Porsche Panamera 2024 Review

The third-generation 2024 Porsche Panamera was subject to a pricing increase before it even arrived in showrooms.

Originally slated at $227,000 plus on-road costs in this base Panamera trim, an MY25 pricing update in May increased the vehicle to its current price of $236,900 plus ORCs.

That makes the new Panamera a hefty $30,000 more expensive that its most direct predecessor.

Further up the order, Porsche recently announced pricing for Turbo S E-Hybrid (from $486,100 plus ORCs) and GTS (from $340,600) variants. There’s also a Turbo E-Hybrid priced at $402,300 plus ORCs.

Finding direct opponents for the Porsche isn’t as straightforward as it once was with the recent decline of rivals including the Maserati Quattroporte, but there are still some worthy options at this price point.

Chief among them is the BMW 840i Gran Coupe, priced from $194,000 plus ORCs, or further up the food chain is the stonking Mercedes-AMG GT 63 S E Performance, starting at $405,300 plus ORCs.

There’s also the evergreen Audi A7 Sportback, priced from $148,900, or even the new Lotus Emeya at $189,990 plus ORCs.

In Australia, the entry 2024 Porsche Panamera comes relatively well equipped in standard form.

There’s 19-inch alloy wheels, a panoramic roof, soft-close doors, heated and ventilated front seats, four-zone climate control, keyless entry/start, Bose sound system, 14-way-adjustable Comfort seats (with position memory), HD Matrix LED headlights with daytime running lights, LED tail-lights and a leather interior.

As ever, though, the optional extras catalogue here is festooned in costly goodies, including the front massaging seat function fitted to our test car ($2200), Sport Chrono Package ($3340 – stopwatch and selectable driving modes), sports exhaust ($6470) and a swish optional passenger display screen ($3140).

It means the as-tested price of our Jet Black Metallic example ballons out to $282,800 plus on-road costs.

Porsche’s warranty is down on key rivals, set at three years/unlimited kilometres in Australia. Servicing intervals are set at 12 months or 15,000km, whichever comes first.

According to Australian dealer data, the Panamera will set buyers back about $3090 to service over the first three years/45,000km of ownership: par for the course in this luxury set.

The 2024 Porsche Panamera is equipped with a full suite of airbags and quick-witted safety systems.

Driver assist tech includes autonomous emergency braking (AEB), lane keeping assist, traffic sign recognition, lane change assist and adaptive cruise control with traffic jam assist.

Optional features include night vision assist ($5370) that uses a thermal imaging camera to detect infrared radiation emitted by all living objects, including animals. If detected, the driver is alerted via an icon on the instrument cluster and the vehicle’s brakes are primed.

The Panamera isn’t currently rated by ANCAP.

The 2024 Porsche Panamera’s overhauled cabin adopts a decidedly more digital veneer in third-generation form.

A large 12.3-inch centre touch-screen display controls the infotainment and is flanked by a 12.65-inch curved digital instrument cluster display, plus a bank of haptic buttons located on the lower centre console.

These haptic buttons control basic climate control functions and volume, meaning you’re not relying on the touch-screen for simple commands.

The centre screen incorporates wired or wireless Apple CarPlay and Android Auto plus digital radio. A head-up display is also fitted standard.

There are three 12-volt outlets spread around the cabin, plus four USB-C ports – two in the front row and two in the second row.

There’s also a new optional third screen for the front passenger. It is priced at $3140 and presents much like passenger displays offered in various Ferrari models, though differs with its cool partition tech that prevents other occupants from being able to see the screen by blackening it out.

Elsewhere, Apple CarPlay is now integrated within the MyPorsche App, which means functions like the climate control, seat massage and ambient lighting can all be accessed via the CarPlay home screen and controlled using the Siri voice assistant.

The decision to move the gear shifter from the centre console to the right of the steering wheel on the dash – a la Porsche Taycan – has liberated space for a wireless phone charger.

There is plenty of hype around the updated powertrains for the third-generation 2024 Porsche Panamera. Though to be fair, most of the excitement is being heaped on the faster hybridised flagship models.

In the base Panamera driven here, Porsche has worked its magic to deliver a more powerful version of the twin-turbocharged 2.9-litre V6, producing 260kW (+17kW) and 500Nm (+50Nm).

The extra output sees the sedan slash its 0-100km/h sprint to just 5.1 seconds (0.5sec quicker), while top speed is rated at 272km/h.

The base car sends drive solely to the rear wheels via an eight-speed PDK transmission.

A combined-cycle fuel consumption figure of 9.5L/100km applies to the base 2024 Porsche Panamera.

Impressively, we averaged 10.5L/100km in a mix of conditions over a 400km drive loop. On a dedicated highway run that figure dropped to 8.0L/100km.

With a 90-litre fuel tank on board, it means the Panamera could consistently cover 900km between refills, reinforcing its grand tourer appeal.

A minor and unsurprising caveat is the Panamera requires 98RON premium unleaded fuel.

In a word, the base 2024 Porsche Panamera is pleasant on-road. Naturally, for a Stuttgart native, it gets all the basics right: crisp, evenly-weighted steering, supreme body control and road holding plus excellent levels of feedback.

These traits culminate in a polished and enjoyable driving experience, whether that be commuting, touring or through a set of twisties.

On the comfort scale, the base car is surprisingly polished on country roads, too. Using adaptive air suspension, it irons out small niggles superbly and will resist the temptation to thud or crash over all but the harshest of obstacles.

All the while there’s a great balance at play in terms of feedback: you can feel what’s happening underneath you without any unwanted rawness.

Similarly, the cabin is nicely hushed from road and wind noise outside the vehicle. With its low-slung driving position and stature, the Panamera won’t breeze through drive entrances in the same manner as an SUV, though with 132mm of ground clearance, it won’t leave you grimacing at the thought, either.

The engine offers adequate shove in daily conveyance and works harmoniously with the PDK gearbox to provide seamless and well-timed shifts, decent fuel economy and, when required, effortless cruising acceleration.

But what about headier proceedings? If we’re honest, the base Panamera gets the job done and will never be pushed beyond its comfort zone on public roads (a vigilant yet benign driver assist suite puts paid to that, if anything else).

Yet it never really ignites any real passion from behind the wheel in the way you might imagine.

A big component in the faster Panamera offerings is the chest-thumping (and now hybridised) V8 engine, which brings a true sense of occasion to the cabin, as well as a constant reminder that you’re in something genuinely quick.

By comparison, we’d say the base Panamera is more effective than all-out explosive. Ask more from the 2.9-litre V6 and there is no hesitation, it ably plies power to its rear Continental tyres and offers an inherent rear-drive bias in doing so.

Once again in these settings, the engine and gearbox work well together and offer undeniable pace and grace in different settings.

The optional exhaust system fitted to our test car lends a bit more spice to the driving experience, but even approaching the 6750rpm redline, there’s definitely potential for much more theatre.

Dynamically, the Panamera won’t break a sweat driven hard through country bends. In fact, it revels in the conditions, hunkering down and shifting weight in a linear fashion to its outside wheels and offering excellent control and agility despite its 1.9-tonne heft.

There’s an argument to say this sedan is much more agile than the Cayenne SUV that comfortably outsells it. But in base form, there’s probably not enough bandwidth to warrant the Panamera’s lower ride height and tight cabin (read on), in which case the Cayenne will be a better fit for most.

The 2024 Porsche Panamera feels like a business class airline seat inside, with inherent comfort, decent storage and some glam touches which feel very on-trend.

As for family-friendliness? Let’s just say it’s a vehicle better suited to empty-nesters.

Our particular test car feels lavishly appointed with its myriad screens and haptic buttons up front, features complemented by its optional $7470 black leather interior, and tasteful rose gold highlights dotted throughout.

There’s evolutionary progress everywhere you look, with the third-generation model recalling elements of the original and its successor but moving the needle forward in terms of intuitiveness and presentation.

Space is adequate front and rear, with excellent amenity up front and enough room for adults or little ones in the second row. A narrow rear middle seat and bulky transmission tunnel and centre console ultimately means anyone in this position should only be subjected to shorter journeys.

Measuring in at 5052mm long, 1927mm wide and 1423mm high, the 2024 Panamera is almost identical in size to the previous car. It’s only 3mm longer, 10mm narrower and the same height, and although the wheelbase also remains at 2950mm, Porsche engineers have widened the rear door apertures to improve access.

From the driver’s seat, the Panamera nails the low-set driver positioning and offers easy reach of the key controls. The forward-facing view is well considered, though its raked roofline and profile mean rear vision is somewhat obscured.

Peering into the 494-litre boot (which expands to 1328 litres with the rear seats folded), there’s room for a couple of full-size suitcases or, at a squeeze, the family pram. Again, the raked profile hinders practicality here, especially in the face of the equivalent Cayenne SUV.

If money is no object, then the 2024 Porsche Panamera offers more incentive than ever before in third-generation form. It’s fast, effective and unequivocally polished inside and out.

That said, given the amount you’re ponying up for the base car, and the rivals priced around this mark, this isn’t the Panamera we’d be springing for. Instead, it’d be the V8-powered Panamera GTS (from $340,600 plus ORCs) that arrives later this year.

Despite the big pricing jump, the V8 will undoubtedly bring a greater sense of occasion, more character and more reminders that you’re behind the wheel of something truly special.

And then there’s the Cayenne SUV, which will cover 90 per cent of the Panamera’s performance bandwidth but be much more practical at the same time. And all for much less money.

2024 Porsche Panamera at a glance:
Price: $236,900 (plus on-road costs)
Available: Now
Engine: 2.9-litre V6 twin-turbo petrol
Output: 260kW/500Nm
Transmission: Eight-speed dual-clutch automatic
Fuel: 9.5L/100km (ADR Combined)
CO2: 216g/km (ADR Combined)
Safety rating: Not tested