Porsche’s unveiling of the new, third-generation Panamera says hello to a new appearance and engineering and goodbye to the Sport Turismo wagon models.
The new sedan’s online debut saw the release of a redesigned Panamera and Panamera 4, as well as the current flagship Turbo E-Hybrid. No Sport Turismo models were present as poor sales and a only marginal increase in practicality over its sedan counterpart forced the automaker to cease production.
Upon first glance, the Panamera’s most significant change is its appearance. A new front end utilizes enlarged intakes and a sharpened profile but otherwise maintains the original slick styling of the previous generation. Center-lock wheels, a first for four-door Porsches, and a full-length lightbar punctuate the rear end.
New looks come alongside new performance and technology. The base Panamera and Panamera 4 were presented with a twin-turbocharged, 2.9-liter V6 pumping out 348 horsepower and 368 lbs/ft of torque, a jump of 23 and 37 respectively to past counterparts. More power adds up to a 5.0- and 4.7-second 0-to-60 miles per hour acceleration.
Panamera’s top-of-the-line, a hybrid-powered Turbo, boasts a more masculine 670 horsepower output from its 4.0-liter V8. Within the V8 are reworked pistons and a redesigned valvetrain and more pressure from a direct-injection system. Its two turbochargers are now single-scroll with superior electronic wastegates.
Serious Porsche aficionados will notice the Turbo E-Hybrid’s 670 horsepower is down from the previous generation’s flagship 680. Porsche noted the model lineup will be expanded to offer more than just the current base, 4, and Turbo E-Hybrid models; the new top dog will be a hybridized Turbo S pushing some 700 horses. New versions will debut around the timeframe for when other new models hit the dealership floor. This will include four hybrids, all with a larger 25.9-kWh battery (up from 17.9).
Each new Panamera will also feature a newly engineered eight-speed PDK transmission. Taking advantage of that is a redesigned gearbox optimizing the hybrid models’ 187-horsepower electric motor. By placing the electric motor within the gearbox casing, previous limitations on the motor’s size have been eliminated.
Expect a smoother-riding Panamera even on the curviest of roads. All including entry models now ride on two-chamber air springs with adaptive dampers instead of traditional coils. Optional rear-wheel steering only accentuates maneuverability, as does the optional E-Hybrid model’s Porsche Active Ride system. Porsche Active Ride uses a motor pump at each corner of the vehicle to pump fluid in and out of the damper for a level ride.
Three suspension modes — Hybrid, Sport, and Sport Plus — all offer a different driving experience. Hybrid, paired with Porsche Active Suspension, has a setting to heavily reduce pitch (forward and backward movement) and roll (lateral movement) under acceleration, braking, and cornering. The Panamera can even lean into corners gently as if it were a motorcycle. But this feature is not available in Sport and Sport Plus modes. These two still minimize how much pitch and roll are corrected but to a lessened degree to provide a more natural, athletic feel.
Drivers are greeted in the cabin with a familiar look. The “driver-centered” cabin is similar to the electric Taycan with a curved, 12.6-inch electric gauge cluster display and two 10.9-inch infotainment screens. The new Panamera further follows the Taycan’s lead with the gear selector positioned in between the gauge cluster and center screen.
Details regarding pricing and future Panamera models are scarce. Porsche did confirm a $101,550 starting price for the base and $108,550 for the 4, but nothing regarding the Turbo E-Hybrid. Buyers can order and configure models on Porsche’s website with deliveries beginning spring of 2024.
Article Last Updated: December 4, 2023.
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