A four-person ride raring to go
I admit, even before thinking about the power at my disposal, I worried how much my week would cost me in gas. After all, I had the keys to a 500-hp, V8 rocket. Despite that, I managed an average of only 8 litres per 100 km on the highway, a trifling matter compared to many of the brand’s other products. Of course, if you like flooring it it’ll cost you more, but you can still manage to be reasonable.
As for the drive itself, it’s hard to find fault with. Naturally, the bulky Panamera has an equally bulky turning radius. But for the rest, the car proves well-balanced despite characteristics that could have turned into dynamic disadvantages.
For instance, the size of the engine itself and its elevated position under the hood could have unbalanced things by raising the centre of gravity. But that’s simply not the case.
No trouble to be had with the steering either, which proves ultra precise and is definitely a notch above the competition, ditto for the transmission. Indeed, the PDK (a sequential autobox) is fantastically quick and the only one offered on the Turbo. An extremely logical choice. Of course, the various modes at the tip of your fingers, ranging from Comfort to Sport Plus, allow you to adapt the car’s behaviour to your driving habits.
And there’s no point in expounding on the powerful, refined engine either, other than to say that it roars its enthusiasm at the slightest provocation.
Conclusion
On the other hand, despite its many advantages, the Panamera is more of a street car than a racing machine. So what?, you’ll say, you weren’t planning on entering any races anyways, and I understand. Still, buyers willing to pay over $175,000 (the price of my tester) do like to spend a Sunday or two at the track. They’ll simply have to opt for their spare 911.
I admit, even before thinking about the power at my disposal, I worried how much my week would cost me in gas. After all, I had the keys to a 500-hp, V8 rocket. Despite that, I managed an average of only 8 litres per 100 km on the highway, a trifling matter compared to many of the brand’s other products. Of course, if you like flooring it it’ll cost you more, but you can still manage to be reasonable.
As for the drive itself, it’s hard to find fault with. Naturally, the bulky Panamera has an equally bulky turning radius. But for the rest, the car proves well-balanced despite characteristics that could have turned into dynamic disadvantages.
For instance, the size of the engine itself and its elevated position under the hood could have unbalanced things by raising the centre of gravity. But that’s simply not the case.
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| I had the keys to a 500-hp, V8 rocket. (Photo: Matthieu Lambert, Philippe Champoux/Auto123.com) |
No trouble to be had with the steering either, which proves ultra precise and is definitely a notch above the competition, ditto for the transmission. Indeed, the PDK (a sequential autobox) is fantastically quick and the only one offered on the Turbo. An extremely logical choice. Of course, the various modes at the tip of your fingers, ranging from Comfort to Sport Plus, allow you to adapt the car’s behaviour to your driving habits.
And there’s no point in expounding on the powerful, refined engine either, other than to say that it roars its enthusiasm at the slightest provocation.
Conclusion
On the other hand, despite its many advantages, the Panamera is more of a street car than a racing machine. So what?, you’ll say, you weren’t planning on entering any races anyways, and I understand. Still, buyers willing to pay over $175,000 (the price of my tester) do like to spend a Sunday or two at the track. They’ll simply have to opt for their spare 911.
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