Porsche has closed the first half of 2025 by selling 146,391 vehicles globally (-6% year-on-year, or YoY), and 36.1% of them were electrified – 23.5% fully-electric (EV) and 12.6% plug-in hybrid (PHEV) – marking a 14.5% YoY improvement.
The Macan grew the most at 15% YoY – 45,137 units were sold, and almost 60% of these (25,884 units) were the EV version. In most non-EU markets, the combustion-engined Macan continues to be offered, with 19,253 of them delivered to customers. The Panamera charted a 13% YoY growth with 14,975 deliveries.
As for other models in 1H 2025, the 911 managed 25,608 units (-9% YoY, attributed to strong final sales of the predecessor model in 2024 and the staggered product introduction of new derivatives), the 718 Boxster and 718 Cayman (which will be phased out come the fourth quarter) achieved 10,496 units (-12% YoY, limited availability resulting from EU cybersecurity regulations), the Taycan did 8,302 units (-6%) and the Cayenne charted 41,873 units (-23%, partly due to catch-up effects in 1H 2024).
North America remains the carmaker’s biggest market, with 43,577 units delivered (+10% YoY) – this is an all-time half-year record for the region, attributed to higher product availability in the market and the price protection offered in the first half of the year due to increased import tariffs – while overseas and emerging markets also achieved an all-time high with 30,158 deliveries (+10% YoY).
However, China, Germany and Europe (besides Germany) recorded sales decreases for Porsche. In China, 21,302 vehicles were delivered (-28% YoY) due primarily to “challenging market conditions, particularly in the luxury segment, and intense competition.” In its home market of Germany, Porsche sold 15,973 vehicles (-23% YoY) and in Europe minus Germany, 35,381 units (-8% YoY) were delivered – both partly due to a strong prior-year period with catch-up effects from 2023.
“The fully electric Macan is making a significant contribution to our proportion of electrified cars. Overall, we have succeeded in keeping sales volumes stable and balanced across the sales regions despite ongoing geopolitical challenges.
“Our customers continue to place great value on individualised vehicles and we will continue to expand our offerings in this area,” said Porsche AG board member for sales and marketing Matthias Becker.
“We expect the environment to remain challenging. This makes it all the more important that we work closely with our sales regions to carefully balance supply and demand in line with our ‘value over volume’ strategy. The basis for this is our highly attractive and almost completely renewed product range, which excellently covers the very diverse customer requirements worldwide in terms of powertrain and equipment,” he added.
Remember when Porsche said it would be discontinuing the petrol version of the Macan and go all electric? Well, it turns out it may have spoken too soon, because Zuffenhausen has confirmed plans to replace the combustion-powered SUV with a new model that will complement the EV version.
While the company did not explicitly define the segment the new car will occupy, CEO Oliver Blume said it will be “touching the Macan segment,” albeit “clearly differentiated” from the electric model. The latter suggests it will not use the Macan name but instead be called something different, as well as featuring a unique design. Blume added that the first concepts and designs for the car are “very promising.”
No launch timing has been given for this new model officially, with the company only saying it may show up near the end of the decade. However, Blume said it has an “ambitious engineering timing” for the car that will include “methods we have learnt in China” to speed up the development process, adding that 36 months “seems to be realistic.” That would put the launch of the car somewhere around 2028.
The new combustion-powered SUV will complement the now all-electric Macan (pictured)
The news comes amid a slowing EV take-up rate around the world, something Porsche itself alluded to in its 2024 financial results presentation yesterday. While the company remains adamant that making the Macan electric-only last year was the right move, the company is hedging its bets with petrol and plug-in hybrid power with this car.
Also part of the reorientation are the combustion-powered Panamera and Cayenne, which will continue to be offered well into the 2030s. In particular, the current third generation of latter will receive “considerable engineering effort” to survive alongside the upcoming fourth-generation model, which will be fully electric.
Ten months on from its world premiere in Singapore, the second-generation Porsche Macan has been launched in Malaysia. The latest version of Zuffenhausen’s popular entry-level SUV is the brand’s second pure electric model after the Taycan and the first to utilise one of its storied existing model names.
As per global markets, there are a total of four variants being offered here – the base two-wheel-drive Macan, the Macan 4, the Macan 4S and the high-performance Macan Turbo. Nett prices inclusive of local taxes but without options are as per previous estimates and are as follows:
Porsche Macan – RM430,000
Porsche Macan 4 – RM445,000
Porsche Macan 4S – RM525,000
Porsche Macan Turbo – RM635,000
All models come with an eight-year/160,000 km battery warranty and can have their warranties extended up to 15 years through Porsche Malaysia.
Each variant brings with it a corresponding increase in performance, culminating in the supercar-baiting Macan Turbo. To reduce complexity, all models get a 100 kWh nickel manganese cobalt (NMC) battery, of which 95 kWh is useable. Here are the detailed specs of each model:
Porsche Macan
Single-motor rear-wheel drive
340 PS (250 kW) or 360 PS (265 kW) with overboost; 563 Nm of torque
0-100 km/h in 5.7 seconds
Top speed 220 km/h
641 km range (WLTP)
270 kW DC fast charging; 10 to 80% charge in 21 minutes
11 kW AC charging; full charge in 10 hours
Road tax RM395 (based on nominal output)
Porsche Macan 4
Dual-motor all-wheel drive
387 PS (285 kW) or 408 PS (300 kW) with overboost; 650 Nm of torque
0-100 km/h in 5.2 seconds
Top speed 220 km/h
613 km range (WLTP)
270 kW DC fast charging; 10 to 80% charge in 21 minutes
11 kW AC charging; full charge in 10 hours
Road tax RM515 (based on nominal output)
Porsche Macan 4S
Dual-motor all-wheel drive
448 PS (330 kW) or 516 PS (380 kW) with overboost; 820 Nm of torque
0-100 km/h in 4.1 seconds
Top speed 240 km/h
606 km range (WLTP)
270 kW DC fast charging; 10 to 80% charge in 21 minutes
11 kW AC charging; full charge in 10 hours
Road tax RM665 (based on nominal output)
Porsche Macan Turbo
Dual-motor all-wheel drive
584 PS (430 kW) or 639 PS (470 kW) with overboost; 1,130 Nm of torque
0-100 km/h in 3.3 seconds
Top speed 260 km/h
591 km range (WLTP)
270 kW DC fast charging; 10 to 80% charge in 21 minutes
11 kW AC charging; full charge in 10 hours
Road tax RM1,240 (based on nominal output)
The Macan is built on the Volkswagen Group’s Premium Platform Electric (PPE) that also underpins the Audi A6 e-tron and Q6 e-tron. Like the Taycan, it gets an 800-volt electrical architecture that enables its high DC fast charging speeds, but it loses that car’s two-speed rear gearbox.
Dynamically, the car can be had with rear-wheel steering at up to five degrees (a first for the Macan, shortening the turning circle by a metre) and Porsche Torque Vectoring Plus (PTV Plus). The Macan 4S and Turbo come as standard with dual-valve air suspension (another first) with Porsche Active Suspension Management (PASM) adaptive dampers, optional on the other variants.
As to be expected, the Macan enters a new generation with an ample size increase. Measuring 4,784 mm long, 1,938 mm wide and 1,622 mm tall, the new car is 58 mm longer, 11 mm wider and 26 mm taller than its predecessor, while its 2,893 mm wheelbase is 86 mm longer.
Despite this, the car is still recognisably a Macan by way of its curvaceous design and distinctive side blades in the doors. There are some changes, however – the jettisoning of the petrol engine has freed up space for a lower bonnet, while the LED headlights are now split, with four-point daytime running lights at the top and the main projectors nestled within the front bumper.
At the rear, you’ll find a full-width taillight strip (a trademark of modern Porsches) and sleeker coupé-like roofline. The latter, combined with the active grille shutter and rear spoiler, results in a drag coefficient as low as 0.25. Despite this, the boot is larger than the previous model at 540 litres (versus 488 litres), and there’s also a 911-style 84 litre front boot to bump up the cargo capacity increase to 136 litres. Fold down the rear seats and you’ll get 1,348 litres of luggage space at the back.
Inside, the Macan carries over the tech-heavy approach taken by the Taycan, incorporating a 12.6-inch curved instrument display, a 10.9-inch infotainment touchscreen and an optional second 10.9-inch screen for the front passenger.
The Porsche Communication Management (PCM) software now runs on the Android Automotive OS, providing faster voice control, a new app store and the ability to display Apple CarPlay and Android Auto maps right in the instrument cluster. An augmented reality head-up display is also available.
One major development since the Taycan is that Porsche has thankfully backed off from its screens-or-nothing approach. Just like the new Panamera, the Macan comes with physical air-con toggles and a volume knob, situated on a centre console that now offers plenty of storage thanks to the lack of a transmission.
The third display in front of the passenger can play videos from YouTube or even TikTok, with a special film in place so the driver won’t be distracted while on the move. Speaking of, the driver is seated up to 28 mm lower in the cabin for a more connected feel with the car – an impressive feat considering the battery pack is placed under the floor. At the back, the Macan remains a snug fit for tall adults, but the second-generation model does offer more leg- and headroom than the original version.
For the Malaysian market, the Macan comes as standard with speed-sensitive Power Steering Plus, a power-opening charging port cover, four-zone climate control, 360-degree camera system, park assist, a 230-volt power outlet in the boot and a 14-speaker 710-watt Bose sound system. The uprated 21-speaker, 1,470-watt Burmester system is an eye-watering RM17,811 option.
Here’s a full gallery of the all-new Porsche Macan, which is now an electric vehicle (EV) that made its global debut back in January this year and was later previewed in Malaysia in June. Sime Darby Auto Performance (SDAP) is offering the Macan in four variants, with the one you see here being the range-topping Turbo that carries a recommended retail price (RRP) of RM635,000.
Below the Turbo is the Macan 4S at RM525,000, the Macan 4 at RM445,000 and the entry-level Macan at RM430,000. With the current EV incentives in place, the fully electric Macan is priced lower than the first-generation, internal combustion model that currently retails for between RM469,000 and RM895,000.
Underpinned by the Premium Platform Electric (PPE), the Macan features an 800V electrical architecture and is available with rear-axle steering (a first for the Macan) and Porsche Torque Vectoring Plus (PTV Plus). The Turbo and Macan 4S get two-valve air suspension dampers as standard, which are part of the Porsche Active Suspension Management (PASM) electronic damping control system. Specifications for each variant are as follows:
Macan Turbo
Electric motors output: 584 PS (577 hp or 430 kW); 639 PS (630 hp or 470 kW) and 1,130 Nm with overboost; AWD
Compared to its predecessor, the second-generation Macan is a much larger vehicle at 4,784 mm long (+58 mm), 1,938 mm wide (+11 mm), 1,622 mm tall (+26 mm) and with a wheelbase that spans 2,893 mm (+86 mm).
The larger body sees an increase in rear boot space to 540 litres from 488 litres, and with the 40:20:40 split-folding rear seats down, the capacity increases to 1,348 litres. You also get a frunk with 84 litres of space that can be opened by simply waving your hand over the Porsche emblem – this method also opens the EV’s two charge doors
Inside, the Macan sports up to three displays, with the 12.6-inch curved instrument cluster and 10.9-inch central touchscreen being standard, while the 10.9-inch front passenger touchscreen is optional. There’s also a head-up display with augmented reality that can project an image that appears to the driver at a distance of 10 metres and corresponds to the size of an 87-inch display.
Porsche Communication Management (PCM) is the infotainment system used in the Macan and is based on Android Automotive OS, with available functions being a digital voice assistant (“Hey Porsche”), downloadable apps and deep integration of Apple CarPlay and Android Auto.
Naturally, buyers will have no shortage of options to choose from, with the catalogue consisting of numerous paint finishes, wheel designs, interior packages, accent packages and other equipment. Pre-orders for the Macan have been open since the preview, so get in touch with SDAP to spec your car to your taste.
The second-generation Porsche Macan, which is now an electric vehicle (EV), has gained two new variants in the form of the base Macan as well as the Macan 4S. Both join the existing Macan 4 and Macan Turbo that were introduced when the SUV first made its debut back in January this year – a local preview took place during this year’s Porsche World Roadshow held last month.
At the same time as the global reveal of the two new variants, Sime Darby Auto Performance (SDAP), which represents Porsche Malaysia, has announced all Macan variants are now available for order right now. The first units are expected to arrive by the end of 2024 and carry the following recommended retail pricing:
Macan: RM430,000
Macan 4: RM445,000
Macan 4S: RM525,000
Macan Turbo: RM635,000
With the current EV incentives in place, the fully electric Macan is priced lower than the first-generation, internal combustion model that currently retails for between RM469,000 and RM895,000.
Focusing on the new variants, the base Macan features a nickel manganese cobalt (NMC) battery with a gross energy capacity of 100 kWh (95 kWh usable). This powers a rear-mounted electric motor that is also used in the Macan 4 with a 480A pulse inverter and silicon carbide (SiC) semiconductor.
The electric motor is rated at 340 PS (335 hp or 250 kW) or up to 360 PS (355 hp or 265 kW) and 563 Nm when overboost (a part of launch control) is engaged. As there’s no front-mounted electric motor, Porsche says the Macan is 110 kg lighter than the Macan 4, which contributes to a range of up to 641 km following the WLTP standard.
As for the second addition to the line-up, the Macan 4S – also with a 100-kWh battery – gets a new rear-axle electric motor and a more powerful 600A SiC pulse inverter. This is paired with a front-axle motor also used in the Macan 4 and Turbo, resulting in a total system output of 448 PS (443 hp or 330 kW). Like the entry-level variant, overboost is available to the driver, bumping outputs to 516 PS (510 hp or 380 kW) and 820 Nm.
With more grunt, the Macan 4S will complete the century sprint in just 4.1 seconds and has a top speed of 240 km/h, although range is less at 606 km. Meanwhile, the Macan with its 641 km will get from 0-100 km/h in 5.7 seconds on its way to a top speed of 220 km/h.
Both the Macan and Macan 4S support DC fast charging at a max capacity of 270 kW thanks to the 800V electrical architecture that is part of the Premium Platform Electric (PPE) it is built on, so the battery can get from a 10-80% state of charge within 21 minutes – the same as the Macan 4 and Macan Turbo.
Porsche also points out the Macan 4S comes equipped as standard with Porsche Active Suspension Management (PASM) electronic damping control, adaptive air suspension with levelling system and height adjustment, Porsche Torque Vectoring Plus (PTV Plus) as well as rear-axle steering.
With double the number of variants than before, here are the specifications and relevant details of each Macan variant that is being offered in Malaysia for quick referencing:
Macan
Electric motor output: 340 PS (335 hp or 250 kW); 360 PS (355 hp or 265 kW) and 563 Nm with overboost; RWD
All Macan models can be ordered in a new Slate Grey Neo exterior paint finish, while a 20-inch Macan S wheel has been added the options list along with a new off-road design package. The latter adds a front bumper with an altered geometry to increase the approach angle to up to 17.4 degrees depending on the variant it is fitted on. Cars with adaptive air suspension and the off-road design package gain an additional 10 mm in ground clearance to 195 mm at the normal setting.
Porsche notes the styling package can be had in two colours – Vesuvius Grey or in body colour – whereby the front bumper, side skirts, diffuser panels and roof railings are painted accordingly. To complete the look, matching 21-inch off-road design wheels in the same shade of grey are also available.
For even more customisation potential, the roof railings can be finished in Black or Silver, with the Turbo variant getting an additional option of Turbonite. For the Macan, Macan 4 and Macan 4S, the off-road front bumper with an inlay in Vesuvius Grey can be ordered separately and also serves to increase the approach angle.
On the inside, there’s still a 12.6-inch curved digital instrument cluster display and 10.9-inch central infotainment touchscreen, with a 10.9-inch passenger display, head-up display with augmented reality technology and ambient lighting also available.
Porsche says it has upgraded the designs of the screens for all Macan models with an emotional welcoming animation, a new look as well as a Themes app to adjust the background colour of the displays and the ambient lighting to match the exterior colour – there are 12 colours to choose from.
For the Malaysian market, available options for the Macan include Power Steering Plus, electrically-opening charging covers, four-zone climate control, a 230V power outlet in the luggage compartment and a premium Bose surround sound system.
GALLERY: 2025 Porsche Macan 4S Electric
GALLERY: 2025 Porsche Macan Electric
2024 Porsche Macan Turbo Electric preview in Malaysia
The facelifted Porsche Taycan wasn’t the only electric vehicle (EV) being presented at the Porsche World Roadshow 2024, as the all-new Macan was also previewed in Malaysia for the first time following its global reveal in January this year.
Set to officially go on sale here later this year, Sime Darby Auto Performance (SDAP), which represents Porsche Malaysia, is now accepting pre-orders for the second-generation Macan. “The Macan has always been the sports car in the compact SUV segment and now, with its all new powertrains and coupe-like flyline offering a sharper and sportier design, Porsche is bringing the all-electric Macan to a whole new level,” said Christopher Hunter, CEO of SDAP.
Built on the Premium Platform Electric (PPE), the Macan features an 800V architecture and is being offered in two variants, namely the Macan 4 and Macan Turbo. The switch to a dedicated EV platform also brings a few firsts for the Macan, including more advanced two-valve air suspension dampers that are part of the Porsche Active Suspension Management (PASM) electronic damping control – standard on the Turbo variant.
Rear-axle steering (up to five degrees) is also new for the Macan and offered as an option to reduce the turning circle to just 11.1 metres. Both variants feature a nickel manganese cobalt (NMC) battery with a gross energy capacity of 100 kWh (95 kWh usable) and have a dual-motor, all-wheel drive setup, the latter joined by the electronically controlled Porsche Traction Management (ePTM).
The Macan 4’s electric motors are rated for a total system output of 387 PS (382 hp or 285 kW), but with overboost and launch control engaged, you get 408 PS (402 hp or 300 kW) at your disposal along with peak torque of 650 Nm. As such, the Macan 4 will accelerate from 0-100 km/h in just 5.2 seconds on its way to a top speed of 220 km/h.
The Macan Turbo is even quicker with a 0-100 km/h time of 3.3 seconds and a top speed of 260 km/h. This is because its electric motors deliver a nominal output of 584 PS (577 hp or 430 kW), while with overboost and launch control, you get 639 PS (630 hp or 470 kW) and 1,130 Nm.
If you’re curious how much you’ll be paying for road tax in relation to these nominal outputs, it is RM515 for the Macan 4 and RM1,240 for the Macan Turbo. In terms of range, only 22 km separates the two variants, with the Macan 4 offering up to 613 km following the WLTP standard, while it is up to 591 km for the Macan Turbo.
For charging, the Macan can handle a maximum DC capacity of up to 270 kW on 800V chargers (10-80% state of charge in 21 minutes), or up to 135 kW on 400V chargers (10-80% state of charge in 33 minutes). Should you end up in the latter situation, a high-voltage switch in the battery enables bank charging by effectively “splitting” the 800V battery into two batteries, each with a rated voltage of 400V.
This is said to enable efficient charging with the need for an additional HV booster to boost 400V to 800V. There’s also slower AC charging at up to 11 kW (0-100% state of charge in 10 hours) and the EV can recuperate up to 240 kW via the electric motors while driving.
When it comes to dimensions, the second-generation Macan is larger than its predecessor, measuring in at 4,784 mm long (+58 mm), 1,938 mm wide (+11 mm), 1,622 mm tall (+26 mm) and with a wheelbase of 2,893 mm (+86 mm).
The larger body has resulted in improved practicality, with rear boot space now at 540 litres from 488 litres. With the 40:20:40 split-folding rear seats down, the luggage compartment capacity increase to up to 1,348 litres.
The lack of an engine under the bonnet also allows for a frunk that provides an additional 84 litres, which has a novel opening method where you simply need to wave your hand over the Porsche emblem (Turbo models now get badges finished in Turbonite). The same hand waving also opens the Macan’s two charge doors, one on each side.
Design-wise, one of the main highlights of the Macan is its sleek roofline that is meant to evoke the 911’s iconic “flyline” for a proper sports SUV look. Elsewhere, a lower nose and more pronounced wings make up the front end, along with a switch to split headlamps. The four-point light clusters at the top are the LED daytime running lights, while the main beams are nestled further down near the air curtains. On Turbo variants, the air curtains are more pronounced and accompanied by body-coloured blades.
Moving to the rear, there is a full-width LED light strip and a Porsche script sits between the 3D-effect taillights. Just above the intricate light assembly is an adaptive rear spoiler – part of the Porsche Active Aerodynamics – that is deployed when more downforce is needed but is otherwise flush with the body for a cleaner appearance. Together with the new body, active cooling flaps on the front air intakes, flexible covers on the fully sealed underbody, air curtains and diffuser, the drag coefficient is 0.25.
Inside, the Macan follows in the path of the facelifted Taycan by having up to three displays on the dashboard. The first two are standard and include a free-standing 12.6-inch curved instrument cluster as well as a 10.9-inch central touchscreen. As an option, you can add another 10.9-inch front passenger touchscreen, which is designed to not be visible to the driver while the vehicle is moving to prevent distraction.
Another piece of tech making its debut in the Macan is a head-up display with augmented reality that can project an image that appears to the driver at a distance of 10 metres and corresponds to the size of an 87-inch display.
Infotainment comes in the form of the standard Porsche Communication Management (PCM), which is now based on Android Automotive OS. Functions such as a digital voice assistant (“Hey Porsche”), downloadable apps and deeper integration of Apple CarPlay and Android Auto are all included.
Fans of physical controls will be glad to know the Macan still has them on the centre console for the climate system, along with a rotary dial to adjust media volume quickly. The lack of a conventional transmission tunnel also allows for plenty of cubby space.
Pricing for the second-generation Macan isn’t available for now, but given it is now fully electric and qualifies for current EV incentives, it is expected to be less than the first-generation model, which currently retails for between RM469,000 and RM895,000. If you want one, get in touch with SDAP to place a pre-order.
Those who are interested will have plenty of customisation options to choose from, including up to 72 exterior colours (13 standard and 59 special) as well as eight wheel designs. The interior is also offered in eight colour variations along with seven interior packages and four accent packages. You can even personalise the key fob to match the vehicle’s body colour.
The 2024 Porsche Macan has just been unveiled and yes, it’s now a full electric SUV. The all-new second-generation Macan is Porsche’s second all-electric model after the Taycan, and its first core model to be transformed into an EV – the rest are set to follow. Fret not however, as the new Macan is still a Porsche first and foremost, and an EV second.
Its global debut happened right next door to us in Singapore, and with the Macan name originating from our other neighbour Indonesia (though it has abandoned its native pronunciation for a more Western-friendly one), it appears Porsche’s compact SUV model has close connections to this part of the world. After all, we do love our SUVs, don’t we?
The second-generation Macan comes a full 10 years after the original version, which has gone through two separate facelifts (one in 2018, and another in 2022). Interestingly, the OG Macan will continue to be sold in markets that are less ready to transition into EVs, but Porsche has confirmed that development for it has stopped, and it will continue on as is with no further updates.
Making the Macan an EV-only model is certainly a bold choice, especially with it being one of the brand’s best-selling models alongside the Cayenne – 844,236 units of the Macan have been sold by the end of 2023. However, Porsche has stopped short of declaring that the electric Macan will surpass the original in sales volume, as demand for EVs fluctuate globally country by country.
Still, Porsche is confident enough to say the new Macan (it’s just called that, with no EV or Electric suffix, which may make things rather confusing in markets that will have the old ICE model sold alongside) is a significant improvement over its predecessor in just about every single aspect. It’s larger, more dynamic, far quicker, with improved comfort levels too.
It starts off with an all-new dedicated EV platform, the Premium Platform Electric (PPE). It’s a shared development within the larger Volkswagen Group, which will soon spawn the closely-related Audi Q6 e-tron. For the Macan, it represents a massive leap forward as the original model sat on the bones of the first-gen Audi Q5, itself dating all the way back to 2008.
As to be expected, the second-generation Macan has grown in all directions, and it now measures 4,784 mm long (+58 mm), 1,938 mm wide (+11 mm) and 1,622 mm high (+26 mm), with a wheelbase of 2,893 mm (+86 mm). In person however, it still appears very much like a compact, sporty SUV, and one that is instantly recognisable as a Porsche and more specifically, a Macan.
The fresh platform adopts a state-of-the-art 800-volt electrical architecture that matches the Taycan. It also brings plenty of new technologies to the table for the Macan, including a more advanced two-valve air suspension dampers (offers a wider spectrum between comfort and agility) and rear-axle steering (up to five degrees).
Two variants are available at launch: Macan 4 and the flagship Macan Turbo. Both have dual motor AWD set ups, with the “base” model offering up to 408 PS (300 kW) and 650 Nm of torque in overboost mode. That’s enough for the Macan 4 to shoot up to 100 km/h in just 5.2 seconds, all the way to a top speed of 220 km/h.
To put that into perspective, that’s already a similar level of performance (on paper at least) of the outgoing Macan S with its 2.9 litre twin-turbo V6 engine. In fact, the new Macan 4 now offers a full 100 Nm more torque than the top-of-the-range Macan GTS from before!
Move on to the new Macan Turbo and things get properly bonkers. You now get up to 639 PS (470 kW) and 1,130 Nm of torque – more than double that of the old GTS – and a supercar-baiting 0-100 km/h time of just 3.3 seconds. Its top speed is relatively high for an EV too, at 260 km/h.
The Macan eschews the rear-mounted two-speed transmission employed by the Taycan. “It doesn’t need it; we’ve learned a lot since the Taycan,” said Robert Meier, chief development manager of the new Macan. Whether you’re driving the Macan 4 or Turbo, you’ll be blown away by their high speed performance, we’ve been assured.
Macan 4 on left, Macan Turbo right.
Also improved from the Taycan is the high-voltage battery, now larger at an even 100 kWh (95 kWh usable). Just a single battery option is offered now (Taycan had two), as the team has fully optimised the size and packaging of the Macan. Having more options would just complicate and compromise things, said Maier.
Speaking of the battery, however, it remains a lithium nickel-manganese-cobalt (NMC) unit like in the Taycan, instead of an iron phosphate (LFP) pack. “We picked NCM because it gives us a better energy density for our chosen size and packaging,” explained Maier at the global launch. As it is, weight has gone up (around 2.3 tonnes for the Turbo) but not excessively so, he added.
With that battery, which is relatively large for a compact SUV, the Macan 4 offers a combined range of up to 613 km on the WLTP cycle, while the significantly more powerful Macan Turbo isn’t far behind with 591 km. Plenty of work was put into ensuring the Turbo having near-negligible range deficit vs the 4 (just -3.6%), so its customers do not have to choose between performance and range.
To charge the battery back up, Porsche claims a maximum DC rate of up to 270 kW on 800 V chargers, or up to 135 kW on 400 V chargers. In ideal conditions, both variants of the Macan can go from 10 to 80% state of charge in just 21 minutes or in other words, gain 100 km of range in as little as four minutes.
However, the new Macan is somehow saddled with an 11 kW onboard AC charger instead of the full 22 kW, which is undoubtedly unimpressive for a brand new EV in 2024. The decision was made for packaging reasons, Maier claimed, though he did hint that an improvement may be introduced at a later date.
On a more positive note, the Macan does have, in typical Porsche EV fashion, two charging ports. Like the Taycan, it gets an AC+DC CCS port on the driver’s side and an AC plug on the passenger side, though they have now been moved aft of the rear doors. Both charging flaps slide away electrically and elegantly with a gentle push on the doors.
Moving on to styling, Porsche has made it a point to not distinguish its electric models from the rest of the range. Thus, the second-generation model looks very much like a new Porsche Macan, and less like a typical electric SUV. It certainly helps that Porsche has traditionally never had a grille on its nose as a defining styling element.
The designers have taken full advantage of the freedom offered by no longer having an engine under the bonnet, however. The Macan’s nose has been lowered quite significantly, while the wings now appear far more pronounced to resemble Porsche’s traditional sportscars more closely. In the flesh, it’s an absolute stunner.
A dramatic change for Porsche is the move towards having split headlamps. The four-point lights clusters within the bonnet are merely LED daytime-running lights, while the main beams embedded within the front bumper. It’s certainly not the first time this trick has been used, but it’s definitely one of the neatest executions of it yet.
On its side, the Macan Mk2 retains its signature side blades (still available in multiple finishes from textured plastic to gloss black and surely, carbon), while fresh to the nameplate are frameless double glazed windows. The sleek roofline now follows Porsche’s iconic “flyline” more closely and with it, the new Macan looks more so like a sports SUV than even the Cayenne Coupe ever did.
Adding on to the sporty character is the full-width LED light strip at the back, giving it more than a passing resemblance to the latest 911. The Porsche script now sits in the centre of the sculptural 3D lighting set up. What’s missing are visible spoilers or wings of any kind, giving the new Macan a very clean look overall. Instead, it relies on an adaptive rear spoiler for downforce and a more menacing appearance at speed.
Aerodynamics are obviously crucial to an EV, and it has been an integral part of the Macan’s design from the outset. Clever use of active cooling flaps up front, a fully sealed underbody and the aforementioned rear wing and lowered nose have resulted in a massive improvement in terms of its drag coefficient – a drop from 0.35 to just 0.25 Cd. It’s said that this alone has contributed to an extra 85 km of range.
Moving on inside, the all-new Macan appears to have combined the interiors of the Taycan and the latest Cayenne facelift. The result is a typically high-tech Porsche dashboard that avoids being too futuristic or generic like in many new EVs. There are plenty of screen real estate though, with a free-standing 12.6-inch curved driver’s display, 10.9-inch centre screen and an optional 10.9-inch panel for the front passenger, but it distinctly avoids the dreaded “nothing but screens” look.
The digital instrument panel is taken straight off the Taycan, and now allows Apple CarPlay and Android Auto maps to be displayed right in front of the driver. Above that is a head-up display with augmented reality (AR) tech, said to appear like an 87-inch display placed at a distance of 10 metres ahead.
Also new is the centre screen, now based on Android Automotive OS, allowing direct access to popular map apps natively. The best part is, Porsche has seen the need to retain plenty of physical controls on the centre console (now with plenty of cubby space with the lack of a transmission tunnel), including rocker switches for temperature and fan, as well as a volume knob.
The third display in front of the passenger can play videos from YouTube or even TikTok, with a special film in place so the driver won’t be distracted while on the move. Speaking of, the driver is seated up to 28 mm lower in the cabin for a more connected feel with the car – an impressive feat considering the battery pack is placed under the floor.
At the back, the Macan remains a snug fit for tall adults, but the second-generation model does offer more leg- and headroom than the original version. The boot is also larger than before at up to 540 litres (up from 488 litres), with an additional 84 litres of frunk storage that can be accessed by simply waving your hand over the Porsche emblem on the bonnet. Clever stuff.
No word on pricing for Malaysia just yet, but being fully electric and thus tax free, the 2024 Porsche Macan should be significantly more affordable than the outgoing model, which is currently priced between RM469,000 and RM895,000. So, the all-new Macan, any takers yet? Comment below!
Porsche has teased the next generation Porsche Macan ahead of its reveal on January 25 2024. The teaser comes in the form of two sketches showing the front and rear end of the Macan.
Unlike the current Macan which is a regular ICE car, the new Macan will be electric. It’s built on the the PPE platform, and not the J1 platform that its EV sibling, the Taycan sits on. The PPE platform is co-developed with Audi, and it will be shared with the Q6 e-tron.
Battery capacity has now been confirmed by Porsche to be 100 kWh, or 95 kWh of usable capacity. The Macan employs 800-volt electrical architecture that supports up to 270 kW of DC charging. This way, a 10-80% state of charge is achieved in as little as 22 minutes. With its drag coefficient of 0.25, battery range will be more than 500 km on the WLTP test protocol across all variants, says Porsche.
Initially, the automaker says that two variants of the Macan EV will be offered at launch, these being an entry-level model and a top-of-the-range version, which could be the Macan 4 and Turbo. A third base variant with a single motor is likely to be offered later. We can expect the Turbo to have around 612 PS (603 hp or 450 kW) and 1,000 Nm. Power is transmitted to the wheels on the front and rear axles via a two-stage single-speed transmission.
Porsche says he Macan EV promises to be the sportiest offering in its segment, thanks to a performance rear axle that places the rear electric motor as far back as possible, shifting the weight balance to a 48:52 split. Meanwhile, certain variants will come with Porsche Torque Vectoring Plus, a fully-variable electronically-controlled rear differential, and for the first time, the packaging with the Performance rear end allows for the introduction of a rear-wheel steering system.
Porsche previously teased an official image of the car’s interior. The dash is rather similar to that on the new Panamera. Digital screens lead the way in visually, with up to three such units available for the Porsche Driver Experience console. The first is a 12.6-inch free-standing curved display for the instrument cluster, while the second is a centrally-positioned high-resolution, 10.9-inch touch display in full HD quality.
The third is an optional passenger display, also measuring 10.9 inches, and this can be used by the passenger to view content while the car is in motion without impacting the driver, courtesy of a special film covering that prevents any viewing of the panel from the driver’s seat.
What do you think of the new Macan’s move to being electric. Are you excited about it, or do you prefer to have an ICE Macan instead?
The trickle feed of information on the upcoming, second-generation Porsche Macan continues, as the official Porsche website has teased the SUV’s debut date that will be January 25.
Presented at the brand’s experience centre in Leipzig, Germany, we’ve covered the technical details, here. Now, the manufacturer has expanded further upon those, along with releasing more images of the next-generation SUV in lightly camouflaged pre-production form.
Architecture for the Macan EV is the PPE platform, and not the J1 platform that its EV sibling, the Taycan sits on. The PPE platform is co-developed with Audi, and it will be shared with the Q6 e-tron.
Battery capacity has now been confirmed by Porsche to be 100 kWh, or 95 kWh of usable capacity, and as disclosed previously, the vehicle employs 800-volt electrical architecture that supports up to 270 kW of DC charging. This way, a 10-80% state of charge is achieved in as little as 22 minutes. With its drag coefficient of 0.25, battery range will be more than 500 km on the WLTP test protocol across all variants, says Porsche.
In contrast to the Taycan, there is no high-voltage (HV) booster in the Macan EV, and when it is connected to 400 V charging, the vehicle will use ‘bank charging’ that switches via software to divide the battery into two 400-volt units in parallel, enabling quicker charging with 400 volts each. Meanwhile, a maximum of 11 kW AC charging is supported, with a higher AC charging output rating said to be on its way for the Macan.
For peak outputs, the Macan in its top variant form will offer 450 kW (612 PS) and 1,000 Nm of torque in overboost mode, with rear axle-biased output distribution, though no performance figures have been divulged yet. In terms of durability testing, the Macan EV has undergone more that 3.5 million km of testing on tracks and public roads, in temperatures ranging from minus 30 degrees Celsius, to 50 degrees Celsius.
GALLERY: 2024 Porsche Macan EV, pre-production in Leipzig, Germany
Porsche has announced more technical details about the second-generation Macan, which will be making its debut next year. Electrification is of course the big news with this one, with the new iteration of the compact SUV set to be the automaker’s second fully-electric offering after the Taycan.
It won’t sit on the Taycan’s J1 platform, but instead be underpinned by the Volkswagen Group’s new Premium Platform Electric (PPE) architecture the company co-developed with Audi, with the latter due to utilise it for the Q6 e-tron, essentially a four-ringed twin to the Macan. The PPE will enable a wide range of models with rear- and all-wheel drive and various performance levels to be built on it.
Initially, the automaker says that two variants of the Macan EV will be offered at launch, these being an entry-level model and a top-of-the-range version, which could be the Macan 4 and Turbo, as suggested by door sill monikers noted on the cars seen in these photos. Word is that there will be three specifications, with a base single-motor model coming into play at a later point.
It was previously mentioned that maximum output presented by the electrified powertrain would be around 612 PS (603 hp or 450 kW) and 1,000 Nm, and these numbers were reiterated during a technology workshop briefing the company held for the car in Germany back in October.
Like the Taycan, the Macan utilises permanently excited synchronous electric motors (PSM) and 800 volt technology. However, despite early suggestions that DC fast charging capability could be up from the 270 kW of the Taycan, the rate on the Macan is in the same ballpark, with the mention of the ability to charge at rates of up to 270 kW. As for AC, the Macan EV will feature a 11 kW onboard AC charger at point of launch, but faster AC charging is said to be on the way.
The car’s lithium-ion battery, which sits in the underbody, consists of 12 modules – each with 15 prismatic nickel-manganese cobalt cells, making for 180 in all – connected in series, and has a total gross capacity of around 100 kWh. No nett capacity numbers as of yet, so we’ll have to wait for that. In terms of energy density, the unit is around 30% higher than the previous iteration.
A lightweight but tough glass-fibre composite under-body guard protects the battery from mechanical damage from below, while a cooling plate is integrated into the battery housing. Porsche says the battery is repairable, as the individual modules and other important components can be replaced without sacrificing the entire unit. It has even been water tested for immersion and said to have aced it, although the short cycle quoted hardly constitutes flooding as we know it.
Hooked up to a DC charger capable of dishing out the juice in suitable fashion, the battery can be charged from a 10 to 80% state of charge (SoC) in less than 22 minutes. On the move, up to about 240 kW of recuperation is possible, depending on how much the driver presses the brake pedal as well as the temperature and the battery’s SoC, among other factors. Speaking of charging, two charging ports can be found on both sides. In most markets, these offer the possibility to charge with AC, with DC charging being carried out on the left side port.
New innovations abound, some determined by cost and space considerations. It was pointed out that unlike the Taycan, there’s no high-voltage booster in the Macan. Instead, when presented with 400 volt charging, the car utilises ‘bank charging,’ a setup that uses software and switches to divide the battery pack into two 400 volt units connected in parallel, so they can be charged faster with 400 volts each.
As for the DC fast charging components, these – along with the onboard AC charger, high-voltage heater and DC/DC converter – are packaged into what the company calls the Integrated Power Box (IPB). Tipping the scales at around 19 kgs, the IPB is about three kg lighter than conventional components, and its compactness means it can be positioned under the rear bench seat above the battery to save space. Aside from optimising the weight distribution of the vehicle, the unit also enables a larger luggage compartment to be had.
The power electronics have also taken a big step forward: to optimise the effectiveness, silicon carbide (SiC) is used instead of silicon as the semiconductor material in the pulse inverter (PWR) on the rear axle. This significantly reduces switching losses in the PWR and enables higher switching frequencies.
For maximum power density, the water jacket cooling has also been improved compared to that of the Taycan. An example of the further comprehensive optimisations in the PSMs is what is known as the double V lamination – the arrangement of the magnets within the rotors. The wires of the stators are wound using the hairpin method for the electric motor on the front axle and the I-pin method for the power unit on the rear axle. This U- or I-shaped arrangement increases the copper filling level of the grooves.
Elsewhere, power is transmitted to the wheels on the front and rear axles via a two-stage single-speed transmission. Instead of one large gear wheel, the transmission utilises two smaller wheels, making for the two-stage set-up. This, the automaker says, enables the unit to be made compact.
The company says the Macan EV promises to be the sportiest offering in its segment, thanks to a performance rear axle that places the rear electric motor as far back as possible, shifting the weight balance to a 48:52 split. Meanwhile, certain variants will come with Porsche Torque Vectoring Plus, a fully-variable electronically-controlled rear differential, and for the first time, the packaging with the Performance rear end allows for the introduction of a rear-wheel steering system.
At speeds of up to around 80 km/h, the rear wheels steer in the opposite direction to the front wheels, with a maximum steering angle at the rear axle of up to five degrees when parking, making the process easier thanks to the turning circle being reduced by around one metre.
At speeds above 80 km/h, the rear wheels steer in the same direction as the front axle, virtually lengthening the wheelbase to increase driving stability. The rear-wheel steering is accompanied by a 15% more direct steering ratio on the front axle, offering improved rack feel and driving dynamics.
The Macan EV will be available with a standard steel suspension as well as an optional air suspension.The Porsche Active Suspension Management (PASM) setup features two-valve dampers that can adjust independently. Meanwhile, wheel choices (of which you can see three in the photos) of up to 22-inch units are available for the car, with tyres in staggered widths being standard fit, to better deal with the rearward weight bias.
The technical updates also provides the first official image of the car’s interior, which the company didn’t allow any photos of during the technology workshop outing. We finally get to see the dash, rather similar to that on the new Panamera. Digital screens lead the way in visually, with up to three such units available for the Porsche Driver Experience console.
The first is a 12.6-inch free-standing curved display for the instrument cluster, while the second is a centrally-positioned high-resolution, 10.9-inch touch display in full HD quality. The third is an optional passenger display, also measuring 10.9 inches, and this can be used by the passenger to view content while the car is in motion without impacting the driver, courtesy of a special film covering that prevents any viewing of the panel from the driver’s seat.
The Macan EV will also feature a head-up display with augmented reality technology, presenting key data to the driver in an image that appears at a distance of 10 metres and corresponds to the size of an 87-inch display.
Elsewhere, six new languages/dialects – Turkish, Czech, Hungarian, Portuguese, Taiwanese and Cantonese – have been added to the voice assistant compared to the current Porsche models, bringing the total to 23, and improvements have come about to the voice assistant.
The biggest news regarding interior electronics, however, is the switch to Android Automotive OS as the operating system for the Porsche Communication Management (PCM), which brings along with it a new hub for connectivity services in the form of the Porsche App Centre. Besides providing faster access times, the automaker says that going the Android route opens up digital content options significantly for users, allowing them to directly install and use their favourite third-party apps just like on their mobile devices.
At point of the new Macan’s launch, a variety of apps of different categories will be available, including the likes of Spotify, Amazon Music and TuneIn Radio for European markets as well as YouTube streaming. Additionally, smartphone integration of Apple CarPlay and Android Auto has also been improved as a result of the new OS – when using Apple CarPlay, the Apple map is displayed in the instrument cluster, as is Google Maps when Android Auto is called into action.
Porsche says the App Centre will be continuously updated and will keep the vehicle up to date throughout its life cycle, with the entire Connect portfolio being made available to Macan customers over a 10-year period.
While the presentation, held at the brand’s experience centre in Leipzig, was very much a quick, intense dive into the new tech elements of the car, there was the chance to sample the vehicle itself briefly, athough not from the driver’s seat. Taxi rides on both the centre’s impressive track and off-road courses at the facility were offered in demonstrators, which still had their exteriors masked, albeit lightly.
The track run was, in a word, heady, the Macan EV serving up speed processes unimaginable in the old car, especially out of corners, the lack of lag or absence of dipped gear response highlighting what electrification brings to the table when allied to handling prowess, complete with power slides. As the sampling showed, it is quite agile for what is effectively a two plus tonne thing.
As for the off-road coursework, it went about the business in methodical fashion, and while 99.9% of owners aren’t likely to subject it to such exercises, knowing that it can be done is good enough. We’ll have to wait for the new Macan’s debut to get the final specification of the EV, which, if all goes according to plan, should be pretty soon
These will be produced on the same line that makes the brand’s combustion-engined two-door models, including the 911, and the construction work for the upgrades involve investment of around 250 million euros (RM1.27 billion).
Upgrades to the manufacturing plant see the production of two-door models now use the latest automated guided vehicles, with the aim of increasing production capacity and improving flexibility in the production process. Additional quality test benches have been included for vehicle assembly, along with additional logistics areas and a new high-bay rack.
The automated guided vehicles (AGVs) now employed for the production of two-door Porsche models have already been put into use for the manufacture of Taycan EV, and these AGVs will replace the traditional assembly line with a ‘Flexiline’ to enable a more varied production process, bringing the advantage of being able to produce a mix of vehicles with both combustion and electric powertrains on a single line.
On the logistics side, Porsche has been extending its within the body shop since 2022, with a new building being added to the site of the former Porsche Centre across from the Porsche Museum. Planned for completion in 2025, high-bay racks will extend over two floors and will supply the parts for the Taycan and other sports car models.
A new high-bay rack commenced service in September this year, and already supplies the entire assembly plant with a variety of components. The parts warehouse is fully automated and has a storage volume of 35,000 cubic metres, or equal to 40,650 storage spaces for pallets and containers, says Porsche.
Powertrain assembly at Zuffenhausen now also integrates the assembly of electric motors for the upcoming Macan EV, which is scheduled to begin rolling off the Leipzig production line in 2024. This plant also assembles the V8 combustion engines for the Panamera and Cayenne model lines, and has done since 2016.
Porsche has revealed preliminary technical details of the second-generation Macan, which will available in fully electric form and expected to begin production next year. The upcoming Macan is an important step in the carmaker’s plans to have electric vehicles account for 50% of its global sales in 2025, and 80% by 2030, according to reports by Autocar and Car and Driver.
Unlike the Taycan – the brand’s first series production EV – that is built on the J1 platform, the new Macan will be underpinned by the Volkswagen Group’s Premium Platform Electric (PPE) co-developed with Audi (the four-ring brand will use it for its A6 e-tron).
Also operating on an 800-volt architecture, all variants will get a lithium-ion battery with an energy capacity of 100 kWh, although Porsche has not provided an expected range figure for now. The battery consists of 12 modules with prismatic cells and can support DC fast charging beyond the Taycan’s 270 kW – the target is to get from a 5-80% state of charge in under 25 minutes.
Porsche notes that the battery can adapt to to 400-volt chargers like home wallboxes by effectively splitting the battery into two halves in order to boost charging speeds. The DC fast charging components, along with the onboard AC charger, high-voltage heater and DC/DC converter are packaged into what the company calls the Integrated Power Box to save space.
The PPE platform can accommodate rear- and all-wheel drive setups, with Porsche quoting maximum system outputs of 612 PS (603 hp or 450 kW) and 1,000 Nm of torque. The electric motors feature a “double V” magnet arrangement, while the semiconductor material used for the pulse inverters will be silicon-carbide to optimise efficiency and reduce losses. It’s also said the Macan will feature a one-speed gearbox instead of the two-speed unit in the Taycan.
Porsche says the Macan EV will be “sportiest model in its segment” thanks to a “performance rear axle” that places the rear electric motor as far back as possible, shifting the weight balance to a 48:52 split. Meanwhile, certain variants will come with a fully-variable electronically-controlled rear differential, and rear-wheel steering makes its way into the Macan for the first time with a maximum angle of five degrees.
To keep the body in check, the Porsche Active Suspension Management (PASM) system handles the air or steel suspension setups, with the Macan set to be the first to get two-valve dampers that can adjust independently. Wheel sizes up to 22 inches in diameter will also be made available, and staggered tyres widths are standard to better deal with the rearward weight bias.
