Porsche Panamera GTS 2012 Review - International

Porsche Panamera GTS

What we liked
>> Potent, sonorous, free-revving V8
>> Quick-shifting PDK transmission
>> Agility for its size and weight

Not so much
>> Still not the most elegant sedan
>> Push-button shifters wrong way around

GTS. Surprising how evocative these three letters can be – at least when viewed in an automotive context. In the case of Porsche, this trio of consonants has justifiable gravitas, as they’ve thus far only appeared on harder, faster variants of its 911 and Cayenne line-ups.

Porschephiles will no doubt be aware the GTS suffix equates to ‘atmo’ (i.e. non-turbo) engines and beefed-up brakes and suspension delivering grip and handling levels to match any model in their respective range, even if lacking the outright grunt of the force-fed flagships.

Witness the latest addition to the catalogue – the Panamera GTS, a tweaked version of the ungainly looking sedan (although I must confess its shape is gradually growing on me) that may well be the pick of the litter in terms of all-round appeal. It goes on sale here in late April, priced from $315,300.

Here are the key stats: the 4.8-litre V8 has been uprated to crank out 316kW (an increase of 22kW over the Panamera S) and 520Nm (a 20Nm hike over the S), while the tauter air suspension drops ride height by 10mm. Other key stats: a 0-100km/h split of 4.5sec and top whack of 288km/h. So you can see it doesn’t give away too much even when lined up against the significantly more powerful twin-turbo V8 BMW M5.

A key claim that Porsche makes is that the Panamera GTS is comfortable and refined, yet capable of cutting it on a racetrack…. and after punting it around the technically challenging Ascari Race Resort in southern Spain, it’s hard to argue (see video below).

But what the acceleration figures or Nurburgring lap time (four seconds quicker than the Panamera S) won’t tell you is how fruity the GTS sounds. You see, pushing the Sport button enables you and your passengers to hear the V8 ‘breathing’ even more than usual as a ‘Sound Symposer’ directs the intake sounds into the interior. This isn’t digitally synthesised sound (as is the case with the new M5), as an acoustic channel picks up the intake vibrations between the throttle valve and air filter, and a membrane within the channel then transmits the vibrations as an engine sound into the A-pillar. Should you then wish to revert to refined mode, you simply disengage the Sport button and a controllable valve deactivates the Sound Symposer.

The exhaust system also plays its part as far as listening pleasure is concerned, as its larger diameter pipes house a pair of tuning flaps that expose additional exhaust openings to emit an even gruntier note in Sport Plus mode (or when a button with an exhaust logo on the centre console is pressed).

The V8 doesn’t just sound more urgent, it actually is, thanks to a high-flow air intake system, more aggressive camshafts, modified valve springs and a revised ECU that boosts response and briefly deactivates individual cylinders during gearchanges, making for faster shifts and an entertaining report from the exhaust, especially when you downshift in Sport mode.

Power is relayed to all four wheels (Porsche boffins say AWD makes for the best all-round dynamic capabilities, with the weight penalty of the system amounting to only 30kg) via the excellent PDK seven-speed dual-clutch sequential transmission, operable manually via steering wheel-mounted buttons or optional paddle shifters. If you’re a remotely sporting driver, go for the latter. It’s a no-brainer. The steering itself is also well weighted and offers ample feedback.

On the road – and on the track – the Panamera GTS feels surprisingly rapid and lithe for a non-turbo 1920kg heavyweight. In fact, one needs to question whether the Turbo is worth the $64k premium it commands over the GTS. Yes, the blown version offers more mid-range oomph, but it lacks the fine balance, linear power delivery and aural charms of its newly arrived sibling.

I’ve banged on about the drivetrain, but the adaptive air suspension and Porsche Active Suspension Management (PASM) are able allies, seamlessly regulating levelling settings, adjusting height, modifying the spring rate and electrically modulating the damping system to keep the car poised. The GTS also has a wider track than the S/4S, as 5mm wheel spacers have been inserted between the wheel and wheels hubs for added stability.

The test cars we drove in Spain were equipped with standard 19-inch wheels, and our feeling is that these provide a good ride/handling trade-off, but you can tick the box for optional 20-inchers if you really need the extra street cred that nowadays comes by stuffing in the biggest possible wheel/tyre combo the guards can accommodate.

Housed within the rims is the same braking system you’d find in the Panamera Turbo, which means larger diameter front brake rotors than those in the S/4S. If regular track work is on the menu, you can plump for the optional Porsche Ceramic Composite Brakes (PCCB), distinguishable by yellow calipers (as opposed to the red calipers on the standard stoppers).

The GTS’s standard kit list includes the Sport Chrono package, which in addition to Normal and Sport modes offers a Sport Plus program. Activating Sport Plus enhances gearshift urgency and throttle response and includes Launch Control for faster off-the-line sprints. Moreover, in Sport Plus mode the Porsche Stability Management (PSM) intervenes later, allowing you at least some degree of tail-out fun. In addition, the adaptive air suspension drops the vehicle to the low setting and switches to a harder spring rate. The rear spoiler angle of attack also changes to the performance-oriented setting.

Of course, there are more acronyms, and these include Porsche Dynamic Chassis Control (PDCC) and Porsche Torque Vectoring Plus (PTV Plus). The latter system varies the torque split between the rear wheels via an electronically regulated rear differential lock, and braking is applied to the inside rear wheel to help the car turn in to corners.

Suffice to say it all works without spoiling the fun, and the Panamera feels almost as quick around Ascari as the new BMW M5 – despite giving away 96kW and 160Nm, while weighing just 25kg less. The GTS definitely has more tactile steering than the Beemer, but the latter counters with its mountain of low- and mid-range torque, which seems adequate to tow a small house.

The Panamera’s innards are also suitably racy, with 18-way adjustable adaptive sports seats, a SportDesign steering wheel with shift paddles and exclusive GTS leather interior with Alcantara surfaces (in a choice of five colours). The steering wheel has a rally-style 12 o’clock marking at the top, and can be clad with black Alcantara for an even racier look. The car’s identity is also spelt out by aluminium doorsills emblazoned with “Panamera GTS”, and “GTS” lettering is repeated on the instrument cluster and on the embroidered headrests.

External clues to the GTS’s identity (apart from the obvious badging) come via the large air intake openings in the front fascia from the Panamera’s SportDesign package, while the derriere scores the adaptively deploying four-way rear spoiler from the Panamera Turbo. At speeds of 200km/h and above, it positions itself to generate maximum downforce on the rear axle to boost high-speed stability.

Other GTS identifiers include high-gloss black finish on the window trim, decorative trim on the rear lid, the headlight washer unit cover, the rear diffuser and the side air outlet panels. When complemented by the black front fascia grills, black side skirts, black lower rear fascia, black inner headlight bezels and the sport exhaust system’s matte black tailpipes, the GTS has a purposeful look about it.

For the international media launch, Porsche rolled out several cars in optional Carmine Red paintwork, which is available only on the GTS. Our advice? Don’t even think twice, just go for it. The red hue provides an ideal contrast with the black exterior trim and really makes the GTS stand apart from the ever-increasing horde of Panameras out there.

All in all, the GTS is a cracking good car. In our opinion it’s the most desirable model in the Panamera line-up, and it warrants a head-to-head test with the M5 and Mercedes CLS63 AMG, currently the two best high-performance luxury sedans on the market.

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