Porsche Macan Turbo 2025 Review

Progress doesn’t come cheap. And comparing haloes to haloes, the 2025 Porsche Macan Turbo is at least $40K more expensive than the GTS grade it replaces. The ‘old’ twin-turbo petrol V6 is out and dual e-motors with 800V battery architecture is in.

According to the stopwatch, the Turbo is more than worthy of its range-topping status. It also commands a high price and, at $184,400, it’s the most expensive Macan to date.

The Turbo sits atop the four-tier line-up. Macan starts at $128,400 plus on-roads costs (ORCs) for the single-motor, rear-wheel-drive variant. As the names suggest, both the 4 and 4S gain all-wheel drive via dual e-motors with values of $134,400 plus ORCs and $149,300 plus ORCs respectively.   

Porsche covers the Macan with a three-year/unlimited-kilometre warranty, which is a bit meagre in 2025. The battery is also covered by an eight-year/160,000km plan. Servicing is every two years or 30,000km (whichever comes first). 

Alternatives to the Macan Turbo could be the platform-sharing Audi SQ6 e-tron or the slightly bigger Mercedes-AMG EQE53 SUV. However, if your budget doesn’t stretch quite as far, the Hyundai IONIQ 5 N more than fulfills the performance side of the equation.

The design is form meeting function. Therefore, despite cutting a physically larger silhouette, the aerodynamic drag coefficient has been reduced to just 0.25 (from 0.35). This not only builds on the smoother styling but has tangible benefits in range.

Hints of Taycan have certainly crept in, with the 2025 Porsche Macan Turbo’s LED daytime running lights mimicking that of its family member. The main headlights are actually the Matrix LED units positioned lower in the front bar. At the back, LED taillights feature as well as the now customary full-length LED lightbar.

Elsewhere the Turbo gains 20-inch alloy wheels, keyless entry and start (you don’t even need to turn it on or off), powered tailgate and a panoramic glass sunroof. In an odd omission, especially given the new coupe-like swooping roofline, the Macan doesn’t come with a rear windscreen wiper – it’s a no-cost option.

Inside the interior is clad head to toe in premium leather with a Race-Tex headliner. The adaptive sports seats are 18-way electronically adjustable with memory and lumbar control. There’s also quad-zone climate control with remote start, ambient lighting, and a heated steering wheel with electronic adjustment.

As you can imagine, the test car isn’t standard and comes with some tasty (expensive) options. The striking Oak Green Metallic Neo hue is $5470, while the Exclusive Manufaktur 22-inch wheels are $5980 with an extra $2250 added on for the Neodyme finish.

While there are too many box ticks to list, the other major addition is rear-axle steering, which commands a $3510 charge. Although, it’s a bit harsh to be charged $1710 for seat ventilation at this price point and the extended Chalk Beige leather pack is $4700.

In total, the Macan Turbo tested includes $32,210 in options, meaning the true price before ORCs is $216,610 – gulp.

The 2025 Porsche Macan Turbo doesn’t hold an ANCAP or Euro NCAP safety rating as the entire line-up is yet to be crash tested. However, it’s brimming with active and passive technology as well as eight airbags, twin ISOFIX points and three top-tether anchorages.

It comes with autonomous emergency braking (AEB) with pedestrian and cyclist detection, junction assist, cross-traffic alert, adaptive cruise control, lane-departure warning, lane-keep assist, blind-spot monitoring, road-sign recognition, fatigue monitor, head-up display, parking sensors and a 360-degree camera.

In use, the safety systems are well calibrated and aren’t too intrusive with audible warnings – speed readings are visually prominent. The active lane keeping is also noticeably progressive.

The augmented reality head-up display, which is tuned to adapt with your throttle and steering inputs, does require an adjustment period. The projection is vast (the biggest on the market, according to Porsche), but you can tailor what is shown within the virtual instrument cluster. The augmentation can be turned off if desired.

While the German brand is known as a leader in terms of mechanical gubbins, it’s forever forging ahead with technology, too. The 2025 Porsche Macan Turbo’s interior is proof.

Ahead of the driver is the 12.6-inch curved instrument cluster that straddles the line between tradition and modernity well. It displays all the vital information in a clean and concise way without the need to resort to themes.

The central 10.9-inch infotainment display might not offer as much screen acreage as some, but its function is slick. The operating system is Android Automotive-based, which means it will be constantly kept up to date and affords access to third-party apps like Spotify and YouTube.

Our test car is optioned with another 10.9-inch display for the passenger. Although, its use case is questionable, especially given it attracts a $2700 fee. It does allow the passenger to view content on the move that, thanks to nifty tech, isn’t visible to the driver.

Naturally, wireless Android Auto is available as well as Apple CarPlay, while stating ‘Hey Porsche’ prompts the voice activation. The wireless charging pad has a much-needed cooling function, too. Other highlights include Bluetooth, DAB+ digital radio, USB-C ports and a Bose audio system with subwoofer.

It’s justifiable to lament the loss of the 2.9-litre twin-turbo V6 engine that used to motivate the GTS. Yet, if outright pace is your jam, then it pales in comparison with the new dual e-motor arrangement.

The 2025 Porsche Macan Turbo might as well be a lightning bolt, given how arresting it is in a straight line. Thanks to launch control, the 2405kg medium SUV reaches 100km/h from rest in just 3.3 seconds. That’s bonkers.

It feels every bit as quick as that from behind the wheel, too. To achieve this gut-wrenching performance, there’s no turbocharger to be found under the, ahem, Turbo’s bonnet. Instead, it uses two permanently excited synchronous e-motors that generate a combined 430kW and a staggering 1130Nm.

Further aiding the brutal acceleration is the overboost function, which tickles the power output up to 470kW when (and only when) using launch control. Impressively, the Turbo always seems to find meaningful purchase, too. Although, the relentless shove isn’t just from a standstill, as the Turbo completes the traditional 80 to 120km/h overtaking marker in just 2.0sec.

To its credit, Porsche has tried to imbue the Macan Turbo with some emotion via the Electronic Sport Sound, which is audible inside and out. It works to a point, especially if you enjoy The Jetsons vibes. Others will appreciate the fact it’s a selectable addition.

With the entire line-up gaining a 100kWh (95kWh useable) nickel manganese cobalt (NMC) lithium-ion battery pack, the 2025 Porsche Macan Turbo isn’t hamstrung by range. Officially, the Macan Turbo can travel 616km (NEDC) on a single charge at an energy consumption rate of 17.2kWh/100km.

We couldn’t match that figure and after a week of testing our number came to 19.9kWh/100km. Although it must be said that a chunk of the driving included highway runs and spirited road-testing conditions.

The Macan houses a charge port either side of the vehicle (the door opens electronically) with DC and AC connections. Using the 800V architecture means the Turbo supports 270kW rapid DC charging. If you can find an applicable station, a 10 to 80 per cent charge occurs in just 21 minutes. A full 0 to 100 per cent charge using an 11kW AC connections takes 10 hours.

The switch from ICE to EV requires a few shifts in perception.

In a roundabout way, the previous Macan GTS performed like a pseudo Audi RS3 Sportback. However, with the size and weight of the 2025 Porsche Macan Turbo, that no longer translates. Additionally, you can’t assume it has the same dynamic competence of the low-slung Taycan Turbo.

Yes, the focus has shifted towards families, but this Macan still wears Turbo nomenclature. Therefore, while the grunt is taken care of with abundant power, the handling package is arguably just as robust. The Turbo fulfils the brief; you won’t find too many hyper EV SUVs with this much dynamic talent.   

The second-gen Macan runs the new Premium Platform Electric (PPE) architecture. Managing the 2.4-tonne mass is air suspension and Porsche Active Suspension Management (PASM), which includes electronic damping control with two-valve technology. Up the back there’s the addition of optional rear axle steering as well as Torque Vectoring Plus. Road-focused modes include Normal, Sport and Sport Plus.

In practice, it all works – just with some caveats. On smooth surfaces, the Turbo has a mega amount of grip, both mechanical and from the wide Bridgestone tyres. The rear-axle steering creates the sensation of a shorter wheelbase and assists rotation, while the torque vectoring can accentuate yaw. In PSM (Porsche Stability Management) Sport, the back end will even wriggle around under heavy load – all fun things you don’t expect from an EV.

Clearly then, Porsche hasn’t forgotten the Macan is indeed a Porsche. The steering is testament to this by returning decent feedback. As does the brake pedal, despite utilising regenerative braking. Its intervention is virtually imperceptible.

It isn’t all smooth sailing, though. On a rough road, the prodigious power and incisive rear-axle steering can make the Macan Turbo feel slightly nervous, especially when it follows cambers in the road on narrow country sections. And while the active suspension does an admirable job of stabilising the weight, it can’t always escape its high centre of gravity.   

Conversely, when the tempo reduces for the daily commute, the Macan Turbo is surprisingly calming. Despite the mega mumbo underfoot, in Comfort mode it’s easy to be progressive with throttle inputs. The ride quality is also better than it has any right to be on 22-inch wheels and the rear steering fosters a tight turning circle.

Overall, the experience is far from intimidating when you want it to be docile. And thanks to the 360-degree cameras, the added physical presence is easy to manage and you’re less likely to kerb those expensive wheels.

Is it still cool to say ROFL?

Let’s face it, you aren’t fooling anyone with 22-inch rolling stock in a striking bronze hue. This 2025 Porsche Macan Turbo isn’t leaving tarmac or using its Off-road mode.

Still, the Turbo does have faux all-wheel drive. Ground clearance is down 8mm to 169mm, but the wading depth has increased to 340mm when the air suspension is extended. Although, if you’re looking for a spare wheel, you won’t find one under the boot floor – puncture repair kit it is, then.

If you need to tow, the Turbo is endowed with a braked towing capacity of 2000kg.    

Luxurious. And befitting the more than $180K price tag.

There’s seemingly endless plush leather, neat stitching and high-end quality. The 2025 Porsche Macan Turbo’s cabin is an inviting place to be, one that isolates you from the outside world beautifully. Aesthetically it’s refined yet far from dull, and the cabin takes on a different life at night with ambient lighting.

Essentially, you feel special inside the cabin. Yet, it doesn’t forgo practicality with myriad storage areas and cup holders. Ergonomics are sound too, with dedicated physical climate controls being refreshingly tactile and readily available to use – no diving into infotainment screens here. Although, the front USB-C ports are hard to find and use.

You can sit low like you expect to in a Porsche, despite that being at odds with the elevated position most gravitate towards in an SUV. With the expanded dimensions, the EV Macan uses its bigger proportions to its advantage, with a much more spacious cabin.

That’s most evident in the back, with the additional 86mm of wheelbase liberating rear-seat legroom. It isn’t overtly palatial, but it’s a big improvement. Despite the tapered coupe formfactor and sunroof, headroom is decent, too. Amenities are covered off by the rear climate controls, air vents, door bins and fold-down centre arm rest with cup holders.

Yes, there might be a big battery on board, but cargo capacity is 480 litres, which expands to 1288L with the reclinable rear seats folded. Due to the air suspension, you can also lower and raise the rear ride height for ease of use. Porsche has utilised the EV platform by offering an 84L frunk (front boot) that can be opened by waving your hand over the front badge/bumper bar.

Whether or not the electric Macan is better than the ICE version is largely irrelevant. Despite being only a generation apart, the EV push requires a very different tool for the job.

And who knows, previously untapped buyer demographics could prove a stronger lure than relying on Porsche purists who decide to turn a blind eye. Either way, the Macan needs to appeal to a broad audience given its status as Porsche’s top dog.

Which is why the 2025 Porsche Macan Turbo isn’t really the variant to go for. Aside from those who’ll perpetually opt for the latest and greatest, who’s buying a medium SUV to reach 100km/h in just 3.3 seconds? And you won’t get change from $200K to get one in your driveway, either. 

Essentially, the ‘slower’ (it’s all relative, right?) Macan 4 seems like the better buy. And it’ll be interesting to see how the rear-wheel-drive entry-level variant performs when we drive it.

However, if you hold a penchant for truly arresting straight-line pace, the Macan Turbo won’t disappoint.

2025 Porsche Macan Turbo at a glance:
Price: $184,400 (plus on-road costs)
Available: Now
Powertrain: Two permanently excited synchronous electric 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: 616km (NEDC)
Energy consumption: 17.2kWh/100km (NEDC)
Safety rating: Not tested

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