The 2024 Porsche Macan EV has character, pace, and the right badge

A pair of Porsche Macans parked by the water
Enlarge / The third-generation Porsche Macan drops the internal combustion engine—this one is only available as a battery-electric vehicle.
reader comments 57 Porsche provided flights from London to Nice and accommodation so Ars could drive the Macan. Ars does not accept paid editorial content.

Porsche's Taycan has been a nice electric vehicle for the German brand, and the recently updated model is supposed to offer more of the good stuff and less of the bad. The sedan is on the expensive side, and it doesn't scream "family lugger," which is where the new electric Macan comes in. Porsche's volume-selling entry-level SUV is now electric, and it might be just the car to convince skeptics and non-Porsche people alike that EV is the way to go. Maybe.

At launch, you'll be able to pick up a Macan 4 or Macan Turbo. Peak power sits at 402 hp (300 k) and 630 hp (470 kW) respectively, but that's just when you use the car's overboost. Most of the time, you'll have to make do with an adequate 382 hp (285 kW) and 576 hp (430 kW). Torque for both is a healthy 479 lb-ft (650 Nm) and 833 lb-ft (1,130 Nm). With all that grunt on board, Porsche reckons you'll be able to hit 62 mph from rest in 4.9 and 3.1 seconds, respectively (0–100 km/h takes 5.2 and 3.3 seconds, respectively), as well as topping out at 137 mph (220 km/h) and 162 mph (260 km/h). Not having a gas motor under the hood isn't a penalty when it comes to performance.

The electric Macan sits on the all-new PPE (Premium Platform Electric) architecture. Shared with Audi and its upcoming Q6 e-tron, PPE was built with electricity in mind. Its party piece is a hefty 100 kWh battery (95 kWh usable) that sits under the cabin, giving the Macan 4 381 miles (613 km) of range and the Turbo 367 miles (590 km), although that's according to the less-accurate WLTP testing scheme used in Europe—EPA range estimates will be available closer to the Macan's arrival in the US in the second half of this year.


Made up of 12 removable modules, the battery runs at 800 V, which means you can, given a 270 kW charger, get it from 10 to 80 percent state of charge in 21 minutes. That only works if the charger you're plugged into supports 800 V, but if it doesn't, the battery will virtually split itself into two 400 V units and top up that way. It takes a little longer, accepting a maximum 135 kW, but it still gets the car from 10 to 80 percent SOC in 33 minutes. Braking can net you 240 kW via regen, too. When I look at all the numbers, I can't help but get a bit excited.

I struggle with the looks of the new Macan, though. The ICE car looks more nimble, lithe, and "chuckable,"—this does not. The ICE car's distinctive side blade is present and correct, sitting low on the gas car. But because the EV has to hide a giant slab of battery, the blade floats awkwardly high, causing the Macan to look a bit dumpy from some angles. The effect is less pronounced in darker colors, and you can have it in carbon should the mood take you. Up front, there's a pretty hefty chin spoiler that doesn't look ungainly, but if you spec it in piano black, try not to wince too hard when it gets stone-chipped into the next century. The rear, however, looks rather good in the metal.


Inside is a mix of what we know and love from Porsche, plus some new touches. The 12.6-inch instrument binnacle is laid out well, and you can tweak it to your preference. Special attention has also been paid to the 10.6 inch infotainment screen. Porsche is acutely aware that having a car able to sprint to 62 mph in no time is great, but if you have to wait a few minutes for the nav to boot up before you can leave the house, the whole thing feels a bit sour.

Turn the car on, and it's ready in moments. You can flick between preferred apps, get the nav ready to go, and be on your way without having a second to moan. Should you stray from your route, the GPS is lightning-quick to reroute you, and there's an optional 10.6-inch screen for passengers, too. They can watch things on it, play with it, and feel part of the fun, though I suspect their smartphone will do the job of keeping them entertained just as well, if not better. Android Auto and Apple CarPlay connectivity comes bundled in, and each comes with a neat trick—you can use Google Maps (with Android Auto) or Apple Maps (via CarPlay) natively on the car's instrument binnacle, a feature that is just starting to become more common. (No Google Maps with CarPlay just yet, sadly.)

The tech party piece is an augmented reality HUD. In addition to showing you stats like your speed, it uses big blue arrows to point you toward the correct lane. It's a godsend for people like me who have almost no sense of direction. In fact, you can show the nav on the center display, show it two different ways on the instrument binnacle, display it via the HUD, and have it talk to you, so if you manage to take a wrong turn in the new Macan, the problem is almost certainly you.

Here's the big question, though: Is it a Porsche?

It's the same thing that was asked of the original Macan over a decade ago, and the answer there ended up being "yes." Here, the honest answer is "yes and no." It does performance incredibly well. Even without playing with overboost silliness, the Turbo has more than enough power to keep anyone entertained for a lifetime. In fact, its grunt can feel a bit much at times. Jab your foot into the carpet and you'll be sent alarmingly quickly into the distance. In all honesty, the majority can get away with a Macan 4 and won't feel short-changed. While you're hurling yourself around, or should grip levels change, the Macan can send torque where it's most needed.

The extra infotainment screen for the front passenger is an optional extra, but we still think it's pointless since everyone has a smartphone these days.
Enlarge / The extra infotainment screen for the front passenger is an optional extra, but we still think it's pointless since everyone has a smartphone these days.

Porsche is rightfully proud of its steering prowess, and while the electric Macan doesn't offer quite as much feedback as a 911, you'll still have fun with it. Finding your flow from bend to bend is rather easy, and if you have rear steer equipped, it turns deliciously tight in tow while feeling a little more agile when you're giving it some welly. Porsche Active Suspension Management is standard on all US Macans, helping each corner keep the car on the straight and narrow (and hide its 5,393 lb/2,446 kg bulk). It does an admirable job, though you do feel the Macan's heft under heavy braking, hard acceleration, and quick cornering. Physics can only be hidden so much before it gets in the way.


Playing with its various drive modes is a pleasing distraction—Normal is the one you'll spend most time in, and it's a fine way to get around. The car is comfortable and calm, and it lets you unleash a decent wedge of power with minimum fuss. Sport mode ups the ante a pleasing amount and makes the car feel a bit more edgy without making you worry it will eat you. Sport Plus goes one step further and is an utter blast, though it's probably best reserved for when you're driving alone or on a track.

The recipe is there, but it felt like something was missing. I didn't come away basking in the glow of a drive well-driven; while I knew I could push it hard, I never really wanted to. Its efficiency over mixed driving up and down hills, through town, and on the highway was impressive—3.3 miles/kWh (18.8 kWh/100 km) in both variants, though one of Porsche's preset routes had a lot of downhill sections, and a more accurate efficiency estimate will have to wait until we test a Macan on home turf.

If you're bold, you can choose to have your Macan painted in something bright.
Enlarge / If you're bold, you can choose to have your Macan painted in something bright.

The electric Macan is undeniably a good car. It has the right toys and tricks in all the right places. But I can't get over the feeling that it hasn't nailed the Porsche experience. For those who want an electric SUV with character, pace, and the right badge, this car will likely shoot to the top of the list, but if you're hunting for an electric representation of the Porsche dream that the whole family can enjoy… it might miss the mark a touch. The Macan 4 starts at $78,800, and the turbo kicks off at $105,300, with order books open now.