this is an idiotic question. But as age progresses, I am beginning to realise that there are younger enthusiasts today that do not know about the GT3 and how it came to be.
Let’s keep in mind that there are those born in 2005 would be 20 years old this year.
The GT3 was first introduced in 1999 as a bridge between Porsche’s 911 race cars and its road cars. The 80s and 90s were not exactly kind to Porsche. The company was in financial turmoil and needed funding to continue its racing exploits, which is something it is very good at.
So, in the 90s the company introduced the Boxster which is credited for saving the company because it was an immediate hit.
The GT3 on the other hand is a proper fire breathing sports car.
It is stripped of all the luxuries of a road car such as noise dampening materials and replaces some components with lightweight carbon fibre in the interest of saving weight.
The powertrain has of course been sprinkled by some magic dust by Porsche engineers to make it breathe better and produce more power. All GT3’s have used naturally-aspirated engines since day one. That is the pure motorsport way and has been a cornerstone of the GT3’s character.
Over the years, the GT3 has also morphed into two different variants – the GT3 with a fixed wing as a homage to its motorsport roots, and the GT3 Touring, for those who would like a touch of subtlety to their road going race car.
So, what’s new?
Over its 25-year history, there have been seven generations of the GT3. Starting with the 996.1 of 1999, all the way to the 992.1 introduced in 2021, there have been countless updates to the mechanical bits and even body work.
Though the 911 model which the GT3 is based on has grown significantly in size, the GT3 has produced more power and thus become faster than ever.
With the latest generation model, the 992.2 introduced towards the end of last year, the GT3 has not only managed to retain its revered character but has also managed to meet all the stringent environmental laws.
But the biggest update to the new GT3 is that it is now available with a rear seat for the Touring model, all GT3’s have been strict two-seaters. The Touring is now also available with a Lightweight Package that chucks out the rear seats, replaces the front seats with lighter units, and simply said, puts the interior on a diet of lightweight materials.
Also new to the GT3 is the fact that it is now available with the Weissach Package as an option. This is something that was only available for the GT3RS previously (among other models), but that has now been extended to the base GT3.
The Weissach Package is basically Porsche lingo for its customisation package that lets you do almost anything with the car except change its shape. Everything from interior trimming to the colour of the car can be customised to your liking. The limitation of this package is the depth of your pocket.
But that can’t be it?
Of course not. Being a GT3, most of the car’s updates are underneath the skin.
There are some design updates such as a sharpened front and rear with better aerodynamics that improves downforce by optimising air flow around and underneath the car.
There are also new aerodynamically enhanced suspension components from the mighty GT3RS that also improves downforce and improves brake and powertrain cooling at high speed.
Being a GT3 is also about weight management. The new wheels have reduced unsprung mass by more than 1.5kg as compared to before, but if you go for the magnesium wheels which come with either the Weissach or the lightweight package, weight is shaved by a further nine kilograms. Even the battery of the car is four kilograms lighter.
In fact, in its lightest configuration, the GT3 weighs just 1,420 kilograms, which is unbelievably light considering the size of the car.
Any updates to the powertrain?
The biggest challenge for Porsche’s engineers was to meet ever stringent environmental laws.
The biggest problem with naturally-aspirated engines is that they produce most of their power on the higher end of the rpm bandwidth. Which means the engine needs to wrung by its neck to access its power.
Though there is immense joy in encouraging an engine to eke out its power by revving to the heavens, the environmental impact is also one to consider.
Since forced-induction engines make their power at the lower and middle part of the rev band, they don’t need to rev as much and as such have a lower environmental footprint.
As such, Porsche could not do much with the configuration of the 4.0-litre, flat-six engine. If the engineers wanted to squeeze out more, that would mean increasing the environmental impact of the engine, effectively making the engine illegal.
It is almost in the same configuration as before – still putting out 510PS and 450Nm of torque. However, the fact that Porsche’s engineers could continue offering that much power despite stricter environmental laws is nothing short of astonishing.
But despite those regulations, Porsche’s magicians were able to make the car accelerate quicker than ever by reworking the gear ratios.
The GT3 is available with a seven-speed dual-clutch automatic transmission and a six-speed manual transmission, and both have a final drive ratio that is eight percent shorter than its predecessor.
With that, the GT3 now reaches 100km/h in 3.4 seconds with the automatic transmission and onto a top speed of 311km/h, and it takes 3.9 seconds with the manual transmission and a top speed of 313km/h.
How does it drive?
Porsche Malaysia recently hosted a drive in Valencia, Spain for the GT3. Both the fixed wing and the Touring models were available. It is the first time in nearly a decade that I had attended a global Porsche drive, so it was a bit of a revelation on how far Porsche has come.
Starting with the GT3 with the fixed wing – if you have ever driven a race car, driving the GT3 has the same rawness. You sit low in the cockpit with the now digital instrument panel directly under your line of sight.
Porsche has replaced the iconic analogue rpm dial in the centre of the instrument panel with a digital unit. Their reasoning is that it can now be customised according to the drive mode that you are in.
Personally, I still prefer the analogue dial, it is like wearing a smart watch and then a Rolex Submariner – the Rolex will always look and feel better.
Everything about the GT3 has a purpose to it, just like in a race car. The new model also comes with new optional seats that lets you remove the headrest louvre. This is that your helmet can tuck neatly inside it rather than being pushed forward. I can’t think of any other car maker that has thought of such detail.
On the move, you feel everything the road throws up. The GT3 is stiff, there is not much in terms of comfort damping. It is not as single-mindedly stiff as a GT3RS which is as close to a road going race car as you can ever get, but you could still live with it daily, just don’t expect it to be as comfortable as a 911 Turbo S or even a Cayman for that matter.
But the GT3 is a car that is designed to go fast, very fast. And as such it is one of the few cars around today which you can buy direct from the factory and go for a couple of hard laps around your favourite track and then go to office with on a regular work week.
On track, a GT3 has always been a sensory onslaught. The scream of the engine as it flies to the 9,000rpm redline is intoxicating to say the least. It is something that every car fan needs to experience once in their life.
In fact, I think the world might just be a better place if everyone got a chance to experience a GT3, because once you experience it, you will work even harder so that you can buy a GT3, inadvertently improving the performance of the company you work for. And because the company is doing better, it will pay more taxes, which in turn will make the country better. So yes, everyone should experience driving a GT3. It exists for the good of the world.
It even feels great in your hands. The steering wheel wriggles and twitches as it sends tiny chunks of information to the parietal lobe region of your brain. Telling you exactly what is happening with the front wheels and the road. It even instantaneously obliges to every miniscule twitch of the steering wheel.
And because the suspension engineers have found a way to reduce pitching, the new GT3 does not seem to dive to the front under heavy braking. This lets you brake later and carry more speed into the corners, all the while the sound of the rear-mounted flat-six engine rips through your ear drums, encouraging you to pile on more speed.
Also keeping the car planted to the ground are new aerodynamic bits around and underneath the car. This does not match the levels of downforce the GT3RS creates which measures in 860 kilograms of downforce at 285km/h. The GT3 on the other hand makes over 385kg at 200kmh.
This much downforce basically pushes the car down to the road like Velcro. To demonstrate how good the GT3 is, Porsche had Jorg Bergmeister on hand to take me for a drive.
Jorg is a Porsche brand ambassador and a legend in the motorsport community. He has won multiple endurance races around the world with Porsche, and it is said that his father owned the workshop where Michael Schumacher used to train as a mechanic in the 80s.
Jorg took me for two laps in the GT3, and I have never felt the blood in my brain slosh around like water sloshes in a bottle. He drove the manual version of the car and tried his best to destroy the engine as he pushed the car out of line.
The GT3 stuck to the road without so much as a twitch of oversteer coming out of corners at well over 200km/h. The GT3 defies physics.
Then I took a short break to reset my brain, and went on a 150km drive with the GT3 Touring around the gorgeous countryside of Valencia.
So, what’s the Touring like?
If I ever buy a GT3, the Touring will be the variant I go for. I like that it does not have a big obnoxious wing. I understand that the wing is there for downforce purposes, and I would have loved it if I were 22, but these days, I prefer the engineering of a car more than the massive rear wing. Downforce or not.
In terms of driving, both cars feel largely the same. So, you get the same race car like feel, but no one would know what you are driving unless the saw the badges or took a ride in the car.
Both cars also have the same easy access button that lets you turn off all driver aids at the press of a button, which is great since lane keep assist and other aids can be quite annoying especially when carving up mountainous roads.
When the roads are right, the Touring comes into its element, letting you immerse in an experience that very few can appreciate, or access.
But when stuck in traffic, it can be rather comfortable. I like that you can hear the burble of the mighty engine from behind you, reminding you that though you may be stuck, you still have plenty of power under your right foot.
I also drove the GT3 Touring with the manual transmission, and that is just a “throwback” to how cars once were. It requires every limb to tame, every nerve to understand how to bring out the best in it. And when driven in Sport mode, it also turns on the rev-match function that matches the engine revs to the desired gear, making you feel like a true driving God.
What’s the verdict then?
With everything going on in the automotive world, I am just glad that cars like the GT3 still exist.
Porsche nearly went bankrupt decades ago but was propped up by the sales of the Boxster and the Cayenne. Now Porsche is one of the most successful companies despite sales stagnating.
It is also one of the most successful brands in motorsport, and because it does so well in racing, a lot of that tech trickles down to the end user. And that tech is not cheap.
The Porsche 911 992.2 GT3 is not yet available in Malaysia, but when it does arrive here, expect prices to be around the RM3 million mark, depending on customisation.
The GT3 is a special car, for me it is even more special than the GT3RS which requires one to exploit its aerodynamic capabilities to truly wring out the best from it. Not many drivers can do that because you need some pretty big kahunas for that.
The GT3 though is one that just about anyone with deep pockets can appreciate, all you have to do is experience it once to feel it in your heart and hear that engine sing.
If you can, buy it, and keep it. With everything going on in the world today, there is no telling when cars like the GT3 will cease to exist.
