Porsche launched the electric Macan expecting it to take over from the combustion version outright, but strong demand for the latter kept both on sale, letting SUV customers choose between burning dinosaur juice and waiting in line at their local EV charging station. Now the ICE version has reached the end of the road, at least for the current generation.

Also: Porsche’s Macan Turbo Electric Lost Over $33,000 In Value After Just 1,500 Miles

During the announcement of their sales figures for the first half of this year, Porsche quietly slipped the exact date the ICE Macan will end production, with the last one leaving Leipzig at the end of July. The timing comes as a bit of a surprise given that the ICE version keeps outselling the EV, and once it’s gone, Porsche won’t have an equivalent gas-powered SUV to take its place.

A successor is already in the works, though buyers will have to wait a long time. Porsche admitted it misread the market and has approved a new combustion and hybrid Macan built on the Audi Q5 platform, but it isn’t due until 2028 at the earliest. That leaves at least two years where dealers must lean on remaining ICE stock, the Macan Electric, and whatever else fills the showroom. The replacement will wear a different name, so the Macan badge now belongs to the EV alone.

Read: Americans Still Want Gas Macans More Than The EV, So Porsche Is Stockpiling

In the first half of this year, Porsche sold a total of 35,315 Macan models worldwide. The majority of them, 19,695 units to be precise, were combustion models, whereas the Macan Electric accounted for the remaining 15,620 sales. Overall, Macan sales are down 22 percent compared to the same period last year, with Porsche citing a particularly strong 2025, the absence of electric and hybrid tax incentives in the US, and the “slower-than-expected ramp-up of electromobility.”

Porsche Struggles In 2026

The timing for axing the combustion Macan isn’t ideal for the company. Total Porsche deliveries have slipped 16 percent so far this year, down from 146,391 to 112,306. The decline in sales in China has been particularly dramatic, as they’ve fallen 32 percent from 21,302 to 14,501 units, while in North America, sales have slipped 13 percent to 37,712 units.

The Macan isn’t the only model off to a rough start. Cayenne sales have also slipped 9 percent to 38,141, even with deliveries of the all-electric version now underway. The Panamera is down 38 percent to 9,308 units, and the Taycan has fallen 25 percent through the first six months as well.

The only ray of sunshine for Porsche so far this year has been the 911. Sales of it have increased 19 percent this year, with an impressive 30,534 examples finding new homes.

Porsche Sales 2026

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.