adaptive cruise control porsche 911

Adaptive Cruise Control - 2020 911

This video is for the generations:.

Porsche 992 (2019-)

Assistance and comfort systems

Safer on the road

The new 911 GTS comes with a range of standard assistance systems that make driving safer and more comfortable, especially in daily traffic. This includes lighting technology. The 911 GTS is fitted with LED main headlights as standard. The Porsche Dynamic Light System Plus (PDLS Plus) is combined with these as standard and provides a multitude of intelligent lighting functions. The dynamic high beam, for example, adjusts its headlight range fully variably and continuously to the traffic in front as well as oncoming vehicles.

With the optional LED matrix main headlights, 84 LEDs per headlight work together with upstream lenses and the high-current LEDs of the auxiliary high beam.

Assistance systems with expansion options

The standard camera-supported Warn and Brake Assist significantly reduces the risk of collisions with vehicles, pedestrians and cyclists. In the first instance, the system warns the driver visually and acoustically. A braking jolt follows in the second phase if there is greater danger. If the driver then brakes, this is intensified to full braking if necessary. If the driver does not react, automatic emergency braking is initiated to mitigate the consequences of a collision.

The optionally available Adaptive Cruise Control considerably extends the assistance systems’ range of functions. For example, the package offers automatic distance control with a stop-and-go function and reversible occupant protection measures. With the aid of the radar sensor and camera, the system monitors the distance to the vehicles in front and adjusts it automatically. Vehicles that cut in from adjacent lanes are also detected. If required, the system brakes to match the speed of the vehicle in front up to a complete standstill. It also uses the coasting function when possible to reduce fuel consumption. The system therefore offers greater driving comfort, particularly in slow-moving traffic.

Thanks to the stop-and-go function, the 911 GTS is able to move off again independently after braking to a standstill. If the vehicle stops for longer than 15 seconds, a short tap on the accelerator pedal or resumption via the control stalk is all that is needed to move off again. In an emergency braking situation, the side windows and the sliding/tilting sunroof are automatically closed. The reversible belt tensioners for driver and front passenger are also activated.

Lane Keeping Assist with traffic sign recognition

Leaving a lane unintentionally is dangerous. The optional Lane Keeping Assist system monitors the car’s position using a camera, and responds by providing steering support if the driver leaves the lane without indicating. An additional acoustic warning can also be activated in PCM (Porsche Communication Management). The system is active between 65 and 250 km/h.

Lane Keeping Assist is combined with traffic sign recognition, Which uses the same camera and detects permanent and temporary speed requirements, as well as overtaking bans and indirect requirements such as place name signs. The traffic sign recognition works situation-dependently and makes use of other vehicle systems. If the rain sensor detects wet conditions, for example, the speed limit display system shows weather-related speed limit requirements. When driving on unfamiliar, winding country roads, the system also provides a direction-dependent indication in the driver’s display before tight corners.

The optional Remote ParkAssist package includes Lane Change Assist. The system uses a radar sensor to detect the distance and speed of traffic behind the car in adjacent lanes. If the speed and distance to the driver’s vehicle are deemed a risk for changing lanes, a warning is shown in either the left or right exterior mirror. The system detects vehicles at a distance of up to 80 metres and is active between approximately 15 and 250 km/h.

Remote control parking

Assistance systems make manoeuvring and parking the new 911 GTS much easier. The standard front and rear ParkAssist supports the driver with visual and acoustic warnings. The system uses ultrasonic sensors fitted to the front and rear of the vehicle. The 911 GTS Targa and 911 GTS Cabriolet are also fitted with a reversing camera as standard. This is available as an option on the Coupé. The colour camera image, with dynamic guide lines and distances, helps the driver to estimate the distance to other cars and obstacles.

With the Remote ParkAssist option fitted, entering and leaving parking spaces can be controlled remotely via a smartphone [1], without the need for a driver to be at the wheel. Automatic control is possible in parallel and perpendicular parking spaces as well as garages. The system automatically detects a space and measures it using ultrasonic sensors and a camera. If the space is large enough, the driver can start the parking process via the Porsche Connect App and then get out. They constantly monitor the parking process by pressing and holding a corresponding button on the smartphone’s app interface. Active Parking Support independently takes over steering as well as the forward and reverse motion and braking of the vehicle. When the button is released, the 911 GTS immediately stops the parking manoeuvre.

[1] Compatible with Apple iPhone 7 and higher and iOS 13 and higher

Porsche 911 GTS models

P21_0172_a3_rgb.jpg

Download gallery as zip file

Porsche 911 GTS models: Targa and Carrera

Video Porsche 911 GTS models: Targa and Carrera

Your cookie settings.

Please select your cookie preferences below.

These cookies are necessary in order to ensure the unrestricted functionality of this website and cannot be deactivated.

These cookies are used to see how you interact with our website, which helps us improve performance and adapt the content to your interests. To do this, we use the services of third-party providers that receive information about your use of our website and may, for their own purposes, also combine this with other data that they have received from you and possibly from elsewhere.

Porsche Delaware Official Blog

Home » Porsche Technology » Video: How to use the Porsche Adaptive Cruise Control?

Video: How to use the Porsche Adaptive Cruise Control?

2022 Porsche Taycan Cross Turismo front and side view

Know how to use the Porsche Adaptive Cruise Control

Learn about the Porsche Driver Assistance System and how you can get the best out of it. In this video, you’ll know all about the activation and setup of this amazing feature. You’ll also get in-depth knowledge about the Porsche adaptive cruise control.

Read here: What are the performance specs of the 2022 Porsche Cayenne Turbo GT?

Read here: Where Can I Get Genuine Oil and Filter Change Service in Newark, DE?

Get new Porsche vehicles in Newark, DE

If you are interested in purchasing a new Porsche vehicle, you must visit the Porsche Delaware dealership in Newark, DE. Please feel free to contact our team in case of queries or concerns.

Sharing is caring!

What Are the Tech Features of the 2024 Porsche Panamera?

How to use the porsche comfort access feature in your porsche cayenne.

This entry was posted on Friday, May 20th, 2022 at 8:04 am and is filed under Porsche Technology . You can follow any responses to this entry through the RSS 2.0 feed. Both comments and pings are currently closed.

The Magnificent Seven: 2020 Porsche 911 Carrera S Manual

Do not take the simple joys of driving the new manual-equipped Porsche 911 Carrera S for granted. It may not be around forever.

But we'll embrace it while we still have it. It was definitely worth the wait. The 992-generation 911 may have silly electronic door handles and be larger and heavier than the last, but it remains a great driver's car, made even better by an old-timey manual transmission.

Porsche launched this 911 in 2019 exclusively with an eight-speed dual-clutch automatic. The once standard manual only recently became available as a no-cost option on the car's S and 4S models. The "no-cost" aspect of this looks like a win until you remember that Porsche used to charge $3200 more for the automatic. Oh well.

.css-1rvrtxn{font-family:Gliko,Gliko-fallback,Gliko-roboto,Gliko-local,Georgia,Times,Serif;font-size:1.625rem;line-height:1.2;margin:0rem;-webkit-text-decoration:underline;text-decoration:underline;text-decoration-color:#DBCA8B;text-decoration-thickness:0.25rem;}@media(max-width: 48rem){.css-1rvrtxn{font-size:2.25rem;line-height:1.1;}}@media(min-width: 48rem){.css-1rvrtxn{font-size:2.625rem;line-height:1.1;}}@media(min-width: 64rem){.css-1rvrtxn{font-size:3rem;line-height:1.1;}}.css-1rvrtxn b,.css-1rvrtxn strong{font-family:inherit;font-weight:bold;}.css-1rvrtxn em,.css-1rvrtxn i{font-style:italic;font-family:inherit;} HIGHS: A mechanical shift lever, three pedals are better than two, a closer connection to the twin-turbo flat-six.

The light still shines on new 911s equipped with a manual transmission, so get one while you can.

While the manual's limited availability in the lineup is a downer, the gearbox remains a delight. This seven-speed is a totem of mechanical rightness that slots through well-defined gates with satisfyingly positive engagements. Porsche put the leather-wrapped knob at the perfect height and distance from the driver. Reaching for seventh gear way out there in its own plane remains a bit disorienting, but we'll take the weirdness of downshifting to sixth over pulling a paddle. Compared with the automatic's silly gear selector—which has been likened to everything from an electric razor to genitalia—the manual's shifter appears serious and substantial, sort of like the difference between a water pistol and a Winchester.

Even its clutch pedal draws you in, with smooth and progressive takeup. Along with a good range of motion, the pedal telegraphs the clutch's exact level of engagement with firm resistance, yet it's light enough not to strain your leg in gridlock.

LOWS: No launch control, limited to S and 4S models.

Using your right hand and left foot to change gears pulls you closer to the flat-six perched behind the wheels. Sure, this twin-turbo 3.0-liter's 443 horsepower and 390 pound-feet of torque mean you don't really need to downshift to blast around slower traffic, but the joy of feeling more involved makes you want to drop a gear or two at every opportunity.

One of the greatest threats to the manual's existence in the 911 is Porsche's dual-clutch automatic, the PDK. It's a staff favorite among autoboxes. It requires less effort than the manual and snaps off seamless ratio changes with clairvoyant acuity. Those robotic abilities give it an advantage on a track, too. It's smart enough to downshift into the correct gear under braking, and it upshifts quicker than a human can. Opting for the manual offers no fuel-economy benefit; it earns the same 20-mpg EPA combined fuel-economy rating as the automatic. Factor in the extra 0.7 second that it takes the manual Carrera S coupe to reach 60 mph and it's hard to blame the vast majority of 911 buyers who have given up on the DIY transmission.

Some of this blame can be placed on Porsche, though. To protect the driveline from catastrophic abuse, Stuttgart limits the engine to 3500 rpm when the car is stopped. Dump the clutch at that engine speed and the six bogs. Extracting the best from the car requires a careful slip of the clutch, which will undoubtedly shorten its life. But the small hit to acceleration times is an acceptable price to pay for increased driving pleasure.

Porsche expects about 20 percent of U.S. buyers to go for the manual, which is similar to the mix for the outgoing 991.2 model and the highest take rate in any market. In Germany, that figure dips into the single digits. It helps that manual loyalists will find that the 911 really has no competition. Except for the Aston Martin Vantage AMR , the 911's direct competitors are automatic only.

Withering demand for the stick shift makes it that much harder for Porsche to justify the cost of the transmission's engineering and model-specific components and the extra regulatory red tape that comes with meeting ever more stringent emissions and safety standards. Three-pedal buyers miss out on the automatic's electronically controlled differential and must settle for an old-fashioned limited-slip diff, but at least the manual transaxle is about 60 pounds lighter than the PDK. Choosing the stick also limits the available driver aids—you can't get adaptive cruise control, for instance—but that doesn't bother us much.

Buying any 911 has always been a big monetary commitment, and the 2020 Carrera S's $114,650 base price is no exception. At least non-PDK buyers get the Sport Chrono pack thrown in for free. A $2790 option on automatic 911s, the package on manual-equipped cars consists of rev matching, a drive-mode selector knob, a Sport setting for the stability control system, and adaptive powertrain mounts that automatically soften or cinch depending on the drive mode. Don't worry, purists, you can deactivate the rev-matching feature should you want to heel-toe downshift and blip the throttle yourself.

The base 992 Carrera still doesn't offer a stick; it's possible it never will. But Porsche remains committed to building manual 911s as long as enough people actually buy them. The company has even shown a willingness to acquiesce to consumer demand, reinstating the once discontinued stick shift in the 911 GT3 .

Beyond supply and demand, though, the decline of the manual transmission reflects mankind's desire for quantitative improvements with every iteration. There's no denying that when measured this way, the automatic 992 is superior to its manual analogue. But a Porsche 911 is not the same as an iPhone. This car is perfectly usable and practical transportation, but the happiness it imparts is what makes it more than just a machine. Relentless technological advancement can make our lives easier but not necessarily more fun.

For those who understand and appreciate the difference that a stick shift makes, an automatic 911 will remain about as unpalatable as well-done filet mignon. We want cars that involve us. We enjoy flavor, we crave control, and if we find something that brings us joy, we will fight to keep it. A manual 911 offers a connection missing in the automatic car and serves to hammer home the maxim that a clutch and shifter are integral to the driving experience. Do your part and buy one.

0.3 vs. 0.1

When it comes to shifting gears, the human arm—even a Schwarzenegger limb in Mr. Olympia condition—is no match for computer-controlled solenoids. To figure out the dual-clutch automatic's advantage, we timed the manual 911's shifts using CAN bus data and our test equipment. The absolute quickest we can manage a 1-2 gearchange is a hair under 0.3 second. Porsche claims the 992's ZF-supplied PDK can snap off a shift in as little as 0.1 second—a gear swap so quick and smooth, it's invisible on the speed trace from our test data. A 200 percent disadvantage is never going to win a race, but the manual 911 remains 100 percent more enjoyable, whether test equipment can measure that or not. —K.C. Colwell

Found in Translation

To offer a stick shift in the 911, Porsche converted its dual-clutch automatic to work like a manual trans. It wasn't a straightforward procedure, since the automatic lays its gears out in a way that would create a strange shift pattern for the manual if left alone [see below]. For instance, first gear is where you'd expect to find fourth and fourth is where sixth should be [A] .

To avoid confusion and allow this manual to retain a familiar shift pattern, Porsche developed MECOSA, which stands for mechanically converted shift actuator. MECOSA translates the conventional-shift-pattern commands made by the driver into the desired gear engagements within the transmission [B] . Without it, the driver would have to use the aforementioned odd shift pattern. It's a little mechanical ingenuity worth celebrating in this overwhelmingly computer-aided age. —K.C.

Specifications

2020 Porsche 911 Carrera S

VEHICLE TYPE rear-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe

PRICE AS TESTED $121,950 (base price: $114,650)

ENGINE TYPE twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection Displacement 182 in 3 , 2981 cm 3 Power 443 hp @ 6500 rpm Torque 390 lb-ft @ 2300 rpm

TRANSMISSION 7-speed manual

CHASSIS Suspension (F/R): struts/multilink Brakes (F/R): 13.8-in vented, cross-drilled disc/13.8-in vented, cross-drilled disc Tires: Pirelli P Zero PZ4, F: 245/35R-20 (91Y) NA1 R: 305/30R-21 (100Y) NA1

DIMENSIONS Wheelbase: 96.5 in Length: 178.3 in Width: 72.9 in Height: 50.9 in Passenger volume: 72 ft 3 Cargo volume: 5 ft 3 Curb weight: 3317 lb

C/D TEST RESULTS 60 mph: 3.6 sec 100 mph: 8.0 sec 130 mph: 13.2 sec 150 mph: 19.0 sec Rolling start, 5–60 mph: 4.5 sec Top gear, 30–50 mph: 12.9 sec Top gear, 50–70 mph: 9.6 sec 1/4 mile: 11.8 sec @ 122 mph Top speed (mfr's claim): 191 mph Braking, 70–0 mph: 136 ft Braking, 100–0 mph: 270 ft Roadholding, 300-ft-dia skidpad: 1.06 g Standing-start accel times omit 1-ft rollout of 0.4 sec.

EPA FUEL ECONOMY Combined/city/highway: 20/17/25 mpg

Mike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver 's reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines.

preview for HDM All sections playlist - Car & Driver US:

.css-1updq97:before{background-color:#000000;color:#fff;left:0;width:50%;border:0 solid transparent;bottom:48%;height:0.125rem;content:'';position:absolute;z-index:-2000000;} Instrumented Tests .css-1e2ieb7:after{background-color:#000000;color:#fff;right:0;width:50%;border:0 solid transparent;bottom:48%;height:0.125rem;content:'';position:absolute;z-index:-2000000;}

Porsche Cayenne S Coupe Tested: The V-8 Returns

Tested: 2024 Honda Ridgeline TrailSport

2024 Jaguar F-Type R75 Goes Out Roaring

2024 BMW X5 M60i Tested: A Proper Balance

Tested: 2024 Ranger Raptor Has Our Full Attention

Tested: 2024 Hyundai Santa Fe Mixes Form, Function

Tested: 2024 Porsche Cayenne Makes a Solid Base

2024 Tesla Cybertruck Beast Tested: Space Truckin'

Tested: 2024 Lucid Air Sapphire Is a Stone Groove

Tested: 2024 Mercedes-AMG C63 Is the Quickest Ever

2024 Wrangler 4xe: High Capability, Higher Price

Forum Listing
Marketplace
Advanced Search
Porsche Macan Tech Section
Electronics

Adaptive Cruise Control, PAS and Lane Keep Assist review

Add to quote

After reading this forum for quite some time now, there are 2 options that I seldom see discussed, or even recommended: ACC with Porsche Active Safe and Lane Keep Assist (LKA). Every summer, my family and extended family gather at my mother-in-law house by the lake, north of Houston. It is a fun time for the wife and kids, who end up staying for several weeks there. For me, having to drive back and forth every weekend for over an hour, late at night (Friday night after work, and Sunday night back home), while tired and by myself, is a little too much. For that reason alone I ordered ACC/PAS and LKA. Today I had a chance to try it out for the first time, and it is quite remarkable. The ACC/PAS + LKA combo gives you almost self-driving capabilities, that while not completely replacing the driver, gives you a huge boost in security. First, ACC keeps a constant speed AND distance set by you. Then the vehicle just accelerates and/or brakes to adjust to varying traffic conditions. It works just as expected, and is able to react in an instant if the vehicle in front of you suddenly brakes, or someone cuts in front of you. In addition to that, even if ACC is not engaged, PAS is able to warn you with visual and audible warnings if you are approaching the vehicle in front of you too quickly, and if needed, is able to apply the brakes in case of emergency. Today I experienced it first hand, and it was really, really good. The $%^&*( in front of me suddenly stomped on the brakes out of the blue, and as soon as I just touched the brakes, they were applied with all the necessary force to stop on a dime and avoid a collision. Now, one of the least liked options -or so it seems- is LKA. Yes, it does feel different driving with LKA, but if needed, the car will actually keep you in your lane, even if you are in a curve. If you try to change lanes without signaling, it will gently pull you back into your lane. Of course you can easily overcome it and continue with your maneuver if you want to. It feels like if the road had grooves and just moves you back into position on the center of your lane. Again, this is an incredible safety feature if you accidentally get distracted. One added bonus is that you get reminded to always use your turn signals when changing lanes. Something we all could learn to do all the time... I guess some of you may be thinking: I got a Porsche to drive it myself, not to let a computer do it for me. I know, me too. But when you are tired, or distracted, it is almost like having a co-pilot with you all the time. Accidents happen, even to the best of drivers, so having technology to help you avoid them, is a welcome addition in my book. For those of us with long, flat and boring highways, ACC/PAS and LKA is a good set of features to increase our safety on the road.

Great review of these features! I absolutely love ACC and use it on all longer commutes. And when you get to know how it works/reacts in different situations it is very relaxing and usufull feature. The safety net that PAS provides is great to know that it works in the background. I didn't have LKA on my GTS and ordered just LCA (which I think is another really great feature!!). I didn't order LKA on my GTS because I had the feature on my Audi SQ5 and didn't like it. The way it was implemented on the Audi was a bit too intrusive and you also had to "fight" the wheel to override. It also gave you feedback in the steeringwheel which was a bit annoying. I now have LKA/LCA package on my Turbo and at first thought it would never be used. But I was wrong. I had it on for a longer trip last weekend at it works really well. MUCH better than on the Audi. Not intrusive at all but just adds that extra piece of relaxing feeling to your commute. It corrects your wheel smoothly whithout being intrusive. It is also quite easy to override without having to fight with the steering wheel. This was a good surprise to me and I will actuall engage LKA on all my longer trips. The standard feature that I had on my GTS, the LDW (Lande Departure Warning) was just very annoying with the froggy sound it did generate and didn't help a bit. LKA however will be used more frequently and I can fully recommend this option for anyone on the fence.

Luke said: Great review of these features! I absolutely love ACC and use it on all longer commutes. And when you get to know how it works/reacts in different situations it is very relaxing and usufull feature. Click to expand...

ACC with PAS is the one feature I regret not ordering. Not so much for the drives that are interesting, but for the boring stuff when you start checking out the scenery, the stop and go, or the long drives where maybe fatigue sets in without realizing it.

Thanks @alex_c for the comments! I've had ACC on my last few vehicles and will never get another car without it, and and glad to hear I will like it on my Macan (which just hit the Rhode Island shores today and I should have soon!!). It sounds like the you are pleased with the way it works, and I am eager to see how Porsche does with this tech. I'd be curious to know how auto makers do this - are they all getting the sensors and computers from the same place or are there several manufacturers of this technology - because I have experienced different results. In a prior Mazda, I found the system made lightning fast decisions and was very quick and responsive. Whereas on my current Lexus, I find the system is wildly inconsistent and there is literally several seconds of reaction time before anything happens. For instance, the car slows down because of a slower vehicle in front of me, they then move out of the lane to let me pass, and I can literally count 4 seconds before the accelerator reacts to bring me back up to set speed. And regardless of which distance setting I choose, I find that the car sometimes keeps pace too close for comfort, and then other times lets huge gaps form. Whoever Toyota/Lexus uses for these parts needs to go back to the lab... The only thing I do like about the Lexus system is that it is "all speed" ACC, meaning it will keep following all the way down to the slowest crawl and will even make a full stop if needed. Is the Porsche system similar in that regard? Cannot wait to post my own photos and observations!

alsper said: Picked up my GTS just today, a few hours ago. I'm still quite confused as to how to activate/use all those ACC. PAS, LCA, LKA etc. Even the phone instructions seem more advanced/complicated than what I used in my previous car. Trouble is that I'm going on a two week trip, so will leave the learning and experiencing more when I return home. ASs you might see, I also am having trouble in inserting pictures... Click to expand...

Thanks for the review. I'm betting these features will be more and more common in the coming years. When I bought my S 2 months ago, I really wasn't aware of this feature - except seeing it on some tv commercials for various cars AND I was very price conscious about getting the S. So much so I was on the borderline about getting the Macan at all. Many moons ago, I was riding out east in Long Island heading towards Montauk with my girlfriend - Sunday afternoon, beautiful day and despite having a brunch and espresso, was more tired than I imagined. Windup was, I dozed off while for a few seconds, ran us off the road into a soft gully, car (Honda Civic IIRC) turned over and was totaled. We both ended up fine, incredibly, but driving while the least bit tired still haunts me. The daily NYC commute can be challenging at times also with all the congestion along with distracted drivers. Looking back, I wish I would have given more thought to the options, ponied up and gotten these safety features........next car for sure......

As my Macans were all "lot" vehicles, none came with the adaptive cruise control. While I rarely, very rarely use cruise control, I do wish I had it. I've never experienced how it works but I'm sure I'd see the extra bit of safety it offers. As far as LKA, I've had that on all my Macans and never use it. I don't feel it's implemented well and certainly is long shot away from self driving. Once it corrects a time or two it warns you to take over yourself. LCA is a whole other story and that I love. I would never buy another car without it. What really boggles my mind is so many cars these days come with these features, even a lowly Kia. And the Porsche does not. In a few years they will all be government mandated.

Look in your manual's index & simply turn on LKA & LCA & leave them on. Use your turn signal (as everyone should) whenever changing lanes. Unless you drift out of your lane or change lanes w/o signaling, you will not see LKA in action. This is good. Re LCA you will see the vertical lights on the inside of your side mirrors light up whenever a car is in your "blind" spot. If your side mirrors are properly adjusted & STAY adjusted, you really will not have any blind spots but, the LCA lights are an extra confirmation that another vehicle is there. RE ACC, read the manual when you have time. The lower left side stalk below the turn signal stalk controls ACC. it can move in 4 directions. Push the button on the end of the stalk to turn it on & leave it on. It really is now in a ready mode & will not activate until & unless you activate it. Push FW to activate ACC at your current speed. That is basically it. See manual for details. It may save your a$$ on a long trip if you get tired or distracted.

My worst fear on LA freeways . Those that are "just peeking for a second " . Yikes ! Sent from AutoGuide.com Free App

I thought they were talking about the Concours judge.

I have all those assist systems. I'll throw in my two cents. The only one I like is LCA. LKA I don't like. Feels weird to me someone helping me steer. Also interfere with me clipping the apex on curvy roads! The point above regarding the cyclist is valid. The car can't see it and will help you steer towards the cyclist, unless you signal when you move towards the middle to give it more space. Mine is off all the time. PAS/ACC is a toss up for me. PAS can be helpful for those moments when you are not paying attention. But it can also brake when I don't want it to. For example, if you are approaching a vehicle that is turning off the road, it'll brake for you even I know the car will be out of the way when I get there. As a disclaimer: I am a late braker. Not a fan of ACC either. I think I tolerate following close distance a lot more than the macan. Leaves too much gap for me. People can certainly cut in if they want. And you can't turn off the adaptative part of the cruise control either. Either cruise with adaptive or no cruise. My wife loves all of them. So definitely YMMV.

If you move over in your lane to allow room for a cyclist on your right & that causes you to put your tires onto the lane dividing line, IMO you should have used your turn signal to alert any cars or motorcycles to your left (Including ones you that you may not have seen.) Did you try to adjust the following distance to the minimum with ACC? If you did make it one segment & it still does not allow you to follow as close as you like than ACC will constantly annoy you. My only real complaint with ACC is when a car in front of me slows & then moves into a left turn lane, ACC is very slow to recognize that this slowing car is no longer a hazard & will start slowing me down for several seconds. I must override with the accelerator which just annoying. In my city, far too few drivers use turn signals for lane changes. And many do not use turn signals to indicate their INTENT to turn. Rather they put on the signal when they are already starting to turn which defeats the purpose. I've driven with such people & when I mention it, they say that they do not need to signal since they can see there is "no one around." I say that they may do this for hundreds or even thousands of turns w/o collision but, that one time that they do not see the other vehicle or that one time that the other vehicle makes a sudden lane change... may result in a preventable crash. They have nothing to say. I am an advocate of signaling by habit. It may just give another driver the opportunity to brake, swerve, etc. to prevent a crash that one time that you fail to see him or maybe he was about to abruptly change lanes w/o signaling into the spot that you were going to move into.

Thanks @alex_c and @iconoclast for your guidance to my last message. I did manage to activate and operate successfully ACC, LKA and LCA during my long drives today. So, I love the way the GTS drives; and I found the above functions extremely positive for times one wants/needs extra "assistance" on long, boring, drives. No, I do not believe they should be "relied upon" in lieu of being attentive to the driving, - but are definitely an extra layer of safety, on high volume of traffic times.

With no experience using anything like it, I recommended ACC to my wife, and it ended up in the final options sweepstakes. Turns out it is a big hit -- she loves it. I think I do, too, but I don't get to drive the Macan very often. One caution, be aware the ACC points *straight* ahead at all times and cannot see what you see to the sides. I was passing a car in the LH Express lanes (Lane 4), planning on getting in front of him (Lane 3) just in time to take my exit into normal traffic (Lanes 2 and 1). At the same time, another car in the RH normal lanes (Lane 1) was changing into the LH normal lane (Lane 2). The angle of the Macan pulling into Lane 3 pointed me directly at his car moving into Lane 2 and the Macan jammed on the brakes, immediately in front of the car I had just passed. Had I not immediately overridden the ACC, I would have been rear-ended by the car I just passed.

Yikes ! Thanks for the heads up . Sent from AutoGuide.com Free App

Same problem if a car/motorcycle suddenly cuts in front of you. ACC only looks straight ahead so it won't detect the move until the last second and then BAM! it reacts violently. Driver needs to step in to slow down the car before ACC kicks in.

ACC on 2016 Macan I have ACC on my 2016 Macan and now use it all the time. It is a great safety feature. When driving in traffic, I engage it at a higher speed than the traffic flow is moving and do not worry about running into someone ahead of me even if they come to an abrupt stop. You have to get used to using it when driving on the open highway. If you are following cars and they slow down, it slows you down and you don't even notice you have slowed. I have had it set at 80 and not paying any attention to the speed and noticed I was going 65 with an open lane next to me. When you move to the open lane at a much lower speed than it is set to, it will shift down one or two gears and here you go until you reach the set speed. Another problem can be is if you are closing fast on a car ahead of you and intend to change lanes at the last minute to move in front of a car in the other lane, you will get very surprised when you are about to change lanes and ACC makes a dramatic slow down to avoid hitting the car in front of you. Very good system but you really have to watch out because as with any system that is designed to help you, it can also bite you. I just ordered a 718 Boxster and it will have ACC on it.

ritchieg said: I have ACC on my 2016 Macan and now use it all the time. It is a great safety feature. When driving in traffic, I engage it at a higher speed than the traffic flow is moving and do not worry about running into someone ahead of me even if they come to an abrupt stop. You have to get used to using it when driving on the open highway. If you are following cars and they slow down, it slows you down and you don't even notice you have slowed. I have had it set at 80 and not paying any attention to the speed and noticed I was going 65 with an open lane next to me. When you move to the open lane at a much lower speed than it is set to, it will shift down one or two gears and here you go until you reach the set speed. Another problem can be is if you are closing fast on a car ahead of you and intend to change lanes at the last minute to move in front of a car in the other lane, you will get very surprised when you are about to change lanes and ACC makes a dramatic slow down to avoid hitting the car in front of you. Very good system but you really have to watch out because as with any system that is designed to help you, it can also bite you. I just ordered a 718 Boxster and it will have ACC on it. Click to expand...

I have LCA and ACC and like them both, yet don't trust them. In fact I am more vigilant since I am relinquishing total control to machine. Perhaps my watching of lots of sci-fi movies has made me fear of machines. LOL But seriously, I had a few close calls with motorcycles while on ACC. ACC only looks straight ahead so if you are on a road curving to the left and a motorcycle is cutting in front of you from the right lane, ACC won't detect it until the very last moment. I have to intervene before ACC reacts. For LCA it is more reliable in most situations. Just once while driving at night and LCA was not lit or flashing I tried to change to the left Lane and by chance glanced to my left. Holy there was a car there! I didn't notice it earlier because of the low light and it was right next to me so LCA gave no warning at all. Guess the car just passed the warning zone. In summary, don't trust any aids. They are there to help you but you need to be 100% alert.

@jzwu Curious that this hasn't been my experience. I've never had trouble detecting motorcycles, and there are a lot here. In fact, it also detects mopeds and bicycles 99% of the time too (yes, bikes ride down the middle of the road here all the time). I was quite surprised by the bicycles, as my last car with a similar system was only about 50/50 with them. Never had any issues in curves either. Strange.

My guess is you are setting your ACC at the closest setting (shortest time/distance). I usually use the default setting so I have more space in front of me.

@jzwu Yes, I ALWAYS use the closest setting and actually wish I could make it closer to prevent cut ins. I don't think I've ever used any other setting since the first day after testing and use. One of the settings I wish could be tied to the Key so it's always there.

When I use ACC in the city I use the shortest (one rectangle) setting & when used in Freeway with light traffic, I use the default (3 rectangles) setting. ACC is extremely easy to override. Just accelerate or brake. Then when/if wish to resume, just move the lower left stalk UP. QED.

When you accelerate, once you let go of gas ACC resumes by itself. That's what I feel. Is that right? I use longer setting for heavy traffic and shorter setting for smooth traffic.

jzwu said: When you accelerate, once you let go of gas ACC resumes by itself. That's what I feel. Is that right?... Click to expand...

@ jzwu @ iconoclast Just want to make sure you realize the "distance" set is actually time, not a set amount of feet. In other words, You won't be as close on setting 1 at 75MPH on the freeway as you are at 35MPH in the city. I don't have the manual in front of me but I believe the closest setting follows the standard "2 second" rule. That's why I always use the same setting. I also only use ACC in Normal mode, not Sport, otherwise it's too jerky. I'd never tried it in Sport until some here complained about ACC being too fast to accelerate/brake, so I wanted to see if that was why. Not sure why anyone would use Sport if they aren't controlling the pedals? Just wasting gas IMHO.

Yes, I know it is the time setting so the distance changes depending on the speed. However, I find ACC works smoother in heavy traffic on longer setting, like 3-4.

Any update on if these systems are different on the 2021's??

?
597.3K posts
38.8K members

Top Contributors this Month

Porsche blog of Porsche owner woman of 911 Carrera (991.2 & 992). Experience and information of Porsche 911 and supercar, Porsche, Ferrari, Lamborghini purchase & ownership record etc. I love Porsche! * English version is automatic translation

Porsche: Porsche >

Porsche: Porsche ◆ My Porsche 911 Cabriolet (992.1) ◆ Porsche 911 (992 type)

Learn more about Porsche 911 Adaptive Cruise Control

Posted: March 24, 2021 Updated: February 28, 2022

Porsche's Adaptive Cruise Control works at speeds below 30km / h

On this day, my Porsche 992 finally reached a mileage of 2,100km, and it was about 900km to leave the break-in.

So I went out in a good mood for some errands, saying, "I wonder if I'll run about 150km today." It's like we're in front of us.

I had no choice but to take a leisurely ride while thinking about things like "Hey, I can see Mt. Fuji from such a place" that I didn't usually notice.

On the way, it seems that there was an accident in the other side, and for a while, I passed by leisurely, and the traffic became so congested that the car might stop completely.

Then I suddenly remembered a question that was in me. The question is

" Porsche 911 Adaptive Cruise Control "Can be set at 30-210km / h" Does this mean that the car will not work or start unless it is running at speeds of 30 km / h or faster? "

In that case, if you suddenly get stuck in a traffic jam when ACC is not turned on, you will not be able to use the ACC you want to use when there is a traffic jam (unless you proceed at a speed of 30 km / h or more).

I decided to take this opportunity to try it, "Isn't that supposed to be the case?"

Here, when ACC is OFF, I got stuck in a traffic jam, and the speed of the car is 0 km / h and it is completely stopped ↓

In this state ... I pressed the ACC switch ...

a! It's turned on!

I was able to turn on the adaptive cruise control function even when the car was completely stopped.

Next, try setting the running speed while it is stopped.

So that's it! !!

You may have already understood this, but I was completely misunderstood / misunderstood.

This "ACC is 30-210km / h" means "the speed you want to drive is 30-210km, which can be set as the speed to drive"!

In other words, ACC "functions (can be turned on)" regardless of whether it is 0 km / h or 300 km / h. However, the running speed setting that can be set at that time is in the range of 30 to 210 km.

Therefore, even when ACC was turned on and the speed was set at this full stop, the speed displayed first was "30 km".

When I tried to understand it in this way, I was talking about "it is natural", but I completely misunderstood the explanation of the ACC setting, so at this time it was a one-person car. I was impressed with "Ah !!!! That's it !!!!"

It's embarrassing because the level of emotion is always low.

What is Traffic Jam Assist?

One more question I had about this adaptive cruise control.

There were two ACC options, just "ACC" and this "ACC with traffic jam assist".

I'm not sure what it is, but I thought it would be better to have it, so I decided to use it with traffic jam assist, but I didn't really know what this function was.

I always research Porsche about car options that I don't buy, but when I actually buy it, I don't care about it (laughs).

When I looked it up, it was explained as follows ↓

What is Traffic Jam Assist? : A function that the adaptive cruise control system automatically starts and stops the car even in heavy traffic.

So, I also experienced this.

While looking at my 992 in the car in front of me and thinking "Oh, it's cute" (I don't need this information (laughs)), I'm trying ACC on a general road during heavy traffic.

When I tried it, depending on the driving situation of the car in front, I followed the car in front at a slow speed of "almost this, creep", or if the car in front stopped completely, 992 is also automatic It stopped completely at.

And it's an automatic return after a stop, but it feels like I've tried:

If the time when the car was completely stopped is short, if the car in front restarts, it will automatically restart and follow the front without doing anything with 992.
If the time when the car was completely stopped becomes longer to some extent, the 992 will not move even if the car in front restarts. So, if you step on the accelerator a little, the 992 will continue ACC as it is (even if you do not mess with anything) with the feeling that "Oh, sorry, I slept a little" and follow the car in front. Become

★ Addition (2022.2.28) ★

Differences between Adaptive Cruise Control (ACC) and ACC Traffic Jam Assist

I have investigated it a little more, so I would like to add it.

In the case of just adaptive cruise control, if the vehicle in front stops, your car will also stop. Then, when you want to start running again, lightly step on the accelerator and ACC will resume while maintaining the set speed and distance.

If it is with ACC Traffic Jam Assist, it is the same until your car stops when the vehicle in front stops, but the movement after that is a little different. "If the stop time is within 15 seconds, it will automatically restart when the vehicle in front starts running." To do.

If the "stop time is 15 seconds or more", ACC will be restarted by lightly stepping on the accelerator as with normal ACC.

In other words, this traffic jam assist is that "when the time that is automatically stopped during ACC is within 15 seconds, it will stop and go without permission".

Assisting traffic jams that stop and run just a little ^^

Here is a Porsche video explaining that (official). (Video around 3:25)

On this day, I knew that I could start using the adaptive cruise control function even at full stop and what traffic jam assist was, so it was very refreshing ^ ^

Moreover ~.

After refreshing, after all the scenery when running with ACC in a sloppy driving is Porsche ~ ↓

With ACC, I was able to drive while looking at the Porsche in front of me leisurely (rather than driving everything myself), which was also good.

Before ordering 992

"It's impossible to use ACC with Porsche 911! I never use it, so I don't need it."

I used to say that, but when I tried using it, it was so convenient that I couldn't stop (laughs). I use it frequently when it's crowded ^^

Related article : Take a practice trip with Porsche 911 Adaptive Cruise Control

Porsche 911 Carrera Cabriolet (992) Purchase Related Articles : ◆ Porsche 911 Purchase Note: ① Why did you buy a cabriolet? ◆ Porsche 911 purchase notes: ② Porsche 911 specification decision ◆ Porsche 911 Purchase Note: ③ Tracking the ship with Porsche ◆ Porsche 911 purchase note: ④ Remote tracking of the ship carrying the Porsche 911 entering Toyohashi Port ◆ Happy Birthday ♥ ️ (3rd time): Porsche 911 Cabriolet has been delivered ◆ Porsche 992 to Porsche NOW Tokyo ◆ Two shots with Porsche 991 Late & Porsche 992 Cabriolet ◆ All other my Porsche 911 (992) Cabriolet related articles list

I'm Rika, the author of this article. Ever since Porsche 911 became my favorite car, I've become totally addicted to Porsche, and I can't stop loving Porsche, so I started this blog. My favorite cars are 911 Carrera (991.2), 911 Carrera Cabriolet (992.1), and 911 Carrera T (992.1).

On 911 Supercars

911Supercars in the article

- Porsche: Porsche , ◆ My Porsche 911 Cabriolet (992.1) , ◆ Porsche 911 (992 type)

We're sorry for any inconvenience, but the site is currently unavailable.

Forum Listing
Marketplace
Advanced Search
2020+ Porsche 992 Tech And Performance Section
Electronics, Audio, and Lighting
Add Yours: 2020+ Porsche 911 Owners Registry

Adding Adaptive Cruise Control (ACC)

Add to quote

I am new to Porsche and lucked out by walking in on the right day; someone's 911 Carrera Cabriolet came in and they decided against it taking delivery! I bought it on the spot but am disappointed they didn't add the adaptive cruise control (ACC). Does anyone know if this can be added?

With all the hardware components involved, I'd say it's unlikely you will be able to add them aftermarket. The radar sensor is housed within the front bumper, and then you got the cameras, plus all the wiring and software programming.

Congrats on the car! You definitely had luck on your side to walk into that deal. Post some pics for us! I’ll reiterate what @Gnet said. ACC is going to be a very expensive add as it’ll require a lot of OEM parts and nothing from the dealership comes cheap. I’m pretty sure you’re going to get some comments below that it’s not “essential” on a 911 but it’s your money. I’d suggest sitting down (or possibly bending over😜) before getting the quote from the dealership.

?
13.9K posts
1.4K members

Top Contributors this Month

The Porsche Macan T Is a (Relative) Value

Porsche packages the base Macan with some nice enthusiast options. The result is lovely, if expensive.

a white car parked in front of a building with graffiti

For those unaware, the modern "T" models are a relatively recent addition to the Porsche lineup. Debuting with the 911 Carrera in 2018, a T combines the base powertrain with a handful of enthusiast-focused upgrades for less than those options would cost a la carte . (In some cases, the T models get features not available on the base car.) Combine that with some exterior tweaks and unique interior trim, and you've got a T.

For that kind of money, you could just get a BMW X3 M40i and enjoy that car's wonderful 382-hp straight-six. It'll blow the doors off a Macan T, yet that's perhaps missing the point. Do most buyers need a ton of power in a compact crossover? The engine is also a perfect partner with Porsche's PDK seven-speed dual-clutch gearbox, which remains a benchmark. It's pretty much as smooth as a traditional automatic while offering much crisper shifts. There's a little button on the steering wheel that reads "- M +" which puts you in manual mode, and you'll want to use it. Ok, employing the paddle shifters in a 261-hp crossover is a bit performative, but it is good fun.

In its nearly 10 years on the market, the Porsche Macan has offered the perfect blend of comfort and sport. The handling is sport-sedan good, yet unlike so many other compact crossovers with performance pretensions, the ride isn't spoiled. Adaptive dampers are standard on the T and they work well in any of their three settings. The steering, too, is great with just the right amount of weight, and the all-wheel-drive system allows for mid-corner adjustments and provides impressive traction.

It's perhaps not a car you'll take out for a spirited Sunday drive, but if, say, you were going out to the country and you inevitably find yourself on a twisty road, it's a car you'll have fun with. Porsche puts a lot of effort into fine-tuning all the controls of a car, the pedals, brakes, steering, throttle, transmission, etc. It pays off in a cohesive driving experience that sets the standard for everyone else to try and match. It's a subtle thing, but one that the enthusiast should appreciate.

And it's still a lovely car to live with. The Macan has been in production for an unusually long time, and will remain so as this car will be sold alongside an all-new electric variant. It received a third facelift last year, highlighted by a new center console and some exterior tweaks. The interior isn't quite as tech-festooned as many of today's cars, though that's a good thing. The gauge cluster has a small configurable screen with an attractive analog tachometer and speedometer, and the infotainment is Porsche's older, simpler system.

As you'd expect from a Porsche, the build quality is superb, and the fabric seats would be perfect if they came with lumbar support. (You get lumbar support with the optional 14- or 18-way seats, but you lose the cool fabric seat centers for leather. Not sure that's a tradeoff I'd make.) And breaking from Porsche tradition, it's not sparsely equipped as standard. You get heated seats and steering wheel, plus adaptive cruise control included in the base price. Somehow, though, blind-spot monitoring is a $700 option. Porsche may be getting a bit more generous, but it's not giving these things away.

Many will see a near-$70,000 crossover with small exterior and interior dimensions and just a 2.0-liter turbo four and dismiss it immediately. It's understandable. To justify the price, you have to really value the Macan T's sophisticated driving dynamics or the Porsche badge on the hood. Or, more likely, both.

Calling the Macan T a good value requires some suspension of disbelief, a subscription to the Porsche way of doing things. In Porsche terms, it's a deal: In any other, it's a tougher proposition.

A car enthusiast since childhood, Chris Perkins served as Road & Track's engineering nerd and Porsche apologist.

.css-ryud0:before{margin-right:0.3125rem;width:1.125rem;height:1.125rem;content:'';display:inline-block;-webkit-background-size:1.125rem;background-size:1.125rem;background-repeat:no-repeat;-webkit-background-position:bottom;background-position:bottom;}.loaded .css-ryud0:before{background-image:url(/_assets/design-tokens/roadandtrack/static/images/slash.3b27b9a.svg);} Reviews

a black sports car parked on the side of a road

The 2025 Toyota Camry Takes a Big Leap

Ford's Base Ranger Is the Basic Truck Final Boss

The 2024 Toyota Tacoma is a Living Legend

Hyundai Ioniq 5 N: the Best EV I've Ever Driven

2024 Land Cruiser: the Anti-Arrogant Off-Roader

2024 Fiat 500e: Not Really Dated, Not Exactly New

Porsche Taycan Turbo GT Feels Like EV Pinnacle

The 2024 Lexus GX Is in a Class of Its Own

land rover defender lexus gx550 mercedes benz g class

Which Luxury Off-Roader Is Best?

The Porsche Taycan Sharpens Its Case

Driving the Hyundai Ioniq 5 N eN1 EV Cup Car

2021 Porsche 911 Carrera S Cabriolet (992)

2970 South Hanley Road St. Louis, MO, 63143

Important Resources

The Window Sticker of this Porsche is currently unavailable, Please see the Vehicle Equipment Section to learn more about the options of this Porsche.

Vehicle Equipment

Equipment Highlights

:host{display:inline-block;vertical-align:top;color-scheme:light dark !important}:host([hidden]){display:none !important}img{display:block;margin:0;padding:0;pointer-events:none;filter:var(--p-internal-icon-filter,invert(3%) sepia(7%) saturate(2930%) hue-rotate(188deg) brightness(91%) contrast(103%));-webkit-animation:rerender-light-primary 1ms;width:calc(6px + 2.125ex);height:calc(6px + 2.125ex);font:.75rem 'Porsche Next','Arial Narrow',Arial,'Heiti SC',SimHei,sans-serif}@keyframes rerender-light-primary{0%{transform:rotateZ(0)}100%{transform:rotateZ(0)}}

Transmission / chassis, audio / communication, comfort assistance.

The following list shows the standard equipment for this trim level. The individual configuration and selected options are not reflected. This list might show equipment, which was replaced due to the selection of an option.

3.0-liter twin-turbocharged boxer 6

443 hp / 390 lb-ft

Incl. first scheduled maintenance at 10,000 miles or 1 year

Drivetrain Features

Aluminum block and cylinder heads

Water-cooled with thermal management

Direct fuel injection (DFI)

VarioCam Plus

Integrated dry-sump lubrication

On-demand controlled oil pump

Two 3-way catalytic converters

Expansion intake manifold

Auto start/stop function

Four valves per cylinder

Transmission

8-speed Porsche Doppelkupplung (PDK)

Stationary management with HOLD function

Rear-wheel drive

Porsche Torque Vectoring Plus (PTV+) incl. electronically controlled differential lock with fully variable torque distribution

Note: i.c.w. 7-speed manual transmission Porsche Torque Vectoring (PTV) is standard with a mechanically locking rear differential

MacPherson-strut suspension with anti-roll bar at front

Multi-link suspension with anti-roll bar at rear

Electromechanical power steering with variable steering ratio and steering impulse generator

Enhanced Porsche Stability Management (PSM) with ABS, ASR and ABD as well as pre-filling of brake system and brake assist

Wheels and Tires

20"/21" Carrera S wheels

Front: 8.5J X 20 ET53 wheels with 245/35 R 20 tires

Rear: 11.5J X 21 ET67 wheels with 305/30 R 21 tires

Performance summer tires

Front: 6-piston aluminum monobloc fixed calipers with 350 mm cross-drilled and internally vented brake discs

Rear: 4-piston aluminum monobloc fixed calipers with 350 mm cross-drilled and internally vented brake discs

ABS (integrated in PSM)

Pad wear sensor on every brake pad

Brake calipers in Red

Electric parking brake

Performance

Sport button

Porsche Active Suspension Management (PASM)

2+2 seating configuration with wide 911 body and rear engine

Side air intakes at front with active cooling air flaps and air blades

Intelligent lightweight construction in aluminum and steel composite

Auto-deploying rear spoiler

Trim on side skirts in Black

Recessed door handles

Model designation on rear fascia with highly polished chrome-plated finish

"PORSCHE" logo integrated in taillight strip

Rear lid grille with vertical slats in High Gloss Black

Trim strips in Black

Exterior mirrors on door waist rails, electrically adjustable and heatable

Electrically operated, fully automatic fabric roof with three integral magnesium elements and a rigid glass rear screen, operable up to approximately 31 mph

Integral electrically powered wind deflector

Exhaust system with 2 dual-tube tailpipe trims in stainless steel fixed to the bumper

LED headlights incl. daytime running lights with 4-point LED spotlights

LED auxiliary light units in the front end with position lights, direction indicators and side turn signals

Taillight strip including integral parking lights and rear drive lights

Automatic headlight activation incl. "Welcome Home" lighting

Three-dimensional LED taillights and integral third brake light

Climate Control

Two-zone automatic climate control with separate temperature settings for driver and front passenger, automatic air-recirculation mode including air quality sensor

Particle/pollen filter with active carbon filter

Sport Seats with electric backrest angle and seat height adjustment and manual adjustment of fore/aft position

Embossed leather on front seat side bolsters and front seat headrests

Seat centers in smooth-finish leather

Split-folding rear seats

Heated seats (front)

Safety and Security

Full-size airbags (two-stage) for driver and front passenger

Porsche Side Impact Protection (POSIP), comprising side impact protection elements in the doors and Head-Thorax airbag for driver and front passenger

Engine immobilizer with remote central locking and alarm system with ultrasonic sound-based interior surveillance

Electric air compressor with tire sealing compound

Warn and Brake Assist*

Automatically deploying supplemental safety bars

*Warn and Brake Assist cannot prevent most collisions, although it may help to reduce their severity. In addition, Warn and Brake Assist may not detect every object in the road. The system may not operate if certain evasive maneuvers are performed by the driver.

Comfort and Assistance Systems

Tire Pressure Monitoring System (TPMS)

ParkAssist (Front and Rear) incl. reversing camera

Cruise control

Comfort Access with Keyless Go and unlock upon approach

Porsche Wet Mode

HomeLink® programmable garage door opener

Instruments

Instrument cluster with central tachometer and two 7-inch TFT displays

Gear indicator in tachometer

Multifunction steering wheel with paddles for manual gear changes (360 mm diameter)

Smooth-finish leather on steering wheel rim, door grab handles, door panel armrests and center console storage compartment lid

Interior trim in Dark Silver Diamar

Door-sill guards with model designation

One 12-volt socket in passenger footwell

One individual cupholder (passenger side), one individual cupholder in center console

Electric windows with one-touch operation

Auto-dimming mirrors with integrated rain sensor

Heated rear windshield

Two USB ports and one SD card slot in center console

Windscreen washer system with aero wiper blades, 2-wiper speeds, adjustable intermittent wipe and washer jets

Bottle holder and storage pocket in each door panel

Audio and Communication

Porsche Communication Management* (PCM) including online navigation module and Connect Plus

Porsche Connect Plus* including online navigation, FM radio, wireless Apple® CarPlay®, 4G/LTE telephone module and wireless internet access, as well as Porsche Car Connect including Carfinder, Remote Vehicle Status, Remote Services and Porsche Vehicle Tracking System (PVTS), (subscription required)

SiriusXM® Radio (with 3-month trial)

Sound Package Plus, analog sound system, 8 loudspeakers, 150-watt total output with integral amplifier and digital signal processing

Voice control

*The availability of Porsche Connect services is dependent on the availability of wireless network coverage which may not be available in all areas, and may be subject to eventual technology sunset or deactivation, thus nullifying services. The vehicle equipment necessary to use Porsche Connect is only available factory-installed, and cannot be retrofitted. Likewise, the vehicle equipment may not work with future mobile networks yet to be deployed. Some functions may require separate subscriptions, or data charges may apply.

Luggage Compartment

Luggage compartment at front (4.6 ft³)

Storage compartment in each door

Look at this Porsche in the Car Configurator

See which options this Porsche has specified along all options available. Decide if this is your dream Porsche or change it to make it exactly yours.

Condition and History

Technically and mechanically tested.

According to stringent Porsche standards

Optically refurbished

According to Porsche refurbishment standards

Technical Data

Drivetrain and transmission, body - dimensions and weights, consumption and emissions, porsche approved certified pre-owned cars.

The Porsche Approved Certified Pre-Owned Limited Warranty is 24 months, unlimited miles for any vehicle sold Certified for the first time on or after 12/1/2017. Current model year vehicles and those of thirteen previous model years from the original in-service date with less than 124,000 miles are eligible for the Porsche Approved Certified Pre-Owned Program. This warranty is given to the owner of any qualifying Porsche Approved Certified Pre-Owned vehicle (distributed by PCNA and sold by an authorized Porsche Center in the United States).

Our commitment:

24 months Porsche Approved Certified Pre-Owned Warranty and Porsche Assistance
The vehicle has been inspected in compliance with our 111-point checklist
The vehicle meets the Porsche preparation standards
Only Porsche Genuine Parts have been used
All work has been performed by Porsche-trained Technicians

Macan Electric Reviews

2024 Porsche Macan Electric First Drive Review: The revolution begins

But it's not over yet. original macan will live on alongside rapid all-electric one.

NICE, France — We expect evolutionary changes when a new Porsche comes out; the new Panamera is more of an update of its predecessor than a fresh start, for example. Unveiled earlier this year, the second-generation, 2024 Porsche Macan defies this trend. It all starts under the hood: There’s a frunk there instead of an engine.

Porsche made the new Macan all electric, all the time. It’s based on the new Premium Platform Electric (PPE) architecture that Porsche designed jointly with sister company Audi specifically to underpin EVs, so don’t expect V6 or even plug-in hybrids . Instead, the gas-powered, first-generation Macan will live on indefinitely alongside the new Macan Electric (its official name to differentiate it), but that’s a short-term hedge. Even though the existing Macan represented about 35% of Porsche’s sales in the United States with 26,947 units sold, it’s a 10-year-old car pegged in one of the market’s most competitive segments. So, while the gas-powered Macan hasn't been discontinued yet, there’s a clock ticking. For Porsche, there’s no going back and it’s certainly a risky bet.

At launch, buyers will have a choice of two versions called Macan 4 and Macan Turbo, respectively. Both are built on a 100-kilowatt-hour lithium-ion battery pack located under the cabin, and both offer through-the-road all-wheel-drive from a pair of electric motors (one per axle). The 4 develops 382 horsepower and 479 pound-feet of torque while the Turbo gets 576 horsepower and a massive 811 pound-feet of torque. There’s a Launch Control function that bumps horsepower to 402 and 630, respectively. Impressive? Hell, yes! Hitting 60 mph from a stop takes 4.9 seconds in the 4 and 3.1 seconds in the Turbo. That’s in spite of a curb weight of 5,247 pounds (Macan 4) and 5,393 pounds (Macan Turbo). For context, the V8-powered Ford F-150 Tremor weighs about 4,900 pounds.

Driving range figures won’t be announced until the EPA puts the new Macan through its paces. We do know that the 800-volt electrical system unlocks fast-charging at up to 270 kilowatts, which is incredibly fast considering most luxury EVs charge in the 150-200-kW range.

Back to the platform: “Developed jointly” isn’t synonymous with “borrowed from.” Porsche and Audi worked together on the PPE architecture, and there are several Macan-specific parts.

“The two-valve dampers, the available rear-wheel steering system, and the way the Turbo’s motor is mounted on the rear axle are some of the Porsche-specific bits,” said Dr. Robert Meier, the Macan line’s manager.

The view from the driver’s seat is familiar if you’ve spent time in other recent additions to the range, like the new Cayenne . There’s a start button on the left side of the steering wheel, a little razor-like shifter on the right side of the steering wheel, and a 12.6-inch digital instrument cluster right behind it. The screen doesn’t have a binnacle, so you’ll have to find another surface to use as a snare if you want to drum along to the music in traffic, but it’s easy to read regardless of lighting conditions. You’d think that glare would make this setup a serious pain in the trunk lid; that’s not the case, thankfully.

If you wanted to add more screens to the dashboard, you wouldn’t know where to put them. There’s a 10.9-inch touchscreen for the infotainment system in the middle, and you can pay extra to get a second 10.9-inch touchscreen in the part of the dashboard that faces the front passenger. You can’t see what’s shown on the passenger-side touchscreen while driving; you can’t even tell that it’s there.

Power on the Macan, flick the shifter out of park, and you’re off in complete silence. You can enable a UFO-like acceleration noise via the main touchscreen, but without it, the cabin is remarkably quiet. That’s easier said than done in an EV, because the engine’s symphony isn’t there to cover up the various squeaks and rattles. Acceleration is smooth and linear, and the 4 has plenty of power.

Every member of the Macan Electric range comes with an air suspension system on both axles, and my test car was equipped with the optional rear-wheel steering system. The old Macan (outgoing isn’t the right term here, since it’s still going) isn’t available with either. The air suspension system does a good job of evening out bumps in the road and keeping body roll in check during cornering, but it’s the four-wheel steering that really works wonders. It helps the Macan take a bend like a smaller car by turning the rear wheels up to 5 degrees in the opposite direction of the front wheels at lower speeds. You can feel it and you can see it. It’s not tech for the sake of tech; it makes a big difference.

This handling capability is ultimately what sets the Macan apart, because in terms of acceleration it drives like any of the other EVs that boast the kind of horsepower you’d have expected from a supercar 15 years ago. Perhaps this is a question of habit or preference, but when driven spiritedly (which it really should be from time to time; it’s a Porsche, after all) it’s not quite as exciting as the original model.

While the “4” stands for “four driven wheels,” the Macan 4 isn’t always all-wheel-drive. It’s mostly rear-wheel-drive, because the front axle is usually in sleep mode to save energy. It joins the party “when extra stability is needed or under heavy acceleration,” Meier told me. This happens behind the scenes. From behind the wheel, you can’t tell whether the front axle is zapping the front wheels.

My first impression of the Macan Turbo is that it’s overkill. Not in a bad way; it’s the exact opposite. It’s overkill in the same way that a 911 Turbo is overkill compared to, say, a 911 GTS. There’s no need to have this much power under your right foot, but, damn, it’s a lot of fun and you’re glad it’s there. The power gap that separates the Turbo from the 4 comes from a bigger motor on the rear axle. It’s mounted a little further back than the 4’s motor to shift the front-rear weight distribution from 50-50 to 48-52. The 2% difference isn’t perceptible, but the trim-specific torque vectoring system helps the Turbo pivot around a turn with more precision than a heavy SUV has any right to show off.

One advantage of electric drivetrains is the instant torque, and when you’ve got this much of it to play with (remember: 811 pound-feet!) it’s almost brutal. Mash the accelerator pedal and you might as well be on the downhill part of a high-speed ride at an amusement park. It keeps going, and going … and going. There’s no lag and no interruption in the power flow. It embarrasses sports cars .

Mash the other pedal, and the Turbo stops almost as quickly as it accelerates thanks in part to six-piston front calipers (the 4 ships with four-piston front calipers). The brake pedal is a nice surprise: It doesn’t feel like a button on a Nintendo 64 controller, which is the case in many EVs and plug-in hybrid models. And yet, there’s up to 240 kilowatts of regeneration quietly slowing down the Macan.

“More than 90% of the time, when you push the brake pedal you only brake by regen,” Meier explained. “There’s no friction braking. The brakes only come into play when you really push it extremely hard. Even in ABS situations, we still use as much regen as possible before using the friction brakes.”

You don’t feel the regen while driving; the Macan coasts when you lift your foot off the accelerator. You can dial in a little bit of regen resistance by flicking a digital switch found in one of the touchscreen’s “settings” menus, but one-pedal driving, where you almost never need to step on the brake pedal, isn’t possible. Want to slow down? That’s what the brake pedal is for, Porsche argues.

One issue with the new Macan is visibility. The thick A-pillars block the driver’s view on either side, and the field of view out of the rear window is small. It gets even smaller when the speed-activated rear spoiler pops up. The new Macan would be a good candidate for a camera-based mirror system.

The trade-off of that visibility and the tapered rear end that causes it is a 0.25 drag coefficient, so the new Macan is considerably more aerodynamic than its predecessor, which had a 0.35 drag coefficient. Less wind resistance equals more range; Meier said his team’s simulations suggest that the Macan would lose about 52 miles of driving range if it had the original Macan’s drag coefficient. It rides on a longer wheelbase that clears up more interior space, and it benefits from more trunk space even before the frunk enters the equation. Porsche achieved this without super-sizing its smallest crossover . The new model stretches about 188 inches long, 76 inches wide, and 64 inches tall, so its footprint is almost exactly the same size as the first Macan's.

Beauty is in the eye of the beholder, or realistically in the eye of the dude signing the check, so I’m not here to tell you whether or not the new Macan looks good. One interesting detail worth pointing out is that the lights located in the middle of the hood-bumper-fender junction aren’t the headlights; they’re the daytime running lights. The headlights are lower and integrated into the bumper.

Pricing for the 2024 Macan 4 starts at $78,800 not counting destination, which hasn’t been published yet, and the Turbo model carries a base price of $105,300. That’s one of the more unfortunate side effects of going electric: You get a Macan that costs as much as a Cayenne . The base 2024 Cayenne starts at $80,850 including a $1,650 destination charge, and the base last-gen Macan costs $64,895.

At least both models are relatively well equipped. The entry-level 4 comes standard with an air suspension system, 20-inch wheels, a panoramic roof, a heated steering wheel, and adaptive cruise control. Get the Turbo and the list of standard features grows with trim-specific accents inside and out, LED Matrix-design headlights, carbon fiber interior trim, 18-way power-adjustable adaptive front sport seats, a surround-view camera, and a Bose surround-sound system. Options include a head-up display, a rear-wheel steering system, and the passenger touchscreen

Porsche’s rare instances of revolutionary changes have always been met with skepticism from a slice of its customer base – look up “996-generation 911” for an example. Making the new Macan electric will spark similar debates. It’s a great SUV, but it wouldn’t be any worse with a V6 instead of a frunk.

Electrification might alienate some buyers, but it should also lure new customers into Porsche stores, and the Macan has always been a conquest model. Meanwhile, drivers who want a Macan but don’t want an EV will settle for the old one. Grab the popcorn: This will be an interesting duel to watch.

Featured Gallery 2024 Porsche Macan Turbo, first drive images

Porsche Macan Electric Information

Compare the macan electric with similar vehicles.

Porsche Macan Electric

Mercedes-Benz AMG GLB 35

Lexus TX 500h

All Model Years
Rebates & Incentives
News & Reviews
Photos & Videos
More Macan Electric Information
First Drives
Performance

Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own — we do not accept sponsored editorial.

License License
Facebook Share
Twitter Share
Tumblr Share
Twitch Share
Flipboard Share
Instagram Share
Newsletter Share
Youtube Share
Feeds Share

2024 Porsche Macan Electric

Popular vehicles, popular new vehicles.

2023 Ford Bronco
2023 Toyota Camry
2024 Toyota RAV4
2024 Ford Bronco
2023 Ford F-150
2023 Toyota Tacoma
2024 Lexus GX 550
2024 Toyota Camry
2024 Toyota Tacoma
2023 Jeep Wrangler

Popular Used Vehicles

2022 Ford F-150
2021 Jeep Grand Cherokee
2022 Toyota 4Runner
2022 Honda Accord
2014 Chevrolet Silverado 1500
2020 Honda Civic
2014 Honda Civic
2018 Chevrolet Camaro
2021 Toyota 4Runner
2014 Honda Accord

Popular Electric Vehicles

2023 Tesla Model 3
2017 Tesla Model S
2016 Tesla Model S
2024 Tesla Model 3
2024 Rivian R1T
2023 GMC HUMMER EV Pickup
2022 Tesla Model 3
2024 GMC HUMMER EV Pickup
2023 Rivian R1T
2020 Tesla Model 3

Popular Truck Vehicles

2024 Ford F-150
2024 Chevrolet Silverado 1500
2024 Chevrolet Silverado 2500HD
2023 Toyota Tundra
2023 Chevrolet Silverado 1500

Popular Crossover Vehicles

2023 Ford Bronco Sport
2024 Honda CR-V
2024 Hyundai Santa Fe
2024 Chevrolet Trax
2023 Toyota RAV4
2024 Subaru Outback
2024 Honda Pilot
2024 Kia Telluride

Popular Luxury Vehicles

2024 Porsche 911
2024 Mercedes-Benz GLC 300
2022 Lexus IS 350
2024 Land Rover Defender
2024 Lexus RX 350
2024 Land Rover Range Rover Sport
2023 Porsche 911
2014 Mercedes-Benz C-Class
2021 Lexus RX 350

Popular Hybrid Vehicles

2023 Ford Explorer
2024 Toyota Sienna
2024 Toyota Tundra Hybrid
2022 Ford Explorer
2024 Ford Explorer
2023 Toyota Sienna
2024 Toyota RAV4 Hybrid

Popular Makes

Featured makes, product guides.

The Best Electric Bikes
The Best Car Covers
The Best Portable Air Compressors
The Best Car GPS Trackers

Choose a Display Name

Please enter a display name

Sign in to post

Please sign in to leave a comment.

Why the new Porsche Macan represents a huge gamble

In a sign of the times, this major car maker has taken a big gamble with its best selling SUV. It remains to be seen whether current owners will jump on board.

2024 Porsche Macan Turbo. Photo: Supplied

New Tesla brings ballistic performance

Why you should buy this car while you can

The four-wheel-drive to beat fuel bills

Porsche’s new Macan mid-sized SUV has the mammoth task of turning petrolheads into lovers of electricity.

In a bold move, the second generation of the brand’s top selling car will not have a petrol model.

The decision to move to an EV-only line-up comes with a hefty price leap from the original, although there is a boost in performance courtesy of dual electric motors.

While Porsche will broaden the line-up over time – including a single motor, rear-wheel drive price leader – for now it kicks off with the all-wheel drive Macan 4, priced from about $149,000 drive-away.

It has leather, 20-inch alloys, a 360-degree camera, smart-key entry, adaptive cruise control, adaptive dampers, a powered tailgate and electrically adjustable and heated front seats.

The 10.9-inch central screen is compatible with wireless Apple CarPlay and Android Auto and there’s a 12.6-inch curved display in front of the driver. An optional 10.9-inch display for the passenger costs $2700.

The circa $198,000 Macan Turbo has a larger rear motor, 21-inch wheels, a panoramic sunroof, quad-zone ventilation and various design tweaks. Each has a 100kWh battery with up to 613km of claimed range in the 4 and 591km in the Turbo. Fast charging from 10 to 80 per cent takes as little as 21 minutes at up to 270kW.

Most rivals offer two body styles – one with a coupe-like profile – but the Macan has a single shape that combines a low-slung roof and pillarless windows to give it a sporty feel.

While there’s no fixed rear wing, a spoiler pops up to boost downforce at speed and aerodynamics when cruising.

Despite the sleek profile there’s ample headroom courtesy of a seating position that’s 28mm lower due to the bespoke EV architecture.

Even in the rear head space is generous, while a near-flat floor maximises foot space. Taller folk may find knees perched higher due to the low seat base, but it’s an acceptable compromise.

It’s beneath the skin where things get interesting – and exciting. The Macan 4 makes up to 300kW and 650Nm when using the launch control system, enough to propel it to 100km/h in 5.2 seconds.

It’s brisk and feels faster than the numbers suggest due to the near-instant response of the electric motors. Few will have complaints with the effortless thrust.

The Macan Turbo pumps out 470kW and a massive 1130Nm, shifting 2.4 tonnes with “laugh-out-loud” pace that SUV rivals can’t match.

The jolt on a launch control take-off is wild as it scorches to 100km/h in 3.3 seconds.

It backs up that stupendous shove with sure-footed dynamics.

Having a heavy battery pack in the floor lowers the centre of gravity by 440mm, in turn making for a remarkably composed car around corners.

Excellent grip, fluid steering and terrific body control cement it as a luxury SUV with immense talent.

An electronically locking rear differential on the Turbo and well sorted electronic aids help fire the Macan out of corners with clinical efficiency and pace.

More power is sent to the rear wheels, giving it a sports car flavour, while rear-axle steering tucks the nose in tight through the corners, adding to the agility.

Despite the sporty focus the Macan can also pamper.

We only sampled the air suspension system that’s optional on the Macan 4 and standard on the Turbo and it delivers a cosseting ride.

Dial up the Sport+ drive mode from the steering wheel – which is shared with the 911 sports car – and the suspension is noticeably stiffer, especially on successive sharp bumps.

But it’s never harsh and overall the car feels quiet and refined.

The new Macan is a giant leap forward for Porsche’s electric revolution, bringing serious firepower in an SUV that is comfy and easy to live with on the daily drive.

Perhaps the biggest challenge for the new Macan is convincing the Porsche faithful that an electric motor is a suitable replacement for the pistons and turbos that have served fast SUVs so well until now.

One prod of the throttle should will end that argument, although the price hike may start another.

Porsche Macan 4

PRICE : From about $149,000 drive-away

WARRANTY/SERVICING: Three yrs/unlimited km, service intervals 2 years/30,000km, pricing not available

SAFETY: Eight airbags, auto emergency braking, blind-spot and lane-keep assist, rear cross-traffic alert with braking, driver monitoring, exit warning, speed-sign recognition, child presence detection

POWER: Dual electric motors, 300kW and 650Nm

RANGE: Up to 613km

SPARE: Repair kit

LUGGAGE: 540 litres

It comes at a price but delivers on luxury. What it lacks in aural theatre it makes up for in electric firepower.

The American electric car pioneer is under siege from a wave of rival performance EVs but its latest model could set them back on their heels.

Soft-tops, cabriolets, roadsters and spyders all brighten up even the cloudiest of days but are now at risk of extinction. We drive one of the latest to see what they offer in a world of SUVs.

Rising fuel costs are biting folks who drive big cars. This full-sized family wagon brings a classic solution to the problem.

IMAGES

Porsche 911: InnoDrive & Adaptive Cruise Control
Used 2015 Porsche 911 Turbo S Carbon Fiber Trim! Adaptive Cruise
Porsche 911: InnoDrive & Adaptive Cruise Control
Used 2015 Porsche 911 Turbo S Carbon Fiber Trim! Adaptive Cruise
Porsche Adaptive cruise control with Porsche Active Safe (PAS)
Adaptive Cruise Control

VIDEO

2021 Honda Civic Elgin, Schaumburg, Barlett, Barrington, Hoffman Estate, IL E12147A
launch Control Porsche 911
Porsche 911 Carrera 4 GTS PDK HD Video
Die adaptive Aerodynamik beim neuen Porsche 911 Turbo
Carefree Cruising
How to Adjust Clutch Cable on Aircooled Porsche 911 930 FAST & EASY

COMMENTS

How to use the Porsche Adaptive Cruise Control (ACC)
What's the Porsche Driver Assistance System and how can you get the best out of it? This Spot On tutorial episode is here to show you how to activate and set...
Porsche Adaptive Cruise Control
Adaptive Cruise Control - 2020 911. This video is for the generations: Porsche 992 (2019-); Go to the iManuals page
Porsche 991 911 ACC Adaptive Cruise Control & PAS Porsche ...
Porsche Adaptive Cruise Control & PAS Porsche Active Safe features and demo in a 991 911 C2S.
Assistance and comfort systems
The optionally available Adaptive Cruise Control considerably extends the assistance systems' range of functions. For example, the package offers automatic distance control with a stop-and-go function and reversible occupant protection measures. ... Porsche 911 GTS models: Targa and Carrera Video | 414.14 MB . Video Porsche 911 GTS models ...
Video: How to use the Porsche Adaptive Cruise Control?
Know how to use the Porsche Adaptive Cruise Control. Learn about the Porsche Driver Assistance System and how you can get the best out of it. In this video, you'll know all about the activation and setup of this amazing feature. You'll also get in-depth knowledge about the Porsche adaptive cruise control. Read here: What are the performance ...
Porsche Adaptive cruise control with Porsche Active Safe (PAS)
PCC talks about the Adaptive cruise control with Porsche Active Safe (PAS). This system regulates the speed of your vehicle in line with the speed of the veh...
The Magnificent Seven: 2020 Porsche 911 Carrera S Manual
Choosing the stick also limits the available driver aids—you can't get adaptive cruise control, for instance—but that doesn't bother us much. ... 2020 Porsche 911 Carrera S. VEHICLE TYPE rear ...
Take a practice trip with Porsche 911 Adaptive Cruise Control
The set speed of the adaptive cruise control of Porsche 911 (992) is up to 210 km / h. Also, this ACC can be set up to a maximum speed of 210 km / h. This time, I set 120km with the Shin Tomei Expressway, but until I got used to it, the scary thing about this "automatically running 120km / h"! !! !! With the Porsche 911, I'm not afraid at all ...
Porsche InnoDrive With Adaptive Cruise Control
The standard Porsche Adaptive Cruise Control (ACC) system will control the speed of your vehicle in conjunction with the speed of the car in front of you, even down to a halt utilizing the stop-and-go function. ... Porsche InnoDrive is currently available on new Porsche Taycan, Panamera, Cayenne, and 911 models. Whether you are commuting ...
Tech Q&A
Adaptive Cruise Control. I been experiencing problems with the ACC on this vehicle since purchased new in 2014. Problem: the ACC when engaged will suddenly and unexplicably brake (hard, like brake checking). This typically occurs on extended drives with light to no traffic. I have taken to 2 different Porsche Dealer Service Centers, both ...
Adaptive Cruise Control, PAS and Lane Keep Assist review
Adaptive Cruise Control, PAS and Lane Keep Assist review. After reading this forum for quite some time now, there are 2 options that I seldom see discussed, or even recommended: ACC with Porsche Active Safe and Lane Keep Assist (LKA). Every summer, my family and extended family gather at my mother-in-law house by the lake, north of Houston.
Open-air thrills: The new 2020 Porsche 911 Carrera S and 4S Cabriolet
The Adaptive Cruise Control option includes automatic distance control and stop-and-go functionality. The 2020 911 Carrera S Cabriolet has a base MSRP of $126,100, while the 2020 911 Carrera 4S Cabriolet will be offered starting at $133,400, each not including the $1,350 delivery, processing and handling fee.
PDF Press kit
The new 2020 Porsche 911 . More muscular, more powerful, more emotional the eighth generation- Porsche 911 features a suite of new developments and enhancements. The design and interior combine ... Adaptive Cruise Control comprises automatic distance control with a stopand-go function - and reversible occupant protection. The optional LED ...
What is Porsche InnoDrive?
The compact 5-passenger sedan arrives in the U.S. market in early 2022. Porsche InnoDrive is a predictive adaptive cruise control and traffic jam assistance system that takes upcoming road design, traffic conditions, and topography into account and automatically adjusts vehicle behavior to produce the most efficient driving possible.
Porsche InnoDrive With Adaptive Cruise Control
The standard Porsche Adaptive Cruise Control (ACC) system will control the speed of your vehicle in conjunction with the speed of the car in front of you, even down to a halt utilizing the stop-and-go function. ... Porsche InnoDrive is currently available on new Porsche Taycan, Panamera, Cayenne, and 911 models. Whether you are commuting ...
Learn more about Porsche 911 Adaptive Cruise Control
"Porsche 911 Adaptive Cruise Control "Can be set at 30-210km / h"Does this mean that the car will not work or start unless it is running at speeds of 30 km / h or faster? "That is. In that case, if you suddenly get stuck in a traffic jam when ACC is not turned on, you will not be able to use the ACC you want to use when there is a traffic jam ...
Porsche 911 Turbo S
Porsche InnoDrive including adaptive cruise control actively increases the vehicle's comfort by predictively adjusting the driving speed by taking into accou...
Porsche InnoDrive: What Is It and How Does It Work?
Porsche InnoDrive is not your typical cruise control. It's not even your typical adaptive cruise control, which uses sensors and cameras to match the speed of vehicles ahead and reduce your pedal inputs during highway drives.. Yes, InnoDrive still does that, but it goes much further. By utilizing precise map data, the car pulls information about the programmed drive route ahead, including ...
Adding Adaptive Cruise Control (ACC)
2 posts · Joined 2022. #1 · Sep 4, 2022. I am new to Porsche and lucked out by walking in on the right day; someone's 911 Carrera Cabriolet came in and they decided against it taking delivery! I bought it on the spot but am disappointed they didn't add the adaptive cruise control (ACC). Does anyone know if this can be added? 997cab and NozzerP.
Adaptive cruise control?
Porsche 911, Porsche Taycan 4S (March 2021 arrival date PECATL), 2021 Porsche Cayenne GTS Aug 20, 2020. Thread starter #1 Just wondering what people think of the Adaptive Cruise Control? For a Porsche driver, letting the car drive you seems odd. Thoughts? Sponsored . louv Well-Known Member. First Name Don Joined Sep 6, 2019 Threads 27 Messages ...
Porsche Options You Love or Regret
On the spy shots of the 992 it appears like a dual exhaust with larger pipes fused with the rear bumper. Hints that Porsche did some work on this.". Many chime in with their disdain for the optional folding mirrors, too. "Love adaptive cruise control (worked great on the highway!)," says Hurricane. "Burmester and PCCBs.
Porsche 911 Assistance Systems
The new Porsche 911 features multiple driving assistance systems to enhance the experience: New Lane Change Assist, Cruise Control, Adaptive Cruise Control, ...
Porsche Macan T Is a (Relative) Value
You get heated seats and steering wheel, plus adaptive cruise control included in the base price. Somehow, though, blind-spot monitoring is a $700 option. Porsche may be getting a bit more ...
Buy used Porsche 911 Carrera S Cabriolet at Porsche St. Louis
Rear Axle Steering 20"/21" Carrera Classic Wheels 14-way Power Seats with Memory Package Heated Steering Wheel Adaptive Cruise Control (ACC) This 2021 Porsche 911 Carrera S Cabriolet is more than just a convertible; it is a sophisticated, luxurious, and powerful companion, perfect for spirited drives and cruising in style.
2024 Porsche Macan Electric First Drive Review: The ...
There's a Launch Control function that bumps horsepower to 402 and 630, respectively. ... and adaptive cruise control. ... Porsche 911 Carrera T Road Test: What's 911 minus 718? ...
Why the new Porsche Macan represents a huge gamble
It has leather, 20-inch alloys, a 360-degree camera, smart-key entry, adaptive cruise control, adaptive dampers, a powered tailgate and electrically adjustable and heated front seats.
Porsche Taycan: InnoDrive Adaptive Cruise Control System ...
In this video test out the Adaptive Cruise Control system, in combination with InnoDrive (intelligent speed control), across a variety of roads in heavy Brit...

Adaptive Cruise Control - 2020 911

Safer on the road

Assistance systems with expansion options

Lane Keeping Assist with traffic sign recognition

Remote control parking

Porsche 911 GTS models

Video Porsche 911 GTS models: Targa and Carrera

Porsche Delaware Official Blog

Video: How to use the Porsche Adaptive Cruise Control?

Know how to use the Porsche Adaptive Cruise Control

Get new Porsche vehicles in Newark, DE

What Are the Tech Features of the 2024 Porsche Panamera?

Recent Posts

The Magnificent Seven: 2020 Porsche 911 Carrera S Manual

0.3 vs. 0.1

Found in Translation

Adaptive Cruise Control, PAS and Lane Keep Assist review

Top Contributors this Month

Learn more about Porsche 911 Adaptive Cruise Control

Porsche's Adaptive Cruise Control works at speeds below 30km / h

What is Traffic Jam Assist?

Differences between Adaptive Cruise Control (ACC) and ACC Traffic Jam Assist

We're sorry for any inconvenience, but the site is currently unavailable.

Adding Adaptive Cruise Control (ACC)

Top Contributors this Month

The Porsche Macan T Is a (Relative) Value

2021 Porsche 911 Carrera S Cabriolet (992)

Important Resources

Vehicle Equipment

Drivetrain Features

Transmission

Wheels and Tires

Performance

Climate Control

Safety and Security

Comfort and Assistance Systems

Instruments

Audio and Communication

Luggage Compartment

Look at this Porsche in the Car Configurator

Condition and History

Optically refurbished

Technical Data

2024 Porsche Macan Electric First Drive Review: The revolution begins

Featured Gallery 2024 Porsche Macan Turbo, first drive images

Porsche Macan Electric Information

Porsche Macan Electric

Mercedes-Benz AMG GLB 35

Lexus TX 500h

2024 Porsche Macan Electric

Popular Used Vehicles

Popular Electric Vehicles

Popular Truck Vehicles

Popular Crossover Vehicles

Popular Luxury Vehicles

Popular Hybrid Vehicles

Popular Makes

Choose a Display Name

Sign in to post

Why the new Porsche Macan represents a huge gamble

New Tesla brings ballistic performance

Why you should buy this car while you can

The four-wheel-drive to beat fuel bills

IMAGES

VIDEO

COMMENTS