BMW 850I vs Porsche Panamera

What's the difference?

Does the world really need a car as outrageously loud, over-the-top, exclusive and stupidly fast as BMW’s new 8 Series? Obviously not, but BMW clearly felt that its range, and its customers, could do with something like this. On paper, and even from the kerb, it seems a strange beast - luxurious and yet lightning quick - but from the driver’s seat it just instantly makes sense. And makes you smile. Scarily, there’s an even faster 8 Series Competition version to come…

The Panamera is the ‘have your Porsche and drive it too’ model.

It encompasses the fun of the 911 while still being a comfortable daily driver that can easily fit a family of four. The cabin is sumptuously styled and not hurting for features, either.

Could the ownership costs and storage be better? Probably, but if you’re looking at this model, those items will probably be lower priorities for you.

For my little family of three, the base model Panamera is a win.

In terms of improving on the car it’s replacing, the new 8 Series pretty much smacks it out of the park. Time has not been kind to vehicles fitted with pop-up headlights and the previous 8 Series, which roamed the planet in limited numbers from 1989 to 1999, with now-unimaginable V12 engines, seems a strange-looking beast, with its tiny little kidney grille almost hiding beneath a BMW badge.

The new M850i is a simply stunning looking beast, particularly in Coupe form (the Convertible is not ugly, but it just doesn’t look as complete). Extremely wide and menacingly low, it seems to loom over whatever patch of ground its parked on, giving off an air of magnificent malevolence.

It looks fantastic when followed from behind, but it’s the front view - featuring the thinnest headlight design ever seen on a BMW for a sleek, Iron Man-like face - that really grabs your attention.

Proportion, poise and big old 20-inch wheels give it plenty of presence, while the way the glasshouse tucks in at the rear only magnifies its powerful hips.

BMW has also thrown plenty of design flair at the interior, where you’ll find the unusual yet fabulous-feeling glass gear lever (there’s more of this sparkly, cut-crystal-like stuff on the volume knob, Start button and iDrive controller).

Not only does it feel truly unique and expensive in your hand, but it has an 8 buried beneath it, which shifts and shimmers as you try and see it through the many angles of the glass.

Elsewhere, the cabin is swathed in merino leather and feels undeniably classy, with a touch of modernity via its big screen, but it’s still not quite as beautiful as the cockpit you’d find in an Audi of a similar price. Close, but not quite.

This is more than just a new Panamera - it’s a new generation Panamera.

The outgoing model was sort of a mix between the 911 and Macan but didn’t really hit the mark with any of its borrowed elements.

Beauty is in the eye of the beholder but the redesign sees this model get an outward appearance that looks far more aggressive with a distinct profile that now sets it apart for all of the right reasons.

On the outside, the biggest changes include larger matrix LED headlights and a new front fascia that sits a bit higher with more pronounced curving in the bonnet.

The front gets extra air intakes but there are also larger 'air blade' vents behind the front wheel arches which help smooth the air flow around the wheels and add some extra sculpted sportiness to the car's sides.

The rear has been reshaped to look more like the 911 and isn't as pillowy as the outgoing model. There is a new long LED strip light running the width of the rear and an extra brake light for added dazzlement at night. The rear window now spreads to the width of the liftback lid which makes it appear frameless.

The optioned 21-inch alloy wheels look gorgeous in their painted bronze (or Neodyme) glory and feature the Porsche crest in full colour for added pizzazz. The bronze accent is also carried across to the quad exhausts.

All these factors make the exterior design look more cohesive than the previous model.

The interior has been reworked, too, and the dashboard now sports upgraded tech panels that makes the cabin feel cinematic. The optioned passenger display screen only adds to this effect.

Purists will pout, but like the new 911 the analogue cluster and turn-key operation have died a quiet death. You now get a 12.3-inch digital instrument panel and push-button starter. Plus, the gearshift has been repositioned from the centre console to the dash.

The optioned Sports Chrono and Neodyme accent packages of our test model means the dashboard gets a race clock (superfluous for every day driving but fun to look at) and the door handles, steering wheel and dashboard feature the same bronze highlights.

The only elements that don't look the part are the shiny piano black panels mainly found in the centre console. They're too easily scratched/marked for a car at this price point.

The cabin may not be as flashy as its competitors but it's still sumptuous.

At the very least, you’d have to say the 8 Series is fit for purpose. The seats are hugely comfortable for long journeys, so that’s practical, there’s a handy tray for your phone, where it will be wirelessly charged, and there are two cupholders in front of that, and storage for bottles in the doors.

No human larger than primary school age will ever sit in the back, so there’s not a lot going on back there.

In terms of boot space, it’s reasonably capacious at 420 litres, or 350 litres for the Convertible.

The cabin feels spacious in both rows and the rear row can comfortably fit those who are above six foot (182cm) with a caveat.

Despite being optioned with the '4+1' seating, don't be fooled; the middle rear seat is nothing more than extra room for the out-boarders as the rear centre console takes up all legroom a middle seater might need. Not even a kid will be happy in the middle for long.

Amenities in both rows are good. The heating/cooling and massage functions on the front seats are great and the four-zone climate control means everyone can get comfortable.

Access to both rows is surprisingly good with doors that open widely but the rear footwell lip is high and the well narrow. So, if you have clunky boots on you may feel clumsy getting into position.

My seven-year old found the doors heavy to open and it took him a while to realise he didn’t have to slam the doors shut thanks to the soft-close feature.

Individual storage is better than you usually get in a sports car but all cubbies still fall on the shallower side. There are four cupholders, four drink bottle holders, a glove box, a middle console and two small net map pockets. There is also a dedicated phone cubby housing the wireless charging pad.

The boot aperture is wide and it’s super easy to reach things in the back thanks to the liftback lid but that sloping roofline means you lose out on height for larger items.

Stack bigger things right behind the back seat if you want to fit them. Capacity is below average compared to its rivals at 460L.

The rear row has a 40/20/40 split to open up storage options and there is a very deep cubby underneath the floor with the tyre compressor/repair kit.

Device charging options are great with a total of four USB-C ports, a wireless charging pad and three 12-volt sockets to choose from.  

The upgraded multimedia system looks fantastic and is user-friendly. The built-in satellite navigation is simple to use and the multimedia system, head-up display and instrument cluster can be highly customised.

The base Panamera model now comes standard with wireless Apple CarPlay and Android Auto. Connecting to the CarPlay is easy and the connection remains seamless.

The optional passenger display panel allows the front passenger to control their climate and seat comfort, see a duplicate of the instrument panel or just watch a movie on a long trip.

The screen has a privacy filter, which means the driver can’t see what’s on it and is thus not a distraction. However, no one in my family bothered to use it.

There are four grades of Panamera on offer for the Australian market and the model on test is the entry-grade sedan, simply titled Panamera.

It feels silly calling a car priced at $236,990, before on-road costs, a 'base' model but here we are.

Our test model has $45,810 worth of optional extras but compared to its rivals the base price positions it towards the middle of the market with the Maserati Quattroporte GT being the most affordable at $219,000, then the Mercedes-Benz S450 at $241,275 and BMW 740i at $272,900. All prices before on-road costs.

As you’d expect, the standard equipment for the Panamera is long-winded and includes matrix LED headlights, four-point DRLs, ambient lighting, four-zone climate control, a dual sunroof, upgraded 12.3-inch touchscreen multimedia system, a new 12.65-inch digital instrument panel, wireless Apple CarPlay/Android Auto and built-in satellite navigation.

Comfort items include 14-way powered front seats with heating/cooling, as well as three-position memory functions. There is also a powered tailgate, front and rear parking sensors, a 360-degree view camera system and soft-close doors with a 'door brake' function.

The latter means the door holds the position you push it out too, minimising the chance of your kids hitting the neighbouring car, which is an awesome feature in a family car! 

Other technology includes a total of four USB-C ports, three 12-volt sockets, a wireless charging pad, digital radio, the Porsche app and over-the-air updates.

As for the optioned extras... there is Burmester high-end sound ($11,200), full-grade leather upholstery ($7470), dark bronze accents on the quad exhausts ($6470), 21-inch alloy wheels ($3400), the 'Sport Chrono Package' ($3340), 10.9-inch passenger display screen ($3140), wheels finished in 'Neodyme' bronze ($2500), a massage function on the front seats ($2200), a middle rear seat ($1750), an interior Neodyme accent package ($1190), a heated steering wheel ($1140), an air quality system ($890), an interior black trim package ($760) and comfort pillow accessories ($450). Phew!

Truly, there is one impressive engine sitting under that big, hulking bonnet. The M-fettled 4.4-litre V8 has two turbochargers located inside the V of the block for “immediacy of response”, and they certainly deliver that.

Peak power of 390kW is delivered between 5500rpm and 6000rpm while its hefty 750Nm of torque is on song, for effortless overtaking, from 1800rpm all the way to 4600rpm.

Looking at those rev figures it’s clear to see that you are initially launched by a huge wave of torque and then, while you’re still drawing breath, the power really kicks in. 

All that grunt equates to 0 to 100km/h in just 3.7 seconds, which is very fast indeed, and you also get to enjoy a growly, guttural soundtrack, thanks to the standard Sport Exhaust.

The Convertible has the same engine with the same figures, but it’s slightly heavier and thus takes 3.9 seconds to hit the tonne. Which is still stupidly fast for this much car.

The base Panamera doesn’t have a hybrid powertrain like its siblings and sports the 2.9L V6 twin-turbo petrol engine of the outgoing model. But it’s been retuned and now produces 260kW and 500Nm – both figures up from the previous model.

The Sport Chrono Package means the 0-100km/h sprint improves from 5.1-seconds to a tummy-sucking 4.8-seconds and my son gave a whoop of delight whenever we had to get up to speed.

The Panamera has an eight-speed, dual-clutch auto transmission and is the only RWD for the Panamera line-up. It also sports a top speed of 272km/h. So, suffice it to say, the engine has the sports cred you expect from a Porsche.

Good luck ever matching these figures, with all that V8 temptation beneath your right foot, but the claimed number, at least, is 10.4 litres per 100km for the Coupe and 10.6 for the Convertible. During our launch drive we would have been absolutely nowhere near those figures.

The official combined (urban/extra-urban) fuel-cycle consumption figure is 9.5L/100km, which is pretty low for a high-performance vehicle (and a big one at that) but after a lot of open road and urban driving my real-world usage came out at 10.9L/100km.

That's the result after not being skimpy with using the power, either, so it's not as thirsty as you might expect.

When it comes to times between fills, the Panamera might surprise you. Based on the official combined fuel cycle and large 90L fuel tank, expect a theoretical driving range of up to 947km (825km using our on-test figure) – which is a great driving range for a performance vehicle, let alone a family one.

The Porsche Panamera only drinks the best, so while the driving range is great you won't be able to fill 'er up with anything but premium 98 RON unleaded petrol.

There is a sizeable distance between driving a small, lithe sports car that can sprint from 0 to 100km/h in a scorching 3.7 seconds, and then piloting something that feels as large, and louche, as a cruise ship that can do the same thing.

Accelerating in the M850i is an experience that can only be described as hilarious. There’s just so much mass attempting to move so quickly that it defies belief. The way the nose rears into the air, and the rear end seems to dip towards the ground, brings to mind a bucking bronco, although a feisty polo pony would probably be more appropriate.

It’s easy to see why this car is all-wheel drive rather than the traditional BMW rear-driven layout, because there’s just no way you could get all that grunt to the ground with two wheels, or not without some serious power oversteer issues.

For a car that weighs more than 1.8 tonnes, the 8 Series is surprisingly fluid and involving on winding stretches of road. It feels hunkered down and hammered into the road, which is less of a surprise, but the steering is so perfectly weighted and the power delivery so well calibrated that it really encourages you to push on, and rewards you sense of adventure with smile-widening pace.

It’s quite something to suggest of a car that costs a quarter of a million dollars, but the M850i actually exceeds your expectations in terms of driving joy. On paper, it looks like a straight-line bully, or merely a very grand grand tourer, and it does eat up the miles on a freeway with class and ease, but when you want to point it at a mountain pass, it excels there as well.

We drove the new 8 Series back to back with BMW’s also-new Z4, and what really stood out was not just the gulf in power and poise, but the huge difference in the ride/handling balance.

The M850i really can soak up the worst our roads can throw at it with aplomb, while still making you feel connected to the ground beneath you, and inspiring confidence, and its abilities really did make the Z4 feel very brittle and hard indeed.

To be fair, we didn’t get to throw this big luxo-barge at any sections of really sharp S-bends, or 35km/h corners, and no doubt it would be challenge for it to change direction quickly, but through fast sweepers it really does excel.

And as far as its grand-touring design brief, it absolutely nails it.

Some people might not understand the obsession or loyalty Porsche owners have towards their cars  but if you’re a fence sitter, get in the Panamera. It will make you understand because after driving one... you'll hear yourself say 'I get it'.

The base model has the goods with the engine outputs to ensure the driving experience remains fun and responsive.

The Panamera is no wild bronco, it's a cool customer. The composure for power delivery is unlike other performance sedans you may have driven. Acceleration is effortless without any twitchiness. You never feel out of control.

The air suspension means you hear the bumps more than you feel them but you still get excellent road feedback as a driver.

Passenger comfort is high, despite the cabin being quite loud with road and engine noise, because the seat and ride comfort remains well-cushioned. Fatigue and jostling are at a minimum.

The handling of the Panamera when it comes to cornering and steering feels dynamic and agile. I made a point of doing multiple mini roadies this week, simply for the joy of driving it.

While the Panamera is the most fun on a winding mountain road, it's a pleasant open-road cruiser as well.

The base Panamera has three driving modes - 'Normal', 'Sport' or 'Sport Plus' with a 20-second power booster available when you need extra oomph.

The Normal mode is sufficient for daily driving and the Sport Plus offers stiffer suspension and handling but the preference is to keep it in Sport mode.

Mainly because in this mode you get an awesome throatiness from the exhaust as well as the dynamics you expect from a sports car.

It’s a bit deceptive but the Panamera is massive and sits at 5052mm long and 2165mm wide - so, it definitely fills out a parking space!

However, the 360-degree view camera system is one of the best in the segment but you may still get choosy with where you park it.

No Porsche is rated with ANCAP and the Panamera is no exception but the base model still has an extensive safety list that includes 10 airbags, which is more than some people movers!

The standard safety kit includes AEB, forward collision warning, blind spot monitoring, driver attention alert, safe exit warning, rear occupant alert, tyre pressure monitoring, an active bonnet and a side impact protection system.

There's also rear cross-traffic alert, lane departure alert, lane keeping aid, a head-up display, adaptive cruise control, a 360-degree view camera system, front and rear parking sensors, park assist, an engine immobiliser and an alarm system with radar-based interior surveillance.

The base Panamera misses out on traffic sign recognition and rear collision warning, though.

The rear row has two ISOFIX mounts and three top tethers but only two seats will be able to fit across the row.

BMW is sticking with its not-very-industry-leading three-year, unlimited-kilometre warranty, and says its customers are happy with that, rather than the five- or seven-year warranties some other companies offer. When you’re paying this much for a car, it seems a trifle mean, frankly.

Like all modern BMWs, the servicing requirements for your M850i are controlled by the Condition Based Servicing (CBS) system, which means that “advanced algorithms monitor and calculate the conditions in which a vehicle is used, including mileage, time elapsed since its last service, fuel consumption and how a vehicle is driven”. 

That information allows the car to decide for itself when an annual vehicle inspection or oil service is due.

BMW offers two fixed-price servicing plans, under its BMW Service Inclusive (BSI), which is available in two packages: Basic - $2,290 for five years/80,000km or $5,170 for Plus.

Porsche offers the Panamera with a three-year/unlimited km warranty, which is less than its competitors. It's more typical to see a five-year/unlimited km warranty in this segment.

Servicing intervals are reasonable at every 12-months or 15,000km, whichever occurs first and pricing varies per dealership.

The one I contacted (in Sydney) confirmed the first four years of servicing costs $8605 for an average of $2151.25 per workshop visit.

Worth noting the fourth year is a biggie at $4875, this major service including everything from an air-conditioning clean and transmission oil change to spark plug check/replacement and safety checks.

The Panamera is up there for service costs, even for the class but this kind of outlay comes with the territory when you're considering a car worth almost $300K.