2011 Porsche Panamera Expert Review: Autoblog
Autoblog
Porsche invited us to Germany to be one of the first to drive its all-new Panamera, the company's first four-door sedan. We spent three days assailing the Bavarian Alps, streaking across the German Autobahn, and meandering through picturesque Alpine towns. We touched 170 mph at one point and sat stagnant in city traffic during another. What were Porsche's objectives with this new sedan? How does it drive? Who's going to buy it? And, most importantly, does the Panamera deserve to wear the coveted Porsche crest? Find out after the jump...
All Photos Copyright ©2009 Michael Harley / Weblogs, Inc.
In 2002, the venerable 911 and relatively young Boxster were joined by an all-new third model that had loyal Porsche purists up in arms. Their favorite automaker had partnered with Volkswagen to introduce a Porsche-branded sport-utility vehicle called the Cayenne. Critics cried foul, enthusiasts wailed, and doomsayers predicted the end of the brand.
Within a few years, Porsche's SUV had become the best-selling model in the company's lineup – a true automotive success story. The profits from the Cayenne were used to develop next-generation 911 models including the GT2, GT3, and the LMP2 RS Spyder racing program. The cash also helped fund the development of an all-new program, the Panamera Gran Turismo -- Porsche's first sedan.
As expected, pundits have again raised their eyebrows in doubt while Porschephiles have resumed shedding soppy tears. The countless expressions of drama and doom continued... before anyone had ever driven the car.
Porsche set out to design the world's first uncompromised four-door. The automaker maintains that the Panamera Gran Turismo is yet another success story waiting to be written and claims the all-new model is the new class benchmark for performance, exemplary efficiency and personal comfort. The vehicle's world-first innovations within the segment include the first double-clutch transmission, the first with an engine start-stop system, the first with an air suspension with on-demand air volume, the first with active aerodynamics, and the first with an available "Sport Chrono" package elevating performance at the touch of a button.
With the exception of the family-oriented Cayenne SUV, all of Porsche's current offerings are generally second or third vehicles in most households -- most 911, Cayman, and Boxster owners own another daily driver. The Panamera is the fifth addition to Porsche's range and the automaker is determined to break that barrier by offering a four-passenger sport sedan that is spacious and comfortable enough to be the primary vehicle.
Unlike the BMW M5, Audi S6, and Mercedes-Benz E63 AMG -- all competent family sedans gussied-up to masquerade as sport sedans -- the Porsche Panamera is built with the sole objective of being the only clean-sheet high performance sport sedan in the segment. Even the Mercedes-Benz CLS63 AMG, arguably one of the Panamera's closest competitors, pales in performance.
While a traditional three-box sedan would have been a no-brainer, the team stuck with the philosophy that form would follow function. The vehicle had to seat four passengers comfortably, and their full complement of luggage had to fit in the trunk. Most importantly, the center of gravity had to be sports-car low. The result, from its slightly raised front fenders to the muscular rear shoulder line, makes the Panamera instantly recognizable as a Porsche. Even if it lends itself to controversy.
But the hue and cry from the marque's ardent devotees overshadows the significance of the automaker's first sedan. Call it unique. Call it daring. Call it stylish. Call it unsightly. Regardless of what descriptor you use, most of us seem to agree that it looks like the unlikely five-door offspring of an illicit tryst between a Porsche 928 and a Chrysler Crossfire. Interestingly enough, the more time we spent with the Panamera the more we understood, appreciated, and genuinely started to value its looks.
The Panamera is physically more substantial in person than it appears in pictures. By the tape, it is slightly larger than the Mercedes-Benz CLS 63. Its overall length is 195.7 inches (2.7 inches longer than the CLS 63), and the Porsche rides on a 115-inch wheelbase (2.6 inches longer than the Mercedes). Its stance is significantly wider too. The front track is 65.2 inches (up 2.2 inches) and the rear is 64.8 inches (up 2.5 inches).
The four-seat design, with tapered back rests and integrated head restraints, is instantly recognizable as classic Porsche. Unusual at first site, it almost appears as if the automaker has installed its unique front seats in all four passenger positions. The advantage to this layout is immediately apparent as all seating positions are extremely comfortable and supportive, with or without the optional sport seats. As an added benefit, passengers in the rear don't feel relegated to "coach."
Unlike the dashboard of the 911, Boxster, and Cayman -- each a derivative of the other -- the cockpit of the Panamera is unique and innovative. The primary cluster is comprised of five circular dashboard instruments. As is racing tradition, a large analog tachometer sits in the middle. The speedometer, oil pressure and oil temperature gauges are to the left. To the immediate right is a high-resolution 4.8-inch color TFT multi-function digital display presenting a selection of on-board computer information, or a close-up of the navigational system map. The fuel and water temperature gauges reside to the right of the digital display and a seven-inch high-resolution touchscreen sits high in the middle of the dashboard, the centerpiece of the standard Porsche Communication Management (PCM) system with navigation.
As expected, the Panamera pampers its occupants with yards of leather, fine wood (or carbon fiber), aluminum trim, and high-quality plastics. A long, button-laden center console runs the length of the cabin, effectively keeping passengers divided as optional multi-zone temperature controls (up to four) adjust each occupant's microclimate. Overhead, another console controls cabin lighting and the sunroof. While intimidating at first glance, the sea of buttons are logically placed into quadrants of climate control, suspension settings, vehicle settings, and emergency (hazard lights, door locks, etc...). After some familiarization, their individual operations are readily absorbed.
Active aerodynamics are standard equipment on all variants of the Panamera, but they alter slightly based on trim level. The Panarama S and 4S feature a one-piece rear spoiler that is retracted and flush with the bodywork until the sedan reaches 56 mph, at which point it moves into an angle of -3 degrees. At 100 mph, the wing angle lifts to +5 degrees to increase downforce. At 127 mph the spoiler moves to its maximum deflection of +14 degrees. The spoiler on the Turbo model is fitted with two additional flaps that extend to increase surface area. It too deploys to -3 degrees at 56 mph, but then locks at +10 degrees at 127 mph and up. The rear spoiler is designed to prevent lift, not increase downforce (and increase drag). The drag coefficient of the S and 4S models is .29, while the Turbo is slightly higher at .30; the frontal area is the same for both.
Under the skin, Porsche developed an all-new chassis for the Panamera. The design goals focused on strength and safety, yet overall mass was also scrutinized. The end result is a fully galvanized lightweight hybrid platform manufactured from a variety of strong, yet weight-saving, materials. The body in white is comprised of 25% light alloys (aluminum, magnesium, composites, and plastics) and 75% steel (deep-drawn, super-high-strength micro-alloy, polyphase, and boron-alloys). The front sub-frame, and most of the suspension components, are aluminum alloy. The hood, fenders, doors, and rear lid are aluminum. The door structures are aluminum as well, while the window frames are magnesium. Magnesium alloy is also used in the front radiator mounts to save weight in the nose of the vehicle (mass is more detrimental to handling as it moves further away from the center of the vehicle). Overall, the Panamera's weight distribution is roughly 52/48 percent (front/rear). Curb weights range from 3,903 lbs. (S), to 4,344 pounds (Turbo). These aren't exactly in 911 territory, but they are respectable within the segment.
The Panamera S (base MSRP $89,800) and Panamera 4S (base MSRP $93,800) share a 4.8-liter normally-aspirated V8. While it's based on the V8 units sold under the hood of the Cayenne, the all-aluminum engine has been significantly re-worked for the four-door sports car. The engine features Porsche DFI Direct Fuel Injection and VarioCam Plus (one-sided variable camshaft management with adjustable valve lift). To lower its position within the vehicle, and improve handling, the oil sump was flattened and the final drive on the front axle of AWD vehicles is connected directly to the engine.
The standard gasoline-fed unit is rated at 400 bhp at 6,500 rpm and 369 lb-ft of torque between 3,500 and 5,000 rpm. The standard wheel package shared by both models includes 18-inch wheels with 245/50ZR18 tires up front, and 275/45ZR18 tires in the rear (19- or 20-inch wheels are optional on all models). The standard tires are specially designed Michelin Pilot Sport PS2. According to Porsche, the Panamera S will sprint to 100 km/h (62 mph) in 5.2 seconds. The AWD Panamera 4S, putting power down through four fat contact patches, will do the same run in 4.8 seconds. Both cars share the same 175 mph top speed.
The Panamera Turbo (base MSRP $132,600) shares the same 4.8-liter engine (with a lower compression ratio), but twin-turbochargers boost its power to 500 bhp at 6,000 rpm and 516 lb-ft of torque from 2,250 to 4,500 rpm. If the driver selects the "Sport Plus Mode," an "overboost" function increases turbocharger pressure for up to ten seconds to bump torque to 567 lb-ft, an impressive 10% gain. The Turbo is fitted with standard 19-inch alloy wheels wrapped in 255/45ZR19 tires up front, and 285/40ZR19 tires in the rear. The tires are also Michelin Pilot Sport PS2. Porsche, usually conservative, claims the Panamera Turbo will sprint to 100 km/h (62 mph) in 4.0 seconds flat and it won't run out of steam until it hits 188 mph.
All three models are fitted with Porsche's impressive electronically-controlled double-clutch transmission. The so-called "Porsche-Doppelkupplungsgetriebe" (German for "double-clutch transmission") or simply "PDK," features a seven-speed gearbox with a multi-plate clutch controlling the gear changes. The driver decides whether to leave the shifting in full auto mode, shift with the center console-mounted lever, or shift manually via sliding levers on the steering wheel spokes. Three driver-selected settings (Normal, Sport, and Sport Plus) vary shift speed and authority from Cadillac-soft to Formula-One-severe.
Fuel economy figures are still in the works, but Porsche is promising the Panamera models will be some of the most efficient in their class. In addition to the lightweight building materials, engineers micromanaged the small details hidden from view. They focused on things like reducing residual brake forces on the rotors, a power steering pump with on-demand control, and engine start-stop technology (reportedly good for a 10% increase in the city cycle alone). The team even worked with Michelin to develop a reduced rolling resistance, yet high-performance, tire.
We've never been disappointed by Porsche brakes, and the Panamera lineup continues the impressive trend. The Panamera S and 4S both wear massive vented and grooved 14.2-inch rotors (1.42 inches thick) with six-piston aluminum monoblock calipers up front. The rears are 13.0-inch (1.10 inches thick) in diameter wearing four-piston calipers. The Panamera Turbo bumps up to vented and grooved 15.4-inch rotors (1.50 inches thick) with six-piston aluminum monoblock calipers up front. The rears are 13.8-inch (1.10 inches thick) in diameter wearing four-piston calipers.
According to Porsche, the standard brakes on the Turbo deliver 1,700 horsepower of braking force and are identified by their red calipers. Like all other models from Porsche, the automaker offers its Porsche Ceramic Composite Brakes (PCCB) package with unique yellow calipers. Stunning, oversized 16.1-inch rotors (15.4-inch on the S and 4S models) crowd for space within the 20-inch front wheels. The rear rotors are nearly as impressive at 13.8-inches.
The aluminum suspension is a double-wishbone arrangement up front, and a multi-link setup in the rear. Porsche Active Suspension Management (PASM), an electronic damping control system, is standard on all Panamera models. The driver selects one of the three aforementioned modes based on driving style: Comfort, Sport or Sport Plus. Regardless of the chosen setting, the system continuously monitors driving conditions. If the suspension is in "Comfort" mode and the driver swerves suddenly, the dampers and springs automatically switch to a firmer setting to improve maneuverability. Likewise, if the setting is in "Sport Plus" mode and the road surface becomes irregular, the system will drop into a softer setting automatically. The Turbo models are fitted with PASM combined with an adaptive air suspension that includes automatic leveling (based on calculated load), ride-height adjustment (dropping nearly an inch at high speeds), and the ability to vary the spring rates by reducing the volume of air in the system.
Our introduction to the Panamera took place in Germany, the machine's natural habitat. We opened up all three models on the "no-speed-limit" stretches of Autobahn, and twisted them through spectacular canyons in the Alps. All told, we spent a considerable amount of time behind the wheel.
Porsche handed us the keys to our first car, a rear-wheel drive Panamera S with ceramic brakes, at the airport. We opened the power-assisted rear hatch and dropped in two pieces of checked luggage, two carry-on bags, and our large camera bag. It swallowed all with room to spare.
In a very gentleman-like fashion, we swung open the front door and settled our six-foot two-inch frame behind the wheel. After a quick tilt and telescope adjustment of the wheel, and some toying with the multi-mode seat controls, we immediately found our ideal driving position with the three-spoke steering wheel falling into our hands and the transmission shifter just inches to our side. Visibility out the front and side is good. On the other hand, the three-quarter view over the shoulder is a bit limited by the thick C-pillar, while the view rearward is hampered by the smallish back window.
To the left of the steering wheel is where Porsche always locates the key slot, and the Panarama is no exception. Keyless entry ("Porsche Entry & Drive") or not, all models require a physical twist to initiate ignition – there is no push-to-start button. The 4.8-liter V8 fires immediately and settles into a mellow rumble. With the suspension and transmission in "Soft" and "Normal," the PDK transmission is placed into "D" and we leave the parking lot...
Before the rear wheels hit the two-lane airport access road, we notice the steering. Without a window sticker or options list to confirm our suspicions, we're forced to assume our car is fitted with Servotronic speed-related power assistance as the effort is unnaturally overboosted. Thankfully, the steering effort increases with our velocity as we head through the airport grounds, and our attention is quickly focused elsewhere.
At our first stoplight, the Panamera shut its engine off. It was unnerving, but completely normal as part of the advanced Auto Start-Stop function. Working like most hybrid vehicles, all Panamera models will shut down the engine when the vehicle is stopped and the brake pedal is held. When the pressure on the brake is released, the engine springs back to life and the driver proceeds forward without much of a perceived delay. The system is smart enough to monitor available battery power and climate control temperature. If either deviates too far, the engine will restart automatically. (All U.S. vehicles will have the switch-activated Auto Start-Stop function default to "off.")
In its softest setting, and at low speeds, the Panamera drives like most other large German luxury sedans. Unlike a 911, it feels heavy and substantial around town – especially pulling away from a standstill when the laws of physics have to be coaxed to release the two-ton Porsche. Throttle response from the normally-aspirated 400-hp V8 is good, never lethargic. The weight seems to fall off as our speed increases, unlike the Panamera's closest competitors.
To our delight, the steering is responsive and accurate to our inputs, allowing us to easily navigate through the narrow European roads with light traffic. It's about 150 km (80 miles) to our hotel, so we make our way to the Autobahn for some double-time to catch dinner.
Outside Munich, the local stretch of Autobahn is limited to 120 km/h (75 mph). It's frustrating, but it gives us plenty of time to acclimate ourselves with the new sedan. At U.S. highway speeds the Panamera is a very stable platform nearly absent of wind noise. It's comfortable and mindlessly numbing, just like a luxury sedan buyer expects.
Heading further south, we finally hit an unlimited-speed section of the Autobahn. Set free, we bury the throttle. The PDK transmission, leisurely content in seventh gear, instantly springs to attention. It quickly drops a few gears and the engine growls loudly as it spools around the tachometer. Each redline instigates a quick shift, and the engine snaps back into the power band eagerly climbing upwards once again. The speedometer is moving too, but at a slower pace. We bring the Panamera S up to about 230 km/h (142 mph) and hold it there.
Watching us close the gap in their rearview mirrors, Mercedes-Benz and BMW drivers recognized the Porsche and immediately moved out of our way. One fellow, in an older S-Class, tried to hold us off for about a kilometer before he eventually conceded to the rival from Stuttgart. The road opened up, and we pressed faster.
At 272 km/h, our maximum velocity thanks to the traffic that afternoon, the Panamera was kissing 170 mph. Although we were cutting through the air at Boeing 737 take-off speeds, the Porsche was confident and attentive. Even more so, it was relatively quiet (a 911 at 150 mph is a different story). At those speeds, the rear spoiler is at maximum deflection and the suspension automatically adjusts for the conditions (although our "S" model was not equipped with air suspension, the pneumatic shocks on the Turbo model would have lowered the chassis by 25 millimeters).
The ease at which the Panamera cruises above 150 mph is impressive, but it's the braking that blurred our vision. One of our many high-speed excursions was cut short by a VW Golf that ventured into our lane to make a pass. Pounding the brakes at nearly 235 km/h (145 mph) would unsettle most cars, but the Panamera shook it off with less drama than hitting week-old road kill. Porsche's PCCB ceramic brakes seemed so completely unfazed that we deliberately tried our "brake test" several more times when the road cleared. There was never any sign of fade or increased stopping distances. We can't image anyone in the States overdriving the Panamera's stoppers.
Off the Autobahn, and pressed through the canyons that first day, the rear-wheel drive Panamera did its best to impersonate a 911. It was neutral in the corners, and a real pleasure to drive fast. In similar fashion to a 911, it enjoys being pushed hard and never breaks a sweat. While the 7 Series, S-Class and Audi A8 dance like football linebackers, the Porsche sedan demonstrated moves akin to an experienced receiver.
Sadly, the weather was less-than-cooperative the next day during our first date with the Panamera Turbo. We suffered through more than our fair share of frustratingly wet roads, but they never really seemed to concern the 500-hp all-wheel drive sedan. Cozy in our heated seats, the flagship model delivered gobs of torque at the slightest touch of the throttle. It remained unfazed as we pushed it harder and harder, never really getting past seven-tenths before one of the wheels would break free and slip sideways on the slick wet pavement. Porsche's stability control raises its intervention threshold based on the driver selected the sport settings (stability control may be completely defeated at the touch of a button). We wisely left the switchgear in "Sport" for a bit of a tail wagging, without any overzealous plans to depart the pavement.
The all-wheel-drive system, or Porsche Traction Management (PTM), is self-contained within the PDK housing. In normal operation (dry road), nearly 100% of the power is sent to the rear wheels. When the road becomes slippery, power is automatically routed to the front wheels as needed. Under severe braking, the front wheels are disconnected completely, so the stability control, or Porsche Stability Management (PSM), can more accurately intervene.
The road did eventually dry long enough for us to try the Turbo's "Launch Control" program – standard on all vehicles with the "Sport Chrono" package. Simply select "Sport Plus" mode, hold the brake with your left foot, and send your right foot to the floor. The engine screams for a second or two and then the dashboard illuminates with the "Launch Control" alert. Release the brake quickly and the Panamera Turbo digs all four sticky Michelins into the pavement as it rips to 60 mph in a hallucinatory four seconds. The automaker claims the car will hit 160 km/h (100 mph) in 9.0 seconds flat. Yes, it runs faster than Porsche's own GT3! We can't recall another production sedan that can do that.
That afternoon, we took a Panamera 4S out for a run. Identical to the Panamera S model, yet heavier by a couple hundred pounds thanks to the all-wheel drive PTM, it didn't seem one bit slower or less responsive (in fact, it launches to speed faster thanks to the additional grip). Focusing on the driving dynamics, we could only feel a slight difference in the steering feedback when we encountered cobblestones or rough pavement. In our dry climate, we still prefer rear-wheel drive.
On our last day, we grabbed the keys to a Panamera Turbo for the long drive back to the airport. For the first half of the drive, through some incredibly scenic back roads, we switched the transmission and suspension settings to "Sport" and enthusiastically enjoyed our last few hours with the car. Towards the end of the drive, when the weather shifted gears and the skies opened up, we dropped everything back to "Comfort" and basked in the serenity it delivers. The Panamera is a true dual-personality car, at the simple touch of a few console buttons.
Over the course of three days, we willingly spent about two hours in the back seat of the Panamera sedan. There was plenty of leg and headroom, and we never felt cramped. Porsche calls it a "cockpit for four," and it's very obvious why. Although optional, rear seat passengers are presented with their own center console complete with vents, controls for their own eight-way power seats with heat and ventilation. For once, a back seat in a premium luxury sedan is more comfortable and accommodating than it looks in the glitzy pictures.
Without question, we really liked Porsche's new Panamera. There are, however, a few quibbles that deserve mention. Our biggest gripe is centered on those maddening, and non-intuitive, steering wheel mounted PDK sliders -- just give us a standard set of paddle shifters (upshift right, downshift left). In addition, the limited visibility out the rear half of the car requires head craning during lane changes and backing maneuvers that will keep your vertebrae limber. The long hood does its part to mask the location of the front corners during parking, requiring more time behind the wheel for familiarization. The steering is light at low speeds, and that cool center console loaded with buttons just isn't intuitive when attempting to operate by touch (it's most irritating when you want to change suspension settings at 135 mph). The lack of a push-button start is also puzzling.
These minor criticisms shouldn't keep BMW, Mercedes-Benz or Audi owners from perusing the Porsche showroom this October 17 when the Panamera goes on sale. Even in today's depressed economy, the automaker is predicting 20,000 units will be sold in its first year, with one third of those finding garages in the U.S.
Every Porsche executive we spoke with was beaming with pride about the new Panamera, and none seem fazed by those questioning the logic behind the launch of the brand's first-ever four-door sedan. The proud Germans from Stuttgart have seen a fair share of debate surrounding their products in recent years (automatic transmissions, water-cooled engines, and that Cayenne issue), and have always prevailed as their faithful acclimate to innovation.
We believe that time will once again vindicate Porsche's latest decision to hurl itself into the competitive luxury sport sedan segment. Our three days with the Panamera left little doubt that Porsche has achieved its program objectives in its first-round attempt. Not only is it painstakingly engineered and truly enjoyable to drive... most importantly, the all-new Panamera has earned the right to wear the Porsche badge.
Photos Copyright ©2009 Michael Harley / Weblogs, Inc.
New Car Test Drive
New V6 model retains Porsche character.
Introduction
The Porsche Panamera has quickly earned credentials as one of the world's best large sports sedans. It has the luxury, space and performance to go toe to toe with cars like the Aston Martin Rapide and Maserati Quattroporte, not to mention more familiar luxury-sport models such as the Audi A8 and BMW 7 Series. Panamera's core engineering values will feel very familiar to longtime Porsche enthusiasts.
For the Panamera's second model year, Porsche has introduced the 2011 Panamera V6. Powered by a 300-horspower 3.6-liter six-cylinder engine, with optional all-wheel drive, this new base model might be the most impressive Panamera of all. We can't think of another large luxury sedan that delivers the V6's combination of exhilaration, practicality and impressive fuel economy (18 mpg city, 27 highway, according to the EPA).
The Panamera's unique two-box exterior design is based on two objectives: Porsche styling heritage and space efficiency. The look seems to be a love-hate proposition, with haters ahead slightly and very little middle ground. Yet those who can embrace the styling will be rewarded with a truly substantial, satisfying automobile.
The Panamera is only slightly smaller than the BMW 7 Series, and it delivers the sporting performance of a world-class sports sedan with the comfortable ride and refinement of a luxo-cruiser. Those extremes required a lot of careful engineering. Porsche builds the body from lightweight materials and puts the engine low and as far back as possible. The Panamera's standard adjustable suspension can change the ride from soft but stable to race track-ready.
All Panamera models are fast, as is expected from Porsche. The new V6 hits 60 mph in as little as 5.6 seconds, despite the impressive mileage. The V8-powered Panamera S models drops the 0-60 time to 5.0 seconds, and raises top speed to 175 mph (from 160). The Panamera Turbo cuts that time to a sports-car bashing 3.6 seconds, with little if any turbo lag and a rush of power that pins you back in your seat.
The Panamera is truly roomy, with back-seat headroom, legroom and hip room that rival that of a Mercedes S-Class sedan. A standard full-length center console divides the Panamera into four distinct and comfortable seating positions. The feel from the driver's seat is much like that in Porsche's iconic 911, only slightly higher off the ground. All of the seats are supportive without being too firm or too deeply bolstered. The space inside still surprises us. The rear seat has enough head room for an NBA point guard and plenty of leg room, too.
The other thing that surprises is the level of refinement here. This is the most luxurious Porsche ever, well appointed and equipped. Navigation is standard. Leather upholstery is standard, as is the choice of carbon, aluminum or five varieties of wood trim. The fit, finish and quality of the materials rival any competitor. Its cruising manner is impressively smooth. Indeed, the serene cruising demeanor belies the world-class handling and performance available whenever the driver starts pushing harder on the pedals.
The hatchback design makes the Panamera useful as a family vehicle. With the rear seats up, the rear cargo area is as roomy as the trunk in a mid-size sedan. With the seats down, the Panamera has more cargo room than a luxury wagon, with easy access to a fairly expansive load floor.
Porsche reached the production milestone of 25,000 cars just ten months after the Panamera was launched in October 2009. That's a lot of volume for a Porsche, and it may be because the Panamera offers the best of many worlds. It's a fine luxury sedan and one of the best sports sedans anywhere. It's fast. It handles like a dream, carries four in comfort and has plenty of cargo room, and even the Turbo delivers better mileage than other cars of similar capability.
The Porsche Panamera doesn't come cheap, and as it is with any Porsche, options can add 50 percent or more to the model price. Yet on another level, given its impact and relative performance, the base Panamera V6 might be considered a deal.
Lineup
The Porsche Panamera is offered with a V6 or one of two V8 engines and optional all-wheel drive. All come with Porsche's seven-speed, dual-clutch PDK automatic transmission.
The 2011 Porsche Panamera ($74,400) comes with a 300-hp, 3.6-liter V6. It comes standard with leather seat surfaces, dual-zone automatic climate control, power-adjustable front seats with driver position memory, a manual tilt/telescoping steering wheel, 235-watt AM/FM stereo with 11 speakers and single CD, navigation system with touch-screen interface, power rear liftgate, folding rear bucket seats, active variable suspension and 18-inch alloy wheels with all-season tires. All Panameras add standard Bluetooth for 2011, as well as universal USB connectivity for handheld devices, with device control through the touch screen.
The Panamera 4 ($78,900) adds Porsche's variable all-wheel-drive system. (All New Car Test Drive prices are Manufacturer's Suggested Retail Prices, which do not include destination charge and may change at any time without notice.)
The Panamera S ($89,800) is powered by a 400-hp 4.8-liter V8, and adds a handful more standard features, including heated front seats, a power sunroof and auto-dimming mirrors. The Panamera 4S ($94,700) adds the all-wheel drive.
The Panamera Turbo ($135,300) is powered by a 500-hp turbocharged version of the V8. It comes standard with all-wheel drive, Porsche's adaptive, load-leveling air suspension, 14-way power seats with passenger memory, power tilt/telescoping steering column, alcantara roof liner, full leather upholstery and interior trim, and 19-inch wheels with summer performance tires.
The option list is long, but packages or pre-clustered groups of options are limited, with just a couple for the base and S models. The Premium Package includes the 14-way power heated front seats and a heated steering wheel. Premium Plus adds electrically operated sunscreens for the rear and rear-side glass. A full-leather interior ($3,655) is optional. Two audio upgrades are available: a 14-speaker, 585-watt Bose surround sound with CD changer ($1,440), or a 16-speaker, 1000-watt Burmester system ($5,690). Thermal and noise-insulated glass ($1,120) is optional.
Performance options include air suspension ($3,980), ceramic composite brakes ($8,150), and tire-wheel packages up to 20 inches. The Sport Chrono Plus package ($1,480) includes analog and digital stopwatches, Sport Plus button and launch control.
Safety equipment on the Panamera goes beyond the government-mandated safety features, which include front airbags, front occupant side-impact airbags, head-protection curtains for all occupants and a tire-pressure monitor. The Panamera adds front-passenger knee airbags and, for 2011, Porsche's adaptive bi-xenon headlights, which turn with the car and adjust the light field depending on conditions. Active safety systems include rear park assist, full-feature anti-lock brakes, traction control and electronic stability control. Optional safety features include rear occupant side airbags, front park assist and back-up camera ($1,255), radar-guided adaptive cruise control ($2,490), and all-wheel drive.
Walkaround
The Porsche Panamera's appearance is polarizing. Many critics who otherwise praise the car for its performance, space and comfort consider the styling a weak spot. Some are fond of the look, if only in ugly-duckling fashion.
The V6 Panamera, introduced for 2011, has a few distinguishing features. The trim surrounding its side windows is matte black, as opposed to chrome on the V8 models. The V6's exhaust tips are oval, with a single outlet on each side, rather than two pair of round tips. It also comes standard with unique, five-spoke 18-inch wheels.
The four-door Porsche is a substantial car. Exterior dimensions such as length, width and wheelbase surpass those of mid-size luxury sedans such as the Audi A6, BMW 5 series and Mercedes E-Class, and come within a few inches of full-size models such as the Audi A8 and BMW 7 Series. Yet the Panamera body shell is built from a cocktail of lightweight materials that includes boron steel, aluminum, magnesium and high-tech composites. Hidden parts such as axles and some suspension components are aluminum. As a result, with a minimum curb weight of just 3880, the Panamera is lighter than those smaller, mid-size competitors, and nearly 1000 pounds lighter than the full-size competitors. This is important, because the lower weight contributes to the Panamera's relatively high fuel-economy ratings and sports-car-like handling feel.
Thanks to its racing heritage, Porsche pays particular attention to airflow around the body. The Panamera is the first luxury four-door with a full underbody shield, even covering the driveshaft and mufflers. This reduces both wind resistance and lift. The radar sensor for the available active cruise control is positioned to minimize the disruption of airflow, though it degrades the appearance of the front end (unacceptably to some). A cleverly hidden active rear spoiler rests under a chrome trim strip and pops up at speed to increase rear downforce.
Panamera's shape flows from two key factors: packaging, and heritage. Porsche wanted a four-door that looks like a Porsche, and that meant elements of the iconic 911 sports car. These influences include the signature shoulders or haunches around the rear wheels, a hood that sits lower than the front fenders, and a front end with no conventional grille above the bumper.
Given its role as true four-passenger automobile, the Panamera also needed the rear seat space of a sedan and the cargo utility of wagon. These crucial parameters led to a rounded four-door hatchback design instead of a traditional three-box sedan. The hatchback allows for generous rear headroom, cargo utility and a sporty coupe-style profile.
It also creates rather unconventional proportions, and a car that looks awkward from some angles. The length added by the rear doors and the high rear roofline seems to stretch the car too far. Gaze at the Panamera and there's a strong urge to chop about 18 inches out of the roof and sharpen the roof's slope to the rear. But if Porsche did that, the Panamera would look a lot like a front-engine 911. The four-door's bulbous rear end reminds us of the old 928. The net effect is a bit ungainly.
If the design isn't elegant, it nonetheless creates a presence in traffic. That large rear end stands out, and the Panamera attracts lots of attention when it creeps through a parking lot or pulls up to a restaurant.
Interior
The four-door Panamera might have the most appealing interior in any Porsche so far. It's certainly the most luxurious and best executed. Fit and finish are excellent in all Panamera variants. While its luxurious, almost bespoke quality can match some of the richest sedans in the world, the Panamera retains the sporting, playful ambience that has identified Porsche cockpits for decades.
Materials in the base Panamera are top-notch, with supple, soft-touch surfaces, and several upgrades are available. The V6 and S models come standard with three partial leather upholstery choices, while the Turbo gets full-leather upholstery in five color choices or four two-tone combinations. Interior trim is available in carbon, aluminum, or five real-wood options. Our V6 had black lacquered wood, and it was striking.
The full-leather option adds rich, heavily stitched leather to the dashboard and doors. Those who really want to personalize their vehicles can opt for an alcantara roofliner (standard on Turbo) or extra leather on just about everything, including the rearview mirror, steering column and air vents. It's all very handsome.
The driver's position is low for the typical luxury sedan, and similar to that in the 911 sports car. The standard seats may be the best there are. They're not fancy, in terms of a million adjustments, but it's easy to get them right, and they deliver a fabulous combination of support, grip and long-range comfort. The base power seats upgrade to 14-way adjustment in the Panamera Turbo, while buyers who love fiddling can choose the 18-way sport seats in all models.
The biggest problem inside the Panamera, perhaps the only potential deal breaker, is rearward visibility. The side mirrors are triangular shaped, and don't offer very broad scope. It takes a while to get comfortable with them, especially for drivers who rely heavily on the side mirrors in traffic. The rearview isn't any better. The rear glass may seem large, but its angle makes it more like a slot through the rearview mirror. Peering over the shoulders backing up, the fat rear pillars block large arcs of the surroundings. The obstacle warning helps, but what you'll see is a pictograph of potential obstacles on the dash, rather than the obstacles themselves. The back-up camera is optional and we recommend getting it. It should be standard. It makes backing up safer because it's easier to spot a child and easier because it's easier to spot obstacles. On a practical basis, it makes parking quicker and less stressful.
The V6 Panamera has a manual tilt-telescope steering column. It works well enough, but like that back-up camera, the power tilt-telescope should come standard in this league. The steering wheel itself is fantastic: thick and wrapped in tactilely pleasing leather, with just a tiny bit of give when you squeeze. A button behind the bottom spoke heats the wheel independently of the seats. The manual shift buttons on the wheel work one way, with upshifts on one side and downshifts on the other.
There are five gauges in the instrument binnacle, all large and easy to see. The tachometer sits front and center, black numbers on white background, with a gear indicator and big digital speed readout at the bottom. That's good, because the radial speedometer is marked in hard-to-read 25-mph increments. It sits to the left of the slightly larger tach, while a multi-function display sits to the right. Both of these contrast with the tach, using black backgrounds and white characters. The multi-function display shows a range of data chosen by the driver, from trip information to vehicle systems to navigation directions. Two smaller gauges at the edges complete the package: fuel level and coolant temperature on the right, and oil pressure and temperature on the left.
Some important switches are spread around the steering column. Turn signals are conventionally operated with the left side stalk, while the lights are operated with a radial switch on the dash, next to Porsche's unconventional left-side ignition switch. Wipers are controlled with the right-side stalk. Cruise control functions fill a third stalk, to the lower left, making room for redundant audio and phone controls and trip-computer buttons on the steering-wheel spokes.
Stalk-mounted cruise control isn't optimal, but Porsche's system works a lot better than that used by Mercedes-Benz, which tends to get in the way of simple turn-signal operation. The Panamera's window switches are perfectly placed in the driver's armrest, right at the fingertips when the left forearm is resting. The reading lights, sunroof switch and obstacle-warning control are collected in the headliner above the rear-view mirror.
The main barrage of switches, of course, are clustered in a center pod that flows up from the Panamera's console and around a seven-inch, touch-screen video/navigation monitor. There are upwards of 32 buttons on the dash and console, with another 18 buttons surrounding the screen.
Porsche has opted for a button for every possible command rather than a centralized controller along the lines of BMW's iDrive. At first the array is a bit daunting, but operation gets simpler fairly quickly with familiarity. The buttons are logically grouped by function and easy to reach. A central controller might look more elegant but they tend to be harder to learn, and far more distracting while driving. On the down side, the Panamera's standard navigation system can be hard to figure out.
Audio systems begin with a single CD, 11 speakers and 235 watts of power, and we found it quite good. The optional Bose surround sound system, with 14 speakers and 585 watts, is loud and clear. It matches anything in most luxury cars. The 16-speaker, 1000-watt Burmester surround sound is as clear as any auto stereo we've heard, and we've heard some good ones.
Storage up front includes a pair of cupholders in the console that can hold change, keys and other items when they're not occupied by drinks. There's also a shallow center-console box, a fairly large glovebox, and good-sized door pockets that are lined with fabric to eliminate the annoying sound of sliding glasses or CD cases. More than storage, what jumps out is the way the full-length center console creates four distinct seating pods, each with all the room and comfort the vast majority of passengers will ever need. This is one sports sedan that doesn't compromise rear seat room.
The rear seats are essentially buckets like those in front. The rear seats don't adjust in the V6 or S, but they're still comfortable and grippy, with backs reclined at a comfortable angle. Adjustable rear seats are optional on all models. And there's a lot of room. We found that a 5-foot, 8-inch rear passenger could stretch legs fully behind a 5-foot, 8-inch driver, with feet tucked under the front seat. Rear-seat headroom is even more impressive, accommodating occupants well over 6 feet tall. The copious space would make the Panamera a fine chauffer-driven vehicle, though giving up the driver's seat wouldn't be easy.
In standard trim, the rear is nicely finished, with four reasonably sized air vents that can be adjusted or closed completely. Rear seat heaters and four-zone climate control are optional. There's almost as much storage in back as in front: two cup holders in the center console and a shallow bin in the folding armrest, with small, lined pockets on the doors and map pouches on the back of the front seats.
Cargo space is impressive, too. With the rear seats up, there is 15.6 cubic feet of space behind them, or about as much as the typical mid-size sedan's trunk. Four suitcases fit easily in the Panamera, and access is easy thanks to the hatchback. A shade-type, pull-out cargo cover is optional, but the standard lift-up cover works better. It attaches with cables to the liftgate, and opens when the standard power gate rises. It's also easy to remove, but then the driver has to find some place to store that big panel.
Switching the Panamera to max cargo mode is a matter on pressing one button on each of the seatbacks. The seatbacks drop one at a time, creating a nearly flat load floor with tie downs, and a maximum 44.2 cubic feet of cargo volume that you can reach from the rear or through the side doors. That's more than what's available in mid-sized luxury wagons such as the BMW 5 Series or Audi S6.
Driving Impression
Any Panamera is enjoyable to drive, and all are easy to drive. The new-for-2011, V6-powered Porsche Panamera lacks nothing, and it impresses with its fuel economy. It's a truly efficient, luxurious four-passenger car with Porsche DNA. The Panamera Turbo delivers truly breathtaking performance that's almost too easy to control. The V8-powered Panamera S feels lighter and livelier than the Turbo, and can be even more entertaining on winding roads. All feel as if they're milled from one giant block of billet aluminum. That's due to the car's advanced engineering and extensive use of aluminum, magnesium and composites in the body structure.
The base Panamera is powered by a 3.6-liter V6, which is essentially the 4.8-liter V8 in the Panamera S with two cylinders removed. The cylinder V is angled at 90 degrees, and the six-cylinder features a balance shaft to smooth its operation. It also delivers the latest in control and materials technology, with high-pressure direct fuel injection, infinitely variable valve timing and variable valve lift. It has an auto start/stop feature to save fuel by seamlessly shutting down and restarting at red lights. It uses a dry sump oiling system rather than a standard oil pan, so it can sit low in the chassis for a sports-car center of gravity. It delivers peak output of 300 horsepower and 295 pound-feet of torque, but weighs just 404 pounds with the transmission attached, according to Porsche. We discovered there's plenty of go in the V6 Panamera, probably as much as anyone ever needs on the road. That power comes smooth and strong no matter the road speed, and the 7-speed transmission always seems to pick the right gear in full automatic mode. Porsche's PDK gearbox is actually a clutch-operated manual that shifts itself. It's the best dual-clutch transmission going, and one of the smoothest. It works fabulously as an automatic if left in Drive, but it still gives the Panamera more of a performance bent than the typical luxury car. It's not quite as smooth as a conventional torque-converter automatic. You'll notice this most on moderate, coast-down stops, when the PDK lurches ever so slightly as it downshifts.
With the V6 engine, the Panamera can scoot from 0 to 60 mph in as little as 5.8 seconds, according to Porsche, with a top speed of 160 mph. The all-wheel drive version is even quicker (5.6 seconds to 60), despite its greater weight, thanks to an even better distribution of traction. Yet the V6 Panamera still delivers 18 mpg city, 27 highway, according to the EPA, or 18/26 mpg with all-wheel drive. We matched those numbers during a 400-mile run at 75 mph. The combination of acceleration, exhilaration and fuel economy from the V6 is genuinely impressive for a car this large, and speaks to its engineering depth. From here, the Panamera gets even faster.
The 4.8-liter V8 in the Panamera S and Panamera 4S models bumps horsepower to 450 hp, with the same willing response across its rev range as the V6. Acceleration starts with a burst and remains strong for passing punch, and the 0-60 time drops to 4.8 seconds while top speed increases to 175. We actually found the Panamera S more fun to drive on the race track than the Turbo. Significantly lighter, the rear-wheel-drive S felt more agile and nimble, more tossable, more enjoyable. On the race track, the Turbo felt bigger and heavier by comparison, though it posted quicker lap times due to its superior acceleration performance. In short, we give the big thumbs up to the S model. It is the sweet spot in terms of sensible performance. The 4S falls in between the two in terms of that feeling of agility, still feeling more agile than the Turbo but not as agile as the S.
The 500-hp turbocharged V8 in the Panamera Turbo is brutally quick, knocking the 0-60 time down to 3.6 seconds. Kick the throttle and the acceleration knocks you back in your seat, not letting up until you do, or at 188 mph, whichever comes first. Thanks to the standard direct injection, turbo lag is minimal, if at all existent. Sure, the Turbo is overkill, but it sure is fun.
And thanks to Porsche's overall efficiency, not even the Turbo is brutally anti-social. With auto start/stop, the efficiency of the dual-clutch PDK transmission and Panamera's comparatively svelte weight, no model carries a gas-guzzler tax (a familiar feature in this league). The Panamera S delivers 16 mpg city/24 mpg highway, while the Turbo is rated 15/23 mpg.
Even beyond the engine bay, the Panamera drips high technology. All models feature a Sport button, while those with the optional Sport Chrono Package add Sport Plus. This feature allows the driver to tailor a host of controls, including suspension firmness, transmission shift points and the aggressiveness of the throttle, over a range from maximum comfort and economy to maximum performance. The optional adaptive cruise control almost literally drives the car, using both the gas and brakes to maintain a specified gap to cars ahead, down to 20 mph.
All Panameras come with adjustable suspension. The V6 and S and have electronically variable shock absorbers and conventional steel coil springs, while the Turbo adds air springs (optional on other models). The air suspension is self leveling, and it also varies spring rates. It can lower the car one inch for better handling or raise it an inch to help the front-end clear abrupt driveway transitions and other hazards.
Porsche Dynamic Chassis Control (PDCC) with active anti-roll bars is also available. To counteract body lean in turns, the system twists the roll bars to make them firmer. It can also disconnect the roll bars to improve straight-line comfort on bumpy roads. These systems can transform the Panamera from firm and extra precise to smooth and refined with the touch of a couple of buttons, or they can be left to work on their own by measuring the driver's intent, based on use of the gas, brakes and steering.
The variable suspension lets the Panamera drive like a luxury car or a race track-ready sports sedan. We know, we've experienced this, and it's an impressive feat. This four-door always feels smaller than its considerable size. Many adjustable suspensions are either too soft or too firm, but that's not the case with the Panamera. The base suspension delivers a smooth but controlled (dare we say excellent) ride in the softest mode. The Sport setting makes the car react more quickly, with less side-to-side sway, without ruining the ride.
Same with the steering. The Panamera's is not quite Porsche 911 pure, but it's impressive for a big four-door, even with the all-wheel-drive. It gives the car a very nimble, responsive feel, and it always lets the driver know how the car is gripping with feedback from the tires back through the steering wheel. The steering reacts immediately to anything more than a twitch on the wheel, but it's not twitchy. It grips everything, particularly with the performance tires on the largest available rims. That's the payback, in the luxury sense, for everyday driving.
With the summer-duty performance tires on 20-inch rims, the Panamera's steering grabs at every little nook and cranny in the pavement. While that might be appropriate for a four-door Porsche, it's not necessarily familiar luxury style. The high-performance tires effect ride quality as well. Their short, stiff sidewalls hit little seams and pavement edges hard, and while the suspension comfortably absorbs bumps, the tires crack and deliver a little shock, sometimes with a corresponding, audible chunk. Buyer beware: Actually drive a Panamera with the big rims and high-performance tires before choosing them over the standard all-season packages. We prefer the 18- and 19-inch wheels.
We had the opportunity to test the Panamera's potential on the 14-turn, 4.1-mile Road America road course in Elkhart Lake, Wisconsin. Though large, the Panamera was at home on this long racetrack, with quick steering and a relatively flat attitude through turns (especially with PDCC). The Panamera's willingness to change direction and respond to driver inputs puts it in a league with the world's best sports sedans (such as the BMW M5), and even some of the better pure sports cars.
The PDK transmission shines on the track as well. It's almost race-ready when the driver chooses the Sport or Sport Plus modes, which hold gears longer to keep power more readily available. Those who want to shift manually can tap the steering wheel buttons in any mode, but in Sport Plus we found that the PDK automatically chose the appropriate gear for track driving 95 percent of the time.
Road America has a lot of long straights, and the Panamera's standard brakes weren't entirely up to that challenge of repeated, hard braking from very high speeds (for many sessions). In some cases (with some drivers), there was a pulsation that may have indicated warped rotors. On the road, the brakes are perfectly capable. Buyers who plan to regularly participate in track days should consider the expensive but impressive composite ceramic brakes. It's not surprising given they have to slow 4,000 pounds of Porsche.
Summary
In short order, the four-door Panamera has become an in-demand addition to Porsche's lineup. The V6-powered base model, new for 2011, delivers satisfying performance with Porsche values and class-leading fuel economy. All Panameras perform well on the street and the track, and all have more than enough passenger and cargo room to qualify as no-compromise luxury sedans. Available all-wheel drive makes the Panamera a viable all-season car for the Snow Belt. We think it's one of the world's best luxury sports sedans. We're able to rationalize the styling.
Kirk Bell reported from Road America in Elkhart Lake, Wisconsin, with Mitch McCullough in Los Angeles; J.P Vettraino test drove the Panamera V6.
Model Lineup
Porsche Panamera ($74,400); Panamera 4 ($78,900); S ($89,800); 4S ($94,700); Turbo ($135,300).
Assembled In
Leipzig, Germany.
Options As Tested
adaptive air suspension ($3,980); 20-inch 911 Turbo wheels with summer performance tires ($3,770); full black leather interior ($3,665); Sport Chrono Plus package with stopwatch, Sport Plus button and launch control ($1,480); Bose Surround audio with CD changer ($1,440); front seat ventilation ($800); Gray Carbon metallic paint ($790); XM radio ($750); front park assist ($600); heated front seats ($525); auto dimming mirrors ($420); ski bag ($405); Porsche Crest front headrests ($285); heated steering wheel ($250); color crest wheel centers ($185).
Model Tested
Porsche Panamera 4 ($78,900).
2011 Porsche Panamera Information
Research the 2011 Porsche Panamera specs, photos, reviews and ratings here. Ready to buy a 2011 Porsche Panamera? Find Porsche car dealerships in your area, search for Porsche Panamera deals, rebates and incentives, or browse 2011 Porsche Panamera vehicles for sale.
Buy a 2011 Panamera
Vehicle Research
*The data and content on this web site is subject to change without notice. Neither AOL nor any of its data or content providers shall be liable for errors in the content, or for any actions taken in reliance thereon.
See Another Car
Cars For Sale IN 90054
Change-
$120,385Los Angeles, CA
-
$85,925Thousand Oaks, CA
-
$87,888Laguna Niguel, CA
