Fast Facts | 2025 Porsche Macan 4S Electric
⚡ Platform: Premium Platform Electric (PPE)
🔋 Architecture: 800-volt system with ultra-fast charging
🚀 Power: Up to 509 hp in Overboost mode
⏱️ 0–60 mph: As quick as 3.9 seconds
🔌 Charging: Up to 270 kW DC fast charging
📏 Range: EPA-rated up to 288 miles (4S)
A Familiar Shape With a Very Different Heart
Nearly half a century before Porsche AG started building sports cars, Ferdinand Porsche developed his first vehicle - the Lohner-Porsche - and it was electric. But the era's battery limitations led him to add an engine, creating the world's first hybrid in 1900. It'd be another 110 years before Porsche produced another hybrid, and another decade after that before the all-electric Taycan arrived. In 2025, Porsche launched its second modern EV: the Macan compact crossover.
Built on a New Platform
When Porsche created the Taycan, it developed an all-new electric-only platform, known internally as J1. The only other vehicle to use it besides the Taycan was the Audi e-Tron GT. For its follow-up, the Macan, Porsche and Audi teamed up on a new architecture called Premium Platform Electric (PPE), which builds on what they learned from the J1 but scales better across more vehicles.
Along with the Macan, the PPE platform is also being used for the Audi Q6 and A6 e-Tron, and the upcoming next-generation Cayenne. Like the J1, the PPE uses an 800-volt electrical architecture that enables the Macan to charge at up to 270 kilowatts (enough to charge its 100-kilowatt-hour battery from 10 to 80 percent in about 21 minutes) while also improving efficiency and performance.
If you want to see how the Macan Electric stacks up against its most obvious rival, check out our Porsche Macan EV vs Tesla Model Y comparison ➜
Like most Porsche models, the Macan comes in many flavors, including variants with internal-combustion engines. The Macan Electric currently offers five variants in North America: a single-motor, rear-wheel drive base model delivering up to 355 horsepower in Overboost mode with Launch Control, plus four dual-motor, all-wheel drive versions: the 4 with 402 horsepower, the 4S with 509 horsepower, the GTS with 563 horsepower, and the Turbo Electric with 630 horsepower.
The 4S I drove delivers a very healthy 442 horsepower under normal conditions but twist the knob in the lower right quadrant of the steering wheel to Sport+ and engage Launch Control, and you'll unlock an extra 67 horses. Do that on a dry road with summer tires, and the Macan will hit 60 mph from a standing start in just 3.9 seconds. Even in Normal mode, it's only about 0.2 seconds slower, something I learned while spending a day filming an EV performance video a few months ago.
Size and Space
At 188.3 inches long, the Macan is within an inch of the Tesla Model Y and Lexus RZ. It’s an attractive design, especially in the lightning blue metallic paint my tester wore. Despite the similar dimensions, the Macan's packaging isn't quite as efficient as the Tesla's.
The front seat offers plenty of room, but when set for my 5-foot-11-inch frame, the rear seat is more snug than the Model Y, though I could still sit back there reasonably comfortably. Cargo space is modest: 18 cubic feet behind the rear seats, expanding to 46.5 cubic feet with them folded. There’s also a 2.9 cubic foot frunk that'll hold a couple of backpacks or about three bags of groceries. You can pop the frunk with a button on the key fob, too, so you don't have to reach inside to open it (Ford, we're looking at you!).
The seats are comfortable and supportive, as you'd expect from Porsche. My tester had the optional 14-way power-adjustable front seats with heating, ventilation, and memory, plus the $4,210 Premium package that adds LED matrix headlights, Bose surround sound, heated rear seats, and four-zone climate control.
For a deeper dive into the tech that underpins the Macan’s performance and charging advantage, this inside look at Porsche’s electric Macan platform breaks it down ➜
The controls are generally well laid out, though the first time I got in it took me a minute to figure out how to put the Macan in gear. There's a large toggle switch to the right of the instrument cluster, somewhat hidden by the steering wheel. Push down for drive, up for reverse, and there’s a separate park button above it. There’s also a stop/start button to the left of the cluster, but you don't really need it. The car shuts itself off when you park and get out.
A panel in the center console houses a rotary volume knob and physical toggles for temperature and fan speed. Seat heat, ventilation, and front/rear defrost controls are touch-sensitive, but when you press them, the whole panel moves to give you tactile feedback, kind of like the old Blackberry Storm from about 2009. In 2026, that feedback feels a bit unnecessary. On the plus side, unlike the Taycan, Porsche gave the Macan standard physical vent controls.
The infotainment system is fairly straightforward. I mostly kept my phone connected and used Android Auto, which works wirelessly like Apple CarPlay. I relied mainly on Google Maps projected from my phone for navigation.
Winter Driving
When the Macan Electric landed in my driveway, it was mid-January in Michigan. Temperatures dropped into the teens, and snow started to fall. Fortunately, my tester came with the Winter Tire package, with 21-inch alloy wheels wrapped in Pirelli Scorpion Winter 2 rubber. These tires provided excellent traction on both dry pavement and in several inches of snow.
One quirk caught me off guard: the Macan doesn’t let you manually activate battery preconditioning before DC fast charging, something that's essential for maximizing charging speed in cold weather. Instead, while driving home from Detroit in a snowstorm, I had to select my local Electrify America station in the native navigation system to get the battery warmed up. With temps around 15 degrees, the battery warmed up to about 70 degrees, and once I plugged in, it was charging at about 255 kW - pretty good considering the conditions.
On dry pavement, the Macan drives how you'd expect a Porsche to behave: with precision and control. There's a full suite of driver-assistance features, including adaptive cruise control, cross-traffic alert, and hands-on lane centering. During the snowstorm, though, a thick layer of slush and ice built up on the radar, ultrasonic sensors, and front lights, which prevented the system from functioning. In dry weather, it worked like most similar systems.
Driving the Macan on some curving rural roads on a clear Saturday morning before the snow, the steering provided good feedback, and even with a few frost heaves, the air springs in Sport+ kept the suspension compliant enough not to pound anyone’s back. There's an Off-Road mode that raises the ground clearance from 7.2 inches to a maximum of 8.8 inches. That mode is really only meant for taking an unpaved road to a cabin, though, not for serious off-road adventures, since there's no lower-body protection.
Real-World Range and Pricing
During my week with the Macan 4S Electric, I averaged about 2.5 miles per kWh. That's not exceptional but given that most of my miles were on the highway in frigid temps on winter tires, it's actually not bad. It works out to about 240 miles of range. The 4S is officially rated by the EPA at 288 miles, and in warmer weather with the standard tires, it should hit that easily in mixed driving.
The base single-motor model starts with an MSRP of $82,650, while the 4S starts at $92,250 MSRP. As equipped, my Macan 4S came to $110,872 MSRP, including the $7,022 for the Winter Wheel and Tire package. This being a Porsche, however, there are plenty of other ways to spend your money, including a $13,870 custom paint option where they'll match any color sample you provide.
So far, the Macan Electric is proving very popular with U.S. buyers, accounting for 37 percent of all Macan sales in 2025. After spending a week driving one, I can certainly see why.
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