FAST LUXURY
2017 PORSCHE PANAMERA IS A REAL SPORTS CAR, EVEN IF IT HAS FOUR DOORS.
LAKE T E GE R NSE E , GE R
MANY • When Nature’s beauty is in f ull bloom, just about anything else is shamed by comparison. And the view of Lake Tegernsee in southern Germany is the very definition of bucolic, with the Bavarian Alps in the background and the Austrian border nearby.
With t hi s vista as a backdrop, it’s not the new, second- generation Porsche Panamera that initially takes your breath away. No, it’s not what you would call dropdead gorgeous, still looking like a Stretch Armstrong version of the 911. But focusing from Mother Nature to the 2017 Panamera is certainly easier on the eyes than its predecessor; the awkward jog in the rearward roofline has been smoothed out and it is 20 millimetres lower for a far more streamlined look.
Longer by 34 mm and slightly wider and taller than its predecessor, the new Panamera sees its front wheels shifted farther forward to increase the wheelbase and reduce front overhang. The longer rear overhang also helps alter the car’s visual personality. Together with the redesigned side windows and flared wheel arches, the Porsche projects a stronger appearance. Hood, trunk, roof and fenders are made entirely of aluminum.
Though there are copious other changes to the fullsize four- door, sometimes merely looking sharper is all that matters. And, against the major players occupying the high- buck luxury sedan segment — Mercedes SClass, BMW 6 and 7 Series, Jaguar XJ, Audi A8, Lexus LS and Maserati Quattroporte — t he Panamera proudly upstages its rivals with its curves.
Let’s assume, t hough, that we can look beyond the facade and into the deeper stuff. More than the aforementioned chariots of the rich and powerful, the new Panamera manages to seamlessly blend two oft- disparate elements: serious sporting intent and sumptuous comfort.
The first is easy; the Panamera is a Porsche, which means plenty of efficient power. The two engines initially offered in Canada — a 440- horsepower twin- turbo 2.9- litre V6 for the 4S and a 550- hp twin- turbo 4.0- L V8 for the Turbo — have been completely redesigned. They are more powerful, have better fuel economy and reduced emissions, and both models are equipped with permanent all- wheel drive and Porsche’s new eightspeed dual- clutch transmission (PDK).
Leaving Munich’s airport and heading south on the autobahn in the Panamera Turbo, one thing becomes abundantly clear: this car has ninja moves for a twoplus- ton machine ( sub- foursecond zero- to- 100 km/ h times, says Porsche). But, forget the Sport Chrono Package with launch control and Sport Response button (the mode switch, first introduced in the 918 Spyder, enables direct access to the four driving modes — Normal, Sport, Sport Plus and Individual). Don’t even bother with the paddle shifters; just stick the lever in Drive and let that boosted V8 do the work.
There are 567 pound- feet of torque available from 1,960 to 4,500 rpm. A tickle of the throttle is all it takes to hit highly illegal speeds (except, naturally, on the unrestricted parts of the autobahn). And even at 170 km/h (hey, there was afternoon traffic), the four-door glides along in near silence, the Turbo’s air suspension moving little on the über- smooth German highways and byways.
But why do things easy when you can over-engineer? Thus, the adaptive air suspension (optional on the 4S) can be augmented with such systems as Porsche Active Suspension Management ( PASM) electronic damper control, Porsche Dynamic Chassis Control Sport (PDCC Sport) including Porsche Torque Vectoring Plus ( PTV Plus) and active roll stabilization, as well as a new electromechanical steering system. The integrated 4D Chassis Control system analyzes and synchronizes all the chassis systems in real time and optimizes the car’s road performance. Porsche is also adding optional rear-axle steering — adapted from the 918 Spyder and 911 Turbo — into the mix.
The second day’s drivi ng had us l eaving Lake Tegernsee in a 4S along the curving shoreline before heading through the rolling hills and finally meeting up again with the autobahn. Grip was phenomenal in the numerous S- bends and the steering was more than able to keep up. The thing most readily noticeable, and only because we had driven the Turbo first, is that the 4S didn’t feel as eager, requiring a firmer right foot on the gas pedal to get the same rate of acceleration.
The four- seat Panamera’s new interior layout mirrors the cockpit style of the firstgeneration model, though with touch-sensitive surfaces replacing many of the classic hard keys. Even the central air vent’s louvres are electrically adjusted by touchsensitive sliders. From the low seat position, the driver can easily glance at the two seven-inch high-res displays. Located in the middle of these displays is the traditional analog tachometer. Meanwhile, the shift console between the two front seats is dominated by the 12.3-inch touch screen of the upgraded Porsche Communication Management system. And rear passengers can control air conditioning and infotainment functions using an optional four-zone automatic climate control system.
When one looks at the upper echelon of the luxury car market, it’s apparent that personal choice takes precedent. Panamera’s sedan rivals all have, to varying degrees, power and panache. They all have sumptuous interiors with the softest leather, the shiniest trim bits and polished wood inlays. They have all the modern conveniences one needs: ear- blasting audio systems, the latest in connectivity features, and safety backups and warnings coming out the wazoo.
What the Panamera S and, more to the point, the Turbo offer is Porsche history and Porsche DNA. Above all else, Porsche builds sports cars. And as big and comfortable and weighty as it is, the Panamera is a sports car, albeit with four doors.
The first of the new Panameras will begin arriving in Canada in the first quarter of 2017. Pricing starts at $ 114,300 for the 4S and $167,700 for the Turbo.