The Porsche Macan Electric GTS came to eat, but left no crumbs for anybody else
Think of Porsche’s GTS models as straddling that fine line between the Carrera models and hardcore GT models, the Goldilocks choice of “not too hot, not too cold, but jussssttttt right”, if you will.
In name, the “GTS” moniker was adopted from the legendary (Type 904) Carrera GTS of the 1960s, a racing homologation special.
Incidentally, just like this latest Macan Electric GTS, the first modern GTS was also a crossover/SUV, the Cayenne GTS of the late 2000s, which was powered by a stonking V8 and even featured an optional manual transmission.
In spirit though, Porsche’s ‘Gran Turismo Sport’ philosophy would only properly evolve during the time of 2011’s (Type 997.2) 911, before settling into the formula we’re more familiar with today.
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Following the runaway success of these modern GTS models, Porsche would then roll-out a GTS variant for each product in its portfolio, spanning 718 to Taycan, and everything else in-between.
With a price-tag starting from $365,988 (before COE and options), the Macan GTS joins the Macan, Macan 4, Macan 4S and Macan Turbo here in Singapore.
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A similar aesthetic and dynamic philosophy is applied to these variants to let them better channel the spirit of its GTS progenitors, thus elevating them into the sporty daily-driver / occasional trackday instrument we’re so enamoured of today.
People bandy about “Porsche DNA” like it’s a trendy punchline, but driving enthusiasts will appreciate that there is nothing else quite as feelsome and fun as its sports cars, and we’re not referring to snob appeal either.
Now it might just be me, but I regard the brand’s offerings as Porsches first, regardless of whether they are ICE or EV.
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If anything, this is probably the best testament to how the normal operating state for the brand for many Porschephiles is staying true-to-sportscar-form.
To us, “true to sportscar form” means visceral driver engagement, as opposed to merely being fast. In fact, it’s hard to understand why reaction videos to an EV’s acceleration are still a thing, because this is the least of what the Macan GTS has to offer to the committed driver.
Besides, if you are looking for an EV that is merely fast and little else, there are plenty of alternatives from one of the many new entrants in the market.
The Macan GTS is nicely stanced on 10mm lowered suspension and exudes a sense of brooding purpose, especially in the test-car's combination of Carmine Red, redesigned side-skirts, rear diffuser, black moulding and prominent jut-jaw chin spoiler that is bespoke to the model.
The 22-inch RS Spyder rims can be optioned on regular Macan models, but the Anthracite Grey finish is unique to the GTS (pictured above).
In GTS guise, the Macan inherits the rear power unit from the range-topping Macan Turbo, which when combined to the front motor, will see it produce 380kW (516hp), and a maximum torque of 955Nm.
With Launch Control engaged, overboost unleashes an additional 40kW, which bumps its output to a storming 420kW (571hp) to help demolish the 0-100km/h sprint in 3.8secs.
All the touch-points are on-point for a sporty compact crossover, including surprisingly enough, the soundtrack that comes compliments of Porsche Electric Sport Sound (PESS) – it isn’t as gimmicky as it sounds! The compact proportions also make the Macan GTS remarkably adroit at slipping into gaps in peak hour traffic, especially given the car’s instantaneous responses.
There’s plenty of organic feel from the surprisingly weighty steering and there’s an eagerness that bites hard to the bone when it comes to chewing up corners, and mind you, this is even without the optional rear-axle steering specified.
Sure, the Macan GTS will effortlessly (and comfortably) blitz down the fast lane on the highway, but if you think this is its main purpose, you’re probably better off in the Macan Turbo instead!
The GTS is agreeable to being manhandled with some urgency, because its chassis set-up and battery of electronic dynamic systems are engineered to amplify your go-faster tendencies, especially if it involves tarmac terrorising your favourite series of corners.
The ride from the sports air suspension is wonderfully controlled and composed, and it acquits itself well regardless of whether you are cruising or crushing it.
It isn’t overly nervous or darty either, and proves to be delightfully fluid and progressive, so it’s possible to take small snatches of liberty with the car even on unfamiliar roads, thanks to the surefooted plantedness of its all-wheel drivetrain.
Besides, if / when all else fails or when your enthusiasm writes cheques your talent can’t fulfil, the mechanical braking system offers confidence-inspiring pedal feel and serves up gut-clenching stopping power, and proves to be more than up to the task of hard braking from speed.
Like I said before, you don’t come away from driving the Macan GTS thinking, “It’s pretty good for an EV”, but rather, it is pretty good, period.
Regardless of whether it is new or old, or ICE, HEV or BEV, a Porsche is a Porsche, and as such, there are few brands that can come close to sniffing at its tailpipes (no pun intended) in terms of visceral driving engagement… and that’s the way the cookie crumbles.
Porsche Macan GTS
Battery 100kWh, 800V, AWD
Power 380kW (516hp); 420kW (571hp) overboost
Torque 955Nm
0-100km/h 3.8secs
Top Speed 250km/h
WLTP range (combined) 586km
Kerbweight 2395kg (DIN)
