Porsche Macan Electric prototype review

After all, Porsche wants to achieve an electric share of 80 percent by the end of the decade and convince fans of the marque that it is the way to go. It can hardly be achieved with the comparatively elitist Taycan alone, so it will need a model for the broader Porsche customer base sooner rather than later. No wonder that the electric Macan is so crucial for the company.

To this end, the engineers and designers say they have developed a car which is first and foremost, a Macan rather than being an electric car. This applies to the design, which is a little more aerodynamic and gives the battery and rear seat occupants a little more space with a stretched wheelbase, but is otherwise unmistakable from the pointed front to the wide hips to the sloping rear. And this is especially true when it comes to dynamics. After all, the electric Macan should also drive like a Macan.

The only difference is that it is a little more polished in every area than before. As a result, even the basic model accelerates better and goes around corners faster than the best Macan to date. Not to mention the new top version, which ironically will be called Turbo again – just as with the all-electric Taycan. 

The two motors produce more than 600bhp and tear at all four wheels with over 1,000 Nm of torque. And because, as always with electric motors, this happens instantly, it takes little more than three seconds for the speedometer to shoot up to 62mph.

Only in terms of top speed are there cutbacks. But at least the top model will be able to reach more than 155mph, which is important to the Germans where autobahn speeds are only restricted by the electricity consumption and traffic.

In addition to the sheer performance, it is the driving dynamics  that distinguish the Macan, even compared to the Audi prototypes we have driven. It has probably the best steering on the market with the greatest precision and the most direct feedback. The effort of turning the car isn’t just handled by the front wheels, as the rear axle also actively moves for the first time. This makes this SUV the king of curves and once again raises the question of whether you are still driving an off roader or a sports car. Even more so,  because, despite the battery in the floor, you still sit almost two centimeters lower than in previous Macans.

But even though the Macan is almost a sports car, it also wants to offer every day practicality. In addition to the large amount of space, including a solid frunk and an airy centre console, there is enough range to ensure everyday usability.

The 100 kWh battery will theoretically enable a range of more than 310 miles, helped by extra efficiency from aerodynamics and low rolling resistance.

Charging has also been optimised. In addition to the 800 volt system for up to 270 kW charging power, there is also the so-called "bank charging". To do this, the battery is virtually halved and it swallows the power even faster. So about four minutes are enough for 60 miles and it's better to order only espresso instead of cappuccino at the service station’s coffee shop.

And Porsche is also upping the ante when it comes to equipment: In the future, there will be a head-up display with augmented reality technology, double-glazed windows ensure heavenly peace and, as in the large models, the digital cockpit now extends across the entire width - including a screen for the front passenger.

Of course, all of this comes at a price. We estimate the Macan will arrive at the beginning of 2024 with the starting price somewhere in the middle of the price of the current Macan and the Taycan – that’s around £65,000

When it arrives, our first impressions suggest it will have the power and practicality to convince the most ardent Porsche fans that electric can work for them.