BMW 6 Series VS Porsche Panamera
BMW 6 Series
- Heaps of space
- Feels plush
- Good standard equipment
- Feels big on the road
- A bit of a weird car, really
- Engineered like a Porsche
- Cool interior design
- Dynamic quality
- Remote steering
- Real-world fuel economy
- Expected safety tech optional
BMW 6 Series
What happens when you struggle to sell an odd-bod, not-quite-a-coupe, sort-of-a-hatchback, almost-an-SUV model? Well, sometimes it gets axed, and replaced with a new model that bears a new name.
That's pretty much it in a nutshell for the BMW 6 Series Gran Turismo, which was formerly the 5 Series GT. It essentially takes the place of the 6 Series Gran Coupe - an alternative to the regular 5 Series sedan that's more attainable than a 7 Series limousine.
Confused? It's not as difficult as all that sounds - you just need to know that this model, the 2018 BMW 6 Series Gran Turismo, is supposed to offer a neat alternative to the go-to family luxury car or SUV.
I spent some time in the entry-level 630i to see if it can deliver on that promise. In fact, I spent more than 24 hours driving the BMW 6 Series GT over the past week, and I don't have a sore back, I haven't been left scratching my head over the intended purpose, I haven't been uncomfortable, and I haven't been left wanting for much.
|Engine Type||2.0L turbo|
|Fuel Type||Regular Unleaded Petrol|
For Porsche purists, the arrival of the Cayenne SUV in the early noughties was a knife to the heart. Jaws dropped and minds blew at the thought of the brand’s famous crest being applied to the nose of a high-riding family truckster.
Although Porsche had previously toyed with the idea of a four-door sports/GT mash-up, this was for real; the idea being to push the brand’s performance reputation into the ‘executive’ space, and trim some Audi A8, BMW 7 Series and Merc S-Class grass.
To rub salt into that Porscheophile chest wound, the Panamera has fulfilled its brief, splintering into an ever-increasing range of niche variants, and last year evolving into a sleek, second-generation version.
And just when old-school 911 diehards thought it couldn’t get any weirder, the Panamera E-Hybrid arrived to turn their upside-down worlds inside-out.
In the model we’re looking at here, the Panamera 4 E-Hybrid, a 2.9-litre twin-turbo V6 petrol engine (in the nose), is supported by an electric motor (just behind it), which, according to Porsche, mimics the hybrid set-up used in its 918 Spyder hypercar.
You can't beat a lofty comparison. But is it a case of legitimate tech sharing for maximum efficiency and performance, or is it, in fact, just too big a stretch for a thumping, 2.2-tonne sports limo? Read on to find out.
|Engine Type||2.9L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
BMW 6 Series7.6/10
This isn't a car for everyone's tastes, but if you fit in to the buyer group that just doesn't really know what they want in a luxury car, it could be the perfect fit for your family. The 6 Series GT is a practical large prestige car, albeit one that will likely find very few buyers.
Would you consider a genre-bending car like the BMW 6 Series GT? Let us know in the comments section below.
The Porsche Panamera 4 E-Hybrid offers an interesting alternative to the traditional inhabitants of the upper-luxury sedan market. It’s quick, sleek and beautifully engineered. But it ultimately sits between two worlds rather than embracing both. An ‘individual’ choice that's not quite the fast GT you'd like it to be, nor the full-blown upper-luxury limo.
Is the high-tech Porsche Panamera 4 E-Hybrid your type of luxury GT? Tell us what you think in the comments below.
BMW 6 Series7/10
There is no denying the 6 Series GT looks better than the old 5 Series GT. It isn't as frumpy, it looks more sporty, and to me it appears to have grown into its identity with more conviction than its predecessor.
That said, I don't necessarily like the look very much - it's a bit like a BMW X6 that has been rounded off a little and lowered down substantially. But I can appreciate some of the finer design aesthetics that it offers up: the frameless windows are a nice touch, and the swooping roofline looks smoother than a duck's back.
Other things like the active grille shutters and the air breathers ahead of the front doors are nice functional touches, and to my eye it lives up to BMW's hope of it looking "smooth but muscular". You can get the 630i with either the M Sport package, like you see here, or the more sedate Luxury Line, which is, well, more luxurious looking.
The M Sport styling and equipment package you see in the images here - with M aero kit and 19-inch wheels (ours had been upgraded to optional 20s) - help out with the athletic look of this very big vehicle.
It's huge in fact. The length of the 630i is 5091mm long, it measures 1902mm wide and sits at 1538mm tall, with a lengthy 3070mm wheelbase.
All that equates to a lot of room in the cabin, and what a sumptuous and delightful place it is to be - leather, wood and plush finishes abound.
The first-generation Panamera’s famously awkward profile reflected then Porsche CEO, Wendelin Wiedeking’s demand that its rear seat should be able to accommodate his lanky frame.
Since then, saner (and presumably lower) heads have prevailed, with the sleeker, sportier second-gen version fitting more easily into the sleek and slick Porsche-design mould.
Hints of the iconic 911 abound, from the turret’s smooth curve towards the rear, to the distinctive tail-lights, recognisable headlights and familiar nose treatment.
Screaming green brake calipers reinforce the eco-friendly message, as does a green halo around the ‘Panamera 4’ badge on the tail, and ‘e-hybrid’ labels on the front doors.
Optional 21-inch ‘Panamera SportDesign’ wheels, finished in high-gloss black, ($9380) replace the standard 19-inch rims to give our test car a more menacing and purposeful look.
The interior-design theme is shaped by a similar set of traditional elements. including the iconic five-dial main instrument cluster (with tacho in the centre), chunky sports steering wheel, and chrono clock on the dashtop. The leather-trimmed sports seats (front and rear) feature a high, one-piece backrest, echoing those of Porsches past and present.
Not so familiar is the flight-deck-style dash, including a 12.3-inch high-res touchscreen media display, and maxi-size centre console housing touch-sensitive switchgear in place of Porsche’s usual array of knobs and buttons.
Rear-seat passengers are presented with an ultra-slick touchscreen display, integrated into the extended centre console, to manage their climate control, nav and media settings.
The optional ambient-lighting package ($990) fitted to our test car added a subtle green keyline glow to the door speaker surrounds front and rear.
Overall, the design manages to successfully combine slick luxury and comfort with clear sporting intent.
BMW 6 Series9/10
Now, I said before that this is a bit like an X6, but it has heaps better interior space than that SUV.
As soon as you slide into the driver's seat, you feel like your inside a large car. The cabin space is plentiful, and there's an abundance of storage on offer, too: there's a split-lid armrest between the seats, a pair of cupholders, a phone storage nook with wireless charging, and big door pockets with bottle holsters.
In the back you have access to door pockets, a flip-down armrest with cupholders (that middle part of the seat can fold down completely to allow storage of longer items), and there's excellent room on offer. How many seats in the BMW 6 Series GT? Five - like, five full-size seats.
Because the roofline doesn't rake as sharply as a four-door 'coupe', headroom is excellent for adults (even of the 183cm variety, like myself), and legroom and toe room are equally very good. This is bigger in the back than a 5 Series, but maybe not as plush as a 7 Series… so I guess it makes sense numerically for its nomenclature.
Of course you get climate control in the front (and in the rear if you option it), and the materials are excellent. The media screen is tablet-style, proudly displaying 10.25 inches of high-def real estate that is both touch-capacitive and controllable by way of the central rotary controller with touchpad. And get this - you can even use gestures to control certain elements like volume, swiping and changing tracks… but you have to option that.
The fully digital instrument display is bordered by a set of incomplete dial rings, which is just odd. BMW, back yourself - your buyers can handle just having a digital screen in front of them, particularly when it's as good as this one.
This grandiose hatchback's boot is commodious - with the back seats in place it has a huge 610 litres of cargo capacity, which extends to 1800L with the 40/20/40 seats folded down using the quick release levers in the boot area.
There is no spare wheel (the BMW range is fitted with run-flat tyres) but it does have a secondary hidden storage area under the boot floor for hiding items or stowing wet gear, bathers/swimmers or muddy clothes.
For context, the X6 has 580L seats up, 1525L seats down.
At just over 5m long, close to 2m wide, and a touch over 1.4m high, the Panamera is surprisingly close to the key dimensions of its traditionally supersized German competition - the Audi A8, BMW 7-Series, and Mercedes-Benz S-Class.
That said, its 2950mm wheelbase gives away a modest 42mm to the A8, a more substantial 85mm to the S-Class, and a lengthy 120mm to the 7 Series (all standard wheelbase versions). And this Porsche is strictly a four-seater, with elaborately sculpted and bolstered chairs for each occupant.
As you might expect, there’s plenty of room up front and generous storage space including a decent glove box, a lidded compartment between the seats, large door bins with space for bottles, and two cupholders (one jumbo, one regular) in the centre console.
In terms of power and ports there’s a 12-volt socket, USB plug (Apple CarPlay is standard), and an aux-in outlet.
The rear feels great, with ample head and legroom (for this 183cm tester), although getting in and out through a door aperture that tapers sharply towards the bottom is awkward. Not great for a car with limo aspirations.
A pair of longitudinally opening door lids in the centre console reveal a single cupholder and dual high-output USB power outlets. Our car also featured the ‘USB interface in rear’ option, at a measly $790!
A fold-down centre armrest opens to reveal a lined storage box, there are map pockets on the front seatbacks, and you’ll find bins (with bottle capacity) in the doors.
The back-seat section of the four-zone climate control system is run via the central touchscreen, with flashy knurled rollers to adjust temperature, and vents above the screen and in the back of the B-pillars to direct flow.
For an extra touch of luxury our test car featured an electric roller sunblind for the rear, and rear side windows ($2940).
The cargo compartment features four flip-up hooks to secure loads with a net or straps, a netted pocket on the passenger side, a 12-volt outlet and usefully bright lighting.
Boot space is 405 litres, enough to swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram with room for soft bags to spare. The rear seat split-folds 60/40 to open up a whopping 1215 litres, and auto tailgate open/close is standard.
With no spare tyre; a repair kit is the only puncture option.
Price and features
BMW 6 Series6/10
The BMW 6 Series Gran Turismo range starts off with the model tested here, the 630i. It has a list price of $123,500 before on-road costs - and that's whether you buy the M Sport Line or the Luxury Line.
That's quite a lot of money. And while it has a lot of equipment to help justify the cost, the smarter dollars will probably find their way to a more affordable 5 Series.
Standard gear in this spec includes adaptive air suspension with multiple drive modes, a colour head-up display, semi-autonomous parking, adaptive cruise control with steering assistance, auto high-beam LED headlights with LED daytime running lights, DAB+ digital radio, a 16-speaker harman/kardon sound system, a 12.3-inch driver information screen and a 10.25-inch media display with sat nav, Bluetooth and 'BMW ConnectedDrive' online services.
Hey, you even get a panoramic sunroof as standard! Plus there are things like an active rear spoiler, two USB ports and four 12-volt outlets, leather trim, heated front electric seats, electric steering wheel adjustment, keyless entry, push-button start, and an automatic boot.
It also comes loaded with active safety assistance functions - we'll get to that in the safety section below.
Things it's missing at this price point? Well, heated seats are an option, but bundled nicely into the 'Comfort Package' ($3000) which was fitted to our car. The pack includes heated seats front and rear, quad-zone climate control, electric sunblinds for the rear side windows, and electric seat back adjustment. Oh, and BMW continues to gouge consumers $623 for Apple CarPlay (which seemingly didn't work in our car).
The only other 6 Series GT model available is the 640i xDrive, which is again available with the choice of M Sport or Luxury body styling. It's also pretty exxy, with a list price of $148,900, but gets a more performance-focused drivetrain, as well as extra equipment: essentially the Comfort package, plus vented front seats, interior fragrance (eight options), memory settings for the front seats, 20-inch wheels and metallic paint.
Plus the 640i has Sport+ settings - it's probably the wrong car for those - and 'Integral Active Steering' to couple with the all-wheel drive system.
When you’re asking a whisker less than a quarter of a million dollars for a luxury performance car, it’s fair to expect a a healthy standard equipment list, and the Panamera 4 E-Hybrid satisfies that requirement.
Included in the $242,600 recommended retail price (before on-road costs) is four-zone climate control, 14-way electrically adjustable and heated front seats (with memory), a two-piece panoramic sunroof, multi-function sports steering wheel, adaptive cruise control, sat nav, adaptive air suspension, auto rear hatch, 19-inch alloy wheels, LED headlights, daytime running lights, tail-lights and indicators, auto headlights, keyless entry and start, leather trim, leather steering wheel, park assist and parking distance control (front and rear), rear privacy glass, rain-sensing wipers, and sat-nav.
As well as the nav, ventilation, phone and vehicle set-up, the 12.3-inch touchscreen multimedia interface controls the standard Bose 710-watt, 14-speaker audio (which adapts audio settings to ambient noise levels) with digital radio and Apple CarPlay.
Our test car was also loaded up with around 20 grand worth of options; specifically the 21-inch ‘Panamera SportDesign’ alloy wheels in high-gloss black ($9380), electric roller sunblind for rear compartment and rear side windows ($2940), ‘LED-Matrix’ headlights including ‘Porsche Dynamic Light System Plus’ ($2690), front-seat ventilation ($2190), ‘Lane Change Assist’ ($1890), ambient lighting ($990), rear USB interface ($790), and ‘Power Steering Plus’ ($650), for a before on-roads total of $264,120.
The tester’s ‘Carrara White Metallic’ finish is one of only two no-cost paint options.
Engine & trans
BMW 6 Series8/10
Under the bonnet of the 630i is a 2.0-litre four-cylinder turbocharged petrol engine, which produces 190kW of power (at 6500rpm) and 400Nm of torque (from 1550-4400rpm). It uses an eight-speed automatic transmission, and is rear-wheel drive.
That may not seem a lot considering the size of this machine, but consider that some of the steamiest four-cylinder hot hatches have nearly the same outputs, and you realise this engine offers up a far-from slouched approach to propulsion.
The 640i xDrive has a 3.0-litre six-cylinder turbocharged engine with 250kW of power and 450Nm of torque. It gets the same eight-speed auto, but as the xDrive naming indicates, it's all-wheel drive.
But this is the one you'd prefer if you want to hit highway speed in a hurry - the 0-100km/h claim is 5.3 seconds, where the 630i takes a full second longer (6.3sec) according to the company.
The Panamera 4 E-Hybrid is powered by a 2.9-litre, twin-turbo V6 petrol engine producing 243kW from 5250-6500rpm and 450 Nm from 1750-5000rpm, working in parallel with a ‘permanently excited’ synchronous electric motor delivering 100kW at 2800rpm and 400Nm from 100-2300rpm. And no, that 100rpm minimum figure for the motor’s maximum torque is not a typo.
They combine for a total output of 340kW at 6000rpm and 700Nm from just 1100-4500rpm, driving all four wheels, firstly, through an eight-speed dual-clutch auto transmission, and then Porsche’s active all-wheel drive system (with electronically variable, multi-plate clutch for torque distribution between front and rear axles).
Porsche claims 0-100km/h in 4.6sec in full parallel mode, and 0-60km/h (a useful urban performance measure) in 5.7sec, when running in pure EV mode.
The petrol V6 boasts the latest version of Porsche’s ‘VarioCam Plus’ variable cam timing, with the twin turbos located in the engine’s hot vee to minimise lag by creating the shortest possible path for exiting gases from exhaust, to turbo, to inlet.
Dubbed ‘PDK’ (Porsche DoppelKupplung), the Panamera’s eight-speed dual-clutch transmission is overdriven in its top three ratios, and wheel-mounted paddles spice up manual shifts.
BMW 6 Series7/10
BMW claims fuel use of 7.0 litres per 100 kilometres, and you'll need to use 95RON premium unleaded when you fill up.
On my trip with the car, I saw about 9.0L/100km across mostly high-speed driving - some freeway, some highway, some country back road touring, and quite a bit of corners and city stuff thrown in as well. I think that's pretty respectable.
What wasn't so great was the lack of premium fuel in some of the 'away from civilisation' places on my route home. Keep that in mind if planning your own GT long-distance cruise.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is a miserly 2.5L/100km, emitting 56g/km of CO2 in the process. The electric motor consumes 15.9kWh/100km.
In the real world we averaged more than three times that at 8.3L/100km (at the bowser) over around 300km of mainly urban commuting, with some freeway running thrown in. And yes, we did indulge in some ‘Sport+’ enthusiasm to balance ‘E-Power’ austerity.
Recommended fuel is 98 RON premium, and you’ll need 80 litres of it to fill the tank.
Claimed pure electric range is roughly 50km (which we can verify), with a maximum velocity of 140km/h (which we can’t). Even with delicate use of the accelerator pedal my 48km (round trip) suburban commute was just too long for the Panamera’s pure electric range.
Luck out on a traffic-light-free route, or drop that urban crawl distance to 40km, and I reckon you’d be ‘there and back’ on a single overnight charge. The liquid-cooled lithium-ion battery pack takes 5.8 hours to charge via a conventional 240-volt/10amp outlet.
BMW 6 Series7/10
But if you're in BMW's target market - that being older executive buyers who want space and luxury as a priority over thrills at the wheel, you could do a lot worse.
That's because the 6 Series GT lopes along the highway without fuss - the engine easily coping with the demands of overtaking moves, the adjustable drive modes allowing a light steering and wafting suspension feel to wile away the kilometres.
There are 'Comfort' and 'Comfort Plus' modes, but the latter is a bit too spongy and can be boaty feeling. The Comfort setting is made for the highway.
If you decide to deviate from the straight sections, you'll be able to explore a little bit of dynamic range, especially when you dial up the 'Sport' mode, which changes the damper settings, steering weight, throttle and transmission response, and even the digital dials in front of the driver to a more aggressive look.
Our car had the 'Integral Active Steering' setting, which is a variable ratio steering system that includes rear steering - that essentially helps make is more turnable in corners at highway speed, and easier to park at lower speeds. It's difficult to say whether the assistance is excellent or not short of driving a car without the tech, but to this tester it was hard to hide the size and weight (1835kg kerb weight) of the vehicle.
That isn't to say it's clumsy or lumbering - it is actually pretty agile for its dimensions, though it makes a lot more sense on long drives and coastal cruises than it does in the narrow and twisty alpine roads of the Snowy Mountains Highway that I tested it on.
There's good grip from the tyres, and strong response from the powertrain - but if it were my money, and I had to have a 6 Series for whatever reason, I'd be looking towards the 640i model, which has a thumping six-cylinder with 250kW/450Nm - certainly an engine that would be more at home in this car. Plus that model comes with AWD.
The first impression behind the Panamera’s wheel is mild claustrophobia, thanks to a high window line combined with our test car’s predominantly black interior. And if you’re a head-check lane changer you’ll find over-shoulder vision relatively tight and crowded.
Then there are the front seats - a graceful design with heaps of lateral support, but firm in the finest German tradition. Not quite as firm as the armrest though, which is so unforgiving I found it uncomfortable to use.
The E-Hybrid system operates in one of six modes, with the purely electric ‘E-Power’ set as the default from start-up. Not surprisingly, the 2170kg Panamera is quiet and relatively meek in this setting, while still offering enough performance for easy lane changes and reasonably swift overtakes.
‘Hybrid Auto’ switches between engine and motor with the aim of balancing power and efficiency, while ‘E-Hold’ conserves the current state of charge, allowing a switch to electric-only zero-emissions when desired (or possibly in future, when legally required).
In ‘E-Charge’ the V6 produces more power than it needs for driving to charge the battery as a side project, ‘Sport’ ensures battery charge is maintained at a minimum level so there’s sufficient reserve for an electric boost when needed. And as the name implies ‘Sport Plus’ delivers maximum (combined) performance, the engine recharging the battery as quickly as possible at the same time.
That final setting is where this Panamera starts to feel like a proper Porsche. The 2.9-litre V6 sounds gruff and builds to a satisfying bellow as revs rise, and if you get the bit between your teeth and pin the throttle, every one of those 700Nm make their presence felt.
Manual changes from the dual-clutch transmission are quick and positive, although we did experience a moment of alarming slow-speed paralysis where the PDK took its sweet time to cooperate and agree to move the car forward.
The alloy-rich suspension is a double-wishbone front, multi-link rear set-up, with the ‘Adaptive Chassis Control’ combining switchable, three-chamber air springs with adjustable dampers.
Ride comfort (even on the test car’s optional 21s shod with hi-po Pirelli P Zero rubber) is excellent, and the big Panamera remains balanced and buttoned down in quick cornering.
Brakes are substantial with six-piston calipers on 390mm (cast iron) ventilated rotors at the front, and four-piston units on 365mm vented rotors at the rear. Pedal feel is progressive and stopping power always professional grade.
But no matter which drive mode you’re in the ‘Power Steering Plus’ speed-sensitive, electrically assisted steering feels mediocre - overly light, with surprisingly modest feedback from the front wheels. And despite the car’s performance potential this limitation alone makes it hard to bond with the Panamera E-Hybrid as a performance partner.
BMW 6 Series9/10
The BMW 6 Series GT range has a five-star Euro NCAP crash test score based on 2017 testing, but it hasn't been scored by ANCAP.
There's the usual array of airbags - dual front, front side, full-length curtain and driver's knee airbags are included, plus parking sensors all around, and heaps of safety tech including the 'Driving Assistant Plus' package with lane departure warning and lane keeping assist, forward collision warning, auto emergency braking (AEB) front and rear, blind-spot monitoring and rear cross-traffic alert, and adaptive cruise control with stop and go.
That's all great stuff, and so is the 360-degree camera system with adaptive display - so, if you're reversing and you turn the wheel to one side, the image on screen will move, too. It'll also go between a birds-eye view and a backing-up perspective, and that can take some getting used to.
What was less convincing in terms of the user experience was the rear auto braking, which seemed to be scared of the car's own shadow. On multiple occasions the car jammed on the brakes when reversing out of driveways on to empty streets - be it in the normal height, or the raised height setting.
The 6 Series GT has dual ISOFIX anchor points and three top-tether points are there and ready for baby seats or child seats.
A fast four-seater needs top-shelf active safety, and the Panamera E-Hybrid boasts front and rear park assist, and ‘Surround View’, as well as AEB (Auto Emergency Braking), ABS, BA (Brake Assist), ESC (Electronic Stability Control), traction control, a tyre-pressure-monitoring system, auto-levelling headlights and LED daytime running lights.
But things that should be standard in a $250k sports luxury limo are optional. For example, lane-keeping assist, lane-change assist, and Porsche’s ‘Night View Assist’ technology.
If a crash is unavoidable there are no less than 10 airbags located around the interior (dual front, driver and front passenger knee, front side, front thorax, and full-length curtain). There’s also an active bonnet to minimise pedestrian injury, as well as top tethers and ISOFIX anchors for child restraints in both rear-seat positions.
The Panamera hasn’t been assessed by ANCAP (or EuroNCAP).
BMW 6 Series8/10
BMW runs a condition-based servicing plan, which means the car will tell you when it needs servicing. But you can rest assured it won't (theoretically) cost you much, with the brand's 'Service Inclusive' pack. It covers you for basic maintenance as and when required for five years/80,000km. According to BMW, that includes "annual vehicle checks, oil changes, all filters, spark plugs and labour costs for the duration of the package".
BMW offers a three-year/unlimited kilometre warranty plan, and you get the same cover for roadside assistance.
Porsche offers a three year/unlimited km warranty, with three-year paint, and 12-year anti-corrosion cover. Twenty-four-hour roadside assist is included in the warranty, renewed every time you service the car at an authorised dealer.
The recommended service interval for the Panamera E-Hybrid is 12 months/15,000km, and Porsche doesn’t offer a capped-price-servicing program.