Driving Report Porsche Macan Turbo: Porsche's Fleet Favorite Electrified

It did take a while: Due to several developmental issues with the electronics, the market launch of the electric Porsche Macan was delayed by almost two years. This hasn’t significantly affected the sales success of its predecessor so far: with more than 850,000 units sold, the currently still available combustion engine model has been the profitable volume model in the Swabian portfolio for years.

Long ranges for high sales – that's the hope

But can the electric Macan catch up to the success of the combustion model starting this summer? The Macan developers hope to address any potential concerns from interested parties with long ranges, as the Porsche Macan 4's base model, priced at a minimum of €84,100, is supposed to cover 613 kilometers on a single battery charge, and the top version of the Macan Turbo should still manage 590 kilometers until the next charging stop – not least thanks to a very low cW value of 0.25 for this class of vehicle. For comparison: BMW claims a value of 0.27 for the next X3.

Unfortunately, the Macan also grows significantly in length

Externally, the new Macan generation grows by almost six centimeters in length, 1.6 cm in width, but at least retains the height of its predecessor. However, the combination of an 8.6 centimeter longer wheelbase and the fewer number of mechanical components under the vehicle has made it possible to noticeably increase the interior space. Four passengers measuring 1.9 meters each can easily find room for their heads and legs.

Deeper-seated seats support driving behavior

The seats have been noticeably lowered both at the front and rear, contributing to a more direct and sportier, “Porsche-like” driving feel. The cargo space holds between 480 and 1,288 liters depending on the model. Additionally, there is the frunk with a generous 84 liters, so more than just the charging cables can be accommodated. The tailgate can be opened as usual from the Macan's interior or by a sliding movement over the Porsche crest symbol on the hood.

The instrumentation could be more generous

Inside, the now 4.78-meter-long Macan offers animated instruments, with the 12.6-inch instrumentation behind the wheel being adequate; however, the central infotainment screen and the optional passenger display, each at 10.9 inches, should definitely be larger. Additional information is displayed via the head-up display, which projects the most important information into the driver's field of view. LED light strips in the dashboard and door panels not only create a good atmosphere but also serve to communicate warnings, welcome occupants, or indicate battery charging.

The seats – covered in synthetic leather in the Macan 4 and genuine leather in the Turbo, can be adjusted, ventilated, heated, and massaged in many ways depending on the version. Bose and Burmester provide top-notch audio systems, with up to 21 speakers, 710 watts of power, and a 400-watt subwoofer.

Important: The J1 platform, developed together with Audi, offers an 800-volt electrical system like the Taycan. This helps with fast charging: the 100 kWh battery with NCM chemistry (Nickel-Cobalt-Manganese, in a ratio of 8:1:1) charges at a maximum of 270 kW. According to Porsche, under ideal conditions, it takes 21 minutes to increase the energy content from 10 to 80 percent. Downside: AC charging is currently limited to eleven kilowatts, which is lower than what some non-premium brands offer.

If needed, the Turbo can sprint to 100 km/h in 3.3 seconds

Both Macan versions have a synchronous permanent magnet motor on both the front and rear axles. While the Macan 4 delivers 285 kW (387 hp) and 650 Nm, the minimum €114,600 Turbo boasts 430 kW (584 hp) and a hefty 1,100 Nm. Incidentally, the drives are the only connection to the recently revised Taycan. And here too, the values can be increased with Launch Control for ten seconds to up to 408 or 639 hp. Despite 400 or 500 kilograms more weight compared to the gasoline Macan, the performance level is impressive: the Macan 4 sprints from 0 to 100 km/h in 5.2 seconds and the Turbo reaches it even faster in a short 3.3 seconds. The top speeds are 220 and 260 km/h, respectively.

The electronically controlled traction management is, according to Porsche engineers, five times faster than a conventional 4x4 system and can correct any wheel spin in 10 milliseconds. "The torque distribution varies depending on the chosen driving mode, but the rear motor will always be the dominant one to ensure rear-wheel-biased sports car handling that's in our DNA," explains Klaus Schneiderbauer, responsible for electric drive.

This is also the reason for the difference between the front and rear tires: they are 235/55 R20 at the front and 285/45 R20 at the rear as standard, and, in the case of the driven versions, 255/40 at the front and 295/35 at the rear – on 22-inch wheels. An electronic self-locking system on the rear axle also helps improve traction, stability, and lateral dynamics of the Macan Turbo, whose cornering balance is also favored by a balanced weight distribution of 48:52 percent between the front and rear axles.

New: Rear-axle steering – it makes the Macan really maneuverable!

The suspension consists of a double wishbone system with a wishbone at the front and an independent multi-link axle at the rear, standard with steel springs and optionally with air suspension in the Macan 4, standard in the Macan Turbo. The shock absorbers here also have two independently controlled valves and can be statically or electronically adjustable. The ground clearance with air suspension varies between 15 and 40 millimeters. For the first time, the Macan features an optional rear-axle steering with a maximum wheel angle of five degrees, reducing the turning circle to 11.1 meters. The thrust of the sporty-stiff Macan Turbo is immense despite its 2.4-ton curb weight – unsurprisingly.

On the road, it quickly becomes clear: Porsche = Precision

Even when the synthetic engine sound is turned off, the driver feels in control thanks to a precise and communicative steering wheel, with barely noticeable body roll and direct control. Porsche foregoes different levels for both steering and energy recovery. Partly because frictionless rolling is the most efficient, and partly because the braking tuning is so well done that pressing the left pedal immediately brakes with the desired linearity. The maximum energy recovery is 240 kilowatts.

Both Macan versions were equipped with 22-inch wheels and low-profile tires, which significantly impair comfort on poor road surfaces. For many customers, 20- or 21-inch wheels would be a much better and more comfortable choice without sacrificing driving pleasure. For increased stiffness, there are still the sports modes. The tuning was equally stiff in the Porsche Macan 4; especially since its wheels were identical and both versions featured rear-axle steering.