Porsche Macan 2027 review: GTS

Porsche has continued the rollout of model grades for its all-electric Macan and the latest is the GTS. GTS grades are often the sweet spot of any Porsche model range, usually adding an extra dollop of performance and grade-specific styling.

There aren't many high-end electric SUVs of this size in Australia, except for the Audi Q6 e-tron. And judging by the sales figures, Australians haven’t warmed to the electric version of the Macan. Porsche has sold 308 to the end of May this year, a 75 per cent drop compared with the same time last year.

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Compared with the sleek internal combustion Macan with its hunkered down stance and hatchback-like rear, the new EV version looks much bigger on the road. But the design has grown on me and the GTS styling helps enormously.

The GTS gains flourishes like wider side skirts, different front and rear aprons, a pronounced diffuser and gloss black inserts.

My test car was also Carmine Red and combined with the black elements, and gorgeous but expensive ($4860) 22-inch RS Spyder Design wheels in Anthracite Grey (up from the standard 21-inch wheels), it all makes for a menacing, sexy look.

The Macan gets the GTS treatment inside as well with signature red seat belts and a few other additions.

The horizontal dash feels quite upright, as does the seating position. The design is appealing and functional without taking any risks.

The positioning of the gear shifter on the dash is great for freeing up space and the Macan has decent storage. The device charger can be closed which is good for security.

The multimedia system isn’t super intuitive - you have to drill down to multiple menus to find things. Some menu items overlap with the always-on side menu. That’s not very premium, Porsche! Even the Apple CarPlay was a little glitchy. Thankfully, air con has its own panel on the dash.

There’s not a lot of knee room in the rear behind my (183cm) driving position, but lots of toe room. The middle seat feels like an afterthought, especially as the front centre console leaves virtually no legroom. But the rear seats are bucketed and super comfy.

The boot can swallow 480L, down from 540L in lower Macan grades. There’s no spare wheel, just a tyre repair kit, and a massive Bose subwoofer consumes the underfloor storage. It has handy levers in the boot to lower the 60/40 rear seats and a button that lowers suspension to load heavy items.

Elsewhere, the Macan GTS comes with a smallish 10.9-inch multimedia screen and this example was fitted with a passenger side digital display ($2810).

Which brings me to one of my biggest issues with this car - the optional extras. The base price of a Macan GTS is $171,100 before on-road costs. That’s already pricey when you consider rivals like the Audi SQ6 e-tron (from $151,400), Hyundai Ioniq 5 N ($115,000) and upcoming BMW iX3 50e ($109,900). Then there’s the eye-watering options list.

My test car was fitted with items that shouldn’t cost any extra, like $560 for black badging and $220 for ‘preparation for Porsche dashcam’. Then there’s the downright ridiculous $10,730 for the GTS Interior Package.

Rear-axle steering at $3510 is understandable, but $4120 for the augmented reality head-up display that I turned off because it was too intrusive is just taking the mickey. My test car had $38,000 worth of extras, bringing the total price to $209,110.

Porsche’s German rivals (Audi, BMW, Mercedes) have all improved their standard features offering in recent years, but Porsche clearly still lags.

As the second-most potent Macan Electric grade under the Turbo, the GTS gains an extra helping of performance. It features permanent magnet synchronous motors on the front and rear axles, offering 380kW of power and a maximum 955Nm of torque with overboost.

This is enough for a 0-100km/h sprint in a blistering 3.8 seconds on the way to a top speed of 250km/h.

Porsche says the Macan GTS’s 100kWh high-voltage lithium-ion battery can be charged from 10-80 per cent capacity via a 120kW DC charger in about 46 minutes, while using its maximum charge power will take just 21 minutes. An 11kW AC home charge should take about 10 hours. One handy feature is two charge ports, one on each side of the car.

Porsche claims the Macan GTS’s electric driving range is 513km. The official energy use figure is 20.6–18.5kWh/100km and after a week of mostly urban commutes and a quick back-road blast, I recorded 21.5kWh.

It is incredibly quick off the mark, forcing you back into your seat when you floor it. Sport mode, which alters the chassis and ups acceleration, is brutal.

Steering in any mode is super sharp and doesn’t require much input to get a response.

The Macan GTS is a big, heavy electric SUV but it has a surprising nimbleness to it. It’s taller than the ICE version but it’s chuckable to a certain degree, with very little roll in corners.

The grippy tyres aid roadholding and strong brakes help pull up the big SUV, too.

Ride quality is undeniably firm and you feel and hear harsher corrugations and bumps. It’s far from jarring, but don’t expect a cushy ride.

The Macan has a tighter turning circle than you’d think (11.1m down from 12.1m thanks to the rear-axle steering), making it surprisingly easy to park.

Road noise is noticeable on coarse chip surfaces but otherwise most external noise stays out of the cabin.

Another huge tick for the Macan is the advanced driver assist systems (ADAS), which works away in the background. It only kicked in once when I merged onto a new lane on a freeway and even then the steering intervention was subtle.

Porsche covers the Macan with a three-year/unlimited kilometre warranty which is well behind the five-year terms of most premium rivals. The service schedule is every two years or 30,000km which is great and Porsche offers service plans of three ($1995), four ($3695) or five years ($3995). This is quite a bit more than Audi’s offer for the SQ6 e-tron ($2080 for six years).