Our verdict.
The new second-generation Porsche Panamera is an absolute gem of a car. The combination of old-school driving pleasure, state-of-the-art tech, and refined luxury make it a compelling option for anyone looking for a vehicle in this genre.
Even with a new chassis and electronics, the new Panamera is more evolutionary than revolutionary. In keeping with the previous car's exquisite driving dynamics, Porsche was very careful not to throw away the baby with the bathwater when it gave the luxury sedan a much-needed makeover.
But with the makeover, the Panamera now has the matinee-idol looks to go with its world-class ability. And with this, Porsche has created the finest sports sedan in the world. It's certainly not cheap, but boy is it good. If you are one of the blessed few who can afford a new Porsche Panamera, don't think — just do it. Your life will be better for it.
So what's the Panamera like to drive?
Ben Zhang's take
The new Porsche Panamera has a lot to live up to in terms of driving experience. While its predecessor wasn't always the best to look at, it offered up driving excellence every time.
For me, the new Panamera delivers. The brute force of the Turbo's V8 pairs effortlessly with the precision of the PDK gearbox to deliver gobs of power on demand with no turbo lag to speak of. On the highway on-ramp 60 mph happens in a blink, and the speedometer will easily glide its way into the triple figures if you don't pay close attention to your right foot.
The 2.9-liter turbo-six found on the 4S delivers a slightly different experience. While the Turbo overcomes the forces of nature by flexing its V8 muscles, the 4S, while still enormously powerful, takes a more subtle approach. The 440 horsepower is ever present but requires a more thoughtful approach from the driver, whereas the Turbo feels like more of a point-and-shoot affair.
In the corners, the big Porsche sedan feels solid, as if it were hewed from a single block of iron. The chassis feels tight and the car feels composed at all times. Only under extreme acceleration does the rear end feel a bit nervy as it digs for traction. In most daily driving conditions, the Panamera feels like it's riding on rails.
With that said, my colleague Matt DeBord, who liked the Panamera, felt that the Turbo didn't quite drive like the four-door 911 he was expecting. He also felt you couldn't drive the Panamera in the same way that you could drive the brand's iconic sports cars. Although the 4S went a long way in changing that opinion.
Shut the rear hatch and you'll see the Panamera's new rear fascia including its nifty IKEA-esque expandable folding spoiler.
Outback, the Panamera's rear hatch opens to expose 17.6 cubic feet of cargo room. With the rear seat folded down, that number increases to 52.6 cubic feet of capacity.
Speaking of the rear seats, they are remarkably comfortable. Because of the center console, there is only room for two, but those two passengers travel in style and comfort. Incredibly, the raked rear roofline offers sufficient legroom for most people not playing in the NBA.
Another portion of the Porsche Advanced Cockpit is a touch panel center console. In a major departure from the first-gen Panamera's festival of buttons, the second-gen center console is virtually devoid of switchgear. Unlike previous applications of touch panels by other carmakers, Porsche has managed to make this work. The controls are intuitively laid out and precise enough under most driving conditions.
Overall, the Panamera's new infotainment system is a success. It's quick, responsive, and packed with features. But the system is complicated to use. It's an unfortunate byproduct of Porsche trying to deliver so much functionality in such a small amount of real estate.
In fact, PCM is really the nerve center for the entire car with controls for everything from the Panamera's active aerodynamics to its climate control at your fingertips.
The PCM system is a major leap forward for the German sports-car maker. It marks a major improvement in capability and usability over the previous infotainment system.
In addition, the Panamera is loaded with a host of driver's assistance including adaptive cruise control, traction-management systems, adjustable driving modes, active aerodynamics, lane-change assist, and even night vision.
In front of the driver is Porsche's signature center analog tachometer flanked by a pair of seven-inch digital displays.
The Panamera's cabin is roomy, something to be expected of 16-and-a-half-foot-long, 4,400-pound luxury sedan. The interior is covered in fine leather while the metal and carbon accents give a premium luxury feel without compromising a sporting DNA.
Step inside its cabin and be prepared to be wowed. The Panamera marks the debut of the all-new Porsche Advanced Cockpit that replaces traditional buttons and knobs with touchscreen and touch-sensitive surfaces.
The Panamera 4S can 60 in just 4.0 seconds with a top speed of 179 mph. Although we didn't do any metered performance testing, those number sound on point.
According to Porsche, the Panamera Turbo can hit 60 mph in a blistering 3.4 seconds and reach a top speed of 190 mph.
All Panamera's come standard with a new 8-speed twin-clutch PDK transmission, while all but the base Panameras come with all-wheel drive.
The Panamera is also available with a 330-horsepower V6. And there are two performance hybrid powertrains to choose from, one with 462 horsepower and another with 680 ponies.
In the marketplace, the Panamera competes directly with other ultra-premium performance sedans like the Aston Martin Rapide S ...
The 989's DNA is strong.
The car was scheduled to enter production by 1995 but never made it. During the early '90s, Porsche had fallen on hard times and was on the brink financial ruin. As a result, the 989 was axed. Instead, Porsche turned its attention to the Boxster and the 996 — the first water-cooled version of its iconic 911 sports car. Not all was lost. As you can see, a lot of the 989's DNA made it into the 996.
But first some history.
Although the Panamera was the first Porsche sedan to make it into production when it arrived in showrooms for the 2010 model year, the company had actually been mulling over the idea for some time. More than two decades ago, Porsche built the 989 prototype to be a sports car for the whole family. The 989 was powered by a 4.2-liter, 350-horsepower V8 engine, and Porsche claimed it could hit a top speed of 173 mph.
