Up front, occupants are faced with what will quickly become the famous Panamera centre console as it is inspired by the great Carrera GT. High, wide and laden with switchgear, it looks like a runway covered in black squares. Although it all looks daunting at first, the functionality quickly becomes evident as the whole of it is divided into four quadrants surrounding the PDK transmission lever. As far as kit is concerned, the Panamera has got it all and then some; essentially, the only thing you can't get is a kitchen sink... Interesting to note; the driver's driving position is identical to that of a 911, demonstrating first hand Porsche's intentions with this new prestige sedan.
If the whole of the dashboard's presentation is not what we could call elegant, it remains functional, covered in the finest cowhide and stitched together to perfection. Now, whether or not you or anyone likes or dislikes the car's styling or design cues, it really doesn't matter; the car has to be driven to be appreciated, and you will appreciate it.
Turbo or non-turbo?
As of mid-October, when the Panamera hits dealerships, you will have the lofty choice of selecting amongst three different versions, powered by two V8 engines. Up front and at the bottom of the price range is the S followed by the 4S, both powered by a 4.8L that generates 400 hp. At the top of the echelon you will find the Turbo, using two blowers on the same displacement, bumping output to 500 hp. The S is either rear-run or AWD while the Turbo always has all four wheels working for it.
In any case, Porsche's new 7-speed PDK dual-clutch automated manual gearbox is standard. This “first” in the segment is, as far as I'm concerned, the best alternative to any autobox offered by any competitor. Delivered with a minimum of two modes (Normal and Sport), they do transform the car's behaviour. A third option is Sport+ and it enables the Jekyll-to-Hyde. By stiffening the suspension, sharpening the steering, changing the shift patterns, this option (available in conjunction with the Sport Chrono ensemble) literally turns the street car into a track car.
Road America
A fun, fast and sufficiently technical track, Road America is a perfect venue to demonstrate the Panamera's impressive abilities. On the front straight, after climbing the hill, the S will top out (at my hand) at about 122 mph (195 km/h) wherein the Turbo, I stopped looking down at 135 mph (216 km/h). Therein lies the real difference between two cars; the Turbo is stoopid-fast. The S, really damn fast. Otherwise, the poised, light and lithe well-dressed chassis of the Panamera takes all curves and corners in stride. The most obvious difference has to do with the driving wheels; the AWD pulls and tugs whereas the plain S prefers to wag its tail under hard acceleration.
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| The functionality quickly becomes evident as the whole of it is divided into four quadrants surrounding the PDK transmission lever. |
If the whole of the dashboard's presentation is not what we could call elegant, it remains functional, covered in the finest cowhide and stitched together to perfection. Now, whether or not you or anyone likes or dislikes the car's styling or design cues, it really doesn't matter; the car has to be driven to be appreciated, and you will appreciate it.
Turbo or non-turbo?
As of mid-October, when the Panamera hits dealerships, you will have the lofty choice of selecting amongst three different versions, powered by two V8 engines. Up front and at the bottom of the price range is the S followed by the 4S, both powered by a 4.8L that generates 400 hp. At the top of the echelon you will find the Turbo, using two blowers on the same displacement, bumping output to 500 hp. The S is either rear-run or AWD while the Turbo always has all four wheels working for it.
In any case, Porsche's new 7-speed PDK dual-clutch automated manual gearbox is standard. This “first” in the segment is, as far as I'm concerned, the best alternative to any autobox offered by any competitor. Delivered with a minimum of two modes (Normal and Sport), they do transform the car's behaviour. A third option is Sport+ and it enables the Jekyll-to-Hyde. By stiffening the suspension, sharpening the steering, changing the shift patterns, this option (available in conjunction with the Sport Chrono ensemble) literally turns the street car into a track car.
Road America
A fun, fast and sufficiently technical track, Road America is a perfect venue to demonstrate the Panamera's impressive abilities. On the front straight, after climbing the hill, the S will top out (at my hand) at about 122 mph (195 km/h) wherein the Turbo, I stopped looking down at 135 mph (216 km/h). Therein lies the real difference between two cars; the Turbo is stoopid-fast. The S, really damn fast. Otherwise, the poised, light and lithe well-dressed chassis of the Panamera takes all curves and corners in stride. The most obvious difference has to do with the driving wheels; the AWD pulls and tugs whereas the plain S prefers to wag its tail under hard acceleration.
 |
| A fun, fast and sufficiently technical track, Road America is a perfect venue to demonstrate the Panamera's impressive abilities. |