Porsche Panamera


Debut: 2016
Maker: Porsche
Predecessor: Panamera Mk1



 Published on 8 Sep 2016
All rights reserved. 

The first Panamera lacked style and driver engagement. Can the Mk2 have these sorted out?


The first generation Panamera had mainly two problems: firstly, it looked huge, bulky and ungainly. Secondly, although it was certainly very fast, it was not very engaging to drive. Both sounded very un-Porsche. However, its concept was basically correct. It enabled the famous sports car manufacturer to expand its business into luxury car class traditionally dominated by Mercedes, BMW and the like all the while maintaining a clear performance edge. Moreover, it was relatively cost-effective to build because it shared a lot of components with Cayenne, including powertrains, suspension and all-wheel-drive system. This means it was capable to breakeven with annual sales down to 12,000 units. Although it turned out to be not as popular as Cayenne, it still managed to sell nearly 160,000 units over its 7-and-a-half-year lifespan. This secures the development of second generation.


More stylish than the last Panamera? Yes, but it fails to replicate the beauty of 928...


Naturally, the most important task for Michael Mauer is to improve the aesthetic of the new Panamera. There is no way to touch the car’s huge dimensions, which actually get slightly larger again to provide ample interior space and pack the sophisticated ingredients, but good designers should find ways to hide the bulk and deliver a false impression of sleekness. I would not declare the works of Mauer as miraculous, but it is unquestionably more successful than last time. If you compare the side profile of the old and new car, you will find the latter appears to be sleeker. Both its roof line and shoulder line are curvier. The tailgate gets faster, the tail gets slimmer and the overall look of the back end is more akin to 911. The reshaped side window looks more like 911’s as well, although it necessitates an extra quarter window. Meanwhile, the more pronounced rear fenders look sportier. The front end styling is also an improvement, although not quite as obvious as the rear. The bonnet and front bumper get edgier. The headlamps get larger and more pronounced from the bonnet in order to appear more like 911. However, since the bonnet has to accommodate a big engine, it still appears to be a bit bulky. It is quite disappointing that the Panamera fails to replicate the sleek front end of the classic 928. Yes, I know the packaging constraints are different now and then (for instance, the hot-Vee engine is inevitably taller), and pedestrian safety regulations play a role, too, but still I can’t help feeling sorry that modern cars get uglier.


Its roof line and shoulder line are curvier. The tailgate gets faster, the tail gets slimmer...


The Mk2 Panamera has grown a little in all dimensions – 79mm longer, 6mm wider, 5mm taller and 30mm longer in wheelbase. It is still shorter than all other performance luxury limousines, but wider than all except Maserati Quattroporte. Its 1427 mm height is easily the lowest in the class and is a clear indication to its sportier character. The slightly longer rear overhang enables the boot to grow by 50 liters to 495 liters. Meanwhile, aerodynamic drag is unchanged from the old car, i.e. 0.29 for most models or 0.30 for the range-topping Turbo. A rear spoiler normally recessed at the tailgate pops up at speed to cut lift. On the Turbo, it also extends sideway to increase downforce further.

The new platform underpinning the car is called MSB. It is developed by Porsche but will be shared with various Bentleys in the future. Body construction is not a big departure from the last one though. It is still primarily made of steel, with aluminum used as supporting roles in areas such as crash structure, subframes and suspension towers. The outer shell is mostly aluminum, including roof, bonnet, tailgate and fenders. If you expected it to reduce weight like the rest of the industry, you will be disappointed. At 1995 kg, the Panamera Turbo is hardly a lightweight. In fact, it weighs the same as the outgoing Turbo S which had the same power output. The base V6 model also weighs exactly the same as before. So MSB is new, but we can’t see any advancement it brings except the cost-saving modular nature.


The overall look of the back end is more akin to 911.


Changes to the suspension are also rather subtle. The double-wishbone front and multi-link rear axles are basically carried over, ditto the PASM adaptive dampers, PDCC active anti-roll bars and PTV-Plus torque vectoring differential. The most significant change is the air suspension (standard on Turbo and optional to others), which has been upgraded to a 3-chamber design like the new Mercedes E-class for 60 percent increase of air capacity hence wider range of variation. Another addition is rear-wheel steering, but it is not exactly a headline because BMW already has it on its 7-Series, not to mention cheaper cars like Renault Megane, Talisman and Acura RLX. The last mentionable new item is the so-called “4D Chassis Control”, which is actually a software thing that integrates the PASM, PDCC, PTV-Plus etc. together. The 4-wheel-drive system is carried over from the old car as well. It uses a multi-plate clutch located just behind the transmission to send torque to the front axle, so the torque-split continues to be rear-biased by default.

AWD is mandatory on all the 3 Panamera models available at launch: Panamera 4S (powered by V6 turbo), 4S Diesel (V8 turbo diesel) and Turbo (V8 turbo). The Turbo employs a new 4.0-liter twin-turbo V8, which is 800 c.c. smaller than before but no less powerful. It is developed in Weissach although it has many similarities with Audi’s 4-liter V8. Both feature hot-Vee architecture, i.e. the two twin-scroll turbochargers are mounted inside the V-valley for compact packaging and reduced turbo lag, while the cooler intakes breath from outside. Also like the Audi V8, it features cylinder deactivation by means of Audi's Valvelift mechanism, although misleadingly dubbed VarioCam Plus. In other words, it uses moving pins and spiral grooves to switch between normal and zero valve lift, therefore shutting down 4 of the 8 cylinders. Running a maximum boost pressure of 1.3 bar, the engine produces 550 horsepower from a rather modest 5750 rpm. Peak torque of 568 pound-foot is available between 1960 and 4500 rpm. (Remark: many publications quoted the boost pressure as 0.3 bar, which is obviously impossible judging from the engine's very high specific power and torque.) As a result, performance is astonishing for such a big car. It would sprint from rest to 60 mph in 3.5 seconds and 100 mph in just over 8 seconds, faster than a 911 Carrera S turbo! It would top 190 mph on Autobahn, or lap Nurburgring in 7 min 38 sec. The latter trails Alfa Giulia Quadrifoglio by only 6 seconds. This is the fastest luxury sedan in the world.


Despite more aluminum used in its construction, Panamera Turbo still weighs a good 2 tons.


The 2.9-liter twin-turbo V6 of Panamera 4S is derived from the same modular family of the V8, but strangely, it was developed by Audi and is closely related to the 3-liter single-turbo V6 of Audi S4. Needless to say, it also employs hot-Vee architecture and 90-degree V-angle – the latter necessitates the addition of a balancer shaft to smooth out vibration. Running up to 1.4 bar boost pressure, it produces 440 hp and 406 lbft of torque, not quite in the same league as the aforementioned Alfa Romeo Giulia QF but is nonetheless powerful (think of 959 power from a similar capacity). The car tops 179 mph and achieves 0-60 mph in 4.1 sec.

The Panamera 4S Diesel is quite a super oil-burner. Its 4-liter diesel V8 is sourced from Audi and derived from the similar motor serving SQ7, but it is stripped of e-booster (electric compressor), leaving the sequential twin-VTG turbochargers to produce 422 hp and 664 lbft of torque – the latter is available from as low as 1000 rpm! Even though the car weighs some 2050 kg, it is good for 177 mph and 0-60 in 4.2 seconds. In other words, the fastest diesel car in the world.

All 3 engines mate with a new 8-speed PDK twin-clutch gearbox supplied by ZF. Don't be too excited with its increased ratios, because it still reaches top speed at 6th, whereas 7th and 8th are overdrive to save fuel. Manual gearbox? Sorry, it died together with the last generation Panamera GTS.

On the Road


Gloss-black touch-sensitive panel looks much simpler and more modern, but touch-sensitive buttons could be difficult to find when you are driving.


Open the door, you will find a spacious and properly luxurious cabin. You sit low on the supportive bucket seat, facing a 918-style steering wheel (with plenty of handy switches) and a modern instrument consisting of a conventional tachometer flanked by a pair of LCD screens. Interestingly, those screens can be reconfigured to display Porsche’s traditional 5-gauge instrument together with the tachometer. The center console is dominated by a large, 12.3-inch touch screen and a gloss-black touch-sensitive panel, which looks much simpler and more modern than the button-rich console of the old car, although touch-sensitive buttons could be difficult to find when you are driving. The materials and craftsmanship are no match with Mercedes S-class, of course, and the design is rather unimaginative, but the build quality of Porsche is never in doubt. At the back, the individual rear seats are inevitably less spacious than the usual standards of luxury limousines, but passengers up to 6ft 4in will find them comfortable. Although the roof line has been lowered at the rear for styling purpose, the new car has its seats mounted lower thus it still offers ample headroom. Legroom is also more than adequate for those 6ft 4 guys. Entertainment provided to them is not as generous, as there is only a small screen at the rear transmission tunnel. Forget about airliner seats, massagers, folding tables or wine cabinet. This is a Porsche, not Maybach.

Start the V8 engine, it burbles into life in a civilized manner. With optional sport exhaust it might be a little louder than Audi’s V8, but still it is too civilized for a Porsche, even a luxurious one. The turbocharged V8s of Mercedes-AMG and Maserati sound angrier and more thrilling. As it is quite subdued, and the cabin’s sound insulation is quite effective, the Panamera Turbo feels slower than it is. In absolute terms it might be as fast as some supercars, but unfortunately you can’t feel that. Comparatively, the V6 feels peppier. It is smooth yet strong enough, and it makes a more exciting whine at the top end. The lighter car also feels more nimble. In contrast, the V8 diesel is all about low-end torque, instant acceleration and relaxed cruising. It’s a great diesel engine but not necessarily a great Porsche engine. No complaints for the 8-speed PDK gearbox as it serves up quick and smooth gearchanges. Moreover, it is capable to handle up to 738 lbft of torque, cool!


Individual rear seats are inevitably less spacious than the usual standards of luxury limousines, but those up to 6ft 4in will find them comfortable.


The most impressive of the new Panamera is its ground-covering capability. It cruises at high speed with immense stability, composure and quietness. Its air suspension glides over expansion joints and speed bumps with ease. In corner, the grip it produces and the resistance to pitch and roll is well beyond the levels of any other performance limousines. Push it harder and you can feel the power shifts forward to stablise the car, but the rear rubbers refuse to give up. Now you understand why it could do so well in Nurburgring. The new electrical power steering is quick and precise, letting the big car to feel smaller than it is in twisty roads. Nevertheless, it is still short of communication with the front wheels. Moreover, like anything else in the class, the sheer size of the car prevents the driver from pushing on narrow country roads. You will be happier to push a BMW M5 on the same roads.

In many ways, the Panamera seems like a car for every situation. It serves the roles of luxury limousine, Autobahn missile and Nurburgring hero equally well. However, as a Porsche, the driving thrills it brings are modest. A more communicative steering, more characterful exhaust note and maybe a bit more interactive chassis balance could be the answer. The slightly bulky front-end design and the disciplined interior design fail to inspire excitement as well. As a result, it has to settle with 4-star rating, even though it is undoubtedly the most capable performance luxury sedan currently on offer.
Verdict: 
 Published on 19 Jan 2017
All rights reserved. 
Panamera 4 E-Hybrid


Faster, greener and offers a longer EV range, the new E-Hybrid improves on every aspect, except weight.


This is the second generation Panamera E-Hybrid, or the plug-in hybrid version of the Porsche performance limousine. The “4” in its name implies that it has gained 4-wheel-drive system as standard, just like all other derivatives of Panamera. Its powertrain looks similar to the one of its predecessor, but it is actually brand new. The 2.9-liter twin-turbo V6 is taken from Panamera 4S, but detuned to 330 horsepower and 332 lbft of torque for the interest of fuel economy. The electric motor is installed inside the housing of the 8-speed PDK gearbox, which replaces the old car’s Tiptronic automatic. It produces another 136 hp and 295 lbft, a significant improvement from the old car’s 95 hp and 228 lbft. As a result, the combined output is lifted by 46 ponies to 462 hp, and maximum torque surges from 435 to 516 lbft. Unsurprisingly, the new E-Hybrid is faster. It takes 4.4 seconds to go from zero to sixty, and flat out at 172 mph on Autobahn, though it still trails the Panamera 4S a little bit.

Not just quicker, the new E-Hybrid improves on virtually every aspect. Its boot-mounted battery is enlarged from 9.4 to 14.1 kWh, enabling the EV range to be extended from 36 to 50 km (31 miles). Like the rest of the Panamera range, the new car looks relatively stylish, has air suspension fitted standard for better ride quality, and its cabin is roomier, more advanced and better built. The only drawback is additional weight. It tips the scale at an eye-popping 2170 kg DIN, some 95 kg more than its predecessor, and a full 300 kg heftier than Panamera 4S!



Still a very competent luxury car, but not fast or engaging enough to win driver's heart.


On the road, the electric-petrol power integration is close to seamless, just as you would expect for a properly-developed hybrid nowadays. However, when the V6 breaks the electric silence, its does that with a gruffy soundtrack, which is a stark contrast to the superb refinement you enjoyed before. The PDK box is slightly disappointing, too, as it does not shift as smoothly as the old Tiptronic or the versions on other Panameras. Still, there is plenty of performance on offer. While the old car needed at least 80 percent throttle travel to engage the electric motor, the new car has the electric power available constantly. Its 516 lbft of maximum torque is available from merely 1100 rpm and sustains until 4500 rpm, so the car feels effortlessly quick. It becomes less energetic when the battery is depleted, but you have to do some very hard laps to reach that state, which is something not expected to happen often on a limousine like this.

However, the weight does handicap its handling a little. No Panameras could be described as truly agile, but the E-Hybrid feels even less so than the lighter 4S. It serves the role of Autobahn cruiser very well, but on a narrow twisty mountain road, you feel its width and its weight hurting its maneuverability. Like all its siblings, its steering is accurate but lacks feel. Its chassis offers good grip and body control but none of the throttle steer of a performance sedan deserves. An M5 or E63 must be far more engaging to drive. Worse still, its bland of mechanical and regenerative braking is flawed. The first few centimeters of the brake pedal travel feels soft, and then it suddenly firms up when the brake pads finally touch the discs. Porsche did the braking perfectly in 918 Spyder, but that car has a direct-drive motor at the front axle thus could be easier to tune.

All in all, the E-Hybrid is the least rewarding to drive among its siblings. It is still a very competent luxury car, but if you want performance and thrills, you had better to look elsewhere. Curiously, Porsche prices the car slightly below the 4S, even though it shares that car’s V6 and adds the expensive battery and electric components. It must be sold at a heavy incentive.
Verdict:
 Published on 23 Jul 2017
All rights reserved. 
Panamera Sport Turismo


Sport Turismo adds a little more luggage space, rear headroom and the fifth (occasional) seat at minimum costs.


The Panamera Sport Turismo is not a wagon or estate. The word “Sport” implies more aesthetic than conventional wagons but also less cargo-carrying capability. In fact, compared with the standard Panamera hatchback its offers only 25 liters more luggage space. With the rear seats folded and load up to the roof, the gap widens to 86 liters, but then it is still too small to be qualified a wagon. More welcomed is the increased rear headroom and easier access to the cabin. The ST has its roof extended rearward, so it affords more headroom for rear passengers. The rear doors have the same length, but their windows are squarer, so the roof rails are less obstructive. This puts the Panamera in a better position to steal sales from conventional luxury limousines. Unfortunately, the rear seats don’t. Although Porsche has converted the 2 individual seats into a bench seat, the middle passenger is punished with a thin and hard cushion, and legroom is totally occupied by the wide transmission tunnel. Bear in mind that the Panamera is much lower than other limousines, its floor and seats are also lower thus the transmission tunnel protrudes more into the cabin. The middle rear seat is suitable only to children for short trips. No wonder Porsche calls it 4+1 seating.

Some people prefer the looks of the Sport Turismo to the Panamera hatchback. For a wagon, yes, it does look pretty nice, although you might say the same to a Mercedes CLS Shooting Brake or Ferrari GTC/4 Lusso. However, its flat roof loses the visual connection to Porsche, or the pretension of a 911 saloon. That said, the pronounced rear fenders work well with the squarer tail and deliver a more muscular perception than the hatchback. It actually looks sportier than the somewhat civilized hatchback.



It actually looks sportier than the somewhat civilized hatchback.


The conversion adds 40kg to the kerb weight. Since all powertrains are the same, there is negligible loss of performance – Porsche quotes exactly identical figures. The chassis setting is also unchanged as the additional load to rear axle is too little. It remains a very fast and capable car on wide open roads. Great body control, nice ride quality and strong roadholding matched with decent feedback. It is a sport car compared with an AMG S-class, BMW M760 or even a Maserati Quattroporte, but it is not quite as agile as smaller E-segment sports saloons, nor it is as thrilling to drive as an AMG E63 S. The ST widens the scope of Panamera a little, but it is still a niche choice in the market.
Verdict:
 Published on 9 Aug 2017
All rights reserved. 
Panamera Turbo S E-Hybrid


Instantaneous performance is not everything.


The last generation Panamera Turbo S was just a more powerful version of Panamera Turbo. Surprisingly, the new Turbo S becomes a hybrid. It mates the regular Turbo's 550hp V8 with the E-Hybrid's 136hp electric motor, which is situated in the 8-speed PDK gearbox thus is theoretically compatible with any engines of the Panamera. When both power sources work at full steam, they provide a staggering 680 horsepower and 627 pound-foot of torque, and the latter is available from just 1400 rpm to as high as 5500 rpm. This means performance is instantaneous. Meanwhile, the Panamera’s 4WD system makes good use of the tremendous torque to deliver jaw-dropping acceleration, which is quoted to be 0-60 mph in 3.3 seconds. That is Porsche’s figure, so you can expect sub-3 by third-party road tests. Compared with Turbo, the new range-topper is 0.2s and 0.5s quicker to 60 and 100 mph respectively. In-gear acceleration should be quicker still, as its powertrain does not need to pile up revs to deliver peak torque. Whenever you need acceleration, it delivers instantly. The advantage over Turbo is especially obvious at lower revs. At the top, the electric power fades out. Top speed is 193 mph, only 3 mph higher than the Turbo.

The 14.1kWh lithium battery (like the lesser E-Hybrid again) allows the car to run silently by electric power for about 50km, good enough for commuting to pubs or supermarkets. Using 230V / 32A fast charger, it takes 2.4 hours to charge up.

Unfortunately, straight line performance aside, the car falls behind the lesser Turbo in all other aspects. The hybrid package consisting of electric motor, inverter and battery adds as much as 315 kilograms to the kerb weight, resulting in a Bentley-rivalling 2.3 tons. The car has all performance options fitted standard, such as PDCC active anti-roll bars, 4-wheel steering, carbon-ceramic brakes and 21-inch wheels, which are necessary to accommodate those 420/410mm discs. However, they are more about keeping the car tidy in corners rather than adding feel or agility. On the road, you can feel the lighter Turbo slightly more agile and more precise at the limit, the steering weightier and more natural, the ride more composed on poor roads, and the brake pedal more linear. The downgrades are slight but perceptible. If Porsche’s E-Hybrid technology cannot overcome such compromises, I would not wish to see it to be adopted on future 911s. As for the case of Panamera, you can keep the Turbo and save the £24,000 premium, or even better, opt for an AMG E63 S and save 50 grand.
Verdict:
 Published on 19 Oct 2020
All rights reserved. 
Panamera Turbo S


After 4 years, the Turbo S returns as the performance flagship of Panamera.


Over the past 4 years, one nameplate was strangely omitted from the Panamera Mk2 family: Turbo S. This should have been the performance flagship of the range. Maybe Porsche thought the 550hp Turbo was good enough to beat the competition. Maybe it wanted to shift the limelight to the Turbo S E-Hybrid, an electrified, 680hp monster that ran from rest to 60 mph in 3.3 seconds. However fast that model on a straight line is, it weighs a Bentley-rivalling 2310 kilograms, thus is impossible to fly on a more challenging road, so that it can never be a direct replacement for the Turbo S. That’s why the Turbo S returns, and the Turbo is withdrawn.

Somehow unfashionable in 2020, the Turbo S receives no form of electrification at all. Its 4-liter twin-turbo V8 seeks increased power from conventional means, i.e. new turbos, pistons, con-rods, crankshaft and a higher pressure fuel injection. The result is 630 horsepower and 605 lbft of torque, the highest among all versions of 4.0-liter V8s employed across the Volkswagen group. The new car gains 85kg from the last generation Turbo S, but it undercuts the Turbo S E-Hybrid by 230kg. That’s why it is clearly the faster car, sprinting from rest to 60 in 3 seconds flat and, flat out, topping 196 mph. Well, the electric Taycan is faster again, but as far as a large luxury saloon/wagon is concerned, the Panamera Turbo S is as quick as you can get. When fitted with optional Pilot Sport Cup 2 tires, it even lapped Nurburgring in 7:29.91, becoming the fastest executive car there.

On the chassis side, there is virtually no mechanical updates, but the experience gained in the development of other Porsche models, especially the Taycan, helps retuning the software of its air suspension, active anti-roll bars and rear-wheel steering. Carbon-ceramic brakes are standard.



Its combination of performance and refinement isclose to perfection...


On the road, the Turbo S is close to perfection. On the one hand, it keeps the rolling refinement high, well worth the luxury car title. On the other hand, performance is peerless. The V8 engine is powerful yet has little hint of turbo lag. Throttle response is great, torque is everywhere, and the PDK twin-clutch gearbox shifts crisply. The only downside is a slightly muted exhaust note, lacking the drama of AMG, BMW or Aston Martin’s V8s.

Likewise, the ride and handling is remarkable for such a large car. The recalibration of various systems results in good control of roll, and the steering, the agility afforded by 4WS and the brakes are all up to very high standards. In the field of F-segment performance limousines, it is in a class of its own – admittedly, the same can be said to the old Turbo. Compared with AMG GT63 S 4-door, E63 S or BMW M5 Competition, the big Panamera Turbo S still matches most of their capabilities, except that its AWD drivetrain lacks a pure rear-drive mode. This makes it less playful on a track, if not a serious concern on a public road. Unlike those rivals, the Panamera Turbo S is a more civilized, more luxurious car. It sounds a bit un-Porsche, but in case you are after maximum driving thrills, you might have already purchased a 911 Turbo S or, if 4 seats are essential, a Taycan Turbo S. The Panamera serves for a different purpose.
Verdict:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
Panamera 4S
2016 (2020)
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1423 mm
2950 mm
V6, 90-degree
2894 cc
DOHC 24 valves, DVVT+VVL
Twin-turbo
DI
440 hp / 5650-6600 rpm
406 lbft / 1750-5500 rpm
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive damping
F: 265/45ZR19 / R: 295/40ZR19
1870 (1915) kg
179 (183) mph (c)
4.1 (4.0) (c) / 3.6*
10.0 (9.9) (c) / 9.3*
Panamera 4S Diesel
2016
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1423 mm
2950 mm
V8, 90-degree, diesel
3956 cc
DOHC 32 valves
Sequential VTG twin-turbo
CDI
422 hp / 3500-5000 rpm
627 lbft / 1000-3250 rpm
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive damping
F: 265/45ZR19 / R: 295/40ZR19
2050 kg
177 mph (c)
4.2 (c) / 4.1**
10.4 (c) / 10.3**
Panamera Turbo
2016
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1427 mm
2950 mm
V8, 90-degree
3996 cc
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
550 hp / 5750-6000 rpm
568 lbft / 1960-4500 rpm
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive air spring + damping
F: 275/40ZR20 / R: 315/35ZR20
1995 kg
190 mph (c)
3.5 (c) / 3.0* / 3.4***
8.1 (c) / 7.5* / 8.3***




Performance tested by: *C&D, **Autocar, ***Evo





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features

Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
Panamera 4 E-Hybrid
2017
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1423 mm
2950 mm
V6, 90-degree + electric motor
2894 cc
DOHC 24 valves, DVVT+VVL
Twin-turbo
DI
330 hp + 136 hp = 462 hp
332 lbft + 295 lbft = 516 lbft
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive damping

F: 265/45ZR19 / R: 295/40ZR19
2170 kg
173 mph (c)
4.4 (c)
10.7 (c)
Panamera Turbo S E-Hybrid
2017
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1427 mm
2950 mm
V8, 90-degree + electric motor
3996 cc
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
550 hp + 136 hp = 680 hp
568 lbft + 295 lbft = 627 lbft
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive air spring + damping, active anti-roll bar
F: 275/35ZR21 / R: 325/30ZR21
2310 kg
193 mph (c)
3.3 (c) / 3.1* / 2.9**
7.6 (c) / 7.4* / 7.1**




























Performance tested by: *Autocar, **C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features

Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
Panamera 4S E-Hybrid
2020
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1423 mm
2950 mm
V6, 90-degree + electric motor
2894 cc
DOHC 24 valves, DVVT+VVL
Twin-turbo
DI
440 hp + 136 hp = 560 hp
406 lbft + 295 lbft = 553 lbft
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive damping

F: 265/45ZR19 / R: 295/40ZR19
2225 kg
185 mph (c)
3.6 (c)
8.6 (c)
Panamera GTS
2020
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5053 / 1937 / 1417 mm
2950 mm
V8, 90-degree
3996 cc
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
480 hp / 6500 rpm
457 lbft / 1800-4000 rpm
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive air spring + damping

F: 275/40ZR20 / R: 315/35ZR20
2020 kg
186 mph (c)
3.8 (c)
9.4 (c)
Panamera Turbo S
2020
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1427 mm
2950 mm
V8, 90-degree
3996 cc
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
630 hp / 6000 rpm
605 lbft / 2300-4500 rpm
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive air spring + damping, active anti-roll bar
F: 275/35ZR21 / R: 325/30ZR21
2080 kg
196 mph (c)
3.0 (c) / 2.6* / 2.7**
7.2 (c) / 6.6* / 7.1**




Performance tested by: *C&D, **MT tested on Sport Turismo





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features

Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
Panamera Turbo S E-Hybrid
2020
Front-engined, 4WD, 4WS
Steel monocoque + aluminum
Aluminum
5049 / 1937 / 1427 mm
2950 mm
V8, 90-degree + electric motor
3996 cc
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
571 hp + 136 hp = 700 hp
568 lbft + 295 lbft = 642 lbft
8-speed twin-clutch
F: double-wishbone
R: multi-link
Adaptive air spring + damping, active anti-roll bar
F: 275/35ZR21 / R: 325/30ZR21
2350 kg
196 mph (c)
3.1 (c)
7.2 (c)




















































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