BMW 6 Series vs Porsche Panamera

What's the difference?

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.

While we didn’t get to sample the full breadth of the range, our time in the base Panamera demonstrated that while it’s the most overlooked member of the Porsche family it might also be the most under-rated.

While it may not be the most spacious luxury sedan it does offer ample space and combines it with performance and handling that’s hard to beat. The price drop should help make it a more appealing prospect, although at nearly $200,000 it’s still clearly a premium prospect for a lucky few.

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.

When the second generation Panamera arrived in 2017 it was widely praised for its design. The new model allowed Porsche’s stylists to tidy up the somewhat puffy design of the original whilst still retaining a clear family link to the 911.

For this mid-life update Porsche has only made some minor nip and tucks rather than a major facelift. The changes centre around the front end, where the 'Sport Design' package that was optional is now standard across the range. It has different air intakes and larger side cooling openings for a more dynamic look.

At the rear there’s a new light strip that runs across the boot lid to connect to the LED tail-lights, creating a more seamless appearance. 

The Turbo S also gets a unique front end treatment, to further separate it from the previous Turbo. It gets even larger side air intakes that are connected via a body-coloured horizontal element so it stands out from the rest of the range.

Overall it’s hard to fault Porsche’s decision to not meddle in the design too much. The shape of the Panamera, like a stretched 911 in silhouette, has grown on people over time and the changes they made for the second generation, making it tauter and more athletic in appearance, didn’t need change for the sake of change. 

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.

As the limousine of the Porsche family there’s a big emphasis on space and practicality for the Panamera. But there’s a big difference between a Porsche limo and the rest of the German ‘Big Three’, which is why the Panamera’s closest rivals are the sportier A7/8 Series/CLS and not the bigger A8/7 Series/S-Class. 

The Panamera isn’t small, stretching more than 5.0m in length, but because of its 911-inspired sloping roofline rear headroom is compromised. Adults under 180cm (5' 11") will be comfortable but anyone taller may find their heads bumping the roof.

The Panamera is available as both a four- and five-seater, but in a practical sense it would be hard to carry five. The rear middle seat is technically available with a seatbelt but heavily compromised by the rear air-vents and tray that sit on the transmission tunnel and effectively remove anywhere to put your legs.

On the plus side, the outboard rear seats are excellent sports buckets, so they offer great support when the driver exploits the Panamera’s sporty chassis.

This only applies to the standard wheelbase model, the Executive adds 150mm to its wheelbase which primarily helps create some more rear legroom. But we didn’t get a chance to test that for ourselves on this initial launch drive, so we can’t verify Porsche’s claims.

Those in the front get excellent sports seats across the range, offering lateral support whilst still being comfortable.

The biggest news in terms of pricing for this updated model is Porsche’s decision to cut the cost of entry - significantly. 

The entry-level Panamera now starts at $199,500 (before on-road costs), which is more than $19,000 cheaper than previously. Even the next model up, the Panamera 4 costs less than the previous cheapest model priced from $209,700.

There’s also the Panamera 4 Executive (long wheelbase) and Panamera 4 Sport Turismo (wagon), which are priced at $219,200 and $217,000, respectively. 

All four of those models are powered by the same 2.9-litre twin-turbo V6 petrol engine, but as the names imply the standard Panamera is rear-wheel drive only while the Panamera 4 models get all-wheel drive.

Next up is the hybrid range, which combines the 2.9-litre V6 with an electric motor for more performance and greater fuel efficiency. 

It starts at $245,900 for the Panamera 4 E-Hybrid, the stretched Panamera 4 E-Hybrid Executive costs $255,400 and the Panamera 4 E-Hybrid Sport Turismo will set you back $253,200. 

There’s also a new addition to the hybrid group, the Panamera 4S E-Hybrid, which starts at $292,300, and gains the ‘S’ thanks to its more powerful battery that increases its driving range.

The rest of the extensive line-up includes the Panamera GTS (from $309,500) and Panamera GTS Sport Turismo ($316,800). These are powered by 4.0-litre twin-turbo V8 befitting the role of the GTS as the ‘driver focused’ member of the range.

Then there’s the new range-topper, the Panamera Turbo S, which starts at hefty $409,500 but gets an even more potent version of the 4.0-litre twin-turbo V8. 

And, just in case none of those appeal there’s one more to choose from, the Panamera Turbo S E-Hybrid which adds an electric motor to the twin-turbo V8 for the most power and torque in the range. It’s also the most expensive at $420,800.

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.

As mentioned earlier there’s a smorgasbord of powertrains for the Panamera range with a variety of V6 turbo, V8 turbo and hybrid variants of both to choose from.

The entry-level model, known simply as Panamera, gets the 2.9-litre twin-turbo V6 making 243kW/450Nm and paired to an eight-speed dual-clutch transmission and sending drive to the rear-wheels. 

Step up to the Panamera 4, 4 Executive and 4 Sport Turismo and you get the same engine and transmission but all-wheel drive.

The Panamera 4 E-Hybrid range (which includes Executive and Sport Turismo) has the same 2.9-litre twin-turbo V6 but adds a 100kW electric motor. 

That means a combined system output of 340kW/700Nm, driving through the same eight-speed dual-clutch and all-wheel drive system as the non-hybrid variants.

The Panamera 4S E-Hybrid gets an upgraded 17.9kWh battery, replacing the old model’s 14.1kWh version. It also gets a more powerful version of the 2.9-litre V6, tuned to make 324kW, which ups the total output to 412kW/750Nm; again with the eight-speed dual-clutch and all-wheel drive. 

The Panamera GTS uses the brand’s 4.0-litre twin-turbo V8 engine, tuned to make 353kW/620Nm, also with the eight-speed ‘box and all-wheel drive. 

The Turbo S uses the same engine but it gets a new tune to bump performance to 463kW/820Nm; that’s a 59kW/50Nm increase over the old model’s Turbo, hence Porsche’s justification in adding the ‘S’ to this new version.

And if that’s still not enough grunt, the Panamera Turbo S E-Hybrid adds the 100kW electric motor to the 4.0-litre V8 and the combination produces 515kW/870Nm.

Interestingly, despite the extra power and torque, the Turbo S E-Hybrid isn’t the fastest accelerating Panamera. The lighter Turbo S does the 0-100km/h sprint in 3.1 seconds, while the Hybrid takes 3.2 seconds. 

However, the 4S E-Hybrid does manage to out-accelerate the GTS despite using the V6 engine, taking just 3.7 seconds compared to the 3.9 seconds it takes the V8-powered GTS.

But even the entry-level Panamera still does a very rapid 5.6 second 0-100km/h dash, so none of the range can be called slow.

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.

We didn’t get a chance to test all the variants and run the numbers against Porsche’s claims. Again, in an unsurprising development the hugely diverse range of powertrains leads to a wide spread of fuel economy numbers. 

The leader of the pack is the 4 E-Hybrid which uses just 2.6 litres per 100km, according to the company, just ahead of the 4S E-Hybrid with a 2.7L/100km claim. Despite all of its performance the Turbo S E-Hybrid still manages to return a claimed 3.2L/100km.

The entry-level Panamera we spent the majority of the time in uses a claimed 9.2L/100km. The Panamera GTS is the least-efficient, with a claimed 11.7L/100km return, which puts it ahead of the Turbo S and its 11.6L/100km figure.

I'll put this out there - if you like to drive, there are BMW models for less than this one that will put a much bigger smile on your face. Like, a 440i Gran Coupe, or even just a 330i sedan…

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.

It is actually pretty agile for its dimensions.

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.

This is where the Panamera really excels. With every vehicle it builds, Porsche works to make it drive as close to a sports car as possible, even if it's an SUV or, in this case, a large, luxury sedan.

Although Porsche has an extensive range, our test drive was primarily focused on the entry-level model. That’s no bad thing as it’s likely to be the biggest seller in the range, but also because it’s an excellent example of a sports sedan done well.

It may be the first rung on the ladder, but the Panamera doesn’t feel like it's basic or missing anything important. The engine is a gem, the chassis is well sorted and the standard equipment level of Australian models is higher than average.

The 2.9-litre V6 twin-turbo makes a nice noise, a melodious V6 burble, and delivers plenty of punch when needed. Even though it tips the scales at more than 1800kg the V6 with its 450Nm of torque helps punch it out of corners with intent.

The corners is where the Panamera really shines. Even by the highest sports sedan standards the Panamera is a class-leader thanks to all of Porsche’s decades of know-how being poured into its development.

Point the Panamera at a bend and the nose responds with the kind of precision you expect from a sports car. 

The steering provides accuracy and loads of feedback, so you can place the car accurately despite its size. 

You do notice its size and weight as you get into the middle of the corner, but that’s no different from any of its rivals as you can’t fight physics. But for a luxury sports sedan, the Panamera is a star.

To add another layer to its appeal, the Panamera rides with excellent poise and comfort despite its sporting nature. 

Often sports sedans tend to focus too much on handling and stiffer suspension settings at the expense of ride comfort, but Porsche has managed to strike a great balance between the two seemingly opposing characteristics.

ANCAP hasn’t tested the Panamera, most likely due to the substantial costs involved with crashing half a dozen sports sedans but its limited market probably factors in too, so there’s no crash test score.

Autonomous emergency braking is standard, as part of what the brand calls its ‘Warn and Brake Assist’ system. It can not only detect potential collisions with cars, using the forward camera, but also mitigates against cyclists and pedestrians.

Porsche has included plenty of other standard safety features including 'Lane Keeping Assist', adaptive cruise control, 'Park Assist' with surround view cameras and a head-up display. 

Notably, Porsche doesn’t offer its mild-autonomous functionality, 'Traffic Jam Assist', as standard; instead it’s an $830 option across the range. 

Another significant safety optional extra is night vision - or 'Night View Assist', as Porsche calls it - which will add $5370 to the cost.

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.

Service intervals are annually or every 15,000km (whichever comes first) for routine oil changes, with every second year a more significant inspection. 

Prices vary state-to-state due to different labour costs, but as an indication Victorian residents pay $695 for the annual oil change, while the inspection costs $995. 

There are other notable charges you should factor in, including brake fluid every two years for $270, while every four years you need to change spark plugs, transmission oil and air filters which add up to an extra $2129, on top of the $995.

The Panamera is covered by Porsche’s typical three-year warranty/unlimited kilometre, which used to be the industry standard but is increasingly becoming less typical.