Rear-wheel drive is also possible on the PPE platform, said Janssen, although this will initially be used only to decouple the front motor when cruising to reduce rolling resistance (and conserve energy).
Dynamics have also been a point of emphasis for the Macan EV. Model chassis manager Dominik Hartmann confirmed that it will have a “performance rear axle”, with the motor mounted as far back as possible. This gives a weight distribution of 48% at the front and 52% at the rear, to maximise traction. For reference, the Taycan’s mass is divided 49:51 front to rear.
Porsche also confirmed that the tyre widths will be more staggered than on the current Macan – the existing GTS variant uses 265mm-wide rubber up front, but 295mm-wide tyres at the rear – to accommodate the rearward weight bias and further improve grip.
The Macan EV will also be the first model to receive Porsche’s two-valve dampers, which are said to enhance ride comfort because they enable independent adjustment via the Porsche Active Suspension Management (PASM) system. This will also lower the suspension at certain speeds to improve the car’s aerodynamic profile and reduce energy consumption.
To improve manoeuvrability, the steering angle has been increased by 15% over the petrol car, and rear-wheel steering up to 5.0deg (below 50mph) has been added.
The most expensive versions of the Macan EV will also get an electronic locking differential mounted at the rear axle, designed to improve its front-rear torque-vectoring capabilities.
All variants will receive a 100kWh lithium ion battery, which, Porsche stated, is the optimum size for minimising journey times. The company has offered no range prediction, but an optional 93kWh battery gives the lower Taycan enough power for 314 miles per charge. The PPE platform’s 800V architecture allows maximum charging rates exceeding 270kW.
However, trick hardware and software developments mean that the battery can respond to 400V chargers by splitting the single 800V battery into two halves. This boosts charging speeds, said Janssen, although he did not confirm how significant this impact was.
Janssen also confirmed that the PPE platform could be extended to fit more battery modules. The Macan uses 12 prismatic cells. This implies that the eventual Porsche Cayenne EV (which is tipped to also use the PPE platform) could have an even greater battery capacity in order to compete with the Mercedes-Benz EQS SUV.
Nonetheless, the long-term goal for Porsche’s road-going cars is to reduce the size of the batteries, according to Florian Modlinger, the firm’s Formula E boss. This “must be the target,” he said, although he acknowledged that this “will take longer” than in motorsport.
The Macan EV is the next model in an assault of Porsche EVs due over the next few years, which include the 718 Boxster EV (2025), the electric Cayenne (2025) and the Panamera EV (2026).
Later this decade, a new electric SUV, known to be a seven-seater codenamed the K1, will arrive. It is thought this model will be Porsche’s most expensive car and represent a complete styling revolution for the marque.
Porsche aims for electric vehicles to account for 50% of its global sales in 2025, and 80% by 2030.
Additional reporting by Will Rimell
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