Introduction
The 2010 Porsche Panamera is the marque's first-ever four-door sedan. Aimed at the Audi A8, BMW M5 and 7 Series, Maserati Quattroporte, and Mercedes-Benz S Class, this grand tourer is somewhat different. Instead of a traditional three-box sedan shape, the Panamera is a two-box hatchback to provide a roomy rear seat and useful cargo space.
And it is truly roomy, with back-seat headroom, legroom and hip room that rivals that of a Mercedes S-Class sedan or any of the other cars in this class. This surprised us. The other thing that surprised us was its refinement and smoothness. It's impressively smooth and serene when cruising along like a luxury car, which belies the world-class handling and performance available whenever the driver starts pushing hard on the pedals.
Beyond having four doors, the Panamara is different from traditional Porsches. Unlike the 911, which has its engine mounted in the rear, the Panamera has a more common front-engine design. It is offered with two flavors of V8 power. Panamera S and Panamera 4S models use a 400-horsepower V8, while the Panamera Turbo model features a 500-horsepower turbocharged version of the same engine. Both engines are mated to a new seven-speed automated manual transmission Porsche refers to as the PDK.
The Panamera S comes with rear-wheel drive, while the 4S and Turbo have all-wheel drive.
All Panameras are fast. The normally aspirated V8 in S and 4S models has plenty of power at any speed, and can launch the car from 0-60 mph in as little as 4.6 seconds. The Turbo cuts that time to 3.6 seconds, with little if any turbo lag and a rush of power that pins you back in your seat. Those numbers don't tell the whole story, however. The Panamera S feels lighter on its feet than the Turbo, and is in some ways more entertaining to drive. The 4S falls between the two.
Slightly smaller than a BMW 7 Series, the Panamera offers the sporty performance of a world-class sports sedan with the comfortable ride and refinement of a luxo-cruiser. A lot of engineering went into the car to make those extremes possible. To achieve the desired balance, Porsche built the body from lightweight materials and placed the engine low and as far back as possible. Porsche also used two forms of adjustable suspension to turn the ride from soft but stable to racetrack-ready.
The most luxurious Porsche ever, the Panamera is quite well appointed and equipped. Leather upholstery is standard, as are a choice of carbon, aluminum or five varieties of wood trim. The fit and finish and quality of the materials rival that of any competitor.
Space is impressive, too. A standard full-length center console divides the car into four distinct and comfortable seating positions. The feel from the driver's seat is much like that of the 911, only higher off the ground. The rear seat has enough head room for an NBA point guard and plenty of leg room, too. All of the seats are supportive without being too firm or too deeply bolstered. With this much room, the Panamera would work just as well as a chauffer-driven vehicle as it would a driver-oriented sports sedan.
The hatchback design makes the Panamera useful as a family vehicle, too. With the rear seats up, the rear cargo area is as roomy as most trunks, and with the seats down the Panamera has as much cargo room as a Subaru Impreza hatchback, which is a lot.
Bottom line, the 2010 Porsche Panamera is a great way to expand the Porsche lineup. It performs well on the street and the track, and offers enough passenger and cargo room to make it a no-compromise luxury sedan. Put simply, the Panamera enters the market as one of the world's best luxury sports sedans. Be careful with options, though. As with any Porsche, they can get awfully pricey when you start checking off the boxes.
Walkaround
The Porsche Panamera owes its design to two main factors, heritage and packaging. In conceiving the car, Porsche wanted a coupe-like profile for a sporty look, the backseat room of a sedan, and the cargo utility of a wagon. Those parameters lead the company to choose a rounded four-door hatchback design instead of a traditional three-box sedan body style. The hatchback allowed for generous rear headroom while also offering the desired rear cargo utility and the sporty coupe rear profile.
The Panamera also had to look like a Porsche, and that means it needed elements of the 911. The 911 influences include the signature shoulders or haunches around the rear wheels, a hood that sits lower than the front fenders, a front end with lower air intakes but no grille and the rounded rear end. The sensor for the available active cruise control degrades the appearance of the car from the front. Hidden at the back of the car is a cleverly designed active rear spoiler. It rests under a chrome trim strip and pops up at speed to increase rear downforce.
The result is a car that looks awkward from some angles. The length added by the rear doors and the high rear roofline appear to stretch the car too far. It seems like it would look better if you could take about 18 inches out of the rear roof area and give the roof a sharper slope. But if Porsche did that, it would look a lot like a front-engine 911. The rear end looks bulbous, reminding us somewhat of the old 928. In short, we think styling is this car's weakest point.
The design may not be elegant, but the Panamera does have presence in traffic. It attracts attention when it pulls up to a luxury hotel or fine restaurant or other gathering. On the road, that large rear end stands out.
Driving Impression
The Porsche Panamera is enjoyable to drive and it's easy to drive. The Turbo delivers breathtaking performance that's almost too easy to control. The standard Panamera S feels lighter and livelier, however, and is more entertaining on winding roads. The four-wheel-drive Panamera 4S falls between the two. All three have that feeling of being carved from one solid block of rigid aluminum.
That's probably due to the car's advanced engineering and extensive use of lightweight aluminum and magnesium for portions of the body structure. The engine uses a dry sump oiling system rather than a standard oil pan so it can sit low in the chassis, and Porsche has placed it as far back as possible.
The Panamera comes with two forms of adjustable suspension, a standard system with gas shocks, and a full air suspension in the Turbo. The suspension adjustments allow the Panamera to drive like a luxury car or a racetrack-ready sports sedan, and it always feels smaller than its considerable size (which slots between a BMW 5 Series and a 7 Series). Most adjustable suspensions are either too soft or too firm. That's not the case with the Panamera. The base suspension's Comfort mode provides a smooth but controlled ride, while the Sport setting makes the car react quicker without ruining the ride. The Turbo's adaptive air suspension adds a firmer Sport Plus mode that's tuned for driving on a track or twisty road. The air suspension can also lower the car one inch for better handling and raise it 0.78 inch to help the front end clear curbs. Porsche also offers Porsche Dynamic Chassis Control (PDCC), which comes with active anti-roll bars. To counteract body lean in turns, the system twists the roll bars to make them firmer. The system can also disconnect the roll bars to improve straight-line comfort on bumpy roads. Given all these controls, you can transform the Panamera from firm and race-track ready to smooth and refined with the touch of a couple of buttons.
We had the opportunity to test the Panamera's potential on the 14-turn, 4.1-mile Road America road course in Elkhart Lake, Wisconsin. Though large and heavy, the Panamera was at home on this long racetrack, with quick, communicative steering and a relatively flat attitude through turns (especially with PDCC). The Panamera's willingness to change direction and respond to driver inputs puts it in a league with the world's best sports sedans (such as the BMW M5).
Road America has a lot of long straights, and the Panamera's brakes weren't entirely up to that challenge, exhibiting a pulsation that may have indicated warped rotors. On the road, the brakes are more than enough to be perfectly capable. Drivers intending to drive their Panameras on a race track or tackle twisty mountain roads on a regular basis should consider opting for the expensive but impressive composite ceramic brakes.
The Panamera is very fast. The base V8 in the S and 4S models provides more power than anyone really needs. It offers willing response across at all rev ranges, starting with a burst and delivering plenty of passing punch. With rear-drive in the Panamera S, 0-60 mph takes just 5.2 seconds. The all-wheel-drive system in the 4S does a better job of putting the power down, cutting the time to 4.8 seconds, in spite of its additional weight. Add the Sport Chrono Plus package with its launch control feature and both 0-60 times are 0.2 seconds quicker.
The 500-horsepower 4.8-liter V8 in the Turbo is brutally fast, knocking the 0-60 time down to 3.6 seconds with launch control. Kick the throttle and the power knocks you back in your seat, not letting up until you do, or 188 mph, whichever comes first, though we didn't check this last feature. Thanks to standard direct injection, turbo lag is minimal, if at all existent. Sure, the Turbo is overkill, but we like it.
The seven-speed PDK automated manual transmission works well as a smooth automatic if left in Drive, and becomes race-ready when the driver chooses the Sport or Sport Plus modes, which hold gears longer to make power more readily available. Those who want to shift manually, can tap the steering wheel buttons in any mode. We found that the Sport Plus mode chose the appropriate gear for track driving 95 percent of the time.
For all that power, the Panamera goes fairly easy on gas. It comes with a start/stop feature that imperceptibly turns the engine off at stoplights to conserve fuel. EPA fuel economy estimates are 16 mpg city/24 mpg highway for the S models and 15/23 mpg for the Turbo. No Panamera is subject to a Gas Guzzler tax.
Interior
Porsche claims the Panamera is its most luxurious car ever and with good reason. The base materials are top-notch, with supple, soft-touch surfaces, and more luxurious trim is available. We found the fit and finish excellent in all the models.
Panamera S and 4S models come standard with three partial leather upholstery choices, while the Turbo gets full-leather upholstery in four colors. Three different two-tone combinations and natural leather in two colors and one two-tone combination are also available. Interior trim consists of carbon, aluminum, and five real-wood options. And those who really want to personalize their vehicles can opt for an alcantara roofliner (standard on Turbo), extra leather on just about everything, including the rearview mirror, steering column, air vents, and the top of the dash. It's all very handsome.
The center console is replete with buttons, upwards of 32 of them. Other functions are controlled through the standard seven-inch touchscreen in the center of the dash and another 18 buttons surrounding that screen. Another 4.8-inch multi-function display is housed in one of the gauge pods in front of the drivers. It pairs with the navigation screen to show just about any information the driver might want. Porsche opted for a button for every possible command rather than a centralized controller along the lines of BMW's iDrive. We found all those buttons overwhelming at first, but it became simpler as we became accustomed to them. The buttons are logically grouped by function and easy to reach. A central controller might look more elegant but it would be even harder to learn. In short, Porsche's system is easier to learn than BMW's iDrive. We found the navigation system hard to figure out. For example, three of us, veteran automotive journalists all, could not in an hour-long drive figure out how to switch from the bird's-eye view to map view.
Instruments are housed in five tubes, with the tachometer front and center in white with black numbers. The speedometer, marked in hard-to-read 25 mph increments, sits to the left of the tach, and the multi-function display is to the right. Both of these contrast with the tach, using black backgrounds and white characters. If you can't read the speedometer, that's OK, because a digital speed readout is provided at the bottom of the tach. Two smaller gauge pods flank the speedometer and multi-function display, creating the five-pod arrangement. These pods include readouts for the fuel gauge, water temperature and oil pressure and temperature.
Buyers can opt for three levels of audio systems. The base system, with 11 speakers and 235 watts of power is quite good. The optional Bose surround sound system, with 14-speakers and 585 watts, is loud and clear. It matches anything you'd find in most luxury cars. We found the 16-speaker, 1000-watt Burmester surround sound is as clear as any we've ever heard, and we've herd some good ones.
We found the front seats firm and comfortable. Hop in any seat and you'll notice that the full-length center console, which rises toward the dash, creates four distinct seating pods, each of which offers all the room and comfort the vast majority of passengers would ever need. This is one sports sedan that doesn't compromise rear seat room. The center console was inspired by the unit in the Porsche Carrera GT, and the seating position is similar to that of the 911. Supportive bucket seats can be found at all positions. The base seats have 8-way power adjustments in the S and 4S and 14-way adjustments in the Turbo. Those who really want to spoil themselves can choose the 18-way front sport seats and the 8-way adjustable rear seats.
Rear-seat headroom is especially impressive, and can accommodate occupants well over 6-feet tall. We found the rear seats comfortable, like buckets. The copious space front and rear would make the Panamera a fine chauffer-driven vehicle, though giving up the driver's seat wouldn't be easy. Rear seat heaters are available, with rear-seat climate control.
Rear visibility is limited. The angle of the rear window makes it look like a rather short slit from the driver's seat. Otherwise, the mirrors provide good coverage.
Storage up front includes a cupholder at the front of a shallow center storage console, the glovebox, and door map pockets. In back, there is another cupholder, a shallow storage tray, and a small storage cubby in the fold-down armrest.
Cargo space is quite massive. The hatchback design provides plenty of space for larger items. With the rear seats up, there is 15.6 cubic feet of space behind them, which is about as much space as a large sedan's trunk. Those rear seats fold almost flat with the touch of two finders to open up 44.2 cubic feet of cargo volume. That's enough room for a family of four and their luggage on a weekend trip. Four suitcases fit easily in this car.
Lineup
The 2010 Porsche Panamera is offered in S, 4S and Turbo models. Panamera S and Panamera 4S are outfitted with a 400-horsepower 4.8-liter V8, while the Panamera Turbo gets a turbocharged version of the same V8 making 500 horsepower. Both engines are mated to Porsche's PDK transmission. Panamera S comes with rear-wheel drive, while Panamera 4S and Turbo have all-wheel drive.
Panamera S ($89,800) and 4S ($93,800) come standard with leather upholstery; automatic climate control; interior air filter; eight-way power-adjustable front bucket seats with driver's seat memory; heated front seats; split-folding rear bucket seats; tilt/telescoping leather-wrapped steering wheel; cruise control; power windows, locks and mirrors; power rear liftgate; Homelink universal garage door opener; anti-theft system; 11-speaker, 235-watt AM/FM stereo with CD/DVD/MP3 player; Porsche Communication Management system with seven-inch touchscreen, navigation system and trip computer; auto-dimming outside and rearview mirrors; sunroof; automatic bi-xenon headlights; adaptive rear spoiler; Porsche Active Suspension Management adjustable suspension; and P245/50ZR18 front and P275/45ZR18 summer performance tires on alloy wheels. The 4S adds all-wheel drive with an automatic brake differential.
Panamera Turbo ($132,800) upgrades with adaptive air suspension with load-leveling and adjustable ride height, adaptive headlights, 14-way power seats with memory, power tilt/telescoping steering column, alcantara roof liner, full leather upholstery and interior trim, and P255/45ZR19 front and P285/40ZR19 rear summer tires.
Options are numerous, and you can get just about every part of the interior trimmed in leather, alcantara, wood or aluminum on an a la cart basis. Major exterior options include 19- and 20-inch wheels in several designs ($1,560-$3,380), nine colors and five special metallic colors, thermal and noise-insulated glass ($1,120), keyless access and starting ($1,090), roof rack ($400), and a rear wiper ($400). Performance options include the adaptive air suspension ($1,990); Porsche Dynamic Chassis Control with rear differential lock ($4,460); variable assist power steering ($270); Sport Chrono Plus package with analog and digital stopwatch, Sport Plus button and launch control ($1,320), ceramic composite brakes ($8,150); sport exhaust system ($2,950) with modified silencers, special tailpipes and an interior button to change the exhaust note. Front park assist and a rearview camera are bundled ($1,255).
Options inside include a full-leather interior ($3,655) with memory for the driver's seat and driver's side mirror; full-leather interior with 14-way power seats ($3,655) with power steering column and memory for lights, wipers, A/C, door locks, instrument cluster and PCM settings; and a full-leather interior with 18-way power sport seats ($5,360) that includes the same additional memory functions. The 14-way ($1,705) and 18-way ($3,210) seats are also offered without full leather. Also offered are front park assist ($600); adaptive cruise control ($2,490); large rear center console ($2,300); eight-way power rear seats ($1,835); front and rear seat ventilation ($1,600); four-zone automatic climate control ($1020); heated steering wheel ($210); power sunscreens for rear side windows ($450) and a power rear sunscreen ($340). Audiophiles will appreciate the 14-speaker, 585-watt Base surround sound audio system ($1,440) and the 16-speaker, 1000-watt Burmester surround-sound audio system ($5,690). Other audio options consist of XM satellite radio ($750), Bluetooth cell phone connectivity ($695), 6CD/DVD changer ($650), and a Universal Audio Interface ($440) with auxiliary input and USB jacks.
Safety features that come standard include dual front airbags, dual front knee airbags, front- and rear-side airbags, curtain side airbags with rollover deployment, tire-pressure monitor, rear park assist, anti-lock brakes, traction control, and electronic stability control.
Model Lineup: Porsche Panamera S ($89,800); 4S ($93,800); Turbo ($132,800).
Assembled In: Leipzig, Germany.
Options As Tested: keyless access and starting ($1,090), adaptive air suspension ($1,990), Porsche Dynamic Chassis Control with rear differential lock ($4,460); Sport Chrono Plus package with analog and digital stopwatch, Sport Plus button and launch control ($1,320), front park assist and rearview camera ($1,255).
Model Tested: Porsche Panamera S.
Summary
The Porsche Panamera offers the best of both worlds. It is a fine luxury sedan and debuts as one of the best sport sedans in the world. It's fast in a straight line, handles like a dream, carries four in comfort and has plenty of cargo room. All that capability doesn't come cheap, but a reasonably equipped model seems to be worth the price. Be careful, though, because Porsche's numerous options can add as much as $60,000 to the price of the car.
Kirk Bell performed his test drive of the Panamera at Road America in Elkhart Lake, Wisconsin; NewCarTestDrive.com editor Mitch McCullough contributed to this report.
Car Connection Review
Car Review:
TheCarConnection.com
2010 PORSCHE PANAMERA STYLING | [7 out of 10]
Motor Trend: "Certainly not a four door 911"
Cars.com: "some people will love and others will loathe" the design
Edmunds: "More center stack buttons than a button factory"
With the 2010 Panamera sedan, Porsche fills out its lineup with a truly spacious four-door that makes few compromises in its search for buyers seeking shattering power, great handling, and real room for four adults. It's no four-door coupe, like the Aston Martin Rapide or the Mercedes-Benz CLS, but a true "gran turismo."
Styling is a major controversy point. TheCarConnection.com's editors and reviewers from around the Web find the shape awkward. The Panamera's front fenders and rear lines help create a low drag coefficient, and rounded headlamps and tapered tail lamps render traditional details handsomely. The front end is low-but the rear roofline isn't, which makes the Panamera seem out of proportion, even in darker tones. Despite the obvious comparisons to Porsche's iconic 911, Edmunds says that the Panamera "isn't a four-door 911 - the engine's in the front, for one thing - but the 911's spirit is alive and kicking" in the Panamera, a common sentiment among reviewers surveyed by TheCarConnection.com. Edmunds also calls it an "undeniably sleek and sporty automobile," but others don't share that enthusiasm. Motor Trend in particular points out that "the controversial exterior styling is still awkward from side on," although they do concede that, "on the road, in the traffic, it's a striking looking car." Cars.com is less polite, griping that what Porsche has done "isn't styling - this is some kind of weird enlargement surgery you go to South America for."
The Panamera's cabin is a blend of leather, wood, and plastic, with a little too much of the last. Porsche's ignition sits to the left of the steering wheel, which itself comes from the 911, but most of the rest of the dash touches on new styling themes that aren't always successful. Wide flanks of buttons surround the console and overhead controls, giving them gills-a strange touch when the wood and leather lend an appealing 1970s flair that's executed even better in the console separating the rear seats. The control stalks on the column feel wiggly and out of touch with the rest of the quality pieces, too. Edmunds laments that there are "more center stack buttons than a button factory." Motor Trend reports that the 2010 Porsche Panamera's cabin "is truly gorgeous," combining materials and styling elements "in ways that will have Audi's interior designers sitting up and taking notice." Cars.com adds that the "four-seat interior design is the best on the market," while Autoblog christens the cockpit "unique and innovative." Several other reviewers return to the Edmunds criticism of the interior layout, although Autoblog notes that, "while intimidating at first glance, the sea of buttons are logically placed into quadrants" according to function, and "after some familiarization, their individual operations are readily absorbed."
Conclusion: The 2010 Porsche Panamera is ungainly from the outside, but more beautiful inside.
2010 PORSCHE PANAMERA PERFORMANCE | [9 out of 10]
Motor Trend: "Ready-for-anything combination of performance and practicality"
Autoblog: "Impressive electronically-controlled double-clutch transmission"
Edmunds: "Unmatched handling prowess"
Reviewers at TheCarConnection.com and around the Web rave over the stunning acceleration and confident handling of the 2010 Porsche Panamera. Few cars may look like it, and few cars perform like it, it seems.
The Panamera's ignition sits to the left of the wheel-part of Porsche tradition-and it fires up direct-injection engines related to those in the Cayenne SUV. Yet it breaks with some traditions. ConsumerGuide observes that, "unlike Porsche's 911, Boxster, and Cayman cars, Panamera has a front-mounted engine." The pair of "scintillating front engines" on the Panamera lineup includes "a 400-horsepower 4.8-liter V8 in base models" and a "500-hp version in the Panamera Turbo," according to reviewers at Edmunds. Both powerplants provide stunning acceleration, as Motor Trend reports a "0-60 mph time of under 5.4 sec for the two wheel drive S, and under 5.0 sec for the all-wheel drive 4S." The Porsche Panamera Turbo, with its twin-turbo V8, rockets to 60 mph in just 4 seconds flat, according to Porsche estimates, which leads Autoblog to caution "even the Mercedes-Benz CLS63 AMG...pales in performance." With an optional Sport Chrono pack and its launch-control feature, acceleration times drop to a claimed 5.0 seconds, 4.6 seconds, and 3.8 seconds-and enthusiast magazines have clocked 3.3 seconds, equal to times in the Nissan GT-R or Porsche's own 911 Turbo. Top speed is a lofty 175 mph on non-Turbo cars, 188 mph on the Turbo.
Regardless of which engine you choose, all 2010 Porsche Panameras come with the same seven-speed dual-clutch transmission. Like the units in Audi and Volkswagen cars, it uses nested clutch packs to pre-select gears in alternating order, so shifts are quick and invisible. Reviewers love this transmission, which Motor Trend says "slips imperceptibly between [the seven] ratios, ensuring a seamless surge of acceleration." Autoblog calls the transmission "impressive," and reviewers there are impressed that it allows for the driver to decide "whether to leave the shifting in full auto mode, shift with the center console-mounted lever, or shift manually via sliding levers on the steering wheel spokes." With the combination of the PDK gearbox and engines, Porsche says it avoids gas-guzzler taxes as it nets 16/24 mpg with non-Turbo cars, and 15/23 mpg in the Panamera Turbo. ConsumerGuide adds, "all models have an engine stop and start feature that shuts off the gas engine when the car is stopped," similar to other systems featured on many hybrid vehicles.
The Panamera's a hefty car at more than 4,000 pounds, but Porsche's dialed in electronics and light steering feel to give it a different, more nimble sensation than traditional Porsches. Edmunds declares that, for a four-door sports car, the Porsche Panamera offers "unmatched handling prowess." Cars.com agrees, christening the Panamera the "best-handling big sedan in the world," while Car and Driver calls it "so technically gifted and dynamically competent that you just have to take a look."
Autoblog says that Porsche's Active Suspension Management system comes standard, allowing drivers to choose from three suspension modes: "Comfort, Sport or Sport Plus." The basic setup has the Porsche Active Suspension Management (PASM) system to tailor the suspension from softer to firmer settings. Turbos also get air suspension (optional on other models) to further aid ride control. The Porsche Dynamic Chassis Control (PDCC) system has active anti-roll bars for handling prowess, and a rear differential lock that improves traction in wet weather. With the dynamic assists, the Panamera lowers itself 0.8 inch at speeds and deploys an active spoiler to boost its grip-and still, the suspension and electronics are configured to allow a little slip and to preserve the Panamera's sporty credentials.
With the Sport Chrono package, the Panamera can be set up as a real track performer, with the tautest engine, transmission, and suspension settings-though the variable steering setup remains light and nicely weighted in all versions. The electronic systems feel less direct in non-AWD cars, from TheCarConnection.com's point of view-there's a definite level of faith to be placed in them since they react more quickly than a driver can. In all-wheel-drive cars, the Panamera simply claws around corners with endless enthusiasm in a predictable, game-changing way. It may not be classically 911, but it is almost without equal in sedans unless Bugatti builds one again.
Ride quality is comfortable in most modes, with a distinct sense of tire motion and reactions making its way through the steering. It's akin to the ride quality of the tightest BMWs, and it's well suited to the Panamera's stunning capabilities.
Motor Trend says the "Panamera Turbo is beautifully controlled on the air suspension," and there's "not much wrong with the standard steel spring set up." To top it all off, the 2010 Porsche Panamera boasts world-class brakes-massive six-piston front and four-piston rear brakes, with optional carbon ceramic rotors-which Motor Trend describes as simply "bulletproof." To match, Porsche fits 245/50-ZR18s front and 275/45s on back in non-Turbo cars; the Turbo wears 255/45-ZR19 front tires, and 285/40-ZR19 rears, for awesome traction.
In a nod to its aim of producing a practical four-door sports car, Porsche endows the Panamera with a towing capacity that Motor Trend lists at "4850 lbs [for a] braked trailer," or 1,654 pounds unbraked.
Conclusion: The 2010 Porsche Panamera shatters performance-sedan barriers with a supple ride and steering, as well as phenomenal Turbo power.
2010 PORSCHE PANAMERA COMFORT AND QUALITY | [9 out of 10]
Edmunds: "Surprisingly spacious interior"
Motor Trend: "Rear seat is terrific"
Cars.com: "Materials are exquisite"
It sounds a bit unusual, but the rear seats are more comfortable than the front chairs in the 2010 Porsche Panamera. There's plenty of room and support in either set of buckets-and the driver's seat is the one you'll arm-wrestle for-but the rears have more width, thanks to the slimmer center console, along with plenty of headroom and foot room, too.
Although the 2010 Porsche Panamera is a large four-door sedan, Edmunds reports that the Panamera has "only four seats" in its "surprisingly spacious interior." Up front, Edmunds says that the driving compartment is "eminently accommodating," while Autoblog raves that "all seating positions are extremely comfortable and supportive." The rear seats score very well with reviewers also, and Motor Trend proclaims that the Porsche Panamera's "rear seat is terrific," as it "swallows a pair of six foot adults with ease." Edmunds observes that rear passengers have "head- and legroom to spare" as they relax in seats that "can be optioned with eight-way power adjustability, heating, cooling and, believe it or not, a refrigerated box." It's a little amazing to have more headroom in a Porsche rear seat than in a 2010 Ford Taurus, but it's true here. TheCarConnection.com's editors also note the rear seats have power adjustments and ventilation like those in front in many versions, though on some Panameras, leather is applied just to the seat surface, not the sides.
In addition to offering voluminous passenger space, the 2010 Porsche Panamera provides a large trunk that compares favorably with everything else in the class. Behind the backseats is a cargo area that's roomy enough for four roll-aboards, and it's easily accessed from a power tailgate with a rear window shaped like those on Porsche sports cars. All four doors have unique holders that maintain a set position on any incline, for easy exits and entries. The backseats also flip down to expose 44.6 cubic feet of cargo space, enough for two bicycles with front wheels still attached, Porsche says. Edmunds reports "the trunk is accessed via a power hatchback and measures an impressive 15.7 cubic feet." If you're making that monthly bulk grocery run, Motor Trend says that the Porsche Panamera's "rear seats fold to boost the luggage capacity from 15.7 cu ft to 44.6 cu ft, just under what you can fit behind the third row of a Chevy Suburban." The 2010 Porsche Panamera also "offers a roof rack and a trailer hitch," according to Motor Trend, which should allow you to find room for just about anything your weekend-or weeklong-escape requires.
In keeping with its near six-figure base price, the 2010 Porsche Panamera is bathed in top-notch materials that Cars.com calls "exquisite." Edmunds similarly raves about the "beautiful cabin quality," and Car and Driver feels that "the cabin is stitched with such impeccable savoir-faire that it more than compensates for any cheese puffery in the design." Porsche Panamera drivers have a choice when it comes to interior materials, as Autoblog finds that the Panamera "pampers its occupants with yards of leather, fine wood (or carbon fiber), aluminum trim, and high-quality plastics."
Unlike the purebred Porsche 911, the Porsche Panamera emphasizes a quiet, refined ride, and it shows in the interior decibel levels. Motor Trend is impressed to find that, even while running down the autobahn at 130 mph, there is "little more than a rustle of wind around the A-pillars and a muted hum from the tires, allowing you to enjoy a quiet conversation with your passengers." Autoblog records similar results, claiming that "at U.S. highway speeds the Panamera is a very stable platform nearly absent of wind noise." Some people crave an audible representation of their speed, however, and for them Car and Driver says that Porsche includes "a button to make the otherwise somewhat hushed exhaust louder."
Conclusion: The 2010 Porsche Panamera is astonishingly practical and crafted from high-quality materials.
2010 PORSCHE PANAMERA SAFETY | [9 out of 10]
NHTSA: Five stars, frontal impact; five stars, side impact; four stars, rollover resistance
IIHS: "Good," frontal offset, side, and rear; Top Safety Pick
Edmunds: "Comes standard with antilock brakes (with brake assist), stability and traction control"
Porsche goes to other extremes to guarantee the Panamera's performance in accidents. Though neither NHTSA (National Highway Traffic Safety Administration) nor the IIHS (Insurance Institute for Highway Safety) has tested its crash safety, its extensive list of standard safety features earns a high score from TheCarConnection.com.
ConsumerGuide confirms "safety features include ABS, traction control, antiskid system, curtain side airbags, and front side airbags"; Edmunds adds "front knee airbags" are on the list of inflatables. There's also an active hood that pops up to mitigate injuries in car-pedestrian accidents. Rear side airbags are an option.
Rearview cameras assist when backing up, and the multifunction display in the gauges allows drivers to toggle through car functions and displays, including navigation, while keeping more focus on the road ahead. All-wheel drive is a safety benefit on its own, even more so on the ferociously powerful Panamera Turbo-and Porsche permits drivers to cycle through various traction and stability control modes for all kinds of driving situations. Depending on your confidence level, Autoblog reports that the "stability control raises its intervention threshold based on the driver selected sport settings," although the "stability control may be completely defeated at the touch of a button." A hill-holder feature keeps the car from rolling back on inclines when starting.
Despite its impressive list of safety credentials, the 2010 Porsche Panamera isn't perfect; in fact, its driver sightlines are rather poor in some directions. While Autoblog finds that "visibility out the front and side is good," the "three-quarter view over the shoulder is a bit limited by the thick C-pillar."
Conclusion: The 2010 Porsche Panamera hasn't been crash-tested, but offers a long list of safety equipment and options.
2010 PORSCHE PANAMERA FEATURES | [9 out of 10]
Edmunds: "Also standard are a hard-drive-based navigation system"
Cars.com: "Among the hundredweight of amenities are things such as a second navigation display"
Motor Trend: "Sparkling clarity of the optional 1000 watt, 16 speaker Burmester high-end sound system"
There are few stones left unturned in the 2010 Porsche Panamera's features and options portfolio. The exhaustive list of features fitted to the Panamera include cruise control; dual-zone climate control; leather seating; a panoramic sunroof; a navigation system also used in the Cayenne that has crisp displays and customizable maps; Bluetooth control for hands-free phone operation; and roller controls on the steering wheel that set the standard for tuning audio and entertainment features on the go.
The base Porsche Panamera S starts at just under $90,000 and features "a sunroof, adaptive bi-xenon headlights...eight-way power front seats," and a standard "hard-drive-based navigation system and an 11-speaker CD audio system," according to Edmunds. The navigation system itself is intuitive and looks good, but the best part is that Cars.com says the system includes "a second navigation display embedded in the instrument panel." The 2010 Porsche Panamera 4S features a similar equipment list, but it gets a four-wheel-drive system that boosts the base price to $93,800. Edmunds reports that the ultra-exclusive Porsche Panamera Turbo adds "front parking sensors, keyless ignition/entry, 10-way power front seats and adjustable lumbar support," as well as a "14-speaker Bose surround-sound audio system."
For those who want more than the "base" amenities on the 2010 Porsche Panamera, Edmunds says that the lineup is "highly customizable," but both Edmunds and other reviews read by TheCarConnection.com warn customers to "watch out for price-inflating options." Among those options, Motor Trend raves about "the sparkling clarity of the optional 1000 watt, 16 speaker Burmeister high-end sound system," while Cars.com points out that "a dual-screen entertainment system is available for backseat-passenger enjoyment." The sound system scores particularly highly among reviewers, with Cars.com claiming that it provides "the best road-going audio [they've] ever heard." All versions of the 2010 Porsche Panamera can be equipped with the Sport Chrono Package, which ConsumerGuide says will allow drivers to adjust "powertrain and suspension tuning to suit high-performance driving." Other options include choice of wood, carbon-fiber, aluminum, or piano-black trim (the matte wood finish is particularly fine); a rear-seat entertainment system; custom-fitted luggage; four-zone climate control; and XM Satellite Radio. Adaptive cruise control is available, as are sport seats and heating and ventilation for all seating positions.
A final note: while other German car companies have moved to centralized functions and a balky controller, Porsche uses lots of buttons for vehicle functions-a decision to be applauded, though it clutters the Panamera's dash.
Conclusion: The 2010 Porsche Panamera swaddles occupants in high-tech luxury, which shouldn't come as a surprise at this price point.
The
2010 Porsche Panamera Expert Review was originally published at
TheCarConnection.com
Copyright 2009
TheCarConnection.com
