Macan EV is 44% of Macan Q1 2025 Sales in North America…complete failure (not!)

[rjf]

also I've taken my Macan EV to some PCA car's and coffee - and the PCA crowd is not pleasant or welcoming - I get a lot of EV "hate" and all tell me it's a failed product and apparently (unbeknownst to me) my Macan EV has already depreciated to $0 value because yeah:

• they are not selling
• no one wants them
• they suck
• they cause cancer
• they cause war
• they cause pestilence
• maybe they cause locusts
• do not function as a vehicle and can't drive anywhere
• I'm the _ONLY_ customer - cause no one else is as stupid as I am to buy one…

I get a LOT of misinformed "hate" on my Macan EV from other Porsche owners - when I in fact feel it's way way way better than people give it credit…

to say it's being asked to be perform in a challenging environment is an understatement.

that’s really disappointing to hear, especially coming from other Porsche owners. I see you have multiple Porsches listed in your profile. I might expect some good natured ribbing, but certainly nothing like the negativity that you mentioned. It’s sad really.

In my local PCA chapter, I am only aware of one Taycan owner and one new Macan EV owner - me - my Macan 4 is due to arrive tomorrow. Neither one of us have caught any grief from our fellow PCA chapter members. I definitely sense a lack of interest, which is fine, but certainly no negativity from my chapter members.

One day perhaps, your fellow Porsche owners will come around.

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[Petzi]

https://newsroom.porsche.com/en/2025/company/porsche-deliveries-2025-first-quarter-39132.html

 

[wmras]

Yeah I always find it interesting in Utah that they overwhelmingly belong to a demographic that should be skeptical of EVs, yet the roads are full of them. I will pass several Rivians and Cybertrucks during a ten minute grocery trip. Many stop lights look like a Tesla parking lot, not unlike the Bay Area.

We stopped at COSTCO near the Denver airport while driving home to PDX from PEC ATL and were blown away by the largest line of 350 kW chargers we have seen - all next to the COSTCO front door. Every charger was plugged in, but the wait was short because the turnover was high, and every major brand had a car plugged in. And, of course, it is impossible to shop at COSTCO and get back during your allotted 30 minutes - however, we had nearly 100% charge when we returned, as did most people leaving (everyone understands why you did not return in time).

The market is adopting EVs faster than most believe.

 

[USMA81]

AI answer to question I posed:
Yes, there is a strong economic basis to believe that electric vehicle (EV) sales will continue to expand, driven by a combination of cost dynamics, policy support, technological advancements, and market trends. Here’s a breakdown of the key factors:


1. Declining Costs and Price Parity: The cost of EVs, particularly battery packs (which account for a significant portion of an EV’s price), has been dropping steadily due to economies of scale, improved manufacturing processes, and innovations in battery chemistry. For instance, lithium-ion battery prices have fallen from over $1,000 per kilowatt-hour (kWh) in 2010 to around $137/kWh in 2023, with projections suggesting they could dip below $100/kWh by the late 2020s. This trend is pushing EVs toward price parity with internal combustion engine (ICE) vehicles, especially when factoring in total cost of ownership (TCO), which includes lower fuel and maintenance expenses. In some markets, like China, EVs are already cheaper than comparable ICE vehicles, fueling rapid adoption.


2. Policy Incentives and Regulations: Governments worldwide are bolstering EV sales through subsidies, tax credits, and mandates. In the U.S., the Inflation Reduction Act offers up to $7,500 in tax credits for EV buyers, while the EU’s Fit for 55 package aims for a 100% reduction in CO2 emissions from new cars by 2035, effectively phasing out ICE sales. China’s extension of EV purchase incentives through 2022 (and beyond in some regions) has solidified its position as the world’s largest EV market. These policies not only reduce upfront costs but also signal long-term commitment, encouraging investment and consumer confidence.


3. Rising Fuel Costs and Energy Economics: High and volatile gasoline prices—exacerbated by geopolitical tensions like the Russia-Ukraine conflict—make EVs increasingly attractive. Electricity, while subject to regional price variations, is generally cheaper and more stable as a fuel source, especially with growing renewable energy integration. For example, in 2022, when U.S. gas prices spiked above $5 per gallon, EV sales surged, highlighting this economic advantage.


4. Market Demand and Consumer Shift: Global EV sales grew from 4% of the car market in 2020 to 18% in 2023, with over 17 million sold in 2024. This momentum reflects rising consumer preference for cleaner, high-performance vehicles, supported by expanded model availability (nearly 600 electric models worldwide in 2023, up 15% from 2022). As range anxiety diminishes—thanks to batteries offering 250+ miles per charge—and charging infrastructure expands (e.g., the U.S. aims for 500,000 stations by 2030), adoption barriers are shrinking, driving further sales.


5. Industrial and Supply Chain Investment: Automakers and battery manufacturers are committing billions to EV production. Post-IRA, over $52 billion in North American EV supply chain investments were announced by March 2023, with global battery production capacity projected to exceed demand by 2030 under net-zero scenarios. China’s dominance in battery production (60% of global supply) and its export growth (35% of global EV exports in 2023) underscore the economic scale supporting expansion.


6. Long-Term Savings and Externalities: EVs offer lower operating costs—estimated at $0.03–$0.05 per mile versus $0.15–$0.20 for ICE vehicles—due to fewer moving parts and no oil changes. Additionally, reduced healthcare costs from lower air pollution (e.g., a World Bank report notes economic gains in developing countries from EV adoption) provide indirect economic justification, particularly when environmental benefits are monetized.


That said, challenges like critical mineral shortages (lithium demand could rise 1200% by 2040), infrastructure gaps, and subsidy phase-outs could temper growth. However, innovations like LFP batteries (cheaper, less mineral-intensive) and recycling efforts are mitigating these risks. Forecasts vary—BloombergNEF predicts 30 million EV sales annually by 2027, reaching 73 million by 2040 in a base case—but the economic tailwinds, from cost declines to policy push, strongly suggest continued expansion. The question is less “if” and more “how fast,” with economics firmly underpinning the trend.

 

[Wivenhoe]

Apologies for this long rant - I thought owners in other countries may appreciate to know how the UK government incentivises EV ownership.

The UK government have decided to adopt a policy contrary to most of the world. There is no EV subsidy, there was one but was discontinued some time ago. There used to be a subsidy for home chargers, this is now very limited and normal residents in their own homes no longer get it. They followed the EU and mandated all car sales would have to be EV’s from 2030, but now changed again so that hybrids and ICE vans can be sold up to 2035. Really helpful to residual values

The charging businesses have to collect and then pay to the government 20% VAT on all income. But those owners that can charge at home pay 5% VAT. I pay 9c (£0.07) / kw at home and public Ultra chargers are about $1/kw

For good measure they now make EV’s pay road tax and the ‘expensive car tax’ - any new EV over £ 40k list will cost £ 600 / year for 4 years. That’ll help sell cheap Chinese EV’s over European ones.

Some councils in London fleeced diesel car owners by charging more for parking over EV’s. That was so satisfying they are actively looking into putting a levy for cars by weight - all EV’s are significantly heavier than ICE’s.

Is it any wonder that the take up of private EV’s are not taking off. There are still loads of EV’s being bought by lease companies and businesses as they are very tax efficient for the staff & companies. However that may change as they have clamped down on dealerships ‘selling’ cars heavily subsidised to staff and that may be just the start.

Again, apologies for the overly long post.

 

[Dragon Tourniquet]

The charging businesses have to collect and then pay to the government 20% VAT on all income. But those owners that can charge at home pay 5% VAT. I pay 9c (£0.07) / kw at home and public Ultra chargers are about $1/kw

For good measure they now make EV’s pay road tax and the ‘expensive car tax’ - any new EV over £ 40k list will cost £ 600 / year for 4 years. That’ll help sell cheap Chinese EV’s over European ones.

Some councils in London fleeced diesel car owners by charging more for parking over EV’s. That was so satisfying they are actively looking into putting a levy for cars by weight - all EV’s are significantly heavier than ICE’s.

I've loved my 3 EVs (i-Pace, iX, Macan), but I have to say there aren't many places that tax cars correctly to account of wear and tear on the roads. EVs are heaver than comparable ICE vehicles, even fully loaded with fuel. Trucks, especially industrial trucks, even more so.

The fairest way to tax would be getting rid of charges on energy (electricity, gas, etc) and instead charging based weight, number of wheels, and distance travelled. Outside of nature (rain, ice, etc), those are the 3 primary factors that influence wear and tear on the road, and thus require maintenance.

If the government then wants to incentivize or disincentivize the use of certain kinds of vehicles, they could have an adjustment factor included specifically to cover that. Some places would likely give a very advantageous adjustment adjustment for EVs, while others (Texas or Idaho maybe) would probably give a penalizing adjustment to EVs and give an advantageous one to diesal trucks that are modified to roll coal.

But regardless, the road taxes should be based on the actual wear and tear the vehicle causes, not any kind of flat fee or a tax on an energy source not all the vehicles use.

 

[seabird]

Just an anecdote, I once drove an X3 from Salt Lake City to San Jose, then drove an e-tron back. About 800 miles. The e-tron added 38 minutes to an 11 hour drive. Stops were about the same length but had one additional stop - and that was with an net elevation gain of 4500ft.

Impressive--maintaining an average speed of 68mph even with 3+ charging stops is quite a feat.

On the other hand, I have driven a similar distance (900 miles) between Vancouver and San Francisco and the EVs added 5-6 hours to the trip for charging stops.

Not a dig at EVs--we've owned 3 now. But it's just very dependent on circumstances. Winter range penalties sitting at the heart of it in this case--having to stop every two hours for at least 35 minutes instead of stopping twice for gas for 15 minutes. Throw in de-rated, broken, or fully occupied chargers and it is a lot more frustrating than it's worth. It'll all work out over the next 20 years as charging becomes more readily available, but I would not agree that EV road tripping is practical at the moment.

that’s really disappointing to hear, especially coming from other Porsche owners. I see you have multiple Porsches listed in your profile. I might expect some good natured ribbing, but certainly nothing like the negativity that you mentioned. It’s sad really.

That's the magic of Porsche snobs. There's so many ways they can play the purity game. There's the "only air-cooled" club, the "only rear wheel drive 911s" club, the "only RWD manual 911s" club, the "only 911s" club, the "only the sports cars and not the SUVs" club, the "only gas-powered" club. They're just looking for a way to feel like "real" Porsche owners among the posers.

Says a lot more about them than anyone they're trying to exclude.

 

[sor]

Impressive--maintaining an average speed of 68mph even with 3+ charging stops is quite a feat.

On the other hand, I have driven a similar distance (900 miles) between Vancouver and San Francisco and the EVs added 5-6 hours to the trip for charging stops.

I’m generalizing, I think it’s more like 780 miles and is somewhere between 11 and 12 hours. The posted speed limit is 80mph in many stretches.

5 hours of charging stops for 900 miles is rough! I have to assume that means stopping every 90 miles or so and about ten stops, given most EVs generally slow charge past that. Or maybe some stretches where you needed to charge to 100% and managed under 200 miles on that. I’ve definitely seen 200 miles of range on full battery in cold headwind.

It does also depend on how one likes to travel - I really prefer to stop every 3-4 hours and take a quick break. Prior to this exercise I didn’t really think much about how long those breaks really are after filling up, getting a snack, checking some messages and replying to people.

I happen to still have the spreadsheet handy from 2020.

With ICE x3 I stopped four times on the way there. My average stop was 22 minutes. One stop included eating, and driving alone I actually stopped to eat rather than eat on the road.

I stopped five times on the way back with the 2021 e-tron with an average stop time of 27 minutes, one meal stop. Longest stop 34 minutes.

 

[seabird]

5 hours of charging stops for 900 miles is rough! I have to assume that means stopping every 90 miles or so and about ten stops, given most EVs generally slow charge past that. Or maybe some stretches where you needed to charge to 100% and managed under 200 miles on that.

7 stops every 140ish miles, 35 minutes (25 of that charging, plus the detours off the freeway to get to them) to 1:10 (30-45 mins waiting for an open bay) each. Most of the Northern CA EA stations only have about 4 bays and they are frequently all full or only running at 50kW. We could have done it in six stops had one station been operational that was just totally down and had to limp to one 30 minutes away and off course.

Absolutely agree on travel preferences. We prefer not to stop unless absolutely necessary, which means we routinely make that run with two 10 minute fuel stops and one slightly longer quick meal.

 

[Coffinhunter]

how far do you drive in terms of miles in one day when driving from florida to texas?

I’ve been known to drive about 14 hours. I know it can be done in an EV, but it adds time.

 

[evdriver2016]

For me I look at the numbers as part of the big picture.

For Tesla - Model S and X - don't drive numbers.

For Porsche - from Volkswagen point of view - it is there Model S and X category - so it competes there.

The volume is in Audi and Volkswagen.

It is clear for that segment, it is all going EV. If you've got the money, why on earth spend it on a slow annoying loud gas engine car?

When you can have an instant torque smile mobile.

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