You have to give Porsche credit for going in early on EVs. The Taycan is a stellar sedan/wagon that’s only gotten better. But even for a niche manufacturer like Porsche, it’s not exactly a mass-market machine. To really move the needle on EVs, you need something more family friendly, and for the brand from Stuttgart, that’s the Macan.
Porsche’s gas-powered crossover SUV is its best-selling machine in the US, so it’s an absolutely vital piece of the company’s success. It’s also Porsche’s second full-on, battery-powered machine to hit the market. The Macan Electric doesn’t replace its internal combustion predecessor, rather living alongside it on the dealership floor, creating a brutal sibling rivalry and a potentially difficult choice for buyers: gas or electric?
Actually, Porsche made it a pretty easy decision. This is the right one.
Porsche/Engadget
Porsche’s electric Macan is the best SUV in the company’s lineup.
Pros
- Fun to drive
- Comfortable and capable
- Good mix of range and performance
Cons
- No one-pedal braking
- Cramped rear seats
- Pricey
$75,300 at Porsche
Hardware tour
The Macan Electric shares a silhouette and a segment with that other Macan, but from a technology standpoint, there’s little the two agree upon. The Macan Electric is built on a new platform called PPE, which at one point was destined to be the underpinnings of a smorgasbord of electrified offerings from both Porsche and Audi, including the A6 E-Tron and Q6 E-Tron.
For now, at least, Americans’ increasingly fickle attitudes toward EVs have stymied some of those plans, meaning this Macan and the upcoming Cayenne Electric are the only two Porsches built from those bones. The Macan is the smaller of the two, powered by a variety of different configurations, starting with a single-motor, rear-drive configuration with 355 horsepower on the low end, up to the 630-hp, dual-motor Macan Turbo Electric on the high end. Buyers can also select the dual-motor Macan 4 Electric, speedier 4S Electric or quicker still GTS Electric.
I tested a base Macan Electric, its rear-mounted, 355-hp motor enough to scoot this 5,004-pound SUV from zero to 60 mph in 5.4 seconds. The top-shelf Macan Turbo Electric gets to 60 in 3.1 seconds, absolutely humiliating the quickest exhaust-spewing Macan GTS’s 4.3-second time.
At first glance, the electric Macan looks like a Tesla Model Y — especially in dark blue. (Tim Stevens for Engadget)
Of course, this is a Porsche, not a drag machine, and so cornering is key. Helping with the handling is an adaptive air suspension that not only lets you go from stiff to firm at the twist of a knob but also raises or lowers dynamically. When you’re hunting for range or speed, the SUV gets down into an aerodynamic tuck low to the earth. If you’re looking to head off-road, it’ll hike itself up by 1.6 inches.
While I wouldn’t consider this an off-roader as such, the dual motor configurations should be competent in lower-grip situations. Open differentials at either end will keep your all-roading aspirations limited, but on some icy, slippery roads during the week I spent living with one, even the rear-drive Macan proved sure-footed and easy to handle, despite its summer-oriented Pilot Sport EV tires.
At the heart of all that is a 100-kilowatt-hour battery, which offers the Macan Electric an EPA-rated range of up to 315 miles, depending on which trim you go with. In my testing, which included extended periods of driving with my foot flat to the floor, I managed 2.8 miles per kWh. That’s a theoretical maximum range of 280 miles if you’re driving like you stole it. Anyone doing the school run in a more sedate way will have no problem meeting or beating that EPA rating.
User interface
The Macan’s interior is equipped with multiple displays. (Tim Stevens for Engadget)
Beyond performance, the Macan Electric has another advantage over its internal combustion counterpart: it has a more modern interior. The highlight is the 12.6-inch, curved gauge cluster. Using buttons on the steering wheel, you can cycle through various views and telemetry elements to suit your desire for data or need to remain undisturbed.
That’s paired with a 10.9-inch touchscreen in the middle, and you can even opt for a third display embedded way over on the right side of the dashboard. This one allows you to access streaming services like YouTube. I’ve never seen the point in that, though, but that’s only because I’ve yet to meet a passenger who wouldn’t rather just use their smartphone.
Porsche’s PCM interface on that central touchscreen is simple and clean, with more than a passing iOS resemblance. Perhaps that’s why the company has been an early adopter of CarPlay Ultra. For the Android faithful, wireless Android Auto is here too, and it works great, looking nearly native on the widescreen display.
The Macan’s gauge cluster is a curved 12.6-inch display. (Tim Stevens for Engadget)
Through simple menus, you can do everything from track lap times to enable or disable the augmented digital engine tone, which Porsche calls Electronic Sport Sound. I confess the futuristic whirring and whooshing does make driving aggressively a bit more fun, but most of the time I prefer to have it off.
Thankfully, not everything is controlled through the touchscreen. There’s a separate, capacitive-touch panel just below it for climate-related functions, including toggling the prodigiously warm heated seats (which I’m enjoying as I write this). You’ll find a physical volume knob there, too.
The Macan seats five comfortably, though I’d stick to four for anything longer than a quick run to a team lunch. Front and rear seats are comfortable, and there’s a tolerable amount of legroom in the back. Headroom back there, though, is limited. If you have tall co-workers, they’ll be tripping over each other to call shotgun.
Dynamics
Despite it’s size, the Macan is surprisingly agile, which is partly due to its unique suspension. (Tim Stevens for Engadget)
In the grand spectrum of SUVs on the roads today, the 188.3-inch-long Macan Electric is on the smaller side. But, as an EV, it’s heavy for a crossover. At just a tick over 5,000 pounds, it’s a substantial 850 pounds heavier than a regular base Macan.
Porsche’s engineers addressed that as best they could with the aforementioned fancy suspension, plus larger, 20-inch wheels on each corner. The result is an SUV that is, in Sport or Sport Plus modes, remarkably fun to drive. Its steering is extremely quick for an SUV, which makes this thing feel lighter than it is.
All the grip provided by those tires and suspension really gives you the confidence to push through the corners, too. And, when you push too hard, it breaks away quickly and predictably. I enjoyed romping on the throttle hard mid-corner to kick the tail out, the Macan giving me just enough time to grin and give a bit of a steering correction before everything was right and the tires were stuck again.
It’s not a sports car, no doubt about that, and it tends to wallow a bit on bumpy roads thanks to all that weight, but it is far more engaging and fun than just about anything else in this category. Even this base model is quick off the line, but its breakneck initial throttle response is tempered by a somewhat flat acceleration at higher speeds. It just doesn’t have the kind of Autobahn-dominating top-end that Porsches are typically known for.
The electric Macan’s biggest flaw is the complete lack of lift-off regenerative braking. (Tim Stevens for Engadget)
I suppose I’d have to cough up the extra $10,000 for the GTS, or a further $20,000 for the $109,000 Turbo if I really wanted that. Yes, these things get expensive quick. The base Macan Electric I drove started at $73,500, but carried enough options to drive its out-the-door price to $86,865.
You are, at least, getting a machine that readily does double-duty. Despite its responsiveness and eager handling, the Macan Electric does a stellar job of settling down when you twist that Drive Mode knob on the steering wheel to the left, unwinding the suspension and relaxing the experience. The SUV manages excellent compliance over broken roads, flying over railroad tracks without complaint, and just generally being a calm and competent cruiser.
But there’s one, undeniable flaw that drove me absolutely nuts in the Macan Electric: a complete lack of lift-off regenerative braking. Porsche continues its adamant refusal to offer anything even approaching a one-pedal driving experience. That’s a frustrating thing to me — maybe not quite as frustrating as GM phasing out Android Auto and Apple CarPlay, but pretty close.
Wrap-up
The electric Macan commands (at least) a $10,000 premium over its gas-powered sibling. (Tim Stevens for Engadget)
After driving a few different prototypes of the Macan Electric during its development phase, I very much enjoyed my time with a final, production version on some familiar roads around my home. It excelled in the dry and on slippery, early winter roads, made me smile when I was feeling rowdy, and then disappeared into the background when I just wanted to get home.
It isn’t a perfect machine. I’d hoped for a little more roominess inside, I lament the lack of one-pedal driving, and honestly, I wish Porsche’s exterior designers had gone a little crazier. At a quick glance, it looks a lot like a first-gen Tesla Model Y, especially in Gentian Blue Metallic, which is a dead ringer for Tesla’s Deep Blue Metallic.
And there’s also the significant premium that you’ll have to pay to get into one: $10,000 over a base, gas-powered Macan. For that, you’re getting a lot of extra performance, a dose of extra tech and all the joys and simplicities that come with living the EV lifestyle. That makes it well worth it in my book.
