With a torquey turbo V8, Panamera GTS balances comfort and performance AT A GLANCE
When a Porsche comes from the factory with a GT badge, it’s usually a no-compromise, allout track day weapon. With the 2019 Panamera GTS, the badge signifies a balance between performance and comfort rather than outright aggression.
In both body styles, conventional sedan and Sport Turismo wagon, the Panamera GTS slots between the executive express 4S V6 and the monstrously quick Panamera Turbo V8.
There may be a pair of twin scroll turbochargers to feed its 4.0-litre V8 but the GTS gives away 66kW to the Turbo. Still, with 338kW on tap, there’s nothing demure about it.
That’s obvious from its looks. It gives all the right signals by riding on 20-inch alloy wheels, air suspension lowering its stance by 10mm.
Its tuned exhaust emits gives a deepthroated burble at idle before morphing into a menacing growl at speed (which you can cancel at the touch of a button if the neighbours complain).
Subtly smoked lenses on the headlamps and tail-lights cap off the kit — the GTS can only be a sporting member of the family.
On paper, the GTS engine looks similar to the VW/Audi 4.0-litre, twin-turbo V8 that powers various Bentleys and the Lamborghini
PORSCHE PANAMERA GTS PRICE
THIRST 0-100KM/H TOP SPEED Urus. Porsche, however, maintains it’s an inhouse engine developed for the Panamera, delivering peak power at 6000rpm and with 620Nm of torque coming on like a train from just 1800rpm.
In a day’s drive on roads through the hot, humid deserts around Bahrain, its very usable torque was the most obvious trait, as the transmssion shifts early through its eight gears.
This was further emphasised later in the evening as we ran hot laps on the kingdom’s F1 circuit. The V8’s power delivery was swift, easily spinning into its 6000rpm redline, but such was its flexibility that we could have matched the speeds by shifting early and riding the torque wave as its turbos spooled up.
Once the ugly duckling of the Porsche family, the big Panamera continues its evolution into a more appealing shape thanks to the advent of the Sport Turismo.
The wagon-like rear styling almost creates an optical illusion, tricking the eye into regarding it as a bigger car — and it is arguably better looking. The subtle cosmetic tweaks made to the GTS, mixed with some vibrant new colours, continue the welcome transformation.
Despite appearances, both body styles carry the same 2950mm wheelbase and measure 5053mm nose to tail.
Each seats four but the Sport Turismo’s larger tailgate makes loading easier.
Tipping the scales at 2585kg, the Panamera GTS is no lightweight but that didn’t hinder its progress on track.
It accelerated from rest to 100km/h in
4.1 seconds and on to 200km/h in 15.4 seconds before touching 292km/h flat out.
The 2700kg Sport Turismo was two-tenths slower to 200km/h and ran out of breath 3km/h shy of the sedan’s top speed. Claimed fuel figures show the Sport Turismo to be slightly thirstier at 10.6L/100km combined as opposed to 10.3L for the sedan.
The adaptive air suspension uses threechamber air springs to keep that large frame from pitching and yawing through tight corners. Its brakes — 390mm front discs and 360mm rear — took some punishment on track but were easily up to the task.
Power is sent to Porsche’s active all-wheel drive set-up via the eight-speed dual-clutch automatic.
Slightly more modest than the exterior, the GTS cabin has only a few tell-tale pointers to highlight its sports credentials such as Alcantara leather for the 18-way adjustable sports seats and steering wheel.
The best news inside is the adoption of a head-up display, a little late in the game but with the advantage of being fully customisable via the 12.3-inch centre console touchscreen. The driver can select as little or as much information as desired on speed, navigation, assistance data and warnings.
Order books are open for delivery early next year. Prices are from $364,100 for the GTS and $371,400 for the Sport Turismo.