The next-generation, 100% electric Porsche Macan continues to be developed. We had the chance to see a prototype more closely, the opportunity to discover some technical details.
Previously in the top sales of Porsche, the current Macan was severely beaten with us by the “super malus”, in particular because of the absence of an electrified version. An error that will be completely and fully repaired for the next generation, ultimately only electric without going through the hybrid box! Quite a change of era. Nice surprise to discover this prototype within the “Next Level E-Performance” event hosted at the Porsche Experience Center in Franciacorta, Italy, (2021) near Brescia (famous for the Mille Miglia!). Enough to discover new information on one of the 200 rolling prototypes, not unknown to the most attentive of you. This prototype even has a little name: Ludmilla!
Architecture 800V, 600 hp and 1000 Nm: sacred pedigree for the future small electric SUV Porsche
Premium Platform Electric or PPE, this is the name of the new electric platform inaugurated by this electric Porsche Macan. The Taycan laid the foundations, this car takes them on its own and makes them evolve. This is particularly the case with the 800 V architecture, which notably guarantees very short recharging times. Porsche announces less than 25 minutes to recharge from 5 to 80% for a maximum power of more than 270 kW. The car benefits from two synchronous electric motors with permanent magnets (one per axle), guaranteeing 450 kW, or around 600 hp and more than 1000 Nm of torque and overall what a Taycan Turbo currently offers (460 kW, 625 hp, overboost offering up to 680 hp; 850 Nm of torque). We therefore imagine that it will be the higher degree of power of the electric Macan, in Turbo or Turbo S. The power density has then been optimized. A 100 kWh capacity lithium-ion battery is announced, holding twelve modules of prismatic cells.
An integrated “Power Box” includes the AC charger, battery preconditioning and a DC/DC converter which supplies the battery when the voltage delivered by the terminals is less than 800V.
Porsche announces it as the sportiest in its class
With the Taycan, Porsche has shown us that efficiency and an eco-responsible approach are not incompatible with sportiness and dynamism. The current Macan being a reference in behavior, the next one will bring together the best of these two worlds.
It starts with an all-wheel drive with a potential electronic differential lock that can send up to 100% of the torque to the front or to the rear (50/50 in normal situations) depending on the conditions, optimizing traction and agility. Double-wishbone front axle, multi-link rear axle, optimal technical solutions to ensure the best behavior and optimal steering feel. Note a four-wheel steering system, rare at this level of the range, which can turn the rear wheels up to 5° to promote agility at low speed and stability beyond. Comfort is not forgotten for the electric Macan, despite rims of up to 22 inches, thanks to a revised PASM controlled suspension. Note that depending on the driving modes, the car can be lowered with speed for better aerodynamics.
The first customers should taste their new electric Porsche Macan in 2024.
Some updates for the Taycan, in the meantime
… and it’s not just the 2023 vintage, launched in July, that is the only one concerned! While the 100,000th copy recently left the chains of Zuffenhausen, three years after the launch, a series of evolutions arrives on the Taycan, available for all owners. Count just one day of manipulations for that.
In architecture, those who were limited to 11 kW in AC charging can opt for the 22 kW on-board charger. We also note the generalization of Plug & Charge which allows automatic identification of the vehicle when connecting the cable, Tesla style, without having to provide any information. Note that you must then have an up-to-date account at Ionity, for example. It is recalled that with a charging power of up to 270 kW, the charging time is reduced to 22 minutes by 5-80%.
On the powertrain side, the front motor can now be disconnected on the modes Range et Normal at a steady pace and at a standstill to improve the efficiency of the car, which results in less mechanical friction losses. Automatic energy recovery remains active even when changing driving modes.
An update to gain efficiency
The thermal management is also refined, with better conditioning of the battery, the heat of the components being better exploited for the thermal management of this battery. This also improves autonomy and charging times, especially at low temperatures.
On board, some developments are to be noted within the touch screen and the head-up display: we note the arrival of the native Spotify application and wireless Android Auto. Note that the charging stations hosted by the navigation system can now be filtered according to their charging power.
Finally, keyless unlocking is available for all vintages, as well as remote software updates.
Range improvements now allow the Taycan range to offer up to 512 km WLTP for the 4S version.
The high Turbo S version also makes it possible to recover up to 290 kW under braking, and offers a “Performance kit” which includes, among other things, the lightened rims of the GTS.
The recent Sport Turismo, in a dynamic station wagon style, is oriented to offer the best of both worlds between the performance of the sedan and the practicality of the Cross Turismo. Note that the latter always offers four-wheel drive, the big battery and the controlled suspension.
While waiting for the new electric Macan, Porsche then offered us a whole series of Taycan vintage 2023 to try, spoiled for choice! Short driving session, pleasant roads, a Taycan to choose from: we will bet on efficiency another time, make way for the more dynamic and agile Taycan GTS, its matte black rims and its recognizable Carmine red. Great look, even if the Sport Turismos next door catch my eye… On board, the extended alcantara and the touches of red clearly show that you belong to the GTS brand: the interior retains a skilful mix of “Porsche cockpit dedicated to driving” and sleek, futuristic design. Beautiful work.
Startup. Inevitably, we are struck by the firmness of the direction from these first maneuvers in the parking lot of the Porsche Experience Center, in Normal mode. Is it related to a specific GTS typing? Nothing to disappoint the sports car enthusiast, but you have to know it. The precision of the Porsche commands is in any case faithful to the position, that is a certainty. Better than a simple travel tool, we live the road, in Taycan!
The Taycan GTS are said to be less explosive than the Turbo and Turbo S versions, but with 380 kW (517 hp), up to 850 Nm of torque and a 0 to 100 km/h expedited in 3.7 s, (against 3.2 in Turbo) and 12 s to reach 200 km / h, we will not dare to say that it lacks breath. Let’s say that the speed ups are more progressive than the Turbo fighter jets.
A sacred dynamism, but the weight is there.
At the first bends of the rather wet small roads around Brescia, physics reminds us: the Pirelli P-Zero tires could not heat up well on the fast lane, and the mass to be braked of 2,295 kg remains substantial. Something to quickly temper our ardor on corner entry. Once understood, it’s a pleasure. The speed changes are vigorous, possibly almost brutal. The quality of the steering and the chassis allow a relative agility as for the size of the car (4.96 m long, 1.96 m wide without the mirrors) to engulf these winding roads with appetite. Sure, the electronic rear differential lock, braking the inner wheel at the bend, helps the car turn. A Porsche is still a Porsche. It did not seem to me to have the optional rear-wheel steering, knowing that active anti-roll is also available to further improve vehicle dynamics.
It is always reassuring to be able to count on the efficiency and endurance of braking, given the speeds that can be reached. Above all, the adaptive air suspension with three chambers perfectly absorbs the irregular roads of the sector, guaranteeing real driving comfort in more usual situations, even in GTS with specific suspension types. Funny thing, the artificial noise Electric Sport Sound quickly annoyed me on small roads, under load, in particular because the regenerations are as loud as the accelerations, which reinforces the lack of naturalness of the sound giving the impression of infinite successions of revving. On the other hand, it brings a little life to the usual rolling. Driving will not have made it possible to verify the best efficiency of the car, closing this express and semi-dynamic driving, at around 28 kW/100 km, to be compared to the official figures of 20.3 to 23.3 of the cycle Mixed WLTP, with 504 km of range drawn from the 93.4 kWh battery. We note the excellent ergonomics of the car: the seats with multiple electric adjustments ensuring perfect support as well as a low driving position and the vehicle setting menus, in particular related to energy recovery or driving aids , are easily accessible and not too overcrowded. A success that makes you want to travel, especially on winding roads.