Boss Baby

Launched in 2014 as the smaller version of the popular Cayenne, the premium luxury five-seat Macan SUV brings many 2024-style upgrades and all-new electric technology.

Put away the petrol-powered pitchforks, the Macan Electric is not a direct replacement for the petrol-powered version, and both models will sell alongside each other... at least for the short-term in New Zealand. But time is running out.

The Macan Electric is an important model for Porsche: so important, in fact, that it invited the world’s motoring media to Nice, France, for its global launch.

The Macan is also super important for New Zealand, as the brand’s biggest seller in 2023, outselling even the Cayenne and accounting for more than one-third of Porsche New Zealand’s sales. This sales trend reflects globally with Macan as its popularity grows and the model closes in on one million total sales.

Two models of 2024 Macan Electric mark its launch: the 4 and the range-topping Turbo, to be joined by two more models that might typically, in Porsche ranking, be an entry level, 4S and/or GTS.

This is where it gets slightly confusing in the electric age. In Porsche speak, “4” traditionally signifies four-wheel drive, as it does with the Macan 4 (and all Macans); the Turbo is the high-performance model. No, it doesn’t have a turbocharger, so let’s just move on - no need to get hung up on nomenclature.

While retaining Porsche’s traditional attributes of looks, driving style and feel, with facelifts over the years, this is the first major Macan model change, and introduces a whole new platform that will serve as the basis for Porsches to come. It’s called PPE (Premium Platform Electric).

Externally, the Macan retains the Porsche flat nose with bulging fenders – a trace of 911 perhaps – and a similar profile to previous, but it’s the nose and rear that are new, with split front headlights (incorporating upper DRLs and Matrix LEDs) that are rather distinctive and similar to those on the Taycan.

A rear taillight strip is designed to look 3D with exposed Porsche lettering, while the model badge lies underneath: other “tells” between the 4 and Turbo models are the wheel sizes and black vertical strakes on the outer edge of the front intakes that identify the Turbo model. Its intakes are also larger and deeper, while the Turbo also has rear faux vents on its hips. A monochrome “Turbonite” Porsche crest is also new for the Porsche Turbo models.

Practicality is another Macan hallmark, with luggage space between 540- and 1348-litres, and a ‘frunk’ boasting another 84-litres. It’ll also tow up to two tonnes.

At the heart of the Macan Electric is a 100kWh battery, 95 of those being useable, sitting between the 89kWh unit in the Taycan and 105kWh in Taycan Turbo. It’s 800-volt architecture, which basically means it charges fast: up to 270kW on a DC charger, matching the Taycan. No one-pedal driving, however, despite having regen.

Let’s push through the other numbers for a paragraph: the Macan 4 has 285kW and 650Nm, plus an overboost function that bumps it to 300kW, with launch control that makes a 5.2 second sprint to 100km/h achievable. The Turbo ups the ante quite a bit: 430kW (470kW on overboost), and a massive 1,130Nm. Yes, 1,130. And just 3.3 seconds to 100km/h. That sits it between the Taycan 4S and Turbo and is mighty quick.

That immense mountain of torque that moves the Turbo from point A to B with effortless urgency. It’s motion-sickness-inducing, no question, as evidenced by my co-driver during our 200km drive from Nice to the famous Monte Carlo WRC stage and the Col de Turini: dozens of hairpin corners and treacherous cliffs inviting and intimidating at the same time, as the Macan Turbo we drove there for the day exploded from corner to corner.

It’s difficult to imagine a type of car that covers more ground point-to-point than an AWD electric car. The Macan’s switchable sound generator adds a little more aural pleasure for such circumstances. Its ride and steering fulfil the promise to be like a Porsche too, with adjustable damping depending on which mode is chosen. The Turbo also uses torque vectoring tech to maximise grip and speed, along with up to five degrees of rear steering to pivot it around the tightest turns or add stability at high speeds.

The cabin brings the Macan right up to the now. With a curved 12.6in dash display, a centre 10.9-inch display and, in the Turbo, a passenger-side 10.9-inch multimedia display that cleverly blacks out for the driver when moving. And buttons, too: a welcome sight in an ever-increasing touchscreen world. Augmented reality on the head-up display adds another dimension of safety and tech to the 2024 Macan, and the active turning arrows and lane guidance really do work well.

We return to our base in Antibes, 30 minutes from Nice, and realise that not once have we thought about range. With 591km from the Turbo and 613km from the 4, it’s somewhat obvious why not.

The new Macan Electric might be a game-changer in some ways, but it’s less so in others; evolution and revolution in one package, mixing the best Porsche has to offer into the popular SUV body style. After spending a few days in the new model, we changed our view that it’s not merely an electric version of the Macan, it’s more an SUV version of the Taycan. And that does change the game.