Porsche Macan

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.

And a GTS Electric model with 571PS, 0-62mph in 3.8s and a range of up to 363 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 639PS (though that's only on overboost - it's 584PS otherwise).

The top Turbo figure slashes the 62mph sprint figure to just 3.3s on the way to a most un-EV-like top speed of 162mph.

Range is 366 miles.

Despite the model name, there's no turbocharger of course developing all this thrust.

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.

Much is familiar here, even if on paper everything is different.

Recognisable for Macan regulars is the chunky, power-packed high-waisted profile with its swept-back roof line, big wheels and frameless doors.

The flat bonnet look is borrowed from the old car too, though the distinctive LED headlights that flank it and the 'socket' air intakes further down in the lower valance have more of a Taycan vibe.

It's a small size up from the combustion car - the 4,784mm body length is 103mm longer; it's 15mm wider too.

And considerably more aerodynamic, the old model's 0.35Cd drag factor reduced to just 0.25Cd here, courtesy of active cooling shutters, a flat underfloor and sleeker finishing for the big wheels (20 to 22-inches since you ask). There are lots of recognisable design cues in the dark cabin too, though apart from the low-set driving position with its high centre console, you'd have to be familiar with the brand's most recent models to recognise most of them.

Principally the uncowled three-dial 12.6-inch curved driver's instrument display, along with a 10.9-inch central touchscreen that (as usual with the brand) is properly integrated into the fascia and on request can be optionally paired with another 10.9-inch screen ahead of the passenger. Once you've adjusted to the Taycan-like gear shifter positioned high on the dash, you should find the rather over-buttoned chunky three-spoke wheel looks satisfyingly Porsche-like too.

Beyond it can be added an augmented reality head-up display that projects its information to an effective 10-metres ahead of the driver, which corresponds to a rather distracting 87-inch display on the glass ahead.

Otherwise, the ergonomics are pretty faultless, an impression emphasised by perfectly positioned uber-supportive seats and a separation of climate controls from the centre touchscreen (unlike in a rival Mercedes EQE SUV). Where you'd really notice this Macan Electric's fundamentally new design if you owned a petrol model is in the rear.

With 96mm of extra wheelbase length, a six-footer can now sit behind a front seat occupant of similar size in far more comfort.

It's some way off the palatial feel you get in a Hyundai IONIQ 5 N though and, thanks to the rakish rear end, headroom is merely adequate. Out back, there's a decently-sized 540-litre boot, 43-litres more than the old model and extendable to 1,348-litres if you flatten the 40:20:40-split rear bench.

And because Porsche has designed what it calls an 'Integrated Power Box' for the on-board AC charger, the high-voltage heater and the 12V DC-to-DC converter (a box which sits between the rear seats and the lower battery), space has been freed up for a useful 84-litre under bonnet 'frunk' for the charging leads.

At the time of this Review in Autumn 2025, prices were starting from £68,500 for the base Macan Electric, a single motor rear-driven 360PS model.

As for the dual motor variants, well at the time of our test, Porsche wanted around £72,000 for the Macan 4 with 408PS, likely to be the strongest seller.

It's around £77,000 for the Macan 4S with 516PS, around £89,000 for the GTS wiuth 571PS and around £97,000 for the top Macan Turbo with 639PS.

Standard equipment on every Macan Electric includes 20-inch wheels, a 12.6-inch curved driver's instrument display and a 10.9-inch central touchscreen, along with 8-way electric comfort seats, but it's likely that you'll be paying a vast amount extra on options, whichever variant you choose.

Adding a few basic features to a 'Macan 4', like air suspension, metallic paint and 14-way comfort seats with memory settings, heating and ventilation would add around £25,000.

And we'd expect 'Turbo' models to be specced-up typically by around £15,000 too. Remember that adaptive damping, air suspension and 'Porsche Torque Vectoring Plus' all cost extra on the 'Macan 4'.

And many owners of the 'Turbo' version will want to add in the optional four-wheel steering system.

Key options on both models include a head-up display, a supplementary passenger display screen, BOSE and Burmester surround sound audio system upgrades and a surround view camera system with active parking support, plus there's adaptive cruise control and Porsche's Innodrive camera drive assist set-up with active lane keeping.

Thanks to the 800V charging tech, this Macan can use the new generation of ultra-rapid 270kW public DC Chargers (if you can find one).

Hooked up to one of those, you'd get 60 miles of range in less than 4 minutes and a 10-80% DC charge of the 100kWh battery (only 95kWh of which is usable) in just 21 minutes.

The NMC battery uses prismatic cells - unlike the Taycan, which uses pouches.

Charging times are comparable to the Taycan. If, as is much more likely, you connect to a DC charger optimised for older-tech 400V EVs, this Macan is able to cleverly split its 800V system and except power to each bank of batteries separately.

That does away with the need there'd otherwise be for an on-board 400V-800V converter, saving weight and complexity.

As for AC charging from home, well from a typical 7.4kW wallbox, that will take 13 hours empty to full. In our 'Driving' section, we gave you the drive range figures - 398 miles for the rear-driven Macan Electric, 380 miles the '4', 377 for the 4S and 367 miles for the 'Turbo'; 300 miles in everyday use should, we think, be regularly achievable.

That's aided by a sophisticated brake regen system apparently capable of capturing up to 240kW of energy.

It doesn't offer paddles but you can alter regen via the centre screen.

As with any EV though, what won't be possible is Zero Emissions motoring.

Factor in the environmental penalty of creating the energy used to charge this car and its CO2 emissions equate to a rate of 33.2g/km. What else? Well as usual with EVs, insurance groups will be high, starting at group 45E for the entry-level single motor model, group 46E for the Macan 4 and group 50 for the Turbo version.

But you'll claim a little back in terms of VED road tax, set at just £10 for the first year and free and congestion charging.

You'll also save of course on a low Benefit-in-Kind taxation rating, set at 3% in the 2025/2026 period, then due to rise for a further 1% a year for the two years following that.

You may not be aware though that EVs now have to pay the London Congestion Charge, though unlike combustion models, they're still free from paying ULEZ zone charges.

Servicing is every 24 months or 20,000 miles, whichever comes sooner.

And there's 3 year unlimited mileage warranty for the car, plus 8 years of cover for the battery.

We shouldn't be surprised by the care with which Porsche has developed this electric Macan; much of the company's future does, after all, depend on it.

Many of the lessons learnt from the Taycan have helped create an EV that feels more intrinsically Porsche-like.

Transitioning from a Panamera to a Taycan still requires a seismic shift in perception, but that needn't be true for a combustion Macan customer switching into this battery-powered version. No, it's not a game changer in the way the combustion original was, but it is good enough to reset customer expectations for just how engaging a mid-sized premium sports EV crossover of this kind can be.

And thankfully, Porsche has managed to create a distinctly different confection from the equivalent Audi version of this design.

A Porsche should feel like a Porsche and Macan like a Macan.

This one does.