The 2024 Porsche Macan will be all-new and all-electric … except when it’s neither of those things. What now? You see, the next-generation Macan will in fact be all-electric, based on Porsche’s new “PPE” electric vehicle platform. However, Porsche will continue to sell the gas-powered, first-generation model alongside it in dealerships for as long as the market demands it. In short, there will be two 2024 Macans and possibly two 2025s, two 2026s and so on.
Although we’ve only driven camouflaged prototype examples of the 2024 Macan Electric (as it will be known to differentiate it from the surviving first-generation models), we now know what they look like inside and out. There’s a clear family resemblance from one generation to the next – it’s a Porsche, how could there not be? – but it’s easy to tell them apart. The rear end has adopted a more coupe-like roofline along with a pop-up spoiler that automatically deploys depending on speed and other factors, such as when the sunroof is open. The front, meanwhile, is noticeably more upright and blunt. It’s hard to say it looks better, but much of the design is assuredly the result of maximizing aerodynamic efficiency and accommodating the new electric platform that packs batteries under the body.
The Macan Electric model lineup will be comparable to the Taycan’s with dual-motor, all-wheel-drive Macan 4 and Macan Turbo models to start, with a rear-drive base model to come thereafter. One would imagine a GTS or Turbo S will eventually be part of the equation. A key difference between the Macan Electric and Taycan will be that there will only be one battery shared throughout the Macan lineup. Range will differ by motors/models. Porsche has not released EPA range estimates at the time of this writing, but anecdotally, a Turbo test vehicle we drove showed 150 miles of range left with a half charge. Vitally, the Macan Electric will be among the fastest-charging EVs thanks to its 800-volt architecture.
We dive deeper into everything we know about the 2024 Porsche Macan Electric below, including what we could glean from our extensive test drive through the Santa Monica Mountains. In short, though, the Macan Electric is yet another promising EV, but we wonder if some of the Macan’s driving magic has been lost.
The Macan Electric’s interior is similar to the redesigned Cayenne’s, but with some extra functionality thanks to a center console that no longer has to share real estate with a transmission and driveshaft. Storage has therefore gone from minimal in the first-generation Macan to abundant in the Macan Electric.
A 12.6-inch digital instrument panel is standard. Its added functionality is appreciated, but we were underwhelmed by the instruments’ design options as well as the info they show at any given time – permanently devoting two of five analog-look gauges to tire pressure and a G meter just isn’t helpful. The 10.9-inch infotainment touchscreen to the right is more successful, and is a leaps-and-bounds advancement beyond what you’ll find in the gas-only Macan. It is based on Android Automotive, but it does retain Apple CarPlay compatibility. We appreciate the vivid colors, clean layout and menu icons that remain permanently docked on the left side of the screen, including when Apple CarPlay is engaged. Android Auto is unnecessary given the entire infotainment system’s Android underpinnings.
The climate controls are clearly a response to complaints about Porsche’s previous two climate control concepts (way too many buttons interspersed amongst unrelated buttons followed by fewer, but now-difficult-to-find touch-sensitive “buttons”). The new concept is a neat row of physical toggles bordered above and below by touch-sensitive icons. It’s a better concept, but if indeed the same as the Cayenne, the execution is flawed. Pushing down on the icons provides haptic feedback, but the entire black trim piece moves with each “button” push, which comes across as cheap, especially for a Porsche. The controls are ultimately easier to use without looking, though, so we’ll log it as a win. The Macan also does without the Panamera and Taycan’s ridiculous touchscreen-controlled air vents.
Finally, the Macan Electric will be available with a 10.9-inch passenger-side touchscreen/display that contains much of the same functionality as the main infotainment touchscreen. Not unlike the one offered in the Taycan, this touchscreen allows the passenger to operate the navigation system or watch streaming video (from something called Screenhits TV), while a polarized filter ensures that the driver cannot see what’s shown. Having the in-dash TV might be nice, but in our past experience, focusing too much on other touchscreen controls, especially during more sporting moments of driving, is a recipe for, well, barfing.
The Macan Electric is basically the same size as the gas-only first generation that will continue to be sold. They’re widths are nearly identical, their heights are identical and the Electric is only 2 inches longer. Even the wheelbase hasn’t ballooned (113.9 inches versus 110.5), which is typically what happens with EVs. Basically, the Macan Electric continues to be one of the smaller compact luxury SUVs. It does, however, have nearly the same dimensions as the Tesla Model Y. It’s also notably bigger than the Audi Q4 E-Tron Sportback and notably smaller than the Mercedes EQE SUV.
We didn’t have passenger space dimensions at the time of this writing, but judging by our time in the cabin, it’s unlikely the Macan Electric is that much more spacious than the gas-powered Macan. Perhaps it’s picked up an inch or two of legroom, but considering that it’s pretty cramped in the back of the existing Macan, it’s not surprising that the end result isn’t sprawl-out space.
Porsche says that maximum cargo capacity is 46.5 cubic feet, while space with the seats raised is as much as 18 cubic feet. Note that almost certainly represents a measurement from the cargo floor to the top of the seatbacks – not to the roof as most other manufacturers measure to. Basically, the cargo area isn’t as small as that number makes it sound, but it will also be one of the smaller cargo areas in the compact luxury segment. There’s also a 2.9-cubic-foot frunk, which may come in handy for storing the charge cable, but that’s it.
Macan 4 and Macan Turbo
We’ve been told that there will be a single-motor, rear-wheel-drive Macan Electric, but for now, the lineup starts off with dual-motor, all-wheel-drive Macan 4 and Macan Turbo models.
The Macan 4’s pair of motors can deliver a maximum of 402 horsepower and 479 pound-feet of torque. These numbers, as with the Macan Turbo that we’ll discuss shortly, are in Launch Control mode with overboost. As such, normal output will be a bit lower, like on the Taycans. Those motors will then take the Macan 4 to 60 mph in 4.9 seconds and a top speed of 136 mph.
The Macan Turbo (yes, Porsche is continuing this whole “Turbo” terminology on electric cars). Its motors make a combined 630 horsepower and 833 pound-feet of torque, which can get it to 60 mph in 3.1 seconds. It has a significantly higher top speed, too, at 161 mph. Additionally, the Turbo gets rear-wheel torque vectoring via an electronically-controlled limited-slip differential.
All get the same battery pack, including that eventual single-motor model. It has a total of 100 kWh of capacity, 95 of it available. Like the Taycan, it’s an 800-volt architecture that can take advantage of DC fast charging speeds up to 270 kW. On a 400-volt charger, speeds drop to 135 kW. On the 800-volt charger, Porsche claims a charge from 10% to 80% in 21 minutes. Range estimates were not available at the time of this writing, but given the common battery, it’s logical to assume that the more power you get, let less range you’ll get. Anecdotally, we saw 150 miles of range left with the charge gauge showing 50% when we started driving a Macan Electric Turbo. As such, it seems like 300 miles could be possible on the least-efficient version.
We got an opportunity to extensively drive 4S and Turbo versions of Macan Electric prototypes in the Santa Monica Mountains (pictured above), on the highway north of them and in crippling beach traffic on the Pacific Coach Highway. It was fun, until it very much wasn’t.
Here’s the downside first: The Macan Electric does not possess the same exceptional steering of the surviving first-generation Macan. It’s lighter in effort and there is an artificial quality to it that runs counter to what we’ve come to expect from Porsche in general and the Macan specifically. The various drive modes also don’t change the steering, per Porsche tradition (usually not a problem). There’s also the matter of all that extra battery weight, which simply can’t be hidden. In total, the Macan Electric doesn’t feel as lithe and athletic as the first-generation model.
That said, the Macan Electric accelerates with ferocious speed, and its cornering capability is exceptional, as it blazed through tight, technical mountain roads that most luxury SUVs (including electric ones) would putter along like a fish out of water. Power distribution depends on drive mode, with more power added from the front axle as you go up the performance ladder (utilizing the rear motor only is the most efficient). PASM (Porsche Active Suspension Management) and air suspension are likely to be standard on all Macan Electrics, the latter mostly because it allows the ride height to be raised enough to be classified as an SUV. That’s key for certain regulatory hurdles. On the other hand, an air suspension and PASM allow for different settings tied to drive mode, and therefore greater comfort or road holding depending on the road ahead of you.
For the first time, the Macan will be available with rear-axle steering, which narrows the turning radius and is beneficial when cornering. It’s optional on both the Macan 4 and Macan Turbo.
What other Porsche Macan reviews can I read?
Everything you need to know about the gas-powered, first-generation Macan that will continue to be sold for 2024 (and likely beyond). There are no significant changes between the 2024 and 2023 Macans.
Full details about the latest addition to the Macan lineup, including its additional features and what it’s like to drive.
Find out about the extensive list of changes made last year for the Macan, including those specifically for the GTS that made it the new top-dog Macan.
Check this story out to see how much luggage you can put into the Macan and learn about its storage solutions.
Pricing isn’t cheap at $80,450 for the Macan 4, and then $106,950 for the Macan Turbo. The Macan 4 is roughly comparable to the gas-powered Macan S, which starts around $73,000. It has less power (375), but is actually 0.3 seconds quicker to 60 and has a higher top speed. It is cheaper than the Macan GTS, which is just over $88,000 with 434 horsepower. Meanwhile, the electric Macan Turbo doesn’t really have anything close in the lineup to compare to. Porsche is accepting orders now, and deliveries are expected in the second half of 2024.
The Macan Electric had not been crash tested by a third party at the time of this writing. Considering that the first-generation was never tested by a third party despite being on sale for a decade, we wouldn’t hold our breath for the IIHS to get around to it.
Every Macan Electric comes standard with forward collision warning and automatic emergency braking (detects cars, pedestrians, cyclists and forward cross-traffic), lane-keeping assist, blind-spot and rear cross-traffic warning, front and rear parking sensors and adaptive cruise control. This is a lot of standard safety and driver assistance features for Porsche – they’ve historically nickel-and-dimed in this area. A surround-view parking camera system is optional as is Porsche InnoDrive, which enhances the adaptive cruise control system with lane-centering steering assist and automatic speed adjustments based on speed limit and corners.