Porsche Macan EV 2024 Review – International

The 2024 Porsche Macan is more expensive than ever, now kicking off at $133,700 plus on-road costs for the Macan 4.

A faster and better-equipped Macan Turbo sells from $180,100 plus ORCs.

First Australian deliveries of each are due late in 2024.

There will be more variants of the new Porsche Macan EV down the track, including an entry-level single-motor/rear-wheel drive model, but prices will still be well above the $93,800 starting price of the outgoing model.

Also expect a sportier Macan GTS that steps up the cornering dynamics.

The 2024 Porsche Macan comes with 20-inch alloy wheels, leather upholstery, 360-degree camera, dual-zone ventilation, smart key entry, adaptive cruise control, ambient lighting, adaptive dampers, a powered tailgate, electrically adjustable steering column and electrically adjustable and heated front seats.

Plus, there’s a memory function for saving driving positions.

It’s a leap to the Macan Turbo, which gets a larger rear motor, 21-inch wheels and more equipment, including a panoramic sunroof, quad-zone ventilation, Sport Chrono pack and Porsche Electric Sport Sound for a futuristic synthesised sound. It also brings adjustable-height air suspension.

The Turbo has some unique design elements, including non-functioning vents built into the rear bumper.

Up front it also gets unique outer air intakes as well as ‘Turbonite’ (dark grey) badges in lieu of the coloured Porsche emblem. That Turbonite colour makes multiple appearances inside, too, with various accents and contrasting hues.

There’s a dizzying array of options encompassing everything from the seats and wheels to a rear windscreen wiper, exterior design packs, interior trims and materials and various luxury features.

There’s also rear axle steering ($3510), and if you want the Turbo’s air suspension system on the Macan 4 it’s another $2830.

You can also option a 14-speaker Bose sound system ($2230 for the Macan 4, standard on the Turbo) or 21-speaker Burmester system ($9870 on the 4, $6750 to replace the Bose system in the Turbo).

Buyers can choose between 13 exterior colours and 59 special colours, as well as nine wheel designs. There are also eight colour ranges for the interior.

If that’s not enough, you can also delve into the Porsche Exclusive Manufaktur catalogue that facilitates the creation of one-off vehicles to owners’ tastes. It’s all about maximising personalisation and ramming home the luxury experience.

Each Macan gets a 100kWh battery with 95kWh of usable capacity, making for 613km of claimed WLTP range in the 4 and 591km in the Turbo.

The Macan is only covered by a three-year/unlimited-kilometre warranty but the high-voltage battery pack gets a separate eight-year/160,000km warranty.

Servicing is scheduled every two years or 30,000km; pricing will be set closer to the late-2024 arrival.

The 2024 Porsche Macan gets eight airbags: dual front, front side, rear side and side curtain airbags.

Plus, there’s an active bonnet that raises in an impact to cushion the head of any pedestrians involved.

It also gets a pedestrian warning system that’s a bit different to other EVs. Rather than a generic drone, it varies the pitch depending on speed and acceleration to give an audible representation of what the car is up to. It’s a subtle but effective change.

The new Macan also gets the latest safety assist systems designed to provide additional information and assistance and take over if the driver makes a mistake.

These include speed sign recognition, autonomous emergency braking (AEB), blind spot warning, rear cross traffic alert, intersection assist, swerve and turn assist, lane change assist and lane keeping assist.

Importantly, those driver assist systems seem to do a decent job. Whereas some can be overly officious, the Macan mainly leaves the driving to the person in charge and only activates the electronic aids as a last resort.

The new Macan hasn’t been independently crash tested by ANCAP or Euro NCAP.

The 2024 Porsche Macan utilises the Android Automotive operating system for infotainment. That’s more advanced and widespread than Android Auto, which is also part of the Macan package but is a simpler smartphone connection.

The Macan also gets wireless Apple CarPlay for those with an iPhone.

One of the big advantages of Android Automotive – other than leaving the tricky software stuff to tech giant Google – is access to the third-party app store. It means that owners can download approved apps and activate them through the screens in the car.

That can include everything from information and weather to games and more.

In terms of the screens, in true Porsche style it’s the instrument cluster that is the ritziest of the lot. The 12.6-inch unit is curved and incorporates circular elements reminiscent of the brand’s sports cars, such as the 911.

An enormous optional head-up display ($4120) incorporates augmented reality, allowing mapping instructions to be overlayed on the exact section of bitumen.

Infotainment is taken care of through a 10.9-inch central screen. While it’s not as large as some, it’s crisp and clear and nicely fills the central space.

You’re tapping the screen to delve into the various apps, but there’s at least a volume dial and five toggle switches surrounded by touch buttons to adjust the ventilation.

There’s also the option of a 10.9-inch passenger display ($2700) that slots alongside.

It mimics everything in the main screen but has a split eyeline that allows the passenger to stream video without distracting the driver.

Both the 2024 Porsche Macan 4 and Macan Turbo get a dual-motor/all-wheel drive powertrain.

In each case, the rear motor is larger than the one up front to provide a rear-biased driving experience.

The front motor is the same one that’ll be used in upcoming Audi EVs based on the same vehicle architecture, but the rear motor is bespoke Porsche.

For the Macan 4, the two produce a combined 285kW and 650Nm. However, activate the launch control system and it briefly steps the peak power up to 300kW, in turn helping the Macan 4 hit 100km/h from standstill in 5.2 seconds.

For the ultimate SUV performance rush, though, the Turbo steps things up big-time with a larger rear motor; it’s the same motor used in the ballistic Porsche Taycan Turbo GT, although it doesn’t produce nearly as much power in the Macan.

Still, with combined outputs of 430kW and 1130Nm, the Taycan Turbo EV one of the most powerful Porsches you can buy.

Utilise launch control and the power kicks up to 470kW, helping the Macan Turbo hit 100km/h in 3.3sec. The dash from 0-200km/h takes 11.7sec.

They’re potent numbers and set a new performance benchmark for the mid-size SUV category.

Charging the 2024 Porsche Macan is done via two fuel gauge-like ports behind each rear wheel.

The one on the left does fast (DC) and slower (AC) charging, whereas the one on the right side (the driver’s side in Australia) does AC charging only.

Faster DC charging can be done at up to 270kW utilising the 800V electrical architecture.

To take advantage of rarer 800V chargers – typically 350kW ultra-rapid chargers – the Macan cleverly splits its battery pack into two 400V units to maximise charging while reducing the required hardware.

Charging from 10 to 80 per cent can be done in as little as 21 minutes.

Slower AC charging can be done at up to 11kW for a full charge in about 10 hours. The more common single-phase 7.4kW wallbox charger can provide a full charge in about 14 hours.

Near silence is not what some may crave from a Porsche SUV, but the pedestrian warning system in the new 2024 Porsche Macan is a cut above the norm. It intensifies with speed to give those around a better idea of what the car is up to.

But what sets the foundation for the Macan EV is its deceptively low centre of gravity. Engineers say that crucial measurement plunges 440mm lower than the petrol model it replaces – thank the battery pack in the floor for that – helping create a stable and surefooted SUV.

Beautifully weighted steering teams with prodigious grip to amplify that sporty flavour. It doesn’t take long to establish the Macan is a hugely capable performance car – and towards the pinnacle of the SUV breed.

The cars we drove had the optional rear axle steering system that helps tuck the tail around in tighter bends.

Combined with the occasional squirm from the rear-end when you’re powering on, it makes for a playful and rewarding driving experience.

It’s aided by the rear bias of the drivetrain, with more grunt sent aft to channel that sports car thinking the brand is known for.

At high speeds there’s excellent stability when pointing at a corner. All of which works nicely for more of the athleticism SUVs often lack.

And while the Macan is a porky machine – the Turbo tips the scales at 2.4 tonnes – it does a brilliant job of masking it.

We only drove cars on 22-inch wheels and air suspension, and while there’s some initial terseness over bumps there’s also ample compliance to nail the daily duties in a family-friendly way.

Dial up Sport and Sport+ and the adaptive dampers stiffen things, although again it’s not to the point of being uncomfortable.

Terrific body control completes the excellent dynamic equation and gives confidence to ramp up the pace.

And, of course, there’s no shortage of thrust.

While on paper the Macan 4 may appear undernourished compared with its Turbo sibling, it’s anything but in the real world. The immediacy of the throttle response and the seemingly endless surge of torque makes it a useful device and one that’s rarely lacking in enthusiasm.

The Macan 4 will likely suffice for a whole bunch of Macan shoppers.

Of course, the Turbo dials that up with its prodigious outputs – and you’ll never tire of the thrust on offer. A launch control start is addictive in the way it punches you back into the seat and fires towards triple figures in a few seconds.

On the run, too, the Turbo has loads of pull and makes for a handy companion.

Just as impressive is the everyday useability. You can choose between two levels of regenerative braking, for example, both of them fairly mild.

Combined with progressive throttle responses, it translates to a very normal (by that we mean ICE-like) driving experience.

The 2024 Porsche Macan 4 and Turbo feature all-wheel drive but are only designed to do modest off-road work.

Think light gravel tracks and snow, although even then it pays to remember there is no spare wheel, only a repair kit.

In the Turbo there is adjustable-height air suspension that can raise the body by 40mm for additional clearance in rough terrain. That suspension – which also adds an Off-road drive mode to optimise traction control in slippery conditions – is also optional on the Macan 4.

Slide behind the wheel of the 2024 Porsche Macan and there’s a driving position as sporty as its sleek exterior.

You’re sitting uncharacteristically low by SUV standards, which doesn’t give you much of the SUV high-and-mighty many crave but at least creates some vague synergies with sportier Porsches.

The steering wheel, too, is pure 911, as is the toggle forward/reverse selector on the dash and the drive mode dial embedded within the wheel.

It’s welcome Porsche familiarity embedded within the practicality of an SUV.

No shortage of upmarket class, either. The materials and finishes are pure Porsche with top-notch attention to detail and the sort of tactility that reinforces it’s a luxury machine.

There’s also a sporty theme throughout, starting with the doors, which now have frameless windows for a bit of coupe flavour.

The lower seating position – 28mm lower than the old Macan – makes for surprisingly good headroom, despite the sleek silhouette.

That flows through to the rear, too, where a near-flat floor and low seat-base continues the generous headroom theme, although the low-set seat does mean that taller people will find their knees a tad higher than is ideal.

The boot provides 480 litres of space above the floor, which can be expanded by folding the 40/20/40-split folding rear seat.

In the Macan 4 with the standard sound system (without a subwoofer), there’s also some underfloor storage that ups the capacity to 540 litres.

The Macan also has 84 litres of space beneath the bonnet; it’s in a nicely trimmed bucket that’s perfect for charging cables.

And if you have the key on you, a hand wave above the Porsche logo is all that’s required to pop the bonnet. It’s a neat trick for accessing that additional storage area.

The 2024 Porsche Macan is a very different beast to the original – in a good way.

While some will no doubt rue the demise of premium unleaded exploding beneath the bonnet, others will relish the benefits brought by the shift to electricity.

The bespoke EV architecture has created one of the lowest (and sportiest) SUV driving positions, with few compromises on practicality.

The ludicrously low centre of gravity also sets the scene for a car with superb dynamics that somehow mask the extra kilos in the nuggety body. And, of course, there’s excellent performance and a long driving range.

In short, the Macan is a better SUV, in part thanks to its shift to EV.

The biggest gripe is how much you have to shell out to get into one.

But perhaps that’s the price of (brisk) progress.

2024 Porsche Macan 4 at a glance:
Price: $133,700 (plus on-road costs)
Available: Final quarter 2024
Powertrain: Two permanently excited synchronous motors
Output: 285kW/650Nm (300kW/650Nm with launch control overboost)
Transmission: Single-speed reduction gear
Battery: 100kWh nickel manganese cobalt lithium-ion (95kWh useable)
Range: 613km (WLTP, dependent on options)
Energy consumption: 17.9-21.1kWh/100km (WLTP, dependent on options)
Safety rating: Not tested

2024 Porsche Macan Turbo at a glance:
Price: $180,100 (plus on-road costs)
Available: Final quarter 2024
Powertrain: Two permanently excited synchronous motors
Output: 430kW/1130Nm (470kW/1130Nm with launch control overboost)
Transmission: Single-speed reduction gear
Battery: 100kWh nickel manganese cobalt lithium-ion (95kWh useable)
Range: 591km (WLTP, dependent on options)
Energy consumption: 18.8-20.7kWh/100km (WLTP, dependent on options)
Safety rating: Not tested