Porsche Macan 4 and Macan Turbo: Which EV is Right For You?

Porsche’s Macan has grown recently, now offering no fewer than eight different models. And half of them are EVs now.

To get a handle on just what the brand’s first all-electric SUV is all about, we’ve collected two examples of the breed here. The Macan 4 is almost the entry point, as the most affordable twin-motor, all-wheel drive example. Meanwhile, the Macan Turbo now acts as the 600-horsepower flagship for the compact SUV.

Instead of a typical comparison then, Mike Schlee and I are going to take a closer look at what separates these two Porsches, what’s the same, and which one makes more sense of its respective price tag. Onward—in near-silence!

The Macan EV itself. Okay, technically a few MY24 examples flew in late last year, but this is the first full year for Porsche’s second all-electric model. Sitting on the Premium Platform Electric (PPE) architecture shared with the Audi Q6 e-tron, this new Macan is about two inches longer than the original, totalling 188.3 inches (4,784 millimeters) in length. The wheelbase is up three inches (to 113.9 in / 2,893 mm), and width is up a fraction of an inch. Like the first Macan, the EV shape splits the difference between upright, boxy SUV and the rakish coupe-overs on the market for its one body style.

Like the gas-powered model, which remains on sale beside this, Macan 2.0 comes in four different trim levels: in addition to the Macan 4 and Turbo we’ve got here, there’s the base and the mid-powered 4S models.

The new Macan has the modern Porsche look down, especially up front. Take the original model—now 10 years into its life—and mix it with the Taycan’s smoothed-out shnoz, and the Macan EV is the result. Unlike most electric models, the Macan doesn’t shy away from front air intakes, but it does shove them down low, giving it the appearance of a much higher nose.

It’s a similar story out back, where the EV’s thinner full-width taillight bar nestles right along the shoulder line. Paired with the small rear window and—on the Turbo—small vertical vents just below the lights, the Macan EV’s proportions have it looking taller and narrower than you might expect.

These two examples have a lot more in common than their gas equivalents would. The aero-blade wheels, for example, giving the Macan pair the same rubber footprints too. The purple—sorry, “Provence”—Macan 4 utilizes matte black for its plastic sill extensions, and keeps the contrasting blade along the flanks in the same material. Meanwhile, the blue Turbo goes body-color for the latter, with more of that bright hue in its front fascia as well. This Macan 4 features the Off-Road Package front bumper, with a faux skid plate for the precisely two folks who will point this down something more challenging than a cottage driveway.

Oh yeah, and the Turbo ditches the roof rails. Porsche knows the sort of person buying the top performance model, after all.

Both of these models hide an even 100.0-kilowatt-hour battery pack under their floors. This isn’t some optional extra for the lower Macan 4 either; it’s the same for every one of the electric Macan models. Like the Taycan, this is an 800-volt setup too, so charging is quick: up to 270 kW, translating to a 10-to-80 percent boost in just 21 minutes, or 33 minutes if using a 150-kW charger. Plugging in at home should get either of these fully juiced in a little under 12 hours. So no advantage there.

While Mike and I cruise around town, there’s not too much between these two. Okay, yes, the Turbo does make do with an extra 194 horsepower (576 tops 382 hp), but how these two deliver the power is identical: clean, ultra-linear, and with only a brief chirp of the tires. It’s just that the Turbo has more firepower, but for daily driving the Macan 4 is still plenty quick.

It’s once you activate launch control where the gaps start to grow. Here the Macan 4 gains just 20 horsepower, and torque arrives immediately at 479 pound-feet. Mash the go-pedal and Porsche says it’ll hit 62 mph (100 km/h) in 5.2 seconds and we suspect, like most modern German quotes, that’s conservative.

Same with the Macan Turbo’s 3.3-second run. The flagship adds a full 54 hp with launch control, and torque is a massive 833 lb-ft. Even still, with the sorts of figures that would embarrass a Carrera GT, the chunky 5,400-pound Macan Turbo doesn’t feel eye-strainingly, heart-stoppingly quick, but manageable; predictable even, with a dose of added drama with the sport sound whir activated. Are we getting used to this?!

No surprise that the Macan 4 boasts the better single-charge driving range. It’s not the blow-out you might expect given the performance gulf, however: the Macan 4 manages 308 miles, while the Macan Turbo scores 288 miles. Canadian equivalents: 495 and 463 kilometers, respectively.

The big question: do these still handle like a Porsche should? Yes, mostly—although that depends on which Porsches you mean. The best-selling models, otherwise known as the SUVs? Yep.

Despite the increased dimensions, both Macans maintain the distinctly compact feel of the gas model. There’s a natural weighting and consistent feedback in that right-sized steering wheel, too. Those are big contact patches, especially out back, and the Macans do a good job of letting the driver know just how much bite is left in them.

Medium-speed, steady-state corners are where both of these models shine, those low-slung battery packs keeping the Macans cornering attitude flat. Slow the rhythm down and introduce some irregular surfaces however, as we did on our handling test route, and the sheer weight of the packages becomes harder to ignore. The Macan 4 has 5,247 pounds (2,380 kilograms) to haul around; the Turbo, 5,393 lb (2,446 kg). Both SUVs take a moment to resettle after bumps, where all that mass wants to continue on the original trajectory. This can lead to tires chirping at what seems like tame speeds and a feel of a lack of polish, however brief. As soon as it happens, the Macan’s steering lets the driver know.

 “The Macan Tubo EV we had on hand included the rear-axle steering, which might seemexcessive for a vehicle its size,” says Schlee. “But around town, in parking, lots, and on twisty roads it makes the 5,393-pound SUV surprisingly nimble.”

The ride is on the stiffer side, but that’s to be expected of a sporty choice in the segment. How much of that is down to the upsized 22-inch alloys is also up for debate. Nonetheless, neither of us found our respective steeds unfairly harsh given the mission of the Macan. All Macan EVs come with an air suspension setup in North America, an improved two-valve setup as seen on other Porsches. Not only is it fast-acting, it provides these EVs with a surprising amount of ground clearance. The Macan 4 can sit up to 8.8 inches (224 mm) off the ground. Maybe the off-road styling elements have a real use then…

With the longer wheelbase and near-silence that electrification provides, both of these Macans feature a more grown-up, mature daily ride than the gas-only models were capable of. There’s not a lot of wind noise from that slippery shape either, though we do get a fair amount of the suspension doing its thing.

Comfort is high in both models. The Macan 4’s optional 14-way power adjustable seats make it easy to get situated, with a wide range of adjustments memory settings ensuring all drivers in the house are taken care of. The Turbo goes further with more aggressively bolstered buckets, adding an additional four ways of adjustment. I never found the 4 lacking in the lateral support department, but the reassuring hug of the Turbo’s bolsters is a nice bonus.

It’s certainly Porsche-like inside the Macans, too. The electric SUVs are short on surprises on this front, with the familiar look we’ve already seen in the Taycan, Cayenne, and Panamera. It’s a straightforward design that isn’t the flashiest, but keeps every major control where we want them—okay, except that shifter.

A wide center console houses many of the climate controls, including the heated and ventilated front seats. There’s a nicely clicky feel to the knurled switches that we appreciate. Since an actual transmission tunnel isn’t necessary, Porsche has removed some of the panelling we’d expect to find around here, opening up the lower section for more storage. Everything feels hefty and built to last. There’s a since of airiness that we can’t get in the gas Macan too, since both of these feature large glass roofs.

If only the Turbo’s cabin wasn’t so dull. The all-black look lacks the wow factor we’d want if we were so thoroughly into six-figure territory. By comparison, the black and bramble color scheme in the Macan 4 is a blast, making the mellower sibling feel more special.

Both Macans feature a fully digital instrument cluster a la Taycan, plus a 10.9-inch central touchscreen. Porsche’s latest infotainment is pretty slick: Android-based like many others, it is snappy in responses and straight-forward to navigate. Wireless Apple CarPlay and Android Auto are present, as are a smattering of common apps from the G store. It lacks some of the flash you’ll find in other German brands’ screens, but that’s not really Porsche’s style anyway. The instrument cluster is equally sharp and fairly customizable.

The fancy-pants Turbo has a few additional goodies that are optional on the lesser model. This includes the passenger-side screen, which is a gimmick I still struggle to make sense of. Not so with the head-up display, which offers a very impressive augmented reality view ahead. The system highlights vehicles and hazards ahead with dynamic markers that adjust with the driver’s view, not to mention turn-by-turn navigation. While it can be distracting at first, the system builds trust because it gives drivers a better idea of what the modern safety assist suite is actually seeing.

Other, welcome features in these two include four-zone climate control, a heated windshield, front massage seats—mid in their programs, to me anyway—and Porsche’s electric sport sound. I personally dig the latter for the context it provides when having fun, but your mileage may vary.

Pricing for the Macan 4 kicks off at $80,795 ($102,250 CAD) including destination. This tester is fairly sensible as far as Porsche options-box-ticking goes, ringing in at $93,115 ($116,300 CAD).

The Turbo’s added thrust and extra standard kit puts it at a starting sticker of $107,295 ($130,750 CAD). From there this one carries a few more checkmarks, widening the gap to $122,365 ($147,940 CAD).

In America, the Macan 4 slots in just a wee bit above the equivalent gas-powered Macan S. While it’s a little slower, the added comfort, capability, and tech go a long way towards justifying the 4’s higher price. The Canadian argument is tougher, as there’s a nearly $20,000 surcharge to go electric. You’d really have to want an EV to make the Macan 4 make sense.

The Turbo is a different kettle of fish. It is far quicker than any other Macan, but in a world where the Ioniq 5 N exists, the flaghip’s dynamic experience can end up feeling a little one-dimensional. Mike sums it up: “this thing is crazy capable, I just wish I was a little bit more connected.”

Both of these Macan EVs successfully translate the Porsche experience to a more accessible part of the electric market. Those who crave speed above all else will find lots of the stuff in the Macan Turbo, but the better all-rounder is the Macan 4. It’s even almost a deal—at least in America.

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