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It’s a good thing the Porsche Panamera doesn’t feel emotions. Otherwise it might be feeling like the forgotten member of the Porsche family.
While the 911 remains the evergreen hero, the Cayenne and Macan the popular sales darlings and the new Taycan the exciting newcomer, the Panamera simply plays its part.
It fills an important but small role for the brand, giving Porsche an executive sedan (and wagon) to compete against the big players from the other German brands - Audi A7 Sportback, BMW 8-Series Gran Coupe and Mercedes-Benz CLS.
However, while it may have been overshadowed of late, that doesn’t mean Porsche has forgotten about it. For 2021 the Panamera has been given a mid-life update, after this current generation launched back in 2017.
The changes are subtle in isolation but add up to some big improvements across the range, most notably extra power has seen the previous range-topper, the Panamera Turbo, become the Turbo S.
There’s also a new hybrid model and tweaks to the air suspension and related systems to improve the handling (but more on that later).
If you have even a passing interest in the Tesla Model S, you'll have seen the endless internet videos where someone has lined up a Ferrari, Lamborghini, or another fast exotic car you could name, to race against it.
There's a long build-up, usually involving men who can't operate a baseball cap, a drag strip and idiotic words in the headline like "destroys" or "rips", or whatever. There's usually a bunch of honking bros with bad haircuts watching on, already planning their next viral video where they set a perfectly good mobile phone on fire.
It's facile and idiotic and doesn't give you any real clue as to the depth of whatever supercar it has "humiliated" or, just as importantly, the depth of the Model S and its spectacular engineering.
So, I won't be spending the next thousand words building up to the conclusion that the Model S P100D with Ludicrous Mode is up there with the world's fastest production cars from 0-100km/h, because I'll tell you now that it is, and it does it in a claimed 2.7 seconds.
Now that's out of the way, there's quite a bit more to the Model S than a "broken" Nissan GT-R owner weeping into their bento box.
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.
I spoke to a friend who bought a Model S before one had even hit the ground here in Australia. He chuckled when I told him how much this car cost but then said something I'd already suspected. "My mates who own a P100D would never drop that kind of money on a normal car. Buying a Tesla is like buying shares in the company, you're buying into the future."
And that's kind of the point. A $300,000 Audi RS7 (fully-loaded, obviously) is a bit slower in a straight line, looks just as good, is extremely well-built and emits noises that make people like me go as weak at the knees (just as the Model S' acceleration does). And would probably win a 10 lap race with the Tesla around Mount Panorama.
The Tesla is the future of cars. It may still be decades before the internal combustion engine is gone, but Tesla buyers are getting the jump, and today the Model S is the best car in which to make that leap.
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.
The Model S is definitely the looker of the three Tesla models on sale (the Model 3 might be some way from release, but you can reserve one and it's... weird-looking). With a slinky, Jaguar XF/Audi A7 roofline and low-slung stance, it looks the business. Like the X, the detailing of the car's surfacing and panel gaps aren't where other $200,000+ cars are, but it has improved a lot over the last couple of years.
The cabin has improved even more than the exterior.
The styling is quite sparse, really. Teslas look like computer renders in real life, especially in white, with little in the way of jewellery or detailed design elements. And that's probably the idea. It's a cleaner design than when first launched, with a simpler, flatter snout that brings out the headlights better.
The cabin has improved even more than the exterior. It's still the same minimalist design, but it fits together much more tightly than it used to. The 17.0-inch portrait screen is still there in its central but skewed-to-the-driver position and is now up to version 8. It's an impressive interface, covering off the vast majority of functions in the car, and is mostly easy to use. The responsiveness is key to its usability. If it was underpowered, you'd quickly start demanding real buttons.
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 Model S is a rare car in this class in that it has an almost completely flat floor, meaning rear seat passengers don't have to negotiate a transmission tunnel. The two motors run physically independently of each other so there's no crankshaft to get in the way.
The floor is thicker than a normal car, it's like a big skateboard underneath. That means your knees are up higher, which might cause numb bum on a long trip. The rear seats are comfortable enough, but middle seat occupants might feel like the outboard passengers are falling into them.
With all that torque, when you do load it up, the extra kilos barely make a dent on the performance.
The view out isn't too bad given the rising window line, and if you've got the big two piece sunroof (without cover, irritatingly... ), it's quite airy out back. And hot (with the sunroof), but you do get rear air-con vents.
The boot is an eminently sensible 744 litres with the seats up and 1795 with the seats down, although the floor doesn't fold flat. While it's a big boot, it's relatively shallow so your suitcases go in on their sides. Up in the front boot (or froot) there's another 150 litres, so you can pack a lot in to the Model S. And with all that torque, when you do load it up, the extra kilos barely make a dent on the performance.
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.
Tesla is basically a technology company - well, a battery company - that makes cars, so the features and options reflect that. It's a gadget-laden five-door hatch powered exclusively by electricity and seemingly full of things that will drain the batteries quickly.
If you view the car's price purely through its standard features list and the cost of options, you're missing the point. If it had a 3.0-litre turbo six, there's no way you'd pay this kind of money for the Model S. But it doesn't have that, it has a bleeding edge battery pack and propulsion system.
The Model S can be had for as little as $118,652 for the 60 offering 400km range, rear-wheel drive, and 5.8s 0-100km/h (but move quickly, Tesla has just axed this model), or as much as this P100D which starts at $250,582.
Standard are a seven-speaker stereo, leather-like trim, 19-inch alloys, reversing camera, 17.0-inch touchscreen, keyless entry and start, forward collision warning, digital dashboard, electric front seats, sat nav, auto LED headlights, auto wipers, internet connectivity via included SIM card, power mirrors and windows and air suspension.
Our P100D came with 21-inch grey 'Turbine' wheels ($6800), panoramic roof ($2300) multi-coat pearl paint (white, $2300) and carbon-fibre interior trim bits for $1500, as well as a carbon lip spoiler for another $1500.
We also had the 11-speaker audio upgrade (with neodymium magnets, don't you know) for $3800 and the 'Subzero Weather Package' (seat heaters, heated steering wheel, wiper blade defrosters and washer nozzle heaters) and on-board high-power charger (speeds up charging with the 'Tesla Wall Connector', $2300).
There was also 'Enhanced Autopilot' ($7600) and 'Full Self-Driving Capability' ($4600). The former is meant for highway running, and comes with four cameras (up from one) and 12 ultrasonic sensors around the car, as well as upgraded processing power to run it all.
The full self-driving is meant for around town. The idea is you punch in a destination, or speak to the computer or passive-aggressively stay silent, which triggers the car to check your calendar and take you to the address in the appointment. Part of the extra cost of that is yet more cameras (up to eight), more sensors, and more number-crunching power.
A 'Premium Upgrades' package adds the overkill of a 'Bioweapon Defense (sic) Mode' that knocks out 99.97 per cent of exhaust particulates and other contaminants.
We would love to tell you how all that worked, but being Tesla 'Hardware 2', it's not ready yet. While these features are being fleet-tested by 1000 cars in the US, your car will run it all in "shadow mode" for data and behaviour validation. One day you'll go to your car and a software update will be ready to download and install the functionality.
Unusually, you can retrofit both of these features for about $1500 more (each) than if you order them up-front. That's very cool and Tesla is probably the only car company in the world that will let you do it.
The 17.0-inch screen's software is regularly updated, like a mobile phone's. Also like a mobile is the sometimes less successful update, in this case the slightly bewildering and difficult-to-use music interface that is very keen for you to make a selection with voice commands, but not ones that go through your phone.
A 'Premium Upgrades' package adds the overkill of a 'Bioweapon Defense (sic) Mode' that knocks out 99.97 per cent of exhaust particulates and other contaminants, using two activated carbon air filters for other nasties like NO2 and hydrocarbon exhaust fumes.
LED turning lights and fog lights, real leather on the armrests, steering wheel and lower dashboard (if you also have leather seating), nappa leather and Alcantara on the dashboard, soft LED interior lighting, power tailgate and backlit door handles for $5300. Thankfully, the silly self-opening front doors in the Model X's pack aren't in this little lot.
Grand total? $297,792. On the road in, say, NSW... $313,013. Youch.
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.
The P100D ships with two electric motors fed by a huge battery pack which triples as the bulk of the chassis and a super-strong crash structure. It's also shared with the Model X SUV.
Combined power output is 568kW with more of it out the back rather than up front. Torque is quoted at 1000Nm, but it's likely more than that. Claimed 0-100km/h time is a mildly unbelievable 2.7 seconds, with a further two-tenths to be shaved off when you press and hold Ludicrous Mode and accept a warning that you'll wear the car out faster if you use it.
With 'Ludicrous Mode' comes not just software but a higher capacity fuse that allows more power to be drawn from the batteries for longer to provide the searing acceleration.
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.
Zippo. Obviously with the new rules for Tesla Superchargers, it's not as cheap to own and run a Tesla as it was before (from January 2017, all new orders don't get free juice after the first 400kWh), but if you charge it at home (and can get away with it), it'll probably be cheaper than using Tesla's chargers. If you look, there's a company offering $1 per day charging for electric cars.
If I'd charged the car to 100 percent rather than the 80 percent recommended by Tesla for most charges (past that mark, the charge rate drops and the software has to slow to a trickle, doling out the electrons to the different cells), I would have managed just over 400km on the charge.
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.
The first time I drove a Model S, I enjoyed the acceleration and the silence of the electric motor (this was back in the Dark Ages when even the P90 only had one motor). And that has remained, with the air suspension providing a firm but comfortable ride despite the P100D's 21-inch rims and very low profile tyres. Electric motoring in any electric car is addictive.
Much progress has been made (yes, I'm getting to the acceleration, stay with me) in the way it drives. The earlier cars felt too computer gamey, with little feel through the wheel or the seat of your pants. The steering is better, especially in Sport mode, but not a lot gets through the air suspension, so it takes a while to build confidence in the chassis.
One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.
On the freeway (look, you can read ahead if you must) it's amazingly quiet, with just a bit of a rustling around the mirrors. Well, of course it's quiet, it's electric. For chassis and NVH (noise, vibration and harshness) squashers, not having the marvellous engine noise means much harder work to dull the other noises you just don't hear when there's an internal combustion engine.
And there's the acceleration. As the driver, you obviously know it's quick. Mash the throttle and the response is instant, the horizon closing in on you like you're attached by a very stretched and immensely strong bungee strap that's just been released. The way cars disappear in your rear vision mirror is hilarious.
It's more fun as a passenger, though. The Model X elicited whooping and laughing, but the P100D's extra 0.6s-worth of acceleration over the P90D, delivered with a truckload more G-force, equals silence. One woman said she was glad I'd caught her before dinner rather than after, before bursting forth with a range of expletives. One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.
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.
The Model S comes with six airbags, ABS, stability and traction controls, three ISOFIX points, rollover sensors, emergency power disconnect. Additionally, when the software arrives, you'll have full AEB (ours was limited), self-driving and an ultra-clever active cruise that'll change lanes and overtake if the car you're following falls below your set speed.
The Model S scored five ANCAP stars, the maximum available, in April 2015 via the sharing arrangement with EuroNCAP.
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.
Tesla offers a four-year/80,000km warranty with a parallel eight year/unlimited kilometre warranty for the battery and drive units. Roadside assist applies for the four year warranty period.
Tesla offers two maintenance plans, three and four years in length. The three year plan costs $2100 and the four year $3175. Paying for the services individually over the same period will cost $2300 and $3425 respectively. That includes a wheel alignment (if needed), but it isn't particularly cheap when compared with 'normal' luxury cars.
Your first 400kW/h of recharging is free using Tesla's supercharger network, so that would be four full charges from empty (which you wouldn't do, obviously), or about 1600km worth. After that, it's 35c per kWh or $35 for a full charge.