MAC AND BREEZE (some text hidden) --NONE--

By Jonathan Crouch

The Macan Electric is very much a Porsche at heart. Jonathan Crouch takes a look.

Ten Second Reviewword count: 30

Porsche reinvents its Macan mid-sized SUV for a new electric era. It's completely different in almost every way from its combustion predecessor. But thankfully, there's also much that's quite familiar.

Backgroundword count: 249

For Porsche, this is where the EV revolution starts getting serious. It was one thing to launch a supplementary full-electric model (the Taycan in 2020). But quite another to replace Macan, its combustion bestseller, with this all-electric version (though unlike in Europe, petrol Macans continue on sale in the UK until well into 2025). That original fossil-fuelled Macan, with over 850,000 global sales racked up since it was launched back in 2014, shared its SUV development with an equivalent but quite different Audi (the Q5). As does its replacement, which shares much (though not quite everything) with another Audi (the Q6 e-tron). The 'much' includes the 95kWh (usable) battery that all Macan Electrics share; and the 'PPE' ('Premium Platform Electric') underpinnings that will also underpin the brand's larger electric Cayenne. Development of this car was fraught with difficulty - the early 2024 global launch was fully 12 months behind schedule, by which time the car's original name ('E-Macan') had been shortened to merely 'Macan'. Just like the old model then, though nothing else is. Contrary to appearances, absolutely everything is different here (even the badge), but Porsche claims the driving experience will be recognisable. After all, it needs older generation customers to be comfortable with this EV transition if electric models are indeed to account for 8 out of every 10 Porsches sold by 2030. By then, the idea of a Macan Electric will seem natural. Right now though, it seems like a whole new era is just beginning.

Engines and Tech Specword count: 435

Preconceptions can be misleading. Yes this Macan Electric's based on the platform and engineering of an Audi (a Q6 e-tron). And yes, it's wardrobe-sized under-floor 95kWh (usable) battery means a 2.3-tonne kerb weight around 400kg heavier than a combustion Macan. But there are positives to the EV transition too. This Macan Electric's centre of gravity is a massive 140mm lower than its predecessor. And it's considerably faster as well, even in the entry-level rear-driven single motor 'Macan Electric' variant that'll be quite sufficient for most. It offers 360PS and makes 62mph in 5.7s. Range is up to 398 miles. Most though will want this car in dual motor AWD form with a motor on each axle, both Bosch-developed units. The 'Macan 4' model will be the strongest seller. This offers 387PS, but with overboost and launch control engaged that increases to 408PS and the car sprints to 62mph in 5.2s en route to 137mph if you engage the 'Sport' or 'Sport+' modes and feel yourself able to decimate the official 380 mile EV driving range figure that Porsche wants to quote. There's also a Macan 4S variant with 516PS that improves the 62mph stat to 4.1s. Range is 377 miles. Find the extra for the more powerful 'Macan Turbo' though and Porsche introduces a motor from its own tuning division, which ups power to 584PS - or as much as 639PS on overboost. That slashes the 62mph sprint figure to just 3.3s on the way to a most un-EV-like top speed of 162mph. Range is 367 miles. Despite the model name, there's no turbocharger of course developing all this trust. But this top Macan Electric does standardise the adaptive damping and air suspension that both cost extra on the 'Macan 4'. And for the first time in a Porsche, it introduces the option of rear wheel steering for greater cornering stability at speed. That's aided by a standard 'Turbo' model feature, 'Porsche Torque Vectoring Plus', which acts as an electronic rear differential lock, distributing power to each rear wheel according to traction and yaw rates. As for fears that shared Audi powertrain would dilute this Porsche's drive experience, well considerable efforts were made by Zuffenhausen to ensure that didn't happen. Unlike in a Q6 e-tron, the motors are positioned, 911-like, significantly behind their respective axles to create a weight balance more conducive to expressive handling. Even more evident to anyone who takes the time to try both these cars will be the considerable amount of effort Porsche has put into steering feel, which you should find in terms of engagement is unlike anything Ingolstadt makes.

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