There was a time, not long ago, when the idea of brands like Porsche, Ferrari, Lamborghini, and Mercedes-AMG studying a Hyundai for engineering inspiration would have been absurd, even laughable. That time is over. The electric Ioniq 5 N has forced every serious performance brand to take notes, and several are openly trying to replicate what it does.

It’s been nearly three years since the Ioniq 5 N arrived and reset the bar for performance EVs. Rather than chasing ever-bigger acceleration numbers, Hyundai put the driving experience first. The tool it used was a simulated transmission, engineered by the same team behind the N division’s eight-speed dual-clutch gearbox, that feels close enough to the real thing to fool most drivers.

Read: Hyundai’s Gated Manual Patent Looks Like A Koenigsegg Idea On An Elantra Budget

Porsche has acknowledged it’s tested and looked at Hyundai’s technology, but is not yet ready to commit to launching something similar on any of its EVs.

“We’ll see what happens, but it is not a technology that we do not look at. It’s very interesting. To be honest, Hyundai did a really good job at it,” Porsche product spokesperson Ben Weinberger told Car Sales. “If we do it, it will definitely be a Porsche-typical solution, but it would be too early to talk.”

911 Bosses Like Hyundai’s Solution, Too

Last year, the vice president of Porsche’s 718 and 911 lines, Frank Moster, and the head of Porsche’s GT cars, Andreas Preuninger, both heaped praise on the Ioniq 5 N, acknowledging that they learned a lot after testing it.

“This is the way,” Moser said while speaking about the simulated transmission and the Ioniq 5 N’s fake ICE-inspired soundtrack. “The customer could decide if he wants to drive in complete silent mode, or he wants to be part of the game, feeling the virtual sounds of a flat six and the virtual gear shifts. That would be the direction for the future.”

The all-electric Porsche 718 Cayman and Boxster would be the most logical choices to adopt something similar. But Porsche will also sell both with combustion power, which may give it less reason to engineer (read spend on) the kind of simulated mechanical feel that the Ioniq 5 N thrives on. Why fake gears when real ones could be on the options list? Then again, if the electric 718 shows up feeling sterile next to a three-year-old Hyundai, Porsche will have some explaining to do.

The purists can exhale. Porsche has no intention of building a fully electric 911 for the foreseeable future, sticking with combustion and hybrid power for the model that more or less defines the brand.

The experimentation will happen elsewhere. The next-generation 718 Cayman and Boxster are still on track for battery power, even after internal reviews and program delays threatened to muddy that plan. Both cars will be sold as EVs alongside combustion variants that will sit higher in the range.

More: The 911 Turbo S Sadu Edition Pairs 701 HP With A Craft Older Than Porsche Itself

Daniel Schmollinger, CEO of Porsche Cars Australia, spoke to local media CarSales about electrification plans in the sports car segment:

“We will go with the 718 electric as the first two-door electric sports car. The 911 for the moment stays what it is. With the T-hybrid technology, it shows what is possible without a full battery but still making use of this amazing technology.”

Porsche has always positioned the 911 as the last combustion model standing, even in a future where the rest of the lineup went electric. The plan has not changed, though the context around it has. Weaker EV demand has forced Zuffenhausen to walk back its electrification timeline, which only pushes a battery-powered 911 further into the realm of the hypothetical.

More: Porsche’s Next Hybrids Could Get A Trick New Electric Motor

The T-Hybrid system used in the GTS and Turbo S trims of the 992.2 generation leverages electrification to boost performance without taking on the weight penalty of a battery electric setup. Expect Porsche to follow a similar path for other members of the lineup, while sticking to non-hybrid solutions for iconic models like the GT3 RS.

The Macan Case

Schmollinger touched upon the subject of the Macan EV, admitting that initial sales volumes are no match for those of its aging petrol-powered predecessor. The latter will soon bow out of production in Germany, with Porsche stockpiling examples to meet market-specific demand.

Nevertheless, the CEO of Porsche Australia attributes the lack of interest for the EV to consumer readiness rather than the vehicle itself: “It’s not a decision against the car, or the Macan as such, it’s a decision against not being ready for electric. That’s totally fine. Everyone needs to choose the technology and the car they’re comfortable with.”

Hedging Across The Lineup

The response across the rest of the range is to offer everything. The Cayenne is sold with gasoline, plug-in hybrid, and full electric powertrains, and a hybrid version of the next Macan is in development to run in parallel with the EV. It is a portfolio built to absorb whichever direction the market actually moves.

More: Porsche’s EV Gamble Is Going So Well It’s Even Closing Its Ebike Arm And 500 Jobs

Synthetic fuel, the other lever Porsche has been pulling, remains a long way from relevance. Schmollinger admits the technology is “far from mainstream.” He also notes that he drives an EV himself, and that Porsche always expected EV adoption to move at different speeds in different markets, depending on charging networks, policy, and consumer appetite.

Following a teaser in March, SAIC MG has revealed the upcoming 07. It’s a flagship that has been “engineered to be the ultimate choice in the new energy coupe segment.”

Sporting a design that rivals “luxury coupes in the ¥700,000 ($102,930) class,” the 07 will offer “top-tier styling” for less than ¥200,000 ($29,410). That’s a not so subtle reference to the Porsche Taycan, which begins at ¥918,000 or $134,985 in China.

More: China Isn’t Buying Porsches, But It Sure Loves Making Cars That Look Like Them

The similarities are readily apparent as the 07 looks like a pudgy Taycan. However, something has been lost in translation as it doesn’t seem quite right.

That being said, the model looks fairly good and sports C-shaped lighting units as well as a bulging hood. They’re joined by a wide lower intake that appears to have an active shutter grille and a prominent sensor.

Moving down the side, there’s a rakish windscreen that flows into a long curved roof. The latter is notable for having a lidar sensor mounted above the windscreen. Other highlights include Taycan-style front fender vents and door handles as well as a similar rear end. However, the MG’s booty could use some time at the gym.

MG has been coy on specifics, but they used Auto China to reveal the 07 rides on SAIC’s next-generation NEV platform. It will be offered with both electric and plug-in hybrid powertrains.

The automaker also announced higher-end variants – that cost around ¥300,000 ($44,112) – will use the Momenta R7 autonomous driving system. It promises to provide Urban Navigate on Autopilot as well as a “seamless parking-space-to-parking-space driving experience.”

MG went on to say the system doesn’t simply imitate human driving as it also “possesses physical scene understanding and predictive reasoning similar to an experienced driver.” This reportedly enables proactive defensive maneuvers to increase safety.

We’ll likely learn more in the coming weeks, but the car will apparently show turquoise lights when being driven autonomously.

Porsche spent years telling us the future would be mostly electric. Now it’s scrambling to rebuild parts of the combustion lineup it already started phasing out, while simultaneously slashing jobs, shutting divisions, and reshuffling management to steady the ship and improve profits.

Having last month sold its stake in Bugatti and Rimac, the company this week confirmed plans to eliminate more than 500 jobs while discontinuing several electric-focused subsidiaries as part of a broader restructuring effort. Porsche is shutting down Cellforce Group, Porsche eBike Performance, and Cetitec as it narrows its focus back toward its main automotive business.

More: Porsche’s Profits Fell 93%, So It’s Selling Bugatti And Rimac

Cellforce was Porsche’s battery technology venture focused on developing high-performance lithium-ion cells for future EVs and motorsport applications. It “no longer has a sufficiently viable long-term perspective” and closes with the loss of 50 jobs, the company says.

Porsche eBike Performance, as its name suggests, handled electric bike drive systems and related hardware, but “fundamentally changed market conditions for e‑bike drive systems” means it gets the chop, and so do 360 workers. Cetitec, meanwhile, specialized in engineering and technical consulting services for automotive development programs. Sixty people in Germany are now looking for a new paycheck as a result of it being shuttered, along with a further 30 in Croatia.

Getting Back To Cars

“Porsche must refocus on its core business,” CEO Michael Leiters said, announcing the reset. “This is the indispensable foundation for a successful strategic realignment [and] forces us to make painful cuts — including our subsidiaries.”

The €1.4 Million Dashboard

At the same time, Porsche is also restructuring its executive board and folding the standalone Car-IT division into the wider research and development department led by Michael Steiner.

That’s a notable reversal because Porsche created the dedicated software-focused board role a few years ago specifically to recruit Sajjad Khan away from Mercedes-Benz, Automobilwoche reports. Khan had been tasked with modernizing Porsche’s infotainment and digital experience, and his influence is already visible in the electric Cayenne’s redesigned cockpit and connected features. That influence came at a price, though. Last year, Kahn reportedly earned €1.4 million ($1.65 m).

A bigger issue, though, is Porsche’s increasingly awkward product strategy. The company is preparing to kill the combustion Macan this summer despite demand for the gas-powered SUV still massively outweighing interest in the electric replacement in several markets, especially the US.

Porsche reportedly won’t have a new combustion or hybrid Macan (seen below testing in Audi Q5 mule form) ready until around 2028, leaving a painful gap in one of its most important model lines. Meanwhile, Chinese sales continue sliding as local EV brands offer cheaper alternatives loaded with flashy technology. It’s good that Porsche is grasping the nettle, but the pain isn’t going to disappear overnight.

The Porsche Taycan Turbo GT was already the apex predator of Zuffenhausen’s electric lineup, but Porsche apparently decided that wasn’t enough. The flagship sedan has just been treated to a new Manthey Kit, layered on top of the existing Weissach Package, and the result is a 6:55.553 lap of the Nürburgring with development driver Lars Kern at the wheel.

That impressive time is 12 seconds quicker than a standard Taycan Turbo GT and more than nine seconds clear of the production-spec Xiaomi SU7 Ultra’s 7:04.957, which means Porsche has clawed back the title of fastest production EV in the executive segment after watching the Chinese newcomer take it last year. It is worth noting that a Xiaomi prototype clocked an even more impressive 6:22:091 in June 2025, although that doesn’t count as a production EV.

More: The Manthey Porsche Just Ran A Near-Perfect Nürburgring Lap. A Mustang Still Beat It

The Manthey Kit is the product of a joint effort between Porsche’s Weissach development center and Manthey’s engineers in Meuspath, with the brief drawn straight from motorsport. The package includes a reworked aero kit, a more potent powertrain, lighter wheels, track-focused tires, and a retuned suspension.

It Looks Like A Race Car

Visually, the Manthey-prepped Taycan Turbo GT goes full track weapon, with an aggressive carbon fiber aero kit doing most of the talking. The nose gets an adjustable splitter flanked by canards and GT3-style gills cut into the fenders.

More: Honda’s Civic Type R Held This Record For 3 Years, VW’s 321 HP Golf Just Took It Back

The profile gains wider fender extensions, deeper side skirts, and lighter 21-inch forged aluminum wheels fitted with carbon aero discs on the rear axle. The new wheels use titanium bolts, cut 6 pounds (2.7 kg) of unsprung mass, and wear wider performance tires. Around back, Porsche added a boxier diffuser and a larger manually adjustable rear wing.

According to Porsche, the Manthey upgrades generate more than three times the downforce of the standard model. At 200 km/h (124 mph), the car produces 310 kg (683 lbs) of downforce, up from 95 kg (209 lbs). That figure climbs to 740 kg (1,631 lbs) at the top speed of 309 km/h (192 mph), which is 5 km/h (3 miles) faster than before.

More Power, More Speed

As for the power boost, the combined output of the electric powertrain rises to 804 hp (600 kW / 815 PS) in standard form and 978 hp (730 kW / 993 PS) in Attack mode. Those figures mark increases of 27 hp and 40 hp respectively over the Taycan Turbo GT.

More: Porsche’s Next Sedan Could Replace Both The Panamera And Taycan

When launch control is activated, total output remains at 1,019 hp (760 kW / 1,033 PS), but maximum torque climbs by 22 lb-ft (30 Nm) to 936 lb-ft (1,269 Nm). Even so, those figures still fall short of the rival Xiaomi SU7 Ultra, which produces 1,526 hp (1,138 kW / 1,548 PS) and 1,770 Nm (1,305 lb-ft) of torque.

The added downforce and extra power are paired with a revised setup for the Porsche Active Ride suspension, four-wheel steering, and AWD systems. Braking performance has also been upgraded with 440 mm (17.3 inches) front discs and performance brake pads.

Porsche development driver Lars Kern said the Manthey Kit turns the Taycan Turbo GT with Weissach Package into “the ultimate track tool.” The upgrades allowed him to carry 14 km/h (8.7 mph) more speed through the “Lauda-Lefthander” section of the Nurburgring compared to his previous run.

Porsche is cashing out of one of the automotive world’s most fascinating collaborations. The German sports car maker has agreed to sell all of its holdings in Bugatti Rimac and Rimac Group, clearing the way for founder Mate Rimac and a new investor group to steer the next chapter.

The deal sends Porsche’s 45 percent share of Bugatti Rimac and its 20.6 percent holding in Rimac Group to a consortium led by New York investment firm HOF Capital. BlueFive Capital joins as the largest investor, alongside other institutional backers from the US and Europe.

Financial details remain private, though we should eventually discover how much money changed hands when Porsche reveals its own year-end results down the road. 

More : Porsche’s New Cayenne Coupe EV Hits 60 As Fast As The 911 Turbo S And Can Still Tow Your Boat

Once approvals are complete, likely before the end of 2026, Rimac Group is set to take control of Bugatti Rimac while partnering with the new investors to support its expansion. HOF Capital will also become the largest shareholder in Rimac Group alongside founder Mate Rimac (pictured below). That’s a tidy result for someone who started by electrifying old BMWs in his garage, and hasn’t even turned 40 yet.

Focusing On The Core Business

Porsche says the sale lets it concentrate on its core business. That’s a diplomatic way of saying the company has other priorities right now, including improving profitability and focusing resources on its own lineup.

The German brand’s operating profits dropped by 93 percent in 2025, in part due to its u-turn on its EV-heavy strategy in favor of more combustion and hybrid models. Porsche’s underperformance also hurt its parent company VW Group, so it’s definitely under pressure to get back on track.

Porsche exits then, but not without having played an important role in Rimac’s development, along with Hyundai, which still holds a small piece of the Rimac pie. Porsche’s early investment helped legitimize Rimac as a serious engineering force while the 2021 joint venture gave Bugatti a path beyond the Bugatti Chiron era. The joint-op also benefited Porsche’s own EVs.

For Bugatti customers, it should pretty much be business as usual. The company already operates with substantial independence, and its upcoming Bugatti Tourbillon, the successor to the Chiron is already locked in with a naturally aspirated V16 and hybrid system developed under the current structure.

The Porsche Cayenne Coupe has never quite added up on paper. It’s a sportier, less practical version of an SUV meant to add a boatload of practicality to a sporty brand. Now, Porsche is adding another powertrain because buyers want options.

After some 40 percent of U.S. buyers chose the less practical Coupe body style of the Cayenne in 2025, they have an all-new, all-electric version available, and it just so happens to boast up to 1,139 horsepower (850 kW).

Also: Porsche’s New Wireless Charger Is Fast, But It’ll Cost You

We’ve known for a while that this was coming. Porsche already released the Cayenne Electric SUV. This is the Coupe version with its “911-inspired” roofline. It also features a unique roof structure and a coupe-specific windshield, giving it a more steeply raked profile than the SUV.

Under the sheet metal and cramped back seat, you’ll find the same bones as the normal Cayenne Electric. That includes an 800-volt architecture, a 113 kWh battery, and the ability to leverage a 400 kW charger to go from 10-80 percent in under 16 minutes.

Read: Porsche Turns Cayenne EV Coupe Into A Hypercar Hunter

The base model starts at 435 hp (325 kW) and 615 lb-ft, which already feels like overkill for a daily SUV. Step up to the Cayenne S Coupe Electric, and you’re looking at 657 hp (490 kW). But the real headline grabber is the Turbo Coupe Electric: up to 1,139 hp (850 kW) and 1,106 lb-ft, with a claimed 0–60 mph (97 km/h) time of just 2.4 seconds. That matches the fastest 911 on sale today, the 911 Turbo S.

Top speeds vary depending on the model, ranging from 143 mph (230 km/h) in the base version to 162 mph (261 km/h) in the Turbo.

That’s not just quick. It’s supercar territory in something that can tow 7,716 lbs (3,500 kg). Adaptive air suspension, optional rear-axle steering, torque vectoring, and Porsche’s trick Active Ride system all make appearances, too. Buyers can also opt for an Off-Road Package that improves approach angles

The Sport Chrono package and a panoramic glass roof are both standard on the Coupe. Charging hardware includes a NACS port on the driver-side rear fender and a J1772 AC port on the passenger side, with a CCS adapter included as standard.

Pricing starts at $113,800 and climbs to $168,000 for the Turbo, with deliveries expected by late summer 2026.

Importantly, Porsche isn’t replacing the gas Cayenne. Or even the plug-in hybrid. They’re all sticking around. That’s key because it makes the brand’s viewpoint clear. Customers can pick and choose whatever type of powertrain they want for the foreseeable future.

SPECS & PRICING

*Prices exclude a $2,350 destination fee.

In the push to make home charging feel as seamless as refueling, automakers are starting to rethink the ritual itself. Before lifting the veil on the all-electric Cayenne, Porsche confirmed it had developed complex inductive charging technology. Now that the Cayenne Electric has reached the road, the brand is preparing to launch an optional wireless charging system for those who would rather skip plugging in at home.

At the heart of the charging system is the hefty base plate. Weighing in at 110 lbs (50 kg), it’s been designed to plug into a wall socket and houses a large transmitter coil. The base plate converts AC voltage from the electrical grid into DC voltage, and as the Cayenne Electric is positioned above it, a secondary coil beneath the SUV begins to receive power.

Read: Forget Cables, The Electric Cayenne Can Charge Hands-Free

Impressively, Porsche says its inductive charging technology supports up to 11 kW. Jason Fenske of Engineering Explained notes that Porsche’s own US mobile connector caps at 9.6 kW, making wireless the faster home-charging option for American owners.

The wireless charger comes with special software in the Cayenne Electric’s Surround View parking function, which displays the receiver’s position near the front axle, while a green circle indicates the base plate’s position. Simply pull the Porsche so the green dot is inside the circle, and it’s in the correct position to start charging.

Before the energy flow starts, the system automatically exchanges data, including a password, to prevent potential electricity theft. Wireless charging systems are generally regarded as inefficient, but Porsche’s engineers told Engineering Explained the system delivers between 89 and 92 percent efficiency in real-world use, comfortably clearing the 85 percent minimum the applicable charging standard requires.

Porsche also confirmed that Level 1 wired charging on the Cayenne Electric runs at just 60 percent efficiency, meaning the wireless pad is a significant step up over a standard household outlet.

Not Having A Cable Is Costly

Tempted buyers shouldn’t worry about the system’s safety, with Porsche noting that the base plate is fully waterproof and includes sensors to detect foreign bodies, immediately stopping charging if something is detected.

“Ease of use, suitability for everyday use, and charging infrastructure are still the decisive factors when it comes to the acceptance of electric mobility,” Porsche R&D boss Michael Steiner said. “We are proud that inductive charging will soon be available in series production at Porsche. Charging an electric car at home has never been so easy and convenient.”

While the system is certainly convenient, it is expensive. In the UK, the entire setup is expected to cost around £6,750 ($9,125), with £4,750 ($6,421) of that being for the base plate itself.

In the US, the ground pad is said to be priced at about $6,500 before taxes, while the Cayenne EV’s onboard hardware adds another $1,650. A lifetime cost analysis by Fenske suggests the real expense is not in the electricity at all. He says that over 200,000 miles, the difference between wireless charging and a conventional wired Level 2 setup comes to roughly $1,000. Based on average U.S. driving of about 13,000 miles per year, reaching that gap would take roughly 15 years, leaving the upfront hardware premium as the main financial hurdle.

Formula E will introduce its fourth generation of cars for the upcoming 2026/2027 season, and Porsche has become the latest company to unveil its entrant. Looking more like a concept out of a Tron film than a car that will actually race, the 975 RSE delivers far more downforce than previous entrants, which should slash lap times.

This year, the powertrains used across the Formula E grid will be uprated to deliver 805 hp in Attack Mode with permanent all-wheel drive and new tires ensuring that power is sent to the tarmac efficiently. During regular racing, power will be capped at 604 hp, and all cars will use a 51.25 kWh battery pack. The GEN4 car can sprint to 100 km/h (62 mph) in just 1.8 seconds, and the 975 RSE weighs just 2,103 lbs (954 kg).

Read: Liberty Walk Gets Its Hands On A Formula E Single-Seater

Elsewhere, the new cars offer up to 700 kW of recuperation power thanks to the regenerative braking system at the front and rear axles. They also support ultra-fast charging at up to 600 kW. But it’s the design of the GEN4 cars that will really catch the attention of fans of the single-seater, all-electric racing series.

A Racer From The Future

The front end has been overhauled and sports an all-new nose cone with an intricate multi-level splitter and complex aero elements ahead of the front wheels. The aerodynamics have also been revised along the sides, while a flowing wing is positioned at the rear. Importantly, the livery shown is for testing only, and the racer will look a little different when the season starts.

Halfway through the current 2025/2026 season, Porsche leads the current drivers’ and teams’ championships and will look to build on this success for the next season. Porsche also won the teams’ titles in 2024-2025, while current-championship leader Pascal won the drivers’ championship for the brand in 2023-2024.

“The 975 RSE and its competitors are a massive step forward for the sport,” Porsche factory driver Nico Müller said. “I’m a big fan of how aggressively you can drive. Especially in qualifying, when everyone is pushing to the limit, it should be spectacular – particularly because of the strong acceleration out of the corners. I’m glad I was involved in the simulator work from the beginning. Pascal and I share the testing duties. That’s good, because it allows us to tailor the 975 RSE precisely to our needs.”

Formula E will introduce its fourth generation of cars for the upcoming 2026/2027 season, and Porsche has become the latest company to unveil its entrant. Looking more like a concept out of a Tron film than a car that will actually race, the 975 RSE delivers far more downforce than previous entrants, which should slash lap times.

This year, the powertrains used across the Formula E grid will be uprated to deliver 805 hp in Attack Mode with permanent all-wheel drive and new tires ensuring that power is sent to the tarmac efficiently. During regular racing, power will be capped at 604 hp, and all cars will use a 51.25 kWh battery pack. The GEN4 car can sprint to 100 km/h (62 mph) in just 1.8 seconds, and the 975 RSE weighs just 2,103 lbs (954 kg).

Read: Liberty Walk Gets Its Hands On A Formula E Single-Seater

Elsewhere, the new cars offer up to 700 kW of recuperation power thanks to the regenerative braking system at the front and rear axles. They also support ultra-fast charging at up to 600 kW. But it’s the design of the GEN4 cars that will really catch the attention of fans of the single-seater, all-electric racing series.

A Racer From The Future

The front end has been overhauled and sports an all-new nose cone with an intricate multi-level splitter and complex aero elements ahead of the front wheels. The aerodynamics have also been revised along the sides, while a flowing wing is positioned at the rear. Importantly, the livery shown is for testing only, and the racer will look a little different when the season starts.

Halfway through the current 2025/2026 season, Porsche leads the current drivers’ and teams’ championships and will look to build on this success for the next season. Porsche also won the teams’ titles in 2024-2025, while current-championship leader Pascal won the drivers’ championship for the brand in 2023-2024.

“The 975 RSE and its competitors are a massive step forward for the sport,” Porsche factory driver Nico Müller said. “I’m a big fan of how aggressively you can drive. Especially in qualifying, when everyone is pushing to the limit, it should be spectacular – particularly because of the strong acceleration out of the corners. I’m glad I was involved in the simulator work from the beginning. Pascal and I share the testing duties. That’s good, because it allows us to tailor the 975 RSE precisely to our needs.”

It’s a question that dates back decades. Do you option your fancy sports car with or without visual flourishes like rally or racing stripes? Once you choose, changing your mind isn’t exactly an easy task. Installing or removing stripes is a painstaking process on one’s own and can cost thousands when a professional does the work.

Porsche owners might not have to make that choice in the near future. A new patent would allow them to switch from stripes to no stripes with the push of a button.

More: Tesla Files New Seat Patent For A Supercar That’s Been Sitting Since 2017

According to the newly published patent application that was first spotted by Jalopnik, Porsche’s system would use an “actively controllable, optically variable coating” applied to exterior body panels. When voltage is applied, the coating changes appearance.

The company says the technology could rely on either so-called electronic paper or paramagnetic coatings, both of which can alter their color when electricity is introduced. This kind of tech already exists, but it’s not used in this fashion.

Plenty of automakers use it for glass panels which allows the occupant to make the glass appear transparent or opaque on command. The big change here is using it on a body panel instead. According to the patent, Porsche owners would see the “rally stripes” appear when the car goes into Sport mode. Additional accents could also light up around areas like the diffuser or the side blades behind the rear wheels.

An EV Battery Indicator Too

Porsche says the idea is partly cosmetic, but there is a functional side too. The company notes that racing stripes could help identify one car from another during competition, especially when multiple identical cars are on track at the same time. Porsche also believes the same coating could act as an exterior battery gauge on EVs.

Instead of opening an app or looking at the dashboard, owners could glance at the car and instantly know how much charge remains. A panel might glow green when the battery is nearly full, yellow when it is running low, and red when it is close to empty.

While there’s no way to know for sure if or when Porsche gives this idea the green light, it’s very much the kind of tech we see popping up more and more across the bleeding edge of the industry. Sooner or later, someone will probably put it into production. Here’s hoping Porsche makes it happen and lets other automakers license the tech.

Credit: WIPO / Porsche

Hype and market reality are very different. Just check out the tale of this Porsche Macan Electric. A 2025 MY car in desirable Turbo trim bought for over $120,0000 when the Macan EV was still bathing in the glow of the model’s launch buzz, it stalled at just $88,500 in bids on an auction website this month.

This particular example, finished in Ice Grey Metallic and with just 1,500 miles (2,414 km) on the clock, originally stickered at $121,855 including destination when sold through Porsche Edison, NJ. That’s some serious money for a compact luxury SUV, even one wearing a Porsche badge.

More: Porsche’s Next Gas Macan Is Already Testing In An Audi Disguise

But then it also offers some serious go. The Macan Turbo Electric packs dual-motors pushing around 630 hp (639 PS / 470 kW) and a massive 833 lb ft (1,130 Nm) of torque through all four wheels. It’ll hit 60 mph (96 km/h) in just 3.1 seconds and still promises nearly 300 miles (483 km) of EPA range.

RS Wheels And Bottom Coolers

A bare-bones Turbo would have cost $105,300, but this car’s first owner splashed out another $15k on goodies like the 22-inch RS Spyder Design wheels ($3,900), head-up display ($2,630), Sport Chrono package ($980), and $600 of fake engine sounds. It also has a $1,310 Premium Package that included four-zone climate, ventilated front seats and heated rear seats.

It’s the kind of EV most of us would love to see on our driveways, but Cars&Bids visitors didn’t like it enough to put in on theirs. The C&B listing shows bidding stopped short of the unknown reserve at $88,500, which would have represented a $33,355 haircut, and that was obviously too much for the seller to handle. The seller, by the way, claims he bought the car 100 miles (160 km) ago, so we don’t know how much he would have lost had the final bid secured a sale.

New Macan Sales Struggling

Macan Electric owners looking to exit aren’t the only one struggling to find buyers for the EV. So are Porsche dealers. Global Macan sales are already sliding, down 23 percent overall, and the electric version is taking an even harder hit. Deliveries dropped 43 percent year over year in Q1, while the combustion version most buyers prefer goes out of production this summer and won’t be replaced until 2028.

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