Michael Simari|Car and DriverFamiliarity breeds comfort. Diving into the world of electric vehicles can feel more than a little daunting, especially if you opt for a model that chooses revolution over evolution. What about the normal cars for normal people who aren’t trying to shake things up in every possible way? Enter the Porsche Macan EV, which takes everything we like about the gas-fed Macan (upon which we have bestowed many awards) and points its new nose ever-so slightly toward the future.The Same but DifferentThe Macan EV does look a fair bit different from its predecessor. But its new look—the squinty headlights with four-piece running elements, the single-piece taillight array—brings Porsche’s compact SUV in line with other new offerings such as the Taycan and the Panamera. The new sheetmetal does a good job of hiding the Macan EV’s slightly larger proportions; gas and EV models have nearly the same width and height, but electric Macans add about three inches of extra wheelbase and roughly two inches of overall length.view exterior photosMarc Urbano|Car and DriverMacan 4S EVOf course, replacing the internal-combustion engine with electric motors and a giant battery also adds weight. The three Macan EV models we tested (base, 4, and 4S) weighed from 5110 to 5341 pounds, meaning each packed on about 1000 pounds; the last gas Macan we weighed, our long-term four-cylinder T model, tipped the scales at a svelte-by-comparison 4262 pounds.If you thought the exterior took the baby-steps approach to EV transition, the interior really embodies that theme. The gas-powered Macan’s general cabin vibe transfers over nearly unadulterated, making it very easy to get used to, though there are some modernization tweaks in here. The center console now has a deep open tray for storage, while the shift lever has morphed into a toggle switch and moved up to the dashboard, which is now entirely digital. These are the same changes we’ve seen applied to the larger Cayenne, so nothing here should come as a surprise.view interior PhotosMarc Urbano|Car and DriverMacan 4S EVThe Macan’s new digs carry both high and low points. The additional wheelbase means a little extra breathing room inside, especially in the back seat, though it still feels rather compact on larger journeys. Overall cargo volumes barely change, but at least there’s a small frunk. There’s a large expanse of black plastic containing the climate controls; clicking individual “buttons” depresses the entire panel at once, which feels weird and a little chintzy. The latter feeling also extends to certain cabin materials, which belie the Macan EV’s lofty window sticker. Rear visibility is decent for something with a mildly raked rear end, and thankfully, that silhouette doesn’t eat into rear headroom.HIGHS: Mostly familiar trappings, delightful chassis tuning, sufficient standard kit.view interior PhotosMarc Urbano|Car and DriverMacan 4S EVThree Power Levels with Similar FlavorsRather than only sampling a single variant of Macan EV, we managed to wrangle up every non-Turbo trim on offer: the base rear-wheel-drive Macan, the all-wheel-drive 4, and the zippier 4S. In its purest form, the Macan nestles a single electric motor on the rear axle, producing 355 horsepower and 415 pound-feet of torque. The Macan 4 adds a motor up front, bumping net output to 402 horsepower and 479 pound-feet. The 4S is a two-motor variant as well, but its rear motor is beefier, pushing output to 509 horsepower and a max of 604 pound-feet of torque. It’s worth noting that these figures are produced only in short stints of overboost, as in when launch control is engaged; during normal operation, all three models make a bit less power than advertised. All electric Macans have single-speed transmissions; the Taycan’s fancy two-cog ‘box is not part of the program here.view exterior photosMichael Simari|Car and DriverMacan EVUnsurprisingly, each performance stratum comes with a spec-sheet improvement, and the deltas aren’t exactly tight. At our test track, the base rear-drive Macan made it to 60 mph in 5.0 seconds, continuing through the quarter-mile in 13.6 seconds at 105 mph. The mid-range Macan 4 slices 0.4 second off both times while improving trap speed by 2 mph. The widest gap between models appears when moving from the Macan 4 to the peppier 4S. The sprint to 60 mph sheds an entire second, dropping from 4.6 seconds to 3.6. The quarter-mile run occurs in 12.0 seconds at 117 mph, 1.2 seconds and 10 mph faster than the Macan 4 can muster. The extra $6100 required to upgrade from 4 to 4S seems worth it.view exterior photosMarc Urbano|Car and DriverMacan 4S EVWhen it comes to braking, the performance deltas do a little switcheroo. The biggest upgrade comes between the base rear-wheel-drive model and the Macan 4, where braking from 70 mph shrinks from 156 feet to 144 feet. The Macan 4S, at 141 feet, isn’t much better than its lesser all-wheel-drive sibling. The 4S did have the best braking performance at both speeds, clamping down from 100 mph in 287 feet, eight feet shorter than the Macan 4 and 50 feet ahead of the base trim.As for skidpad grip, the differences between the models are due largely to the tires. The base Macan arrived on 20-inch Michelin Pilot Sport EV summer tires (size 235/55 in front, 285/45 at the rear), and it managed an entirely just-fine 0.86 g of stick—well, just fine for a family EV, maybe, but less so for a car that’s billed as perpetually sporty. But the numbers make more sense when we move to the Macan 4, which upgrades to 22-inch Pirelli P Zero Corsa Elect PZC4 rubber (255/40 front, 295/35 rear). Both the 4 and 4S wear these stickier summer shoes, and their skidpad results—0.95 g for the 4, 0.98 g for the 4S—reflect that enhancement.LOWS: Way more expensive than the gas models, center console is one big awkward button, a little on the hefty side.We were only able to complete two range tests across these three EVs. On our 75-mph highway route, the Macan 4 managed to go 260 miles and the 4S went 240, which is a bit short of their respective 308- and 288-mile EPA estimates. The rear-wheel-drive base model is rated a little above that at 315 miles, and we’d expect its real-world result to come in similarly short of that. view exterior photosMarc Urbano|Car and DriverMacan 4S EVOver the RoadYes, the Macan EV has a lot more mass than its progenitor, and we have a whole comparison test dedicated to pointing out the differences in this massive generational shift. But, in a vacuum, the Macan EV does reward when driven in a manner aligned with the badge on the hood.Thanks to a low center of gravity, all three flavors of Macan EV are fun to toss around. The electric Macan’s air suspension, which is standard across the line, does a commendable job of soaking up nasty chunks of Michigan road without losing its composure. The base model feels the portliest, but all three are more than zippy enough for workweek excursions and weekend corner-carving alike. There is just a bit of float over undulating pavement, but the ride strikes the right balance between relaxation and enthusiasm.view interior PhotosMarc Urbano|Car and DriverMacan 4S EVThe Macan EV’s brakes are not hard to modulate, even if we prefer the feel of its gas-only predecessor. There’s no one-pedal driving on offer, but if you don’t like the feeling of a pure coast, you can add a tiny bit of lift-off regen to simulate engine braking, which should give petrol devotees a little extra familiarity off the rip. It shouldn’t come as a surprise that the electric Macan is decently quiet inside. Between the three models, our microphones picked up 33 to 35 decibels at idle, rising to 70 to 73 decibels at wide-open throttle, before settling into a 68-decibel average at a steady 70-mph cruise. Our gas Macan, for comparison, emits a 77-decibel thrum when given the beans, though it’s similarly hushed inside on the highway.view interior PhotosMarc Urbano|Car and DriverMacan 4S EVBringing It All Back HomeThere’s an elephant in the room, and no, we’re not talking about the Macan EV’s weight—we’re talking about its price. Whereas a gas 2025 Macan in base trim starts at a palatable $64,895, you’d have to opt for the second-most expensive gas model, which is the $76,495 six-cylinder Macan S, to even approach the Macan EV’s $77,295 starting price. Moving to the Macan 4 adds an extra motor and piles on the power, and it’s only $3500 for all that. The 4S is much dearer at $86,895; with options, our test Macan 4S bumped against the stratosphere at $108,325. For reference, the priciest gas-burning Macan model, the 434-hp GTS, starts at $90,995.VERDICT: One of our favorite SUVs, with a little more mass and a little less noise.Thankfully, spending that extra money isn’t exactly akin to throwing it into a burn pit. The Macan EV has more standard equipment and more power than similar trims in its gas-powered lineage. While it might not be as lithe as it used to be, the electric Macan is still very much a Porsche, embodying the same over-the-road traits we’ve come to enjoy (nay, expect) from the German automaker.view exterior photosMarc Urbano|Car and DriverMacan 4S EVSpecificationsSpecifications
2025 Porsche Macan Electric
Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $77,295/$86,285
Options: rear-axle steering, $2030; 14-way power-adjustable Comfort seats with memory, $1350; Bose surround-sound audio system, $990; Sport Chrono package (analog and digital stopwatch, Sport Plus drive mode, Sport stability-control mode, integrated lap-data recorder), $980; trailer hitch without tow ball, $660; ventilated front seats, $650; heated rear seats, $570; Porsche Electric Sport Sound, $500; advanced four-zone automatic climate control, $470; rear wiper, $370; standard interior in Black/Limestone Beige, $260; 115-volt cargo-area outlet, $160
POWERTRAIN
Motor: permanent-magnet synchronous AC, 355 hp, 415 lb-ft
Battery Pack: liquid-cooled lithium-ion, 95 kWh
Onboard Charger: 11.0 kW
Peak DC Fast-Charge Rate: 270 kW
Transmission: direct-drive
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 13.8-in vented disc/13.8-in vented disc
Tires: Michelin Pilot Sport EV
F: 235/55R-20 105Y NE0
R: 285/45R-20 112Y NE0
DIMENSIONS
Wheelbase: 113.9 in
Length: 188.4 in
Width: 76.3 in
Height: 63.8 in
Cargo Volume, Behind F/R: 47/18 ft3
Front Trunk Volume: 3 ft3
Curb Weight: 5110 lb
C/D TEST RESULTS
60 mph: 5.0 sec
100 mph: 12.3 sec
1/4-Mile: 13.6 sec @ 105 mph
130 mph: 22.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.2 sec
Top Gear, 30–50 mph: 2.0 sec
Top Gear, 50–70 mph: 2.8 sec
Top Speed (gov ltd): 138 mph
Braking, 70–0 mph: 156 ft
Braking, 100–0 mph: 337 ft
Roadholding, 300-ft Skidpad: 0.86 g
C/D FUEL ECONOMY
Observed: 91 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 99/108/90 MPGe
Range: 315 mi
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2025 Porsche Macan Electric 4
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $80,795/$102,225
Options: 22-inch RS Spyder Design wheels, $4960; Club leather interior in Truffle Brown, $3820; Oak Green Metallic Neo paint, $2480; rear-axle steering, $2030; 18-way adaptive sport seats with memory, $1720; Bose surround-sound audio system, $990; Sport Chrono package, $980; thermally and noise insulated windows, $930; ventilated front seats, $650; 22-inch performance summer tires, $630; heated rear seats, $570; interior accents in Neodyme, $540; Porsche Electric Sport Sound, $500; advanced four-zone automatic climate control, $470; 115-volt outlet in cargo area, $160
POWERTRAIN
Front Motor: permanent-magnet synchronous AC
Rear Motor: permanent-magnet synchronous AC
Combined Power: 402 hp
Combined Torque: 479 lb-ft
Battery Pack: liquid-cooled lithium-ion, 95 kWh
Onboard Charger: 11.0 kW
Peak DC Fast-Charge Rate: 270 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 13.8-in vented disc/13.8-in vented disc
Tires: Pirelli P Zero Corsa Elect PZC4
F: 255/40R-22 103Y NE0
R: 295/35R-22 108Y NE0
DIMENSIONS
Wheelbase: 113.9 in
Length: 188.4 in
Width: 76.3 in
Height: 63.8 in
Cargo Volume, Behind F/R: 47/18 ft3
Front Trunk Volume: 3 ft3
Curb Weight: 5323 lb
C/D TEST RESULTS
60 mph: 4.6 sec
100 mph: 11.4 sec
1/4-Mile: 13.2 sec @ 107 mph
130 mph: 19.1 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.8 sec
Top Gear, 30–50 mph: 1.7 sec
Top Gear, 50–70 mph: 2.5 sec
Top Speed (gov ltd): 137 mph
Braking, 70–0 mph: 144 ft
Braking, 100–0 mph: 295 ft
Roadholding, 300-ft Skidpad: 0.95 g
C/D FUEL ECONOMY
Observed: 82 MPGe
75-mph Highway Driving: 85 MPGe
75-mph Highway Range: 260 mi
EPA FUEL ECONOMY
Combined/City/Highway: 98/107/89 MPGe
Range: 308 mi
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2025 Porsche Macan Electric 4S
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $86,895/$108,325
Options: 22-inch RS Spyder Design wheels, $4960; Club leather interior in Truffle Brown, $3820; Oak Green Metallic Neo paint, $2480; rear-axle steering, $2030; 18-way adaptive sport seats with memory, $1720; Bose surround-sound audio system, $990; Sport Chrono package, $980; thermally and noise insulated windows, $930; ventilated front seats, $650; 22-inch performance summer tires, $630; heated rear seats, $570; interior accents in Neodyme, $540; Porsche Electric Sport Sound, $500; advanced four-zone automatic climate control, $470; 115-volt outlet in cargo area, $160
POWERTRAIN
Front Motor: permanent-magnet synchronous AC
Rear Motor: permanent-magnet synchronous AC
Combined Power: 509 hp
Combined Torque: 604 lb-ft
Battery Pack: liquid-cooled lithium-ion, 95 kWh
Onboard Charger: 11.0 kW
Peak DC Fast-Charge Rate: 270 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 14.8-in vented disc/13.8-in vented disc
Tires: Pirelli P Zero Corsa Elect PZC4
F: 255/40R-22 103Y NE0
R: 295/35R-22 108Y NE0
DIMENSIONS
Wheelbase: 113.9 in
Length: 188.4 in
Width: 76.3 in
Height: 63.8 in
Cargo Volume, Behind F/R: 47/18 ft3
Front Trunk Volume: 3 ft3
Curb Weight: 5341 lb
C/D TEST RESULTS
60 mph: 3.6 sec
100 mph: 8.7 sec
1/4-Mile: 12.0 sec @ 117 mph
130 mph: 15.3 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.0 sec
Top Gear, 30–50 mph: 1.5 sec
Top Gear, 50–70 mph: 2.2 sec
Top Speed (gov ltd): 148 mph
Braking, 70–0 mph: 141 ft
Braking, 100–0 mph: 287 ft
Roadholding, 300-ft Skidpad: 0.98 g
C/D FUEL ECONOMY
75-mph Highway Range: 240 mi
EPA FUEL ECONOMY
Combined/City/Highway: 91/98/83 MPGe
Range: 288 mi
C/D TESTING EXPLAINED
Source: caranddriver.com
