PAN-EUROPEAN (some text hidden) --NONE--

By Jonathan Crouch

The third generation version of Porsche's Panamera luxury five-door Gran Turismo model has been usefully evolved. Jonathan Crouch takes a look.

Ten Second Reviewword count: 124

Named after the Carrera Panamerican road race, Porsche's Panamera is the brand's offering to Luxury segment buyers wanting spacious rear seat accommodation and a properly sporting Gran Turismo driving experience. This model could have ended up being a four-door version of the company's 911 coupe or a low-slung interpretation of the marque's Cayenne luxury SUV. In the event, it's very much its own car, a long, low five-door hatch that still offers something very different in its sector. This revitalised MK3 model not only looks a little smarter but also offers an improved V8 PHEV option - and an extremely clever 'Active Ride' suspension option. Whatever your preference, for boardroom buyers who yearn for Brands Hatch, this car promises to be a tempting proposition.

Backgroundword count: 251

So there is still to be a place in Porsche's model line for this car, the Panamera. When the similarly sized and shaped all-electric Taycan was launched by the brand in 2020, it did seem as if the Panamera's days might be numbered. Instead, Porsche has produced this third generation model, a subtly evolved version of the second generation design that was first launched in 2017, then updated three years later. Like all Panameras made to date, starting with the MK1 incarnation back in 2009, Porsche sees this as a 'Gran Turismo', the kind of car that allows two rear seat passengers to recline in comfort while the driver enjoys himself. Forget Audi A8s and BMW 7 Series models. Think instead, faster versions of the Audi A7 or Mercedes CLS, perhaps a Maserati Quattroporte or even the old Aston Martin Rapide. In other words, a four-door luxury conveyance to really get the pulses racing. This car won't be chauffeur-driven. It shouldn't be anyway. It would, after all, be such a shame to ignore all of this Panamera's dynamic attributes and merely treat it as a limo. Mind you, if need be this MK3 version can function that way more easily thanks to its greater rear seat space and larger boot. There's also a more digitalised cabin and a clever new suspension system. Lots to talk about then. But does the Panamera still have a credible role to play in a Porsche line-up increasingly focused towards full-electric models? Time to find out.

Engines and Tech Specword count: 361

The engine range for this MK3 Panamera has a familiar look to it, though Porsche insists that it's significantly different. The entry-level 2.9-litre V6 petrol unit (offered with rear or four-wheel drive) has been completely revised, with changes to fuel injection flow rate, ignition timing and boost pressure. Together, these enhancements have increased power output by 23bhp - to 348bhp. 62mph from rest takes 4.8s en route to 167mph. The 2.9-litre V6 is also used in two six cylinder Plug-in Hybrid variants; the E-Hybrid version (with 470PS) which has a 59 mile EV range. And in the 4S E-Hybrid (with 544PS) which has a 56 mile EV range. The V8 petrol 4.0-litre twin turbo version (which only comes as a Plug-in Hybrid) is even more fundamentally altered, with everything different in the engine except the block. The E-motor now produces 188bhp and is now integrated into the housing of the heavily revised PDK auto gearbox, which will improve energy recuperation performance. That motor is now powered by a bigger 25.9kWh battery pack offering an EV range of up to 56 miles (up from 39 miles before). The combination of the V8 and E-motor produces 671bhp in the Turbo E-Hybrid model, allowing 62mph to flash by in just 3.2s on the way to 196mph. Should that somehow be insufficient, you can ask your Porsche Centre about an even more powerful Turbo S E-Hybrid flagship model. Other than engines, the big choice for Panamera customers lies with suspension. There's a 'PDCC Sport' two chamber air suspension system with two-valve dampers and a semi-active anti-roll bar. Or, for E-Hybrid models, an even more advanced set-up called 'Active Ride'. This uses a single chamber air suspension set-up and a two-valve damper connected to an electrohydraulic pump and allows the system to react proactively to changes in the tarmac surface and the way the driver is driving. The suspension can tilt the car into bends - and combat hard acceleration, either by braking or adding extra pressure to the front or rear wheels to level the car out. Very clever. Porsche calls it a 'game changer' and says it's 'the best chassis system on the market'.

To see the full road test text contact us on 0330 0020 227