Overview

PORSCHE is taking its global (and local) best-seller into the future as an electric-only model, with the all-new Macan line-up landing in dealerships around the country this week.

GoAuto attended a recent drive program with Porsche wheeling out the mid-range Macan 4 and top-dog Macan Turbo for local testing, as well as giving us access to the German executives behind the new model.

The new Macan will be offered in four variants, with the mid-range Macan 4 ($134,400) and top-spec Macan Turbo ($184,400) landing at dealerships this week, before the base-model Macan RWD ($128,400) and Macan 4S ($149,300) arrive early next year.

As we have previously outlined, the move to an all-electric power has brought significant price hikes to the range – representing a jump of around $30,000 for the base model (previously starting from around $95,000).

Despite criticism from the media, key Porsche executives hushed concerns about pricing while insisting that the second-generation Macan is the best electric SUV on the market.

“I think it will be a best-seller, because I think it’s the best car in this segment, it’s the sportiest car in the segment … and much better than the combustion car,” Porsche vice president product line Macan Jorg Kerner told GoAuto.

“It’s so much better in every respect and therefore as soon as, let’s say, the more sceptical customer gets into this car and has the chance to drive it – we’re pretty sure that will convince them.”

Despite the price hikes, the Macan competes with similarly expensive premium models like the Audi SQ8 e-tron ($173,600), Mercedes-Benz EQS SUV ($194,900) and BMW iX ($136,900).

Now, onto the nitty gritty…

The new Macan model is built atop the same 800-volt PPE platform as its Taycan stablemate, which explains the mental performance Porsche has managed to achieve across the all-electric line-up.

It’s clear Porsche prioritised performance for the new Macan, with the base RWD model producing 265kW/563Nm, the 4 making 300kW/650Nm, the 4S putting out 380kW/820Nm and the Turbo setting a benchmark with 470kW/1130Nm available.

Yes, you read that right – more than 1000Nm in a midsize SUV, which equates to a blistering 0-100km/h time of 3.3 seconds.

On the handling front, the 4S and Turbo models get Porsche's Active Suspension Management (PASM) air system (as used on the Taycan), while the base RWD and 4 models get standard coil-spring suspension but there is the option to add the PASM system.

There is also the optional extra of rear-axle steering for the first time, adding up to five degrees of angle at the rear.

Active aero across all models, consisting of an adaptive rear spoiler and active cooling flaps, contributes to a range-friendly drag coefficient of 0.25. This is seriously up on the first-generation model, which had a coefficient of 0.35, making the new Macan one of the slipperiest SUVs in existence.

A major drawcard for the new Macan is a 600km-plus range across all models, made possible by a sizable 100kWh battery, efficient motors and slippery aero. The base rear-wheel drive Macan is capable of up to 654km while the hugely powerful Turbo Macan will cover 616km between top-ups.

According to Porsche, DC charging at a capacity of up 270kW will allow the Macan models to go from 10 to 80 per cent within around 21 minutes.

Inside, Porsche has upped the ante with a 12.6-inch curved cluster display, 10.9-inch central display and an optional 10.9-inch passenger display. The technology isn’t overbearing, though, and physical switches and toggles remain. 

The new Macan also features an 84-litre ‘frunk’, offering storage where the engine would otherwise be, which is a handy addition. Simply wave your hand above the bonnet line, and the frunk pops open.

Driving Impressions

Does the Macan maintain the emotional appeal of the previous model, which was a true everyday Porsche that felt as capable on a track as it did dropping the kids to school?

After two days of spirited and suburban driving, we think it does; but without the soundtrack. What the new range lacks in aural stimulation, though, it makes up for in dramatic styling.

It’s a stunning SUV in the flesh, particularly the Turbo model with its 911-esque rear-end flanked by enormous air inlets and topped-off with an active aero wing that pops up at 100km/h (or when you activate it on-the-fly).

The front splitter is also among the most aggressive we’ve ever seen on an SUV, contributing to a very dominant front-end stance. The Macan has never looked more like a Porsche, to put it simply.

We drove the Macan 4, which sits above the rear-wheel drive base model but below the higher-spec 4S, as well as the top-spec Turbo model, which will be the first two models to arrive in Australia.

Day one had us evaluating both models on-track at Norwell Motorplex, while day two was spent punching through the Gold Coast hinterlands with some highway cruising thrown into the mix.

Starting with the Macan 4, it’s a comfortable, well-appointed midsize SUV with a strong technology offering and a cabin clearly designed to appeal to youthful buyers. The screens aren’t overbearing either, which is a plus in a car that’s supposed to be fun to drive.

On the track, the 4’s limits are quickly found as it is under-tyred and clearly not the all-out 

performance Porsche its brawnier Turbo sibling is. But by two-tonne-plus SUV standards, it’s still pretty damn impressive.

Stepping up to the manic Macan Turbo model, it’s a very different beast. It gets an active rear differential, loads more power, better rubber and blistering performance. 

It’s a hard car to fault, because ‘too much power’ surely isn’t a valid complaint. It’s also a very rear-bias setup as we discovered on the skid pan, so in our eyes it’s got to be the most potent (and fun) performance SUV out – electric or otherwise.

Is it as capable as a Taycan, though? No, because at speeds north of 150km/h, as tested on track, it does feel floaty as any SUV will.

Still, it’s a seriously fast SUV and a real step up for the Macan line. If you need a little more practicality than a Taycan offers, but still want savage performance, this is as good as it gets.

It’s the suburban option, for those who prefer an SUV to a grand tourer. Still, it’ll destroy most vehicles from a standstill and doesn’t hang about in the twisties either.

We have compared the new Macan to the Taycan quite a lot, which you may think is unfair. However, our reasoning is this: Porsche said they benchmarked the new Macan against the Taycan.

“Usually when we develop a new car, we focus on ourselves, always trying to be better than the predecessor and in this case, we think we have improved it quite well,” said Porsche director of product line Macan Thomas Rothfuss.

“We wanted to be close to the Taycan which, I hope you agree, sets a real benchmark in the segment and that’s where we wanted to be with the Macan as well in terms of performance.”

So, to sum up the comparison, the Macan still offers handling and acceleration that is, let’s say, 90 per cent as good as the Taycan while offering more practicality and comfort.

Which model would we buy? Both on the track and road, the 4 is a more engaging car than the bonkers Turbo model, because you can actually drive it hard without fear of breaking the sound barrier.

Our guess is that the 4S, which will slot in between the 4 and the Turbo, based on its specs alone, might just be the sweet spot for the Macan range but we’ll have to wait and see.

If you want a true supercar-killer in a practical, electric SUV package though opt for the Turbo. Sure, it’s expensive at $184,400 plus on-road costs, but there still isn't much that’ll get close to it at that price point.