The Porsche Macan has always been an SUV full of character, some of which has been down to a wide choice of fruity petrol powertrains. (There used to be diesels too, but we don’t talk about those any more.)
PORSCHE MACAN 4 ELECTRIC: Battery 100kWh, dual electric motors Power 285kW (300kW on overboost/launch control)/650Nm Gearbox Single-speed, AWD 0-100km/h 5.2sec Range 516-612km (WLTP), maximum charge rate 270kW Price $166,500.
So the new model’s move to 100% electric power could reasonably spark concerns that all the different models are in danger of becoming a bit… samey.
When we went to collect our Macan 4 Electric test car it was lined up next to the flagship Turbo Electric (what a weird name) and the visual contrast was considerable.
Colour had a little bit to do with it: our car’s cool Ice Grey Metallic versus a very shiny Jet Black Metallic for the Turbo. But where the Turbo’s front and rear bumpers are covered in blades and holes (standard Porsche operating procedure for anything with a capital “T” in the name), the 4 boasts a smooth shape that’s almost surreal in its aero-look: with those darkened light lenses and flush 21-inch wheels (admittedly a $4330 option, up from the standard 20s), it looks a bit like an AI version of the previous Macan. We mean that as a compliment, by the way.
You don’t even get a rear wiper; too aerodynamically messy apparently, although it’s a no-cost option. There’s a rear spoiler integrated into the tailgate, which is invisible until summoned by speed, or the manual control in the infotainment screen.
Macan's move to 100% electric power could spark concerns that all the different models are in danger of becoming a bit… samey.
The $166,500 Macan 4 and $223,000 Turbo are the launch models, although the entry-level Macan ($159,900 and the only RWD version) and 4S ($182,500) are on the way and available to order. But the Macan lineup is even more comprehensive than that, because the petrol models continue in NZ for the time being; at this stage the factory says it will still make it until 2026.
That makes eight distinct Macan models to choose from, although bear in mind the Electric doesn’t share a single component with the petrol model. It’s based on the new premium platform electric (PPE) architecture, also shared with the Audi Q6 e-tron… and other Group models to come, including the pure-electric Cayenne.
Our Macan 4 Electric test car is in the middle. Top of the “normal” Macan range for want of a better frame-of-reference.
The various Macan Electric models have different e-ingredients. On all but the entry Macan Electric, the front e-motor is the same (the base car doesn’t have one, of course). The Macan and Macan 4 have the same rear motor, but once you get into the 4S and Turbo the rear power really steps up.
So many numbers. But in a nutshell, power ranges from 250kW to 430kW across the lineup, 0-100km/h from 5.7 to 3.3 seconds.
Weight counts against any EV, but this model’s big advantage is a centre of gravity that’s 140mm lower than the petrol version.
Our Macan 4 Electric test car is in the middle. Top of the “normal” Macan range for want of a better frame-of-reference, with 285kW (up to 300kW on overboost) and 650Nm. It’s only 0.5sec quicker to 100km/h than the RWD version because there’s extra weight; but 5.2sec is still pretty quick for a family SUV.
Porsche is hedging its bets by keeping the petrol models going, but it’s not necessarily down to the cost of the Electric: our $167k Macan 4 test car has a bit more power than the $135k petrol-S and a bit less than the $178k GTS, so that tracks; although it’s slower to 100km/h than either because it’s a bigger car and 400kg heavier. It does still beat the $134k Macan T, though.
But is the Macan Electric any fun? Weight counts against any EV, but this model’s big advantage is a centre of gravity that’s 140mm lower than the petrol model. Oh, and the fact it’s made by Porsche, which is very good at this kind of thing.
The Macan Electric definitely feels like a Porsche. The steering, brakes and chassis are superbly synchronised and nicely weighted to complement each other.
As one of the more mainstream Macan Electric models, the 4’s powertrain is calibrated for a linear power delivery, even in Sport or Sport Plus modes (accessed by a 911-style rotary controller on the steering wheel).
But it still feels impressively brisk and the chassis flows beautifully from corner to corner. If you doubt the attention to detail, consider this: the Macan Electric’s rear motor is mounted further back than the Audi Q6 e-tron’s, to achieve a subtle shift in dynamic character and a more appropriate cornering attitude.
Porsche being Porsche, the finer detail is down to which of the extensive range of options are fitted; in this case, our car’s chassis benefits from the $2650 adaptive air suspension package and those upsized wheels and tyres.
The more powerful models have more chassis aggression, thanks to the Porsche Torque Vectoring Plus system that’s standard on Turbo and optional on 4S (but not available on the 4). Any model can be optioned with rear-axle steering.
Porsche remains a bit purist about one-pedal driving, by which we mean the Macan doesn’t offer it at all; the company says you get as much regeneration from coasting and conventional braking and given the quality of the pedal-feel in the Macan Electric, it’s hard to argue in the context of this car.
As a sporty SUV, it’s brilliant. The only real niggle is the ride and road noise on NZ’s coarse chip seal. The secondary ride bristles a bit at low speed, although how much of that is down to the air suspension and those larger wheels is hard to say. It’s really the only ripple in what’s an ultra-refined luxury SUV.
As a family SUV, Macan Electric also impresses. It’s 103mm longer than the petrol model and 95mm of that is in the wheelbase, with rear-seat occupants getting the most benefit. The boot is decent too, despite the coupe-like rear roofline, at 540 litres. Carmakers who say they can’t fit a frunk in their EVs might like to check out the Macan’s monster 84l front-boot.
The cabin owes a lot to the latest Cayenne, which in turn means it owes a lot to the Taycan. You get the fancy curved main instrument panel, which is a gorgeous piece of design but as with Cayenne, you can’t see the “naked” curved bit from the driver’s seat.
The rest of the dashboard is dripping in high-quality finish and yet extremely understated, with simple architecture and a 10.9-inch infotainment display that’s modest in size and modestly integrated into the centre console, rather than standing proud.
If you’ve come looking for wacky EV design and ergonomics, you’ve come to the wrong place. This is classic Porsche low-key class and a well-judged blend of touch-control with actual buttons.
Yes, there are plenty of techy new features in the revised Porsche Driver Experience OS, but they are discreetly integrated. Like the Volkswagen ID-style LED bar that blinks and glows various colours to indicate what’s happening with voice control, drive modes and driver-assists.
Granted, the Macan 4 is crazy-expensive for what’s supposed to be a fairly mainstream iteration of this new model. But it’s also one of the most expertly executed and beautifully balanced EV-SUVs we’ve driven. If you can afford it, it’s worth it.