Eight months into the life of the new Porsche Panamera S, the automaker’s first mainstream sedan is still conquering buyers from other marques and, generally, keeping the upstream swim of Porsche faithful.
After our brief experiences behind the wheel in late September, we wanted to have a chance for a second look with this first interpretation of a low-slung Porsche capable of carrying the whole family.
What is it?
The long awaited four-door, four-place Porsche sedan, it is the first new Porsche car in seven years, and one that has put viewers on both sides of the fence as far as the Panamera’s style is concerned. With its familiar Porsche front clip, and its fishbowl-style rear bubble, it is definitely polarizing. On the other hand, people who harped on its style for being not attractive are finally coming around. It is also the first car in the segment with active aero through the use of the adjustable rear wing.
Our test Panamera is the midlevel S model, equipped with Porsche’s slick PDK transmission and 400-horsepower 4.8-liter V8, as well as rear-wheel-drive. Coupon clippers can save around $16,000 by going with the 300-horsepower 3.6-liter V6-powered Panamera (no letter), while big spenders can go for the 500-horsey Turbo. All-wheel-drive is optional on the naturally aspirated cars and standard on the Turbo.
What’s it up against?
The field is getting more crowded as we speak. The new Jaguar XJ is on the playing field. So, too, the Mercedes S-Class, BMW 7-Series , Maserati Quatroporte and Audi A8 . Of those, the XJ and A8 are new, and the S-Class should be updated shortly.
Any breakthroughs?
The Porsche PDK transmission, for one. With its double clutch capability, it can preload the next gear for quick changes and almost seamless shifts.
The Panamera’s auto stop function shuts the engine down at a stoplight and starts it up again with the release of your foot from the brake pedal to save gas and cut emissions. The system is common overseas but unusual on anything other than a hybrid on this side of the pond.
Then there’s Porsche’s Active Suspension Management system, which offers infinitely variable ride control – and, as in the 911, makes its presence felt here.
How does it look?
Looking like a futuristic pod for four, it is not lean, but still visually stimulating, nonetheless. While in motion, it has an aggressive stance that is lower-than-low with sculpted sides that tend to elongate the overall appearance of the car. The front has all sorts of Porsche DNA coursing through its veins, while we thought the rear glass area a little Jensen Interceptor-ish looking in appearance.
Side scallops tend to give it that rakish European look while the rear fascia looks a bit like the 928 of about 15-years ago might look today if updated. Taillights channel the look of the Boxster.
It is a look that still has some yelping with protest, but we have to say it has grown on us. A little controversy never hurt anyone.
And inside?
The Porsche Panamera ’s interior looks like what it would if designed by an Italian designer in a great suit. Awash with tan saddle leather, it is a sexy look, accented by piano black panels and brushed aluminum. The front and rear seating areas are filled with exotic shapes including the familiar, iconic shape of Porsche seats from days gone by. Different wood and carbon trims are also available.
The familiar five-gauge binnacle is here, as is the left-hand, LeMans-style placement of the ignition key receptacle. The addition of the Sport Chrono Plus package includes a stopwatch located smack dab in the middle of the dashboard. Just below is the Transformer-ish center console with all the inherent buttons and controls that go with it. They include climate, audio, spoiler placement and angle, auto-stop and other such controls. They surround the Porsche PDK shifter, which is located at center for manumatic-style shifting. The same task can be completed by the use of the steering wheel-mounted paddle shifters. Frankly, we love the concept of wheel-mounted paddles to bang through the gears, but we think Porsche missed the boat with these smooth-edged buttons, which seem especially prone to gear changes from unintended touching or rotation of the steering wheel. The shift lever does exist as an alternative to the paddles.
Our “S†also came with Variable assist power steering.
The hatch-accessible rear cargo area is located under the fishbowl rear glass. Cargo capacity with the rear seats in normal position is just over 15-cubic feet. That’s the equivalent of about eight bags of mulch. Fold them forward and it grows to over 44-cubic feet. That’s like a small U-Haul trailer – well, not quite, but you get the idea. If you really want to haul, buy a Cayenne. If you’re just looking to stow enough junk in the trunk for a long weekend, the Panamera will be perfect.
But does it go?
Our test car’s S logo dictated that the 4.8-liter normally aspirated V8 could be found under the hood. A beautiful specimen, similar to that found in the Cayenne, it produces 400 horsepower and 369 lb-ft. of torque between 3,500 and 5,000 rpm. Mated to the PDK double clutch seven-speed transmission, it is capable of sprinting 0-60 mph in 5.2 seconds. Using the launch control portion of the Sport Chrono package shaves 0.2-secs off that time to 5 seconds flat. Equipped with Auto-off, direct injection, and other fuel saving technologies, the EPA says the large-ish V8 is capable of 16 city and 24 highway mpg, figures not far from what we saw. Ford is proud of 300 horsepower and 31 mpg in the latest Mustang V6 – but 24 mpg in a heavier, four-passenger, 400-pony Porsche sedan is nothing to scoff at.
Other technologies abound on the flagship. Porsche’s Active Suspension Management system for instantly variable ride control is in place, which when coupled with the adaptive air suspension, controls four air springs that vary the ride according to the driver-selected settings. In comfort mode, a softer, yet controllable ride occurs – shocking, we know. With sport mode selected less air is in the dampers, firming them up, and allowing for more aggressive settings. The throttle is also remapped, as is the transmission, telling it to hold a gear longer on acceleration, or shift faster on deceleration. The ride height can also be varied from 7.3-inch high to a low in Sport-plus mode of 4.65-inches, as we saw during our week with the Porsche. An off roader it is not, but it does offer a good degree of flexibility.
As heavy as the Panamera appears, it still manages to check in at just less than 4,000 pounds (3,968 to be exact). The weight reduction is due to a lightweight monocoque body of steel, aluminum and magnesium. From here is where the suspension kit exists. Made of double wishbones in front and an aluminum multilink in rear, the PASM system electronic controls the dampers at all four corners depending on how hard the Panamera is pushed.
Steering is well controlled, too. Our Panamera S was built with optional variable assist power steering, which progressively goes from a boosted rack and pinion set up while slow in parking mode, to an almost direct steering feel while at speed. The boost increases accordingly.
Behind the wheel of the Panamera S, we found once again, an aggressive performer that adapted to a wide variety of road conditions. Nearly flat cornering behavior pressed us on, sometimes more than we should have, but with all the power assists, we were quickly reigned in. Acceleration was blinding and tops out at a non-governed 175 mph. The Porsche’s exhaust note was intoxicating and on the verge of sounding absolutely Sprint Cup in nature. (We never thought we’d see Sprint Cup and Porsche mentioned in the same sentence. Ever. We feel dirty.)
During some lapping at Leftlane’s testing facilities at Palm Beach International Raceway in Jupiter, Florida, we managed to concentrate enough to use the paddle shifts and noticed almost immediate gear changes due to the PDK gearbox. PBIR track boss Chris Festa commented on the largeness of the Panamera and followed up with, “but it still drives like a Porsche.â€
We concur.
Why you would buy it:
Because, to this day, the saying is still true. “Porsche. There is no substitute.â€
Why you wouldn’t:
Your tastes run more toward pasta, Zegna and Maserati or Ferrari .
Leftlane’s bottom line
With Porsche estimating worldwide sales at only 20,000 per year, the Panamera is definitely a car that won’t be seen everywhere. It is flamboyance for those who typically shun the spotlight, but can deal with the consequences of it. As we stated during our first drive, and even more so today, it is truly the car for a select few.
2010 Porsche Panamera S base price, $89,800. As tested, $112,220.
Metallic paint, $760; Full leather 14-way seats, $5,360; Sport Chrono Package, $1,320; Variable Assist Power Steering, $270; Sport exhaust, $2,950; Air suspension, $1,990; 20-inch alloy wheels, $3,120; Ventilated seats, $1,600; Heated seats, $510; XM Radio, $750; Additional options, $1,865; Destination, $975.
Words and photos by Mark Elias.
