Photo: Karen Tuggay, Canadian Auto Press |
Of course, when I say sales are strong it’s a relative statement. Last year Porsche’s Canadian division found 341 Panamera buyers, which was slightly down from the 375 sold in 2014, but better than the 328 deliveries in 2013, the year GTS trim was introduced. The Panamera was never intended to compete directly with most four-door luxury coupes, which include the Audi A7, BMW 6 Series Gran Coupe and Mercedes-Benz CLS, as it’s priced somewhat higher, but just the same its popularity isn’t far from these Teutonic rivals.
Audi
Photo: Karen Tuggay, Canadian Auto Press |
All
Photo: Karen Tuggay, Canadian Auto Press |
Design details differ between trims, Porsche offering the 2016 Panamera in 11 such guises including the base model (with no trim designation) featuring a 310 horsepower naturally aspirated 3.0-litre V6 with 295 lb-ft of torque; the 4 (denoting AWD), S, S E-Hybrid, 4S, and 4S Executive, all of which use the brand’s 420 horsepower 3.0-litre twin-turbo V6 with 384 lb-ft of torque, except for the S E-Hybrid
Photo: Karen Tuggay, Canadian Auto Press |
I’ve driven four Panameras since inception, including a 2010 Turbo, 2012 S Hybrid (since replaced by the just noted plug-in version), 2013 GTS, and once again this 2016 GTS, and I must say the latter two have been my favourites. Certainly the Turbo’s power is magnificent and the hybrid’s technology
Photo: Karen Tuggay, Canadian Auto Press |
It starts with tasteful gloss and matte black exterior detailing, highlighted by my tester’s upgraded five-spoke 20-inch alloys (19s are standard), which is especially stunning when contrasted against Carrera White metallic painted panels. The Panamera pulls eyeballs no matter its colour or trim, but the GTS’ beautifully detailed cabin is this trim line’s key differentiator. Most notable are seat inserts, armrests, pillars and roofliner swathed in rich, soft, durable alcantara psuede, while wrapping the steering wheel likewise is optional. Additional GTS upgrades include Carmine red-stitched leather covering most surfaces that glossed carbon-fibre
Photo: Karen Tuggay, Canadian Auto Press |
The 2010 Panamera introduced the centre stack design currently found across Porsche’s range of models, featuring enough buttons to turn Nakamichi Dragon collectors bitter with envy, this four-door still leading the button, toggle and dial-infused lineup with a slightly smaller overhead console mirrored above and yet more switchgear flanking the rear console’s carbon-fibre lidded bin. Minimalist it’s not, but high-end audio aficionados will feel right at home.
If there’s a weakness it’s the infotainment touchscreen atop the centre stack, this being Porsche’s older generation currently being replaced in newer models (such as the 2017 Panamera mentioned earlier) by a much more advanced Apple CarPlay-infused
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I must admit I didn’t use the stereo much, the thought of drowning out the mechanical machinations ahead of the firewall and sonorous exhaust note from below and behind the floor panels downright sacrilegious compared to music. You can listen to tunes anywhere, but this particular Porsche’s 4.8-litre V8 can only be experienced within the confines of a Panamera GTS, the Cayenne GTS having given
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Either way a mid-four second sprint is incredibly quick for such a large four-door sport sedan, but respecting full disclosure I need to inform that the identically powerful 2017 Panamera 4S manages the same feat, while the Turbo accomplishes the task in 3.8 seconds, or 3.6 with the optional
Photo: Karen Tuggay, Canadian Auto Press |
Handling: by gods this car can manage corners like no other four-door on the planet. First consider that Porsche’s inspired engineers figured out how to make an inherently off-balance rear-engine car iron out convoluted undulations better than the majority of mid-engine competitors, and then appreciate that applying such know-how to a chassis layout more fundamentally capable of 50:50 weight distribution (or a more appropriate rear-biased variation thereof) is a comparative stroll
Photo: Karen Tuggay, Canadian Auto Press |
Go ahead and get stupid with speed (which is easy to do) before daring natural laws and the GTS simply follows direction obediently, the rear wheels tracking in amenable consent no matter how sharp the apex or sudden the descent. Admittedly there’s a limit to any car’s adhesion, but after considerable experience with the aforementioned four Panameras, including track time with others, I’ve never found its breaking point with electronics engaged. Switch such confines off, however, and it’ll tail-wag through the doglegs all day long.
Porsche includes its highly regarded PASM adaptive suspension to mediate performance
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Equal to its accelerative forces the GTS utilizes monstrous brake rotors embraced by mammoth red painted calipers for immediately reactive stopping power, those previously noted 20-inch rims and their 255/40R20 front and 295/55R20 rear Pirelli
Photo: Karen Tuggay, Canadian Auto Press |
Yes, the GTS is ridiculously quick and near unflappable at speed, but let’s not forget how comfortably it coddles. Those pseudo psuede seats are ultra-grippy and ideally supportive in all the right ways thanks to overzealous adjustability and two-way memory, while a multi dexterous powered steering column makes sure the driving position is as good as sport sedans get. The rear seats are near identically styled to those up front, just not as adaptable to shapes and sizes, albeit my medium-build five-foot-eight frame fit in ideally with plenty of foot space as well as approximately four inches remaining ahead of my knees when the driver’s seat was set to my height, plus another four inches above my head. This means someone six-foot-four should have no problem riding in back. Porsche includes a flip-down armrest with a velvet-lined compartment between the rear passengers, while that centre console just noted includes optional HVAC controls for
Photo: Karen Tuggay, Canadian Auto Press |
Seriously, whoever came up with this idea must have been an engineer from the chassis department, as it likely doubles as a structural stiffening rear strut tower brace. The tonneau works perfectly, even moving out of the way automatically when raising the optional powered liftgate, but the full-metal cross-member is by far the most challenging of its breed to remove, while once separated from the cargo area sidewalls is the heaviest of its type ever created. No need for a gym membership when purchasing a new Panamera, simply curl that hunk of metal and you’ll be looking buff in no time.
Obviously
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As beefy as it is the cargo cover isn’t there to increase structural rigidity, but rather is an option added to my test car, with yet more extras beyond those already noted including full-LED headlamps, self-cinching powered side doors, an upgraded full-leather interior, powered rear side window sunscreens and another powered
Photo: Karen Tuggay, Canadian Auto Press |
Auto start-stop is standard, coming into play when idling in its most economical mode, and when conservatively driven the GTS is capable of a claimed 15.1 L/100km city, 9.7 highway and 12.1 combined, which is superb when factoring in its substantive size, considerable 1,929-kilo (4,244-lb) curb weight, and blistering performance. If you want better you should consider the plug-in S E-Hybrid mentioned earlier, which can effectively cost you little more than a trickle on the electrical bill if your daily commute is below 36 km (22.4 miles).
While the electrified powertrain is impressive the Panamera GTS would be my choice, this particular 2016 model year V8-powered version highest on my list. You can wait for the new GTS that’s probably a year or so away, or take delivery of this still new 2016 model right away, while saving a cool $5,000 right off the top of its $129,400 base price, no dickering required. If you’ve long had your eye on a Panamera this is too good an offer to pass up.
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