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.
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.
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.
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.
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.
Kirk Bell reported from Road America in Elkhart Lake, Wisconsin, with Mitch McCullough in Los Angeles; J.P Vettraino test drove the Panamera V6.