We've driven the 4, and the Turbo - but do you really need four driven wheels in a Macan?
Clearly, the performance-focused EV still has some way to go to fully convince those on the fence. More often than not there simply isn’t enough gained in experiential thrills to warrant spending more money and sacrificing range. Only the is pretty damn good by all accounts, but how many have those have you seen? For now, even from brands like Porsche, it’s those EVs that go farthest on a kilowatt hour that are probably more important.
And how often have we banged on about the lighter, simpler Porsches being best? Perhaps it’s even more true for the electric era. Certainly, traction is never an issue, with its weight carried so low and centralised plus 285-section rears on the standard 20-inch wheels. Indeed it’s only ever really tested when you want it to be, at which point the Macan feels… well, pretty brilliant to be honest.
For most folk, this is going to be a plenty fast enough family SUV, too. Predictably, the headline stats, massaged by overboost, write cheques the real-world experience can’t quite cash, but the Macan is whisked along energetically enough. Anybody who has a Macan T will surely be more than happy. When not reaching for the glorious upper reaches of a rev band, outright acceleration does tend to take a bit of a back seat anyway.
Complaining about claimed versus real-world efficiency isn’t an issue limited to Porsche , though it’s worth noting that the Macan returned just 2.3 miles per kilowatt hour on a brisk 50-mile test drive. It hovered around 2.2 for a lot of the journey. Perhaps that single motor is having to deal with too much, in a way that smaller engines used to deliver good numbers officially but struggle to match them on the road. A dual-motor 4 only sacrifices 0.
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