2026 Porsche Macan GTS First Drive Review: Sharper, But With a Catch

LOS ANGELES, CA—Every modern Porsche follows a strict recipe, and the Macan EV is no exception.

There are the “regular” models, the ballistically quick Turbos, and then the Goldilocks GTS models between them. A Porsche GTS model will nick bits and pieces from a Turbo while keeping the power (and price) more approachable, promising a pure, well-rounded dynamic experience.

In that sense, the 2026 Porsche Macan GTS is very much on-target. If you want the best day-to-day blend of performance and usability, this is it for the EV SUV. However, the enthusiast side of the electric vehicle landscape has seen great strides in driver interaction, and the Macan GTS’ lack of the latest tech makes it an accomplished but curiously one-note experience.

After launching late in 2024, the Macan EV lineup has grown to encompass five models. The GTS slots in below the Turbo and in fact pinches a few features from that current range-topper, not least of which is its more powerful rear electric motor. System output is capped at 563 horsepower with the launch control feature, which is still plenty (though only half what the upcoming Cayenne EV will manage). The GTS also benefits from suspension tweaks, additional standard content, a Track Endurance Mode for better thermal management, and of course some GTS-specific styling tweaks.

As we learned last year when we brought the Macan 4 and Turbo together, there’s not a lot of visual variance across the EV’s initial lineup. It’s an attractive small crossover with a Taycan-like face and a suitably tapered roofline to reinforce its sporty place in the lineup. The basics are untouched here.

GTS buyers do get new Sport Design front and rear bumpers however, and for the first half of 2026 they will be exclusive to the GTS. It’s a subtle change up front, with a simpler mid-section emphasizing the Macan’s width, while the lower section is matte black—not simply untreated, but painted matte. Unique side skirts include a slight flare towards the rear wheel, while the tail adopts a more aggressive diffuser design. Standard wheel sizes are 21 inches, but 22s are available including the pretty RS Spyder design in Anthracite. The Slate Grey tester I piloted for the day sat on the funky 21-inch Macan Turbo wheels. GTS models can be had in Chalk, Carmine Red, and Lugano Blue, not to mention the dozens of Paint to Sample (PTS) hues if you’re feeling spendy.

From the moment a gap briefly appears along the Pacific Coast Highway, the Macan GTS feels good for every one of its 509 ponies (we’re not activating launch control here). Like all EVs the power comes on with zero lag; with the Macan it also stays level, with no sign of tapering as speed piles on. There’s no second-gear thawump during hard charges a la Taycan, just a steady surge. Even with the extra weight over the gas Macan, this GTS feels noticeably quicker in all situations. Officially it’ll pull 3.8 seconds to 62 mph (100 km/h) with launch control, and I have zero reason to doubt that.

If only it shed speed with the same sense of purpose. The Macan EV has two levels of regenerative braking based on selected drive mode, but neither gets close to the deceleration available in other EVs. Lifting off is akin to coasting in top gear of an ICE vehicle.

Call it blasphemy if you must, but I dig the Porsche Electric Sport Sound feature. Tweaked for GTS duty, the hum has added bass here, adding an extra sensory dimension to spirited driving. Use it.

Porsche didn’t talk range but expect it to fall right in line with the 4S and Turbo (288 miles / 463 kilometers), with subtle variations based on wheel choice. Like every Macan EV, the GTS benefits from 800-volt architecture enabling not just quick charging, but a steady charge curve. The 10-to-80 percent recharge can be done in just 21 minutes when hooked up to the right DC station.

The Macan EV’s standard twin-chamber air suspension has been lowered (by 11 mm) and tweaked for GTS duty. Model-specific damper and roll bar settings give it even more of an appetite for winding roads. Thankfully, Porsche has obliged, pointing us towards the recently reopened “Snake” portion of Mulholland Highway.

Unlike other vehicles on the Premium Platform Electric (PPE) architecture, the Macan locates its rear motor behind the axle, leaving the front space for the available (and here, equipped) rear axle steer module. The result is a 48:52 weight distribution, and it’s this slight rearward bias that gives the Macan such an eager attitude. Point the nose into a tight corner, lift off the accelerator, and the Macan’s nose nicely tucks towards the apex. Give it the goods too early and the GTS will very slightly swing its tail out before the electronic safety guards reel things in; be patient and unwind lock first, just as you would in a 911, and the result is a rocketship corner exit. In terms of sheer effectiveness, I can’t think of many SUVs that would tackle the Snake quicker.

That lack of aggressive regenerative braking does make for more dancing between pedals. Perhaps that’s the point, a deliberate choice from Porsche to increase driver inputs where EVs tend to take them away. I prefer the Ioniq 5 N solution: simulated shifts. A set of paddles faking some of the gas-powered Macan’s antics would add another layer to the Macan GTS experience. As is, while it is ruthlessly effective at unwinding even the most coiled stretch of tarmac, it’s an oddly one-dimensional, point-and-shoot experience.

Despite the lowered suspension and big wheels, the Macan GTS rides with impressive grace. Through my own carelessness we take a brief detour along a poorly-surfaced canyon road (yes, they do exist). The Macan doesn’t batter my driving partner nor I, even when set to a more aggressive drive mode. There’s an underlying firmness across the board, because there better be in a Porsche of any sort, but it’s more of a reassurance than annoyance. Dial the drama down and the Macan hums along nicely, with little wind noise.

The GTS’ front seats are excellent, a unique 18-way power adjustable design that is as supportive as it is stylish. Porsche has picked a different, embossed pattern for the central inserts which is grippy yet comfortable. Macan EV rear-seat space is good but not great; better than the tight gas Macan but still short on headroom due to the tapered roofline.

As it goes with the exterior, the Macan GTS interior follows a familiar blueprint. Like other Porsche GTS models, the EV adopts gratuitous amounts of soft-touch Alcantara within the cabin, and an available GTS package adds contrast stitching (and badging) in Carmine Red, Lugano Blue, or Slate Grey Neo.

The rest of the cabin is familiar from the other models, and that's a good thing. The center console takes the classic Porsche layout and pares it back, introducing open spaces that make this a surprisingly practical pick. There are plenty of physical controls, and each one has a satisfying, deliberate actuation. Build quality is also uniformly excellent.

Porsche’s modern infotainment system is an underrated gem. With a modest screen size (only 10.9 inches) it doesn’t dominate the cabin. The menu design is simple, there’s some color-coding to make it easier to operate via peripheral vision, and there’s not much in the way of menu diving. The digital instrument cluster is crisp and easy to read, and the head-up display is a treat to use, especially with the augmented reality navigation. There’s an available passenger display, and as it measures the same as the main touchscreen, it seems especially redundant.

One handy feature on all 2026 Macan EVs is a detailed route planner that lets owners set their desired finishing state of charge (SoC). The system can also highlight chargers en route, and filter based on preferred networks.

Pricing for the Macan GTS kicks off from $107,650 ($125,050 CAD) including destination. That’s a little over 10-percent richer than the 434-horsepower gas-powered Macan GTS. There’s not a lot of direct competition with the Macan GTS; the Mercedes-AMG EQE SUV is larger while the Genesis GV60 is smaller. The Cadillac Lyriq-V rings in at similar prices, while the rear window-less Polestar 4 offers similar performance figures in a different form factor.

If it sounds like I’m just luke-warm on the 2026 Porsche Macan GTS, that’s only because of the high expectations that badge creates. GTS models have established themselves as distinctly special within Porsche’s vast trim lineup: a near-perfect Venn diagram circle of overlapping value, availability, power, handling, and usability.

The Macan GTS still does all that, making it the driver's pick amongst the lineup. But raucous upstarts like the Hyundai Ioniq 5 N have shown how electric performance models can emulate some of the internal combustion idiosyncrasies to provide a more engaging drive. If you’re set on a small, electric performance SUV, the Macan GTS does everything well in a very German, efficient manner. With any luck, a future update will add a little more charm back into the mix.

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