Why does no-one want the new electric Porsche Macan? There’s an element of hyperbole in that statement, but the raw sales figures make troubling reading for the brand. On the face of it, the 2057 sold as of October 2025 is in line with previous years.
The full-year figure is likely to be a little shy of 2024’s record 3323 sales but on par with historical data. However, early in the year previous generation internal combustion cars were still being cleared and a look at the last couple of months paints a different picture.
Whereas in October 2024 Porsche sold 337 Macans, giving it a 13.4 per cent share of the Medium SUV >$60K segment, 12 months on it sold 124 for 2.8 per cent. This wasn’t a one-off, as the respective September figures were 351 (13.4 per cent) and 127 (3.5 per cent).
It’s a similar story globally. The 64,783 Macans shifted in the first three quarters of 2025 suggests the end-of-year figure will be similar to that of the last four years, where sales have been remarkably consistent from a high of 88,362 in 2021 to a low of 82,795 in 2024.
Just 36,250 of those 64,783 were the new electric model, which doesn’t exactly qualify as a stunning return on the significant investment Porsche put into the Macan EV. With the numbers established, the question is whether the flaw lies with the car or the customers?
Price could be a factor. The last time an ICE Macan Turbo was offered – in 2021 with a 324kW/550Nm 2.9-litre twin-turbo V6 – it cost $145,100, whereas our Macan Turbo test car starts at $187,600 (plus on-roads).
That swells to $218,680 (plus on-roads) with the inclusion of plenty of options. None of these are strictly necessary, but equally many go a long way to making it look and feel as nice as it does.
The Oak Green paint is $5470, the 22-inch wheels in Neodyne are $8230, the extended Black and Chalk leather package on the inside is $4700, rear-axle steering is $3510, the passenger display is $2700, the list goes on.
While you would not think Porsche customers are particularly price sensitive, perhaps at this level they start looking at other options in the showroom? After all, this money will buy a nicely-specced Cayenne S with a 4.0-litre twin-turbo V8.
In its defence, the Macan Turbo looks spot-on in this specification and the interior certainly makes a big impression, with its panoramic glass roof, triple widescreen displays across the dash and chalk leather everywhere.
There are no complaints with the level of equipment, wit quad-zone climate control, 14-speaker Bose surround sound, a heated steering wheel, heated 18-way adjustable sports seats with memory and adaptive matrix LED headlights, all being standard.
While it might not be Porsche’s biggest model, it’s also more than fit for family use with ample space in the rear and a 480-litre boot capable of accommodating most luggage needs.
The 10.9-inch infotainment touchscreen incorporates wireless smartphone mirroring, AM/FM/DAB+ radio, voice and gesture control, connected navigation services, Porsche Connect app connectivity, video streaming and gaming.
A pair of USB-C ports front and rear and wireless phone charging feature. Expensive though it is, as a static object there’s little to, well, object about with the latest Macan. It looks and feels classy, is practical and packed with the latest tech.
Forget range anxiety too, as the 100kWh battery (96kWh useable) offers 591km, even in Turbo guise. An 11kW AC charger will be needed at home as a 0-100 per cent charge still requires 10 hours, but the Macan’s acceptance of up to 270kW DC charging.
That makes for a 21-minute 10-80 per cent refill (which is 430km of range) if you can find a potent enough charger. One of the most impressive aspects of both the Taycan and the new Macan though is that they feel exactly like a Porsche.
Despite the vastly different mechanical make-up compared to traditional models, there’s a consistency of control weights, whether it be the steering, brake or accelerator, and this welcome familiarity gives confidence to the driver.
Despite the instant torque available from electric motors, the throttle isn’t overly sensitive and NVH levels are very low, aided by the lack of engine. Standard air springs help deliver a comfortable ride, though the Macan feels heavy.
The suspension is just clearly dealing with a great deal of mass, both the 22-inch wheels and the car’s 2405kg. The electric motors, however, treat the mass with disdain.
I mentioned the ICE Macan Turbo earlier, but in terms of outright performance the EV version occupies a different galaxy. Delivering 470kW/1130Nm in its most potent setting, it fires to 100km/h in 3.3-seconds and on to 200km/h in 11.7-seconds.
Flooring the throttle from 80km/h, the head-up display helpfully informs the driver they just experienced 1G of acceleration, akin to dropping the clutch from standstill in a powerful all-wheel drive car like a Toyota Corolla GR, or similar.
It’s this immense power that dictates how the Macan Turbo must be driven and that’s with respect. While dual motors provide all-wheel drive, the programming is akin to that of an early Nissan Skyline GT-R; that is, VERY rear-wheel drive.
The front wheels only chime in when absolutely necessary. As such, driving the Macan Turbo like a Porsche is somewhat of a delicate balancing act; there’s plenty of grip but the throttle can deliver sudden power oversteer at will.
The front end can be keen to follow cambers and 2405kg (plus driver) takes a lot of controlling. It’s undoubtedly impressive and quite a challenge, but is it enjoyable? That’s a tricky question.
There’s no doubt the engineering team have endowed the Macan Turbo with the performance and dynamic capabilities of a true Porsche, I just can’t imagine ever really exploiting them beyond a road-test environment.
However, there’s also a multi-layered conclusion to this review. The first layer is that while some will no doubt want the prestige of the ‘Turbo’ badge, in purely objective terms a Macan 4 can be specced to offer the comfort, luxury and exterior and interior glitz.
It still has 300kW/650Nm on tap and starts at a $50,000 lower base price. It might even offer a more enjoyable driving experience as you’re not constantly trying to tame the phenomenal power and sensory overload that results from the otherworldly acceleration.
The second layer is that if you’re prepared to forgo a few options, the new Cayenne Electric starts at $167,800 (plus on-roads) with more power (up to 325kW/835Nm), more range (642km), more space and faster charging.
However, unlike the Macan, Porsche will continue to offer the ICE Cayenne and the aforementioned Cayenne S is difficult to ignore if you’re not wedded to electric propulsion. But this introduces the third layer, the buyer reticence to the new Macan, at least so far.
With respect to Porsche’s customers – they can obviously spend their significant amounts of money on whatever they choose – I suspect there is a degree of bloody-mindedness here around the Macan’s electrification.
Those who bought the snarling GTS might not be swayed, but for the vast majority who wanted a nice mid-size SUV with a Porsche badge, the new Macan is a better car. More expensive, undoubtedly, but better.
And remember this, the more electric Macans people buy, the longer the 911 can retain a petrol-powered flat-six. You can find out more about the 2025 Turbo Electric variant on the Porsche website, or by talking to your local dealership.
To get a low rate finance quote, talk to Australia’s best reviewed car finance broker; Credit One. To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicle was provided by Porsche Australia for independent review purposes. Exhaust Notes Australia has not been paid to test this vehicle.
