THREE CHEERS
We sample a trio of models from the Panamera G2 II range, including seat time in the awe-inspiring 621bhp Turbo S Sport Turismo…
Words Matt Robinson Photography Porsche
Power. It’s the one thing we never felt the second-generation (971) Panamera was short of. We also didn’t think it needed more plug-in hybrid electric vehicle (PHEV) choice, but both are included in the round of updates recently bestowed upon Stuttgart’s luxury sports saloon. Indeed, apart from the entry-level model (still running its 326bhp 2.9-litre biturbo V6 and still the only Panamera which can be specified with rear-wheel-drive), all variants have all undergone changes.
First up is the Panamera 4S E-hybrid. The pertinent thing to note there is the ‘S’ in the nameplate. Whereas the pre-facelift 971 Panamera 4 E-hybrid featured the 326bhp V6 augmented by a 100kw (134bhp) electric motor for peak system outputs of 456bhp and 517lb-ft, the 4S E-hybrid now runs the, er, 4S iteration of the internal combustion engine, which produces a considerably more robust 434bhp.
With the same e-motor lumping in its efforts on top, you’re now looking at 552bhp and 553lb-ft overall. As a gentle reminder, the outgoing Panamera Turbo developed 543bhp and 568lb-ft. It’s quite astonishing how a non-turbo-branded PHEV can theoretically outperform a Turbo, all while returning up to almost 130mpg, emitting just 50g/km of CO2 and being capable of driving nearly thirtyfour miles on electric power alone.
Talking of the Turbo, it too has gained an S in the shift from G2 to G2 II, but whereas the shiny new 4S E-hybrid isn’t considered a direct replacement for the 4 E-hybrid (there’s a lower-powered Panamera G2 II 4 E-hybrid for that), the
Turbo S spells the end of the Turbo. Unlike the current 992 range, where Porsche feels there is enough consumer demand for both 572bhp Turbo (see page 46) and 641bhp Turbo S derivatives to sit alongside each other in dealer showrooms, the Panamera line-up will only feature the Turbo S going forwards.
ALL CARS WEAR THE SPORT DESIGN FRONT END, WITH LARGE COOLING APERTURES AND DISTINCTIVE GRILLE ARRANGEMENTS IN THE LOWER BUMPER
This, however, may not be bad news, because the four-litre twin-turbo V8 has been given a significant shot in the arm, taking the host G2 II up an additional 78bhp and 37lb-ft, resulting in the fresh Panamera Turbo S delivering a thumping great 621bhp and 605lb-ft. That’s perfectly adequate for this model, which weighs in the region of 2.1 tonnes in all
specifications and is able to hit 62mph from rest in a mere 3.1 seconds.
The Panamera GTS — possibly our favourite model of the pre-facelift line-up — has also been given a power hike for its four-litre twin-turbo V8, which is obviously closely related to the motor in the Turbo S. Nevertheless, an additional 19bhp sees peak power output lifted to 473bhp, although torque remains unchanged from its previous maximum of 458lb-ft. Perhaps more thrilling is Porsche’s claim it mapped the GTS’S power delivery to mimic that of a big-hearted, naturally aspirated V8, rather than one loaded with twin turbochargers. The effect is evident in the fact the motor in the GTS delivers full power at slightly higher revs (6,500rpm) than the nuclear bomb installed in the front of the Turbo S (6,000rpm). Aside from these mechanical changes and model introductions, little else has been altered with the arrival of the G2 II range. All cars now wear the Sport Design front end (this was previously an option on Uk-delivered 971s), with large cooling apertures and distinctive grille arrangements in the lower bumper.
All models also carry a single-bar light signature in this area, save for the Turbo S, which includes twin-bar lamps to mark it out as the flagship of the fleet. At the back of the Panamera, the full-width light strip has been subtly re-contoured to make it flow across the boot lid in smoother fashion, while inside, there are extra connectivity features for Porsche Communication Management (PCM), as well as wireless Apple Carplay support and an enhanced suite of advanced driver assist systems. Oh, and as before, there are three body styles to choose from: the regular saloon, the glorious Sport Turismo estate and the specialorder-only long-wheelbase Executive, which increases the space between axles from 2,950mm to 3,100mm.
AS COHESIVE AND THRILLING DRIVING EXPERIENCES GO, THE PANAMERA GTS SPORT TURISMO HAS TO BE UP THERE AS ONE OF THE ALL-TIME GREATS
Porsche provided us with access to Sport Turismo versions of the two V8s and a saloon example of the 4S E-hybrid, which we used on the road before enjoying track time in a Turbo S on the formidable Bilster Berg circuit. Theoretically, we should report in chronological order of the cars we drove on the day, or even in ascending power outputs, but no — we’re going to start with the Panamera 4S E-hybrid.
MIND BLOWN
It is, technically speaking, an astonishing piece of engineering. To pack all of this petrol-electric power into a luxury saloon and to make it all work as terrifically well as it does is nothing short of genius. That said, the 4S E-hybrid might match the old Panamera Turbo for on-paper stats, but the drive is not quite at the same level. Even as a saloon, compared to a Sport Turismo (the wagon normally being 15-55kg heavier than its equivalent four-door variant) the 4S E-hybrid was ninety kilos heavier than the Turbo S and a whopping 185kg portlier than the GTS estate. In truth, it felt like it had even more ballast on board than that.
The power delivery is epic, thanks to the torque in-fill of the electric motor at low revs, and the 4S E-hybrid certainly pulls ridiculously hard when you ask it to, but there’s a slight feeling of inertia with step-off and town-speed roll-on acceleration, while the turn-in of the car and the sensation of balance in the middle of a corner isn’t quite as crisp as it is on the non-hybrid Panameras.
In isolation, the 4S E-hybrid is tremendous and, if your pre-eminent purchase criterion is ‘must drive around with the ultimate levels of refinement’, then this is probably the Panamera G2 II for you — in full EV mode, in terms of cabin noise levels and ride comfort, it is the epitome of discretion.
One benefit of the E-hybrid arrangement is that the electric motor is at the back of the car, meaning the 552bhp PHEV is arguably the most tailhappy of these Panameras if you try to punch it out of tight corners in second with the Porsche Stability Management (PSM) in a more relaxed setting. As cohesive and thrilling driving experiences go, however, the Panamera GTS Sport Turismo has to be up there as one of the all-time greats. With a richly detailed voice coming from its magnificent fourlitre V8, and with the usual steering excellence of Stuttgart in the mix, it feels a truly special car from the moment you roll off in it. True, part of this is because
our test car was optioned-up with the Alcantara-trimmed Sports steering wheel, Carmine Red dials and plenty of carbon-fibre trim, but there’s a tautness, an eager energy suffusing everything the GTS does, which ramps up your anticipation levels as you meander out of slow-paced towns and head onto more challenging roads.
Once you get there and decide to unleash the GTS’S chassis, you won’t be disappointed. How such a big, physically imposing car can handle so deftly remains the hallmark of Porsche’s unerring brilliance. With standard-fit Porsche Active Suspension Management (PASM) and its specific
WHILE THIS SIGHTLY HEAVIER PANAMERA TURBO S ISN’T QUITE AS LITHE AS ITS GTS SIBLING IN CORNERS, IT FEELS A FAR MORE SERIOUS DYNAMIC PROPOSITION
suspension tune with a lower ride height, plus the added sharpeners of optional Porsche Ceramic Composite Brakes (PCCB), Rear-axle Steering (RAS), Porsche Torque Vectoring Plus (PTV
Plus) and Porsche Dynamic Chassis Control Sport (PDCC Sport), this thing is imperious. It can do cosseting luxury and easy-going manoeuvrability one moment, just as well as it can dismantle a challenging, switchback route in a fury of V8 bellowing and exquisite chassis balance the next. You could not possibly want more from an executive, performance estate than this G2 II GTS Sport Turismo, but then you try the Turbo S. Good grief, we might have said up top the Panamera didn’t need any more power, but now it has it, the results are utterly spectacular. The way the Turbo S hauls in 140mph with complete disdain is, simply put, disgraceful. True, we’d say its V8 soundtrack isn’t quite as alluring as that of the Sports-exhaustequipped GTS Sport Turismo, but you
can totally feel the difference between the extremely quick 473bhp Panamera and this bonkers-fast Turbo S. On track, for instance, its power was such that even a hard-driven, fully-lit 992 Turbo S, getting better corner exit speeds thanks to its lighter kerb weight and the superior talent of its driver, was struggling to pull away from the G2 II Turbo S along Bilster Berg’s long, undulating back straight.
And while this slightly heavier Panamera Turbo S isn’t quite as lithe as its GTS sibling in corners, it feels a far more serious dynamic proposition than the Turbo it supersedes. Much of the dynamic equipment that is optional on the GTS, like PDCC Sport, PTV Plus, RAS and PCCB, is standard-fit on the Turbo
S, perhaps mitigating the substantial £28,430 price difference between the pair of V8s. Well, that and the Turbo S’s comprehensively blistering pace, but good luck legally deploying even a fraction of this phenomenal grunt on the public highway.
DECISION TIME
So, which of these G2 II Panameras would we have? That’s a tough question. As much of a marvel as it is, and for all the tax benefits it will bring to the table, the largely excellent 4S E-hybrid feels compromised by its weight. As for the GTS and the Turbo S, the price difference and the sheer ‘oneness’ of the former makes it almost irresistible — the saving of £28k would allow you to fit much of the optional chassis hardware which makes the GTS Sport Turismo such a sublime fast wagon. But then, once you’ve sampled the Turbo S, you are bound to have doubts. Even if a 700bhp-plus Turbo S E-hybrid arrives in the fullness of time, we doubt it will feel any more savage or outrageous than this 621bhp V8 monster. What a car. What a revised line-up. What a demoralising thing it must be to have to try and develop a rival product for any Panamera G2 II, given how thoroughly, extraordinarily brilliant this saloon family is from top to bottom. We love it. Now, if you’ll excuse us, we’re taking the Turbo S back on track!
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