2025 Porsche Macan Electric review: Australian first drive

Make no mistake, the 2025 Porsche Macan is bound to ruffle some feathers.

Most manufacturers are attempting to ‘soft-launch’ electric vehicles as part of a wider model line-up filled with internal-combustion engines (ICE) in petrol or diesel flavour.

But, Porsche, with all of its dynamic heritage and six-cylinder reputation, has decided to revamp its best-selling model as an electric vehicle. It’s a bold move to make with your breadwinner, but the brand remains adamant that the new Macan will remain its global success story.

Despite conflicting comments from Porsche executives over the last few months, not only is a petrol version of the new Macan not planned, but it’s not technically feasible.

The Porsche Macan has entered a new electric era and it’s not turning back.

Drive was invited to sample the new car in Brisbane and surrounds, and here’s how we got on.

The Porsche Macan range now encompasses a four-strong line-up, with the Macan 4 and Macan Turbo available initially, to be followed by the entry-level Macan RWD and Macan 4S in early 2025.

There’s no way around it – the 2025 Porsche Macan is substantially more expensive than before.

The entry price for the Macan range has jumped by a whopping $33,000 – the base-spec Macan RWD costs $128,400 before on-roads, while the flagship Macan Turbo costs $184,400 before on-roads and options.

I spent the majority of my time with the range-topping Macan Turbo at the launch, although I couldn’t find a turbocharger anywhere.

In any case, all variants come with healthy levels of equipment such as adaptive cruise control, power-adjustable seats with memory, keyless entry and start, electric charging flap, 360-degree cameras, and an auto-dimming rear-vision mirror.

However, the Macan Turbo flagship ups the ante with a panoramic sunroof, four-zone climate control, and Sport Chrono as standard.

All Porsche Macans are powered by a 100kWh battery pack and can accept a maximum DC charge rate of 270kW – these are very impressive stats for an electric vehicle.

But the Macan Turbo we’re keen on is all about performance. Its dual-motor powertrain can churn out 470kW in overboost launch-control mode and a whopping 1130Nm.

Yikes.

This is good enough for a warp-speed 3.3-second run from zero to 100km/h.

Importantly, the Porsche Macan Turbo can go up to 591km before needing a recharge, according to the brand and WLTP testing.

As for a rival, the Polestar 4 is eerily similar. It, too, features a 100kWh battery pack, and the performance-focused variant can sprint from zero to 100km/h in 3.8 seconds. However, it’s much more affordable at $88,350 before on-road costs.

Both cars are eminently customisable, with the Polestar relying on add-on packs rather than Porsche’s shopping list of individual options.

It mightn’t look it from the outside, but this new electric Porsche Macan is a bigger car than what it replaces, and it’s the people inside that reap the benefits.

As you’d expect from the brand, the overall fit and finish is immaculate. Porsche has used high-quality materials on the central tunnel, door panels, dashboard, and seats so that owners feel reassured with paying top dollar.

In short, it feels special.

The seats are comfortable and have ample adjustability, while the driving position is bang-on Porsche excellence. Low, dynamic, and commanding.

Storage-wise, the front-row occupants have a cubby beneath the physical controls for the air-conditioning system – nice one, Porsche – plus a large centre console compartment for hiding valuables.

There are dual USB-C ports underneath the dashboard, though these can be difficult to access.

There are twin cupholders in the central console, and 12-volt outlets for charging your devices. It also comes with a wireless phone charger.

Keep in mind that a Porsche is hugely customisable and buyers can make hundreds of choices for interior inlays and colours.

In the second row, the available space is fair, but not great. The Porsche Macan now has a much more sloping rear roof line to aid aerodynamics, but it hasn’t helped rear head room.

I’m 194cm tall and my head touched the roof line, while my legs were also pretty constrained behind the seat back in front of me. It’s not the end of the world, but it’s not as roomy in the second row as you’d like to see.

Additionally, there’s no sliding seat base to extract more leg room.

The boot opens electrically to reveal a 480-litre space in this Macan Turbo. That is down 60L on the related Macan 4 because the Turbo fits in a subwoofer thanks to the standard-fit Bose sound system.

But, handily there’s also an 84L storage space under the front bonnet. I like that Porsche’s been smart about utilising that space too. In the boot there’s a tyre repair kit in case you run into trouble.

I love to see that Porsche has retained the cool curved instrument display in front of the driver – it first made its debut on the Taycan and has since spread throughout the brand’s line-up.

It contains great information and is hugely customisable with an array of displays.

The infotainment itself is dead easy to use. The 10.9-inch screen is underpinned by Android software that runs smoothly, has bright graphics and colours, and simple layouts for menus and settings.

In particular, I love the big blocky icons used for selecting separate functions. You can also use the ‘Hey Porsche’ command to verbally give orders to the system.

Apple CarPlay and Android Auto smartphone mirroring are standard, as are satellite navigation and digital radio.

An optional touchscreen within the dashboard exclusively caters to the passenger and can display a range of vehicle information – such as route guidance – or can be used to watch videos and stream content. It remains invisible to the driver, which is a neat trick.

However, I’d argue it’s not a necessity. There’s a screen to play with right next door (infotainment) that doesn’t exactly do the same things, but there’s a lot of shared functionality between them.

There’s also a head-up display that Porsche claims is the largest on the market. In practice, it provides a great amount of information without overloading the driver or taking up valuable windscreen space. It contains augmented-reality enhancements that can place alert overlays on top of other cars on the road.

The 2025 Porsche Macan has yet to be tested by ANCAP or its European equivalent Euro NCAP.

Considering the first Porsche Macan was introduced in 2014, 10 years ago now, this new car has introduced significant safety updates.

What’s better, most of the equipment is standard on all variants, from the base level to the flagship.

It comes with autonomous emergency braking (AEB) with pedestrian detection and intersection assist, plus traffic sign recognition that informs of current speed limits. All variants come with surround-view cameras and parking assistance as well as lane-change and lane-keep assists.

Adaptive cruise control is standard on all cars. A more detailed list can be seen below.

On the launch, all systems worked impressively. There were no false positives for the AEB system and the adaptive cruise control kept good distances behind the car ahead. I was disappointed that the adaptive cruise didn’t extend to lane-centring to keep you in your lane.

The Macan Turbo comes with a nifty augmented-reality head-up display that provides a wealth of pop-up icons to alert of potential dangers. It’s very cool tech that I’m sure will proliferate throughout Porsche’s range.

Unfortunately, Porsche offers one of the shortest warranties in the country – just three years from the date of delivery. This includes the new Macan.

Buyers can option an additional years of warranty, though they come at extra cost. The battery itself is warranted at eight years (160,000km), a common arrangement for the high-voltage batteries in electric vehicles.

There are three upfront service packages that buyers can choose from:

Comprehensive insurance for the Porsche Macan Turbo runs to $4702 per annum based on a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Those same details spit out a $2066 quote for the Polestar 4 Long Range Dual Motor.

While we didn’t get the chance to test it at the launch, the Macan recharges at up to 270kW on a DC fast charger. That’s right up there among the fastest-charging electric vehicles. The Macan Turbo will go up to 591km before requiring a recharge based on WLTP testing.

As for efficiency itself, the Macan Turbo energy use is quoted between 18.8kWh per 100 kilometres and 20.7kWh/100km.

I saw varying figures on the launch that ranged between 21kWh/100km and 25kWh/100km. These are on the higher side for an electric vehicle, though a lot of driving was spent on country roads and freeways, without a thought for economy.

It’s difficult to differentiate electric vehicles in late 2024, at least from a driving perspective. Porsche is synonymous with flat-six engines and even the previous-generation Macan received a characterful V6 power plant, but there is less to get excited about with the new Macan’s electric underpinnings.

Porsche is keen to point out that the new Macan sets itself aside from other electric vehicles thanks to its status as the performance benchmark for its segment. It’s a bold claim, but it has the numbers to back it up.

The 430kW/1130Nm outputs make the Macan Turbo hustle like few other cars on the road. The power outputs swell to 470kW in overboost during Launch Control mode, which can be a stomach-turning experience. A flex of the right foot results in an immediate jolt backwards, and it can even cause a sore neck for unsuspecting passengers.

There are four main driving modes as part of the Macan Turbo specification, and the most extreme is Sport Plus. I spent plenty of time cycling between all while on the racetrack at Norwell Motorplex, before deciding that Sport is the happy medium.

The adaptive dampers aren’t too harsh in this mode, while the steering and acceleration inputs aren’t too hardcore.

It comes with a warbly sound generator in lieu of mechanical engine and exhaust noises, which are a matter for personal preference. I wish there were different types available that you could cycle between – I wasn’t a fan of the system altogether, so it’s handy that you can turn it off.

It’s a heavy thing at 2405kg, but the way the brand’s been able to keep that sizeable weight composed is impressive. Going through corners around Mount Tamborine in Brisbane, the car stays flat and pitches little when you throw it into a bend.

At higher speeds, the pitch and roll sensation is experienced to a higher degree. This was most commonly felt on the racetrack as the car dived forward under hard braking and the body was set backwards during full-throttle accelerations.

There’s only so much you can do to offset the Macan’s higher-set centre of balance, especially compared to cars like the Taycan. Its top-heavy body control can feel skittish at the limit, and there’s little doubt that the car’s excellent electronics are razor-sharp as to which wheel needs the most traction at any given point.

In any sense, the steering is a nice firm feel that provides a level of feedback of grip sensation and road surface condition. The car isn’t quite as easy to see out of as the previous-generation Macan and its more upright glasshouse, but it’s still a simple car to place on the road.

The roadholding is incredible. The Macan holds its line resolutely through bends and doesn’t get thrown off balance by mid-corner bumps or creases in the tarmac.

Ride comfort on the whole is well balanced between everyday comfort and sports ability. There’s a good breadth that ensures the Macan stays flat and sporty when required, but not at the expense of comfort and compliance at more mundane speeds and driving styles.

Porsche rates the maximum trailer load at 2000kg. We didn’t get a chance to test this at launch, but it absolutely feels as though it’s got the power and torque to pull at that limit.

The maximum payload is 545kg, more than enough for five (or even six, if it was possible) adults onboard weighing an average of 87kg.

I said from the outset that the Porsche Macan has the weight of the world on its shoulders. It was once the manufacturer’s best-selling model and has done wonders for the brand locally.

To reimagine the model as an all-electric offering is wild. But I think Porsche has been able to pull it off. It remains a razor-sharp driving experience, plus the electric-vehicle side of things is done to perfection.

This is not the same Porsche Macan experience as its predecessor. But this is the way forward for the nameplate, and this initial impression shows the Macan’s development remains in good hands

This is as good an electric vehicle as you can get.

But it is very expensive, and some will be turned off by an all-electric SUV.

It’s true that although Porsche seems keen to reintroduce petrol powertrains to its other models, it doesn’t seem likely to see a petrol Macan on the horizon.

For those who are ready, the new electric Porsche Macan remains as brilliant as it ever was.

Although much of my time was spent driving the flagship Macan Turbo at the national media launch, I was smitten with the Macan 4. Its power outputs are still incredible, the cabin experience is just as special, and the electric underpinnings are just the same.

It also comes about $50,000 more affordable. Add some personalisation options to that car and you’ll be able to have a special ownership experience.

If you want to keep your options open, be sure to test-drive the Polestar 4 and the BMW iX3. Though, the latter car there is due for an update.

Keep in mind that Porsche has remaining stock of the previous-generation Macan until about Q2 2025. Enquire with dealerships about remaining examples.

The next step on the purchase journey is to check the Porsche website for stock of your preferred Macan variant. You can also find Porsches for sale at Drive Marketplace.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.