So which one...the Porsche Macan 3.6L Turbo (with possibly a flawed and underrated, under-powered PDK 7 speed transmission according to some on this Forum that can only handle the current 400HP/TQ; anything > 450 lb/ft TQ and it could break) or the new Maserati Levante S with an engine built by Ferrari in the Ferrari factory (3.0L 6-cylinder twin turbo from the Ghibli S...with 424HP stock, AWD, a ZF 8-speed Auto tranny w/ paddle shifters & LSD)...which one would be better with an ECU tune and other minor performance mods? LOL. Discuss gentlemen. 
Engines are a second-gen evolution of the Ghibli’s 3.0-liter, 60-degree, twin-turbo V6, built at the Ferrari works in Maranello. Danesin says there are subtle hardware or “optimization” differences between the standard V6 and the Levante S upgrade, but the turbos are identical. The engine makes 345 hp, 369 lb-ft in the base car and 424 hp, 428 lb-ft in the S -- the highest specific output among luxury SUVs. The torque maps change from normal to sport modes -- flat torque delivery in sport, rev-dependent in normal -- and the exhaust track is fitted with pneumatic flaps for a more circuitous, muted flow in normal, and a straight-dump, full Maserati roar in sport.
ZF supplies the eight-speed torque convertor automatic, with wheel paddles and full manual control -- no shift-up override. Maserati’s Q4 all-wheel drive is essentially the same as in its sedans: a power take-off at the end of the transmission with a multiplate clutch to shift power to the front differential. The default torque split is biased way rearward -- 100 percent in sport mode -- but as much as 50 percent of the engine torque can be directed to the front wheels. A mechanical limited-slip rear differential is standard, with brake vectoring on the front axle.
The Levante uses the Ghibli’s basic suspension layout, with geometry adjusted for more wheel travel and air springs in place of steel coils. The suspension pieces and sub-frames are aluminum. The springs are controlled independently at each wheel by the same ECU that manages Maserati’s Skyhook adaptive shocks. Air springs are used because they maximize both on- and off-road capability, according to Danesin, who says the Levante generates the most lateral acceleration and the least understeer of any SUV.
So equipped, Maserati’s SUV can operate at five different ride heights (plus a sixth for park), with a 3.35-inch range. There are four selectable drive modes -- normal, sport, off-road and ICE -- managing three basic control groups together: engine map, boost and transmission; air springs and dampers; AWD and stability control. There is no individual adjustment within the groups.
The Levante S comes with a brake upgrade -- larger disks and six-piston aluminum front calipers, as opposed to two -- delivering what Maserati claims is the shortest stopping distances among SUVs (60-0 mph in 113 feet). Calipers can be painted five colors, with the Maserati trident, and wheels range from 18 to 21 inches.
Engines are a second-gen evolution of the Ghibli’s 3.0-liter, 60-degree, twin-turbo V6, built at the Ferrari works in Maranello. Danesin says there are subtle hardware or “optimization” differences between the standard V6 and the Levante S upgrade, but the turbos are identical. The engine makes 345 hp, 369 lb-ft in the base car and 424 hp, 428 lb-ft in the S -- the highest specific output among luxury SUVs. The torque maps change from normal to sport modes -- flat torque delivery in sport, rev-dependent in normal -- and the exhaust track is fitted with pneumatic flaps for a more circuitous, muted flow in normal, and a straight-dump, full Maserati roar in sport.
ZF supplies the eight-speed torque convertor automatic, with wheel paddles and full manual control -- no shift-up override. Maserati’s Q4 all-wheel drive is essentially the same as in its sedans: a power take-off at the end of the transmission with a multiplate clutch to shift power to the front differential. The default torque split is biased way rearward -- 100 percent in sport mode -- but as much as 50 percent of the engine torque can be directed to the front wheels. A mechanical limited-slip rear differential is standard, with brake vectoring on the front axle.
The Levante uses the Ghibli’s basic suspension layout, with geometry adjusted for more wheel travel and air springs in place of steel coils. The suspension pieces and sub-frames are aluminum. The springs are controlled independently at each wheel by the same ECU that manages Maserati’s Skyhook adaptive shocks. Air springs are used because they maximize both on- and off-road capability, according to Danesin, who says the Levante generates the most lateral acceleration and the least understeer of any SUV.
So equipped, Maserati’s SUV can operate at five different ride heights (plus a sixth for park), with a 3.35-inch range. There are four selectable drive modes -- normal, sport, off-road and ICE -- managing three basic control groups together: engine map, boost and transmission; air springs and dampers; AWD and stability control. There is no individual adjustment within the groups.
The Levante S comes with a brake upgrade -- larger disks and six-piston aluminum front calipers, as opposed to two -- delivering what Maserati claims is the shortest stopping distances among SUVs (60-0 mph in 113 feet). Calipers can be painted five colors, with the Maserati trident, and wheels range from 18 to 21 inches.
