Give the Electric Porsche Macan a Chance: Review

Pros: Wonderful Handling, Excellent Efficiency, Simple & Easy-To-Use Tech
Cons: Expensive, Some Cheaper Interior Materials

Porsche Macan: All-Electric, No Going Back

Photo by: Chris Perkins / Motor1

The entry-level Porsche Macan combines excellent driving dynamics with great quality (and the badge on the hood), which makes it hugely appealing to buyers. With a few exceptions where it was outsold by the larger Cayenne, the Macan is the most popular Porsche on the market.

So, it’s a big deal that the second-generation Macan is all-electric. Porsche decided to drop internal-combustion in hopes EV adoption would boom.

Unfortunately, negative sentiment toward EVs may cast a shadow over the Macan Electric. It’s a damn shame, because this is an excellent car—not just a great EV.

Powertrain: A Big Battery & Motor (Or Two)

Photo by: Chris Perkins / Motor1

Most Macan models get two electric motors for all-wheel drive, but this base model has a single motor driving the rear wheels. It makes 355 horsepower and 415 pound-feet of torque when using launch control, and 335 horsepower in regular driving. That slots it in nicely between the 260-hp base gas Macan and the 375-hp gas Macan S. Other Macan Electric models make more power, with the top-trim Turbo serving up 630 hp.

Frankly, I’m not sure you need more. Going for all-wheel drive gets you a bit more power, and of course, more all-weather traction, but the rear-drive model is plenty quick enough. It has enough power from a stop, and the power doesn’t taper off much until you’re well beyond highway speeds. Porsche’s quoted 5.4-second 0-60 mph time might not sound like much these days, but this is a fast car.

All Macan Electric variants get a 95.0-kilowatt-hour net (100.0-kWh gross) battery, which provides an EPA range of 315 miles in this base model. Also of note, Porsche opted not to use the Taycan’s two-speed transmission at the rear.

Technology & Infotainment: Simple, Well-Executed

Photo by: Chris Perkins / Motor1

Every Macan Electric has a 12.6-inch curved display for the gauge cluster and a 10.9-inch central touchscreen display, running a slightly different, Macan-specific version of Porsche’s software. You can also get a second infotainment display for the passenger, but why would you?

Porsche has done a lot to refine the infotainment system over the years, and in the Macan, it’s wonderfully intuitive. There’s no learning curve, and also of note is the excellent charging planner built into the navigation system. The digital gauge cluster also looks great, and once you learn how to change the display, it’s very easy to use.

Photo by: Chris Perkins / Motor1

Photo by: Chris Perkins / Motor1

It’s worth noting that while so many automakers—especially Porsche’s German rivals—embrace haptic touchpads and integrate more vehicle functions into the screen, Porsche still has a lot of high-quality physical controls. There’s a touchpad for some climate-control functions, but even that works well.

Where so many of today’s cars feel frustrating to live with, the user experience of the Macan Electric is excellent. Within about a day, you’ll know how to do basically everything without taking your eyes off the road, and the experience of using the car is very satisfying

Design: Distinctly Porsche, Just Less Exciting

Photo by: Chris Perkins / Motor1

With prominent bulging fenders, a 911-inspired windowline, and a low, sloping hood, the Macan couldn’t be anything but a Porsche. However, I still prefer the looks of the old Macan. This one is nicely proportioned, yet somehow less exciting, less punchy.

As you’d expect with Porsche, the color options can make or break the car. This Gentian Blue Metallic is one of the better choices. There’s also a huge selection of wheels, ranging from 20- to 22-inches. This one has the small base wheels, and while they’re not my favorite to look at, I’ll always go for small wheels for ride quality’s sake.

The interior design looks familiar, with a fairly short dash—here topped by the clock of the optional Sport Chrono package—a rising center console, and well-integrated screens. Perhaps it’s a bit austere compared to what we’re seeing out of other luxury cars these days, but it’s also typical Porsche.

Driving Impressions: Simply Excellent

Photo by: Chris Perkins / Motor1

There’s a wonderful simplicity to the driving experience here, with that torquey motor driving the rear wheels. And in typical Porsche fashion, all of the inputs—pedals, steering—are calibrated to perfection. Porsche only offers limited lift-throttle regenerative braking, instead mainly blending regen and friction braking with the brake pedal.

All US-bound Macan Electrics get air springs and adaptive dampers, and the ride and handling are great. The car is stiff structurally, and you have big wheels and tires, so you feel big impacts through the body, but generally, it’s a very comfortable car. Yet put it in Sport or Sport Plus on a good road, and the body control is remarkable. It doesn’t feel like it’s doing any histrionics, bending the road to submission—it just does everything in a relaxed, nonchalant manner.

This tester had rear-wheel steering, and while I appreciated the reduced turning circle, the tuning is a little strange. The rear-steer system in previous Porsches was subtle: You didn’t know it was there unless you really thought about it. But with the Macan, it’s more prominent and strange. Turn sharply, the front bites, then after a beat, the rear digs in and the car starts turning more than you want, rotating about its central axis. In time, you learn to dial back steering inputs, especially at higher speeds.

But that’s my only real knock against the way this car drives. Like the Taycan, the Macan is excellent at getting from Point A to B very quickly.

Efficiency: A Lot From a Little

Photo by: Chris Perkins / Motor1

Driving around town, a highway trip, and a fun drive with friends over the weekend, I averaged around 3.78 miles/kWh over around 250 miles. That’s excellent. At that rate, I would’ve gotten about 360 miles on a full battery charge. Compare that to the EPA range of 315 miles for the car.

Admittedly, I did a lot of city driving, which suits this EV well. I also used Porsche’s Eco Plus climate-control mode, which boosted efficiency significantly. Still, my colleague was driving a base Chevrolet Equinox EV and getting about the same efficiency features. For a faster, more luxurious EV, the fact that the Macan achieved similar efficiency is remarkable.

I also didn’t get to do much DC fast charging with the Macan, but Porsche claims it actually charges quicker than the Taycan at a rate of 270 kilowatts, which is one of the quickest-charging cars for sale in America, so expect good things here.

Pricing + Verdict: Expensive But Worth It

Photo by: Chris Perkins / Motor1

Yep, it’s expensive. It’s a Porsche. With a base price of $77,295 compared to the old gas Macan’s $65,350, going electric has incurred a big penalty. Porsche is quick (and not wrong) to point out that you get more performance and standard equipment with the EV, but in absolute terms, it’s a big price increase for the entry-level Porsche.

Then, there are the options, which add up quickly. This one was modestly optioned with a $86,865 sticker. Hell, if you want a color that isn’t white, black, or gray, it’s $1,240.

But while some Porsches struggle to justify their high prices, I think the Macan Electric is worth it if you want the best. The only other EV crossover that offers a similar mix of excellent dynamics and efficiency is a Lucid Gravity, though, that’s a much larger car, and the startup’s build quality and interior UX is nothing compared to Porsche’s.

The gas-powered BMW X3 M50 I drove a few weeks earlier was $72,225, and this car easily drives and feels $15,000 more. And that BMW is a car I liked! Put another way, if you’re after a compact crossover, I don’t think there’s a nicer one on sale than this. You’ll just have to pay for it.

Competitors

Audi Q6 E-Tron
BMW iX
Cadillac Lyriq
Genesis GV70 Electrified
Tesla Model Y

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