Porsche Reviews

The most electrified Porsche 911 yet has arrived.Yep, the 2026 Porsche 911 Turbo S breaks from tradition with the electric motor wedged into its eight-speed PDK dual-clutch automatic transmission.And then there's the twin electric turbochargers fitted to its 3.6-litre six-cylinder boxer engine.That is one more e-turbo than its 911 Carrera GTS sibling, which debuted Porsche’s new power-boosting T-Hybrid system two years ago, complete with a 1.9kWh battery.In the all-wheel-drive Turbo S it helps it produce an astounding 523kW of power (+45kW) from 6500-7000rpm, and 800Nm of torque from a far broader 2300-6000rpm.Sprinting from zero to 100km/h in the coupe on test here now takes just 2.5 seconds (-0.2s), while 200km/h can be reached in 8.5 seconds (-0.5s) on its way to a top speed of 322km/h (a nice even 200mph).Needless to say, in reality this level of acceleration is neck-snappingly immense in any of the three available drive modes (Normal, Sport and Sport Plus).The PDK whips through its eight gears in a seemingly uninterrupted blur, during which the engine feels like it is always on boost thanks to its newfound electrification.That said, the Turbo S increasingly offers too much straight-line performance for Australian public roads, which have speed limits of up to 130km/h in limited locations.But I suppose it is nice to know you can accelerate faster than almost any other car you come across on your drive.You also can probably decelerate sooner than most other cars thanks to the mammoth carbon-ceramic brakes fitted to the Turbo S.The 420mm front and 410mm (+20mm) rear discs are the largest to be fitted to a street-legal Porsche yet and offer equally immense stopping power.The T-Hybrid system contributes plenty to the Turbo S coupe’s 74kg weight gain, to 1725kg, but the reality is you won’t really notice the difference in a straight line, let alone around corners.Handling wise, the Turbo S does not match the prowess of its track-focused GT3 and GT2 siblings, but it is still a 911, which means it's still among the best when it comes to despatching corners with its high level of AWD grip.The T-Hybrid system also helps to power the new active anti-roll bars, which reduce body roll when cornering hard. They are simply phenomenal when it comes to delivering lateral balance.And if you want even more body control and road feel, the adaptive dampers can be firmed up via a dedicated physical switch at any time, or via the Sport Plus drive mode.At this point the ride comfort is firm enough that you seemingly feel every little road imperfection.I prefer the adaptive dampers in their Normal setting, which is still stiff but can easily be lived with day to day.The 911’s electric power steering is the one of the best available today, with the level of feedback provided almost as good as a traditional hydraulic system.In any of the drive modes it is as direct as you would expect a high-end sports car to be, partly thanks to its brilliant wheelbase-shortening rear-axle steering.The beauty of the Turbo S is its split personality: it can be relatively docile when you are navigating city traffic, or it can be an otherworldly performance machine when you are lucky enough to find an open road.It is this duality that its GT siblings simply cannot match.Now, do not make the mistake of thinking the Turbo S coupe’s T-Hybrid system significantly reduces its fuel consumption because it is performance-focused after all.In fact, claimed fuel consumption on the combined-cycle test is 11.8L/100km, up 0.3L/100km.But in the real world I averaged a reasonable 14.3L/100km over 366km of driving, all of which was very much worth the high fuel bill.Design wise, the Turbo S has had an obligatory nip and tuck as part of this midlife facelift, one that Porsche says makes it 10 per cent slipprier, partly thanks to active aerodynamics front and rear.Either way, the 911’s iconic design elements remain, making it arguably the most recognisable multi-generation sports car of all time.I mean, look at those deliciously wide rear haunches!The 911 is also still one of the most practical sports cars you can buy, with two rear seats, which, while very tight for adults, is still a lot better than not having them at all.You even get two cupholders in the front row, which is two more than you get in most supercars.There are also plenty of physical buttons and switches for nearly all of the key functions, including the all-important climate controls.And let us not forget the frunk and its 128 litres of storage capacity, which is again a lot more accommodating than what you get with the 911’s mid-engine rivals.The price? The new Turbo S coupe costs $577,300 plus on-road costs, which is ‘just’ $39,700 more than its predecessor but more than reasonable against its competitive set, including the Ferrari 296 GTB ($604,000) and Lamborghini Temerario ($534,169).Despite its high price, in typical Porsche fashion several features that should be standard in the Turbo S coupe are not, including its sunroof ($4720), cooled front seats ($2220), Porsche InnoDrive highway assist ($2190) and all-important front-axle lift ($4950).All the regular advanced driver-assist safety features are otherwise present and work well, meaning they will not annoy you day to day, which is increasingly rare in 2026.But you do get shortchanged with Porsche Australia’s three-year/unlimited-kilometre warranty, which while comparable with the likes of Ferrari, Lamborghini, McLaren and Aston Martin, is off the five-year pace of BMW, Mercedes-Benz, Audi and other premium brands.

You really do get what you pay for with the all-new Porsche Cayenne Electric and the more cash you splash the better the large battery-powered SUV gets.Locked in for a quarter three Australian landing, the fourth-generation all-new Cayenne is a natural rival for the Lotus Eletre and the hybrid BMW XM, as well as traditional fast SUVs that include the Range Rover Sport SV and BMW X5 M.Available in three different flavours, even the entry Cayenne Electric ($167,800 plus on-road costs) comes with dual motors that provide all-wheel drive and churn out 325kW of power. The middle-rung Cayenne S ($193,100 plus ORCs) ups that to 490kW, which is plenty for a brisk 0-100km/h of 3.8 seconds but if you can afford it we'd pay even more for the game-changing Turbo model that costs a substantial $259,900 plus on-roads.Delivering an astonishing 850kW and 1500Nm of torque, the Cayenne that shares its PPE platform with the smaller Macan, can rocket from 0-100km/h in just 2.5 seconds making it as quick as the German brand's latest flagship 911 Turbo S coupe and sees it on par with some so-called hypercars.No other SUV, not even the Lotus Eletre (2.95 seconds), comes close to matching the Cayenne Turbo's explosive performance off the line and, remarkably, the big Porsche SUV is no one-trick pony because it also raises the bar for thrills behind the wheel – but only if you tick a few boxes first.To unleash the full potential of the battery-electric SUV you'll need to option both the Active Ride ($17,480) and rear-wheel steering ($3570), although we could probably do without our car’s carbon-ceramic brakes and pocket the $19,520 saving.Frustratingly the Active Ride, that cancels body roll and reduces pitch and drive associated with hard acceleration and braking, isn't available on the base model which is a shame as it transforms the Cayenne into a car that drives like a much smaller, lighter sports car.Highlights include, the accurate and precise steering and a decent ride considering the epic performance on top. The full 850kW power output is only ever available during either launch control or when you stab the 'push-to-pass' button on the rotary drive mode selector on the steering wheel, with 'only' 630kW available at other times, which is more than enough to see off most Ferraris.Back off the pace and the Porsche is surprisingly relaxing, while the ride in its comfiest mode is supple enough to provide a decent impression of something far more luxurious. Just tyre noise caused by the wider rubber intrudes.Off road, the same trick suspension blesses the Cayenne with far more off-road capability, providing better wheel articulation, while the height-adjustable air springs provide up to 245mm of ground clearance.For those who live in the country, Porsche will even offer an Offroad Package ($5230) that adds a revised front and rear bumper for a better approach and departure angle, plus arches and side skirts finished in a more durable black plastic.Towing is up to 3500kg, which is impressive for a fast SUV and on par with the combustion V8 twin-turbocharged Range Rover Sport SV.While some might miss the sound of a combustion engine and find the switch to an EV daunting, Porsche has tried to take the pain out of the ownership experience.Equipped with a large 113kWh battery (net) the base Electric can cover up to 642km, while even the Turbo can still drive up to 624km on the European WLTP test cycle.Run low on juice and a 10-80 per cent charge at up to 400kW takes just 16 minutes, although on a less powerful 400-volt charging post found in Australia that figure drops to around 26 minutes.Later on, post-launch Porsche will roll out its new inductive charging tech that can top up at up to 11kW at 90 per cent efficiency without any of the faff related to plugging in your car when you get home.Even though the Cayenne is just 55mm longer than the current combustion version, the new architecture beneath sees it come with a wheelbase that's almost 130mm longer for more legroom, while headroom in the front and rear is generous and the rear boot offers up to 781 litres of space and is boosted by a decent 90-litre frunk for cables.Upfront the Porsche SUV has one of the best cabins going, marrying plenty of proper physical controls with an intuitive large infotainment system, 14.5-inch digital instrument cluster and a new 14.9-inch passenger display.Other useful additions are a new 3D augmented reality head-up display. For fit and finish the Cayenne is among the very best in its class.Standard kit for Australian models includes 14-way electric heated and ventilated seats, 20-inch alloy wheels, privacy glass, a 360-degree camera, park assist, four-zone climate control and a Bose premium sound system.The S version adds 20-inch aero wheels, Matrix LED lamps and a heated steering wheel.Finally, the Turbo adds Porsche Torque Vectoring (PTV), the Turbo rear motor, larger 21-inch alloy wheels, HD matrix LED lamps, 18-way adaptive seats, a GT sports steering wheel and an uprated Bose surround sound system.

How am I already saying goodbye to the new Porsche Macan 4S?After three months of ‘ownership’, I am seriously going to miss this fully electric, second-generation mid-size SUV.This long-term review of the Macan 4S will explain why. It is broken up into three parts, with the first covering its pricing, features, safety and ownership credentials, while the second deep-dived its design and practicality. You can check those two out directly below – if you haven’t already.But for this third and final instalment, I’m going to finally share my driving impressions and overall verdict.Let’s get to it, shall we?I had very high hopes for how well the Macan Electric would drive.Why? Firstly, it’s a Porsche, so it has no choice but to be a phenomenal driver’s car, such is the legacy of the German sports car specialist.Porsche also has form with driver’s EVs with the Taycan large sedan and wagon. It was the first car I drove that was a phenomenal sports car that just happened to be all-electric.Point being, the Macan Electric is in very good company, so it has a lot to live up to.Thankfully, it has done exactly that. The 4S, in particular, strikes the best balance between everyday liveability and staggering performance – at least for me.Yes, its dual-motor, all-wheel-drive set-up produces 352kW of power and a heady 820Nm of instantaneous torque. And that’s before you engage launch control, at which point overboost kicks in to temporarily raise the former to an even handier 380kW.This all means the ‘mid-range’ Macan 4S can sprint from 0-100km/h in just 4.1 seconds. In reality it feels like a sub-four-second proposition – Porsche is known to underquote its acceleration claims.Either way, it’s that level of fully electric acceleration that will send you into the second row – or the boot, depending on where you’re sitting, and that’s even without the Sport drive mode active.That also extends to rolling acceleration, making overtaking as confidence-inducing as highway merging.Curiously, all of this straight-line performance isn’t accompanied by an electric soundtrack, as Porsche provides in the Taycan. The purist in me appreciates the Macan’s unashamed ‘silence’, but the fake noises can be a bit of fun when done well.But there’s more to performance than just what you can do in a straight line, because let’s face it: nearly all AWD EVs can accelerate quickly.The good news is the Macan 4S can also attack a corner with the level of vigour you’d expect from a two-door sports car.Yes, physics cannot be fully denied as the Macan 4S does have a higher centre of gravity owing to its SUV nature. But its body control is very strong, so much so that you’ll find yourself happily tipping it into any corner at speed without concern.Handling performance can be taken to the next level with the adaptive dampers in the Macan 4S’ steel suspension, which have Normal, Sport and Sport Plus modes.But the reality is Normal is so accomplished to begin with that you’ll find yourself sticking with the default setting in 99.9 per cent of situations.Sport and Sport Plus also progressively diminish the Macan 4S’ well-balanced ride comfort. Some will say Normal is itself on the firmer side, but it is damn-near perfect in my humble opinion, with road imperfections dealt with confidently.The standard 20-inch wheel and tyre package also helps here, with its high-profile rubber providing better ride comfort over its larger alternatives.It also helps that the Macan 4S benefits from Porsche’s market-leading steering, which is just about as good as electrically assisted systems get.The steering is well-weighted and direct, offering the driver a genuine connection with the road, one which will lead them to looking for excuses to go for a drive.As a result, parking is a breeze, with the Macan 4S able to be slotted into a space with ease. And if you need reassurance, its surround-view cameras have a high resolution, which is rarer than it should be.Visibility, in general, is pretty good all around, with even the steeply raked rear window providing an acceptable level of vision. The B-pillars are on the thick side, but not devastatingly so.When it comes to the real-world performance of the Macan 4S’ other advanced driver-assist safety systems, they fare very well. Mercifully, you don’t get any consistent beeps and bongs to annoy you to no end, like so many new cars these days.And when the lane-keep assist does spring into action, it does its steering wheel nudges progressively, while haptic feedback replaces any incessant audible alerts.The speed limit warning can also be turned off. Better yet, it will stay off until you decide to turn it back on again. That’s right; it will not default to active when the ignition is switched.Being an EV, the Macan 4S' NVH (noise, vibration and harshness) levels are another strong suit due to its lack of an internal-combustion engine. That said, wind noise can be heard at highway speeds, although it can be easily drowned out by the Bose sound system.So, what don’t I like about the Macan 4S’ drive experience? Well, there is one thing: its lack of convenient one-pedal driving, which most EVs offer as part of their regenerative braking systems.It helps to decrease energy consumption while improving driveability by allowing the driver to modulate the accelerator to come to a full stop – no second pedal required.I love one-pedal driving, but Porsche forges its own path by only offering regenerative braking with an optional level of deceleration that’s the equivalent of engine braking in an internal-combustion car. Point being, it won’t even come close to getting the Macan 4S to a standstill without engaging the brake pedal.Predictably, its actual friction brakes offer a strong level of performance considering the weight at play, with the seamless blending between them and the regenerative braking some of the best I’ve sampled.In my third and final month behind the wheel of the Macan 4S, I averaged 18.6kWh/100km over 841km of driving, which mostly took place in city traffic. That’s slightly better than the 18.8kWh/100km and 18.7kWh/100km I achieved in months one and two, respectively.My month-three effort equates to a real-world driving range of 514km, based on the Macan 4S battery’s useable capacity of 96kWh. Again, that is a confidence-inspiring number.Acquired: October 13, 2025Distance travelled this month: 841kmOdometer: 6891kmAverage energy consumption this month: 18.6kWh/100km

It’s now been two months of ‘owning’ the new Porsche Macan 4S Electric, but I’ve been an absent parent for most of the past month as I was on holiday.My Macan has been in good hands, though, as some other CarsGuide staff members, Production Editor Jack Quick, Senior Journalist Chris Thompson and Contributing Journalist Byron Mathioudakis, took custody.That said, I’m here to deliver on my promise of deep diving the latest Macan’s design and practicality in this second instalment of my long-term review of the premium mid-size SUV, with the first having introduced it (see link directly below).I’ll also provide a brief update on the team’s average energy consumption and real-world driving range with the 4S for the month.Let’s get to it!Yes, it’s true: when the Macan Electric was revealed, I did not like its exterior design, which is normally not something I’d say about a Porsche.I still think the first-generation Macan has a stunning, timeless look, so the second generation felt like an unexpected step or two backwards.But to be fair to Porsche, my negative opinion of the new model was based on seeing it in pictures, videos and traffic.So, when I got the keys to my 4S, I had some serious time to rethink my stance.Point being, I now firmly believe that the latest Macan’s exterior looks awesome — largely.I’m still not 100 per cent convinced by its rear end, which I continue to find a little awkward, but darker paintwork — like my test vehicle’s Copper Ruby Metallic — does a good job of hiding some of those details, like the chunky tail-light section and equally chunky plastic bumper insert.Ironically, a lighter colour will do a much better job of showing off some of the Macan’s signature elements, like its creased body work and side blades.Either way, I really like the front end. It’s a contemporary evolution of its predecessor, one that feels muscular (those haunches) and hi-tech (those four-point daytime running lights).A particularly interesting aspect of the 4S is its standard 20-inch wheel and tyre package, which mercifully has high-profile rubber for better ride comfort — but it does come at the cost of not looking particularly sporty due to the pronounced side walls.You take the good with the bad, I guess.Inside, the new Macan is at its most familiar with its general layout, which is no bad thing as its forebear was pleasing to my eyes.But where it does separate itself is with the overdue introduction of a fully digital instrument cluster and the unrequested option of a passenger display, which flanks the continuing central touchscreen of the same size. If you count the available head-up display, that’s four screens in the first row!But I firmly believe that the passenger display is overkill, especially considering it’s a $2700 option. Even if it was included for ‘free’, I wouldn’t be a fan as it’s a waste of space given the front passenger can easily engage with the fully functioning central touchscreen instead. The former’s privacy screen is neat, though, as it reduces driver distractions. The touch-capacitive panel on the centre console returns, albeit with far fewer ‘buttons’, but it does retain its haptic feedback, which plays a key role in optimising its usability.The buttons that remain, though, are the critical ones for the climate controls. There’s also a physical volume knob, all of which demonstrate that Porsche hasn’t lost its sensibilities, unlike some other legacy brands.This technology teams with high-quality materials to deliver the premium feeling that you’d rightly expect for six figures.One of the obvious advantages of the Macan making the switch to a fully electric platform is the packaging benefits that come with being an EV.Interestingly, though, for a mid-size SUV the latest Macan doesn’t have a huge amount of space in the second row. Don’t get me wrong, it’s a nice improvement over the original, but it’s not as palatial as some of its competitors are (think Polestar 4).Behind my 182cm driving position I have two inches of legroom and two centimetres of headroom, both of which are enough to not to feel cramped – but, again, these are below-average measurements for the class.Another thing to note is that the outboard rear seats are bucketed, making them more supportive for their occupants, but the downside is that the middle seat is uncomfortable to use due to the protruding bolsters.A small central tunnel is also present, somewhat reducing foot space should there be three people in the second row, which is a possibility.If the middle seat is not in use, the fold-down armrest and its two cupholders can be used instead. Alternatively, the C-pillars unexpectedly have extra padding and make for better armrests than you’d expect. The rear door bins can also accommodate a regular bottle each.Curiously, there are no map pockets affixed to the front seat backrests, but you do get central air vents with touch-capacitive climate controls with haptic feedback, plus two USB-C ports.The front row features a decently sized central bin, the lid of which doubles as the central armrest. Ahead of it are two cupholders and a large, open storage tray with a 12V power outlet and another two USB-C ports above.A wireless smartphone charger is also present and accounted for. It even comes with its own sliding lid. A large glovebox is also on hand, but a sunglasses holder is not.The front door bins are interesting as they go beyond the usual accommodation of a regular bottle with a small upper cubby. You might quickly forget it’s there, though.The Macan’s ‘regular’ boot is enclosed by an always handy power-operated tailgate.Inside is a solid 540L of storage space, which can be expanded to a flat 1348L when the 40/20/40 split-folder rear bench is stowed, an action that’s made easy by the manual release latches in the boot area.If you want to raise the rear bench, though, you still need to walk around to it to do so the old-fashioned way.Either way, there is a small load lip to contend with, but at least it has scuff plates to deal with any challenging cargo.Sadly, underfloor storage is largely unavailable as it’s taken up by electrical gubbins and a Bose subwoofer in my test vehicle’s instance.That means you cannot store the removable parcel shelf there, and you can forget about a spare wheel, which is particularly disappointing in Australia. That said, four tie-down points are on hand for securing loose loads alongside one bag hook. You even get a three-pin power outlet, which can be handy for vacuuming the carpet if need be.In the CarsGuide team’s second month with the Macan 4S, we averaged 18.7kWh/100km over 844km of driving, which equates to an impressive real-world driving range of 513km based on the battery’s useable capacity of 96kWh.That’s a minor 0.1kWh/100km improvement over what I achieved in month one, so there is no denying that the Macan 4S can consistently deliver a confidence-inducing driving range in the real world.And with that we’ve reached the end of this second part of our long-term review. In the third and final edition, I will share my driving impressions and overall verdict. See you then!Acquired: October 13, 2025Distance travelled this month: 844kmOdometer: 6050kmAverage energy consumption this month: 18.7kWh/100km

The second-generation Porsche Macan might be the German sports car specialist’s most controversial model yet due to its fully electric line-up. But does the so-called Macan Electric deserve to be more popular?

The Porsche 911 GT3 has been given a thorough update and gets more equipment. Is it still the track weapon of choice?

For more than 60 years, the Porsche 911 has built a reputation as the ultimate in everyday sports car driving. We grab a 'base' model Carrera to find out if the 992.2 generation still lives up to the hype.

There's quick and then there's the Porsche Taycan Turbo GT. With a starting price of around $420,000 before on-roads and options, this flagship EV offering is an exercise in over-the-top styling and outrageous pace.

Yes, this new 911 is technically a midlife update, but the changes here go beyond skin deep. Leading the charge, so to speak, is the introduction of a hybrid option for first time, with the 911 Carrera GTS debuting a new t-hybrid powertrain that dials up the performance. But it also fundamentally alters everything we’ve come to know, and love, about the 911. But is it a change for the better?

Porsche is set to introduce an all-electric 718 Boxster soon, but before it does it had one last petrol-powered version to build. The 718 Spyder RS is the ultimate iteration of the mid-engine sports convertible, taking every element and winding it up to 11. We get behind the wheel to find out if this is a worthy swansong for the petrol-powered 718 - and if it can compare to Porsche's own 911.