Panamera Porsche Panamera GTS First Drives (Autocar... etc)

What is it?

With all of the new model activity going on at Porsche these days it would be easy to look upon the new Porsche Panamera GTS as just another version of its big luxury liftback conceived to pad out its ever growing range in the search of greater profits prior to the arrival of a facelifted model later this year.

But to do so would be to ignore one thing: the Panamera GTS is, whisper it, quite special – by far the most engaging in what is now a significant seven strong line-up of Panamera models offered here in the UK.

What’s it like?

At the heart of the Panamera GTS is a powered up version of the naturally aspirated 4.8-litre V8 direct injection petrol engine found in the Panamera S. Through the adoption of an altered inlet manifold and other detailed internal modifications, the four-valve-per-cylinder unit gains 30bhp, taking power up to 424bhp. At the same time, torque climbs by 14lb ft to 383lb ft. The same engine is earmarked for the upcoming second generation Cayenne GTS due in the UK in September.

As with its lesser siblings, the Panamera GTS offers the choice between three different driving modes: standard, sport and sport plus. Each mode brings its own specific throttle and steering mapping as well as suspension and driver assistance function settings. The difference is that the this latest version of the range topping Porsche offers a greater spread of abilities– standard mode continues to offer up cosseting refinement but Sport Plus is more sporting than other Panamera models, giving it a more focused character.

The seven speed PDK gearbox, which comes as standard, is brilliantly effective, capable of firing off up shifts under full load with the sort of decisiveness and speed you’re unlikely to ever achieve with a traditional manual gearbox out on the open road while providing imbibing smoothness and efficiency when asked to perform as an automatic on part throttle openings around town. On top of this are its fuel saving features: stop/start, brake energy recuperation included.

Together, the engine and gearbox combine to provide the Panamara GTS with explosive off the line and in-gear acceleration. Despite giving away 148bhp and 119lb ft to the recently launched sixth generaton M5, the new Porsche is just 0.2sec slower to 62mph than the new BMW at a claimed 4.5sec. Porsche also says it’ll hit 100mph in 10.9sec on the way to a top speed of 179mph. Not exactly slow, then. Drive it more sparingly, and you also get close to matching Porsche’s claimed 26.4mpg.

Up until now we’ve been impressed if not exactly blown away by the Panamera’s dynamic ability. It’s more engaging than the Audi A8, BMW 7-series, Jaguar XJ and Mercedes-Benz S-class on the right road in each of its different guises.

Among the highlights is the lightly altered variable ratio steering, which while continuing to lack for ultimate precision on dead centre improves greatly as lock is applied and is tremendously well weighted – not too light that interaction between driver and car is lost and not too heavy to make it a chore on more challenging back roads.

But it is the changes Porsche’s engineers have made to the suspension which are most telling. Unique elasto-kinematic properties combine with a general 10mm reduction in ride height to provide the GTS with excellent turn in traits, truly impressive body control and the sort of back road agility to shame just about every up-market rival.

Should I buy one?

Make no mistake, this is a large and heavy car, almost five metres in length and close to two tones at the kerb, no less. But it feels much smaller and lighter from the low seat driver’s seat owing to its inherent agility and, thanks to the actions of its sophisticated four wheel drive system with its electronically controlled locking rear differential and integrated torque vectoring feature that juggles the amount of power going to each of the rear wheels, extraordinary grip. Even on winter tyres, as fitted to our test car, its inherent balance provides the driver with great confidence.
Greg Kable

Porsche Panamera GTS PDK
Price: TBA; Top speed: 179mph; 0-62mph: 4.5sec; Economy: 26.4mpg; Co2: 251g/km; Kerb weight: 1920kg; Engine type, cc: V8, 4806cc; Installation: front, longitudinal; Power: 424bhp at 6700rpm; Torque: 383lb ft at 3500rpm; Gearbox: 7-speed double clutch

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Deckhook said:

Panny GTS, what's the point of this car?

It's too big and heavy to be a sportscar and in their attempt to make it one which they failed they have destroy its ability it be properly luxurious. Maybe if I drive it my opinion will change but at the moment that's how I feel.

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Deckhook said:

Panny GTS, what's the point of this car?

It's too big and heavy to be a sportscar and in their attempt to make it one which they failed they have destroy its ability it be properly luxurious. Maybe if I drive it my opinion will change but at the moment that's how I feel.

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Centurion said:

The car is actually everything you are saying it isn't. It's an admirable compromise between a large luxury car and a sportscar.

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umwolverine said:

I've struggled quite a bit with trying to find the best combination of luxury and handling in a 4-door car. I think this is it. Why do you think they destroyed it's ability to be 'properly luxurious'? If the ride in comfort mode is significantly deteriorated, I would agree - but that's not what the review says.

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Autocar said:

The difference is that this latest version of the range topping Porsche offers a greater spread of abilities– standard mode continues to offer up cosseting refinement but Sport Plus is more sporting than other Panamera models, giving it a more focused character.

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Riggers said:

Porker by name...
Out on the track all this translates to a pretty convincing package, especially for a car lugging around 1,920kg. The snowstorm of Porsche acronyms (PTM, PASM, PDCC, PTV-plus, even PDK) all contrive to enhance rather than detract from your experience, coming together with an inherently well-balanced chassis to get the big Porsche around the challenging Ascari track with more verve than a car this big has any right to.

Sure, you'll kill the brakes (even the ceramic ones) pretty quickly with sustained lapping, but you'll have plenty of fun until then. You'll also be accompanied by a lovely growling, gargling soundtrack, which is augmented on the GTS by a 'sound symposer' that channels extra intake noise into the engine via, of all things, the A-pillar. Yes, it is an artificial augmentation, but it doesn't sound like it - it sounds good.

Panamera GT3 it isn't but it's not out of sorts
But no matter what Porsche says, we're pretty convinced that even this most hardcore of Panameras is not going to venture on to many circuits in the hands of the vast majority of its owners. It is fortunate for Porsche, then, that the Panamera GTS is also a pretty epic proposition out on the road.

The extra 30hp and 16lb ft give it just enough shove for it to never feel lacking in sufficient straight-line pace, while on-road driving reveals a delicious pop and crackle on the over-run in sport-plus mode that, although evidently artificially engineered, does sound deliciously naughty.

Best of the bunch?
That 10mm increase in rear track width, meanwhile, gives just a sniff more stability, an ounce or two more eagerness on turn-in. It's enough to be noticeable even without back-to back comparison with a 4S, and also to counter the helm-dulling weight of the front half of the four-wheel drivetrain. It is, in short, a hoot on the road for something so large. Heck, put it in a soft suspension setting and it even rides pretty well (weight and a long wheelbase no doubt playing its part there).

Possibly the best Panamera? Er, possibly
In fact we would go so far as to say that it is the best Porsche Panamera - the one that strikes the best balance between pace, practicality and handling. And if you consider that the £7K leap you need to make to get from a 4S to a GTS is more than made up for by extra kit, some of which (that extra power, for example) you can't spec a 4S up with anyway, that £90K price tag doesn't seem so laughable.

Being the best Panamera doesn't mean being the best super-luxury saloon-type thing: when there are cars like the new BMW M5 around, with 560hp available for £73K, the Porsche suddenly looks a little less tempting. Or what about the new Mercedes CLS63 AMG? That's 525hp for £83K. Both of these are deeply talented - and seriously rapid - cars. If that Porsche badge is not a must on your fast saloon, you'd have to say there are better places to take your money.

Epilogue
Porsche very kindly laid on some clever in-car video footage for our time on the track. They also laid on a 'here's one we prepared earlier' video - with one Walter Rhorl doing the same thing. So for your amusement we've decided to show you the two laps side by side. Rhorl versus Riggers. Clash of the titans this was not...

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Driven: Porsche Panamera GTS

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Richard Meaden said:

What’s it like to drive?
At 1920kg and covering at least a hectare of tarmac the Panamera is a formidable car in every respect. The GTS interior trim, complete with adaptive sports seats, leather and Alcantara upholstery, contrast stitching and embroidered GTS detailing makes for an attractive and extremely comfortable driving environment.

The standard PDK ‘box makes for effortless progress and the breathed-on 4.8-litre V8 certainly sounds the part. It doesn’t have the abundance of torque delivered by the Turbo (nor for that matter potential rivals from BMW or Mercedes), but still there’s a pleasing sense of muscle when you squeeze the throttle. It’ll hit 62mph in 4.5sec and do 180mph all-out, which is pretty rapid. Unfortunately the steering remains a bit aloof, but given the Panamera’s mile-eating brief it doesn’t detract too much from the overall driving experience.

Despite the more sporting bias of the GTS it rides well, at least in the softest PASM mode. This feels a bit floaty once you find a quicker road, but you soon learn to toggle between the three chassis modes. The middle mode strikes the most pleasing balance of comfort and body control, while the firmest setting is reserved for those times when you have the opportunity to go for it. We also drove the GTS on track. Though largely irrelevant to 99 per cent of Panamera customers, it performed amazingly well for such a big car and was actually fun to hustle around the Ascari Race Resort’s fast and challenging track.

How does it compare?
Panameras are very hard cars to pigeonhole, and the GTS is no exception. If you see it as a supersaloon then the M5, E63 (or CLS 63) and XFR are all rivals, yet because it is four-wheel drive you could also throw an Audi S8 or Range Rover Supercharged into the mix. In pure performance terms it’s not as impressive as the M5, or as engaging as the Benz, but it’s still very impressive. Priced at £90,409 it’s roughly £6000 more than the 4S, which seems like excellent value given the comprehensive GTS upgrade package.

Anything else I need to know?
According to a spokesperson there’s no technical reason why Porsche couldn’t build a GTS version of the rear-wheel drive V8 Panamera. That sounds like a cracking car to us (so long as it used the PDK and not the rather clunky manual), but unfortunately sales predictions and customer feedback suggest the market for such a car is minimal. Shame.

Rating:

Sharper chassis, more urgent and vocal V8. GTS package is good value

Still lacks involvement, looks remain an acquired taste

Driven: Porsche Panamera GTS review and pictures | evo

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Kyle Fortune said:

In the Metal: 4/5 stars
Nineteen-inch wheels and a 10mm drop do wonders for the Panamera's stance, though the unconventionally styled 'saloon' remains divisive in its style. It is improved in GTS guise with the Turbo's Sport Design Pack nose with larger air intakes up front, while the Turbo's bigger pop-out spoiler at the back has also been added. Other subtle visual changes include black detailing around the windows, headlamps, side skirts, lower front and rear bumpers and exhaust. Like all Panameras it's colour sensitive, but in darker metallic hues it's not without appeal.

The GTS revisions inside follow the relatively subtle theme of the exterior. There's GTS badging on the sill finishers and GTS embroidered on the headrests of the leather and Alcantara covered seats. An Alcantara head-liner and standard sports wheel with paddle shifters feature too, while a G-force meter can now be found among the trip computer information.

Driving it: 4/5 stars
Developments to the intake system and the addition of a unique camshaft have altered the character and output of the Panamera's naturally aspirated 4.8-litre V8 engine. It revs higher, the red line increasing by 400- to 7,100rpm, and peak power of 430hp (up 30hp over the V8 S) is delivered at 6,700rpm. It's a far more vocal Panamera too, thanks to both a sound 'symposer' and a freer-flowing exhaust. It rumbles and shrieks gaining engine speed, crackling and popping on the over-run. Leave the sports exhaust option on when you switch the engine off and unlike any other Porsche it remains on when you start it up again.

The engine's delivery is incredibly linear, its speed gain lacking the drama of some of its rivals as a result. It's never slow though, the V8's enthusiasm for revs and responsiveness resulting in a 0-62mph time of just 4.5 seconds. However, the sometimes tardy response of the standard automatic transmission does mar the experience at times. That's even more obvious when shifting via the paddles, when the automatic can be reluctant to down-shift on command, resulting in frustrating double pulls for engine braking.

What the GTS does build on is the Panamera's incredible agility. The steering's weighting, speed and accuracy are all impressive, even if the finer details are a touch muted. The suspension (PASM is standard and the car sits 10mm lower in Comfort mode) manages to combine fine control with decent comfort and it's remarkably supple and forgiving. The Sport setting reduces body movements further, while Sport+ brings compromises in ride comfort on all but the smoothest tarmac. Standard Turbo brakes should mean fine stopping performance on the road, but even the optional PCCB brakes were a bit long on the pedal after track use - this is a two-tonne car after all.

What you get for your Money: 3/5 stars
You could write the GTS off as an Excel spreadsheet marketing manager's special, Porsche gathering together some choice options and creating a supposedly standalone model. You could, but that would do it a bit of an injustice. Collectively it makes sense, as the cost of the options on a standard Panamera 4S would boost it above GTS money. There's some badge kudos too, even if the GTS is out-gunned by rival super saloons from BMW and AMG.

Worth Noting
We cannot write a test on the GTS without mentioning the M5 and CLS/E 63 AMG models. Each of those cars is faster, more economical and available for at least £10,000 less than the GTS.

Summary
We're pleased to see that Porsche has dropped the 'purist' tag it launched the GTS with at the LA Auto Show late last year. It's not a purist Porsche; instead it's an enjoyable Panamera derivative that doesn't need to resort to forced induction for greater pace. It sounds right, looks great and certainly isn't slow, but it's a Panamera we admire rather than truly covet - that honour remains for the rear-wheel drive Panamera S with the six-speed manual gearbox - or, whisper it, the diesel.

Overall Rating: 4/5 stars

Car reviews | Porsche Panamera GTS | First drive: Porsche Panamera GTS | by Car Enthusiast

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Centurion said:

The car is actually everything you are saying it isn't. It's an admirable compromise between a large luxury car and a sportscar.

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