Porsche challenges sports-car form Sporty Panamera sedan

2010 Porsche Panamera

Consider this a friendly admonition to Porsche purists. The story you are about to read is a review of the 2010 Panamera, Porsche's first foray into the Gran Turismo luxury four-door sedan market. OK, that was your warning.

When professor Ferdinand Porsche founded his namesake company in 1930, it wasn't until 1948 when the first true Porsche -- the aluminum-skinned, hand-built Porsche 356 -- was created in the family's saw mill-converted workshop in Gmünd, Austria. With history steeped in Formula 1 racing-inspired designs and other very clever engineering endeavors, demand for the unique sports car meant more than 78,000 "Type 356" cars were eventually built during the next 17 years.

Professor Porsche died in 1952, but his legacy lives on in every vehicle Dr. Ing. h.c. F. Porsche AG builds (the company name is often shortened to Porsche AG). And, for Porsche traditionalists, that's the rub. It all started in 2002, when Porsche AG introduced a midsize luxury SUV, named Cayenne, to its sports car-only lineup. Hoping to generate new interest for the marque, the Cayenne quickly revived the German manufacturer's reputation for building powerful, nimble, racing-based automobiles ... even if it was a sport utility.

In all reality, the Porsche Panamera is what every Porsche has always been and that is a pure sports car, built from the ground up to accelerate, steer, handle and stop differently than any other production vehicle. The only difference is it has four doors and it's a sedan. But, the characteristic Porsche silhouette is there, from the front headlamps to the rear spoiler.

According to Gaudin Jaguar Porsche Aston Martin General Manager Glenn Anderson, feedback from customers who attended an open house at the dealership and subsequent arrive-and-drive at Spring Mountain Motorsports Ranch in Pahrump this past week has been overwhelmingly positive. "Pictures just don't do it justice," Anderson said. "I think the big question for everyone was what the car was going to look like with four doors. People have seen it now and they like it."

What's not to like? For potential Panamera buyers, however, it's all in the numbers. So, how's this for a luxury sedan? According to the German magazine Sportauto, Porsche test driver Walter Rohrl set a new sedan track record earlier this year at the famous Nurburgring (Nurburgring is a motorsport race track around the village of Nürburg, Germany). Driving the Panamera Turbo, he lowered the previous time (held by the Cadillac CTS-V) by 3 seconds.

And, to prove this feat was no fluke, Gaudin invited about 80 guests to the dedicated road racing facility in Pahrump to put the Panamera to the test. "We wanted to show our customers the Panamera is not only an everyday driver, but also comfortable enough to put on the track," Anderson said. "After riding and driving it, opinions were definitely changed."

Answering the question, "OK, but does it drive like a Porsche?" starts with outlining the Panamera's three models: the Panamera S, 4S and Turbo. Each features a 32-valve DOHC 4.8-liter V-8 engine, either naturally aspirated or twin turbocharged, capable of producing 400 to 500 horsepower, depending on the package selected. The engine also features Porsche's VarioCam Plus and Direct Fuel Injection for efficient combustion, which helps in the fuel economy column. Another new feature is the Auto Start Stop function, which gives the driver the option of turning the car off while at a stoplight. With the brake pedal engaged, the system can automatically turn off the engine. The engine will restart as soon as the brake pedal is released.

Focusing on performance, Porsche engineers utilized cast aluminum pistons in the Panamera S and forged pistons in the Panamera Turbo, aluminum one-piece cylinder heads and an aluminum crankcase of closed-deck construction. A dry sump oiling system ensures longevity and that everything in the engine is well lubricated in all driving situations.

Porsche's performance figures revealed the rear-wheel drive Panamera S accelerated from zero-60 mph in 5.2 seconds and had a top track speed of 175 mph. According to data collected by test drivers for www.insideline.com, however, the all-wheel drive Panamera 4S clocked in at 4.6 seconds.

"It's a ripper," said Gaudin sales manager Paul Jarrett, referring to the turbo, all-wheel drive Panamera he was eyeing for our test drive. Sporting Porsche's "Yachting Blue Metallic" body paint, racing inspired 15.5-inch rotors with six-piston calipers (ceramic brakes are optional) inside 20-inch sports car wheels, heated and cooled front and rear seats, upgraded Burmester High-End Surround Sound System and the standard Porsche Communication Management system that features a high-resolution 7-inch touch-screen navigation module, Jarrett eased the Porsche off the showroom floor into the daylight. It looked even better.

Inside, the Porsche Panamera is very comfortable and there's a lot to investigate, even from the passenger seat. The ascending center console is a command center where various suspension and exhaust modes can be selected, as well as access to whatever personal communication devices are needed. A wheelbase dimension of 114.9 inches ensures plenty of width and 195.6 inches in length isn't unreasonable considering you're driving a four-door. The Panamera Turbo weighs the most at a still-respectable 4,343 pounds which is achieved by using aluminum for the axles, hood, fenders, doors and rear lid. The cylinder heads are made of magnesium, which also reduces weight. Form does follow function in the Panamera. How else could Porsche have produced a four-seater?

Jarrett started in the driver's seat, reviewing the Panamera's impressive instrument panel and other interior features, which included tan and black leather finishes everywhere. Once out on the road, he shifted into the Porsche Doppelkupplung (PDK) transmission's manual mode, but we never came close to using all seven gears. PDK is essentially two gearboxes in one and requires two clutches, which ensures ultrasmooth gear changes, Jarrett explained. But, you had to feel it for yourself. So, that's what we did.

Your first decision is whether to use the two ergonomic buttons for changing gears or the PDK gear selector in the manual shift gate mode. Decisions, decisions. Going with the buttons on the three-spoke multifunction steering wheel seemed most comfortable and familiar, even though our manual shift upbringing used to require a clutch pedal. But, that's in the past and this is the present.

This is a sporty driver with enough agility and performance to satisfy even the most dedicated Porsche enthusiast. The overall ride is governed by Porsche Active Suspension Management for electronic adjustment of the suspension system. The Turbo also features adaptive air suspension as standard, which can change the ride to the sport mode with the push of a button. There's also a stabilizing system that reduces lateral body movement called Porsche Dynamic Chassis Control. That we certainly felt, especially in cornering.