Porsche Panamera 2009 Review - International

Porsche Panamera

Not so much
>> Heavy option loading required to match 'limo' promise
>> Interior detailing can be busy in wrong colours
>> Starts at $270K, but you pay extra for a reversing camera!

About our ratings

But five years ago when the decision was made to launch a fourth car line, neither of these factors were darkening the horizon. Porsche had a runaway success in its Cayenne SUV; its entry level Boxster was selling in good volumes and the 911... Well, the iconic Porsche was delivering what are still to this day considered to be industry topping profit margins per car.

With the global economy in high gear and new markets opening up almost daily for luxury goods, Bentley was cooking, Maserati was about to launch a new sexy four-door, and AMG and BMW's M Division were doing record business with their fast, fettled executive expresses. Can't really blame Porsche for wanting a piece of the action...

It was into this dollar-rich playground that Porsche fired what would be its fourth model. It defined it variously as a car that would "close the gap" between the 911 and Cayenne; a "completely new four-seater sports car that combines the comfort of a luxury sedan", and an "uncompromising sporty grand touring saloon for four adults"... Enter Panamera.

Porsche's first four-door production sedan, the Panamera is a car that the company says doesn't follow its competitors, but rather creates a new segment by combining "supreme sportiness with the grand touring comfort and a generous space of a luxury saloon". It's also been one of the most talked about cars on 2009 -- in part for its controversial styling; in part because Porsche has unashamedly drawn out its reveal and launch over what seems like the full period of the GFC.

Officially unveiled at the Shanghai motor show but shown in photos both leaked and official for the preceding six months at least, the world's press got the chance to drive and be driven in the Panamera last week near Munich in southern Germany. In short, while nothing's changed regarding the controversial styling of the car, we can very definitely report that Porsche has kicked a goal or three with regards how the car drives.

The Panamera may not deliver the comfort or space of the established limos, but in true Porsche tradition it performs in a manner no 7 Series or S-Class (AMG or otherwise) can ever hope to match.

PRICE AND EQUIPMENT
As part of the drawn-out 'here comes Panamera' process, Porsche Australia announced the pricetags of the local Panamera range in February. And, as you'd expect, they are hefty with the three model line-up starting at $270,200 for the rear-wheel drive Panamera S.

The range is topped by the all-wheel drive Panamera Turbo priced from $364,900, while Panamera 4S essentially shares the S specification but adds AWD from $282,400. Later in 2010 a hybrid version will come Down Under and, eventually, a V6 petrol-engined entry level car. At this stage there are no plans to follow the Cayenne lead with an offer of a diesel.

Last week's international drive launch saw Porsche Australia confirm its local specification details. Although there are a substantial number of options and accessory details still to be formalised (closer to the Panamera's Australian launch in October), the main ins and outs have been nailed down.

As reported previously, all three variants feature Porsche's seven-speed Doppelkupplungsgetriebe (PDK) double-clutch transmission as standard. Down Under, the S alone will offer the choice of a six-speed manual gearbox as a no-cost option. PDK cars feature auto stop/start as standard and every Panamera is equipped with Porsche Stability Management (PSM) .

The standard airbag count is eight -- including driver and front passenger knee bags. Along with an active bonnet to address pedestrian safety, these are firsts for Porsche (see SAFETY for more).

The Australian delivery Panamera S and 4S will roll on 8 and 9 x 18-inch alloys, while the Turbo moves up an inch in diameter and width to 9 and 10 x 19. Porsche has co-developed bespoke rubber for the cars. The launch testers all we drove wore Michelin Pilot Sports exclusively.

All three variants get Porsche Active Suspension Management (PASM) three-way adjustable damping, but only the Turbo features the new-for-Panamera adaptive air springing as a standard fitment. This system, which is key to the blend of comfort and sporty dynamics the Panamera offers, will be optional on the otherwise steel-sprung atmo V8s.

The range-topping Turbo alone also gets Porsche Dynamic Chassis Control (PDCC) as standard equipment. This system includes active sway bars and a 'clever' rear differential that 'vectors' drive across the rear axle as required. This again will be an option on the S/4S.

You'll need to pay extra for Posche's Sports Chrono package on all three variants. This system is offered across other Porsche models and in the Panamera 'tunes', and lowers suspension, frees up stability control, tweaks gearshift points and times, boosts engine torque (Turbo only) and adds launch control to the car's armoury. Stopwatch and laptimer functions are added to the onboard electronic suite, but you can most readily pick Sports Chrono equipped cars via the centre dashtop analog time piece.

Multi-function navigation, high-end BOSE six-disc stereo, Bluetooth prep, iPod connectivity, sliding glass sunroof, auto open/close tailgate and park assist (but no rear camera) are all standard across the range, as are bi-xenon adaptive auto-ranging headlamps, LED running lights and a comprehensive interior lighting package. Conventional cruise control is also standard, with radar controlled adaptive cruise optional. Porsche offers no night vision or speed recognition systems, a la BMW or Mercedes.

Dual-zone (driver and front passenger) climate control air is standard but unlike most luxury sedans in this price bracket you'll have to pay extra for a four-zone system. Multi-adjustable heated front power seats are standard on all models but rear seat heating and/or cooling are optional on the atmo Panameras. You'll need to spring to the Turbo's near-$370K pricetag before Porsche includes them.

Indeed, for Porsche's first four-door sedan the level of equipment offered standard to rear seat passengers is, in our opinion, light on. Short of the splitfold functionality (which boosts luggage space from 445 litres on the S/4S to 1263), there's no rear seat adjustability offered on any standard Aussie delivery Panamera -- even the Turbo.

You can option up to more aggressively bolstered non-adjustable rear seats (to match your upgraded front pews) or choose from a range of powered rear seat packages but either course will cost you more money. The exact details of the offering are still be confirmed, however, Porsche's launch imagery shows varied rear layouts including a larger rear centre console plus power comfort and sports seats of varying configurations.

Considering too that any rear DVD/entertainment facility is optional and that there's no provision for any rear control of the standard audio system (even as an option), the "four first-class seats" sentiment espoused at the international launch is just a touch overdone.

Remote operation of the front passenger seat and side and rear privacy blinds are 'add-ons' and you'll even have to pay extra for a hard luggage area cover. A roller blind is standard.

In terms of cabin finishes both the S/4S get "partial leather' seats and detailing. The Turbo ups the ante to full leather including a decadent leather-trimmed dashpad and alcantara headlining. High-gloss black interior finishes are standard on the atmo Panameras with the Turbo, adding Walnut to the standard specification. There will, however, be myriad interior décor combinations offered via Porsche's normal optional and Exclusive colour palette programs.

Speaking at the launch, Porsche's worldwide head of sales and marketing, executive vice president Klaus Berning played down our concerns of a lack of focus on the rear compartment.

"I'm clearly selling a Porsche to somebody who knows [how] and likes to drive, and has the necessity to have the capacity for four people... But I'm sure if you're a guy who uses a driver a lot you will not buy the Panamera," Berning told the Carsales Network.

And if that car guy happened to be an audiophile, Porsche offers an uber-premium sound option. Though Burmester may be a new name to the car world, the upmarket Berlin-based company has a reputation as providers of very high-end home audio systems.

In the Panamera, the Burmester system not only includes multiple amps et al, but features 16 speakers covering (according to Porsche) a "never before"  installed 2400 square centimetres of "acoustically effective surface". Sounds impressive -- and so did 'Dirty Deeds Done Dirt Cheap' at 263km/h on the E95 Autobahn.

MECHANICAL
Our Shanghai reveal coverage delivered an overview of the mechanicals that underpin the Panamera (more here), the international drive launch of the car therefore gave us the opportunity to dig a little deeper into the nuts and bolts of the new four-door.

The structure of the car is complex and uses a range of techniques and metals to achieve an impressive sub-2000kg kerb weight -- even for the Turbo model. Indeed the base model manual rear-wheel drive S weighs in at a claimed 1770kg

More than half of the body-in-white by weight is high and ultra high strength steels and as you venture further away from the core structure of the car, lightweight materials are rolled into the mix. This is not only to control overall mass but to lower the centre of gravity and to help centralise the mass within the wheelbase of the car.

Cast magnesium is used both in chassis and suspension components but also in the upper door frames and in the engine itself. Aluminium features extensively in the suspension and front and rear suspension subframes, and also on the body itself. The front wings, bonnet, door structure, skins and rear deck lid are all aluminium, as are the front chassis rails -- screwed, bonded and welded to the steel monocoque using advanced techniques.

Lightweight composites are used for components such as the underfloor panels, the rear spoiler housing and luggage compartment liner. Porsche rejected such materials for roles like panels, however. Such composites require different painting techniques and don't necessarily have the longevity required from an appearance standpoint, Panamera's structural development boss, Dr Ludwig Hamm told the Carsales Network.

The powertrains are bespoke -- in terms of the engine, gearbox and all-wheel-drive systems.

The seven-speed PDK twin-clutch gearbox draws its basic design from the box Porsche debuted in the latest 911, but is all new, front mounted conventionally and a first in the upper premium class, says the company. The Porsche Traction Management all-wheel-drive system is also new for the car. 'Siamesed' with the new PDK box and featuring a more compact helical gearset PTO (power take-off), the new system is lighter than the all-wheel-drive system used in the Cayenne, and boasts better efficiency and lower frictional losses.

Based on the Cayenne's engine and sharing capacity, bore and stroke dimensions, the Panamera's dry-sumped 4.8-litre direct-injected petrol V8 shares around 60 per cent of its componentry with the SUV. Performance characteristics have been massaged via cam timing changes but most of the mods have been focused on better packaging the engine -- particularly in the case of the twin-turbo and all-wheel drive variants.

The S/4S naturally aspirated V8 is rated at 294kW at 6500rpm with peak torque of 500Nm delivered from 3500-5000rpm. The Turbo boosts that power figure to 368kW at 6000rpm and torque rises to 700Nm from just 2250-4500rpm. When optioned up with the Sport Chrono package in Sport Plus mode an overboost function bangs on another 70Nm!

Top to bottom the V8 is around 100mm lower than the offroader, largely thanks to a new design for the oil tray (no sump -- the engine is dry-sumped). The all-wheel-drive variant has the front differential bolted directly to the right-hand side of the engine block and the driveline runs through the lower third of the powerplant itself. By way of comparison, the Cayenne's all-wheel-drive hardware is under the engine itself.

The Panamera Turbo features shorter, more compact cast exhaust manifolds than the equivalent engine in the Cayenne. This packages the turbos closer to the exhaust ports and tighter to the block itself.

Detailed changes within the engine have reduced the mass of the VarioCam variable cam timing equipment, intake manifold, rocker covers and crank and connection rods. The latter offer performance and efficiency benefits beyond their simple reduced mass -- reduced frictional and rotational losses contribute up to 0.4L/100km of the 3.2L/100km fuel economy advantage Porsche claims the Panamera delivers in comparison to comparable "large luxury four-doors in the 400 and 500hp class".

Another 1.3L/100km is attributed to engine ancillary strategies like on-demand alternator and of course the auto stop start system (0.6L/100km).

The stop/start system is a first for Porsche and the segment, says Zuffenhausen. Though it can be disabled, it requires no actions from the driver to initiate its operation. Once the engine is up to operating temperature, and providing there are not heavy loads on the aircon or charging systems, the engine auto stops when you come to standstill with your foot on the brake and restarts again when you lift it.

Though we can't see fuel economy really affecting buyers decisions in Panamera territory, the new Porsche boasts impressive fuel economy numbers. The S delivers a combined figure of 10.8L/100km with the 4S just 0.3L/100km thirstier. And remember this is for a car that accelerates 0-100km in under 5.0sec (4S with Sports Chrono); gets to 160km/h in 11.5sec and has a top-speed of over 280km/h.

The Turbo's performance potential is stunning. Though its 0-100km/h time of 4.0sec (with Sports Chrono) and 303km/h top speed are impressive, it's the combination of the blown V8's 500Nm-plus of torque from around 1700rpm (and 700 from 2250) and the quick-witted PDK gearbox that truly delivers sledgehammer performance. Its overtaking ability is in a different world from merely fast cars.

And as a Porsche, all of the rest of the systems are up to the task. Big brakes (360mm diameter fronts) are standard on the S/4S and huge (390mm) rotors grace the Turbo; all gripped via a combination of six and four-piston calipers. An upgrade to Porsche's race-spec ceramic composite rotors is optional, but unlike cars like Audi's RS6, probably only a necessity if you're going to visit the Nordschleife regularly in your Panamera.

For the record Porsche insiders say the Panamera Turbo laps the infamous German track in 7:56sec -- 11sec slower than the latest 911 Turbo, but at least 20sec quicker than both the RS6 and M5. The standard Panamera Turbo brakes will stop the four-door from its 303km/h top speed in 7sec, says Panamera program director, Dr Michael Steiner.

PACKAGING
Packaging is the story of the Panamera. Porsche after all claims it is a new type of vehicle -- one that combines the luxury of a premium saloon, the sporting prowess of its own 911 and the flexibility of an estate.

That's the hype. The reality certainly goes some way to meeting the company's objectives, but there are still some question marks. We've written at length about our first experience with the cabin environment of the Panamera -- in particular the back seats (more here). Since then we've been able to sample a Panamera with an adjustable rear seat and can report that the comfort levels are better. If, however, you expect to replicate the pampering provided by the current crop of uber-sedans, you'll be disappointed.

Lower, shorter but wider than the usual suspects (S-Class, 7 Series and Audi A/S8), the Panamera is essentially a giant five-door hatch. We compared its dimensions in our Shanghai coverage, so we won't repeat them here. Better we discuss the practical implications.

Given the car's sporting silhouette there's more than adequate rear headroom largely thanks to a lower than normal H-point. The front section of the cabin offers even better clearance and as the widest part of the car, shoulder and hip room is generous.

The layout of the rear seats dictate that only two can be offered. Essentially the seats are bisected by the transmission tunnel. You sit on a conformal fuel tank that starts under each rear seat, piggybacks the tunnel and forms the front half of the luggage compartment floor.

As the car is waisted in plan view it narrows towards the rear, placing the rear passengers closer to the centerline of the car than those in front. Shoulder space is still good but there's only room for one elbow on the rear armrest.

Legroom is good but by virtue of the layout, the footwells are quite constrained. Unless you're petite of feet, you need to rely on the goodwill of the front seaters to raise their buckets and deliver you the toe space you need. If the front passenger seat is unoccupied, the travel of the seat is such that you can push it way forward to maximise space for the boss in back.

Perhaps more limiting than communal toe space is the real world luggage capacity of the Panamera. Porsche says four suitcase or four golf bags will fit. They will -- as long as they are the same dimensions as the bespoke luggage pieces from Porsche.

We were unable to accommodate a wheeled suit carrier and a standard-sized suitcase in the rear compartment. With some shuffling, the suitcase and two carry-ons bags fitted but that still meant the suit carrier had to be belted into one of the mega-dollar chairs in the back. Had we four people onboard we would have been struggling.

While styling is a completely personal issue, it would be remiss if we didn't comment. It goes without saying the Panamera's external lines have prompted much comment. We'd like to say it completely gels in the metal but that would be fibbing. In the writer's opinion from many angles the car looks simply awkward -- the absolute opposite of how it performs!

Porsche design boss Michael Mauer talks of Porsche's "typical topography" when he describes the Panamera's styling elements. From the front, the U-shaped line described by the hood, the raised front wings and the air intake scoops in place of a conventional grille are all pure Porsche. At the rear there's a 911-inspired muscular shoulder and a trademark tapered rear window graphic -- again, Porsche elements.

Side-on the Panamera is clumsy and again that word, awkward but from front three-quarter the car looks muscular, confident and classy... Same goes for dead-ahead or astern. At the rear the 911-esque tail lights give the car a familiarity that Porsche fans will appreciate. Quad pipes -- as used on the latest generation 911 complete the connection.

Inside the detailing is complex; bordering on fussy -- there are multiple elements to almost every surface. The interior door facings are a case in point on which we've commented. The end result is very dependent on the colours and materials a buyer chooses.

Porsche says it's learned from its experience with Cayenne; the interior of which senior Porsche execs say was "underdone". As we examined a cross-section of the 20 Panameras on hand for the launch, our initial concerns that the interior was too 'busy' were assuaged. Keep the interior hues to a minimum (especially in darker colours) and the effect is cohesive and classy. Just run a mile from the two-tone efforts.

The dash is instantly recognisable as a Porsche... Five, nested round gauges that have become as much of a Porsche trademark as the abovementioned U-shaped bonnet line and front guards. The centre console is more confronting and looks more Peterbuilt than Porsche, but check out a photo of the cabin of the Carrera GT and you'll see it has historical precedent.

Porsche expects to be criticised for the number of buttons on the large sloping console. Though this writer is not a fan of the graphic of the multi-element 'keyboard' (it's like Transformers meets S-Class), in practice the single function buttons are straightforward and quickly become familiar in their feel, location and operation. There's something right about a button doing one thing and one thing alone -- in a digital world, this very analog solution has real appeal.

SAFETY
Porsche champions both the active and passive safety credentials of the Panamera. A complex engineered safety shell sits at the heart of the car's passive suite, plus Porsche firsts such as knee airbags and an active front bonnet are also onboard.

The body structure features a high percentage of boron-alloy steels and longitudinal and cross-car front structures define collision load paths and distribute them through the shell. There is a front bulkhead crossbar to reduce deformation of the footwalls and improve protection around the front occupants' legs. This stainless steel beam is hydroformed -- another first for the brand.

In addition to taking care of its suspension duties, the front axle subframe acts as a secondary load path and provides additional structural support in a crash.

PSM (Porsche Stability Management) is the title Porsche gives collectively to its active driver aids. PSM includes antilock brakes, stability, traction and engine braking control as well as auto brake priming, emergency brake assist and a trailer stabilisation system among others.

In Sports Chrono-equipped cars there's an extra level of latitude added to the stability control system. On all models it can be disabled fully but it will reactivate if any antilock rectification of braking is required.

Start-Off Assistant features on manual gearbox models (S only) while the PDK cars get Halt Management -- a smart hillholder.

Eight airbags are standard including Porsche's first-ever knee bags -- for driver and front passenger. Porsche Side Impact Protection System (POSIP) delivers twin-chamber thorax-hip front side bags and A to C-pillar curtain bags. Rear side airbags are available as an option.

A rear wiper is optional, as is a reversing camera. At this price point both should be standard. And given the relatively poor rear and rear three-quarter sightlines, we'd be reluctant to buy without both.

ISOFIX childseat fixtures are standard and side windows feature a special "hydrophobic" coating to help keep them clear .

Finally, the Panamera comes standard with bi-xenon main headlights featuring automatic dynamic headlight range control as well as an adaptive light function on the Turbo. The latter includes high speed and bad weather headlight modes.

COMPETITORS
"It's what people in that segment want -- finally something exciting... Finally, something different... Because whatever you did after your third 7 Series or S-Class you tend to get a little bored..." These are the sentiments of Porsche's worldwide head of sales and marketing and board member, Klaus Berning, so no prizes for guessing the key targets of the new Porsche gran turismo.

The AMG-fettled E, CL, CLS and S-Class Mercedes are top of the list of Panamera playmates. Program chief Steiner adds M5 to the list but suggests Maserati Quattroporte is hamstrung because of a lack of technical features. Down Under we think it will compete with the Porsche nonetheless.

Perhaps, if successful, the Panamera will prompt BMW to build an M version of its 5 Series GT. The two cars are not that far away in end product accommodation, even if the concepts have merged from different directions.

At the top-end of the market the Turbo might cross over Aston's still to be released Rapide four-seater. Certainly the Porsche looks likely to be able to offer a similar range of bespoke options. The pricing of these, when released, will help clarify how a fully-optioned 'limo-spec' Turbo will compare to the high-spec AMG S-Class, etc.

Berning says the new car will be a conquest car for Porsche. Indeed he hopes it may rival Cayenne in terms of the percentage of new people it brings to Porsche. If its buyers already own a 911 but the Panamera replaces a Benz or BMW at the other side of the garage that's a conquest -- and progress -- he says.

Cannibilisation of Porsche's own models is unlikely to be an issue, he opines. The price difference alone tends to suggest that Cayenne customers will stay put.

ON THE ROAD
First things first... Relax... The Panamera is a real Porsche. And one short sit behind the wheel is enough to convince you of the fact. The driving position is damn near perfect; the instrument's layout, the feel and shape of the steering wheel, the view down the bonnet (if you're tall enough)... And all of this before you turn the key.

Once rolling you're rewarded with hefty but communicative and unerringly accurate steering. It's this steering above all that allows the w-i-d-e Panamera shrink around you and bestow a sense of confidence -- even on narrow roads -- that most full-size four-seaters can't offer.

We drove the base model rear-wheel drive S first -- in streaming wet conditions that tested the traction control and, at times when pushing on, required the stability control to intervene. That happened a little early for my liking. Those who option up to the Sports Chrono Plus package will be able to enjoy the chassis more thanks to a 'freer' calibration of the nannies.

Possessed of a reasonably tight turning circle, good mirrors and an excellent park sensor and optional rear-view camera, the car was easy to wield around the tighter urban streets of Garmisch-Partenkirken. At red lights the auto stop extinguished the throbbing V8 leaving sharply contrasting silence. As your foot moves from the brake to the throttle you're rewarded with a starting blip that would please every rev-head. Though there's not question of any coarseness or lack of decorum, the engine fair bursts into life.

Once we were out of town and on to the Bavarian and Austrian alpine roads, the free revving and vocal naturally-aspirated V8 supplied a better soundtrack than even the mega-Watt multi-function Burmester premium audio system.

The lightest of the Panamera models shows the atmo V8 off to its best. Acceleration is sharp, aided by the quick-witted and almost faultless performance of the PDK gearbox. In Sport mode the gearbox is almost too eager to whip down a gear or two but largely we left it entirely to its own devices. The exception to that rule being the occasional use of the steering wheel spoke sliders to slip down a couple of cogs into tighter corners.

There's a delicious crisp nature to the Panamera S's steering. Belying the car's size, it's easy to place the car just so. It must be said we were never able to take the car to its true limits on the two-way mountain roads, but we pushed hard enough to know that this four-door would show a clean set of heels to all of its mainstream competitors.

Stepping into the 4S there is an ever so slight sense of the extra inertia of the drivetrain and extra 60kg the all-wheel-drive equipped car must carry around. There's also the odd instance of a touch of extra feedback coming through the wheel as the front wheels search for drive out of sharper corners. Offsetting both these sensations is the practical benefit of what seems like almost limitless grip.

In the same sort of streaming wet conditions as we drove S, you could positively mash the throttle on the 4S and the stability control warning light would barely blink. Even rolling through corners on a trailing throttle there's a palpable impression of extra security as the smart all-wheel-drive system lends a helping hand to tame what after all is hefty lump of car.

Both S and 4S were fitted with optional adaptive air suspension. The system is a world first according to Porsche and features variable air volume "on-demand". This means the spring rate can be changed almost instantaneously.

Most air suspension systems change damping only. Being able to change the spring rate (the system reduced the amount of air when it needs to increase the spring rate -- less air is harder to compress for a given suspension movement) in conjunction with tuning the damping rate via Porsche's PASM (Porsche Active Suspension Management) system is key to the Panamera's ability to offer excellent ride and yet still deliver sharp, sports-car-like handling.

And this uncanny blend of ride and handling carries over right through to the Turbo model -- even if it's riding on optional 20-inch wheels and liquorice strap tyres. Granted the test loop roads were smoother than our pock-marked byways, but the manner in which the cars handled what lumpy stuff we could find (and autobahn expansion joints et al) augurs well for local conditions.

The Turbo gathers speed at a rate that can catch you unawares. It accelerates from 100-200km/h in a blink of an eye -- perfect for the unlimited autobahn but heaven help your licence Down Under. Poor weather conditions and traffic meant we were never really able to give the car its head. The S easily topped 260km/h in our charge so we don't doubt Porsche's claims for the range-topper.

It's the Turbo's absolutely elastic midrange that is really its secret weapon, however. Leave the PDK in auto and let the torque do the work and you'll get from A to B at a rate that few pure sportscars (except maybe a 911 Turbo) can match. All the time you're rewarded with fulsome communication through the wheel and the seat of the pants -- something few of the uber-sedans can match.

Frankly we're mighty impressed with the Panamera's dynamics. As we've noted above, in this achievement alone the car is a triumph -- the company has built a true four-door with true Porsche DNA and comfort at a push of a switch.

What remains to be seen, however, is how local buyers accept the car's styling, hefty pricetag and the relative lack of backseat standard equipment. In this respect, Panamera is still a work-in-progress.

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