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Test Hub: Porsche Macan GTS Electric vs. Hyundai Ioniq 5 N EV SUV Numbers Breakdown
- Here’s how the Porsche Macan GTS Electric and Hyundai Ioniq 5 N stack up based on our observed test numbers.
- The Porsche offers more range, faster charging, more grip, and better braking, but the Ioniq 5 N provides quicker acceleration and a lower curb weight at a much lower price.
- Both models offer a practical format and performance normally restricted to esteemed sports cars, though the Hyundai does it for $61,550, while Porsche charges $107,650.
Welcome to Car and Driver's Testing Hub, where we zoom in on the test numbers. We've been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here).
Performance electric SUVs are a relatively new but growing segment in the automotive world. Two examples that might not often get thrown into the same conversation are the Porsche Macan GTS Electric and the Hyundai Ioniq 5 N. They’re comparably sized and offer similar performance, but their price tags have a lot of daylight between them.
Now that we’ve tested both models, we got curious about how the two performance SUVs stack up against one another. Using our own testing data, how does the $107,650 Macan GTS Electric fare when positioned alongside the $61,550 Ioniq 5 N?
Starting with the metrics we all really care about, the Hyundai generates an impressive 641 horsepower and tipped our scales at a healthy 4849 pounds, meaning it clocks in at 7.6 pounds per horsepower. The Porsche produces 563 ponies and graced our scales at a more robust 5426 pounds, meaning the German carries 9.3 pounds per horsepower.
When the rubber meets the road, that difference in power-to-weight is enough for the 5 N to walk away from the GTS. The Hyundai launches to 60 mph in 3.0 seconds flat, while the Porsche requires three more tenths. Stretch the race to a quarter-mile, and the gap widens, with the 5 N breaking the tape in 11.1 seconds, and the Porsche in 11.6.
Turn the wheel, or mash the brakes, and the Porsche earns a bit of its cred back. Despite its heavier curb weight, the Macan’s 15.7-inch vented front discs stop the car from 70 mph in just 148 feet. The Hyundai, with its equal-diameter front rotors, required 153 feet. While neither can match true sports cars for grip, they’re no slouches on the skidpad. The Porsche, with its optional Pirelli P Zero Corsa PZC4 tires, managed 0.99 g of grip before giving way, while the Hyundai, with its Pirelli P Zero PZ4 Elect tires, managed 0.96 g. (Although when wearing Michelin Pilot Sport EV tires, which are more comparable to what’s on the Ioniq 5 N, the Macan pulled 0.94 g.)
The head-to-head matchup remains a toss-up when looking at the less exciting data. The Macan comes with a larger battery, 95 kWh vs. 84 kWh, and provides considerably more EPA range from a full charge: 294 miles vs. 221 miles. That gap is even larger in our 75-mph highway-range test, where the Macan managed an impressive 290 miles to the Ioniq 5 N’s 190 miles. The Porsche is the quicker charger of the two, as well. We recorded an average DC fast-charge rate of 148 kW during our 10–90 percent test of the Porsche, and an average of 129 kW during the same test of the Hyundai. Despite its larger footprint, the Macan has less practical storage space, with just 17 cubic feet of storage behind its rear seats versus 26 cubic feet for the Ioniq 5 N.
If you’re interested in a larger, even more ridiculously capable electric SUV from Porsche, check out the Cayenne Turbo Electric, which is the quickest and highest-grip SUV, plus the fastest-charging EV we’ve ever tested. At our recent 0-150-0 test, it was neck and neck with a McLaren 750S.
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Specifications
Specifications
2025 Hyundai Ioniq 5 N
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $67,475/$68,685
Options: Performance Blue matte paint, $1000; carpeted floor mats, $210
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 235 hp, 273 lb-ft
Rear Motor: permanent-magnet synchronous AC, 406 hp, 295 lb-ft
Combined Power: 641 hp
Combined Torque: 568 lb-ft
Battery Pack: liquid-cooled lithium-ion, 84.0 kWh
Onboard Charger: 10.9 kW
Peak DC Fast-Charge Rate: 238 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 15.7-in vented disc/14.2-in vented disc
Tires: Pirelli P Zero PZ4 Elect
275/35ZR-21 103Y PNCS HN
DIMENSIONS
Wheelbase: 118.1 in
Length: 185.6 in
Width: 76.4 in
Height: 62.4 in
Passenger Volume, F/R: 55/52 ft3
Cargo Volume, Behind F/R: 59/26 ft3
Curb Weight: 4849 lb
C/D TEST RESULTS
60 mph: 3.0 sec
100 mph: 6.9 sec
1/4-Mile: 11.1 sec @ 123 mph
130 mph: 12.9 sec
150 mph: 21.2 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.3 sec
Top Gear, 30–50 mph: 1.5 sec
Top Gear, 50–70 mph: 1.8 sec
Top Speed (gov ltd): 163 mph
Braking, 70–0 mph: 153 ft
Braking, 100–0 mph: 304 ft
Roadholding, 300-ft Skidpad: 0.96 g
C/D FUEL ECONOMY AND CHARGING
Observed: 69 MPGe
75-mph Highway Range: 190 mi
Average DC Fast-Charge Rate, 10–90%: 129 kW
DC Fast-Charge Time, 10–90%: 35 min
EPA FUEL ECONOMY
Combined/City/Highway: 78/84/72 MPGe
Range: 221 mi
2026 Porsche Macan GTS Electric
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $107,650/$123,200
Options: GTS Interior package in Slate Grey Neo, $6570; Slate Grey Neo paint, $2620; rear-axle steering, $2150; headliner in Race Tex, $1630; Bose speakers, $1050; 21-inch Macan Turbo wheels, $640; advanced four-zone climate control, $500; rear wiper, $390
POWERTRAIN
Front Motor: permanent-magnet synchronous AC
Rear Motor: permanent-magnet synchronous AC
Combined Power: 563 hp
Combined Torque: 704 lb-ft
Battery Pack: liquid-cooled lithium-ion, 95 kWh
Peak Charge Rate, AC/DC: 11.0/270 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 15.7-in vented disc/13.8-in vented disc
Tires: Michelin Pilot Sport EV
F: 255/45R-21 106Y NE0
R: 295/40R-21 111Y NE0
DIMENSIONS
Wheelbase: 113.9 in
Length: 189.2 in
Width: 76.9 in
Height: 62.3–65.1 in
Cargo Volume, Behind F/R: 48/17 ft3
Front Trunk Volume: 3 ft3
Curb Weight: 5426 lb
C/D TEST RESULTS
60 mph: 3.3 sec
100 mph: 7.9 sec
1/4-Mile: 11.6 sec @ 121 mph
130 mph: 13.7 sec
150 mph: 19.6 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.6 sec
Top Gear, 30–50 mph: 1.4 sec
Top Gear, 50–70 mph: 2.0 sec
Top Speed (gov ltd): 157 mph
Braking, 70–0 mph: 148 ft
Braking, 100–0 mph: 306 ft
Roadholding, 300-ft Skidpad: 0.94 g
Interior Sound
Idle: 32 dBA/1 sone
Full Throttle: 71 dBA
70-mph Cruising: 69 dBA/23 sone
C/D FUEL ECONOMY AND CHARGING
Observed: 85 MPGe
75-mph Highway Driving: 101 MPGe
75-mph Highway Range: 290 mi
Average DC Fast-Charge Rate, 10–90%: 148 kW
DC Fast-Charge Time, 10–90%: 33 min
EPA FUEL ECONOMY
Combined/City/Highway: 92/99/84 MPGe
Range: 294 mi
C/D TESTING EXPLAINED
Jack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1.
After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf.