Macan sales could lift overall Porsche sales beyond the 200,000 mark by as early as 2015, according to Bloomberg. That's three years earlier than the company expected. And while hypercars like the 918 Spyder and Porsche's traditional sports cars are still the brand's halo models, it's the Cayenne and Macan doing the legwork. That 200,000 target may even be hit in 2014 if the automaker sells more than 45,000 Macans--quite possible, given a price tag that's 25 percent lower than for the Cayenne. The Macan range features a selection of V-6 powered models, including a diesel option. But Porsche is also considering a leaner, sportier GTS model, CEO Matthias Mueller told Bloomberg. It wouldn't be the first time Porsche has offered a GTS version of one of its SUVs. Back in 2003, Porsche first announced a Cayenne GTS. Based on the S model, rather than the Cayenne Turbo, it was lighter, featured a stiffer chassis setup, and an aerodynamic body kit. It also featured a manual transmission, though given Porsche's recent stance on manual gearboxes such an option looks unlikely for any Macan GTS.
Flip forward the reverse-opening bonnet of the F-Type and look past the pedestrian plastic cladding of the engine, and you'll find Jaguar Land Rover's corporate 3.0-liter supercharged V6 on my BRG test vehicle. In S spec, it manufactures 380 horsepower and 339 pound-feet of torque, with peak twist available higher in the rev range, from 3,500 to 5,000 rpm. I've sampled this engine in the Land Rover LR4 and Jaguar XJ, and I'm pleased to report that it's far better in this sporting application. These chromed tubes may as well have been plucked from mortar launchers, as much like their military counterparts, they excel at making people far away take notice. Set to Dynamic mode, tipping into the sharpish throttle requires a degree of care at first, as there's enough power at your disposal for the car's nannies to sic the traction control on you. Dig in carefully, though, and the engine's power is eager to make its way to the road. The tach can and will climb quickly if you're assertive with the skinny pedal, and before long, you'll find yourself reacting with a tug of the right paddle.
60 miles per hour arrives in a manufacturer-estimated 4.8 seconds, although it feels quicker than that - 4.5 to 4.6 seconds seems a bit more reasonable. The top speed, meanwhile, is 171 mph. Despite this quickness, the F-Type is very much in the Goldilocks zone when it comes to speed - it's never so fast as to scare its driver, yet it can and will set your heart aflutter on every outing. A large part of this sensation can be attributed to the stupendous sound emanating from the F-Type's active exhaust system and the twin, center-mounted pipes. These chromed tubes may as well have been plucked from mortar launchers, as much like their military counterparts, they excel at making people far away take notice. With the exhaust's baffles set to open, the sound is positively primal, bellowing loudly and grandly under hard acceleration and then belching with all the grace of a beer-swilling frat bro on upshifts.
On overrun, the F-Type does snap, crackle and pop far better than any tiny cereal cartoon mascots. If you're ever lucky enough to get behind the wheel, just do yourself a favor and drive it hard through a tunnel. Not only will your ears thank you, but so will every motorist around you. The fun comes when it's switched to Dynamic and control moves from the computer to the Ignis Orange paddles mounted behind the steering wheel. Part of the F-Type's accelerative joie de vivre comes from the eight-speed "Quickshift" automatic transmission. This is yet another one of ZF's excellent eight-speed boxes, and - no surprise - it's not stymied when used in a performance application. Left in full auto and in the standard driving mode, it performs as admirably as any other eight-speed ZF I've tested. The fun, though, comes when it's switched to Dynamic and control moves from the computer to the Ignis Orange paddles mounted behind the steering wheel.
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