While Porsche continues to drip feed information, KYLE FORTUNEsteals a passenger ride in the elusive Panamera and takes a peek at the new technology
PORSCHE MAY have made more money last year playing the markets than building cars, but the Stuttgart firm hasn’t forgotten its car building roots.
While Porsche’s financial marketplace timing cannot be faulted, 2009 perhaps isn’t the best time to be introducing a new four-seat super saloon.
However, being Porsche, it hopes the car’s technical superiority and performance will attract buyers into its plate-glass showrooms, regardless.
Two different engines will initially be offered in the Panamera, with a hybrid drivetrain and a V6 unit due to increase the model range in a few years’ time. Both launch engines are 4.8-litre V8s, one naturally aspirated, the other featuring twin-turbos.
The standard car has 400bhp while the Turbo’s forced induction boosts its output to 500bhp. That’s enough to ensure that 100km/h is possible in just 4 seconds in the Turbo and in 5.2 seconds in the Panamera S – when fitted with Porsche’s PDK (twin-clutch) automatic transmission.
It’s a real sign of the times, though that, in the one breath, Porsche is announcing the Panamera’s performance figures, and just a moment later is talking litres per 100km and CO2 emissions.
Technological prowess is how Porsche has managed to make a rear-engined sports car work when it shouldn’t (like the 911) and it’s also responsible for the Panamera’s performance and environmental credentials.
While 10.8l/100km and 252g/km, and 12.2l/100km and 286g/km, for the Panamera S and Panamera Turbo respectively might not sound impressive, when compared to the competition that typically offer figures around 14l/100km and CO2 emissions figures well in excess of 300g/km, the Panamera’s numbers are fairly remarkable.
Helping achieve that are a number of technological firsts. Stop-start is nothing new, but Porsche is the first car maker to manage it with an automatic transmission.
Stopping the engine idling when in traffic or at lights helps keep down the emissions and maximise economy, the NEDC reductions in fuel consumption as great as 1.5l/100km on the urban cycle in the Panamera.
Reduced internal engine friction, on-demand auxiliaries like power steering and air conditioning pumps as well as direct fuel injection, lightweight construction and reduced rolling resistance tyres have all played their part in allowing the Panamera to return its class-leading economy and emissions figures.
A slippery shape helps too; the Panamera’s body features a completely flat underfloor and active rear aerodynamics, thanks to a pop-up spoiler.
But for all the environmental talk, this is still a Porsche – and customer expectations are that it will perform like one.
A brief passenger ride around Porsche’s Weissach research centre confirmed that customers have nothing to worry about here, either.
What’s remarkable is the Panamera’s ability to ride like a limousine, yet drive like a racer.
That’s down to Porsche Active Suspension Management (PASM), combined with Porsche Dynamic Chassis Control (PDCC).
PASM adjusts the level of air in the “spring”, while PDCC controls an active anti-roll bar that disconnects when it’s not required.
It’s these features in particular that allow the Panamera to perform incredibly in its dual role – the new Porsche that is not just a greener alternative to its intended competition, but a far less compromised one on the road.
Rival firms’ engineers will be just as keen to get their hands on the Panamera as Porsche customers when it arrives later this year – and rightly so. It might not be pretty, but there’s no denying that it’s a hugely accomplished feat of engineering.
Kyle Fortune discusses the new Panamera on the Motors podcast, Torque Radio at irishtimes.com/motors