The Panamera doesn’t usually pop up when we play the “name a Porsche” game. The 911? Sure. The Boxster? Of course. And with the world buzzing about the all-electric Taycan, the Panamera often gets lost in the shuffle, wedged somewhere between the popular Cayenne and Macan SUVs.

But here’s the thing: Porsche hasn’t forgotten the Panamera. It’s back, sharper and more comfortable than ever.

A car with very few true rivals (maybe the Mercedes-AMG GT four-door comes close), the Panamera straddles the line between agile sports car and high-performance grand tourer.

Balance is everything

This is the entry-level Panamera, and you’re looking at a V6 that’s been tweaked to deliver 349bhp and 500Nm. Not bad, but don’t expect a roar when you hit the gas. The V6 hums along, occasionally needing more of a nudge than you’d expect to gather pace on the highway.

But give the paddles a flick, click it into Sport mode, and things start to wake up. It’s satisfying because you actually get to feel like you’re using the engine to its limit, and not just tapping into some beastly reserve power that’s overkill for daily driving.

How’s the ride quality?

Rock solid. The brakes are confidence-inspiring, and the steering feels natural, responsive, and composed. Even though this model sports a simpler air suspension with adaptive dampers compared to the active suspension found on the Panamera Turbo E-Hybrid, it’s still a joy in the corners.

And for those keeping track, the old PDDC active anti-roll system has been replaced by this new tech. So, we’re moving into a new era of road-hugging brilliance.

And you look good driving fast

The Panamera’s redesign is like a band switching to an acoustic set; familiar, yet stripped back. 

The front is sharper, the headlamps a bit squarer, and the rear lights now sweep across the entire back like a clean line drawn with a ruler. That third window now sports a little kink.

To the untrained eye, it honestly looks the same as its predecessor. But, these subtle changes help it maintain relevancy in today’s competitive market.

Inside is where it counts

Step into the cockpit, and you’re immediately reminded this is a proper low-slung coupe. It wraps around you, almost like it’s drawing you into its world.

The interface is mostly glass; there’s a 12.6-inch instrument screen, and a 12.3-inch centre touchscreen stacked with menus and icons, controlling the car’s treasure trove of settings.

Below that, there’s another black panel for climate control. It lights up when the car’s on, giving you a slight haptic feedback when you touch it. It works, but we’d still prefer old-school buttons. Thankfully, some physical toggles survived the touch takeover.

The cabin is impeccably put together, no doubt. Everything feels solid, except the lid above the phone charging mat. It’s a bit flimsy, which is unfortunate because it’s probably the one thing you’ll be opening all the time.

Oh, and if you’re into screens (or just spoiling your passenger princesses), you can opt for a 10.9-inch passenger touchscreen or throw in two 10.1-inch rear-seat screens. But let’s be real, your passengers will use them once, then either get bored or car sick. 

As for the back seats, they’re snug. With vents and sockets, the rear passengers won’t be too unhappy, though. And the middle tunnel on the four-seater option keeps siblings from waging territorial wars.

The optional 4+1 seat is, well, barely a seat. But the backrest splits 40:20:40, so you can chuck your skis or whatever in there with ease.

The boot is functional, but we’re not in estate territory anymore (RIP, Sport Turismo). The rear seats fold down, so you can fit more than a couple of weekend bags if needed.

And, because this is a Porsche, you could burn a fortune customising everything from the seats to the leather colour, stitching, seatbelts… the list goes on and on.

A winner

Porsche might label this Panamera as ‘all-new,’ but let’s call a spade a spade; it’s a seriously deep update of the previous model. And that’s absolutely fine.

The Panamera remains a unique beast, being a sports car from the front doors onwards, and a grand tourer from the rest of the body back. It feels as solidly built as you’d expect from Porsche, and every single control has that satisfying precision you just can’t fake. It’s comfortable, refined, and packed with luxury, even without splurging on those fancy options.

It is still very much in the game, and it’s playing to win.

Technical Specifications

Porsche Panamera

Engine: 2,894cc V6, Twin-Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 349bhp 
Torque: 500Nm
Gearbox: 8-Speed PDK (A)
0-100km/h: 5.3 seconds 
Top Speed: 272 km/h
Fuel Economy: 10.5 km/litre

Price: $498,468 without COE (accurate at the time of this article)
Contact: Porsche Singapore

Photo Credits: Sean Loo (@auto.driven)

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These models represent the pinnacle of Porsche engineering, each with a unique focus.

Porsche Panamera Turbo S E-Hybrid

For those who equate the word ‘Turbo’ with peak performance, the new Panamera Turbo S E-Hybrid doesn’t disappoint.

It pairs a potent 4.0-litre biturbo V8 engine with an electric motor, producing a combined output of 771hp and 1,000Nm of torque. This setup makes it the most powerful Panamera ever, propelling it from 0 to 100 km/h in a mere 2.9 seconds and reaching a top speed of 325 km/h.

Porsche’s engineers have refined every aspect of the Turbo S E-Hybrid’s drivetrain to meet stringent Euro 7 emissions standards, ensuring clean combustion and optimal performance. 

The 8-speed Porsche dual-clutch transmission (PDK) has been re-engineered to handle the immense torque, featuring optimised power-transmitting surfaces and higher thermal load capacity.

Before its official launch, the Panamera Turbo S E-Hybrid clocked a lap time of 7:24.172 minutes on the Nürburgring Nordschleife set by Lars Kern, smashing a new record for top-class saloons with a combustion and hybrid engine.

The car’s enhanced hybrid system now offers greater electric range, faster charging, and more responsive performance. Its 25.9 kWh battery provides an electric range of up to 88km, and the 11 kW on-board AC charger can recharge it fully in just under three hours. 

Porsche Panamera GTS

If the Turbo S E-Hybrid is about ultimate power, the Panamera GTS is about pure, unfiltered driving pleasure. With a 493hp V8 biturbo engine, the GTS offers a linear power delivery, reaching 100 km/h in just 3.8 seconds.

It’s equipped with a specially tuned chassis and a sports exhaust system that produces an emotive sound.

The GTS model exudes sportiness with black logos, a unique front section, dark-tinted HD matrix LED headlights, and red brake callipers. Inside, the lavish use of suede-like Race-Tex material and GTS-specific interior packages in vibrant colours like Carmine Red and Slate Grey Neo adds to its distinctive appeal.

The Sport Chrono package, Bose sound system, and carbon fibre accents further enhance the luxurious yet sporty feel.

Both models come packed with the latest technology and features. The Porsche Driver Experience control concept, high-resolution HD matrix LED lights, extensive connectivity options, and even the ability to park the car using a smartphone app are all part of the package. 

Pricing and Availability

In Singapore, the Porsche Panamera GTS starts at SGD 922,268, while the Panamera Turbo S E-Hybrid begins at SGD 1,230,268. Deliveries are expected to commence towards the end of 2024.

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Lars Kern, no stranger to the Nordschleife, previously set records in 2016 and 2020 with the Panamera. His last best time was in the Panamera Turbo S at 7:29.81 minutes.

“On the Nordschleife, the car’s transverse dynamic capabilities are crucial. The new Panamera has made significant strides here. In technically demanding sections, especially between ‘Hohe Acht’ and ‘Brünnchen,’ its agility is noticeably enhanced.” he added.

This new lap time, shaving off more than five seconds from the previous model, shows just how much improvement the new Panamera has. While the electrically supported eight-cylinder engine delivers better performance, there’s more.

“The powertrain, the aerodynamics, the chassis, and the new ultra-high-performance Michelin tyres – all played pivotal roles in achieving this best time,” Kern explained. A standout feature, the new Porsche Active Ride chassis, maintains perfect road parallelism, enhancing both cornering and body stability.

“As a driver, this gives me immense confidence. It shows that our advancements not only offer unparalleled everyday comfort but also make a significant impact on the Nürburgring Nordschleife. No other Porsche balances comfort and sportiness like the new Panamera.”

For the record attempt, the Porsche Panamera was fitted with a racing seat and the mandatory safety cage, but it was otherwise identical to the production version.

The Michelin Pilot Sport Cup 2 tyres, measuring 275/35 ZR 21 at the front and 325/30 ZR 21 at the rear, were specifically designed for this car. The optional Carbon Aerokit further enhances performance by eliminating lift on the front axle.

Combined with the Gurney flap on the adaptive 4-way rear spoiler, the result is increased downforce and improved aerodynamic balance.

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Unveiled amidst the lush elegance of Claudine restaurant at Dempsey Hill, guests indulged in a four-course gastronomic adventure at Claudine.

Each dish reflects the Panamera’s unique features – from its distinct Porsche DNA to its seamless blend of luxury and performance, and the endless customisation options that allow it to stand out.

“The all-new Panamera stands for equal parts luxury and sportiness inside out,” said Mr Andre Brand, General Manager of Porsche Singapore.

“Our flagship has always been the choice for those bold enough to forge their own path. Now, with even more powerful drive systems, a fundamentally modernised operating concept, and plenty of innovative technology, we underline our claim to offer the most dynamic sedan in the segment.”

The new Panamera maintains its iconic lines and proportions, measuring 5,052 mm in length, 1,937 mm in width, and 1,423 mm in height. For those looking for a bit more room, the Panamera 4 E-Hybrid Executive variant stretches to 5,202 mm in length.

The revamped exterior boasts a more expressive and dynamic look, with a redesigned front end, muscular arches, and iconic four-point LED daytime running lights.

Centre-lock wheels are now standard on the Panamera Turbo E-Hybrid. At the rear, the signature Porsche light bar integrates seamlessly with a redesigned rear cluster, tapering off the Panamera’s silhouette to create harmonious rear lines.

Inside, the Panamera has the new Porsche Driver Experience cockpit, ensuring all controls are within easy reach of the driver.

The selector lever is positioned to the right of the steering wheel, and the mode switch and assistance control stalks are directly accessible.

An optional passenger display integrates the passenger into the driving experience, displaying vehicle performance data, allowing infotainment system operation, and supporting video streaming, though cleverly designed to avoid distracting the driver.

The new Panamera range kicks off with a 2.9-litre twin-turbo V6, optimised to deliver 348hp and 500 Nm of torque. This boosts the Panamera’s sprint to 100 km/h to just 5.1 seconds with a top speed of 272 km/h.

For hybrid enthusiasts, three powertrains offer greater electric range, faster charging speeds, better throttle response, and improved driving performance. The new high-voltage battery provides around 45% more capacity in a comparable space, with an 11 kW On-Board AC charger shortening charging time to just under three hours.

The Panamera 4 E-Hybrid combines a new hybrid system with a revamped 2.9-litre V6 biturbo petrol engine, delivering a system output of 463hp and 96 kilometres of pure electric range.

The Panamera Turbo E-Hybrid, with its revised 4.0-litre V8 twin-turbo engine, offers a staggering 670hp and 930 Nm of torque, catapulting from zero to 100 km/h in 3.2 seconds and reaching a top speed of 315 km/h.

Standard on the new Panamera is a new adaptive two-valve air suspension, which, combined with Porsche Active Suspension Management (PASM), offers balance between comfort and sportiness. For those seeking even greater handling, optional all-wheel steering is available.

Porsche Active Ride suspension system is an option on selected models. The system’s active shock absorbers and electrically operated hydraulic pump work together to maintain a level body, even during dynamic driving.

The new Panamera offers a plethora of customisation options through the Porsche Car Configurator and Porsche Exclusive Manufaktur, from SportDesign packages to 21-inch wheels and iconic paint programs. For those desiring a truly unique vehicle, Porsche’s bespoke Sonderwunsch programme allows for personalized one-offs.

Now available for order, prices for the new Panamera start from SGD$498,468, with deliveries set for the latter half of 2024.

This price includes a comprehensive five-year maintenance and warranty package but excludes COE. 

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Let’s start with the Panamera 4 E-Hybrid. Porsche has combined a new plug-in hybrid system with a significantly revamped 2.9-litre V6 biturbo petrol engine that by itself puts down 304hp.

Combined with the plug-in hybrid system, total output rises to 470hp and 650Nm of torque, enabling acceleration from 0-to 100 km/h in 4.1 seconds and a top speed of 280 km/h.

Pure-electric range increases to 96-kilometres in the WLTP cycle.

The standard equipment of the Panamera 4 E-Hybrid includes 19-inch wheels, black brake callipers and matrix LED headlights.

A high-resolution HD matrix LED lighting system is available as an option.

Its more powerful sibling, the Panamera 4S E-Hybrid also has a 2.9-litre biturbo six-cylinder engine that, by itself, delivers 353hp.

Total output with the plug-in hybrid system rises to 544hp and 750Nm of torque.

0-100km/h is dispatched in just 3.7 seconds, and top speed arrives at 290km/h.

The Panamera 4S E-Hybrid sports 20-inch wheels in Panamera AeroDesign, silver Sport tailpipes and red brake callipers. Brake callipers in Acid Green and Black are optionally available.

The Panamera 4S E-Hybrid brakes with ten-piston brake callipers at the front as standard.

Alternatively, the PCCB (Porsche Ceramic Composite Brake), with 440-millimetre discs up front and 410-millimetre discs at the rear, is available in conjunction with 21-inch wheels.

Greater electric range, faster charging speed, better throttle response and better driving performance is what this new-generation of plug-in hybrid system brings to the Panamera.

At a gross 25.9 kWh, the new high voltage battery provides around 45 per cent more capacity in a comparable space. Also new is the 11kW on-board AC-charger that shortens charging time to two hours and 39 minutes.

Not only is charging performance improved, but so is output. With 190hp and 450Nm of torque, the completely-new electric motor offers significantly more power than its predecessor.

It can also regenerate at the rate of up to 88kW when decelerating, aiding the plug-in hybrid system’s electric-only range.

Panamera E-Hybrid models always start in purely-electric E-Power mode. Once the state of charge of the battery is under a certain minimum value, the system automatically switches to Hybrid Auto mode, which adapts the operating strategy to the current driving situation. This is further optimised by car and navigation data to maximise electric-only efficiency.

All Panamera variants come with Porsche Active Suspension Management (PASM). In the E-Hybrid models, Porsche Active Ride active suspension, that adjust their settings up to 13 times per second, can be added to offer optimised traction and cornering performance with a high degree of comfort.

The Panamera’s extended standard equipment includes ParkAssist with Surround View and a cooled smartphone tray for wireless charging with up to 15 watts. Options such as rear-axle steering, Remote ParkAssist, Passenger Display and air quality system are also available.

The Executive body style with a longer wheelbase is also available in Singapore only in conjunction with the Panamera 4 E-Hybrid variant; options such as the four-zone automatic climate control or a larger centre console are included as standard.

Prices in Singapore will be announced at a later date, and deliveries are expected to start in the second half of 2024. For more information, contact Porsche Singapore.

Photo Credits: Porsche

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The Porsche Panamera is back with its third-generation avatar, and it’s a sight to behold. Now, Porsche isn’t one to flip the design script entirely, but if you squint just right, you’ll catch the nuances that set this G3 apart from its predecessor.

Upfront, there’s a revamped grille flaunting an extra inlet above the front number plate. And, if you’ve got the eyes of a hawk, you’ll notice the more pronounced arches, paying a subtle homage to the iconic 911.

The rear? Well, it’s got a touch of 911 magic too — a frameless rear window, a redesigned lightbar, and a slightly larger black plastic area for that added oomph.

Porsche is kicking things off with the Panamera 4 and the mid-range Panamera Turbo E-Hybrid. The 4 is no slouch, sporting a twin-turbo 2.9-litre V6 that churns out 352hp and a healthy 500Nm of torque.

Then we come to the Turbo E-Hybrid – a twin-turbo 4.0-litre V8 paired with a 25.9kWh battery and an electric motor integrated into the eight-speed PDK gearbox. Total power? A jaw-dropping 680hp and a tyre-scorching 930Nm of torque. And get this, there’s a Turbo S E-Hybrid in the works with numbers that’ll make the previous 700hp iteration blush.

There’s more in the Porsche pipeline too. A non-hybrid V8-engined GTS is on the horizon, and for those who crave a bit more eco-friendliness, a V6 hybrid and a base spec rear-wheel drive V6 are in the mix too. It seems the non-hybrid Turbo S might be taking a sabbatical this time around. Confused? Welcome to the Porsche labyrinth – we’re right there with you.

Now, for the enthusiasts mourning the demise of the Panamera Sport Turismo, grab a tissue. Yes, the ultimate dog wagon is no more. No more estate forms for any of these new Panameras. A sombre moment for wagon lovers.

Those with PHEV designation can now manage up to 90km on a charge in city driving, up from the previous generation’s max of 55km. Bigger batteries, increased efficiency, better aero, improved regen braking, and less rolling resistance – incremental progress, but progress nonetheless.

Porsche swears it’s done a full 180 on the Panamera’s suspension system. Every car comes equipped with air suspension, but the standard setup now flaunts two air chambers and twin-valve dampers that can be adjusted independently for rebound and compression.

If you’re opting for the optional Porsche Active Ride system, you get a single air chamber and those twin-valve dampers, all coupled with a 48-volt electrohydraulic system. It’s not just techno-babble; it means each wheel dances to its own tune, and the Panamera has some mind-bending party tricks up its sleeve.

This gives way to a new ‘comfort access’ mode that elevates the Panamera by 5.5cm at a standstill, ‘dynamic ground clearance’ that drops the Panamera at speed, ‘active cornering’ allowing it to lean into turns, and ‘acceleration and braking comfort’ that uses the active suspension wizardry to keep the car flat during acceleration and braking.

Porsche already gave us a sneak peek earlier this month into the cockpit, showcasing the Panamera’s screen fest. For the tech enthusiasts, here’s the rundown: a 12.6-inch curved driver display, a 12.3-inch central touchscreen, and an optional 10.9-inch passenger screen. 

For our friends in China, the long-wheelbase Executive version is making a return, and on UK turf, get ready to roll with 21-inch centre lock wheels for the first time on a Panamera. 

The Porsche Panamera, in its G3 glory, is a testament to the relentless pursuit of automotive excellence.

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When Porsche introduced the first-generation Panamera to the world back in 2009, the automotive press industry collectively gasped and recoiled at the way it looked in shock and horror. The backstory, allegedly, was that Porsche’s then head-honcho Dr Wendelin Wiedeking insisted that he had sufficient headroom in the back of the initially sleek and well-proportioned four-door luxury coupe, which on its face seemed a reasonable request since the Panamera was supposed to serve as a luxurious and sporty rival to the likes of BMW’s 5 Series and Mercedes-Benz E-Class.

However, Dr Wiedeking being taller than average, necessitated the roofline of the 970-chassis Panamera growing significantly in height, much to the chagrin of the project’s designers and engineers, and gave us the “Hunchback of Stuttgart” that “induced vomiting upon sight” and that “everyone loved to hate” – perhaps a little unfairly so since it reportedly drove, rode, handled and did the luxury bit brilliantly.

Fast forward to 2016 and the second-generation 971 chassis received a desperately-needed restyling which brought it much closer to the “four-door 911” look that was originally envisioned. Here is the Panamera Platinum Edition, and starting from just under half a million Singapore dollars before COE and options, its price-competitors include the BMW Alpina B5 Bi-Turbo and Mercedes-Benz E53 AMG 4MATIC+ with both being more powerful than the Panamera Platinum.

However, power isn’t everything.

Outside

I don’t think anyone can argue that this Panamera Platinum is much more cohesively designed when compared to the first-gen. The no-cost Aventurine Green Metallic is subtle. When combined with the optional staggered 21-inch Panamera SportDesign rims in Jet Black Metallic, wearing Porsche-specific ND0-marked 275/35ZR21 and 315/30ZR21 Michelin Pilot Sport 4 S rubber front and rear respectively, the Panamera Platinum looks solidly hunkered down, ready to menacingly prowl streets and highways while still looking classy.

The standard-fit spoiler is usually stowed flush with the boot lid for a clean look and deploys automatically at highway speeds, although it can be set to its deployed position via the infotainment system for that sportier look.

Practicality is not compromised with the Panamera Platinum. Being a liftback makes it easy to get things in and out of the boot, and if the standard 495-litres of luggage space with the rear seatbacks up is insufficient, drop them to liberate a pretty-substantial 1,334-litres of cargo capacity.

Who says a sporty luxury four-door coupe can’t be practical? Outings to the golf course should be a cinch.

Inside

Let’s start where prospective buyers would spend most of their time – up front. 14-way electric Comfort Seats with memory package, clothed in Agate grey partial leather are comfy, supportive and sufficient for most daily-driven intents and purposes. The only cost option I’d specify here would be ventilation for the front seats, considering our usually hot-and-humid climate. The driver’s seat is easily adjustable and even with my longer-of-limbs and shorter-of-torso 1.82m-tall portly frame, I was able to get settled in real quick.

Once comfortably ensconced in the seat, the steering wheel falls naturally to hand with a little bit of adjustment, with the rim being perfectly sized and easy to grip. The instrument cluster is the familiar Porsche five-gauge arrangement, with an analogue tachometer in the middle and flanked by selectable digital gauges on either side. Everything is crisp, clear and legible, just as one would expect in a Porsche.

The infotainment is easy to operate and wireless Apple CarPlay and Android Auto help with smartphone integration. Haptic buttons on the centre console provide direct shortcuts into the infotainment’s various functions, and the Bose audio system plays loud and clear, albeit a little on the bright side so have a play with bass and treble adjustments.

However, there is ONE bugbear here. See the central aircon vents? They need to be adjusted from the infotainment’s touchscreen. Both vents get adjusted to the same degree as to how high or low they blow, and only side-to-side adjustment is asymmetric. Hey Porsche, manual individual adjustments via knobs and thumb-wheels weren’t broken, so don’t “fix it!”

Once adjusted to my driving position, I can comfortably sit behind the driver’s seat in the rear with a good amount of knee- and leg-room to spare. The press vehicle came with “4+1 Seats” in the rear, and they’re EXACTLY what they say on the tin. To sit in the middle seat, one needs to literally throw a leg over the centre console and pretty much straddle the rear aircon vents, so folks wearing skirts or Daisy Dukes and those with hip and/or leg issues should actively avoid the centre seat and stick to one of the two outer items. Being sculpted, they hold one’s body nicely in place. What would have been nicer is if the rear cupholders could have been pop-out items from the front of the centre armrest, instead of being IN the centre of the armrest for more lounging comfort and ergonomics.

Driving

The Panamera Platinum is SOOOOOOO comfy! Courtesy of a new three-chamber air suspension system, it glides effortlessly over most bumps – bumps that induce crashiness in other luxury German cars with air suspension – and soaks them up with aplomb on its most comfy setting, with only the sharpest of jolts inducing some crashiness but not much. Colour me impressed because where other luxury German manufacturers appear to struggle somewhat with their air suspension systems, Porsche has knocked it outta the park!

Visibility all around is pretty good, and reversing into parking spots is pretty simple courtesy of its reversing camera system and large door mirrors. On the move, Porsche’s eight-speed dual clutch gearbox is smooth and seamless, be it in stop-start street traffic or on the highway. Again, like in the 911 Carrera, the only option I’d specify is adaptive cruise control for longer journeys and tiresome work days where one just wants to get home.

Flooring the accelerator sees the Panamera Platinum take off briskly, aided by its gearbox and 330hp from the 2.9-litre twin-turbo V6 powerplant up front driving the wheels at the back. Performance is somewhat blunted by its 1.935-ton weight, and the aforementioned price competitors will definitely outrun it, but as mentioned before, power isn’t everything – it is brisk enough and enthusiastically brrrraps its way to naughty km/h.

AND it can handle well too. The Panamera Platinum, like the 911 Carrera, was treated to a set of curves and put on an impressive show for a vehicle of its size and weight. Never once did I feel like I was forcibly hauling it into the curves, with the Panamera Platinum dancing its way through the twisties just like a Porsche should.

At the end of the business-day test drive, it even returned a pretty impressive 11.6km/litre or 8.63-litres/100km calculated average fuel economy, which is way better than Porsche’s claimed 8.85km/litre or 11.3-litres/100km, and makes the Panamera Platinum that much more attractive as a luxury daily driver.

While there may be faster, lower-priced or more capacious and practical competitors out there, one needs to remember that the Panamera Platinum is all about Porsche’s take on a sportingly luxurious four-door coupe, and that comes at a premium – one that’s well worth it.

After my test drive, I can’t help but feel that I can’t look at its competitors the same again. The Panamera Platinum, though not bonkers fast, has left an indelible impression in my car-enthusiast psyche.

Have a fiddle with the online configurator. Here are the notable options for my ideal spec of Panamera Platinum:

I7 – Copper Ruby Metallic
43U – 21-inch Panamera SportDesign wheels painted in Jet Black Metallic
5KA – 4+1 Seats
QQ2 – Ambient lighting with rear compartment interior lighting concept
8T3 – Adaptive cruise control
4D3 – Seat ventilation (front)
Total cost with options – S$515,979 without COE (accurate at the time of this article)

However, just between us, I’d have my Panamera in shooting brake Sport Turismo instead.

Photography credit: Sean Loo (@auto.driven)

Technical Specifications

Porsche Panamera Platinum Edition
Engine: 2,894cc V6, twin-turbocharged
Power: 330hp @ 6,800rpm
Torque: 450Nm @ 1,800-5,000rpm
Gearbox: 8-speed twin-clutch automated
Top Speed: 270km/h (claimed)
0-100km/h: 5.6 seconds (claimed)
Price (listed): from S$488,488 without COE (accurate at the time of this article)
Price (as tested): S$509,258 without COE (accurate at the time of this article)
Contact: Porsche Singapore

Enjoyed that article? Check out the Porsche 911 Carrera and other reviews here!