New face, same ol’ ferocity and luxury with the updated Porsche Panamera.
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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