SEDAN COMBINES POSH RIDE WITH SPORTING PANACHE
Don’t let the size fool you: the Porsche Panamera GTS is a capable athlete
Porsche picked Bahrain and its International Circuit, home of the Bahrain Grand Prix, to launch two hot new Panamera models — the GTS and GTS Sport Turismo. GTS stands for Gran Turismo Sport, paying homage to cars from a bygone era — think 1963 904 Carrera GTS.
The GTS bridges the gap between the S and Turbo models. It has better power than the former, along with many of the sport-oriented fixings found beneath the latter, but at a better price. As with Porsche’s other GTS models, many consider it the sweet spot in the lineup because of its cost/ability ratio.
Aside from the cosmetic changes, it’s what sits beneath that makes the GTS. It starts with the 4.0-litre twin-turbo V-8 that cranks out 453 horsepower and, more importantly, 457 poundfeet of torque at just 1,800 rpm. The inflated numbers — 13 h.p. and 73 lb-ft of torque more than its predecessor — bring a blistering turn of speed. Both the GTS and GTS Sport Turismo run from zero to 100 km/h in 4.1 seconds, which is outstanding. However, more impressive is the 80 to 120 km/h passing move, completed in just 2.9 seconds. You’d better be holding on with both hands before you unleash the fury.
The power reaches the road through an eight-speed dualclutch transmission and all four wheels. The transmission is sorted, with millisecond shifts, while the all-wheel-drive system keeps wheel spin under control.
The AWD system splits the power variably and according to need. It can send all of the power to the rear wheels and as much as 70 per cent to the front wheels. The latter helps tame oversteer by pulling the car back into line. It worked to perfection, sending just enough power rearward to let the tail hang out. On the track, the GTS is sublime.
Both GTS models get Porsche’s three-chamber air suspension with adaptive damping and a 10 millimetre-lower ride height. The lot can be tweaked to suit the tone of the drive through Normal, Sport and Sport Plus modes, each progressively amping up the engine and transmission response, plus suspension firmness.
Buried within the modes is a Launch Control mode and an Individual mode, which allows drivers to pick their preferred settings. Sitting in the middle of the steering wheel-mounted selector ring is the Sport Response button; when pressed, it brings maximum performance for up to 20 seconds.
On the track, it was a case of picking Sport Plus and hanging on for dear life. For such a large car, the GTS galloped like a thoroughbred racehorse down the straight bits, then danced like a prima ballerina through the corners. The speed of the turn-in response was down to two key things. First, it stays flatter than gravy on a plate thanks to the optional 48-volt-based electromechanical active anti-roll bars. Second, it was the action of the torque vectoring and optional rear-wheel steering system, which turns the rear wheels in the same direction as the fronts, making the nose tuck in faster.
To further improve the handling, the GTS Sport Turismo changes the angle of its rear spoiler at 90 km/h when in Sport and Sport Plus modes, adding 50 kilograms of needed downforce. The combination saw what should have been a mildly Titanic-like ride run hard and oh so fast. It’s no 911, but precious few large cars will touch the Panamera GTS on the track.
Along with the fancy suspension come some larger brakes, and on the test cars, the optional carbon-ceramic rotors with sixpiston front calipers. The latter remained fade-free, even after the Panamera GTS Sport Turismo was flexed to the absolute max — hauling 2,225-kilograms of leather-lined luxury down from 210 to 60 km/h for the first hairpin generates enough heat to practically fry an egg instantly.
Inside, the GTS gets great 18-way sport seats that have track-worthy lateral support, a heated and multi-function steering wheel, and leather and Alcantara upholstery, along with the Sport Chrono package as standard fare. It will also be the first Panamera to offer an optional, customizable headup display. The rest of it sees Porsche’s Advanced Cockpit with customizable touch screens: Two seven-inch screens form the instrumentation, with a 12.3inch screen anchoring the infotainment system and navigation. The built-in SIM cardholder allows the user to go online to check emails and get real-time mapping with the latest traffic information. This is available in Canada, although the cost of data will likely be an issue.
Move rearward and Porsche optimistically calls the Sport Turismo’s back seat a two-plusone — the one being the middle spot. Given the back end of the centre console eliminates all middle-seat legroom, it really is only there for show. The Sport Turismo ( just don’t say wagon in front of anyone from Porsche) has 520 L of cargo space with the seats upright, outdoing the sedan by 20 L. Folding down the 40/20/40-split rear seats opens up 1,390 L.
What’s not to love about a fullsized ride that’s both lavish and luxurious? Models will arrive in Canada in mid-2019, with the GTS starting at $146,200, and the GTS Sport Turismo at $153,300. Both are available for pre-order.