When I imagine a Porsche, I immediately think of the 911. However, as I enter the real world, the one I see the most is McCann. With 24,716 units sold in 2021, it is the most popular model of the Porsche to date, and with a base price of $ 54,900 and a ফ 1,350 delivery fee, it is also the cheapest. As it is the most accessible model of the brand, it is also one of its most critical. It needs to be impressed well enough to convert the first time buyer into a potential die-hard fan. According to Porsche, it has been fulfilling that role quite well since its launch in 2014, as a significant portion of its buyers come from other luxury brands.
Despite years of vehicle testing, I’ve never driven a McCann before, in a variety of sizes. So when Porsche came up with an opportunity for me to test them all, I jumped at that chance. The shootout was simple, with all of McCann’s trim layers pitted against each other through the winding roads of the Malibu Gorge. These include Base McCann, S, T, and GTS trims. I would be sincere to say that I am primarily rooting for GTS because it offers the most on paper. However, after a few hours on the road, one of its more affordable siblings was most affected.
While this may seem counterintuitive, we will go through these trim layers in the order in which I drove them, not necessarily their normal classification. I promise, I have a method of insanity. So my day started with the Macan S and a fairly good alternative to it. Despite having a base price of $ 66,750 including destination, my tester sticker was worth $ 85,030. Options like the Premium Package Plus ($ 4,790), the Porsche Surface Coated Brake ($ 3,490), and the 21-inch RS Spider Wheels ($ 2,320) add to that amount of wealth.
In terms of performance, the McCann S has a 2.9-liter twin-turbocharged V6 that produces 375 horsepower and 383 ft-ft of torque. For the 2022 model year, S pulls out the engine from the outgoing GTS for some added grants. A seven-speed dual-clutch PDK transmission sends that power to a standard all-wheel-drive system regardless of trim level. Running at 60 miles per hour is tackled within 4.4 seconds before charging at a maximum speed of 160 miles per hour.
On the road, the McCann S is fairly fast. Thanks to Porsche’s Class-Leading PDK transmission, the S375 HP output feels like 400 hp. The shifts are uninterrupted and almost instantaneous because it will happily provide low-end torque for the day. Even at speed, S is eager to get up and go, the steam will not run out unless you get very close to its redline. This small crossover provides the performance that a crowded city can handle.
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S had a lot more to give because I left the highway for some twisted canyon road. Although its PSCB brakes indicate a significant amount, they retain them as you increase speed. Despite its small size, the McCann S is quite a heavy thing with a 4,255-pound carb weight. The braking power was consistent and was enough to check this little crossover.
Although it showed its strength in speed, it also showed some flaws. Its steering, for example, does not change any sensation or noticeable load through a tight turn. The first hint of any understear I got was through the sound from the tires. Additionally, although it is quite mixed and balanced around the city, its suspension was very soft to handle twisty things with confidence. The body roll was remarkable, somewhat surprising for a car that is now standardized with Porsche’s Active Suspension Management System.
But let’s face it, the McCann S probably won’t be your first choice for a canyon carver. It dominates his intended playground. So if you want to explode through crowded cities and take advantage of the tight gaps in the highway, McCann S offers performance levels that won’t leave you wanting more. However, if you are going to carve a canyon, McCann has an answer for that.
After handing over the keys to the Sporty S, I chose to jump into the range-topping model, the GTS. Although the previous king of the McCann Mountains was a turbo variant, it died for 2022. However, the Turbo Death works to the advantage of the GTS as it inherits the 2.9-liter twin-turbo V6 version. As a result, the GTS now produces 434 hp and 406 lb-ft of torque, reaching a maximum speed of 60 mph and 163 mph in 4.1 seconds.
Given its status within the McCann classification, the GTS is the most expensive variant with a base price of $ 81,250 including destination. My tester came in at a staggering 91,160 for options like Adaptive Air Suspension ($ 2,140), Premium Package Plus ($ 4,790), and Adaptive Cruise Control ($ 990). While it’s not ridiculous to have an as-tested sum, if we first compare it to the SI drive, it’s a little over $ 6,000 for a crossover in another whole league.
Appropriately, I started my time behind the wheel of the GTS in the deep canyon. I chose a specially curved road to keep GTSK up to speed. With a 4,321-lb carb weight, the GTS is the heaviest of all McCann. Nonetheless, GTS does its best to hide its height. Where S was keen to rotate through the corners, the GTS is virtually flat and balanced. Thanks to the addition of optional air suspension, the GTS is at the same time a better performer and more comfortable than even significant imperfections. The underside is minimal, and if you’re aggressive enough, you’ll get some lift-off overstear around the super tight band. It feels as exciting and vibrant as S has not.
The added fun part of it comes down to its yoga speed. An extra 59 hp and 23-pound-foot increase may not sound like much on paper, but it does make a huge difference on the road. Thanks to its seven-speed PDK transmission and all-wheel-drive system, the GTS pulls itself out of the corner with brute force. GTS accurately fast with powerful low-end torque from a dead stop. Additionally, you can actually hear its refined V6 engine thanks to the addition of a standard sport exhaust.
The big difference between the GTS and the S is that the range-topper is the one you would choose for a sporty drive. It’s not fun for a crossover. It’s fun, flower stop. With its added power, sound and power, GTS is for the right enthusiasts. But then again, you would expect it to have a high price tag. In the vicinity of the city, the air suspension does not distinguish it from its S-siblings, making it difficult to swallow the price unless you have the necessary road to notice the difference.
Now that we’ve seen the best of what McCann has to offer, it’s time to move on to cheaper seats. The cheaper here relative, even the entry-level variant has a base price of $ 56,250, making it one of the more expensive small crossovers currently on sale. Thanks to options like the Sport Chrono package ($ 1,220), the Porsche Torque Vectoring Plus ($ 1,500), and the Porsche Active Suspension Management ($ 1,360), the price of my tester sticker at $ 63,270 is a no-brainer. In other words, you can have a base Macan plus a Mazda Miata or Macan GTS.
Surprisingly, the low price tag means a smaller engine. Fortunately, the turbocharged inline-four-cylinder under its hood is a good one. You can recognize it because it is under the hood of other fast Volkswagen and Audi products despite being in different configurations. This 2.0-liter four-pot produces a respectable 261 hp and 295 lb-ft of torque. One advantage of the smaller engine is the lower weight attached to it because the Base McCann comes down to a carb weight of 4,067 pounds, making it 254 pounds lighter than the GTS, especially the front axle. It benefits from the same all-wheel-drive and seven-speed PDK transmission as its more expensive siblings.
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It immediately became clear that Base McCann was light on the street. Despite not having all the performance goodies, entry-level McCann feels agile and eager to turn corners. Although there is not much grip due to the tendency of the front part to underestimate quickly, it is less inclined to roll because it has less mass to handle the suspension. It may not be as flat as the GTS, but it must be made more than the S through tight stuff.
Despite being under power, this is not a problem at all. Base McCann still hits 60 miles per hour in 5.8 seconds and continues to run at a maximum speed of 144 miles per hour. Around town, it’s fast enough. The main advantage here is that you get only 1,800 rpm of torque. Combine this with the magical PDK, and you’ll find a crossover that is fairly ideal for dealing with city traffic. McCann is fast, quiet, comfortable and effortless to travel. To be honest, this is a catastrophe in the canyon, but it’s hardly a purposeful stumping ground.
As an everyday driver, I was fascinated by how much the entry-level McCann had to offer, especially considering how cheap it was compared to its siblings. However, the Porsche had one last ace above its sleeve, and after driving them all, it could only be the best.
Porsche McCann T.
Since McCann is a new member of the T family, I deliberately ran it to the end. T means “travel” and its philosophy is simple but effective. It marries the smaller engine outside the Base McCann with sportier material from its more expensive siblings and offers them as standard. The goal is to provide a high-performing variant of McCann at a low price point. Unlike the other variants I’ve tested so far, the T starts at $ 64,450 with a 2023 model and destination. Unfortunately, since my tester was a Euro-spec car, I didn’t have the right price.
Mechanically, McCann is virtually identical to Base McCann. It produces 261 hp and 295 lb-ft of torque from the same turbo inline-four engine. It also calculates the same PDK transmission and all-wheel-drive system. T is similar to a straight line base, reaching 60 miles per hour in 5.8 seconds before continuing at a maximum speed of 144 miles per hour. On the road, there is no difference in front speed. The T has good torque and as fast as you need on public roads.
The big difference manifests itself as soon as you start attacking the corners. McCann is the best of both worlds. It is eager to enter and feels quite agile thanks to its low weight on the front axle. However, since it has a unique Active Suspension Management System and a rigid anti-roll bar, the T is balanced and compact. There is little body roll, and despite not having the most adhesive rubber, the T’s range is much higher than the base model.
Despite the extra performance, the T does not feel less comfortable in or around the city. There is no penalty for over-performance. It gives you everything you want and what you don’t want.
I’ve never run a McCann before, I’ve had a lot to learn. Honestly, I expected the S and GTS to be the most impressive because they are the highest performing models with the most sophisticated components. However, the opposite was true. The entry-level McCann and McCann T were the ones I left thinking most of, especially T. Once you’re based on price, T is my favorite team. It provides perhaps the most rewarding driving experience for money. If the all-out speed is what you want, the GTS is a spectacular thing that has limits that a small crossover should be capable of. But with a test price close to six figures, it’s a tough sell. While the S would make for a great daily driver, my tester’s $ 85,000 price tag didn’t necessarily offer anything like the cheap T, which is around $ 65,000. So after many hours through canyons, highways and various cities, it is clear that there is no wrong choice in the McCann range. Whether you get Base, S, or GTS, these are brand-capable machines that know exactly what they’re doing. T, however, stands as the clear winner.