The rolling hills of Nordhelle, tucked in the heart of the Sauerland region, are not the sort of place where you’d typically expect to test the latest weapon from Porsche’s electric arsenal. But sometimes, the best way to understand a new car is to take it far from perfect test tracks and into the challenging roads real drivers use every day.
I arrived at Nordhelle on a crisp February morning, the new all-electric Porsche Macan 4 parked and waiting in the lot. The old Macan, loved by many, had quietly disappeared from showrooms after its cybersecurity shortcomings forced an early exit. Now Porsche’s replacement was finally here, and electric only. It wasn’t just the car that had to prove itself. This was also a test of Porsche’s direction.
Could an electric Macan really wear the Porsche badge with pride? Could it deliver the precision, performance, and pleasure that drivers expect? I was about to spend an entire day on Nordhelle’s winding forest roads, sharp gradients, and open valley stretches to find out. The verdict, as I would discover, was as nuanced as the roads themselves.
First Glance: Bigger, Smoother, and Surprisingly Subtle
The first impression was one of presence. The new Macan 4 has grown in all directions, it now stretches to 4.78 meters long and 1.94 meters wide, but clever design keeps it from looking bulky. It looks athletic, taut, and purposeful. With a drag coefficient of 0.25, Porsche’s engineers have clearly sweated the details.
Climbing into the cabin, the adaptive sports seats immediately made their case. Firm, endlessly adjustable, and perfectly contoured, they gripped me like a tailored suit. The dashboard, with its 12.6-inch driver’s display, 10.9-inch central touchscreen, and optional passenger display, was minimalist but sophisticated. The augmented-reality head-up display projected clear turn-by-turn instructions onto the windshield, blending technology seamlessly with the road ahead.
There’s plenty of space up front, but the back seats felt less generous. Porsche’s focus was clearly on the driver and front passenger. In the rear, legroom is limited, and the low seat height compromises long-distance comfort for adults. This wasn’t going to be the family road-trip SUV for tall teenagers, but that’s never really been the Macan’s role.
Out On The Road: Precision First, Comfort Second
Pulling away from the Nordhelle car park, the Macan 4 moved off with the polished smoothness typical of well-engineered EVs. Two permanent-magnet synchronous motors, one at the front, one at the rear, delivered a combined 408 hp and 650 Nm of torque to all four wheels.
The throttle was beautifully calibrated. Power built progressively and without drama. The official 0-100 km/h sprint time of 5.2 seconds felt entirely believable. But this wasn’t one of those EVs that explode off the line and then run out of breath. The Macan 4 pulled hard and clean beyond 160 km/h, something few electric crossovers can claim.
The roads around Nordhelle provided a natural test track: climbing forest lanes with tricky cambers, fast two-lane roads along the valleys, and broken surfaces on the narrow switchbacks. The air suspension, combined with rear-axle steering, transformed the Macan 4 from a 2.4-ton SUV into something that cornered like a sports sedan. The all-wheel steering made tight bends almost feel too easy, reducing the turning circle and adding agility.
It wasn’t soft. On 22-inch wheels, the ride was firm, even harsh over rough surfaces. Transverse joints and patchy tarmac were communicated clearly through the chassis. This was a car tuned for control and engagement, not plush isolation. In Comfort mode, or what Porsche still calls its baseline suspension setting, the Macan was livable but taut. There’s no true “soft” setting here. And that was fine by me.
Power Delivery and Dynamics: A Real Porsche
One of my biggest questions was whether the Macan 4 would feel like a real Porsche. Within the first few kilometers, the answer became clear. The steering was precise and communicative, with none of the artificial weight or vagueness that plagues some electric rivals. The car responded to small inputs eagerly and turned in with a sense of lightness that belied its mass.
Push harder, and the Macan 4 rewarded with balance. The 50/50 weight distribution made itself known. Mid-corner corrections were handled without fuss. The front end always felt planted, and the rear was happy to follow in a clean arc.
Out on one of the longer, faster sections of road, I pushed the car well into three-digit speeds. The Macan 4 remained composed, stable, and confidence-inspiring. Some EVs feel breathless at higher speeds, but this one just kept going, the motors humming quietly even past 200 km/h.
The brakes were another highlight. Porsche has clearly mastered the blend between regenerative and hydraulic braking. The recuperation limit of 240 kW meant energy was efficiently reclaimed, but the pedal feel remained consistent and natural. There’s no one-pedal driving here, and no paddles to adjust regen on the fly,a philosophical choice that purists may appreciate.
Real-World Efficiency and Range
Of course, an electric SUV lives or dies by its range and efficiency. The Macan 4’s 95 kWh net battery promised up to 562 km of WLTP range. But what would it manage in real-world conditions on Nordhelle’s varied terrain?
Over the course of a 155 km mixed loop combining forest climbs, open roads, and several spirited sections, the Macan 4 averaged 28.2 kWh/100 km, about 45% above WLTP claims. The outside temperature hovered around 8 degrees Celsius, and I used climate control and navigation throughout. This resulted in a real-world range of about 366 km on a full charge.
Consumption during relaxed cruising dropped as low as 19.3 kWh/100 km, but enthusiastic driving could push it to over 40 kWh/100 km. Clearly, range will depend heavily on driving style. Long highway journeys at high speed will eat into the battery faster than Porsche would like. But for typical mixed use, the Macan 4 offers enough range to satisfy most needs.
Charging was another bright spot. The Macan 4 supports up to 270 kW DC fast charging, meaning a 10-80% top-up takes just 21 minutes on a capable charger. Around Nordhelle, chargers were limited to 150 kW, but even there the Macan consistently hit 130-140 kW during peak sessions. 11 kW AC charging is supported for home and office setups.
Cabin Technology and Features
As the day wore on, I spent more time exploring the Macan 4’s cabin tech. The infotainment system, now running on Google-based Android Auto, was fast, fluid, and intuitive. The central touchscreen provided crisp graphics and well-organized menus. Voice control was smart and responsive, though it handled vehicle functions less naturally than pure Google queries.
The optional passenger display was more novelty than necessity but did allow navigation input and media browsing without distracting the driver. The head-up display was excellent, especially when using navigation, floating arrows and distance markers appeared naturally aligned with the road ahead.
Materials throughout the cabin were premium, though Porsche’s familiar pricing strategy meant many features were locked behind expensive options. My test car, with air suspension, rear-axle steering, augmented-reality HUD, and adaptive seats, tipped the scales at just over €100,000, a significant jump from its €84,100 base price.
Technical Specifications: Porsche Macan 4
To keep things accurate, we use only the official Porsche’s website for technical details.
| Specification | Value |
| Powertrain | Dual permanent-magnet synchronous motors (AWD) |
| Total Power (Launch Control) | 300 kW (408 hp) |
| Continuous Power | 145 kW (197 hp) |
| Max Torque | 650 Nm |
| Top Speed | 220 km/h |
| 0-100 km/h | 5.2 seconds |
| Battery Capacity (gross/net) | 100 kWh / 95 kWh |
| WLTP Range | 562 km |
| Real-World Range (tested) | ~366 km |
| Max DC Charging | 270 kW |
| AC Charging | 11 kW |
| Charging Time (10-80%, DC) | 21 minutes |
| Weight | 2445 kg |
| Weight Distribution | 50/50 front/rear |
| Braking Distance (100 km/h to 0) | 33.3 meters |
| Turning Circle | 11.2 meters |
| Trunk Volume | 540–1348 liters + 84 liters front |
| Base Price | €84,100 |
| Test Car Price | €100,457 |
Conclusion: A Real Porsche, with Real Trade-Offs
As I parked the Macan 4 back at the Nordhelle lot, the forest now lit with late-afternoon sun, I sat for a moment reflecting on the experience.
The Macan 4 is not a half-hearted compliance EV. It is a true Porsche, built with conviction and tuned to deliver an engaging drive. The steering, balance, and traction are worthy of the badge. It remains a driver’s car, even as it shifts to electric propulsion.
But it is also an SUV with clear trade-offs. The ride is firm, the rear seating limited, and the efficiency sensitive to driving style. It is expensive, especially once optioned, and highway consumption is higher than Porsche might prefer.
For those seeking a dynamic electric crossover with authentic driving feel, the Macan 4 delivers in spades. But buyers looking for ultimate comfort or long-haul economy may find better choices elsewhere.
Is everything now in the green zone? Not entirely. But Porsche has shown that an electric Macan can be a real Porsche, and that’s an achievement worth celebrating.
Is the Porsche Macan 4 really a driver’s car?
Yes. Despite its weight, the Macan 4 delivers sharp steering, balanced handling, and strong performance. It feels like a true Porsche behind the wheel.
What is the real-world range of the Porsche Macan 4?
In mixed driving around Nordhelle, I achieved about 366 km of range on a full charge. Highway speeds will reduce this, while gentle city driving can extend it.
How fast does the Porsche Macan 4 charge?
It supports up to 270 kW DC fast charging, allowing a 10-80% charge in about 21 minutes. AC charging is capped at 11 kW.
