Porsche Panamera 2021 Review – International

In the flesh it’s almost impossible to tell the new 2021 Porsche Panamera from its predecessor, which is a crying shame considering the amount of work that’s gone into it.

There are plenty of subtle changes, of course, and all models now come with the more aggressive Sport Design front end that adds larger side air intakes and a pair of slim-line LED daytime running strips, while at the rear there’s a single LED light bar that links a pair of redesigned tail-lights.

Opt for the new Turbo S and you get a nose dominated by larger air intakes and two flattened C-shaped LED running lights to further emphasise the fact that you’ve bought the new high-performance flagship of the Panamera range.

Powered by a twin-turbocharged 4.0-litre V8 that generates a mighty 463kW and 820Nm of torque, you might think the fastest 2021 Porsche Panamera Turbo S is little more than a remapped version of the previous Turbo.

It isn’t. According to one powertrain engineer we spoke to, almost “everything that moves” within its casing is new: crankshaft, pistons, rods… they’re all unique to the Turbo S.

With a healthy increase in power (+59kW) and torque (50Nm) over the previous Turbo, Porsche claims the Panamera Turbo S can hit 100km/h from standstill in just 3.1 seconds and top out at 315km/h – 0.5sec quicker and almost 10km/h faster.

The Turbo has now gone from the Panamera range, effectively replaced by the GTS that’s had its power wound up to 353kW – 15kW more than before.

Interestingly, instead of focusing on ultimate performance, engineers have aimed to improve the 4.0-litre twin-turbo V8’s character. Porsche now claims the GTS feels like a classic naturally-aspirated V8, delivering its best higher up in the engine range.

Not that the GTS isn’t still blisteringly quick, with its 3.7sec dash to 100km/h and its 300km/h top whack.

All V8-powered Panameras also now sound better thanks to a breakthrough in acoustic tuning that involved inventing new asymmetric-positioned rear silencers.

A new 4S E-Hybrid has also been introduced with the 2021 Porsche Panamera range to sit between the entry E-Hybrid and the flagship Turbo S E-Hybrid that will return later next year, potentially with even more power and torque than its predecessor’s 500kW/850Nm.

The new plug-in hybrid variant springs from the surprising statistic that hybrids currently account for 60 per cent of all Porsche Panamera sales globally – a far higher percentage than the German car-maker had expected.

Neatly packaging a 100kW electric motor within the eight-speed PDK transmission and combining it with a 324kW 2.9-litre twin-turbo V6, the new 4S E-Hybrid punches out 412kW, matches the GTS to 100km/h and still tops out at 298km/h.

Better still, thanks to a 17.9kWh lithium-ion battery on board, the 4S E-Hybrid enables a WLTP-verified 54km emissions-free driving range and the ability to average (on paper, at least) 2.2L/100km.

The same 2.9-litre twin-turbo V6 continues to serve under the bonnet of the rear-drive Panamera and all-wheel drive Panamera 4, still producing a healthy 243kW and 450Nm but now cleaner thanks to new petrol particulate filters.

Addressing the comfort side of the equation with the 2021 Porsche Panamera, engineers pulled out every trick in the book.

They began by tweaking the Panamera’s three-chamber air suspension, focusing on the adaptive dampers, but ended up changing both the engine mounts and bearings.

They also worked with Porsche’s tyre partners to develop softer-riding tyres, while Panamera’s active roll stabilisation system was reworked to reduce body roll.

Perhaps most noticeable is the steering, with Porsche employing all the know-how learnt while developing the 992-series Porsche 911 coupe.

The overall result, engineers claim, is a Panamera that’s noticeably smoother, quieter and more precise – one that is even faster over a challenging road, and which we put to the test on the hellish Bilster Berg race circuit in northern Germany.

Created to package the very best (or worst, depending on your view) bits of the Nurburgring over a 4km stretch of road, Bilster Berg features huge elevation changes, nasty cambers, and bumps and crests that could even trouble a properly set-up race car.

That means it’s not the natural hunting ground for the Turbo S that, even with its fancy new engine, still tips the scales at a portly 2080kg.

Physics is very much against it but the flagship Panamera feels astonishingly competent, agile and easily exploitable.

Despite its towering torque peak, the all-wheel drive and wide tyres dish up phenomenal traction and resist pushing on in slower turns.

It’s fun, too, and after only a couple of laps you’re left in no doubt about how the Turbo S managed to clocked 7:25.41 around the Nordschliefe recently, running as quick as a 2015 911 GT3.

It’s no wonder Porsche has now developed more aggressive Cup tyres for Panamera-driving track day fans.

Off the track and on challenging country roads, the Panamera Turbo S is no less impressive. Its rear-wheel axle adds extra nimbleness, while the levels of accuracy its steering provides translate into plenty of confidence on narrow roads, even with its generous proportions.

The only frustration is that on these roads you only scratch the surface of what its twin-turbo V8 has to offer.

It’s why the chief engineer of the latest Porsche Panamera drives the GTS version, telling us: “Turbo S is almost too much, the GTS has enough pace and makes a lovely noise too.”

He’s not wrong and it’s still bloody quick, too, but allows the driver to use more of its mid-range punch. On unrestricted roads in Germany, at least.

Even with the new exhaust, the Panamera is still more cultured than raucous to listen to, but far better than the previous model.

In all the Panameras we drove, even at low speed, it’s difficult to fault the eight-speed PDK dual-clutch auto, which doesn’t suffer from any of the low-speed jerkiness early versions did.

Perhaps the most surprising drive was the new electrified 4S E-Hybrid that blends the transition from its electric motor to petrol power in an utterly seamless manner that you rarely notice – all that’s missing is the drama, and character, of the V8.

As part of the revisions, the cabin of the 2021 Porsche Panamera has been updated.

There’s a new multi-function steering wheel, and a new Sports Chrono pack that includes a second clock mounted in the centre of the dash, while all the displays are higher res and feature more powerful processing to allow an enhanced sat-nav and natural voice control, plus useful conveniences like Apple CarPlay.

There’s no Level 3 autonomous cruise control though, not even any plans for it to be introduced in this model. Apparently, China doesn’t want or need it as most Panameras will be chauffeured.

For Australia it’s a good news story as the more powerful, softer-riding Porsche Panamera lands with lower pricing, plus the new option of a long-wheelbase Panamera 4 Executive model.

Standard kit across the range rises with lane keep assist, lane change assist, brighter LED matrix headlamps, park assist, adaptive cruise and a head-up display now all included – no matter which model you choose.

As for pricing, the range kicks off at $199,500 plus on-road costs – $19,100 less than before, while the Panamera GTS weighs in at $309,500, an incredible $57,200 cheaper than the pre-facelift price.

In Sport Turismo wagon guise that means the Panamera GTS wagon remains a sobering $100,000 more expensive than its closest competition, the Audi RS 6 Avant, but back-to-back we wager the big Porsche will be the sweeter of the two to drive.

And then there’s those looks that remain nothing less than exotic.

How much does the 2021 Porsche Panamera GTS Sport Turismo cost?
Price: $316,800 (plus on-road costs)
Available: Fourth quarter 2020
Engine: 4.0-litre twin-turbo V8 petrol
Output: 353kW/620Nm
Transmission: Eight-speed dual-clutch automatic
Fuel: 11.1L/100km (WLTP)
CO2 emissions: 248g/km (NEDC)
Safety rating: Not rated