Derived from the Indonesian word for Tiger, the Macan promises to combine sport car characteristics with the benefits of a sport-ute.
At 4699 mm in length, 1923 mm in width and 1623 mm in height, the Macan is 144 mm shorter, 15.2 mm narrower and 81.28 mm lower than the second-generation Cayenne.
The Macan Turbo has a 3.6L V6 that cranks out 400 hp and the Macan S has a 3.0L V6 with 340 hp. Both models will be AWD. Base MSRP of $52,000 but shoots up to $72,000 for the Macan Turbo.
The X4 is based on the same underpinnings as the X3, just as the larger X6 shares its underpinnings with the X5, and it is being manufactured at BMW’s plant in Spartanburg, South Carolina.
At 4671mm in length, 1881mm in width and 1624mm in height, the X4 is 14mm longer, the same width and 36mm lower than the X3. The two BMW SUVs share the same 2810mm wheelbase, but the X4′s track widths are up by 24mm and 22mm respectively at 1616mm up front and 1632mm at the rear over those of the X3, which in combination with a lower ride height gives it a more hunkered down stance.
In the U.S., the 2015 BMW X4 is priced from $45,625 for the X4 xDrive28 and $48,925 for the X4 xDrive35i.
Here is an excerpt from their review:
One thing about which Porsche can do nothing is BMW’s outstanding pedigree when it comes to making six-cylinder diesel engines of the kind that were always going to be central to the appeal of any sporting 4×4.
Don’t let the vital statistics of these cars mislead you to believe that, just because it develops marginally more torque, the Macan’s Audi-sourced 3.0-litre V6 is in any way superior to the BMW straight six in the X4. The X4’s powertrain is superb, the Macan’s merely good.
Very undiesel-like response and flexibility are the hallmarks of the BMW engine’s undoubted class. They come hand in hand with excellent outright performance and equally excellent mechanical refinement, but it’s the even, obliging quality of the delivery of the X4’s six-cylinder engine that really sets it apart.
You simply can’t ask too much of this motor. Pulling from below 1500rpm, it’s smooth and linear. Extended beyond 4000rpm, it’s just as constant and well mannered.
It’s the kind of power delivery that makes life easy for an automatic transmission, and yet the BMW’s eight-speed gearbox is every bit as impressive: slick-shifting, smooth and quick to find the right gear. Find fault with the combination of the two if you can, but I couldn’t.
Especially when, over and above the quality of its performance, there is also the quantity of urge to send this 1900kg 4×4 to 60mph in less than 6.0sec – something that our road test timing gear has already confirmed and that you’ll read more about in the coming weeks.
The Porsche’s seven-speed dual-clutch automatic gearbox can shift as quickly but not quite as smoothly or intelligently. Your perception of the Macan’s on-road performance is affected by the car’s longer intermediate gear ratios.