Porsche Macan Estate 5 Door 100kWh 470KW Turbo Electric

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.

For Porsche, this is where the EV revolution starts getting serious. It was one thing to launch a supplementary full-electric model (the Taycan in 2020). But quite another to replace Macan, its combustion bestseller, with this all-electric version (though unlike in Europe, petrol Macans continue on sale in the UK until well into 2025). That original fossil-fuelled Macan, with over 850,000 global sales racked up since it was launched back in 2014, shared its SUV development with an equivalent but quite different Audi (the Q5). As does its replacement, which shares much (though not quite everything) with another Audi (the Q6 e-tron). The 'much' includes the 95kWh (usable) battery that all Macan Electrics share; and the 'PPE' ('Premium Platform Electric') underpinnings that will also underpin the brand's larger electric Cayenne. Development of this car was fraught with difficulty - the early 2024 global launch was fully 12 months behind schedule, by which time the car's original name ('E-Macan') had been shortened to merely 'Macan'. Just like the old model then, though nothing else is. Contrary to appearances, absolutely everything is different here (even the badge), but Porsche claims the driving experience will be recognisable. After all, it needs older generation customers to be comfortable with this EV transition if electric models are indeed to account for 8 out of every 10 Porsches sold by 2030. By then, the idea of a Macan Electric will seem natural. Right now though, it seems like a whole new era is just beginning.

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 'Macan 4' variant that'll be quite sufficient for most. This offers 381bhp, but with overboost and launch control engaged that increases to 402bhp 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 367 mile EV driving range figure that Porsche wants to quote. There'll be quite a bit less power in the single motor rear-driven Macan Electric variant that Porsche wants to introduce later in the product cycle. For the time being though, you have to have this car in AWD form with a motor on each axle, both Bosch-developed units in the 'Macan 4'. Find the extra for the more powerful 'Macan Turbo' though and Porsche introduces a motor from its own tuning division, which ups power to 576bhp - or as much as 630bhp on overboost. That slashes the 62mph sprint figure to just 3.3s on the way to a most un-EV-like top speed of 162mph. Range is 381 miles. Despite the model name, there's no turbocharger of course developing all this trust. 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.

From launch, Porsche wanted around £70,000 for the 'Macan 4' Electric - and £95,000 for the 'Macan Turbo' Electric. To give you some perspective, this model's development partner the Audi Q6 e-tron is priced from around £60,000 in base form - or around £93,000 in SQ6 performance guise. Standard equipment on this Macan 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 - 381 miles the '4' 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, but you'll claim a little back in terms of free VED road tax and congestion charging until April 2025. And until that date, a low 2% Benefit-in-Kind taxation rating. 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.