2024 Porsche Panamera | UK Review
The V6 always felt like a lesser sibling in the Panamera lineup - not any longer
The new Porsche Panamera (the non-hybrid, rear-drive V6 goes without any suffix at all) is probably going to be rarer in Britain than a GT3 RS. Maybe an S/T, even. Think about it. Those who want a practical Porsche overwhelmingly favour the Cayenne, for starters. Those who want a fastback-y saloon may well be tempted by the additional performance, lower running costs and - dare we say it - cooler image of the all-electric Taycan. Get to even the rest of the Panamera range and there’s no avoiding the sensible appeal of the hybrids and the sexier charms of the V8 GTS. The majority of V6 buyers will probably go for the all-wheel-drive 4, because people will seemingly go for double the driven wheels when there’s no real need to. That’s how rare it’ll be. Porsche should have charged more and called this the Panamera T to boost awareness.
Despite the fact that the ready-salted Panamera looks set to be a bit-part player in the range, it turns out to be more recommendable than ever. Partly through the extensive revisions undertaken for every model in this generation, though there are some traits specific to this car. And the 2.9 twin-turbo V6 is actually now one of them. It’s not an engine transformed - definitely not as exciting as a similarly configured Giulia Quadrifoglio or as inherently charming as the 4.0-litre V8 found further up the range - though it is usefully improved. No longer does the engine feel like a weak link in the package, or the variant give the impression of being a lesser option.
Torque is the thing, as is always the way when easy-access performance is concerned. While 332lb ft to 369lb ft doesn’t look a huge gain, it’s more than 10 per cent improved. And as everything around gets heavier, so 1,885kg for a car this large looks eminently reasonable. It’s only 60kg more than an M440i xDrive, for example, which makes the same 369lb ft from its turbo six. And that’s more than fast enough. With the additional torque still made across a wide band of revs, from little more than idle to almost the power peak, it means this feels that useful little bit stronger all the time. You still wouldn’t call it a thrilling V6, pulling in a linear fashion from just 2,000rpm around to almost seven, but it gets the job done in a more convincing fashion now. And if more insulation is a demerit for the thunderous V8, suppressing the thin shriek of before to a muted growl this time around feels like no bad thing.
Plus, of course, the rest of the Porsche package helps make the most of the enhanced engine. The PDK shifts are rapid in any mode, and short early ratios assist the feeling of sprightliness. Where a non-hybrid V6 Panamera could once frustrate with its lethargy, this one always feels much more on the ball. A smidge over 350hp once up in the revs aids that impression, too. And get this: with a 90-litre fuel tank as standard, this car was showing a predicted range of 730 miles on start up. 730! Take that, Taycan.
Some (us included) might have scoffed when Porsche suggested that this facelift warranted an entirely new internal model designation. The first, odd-looking Panamera was the G1, then the G2 came in 2016, and now this is a G3. Even if it initially seemed like a reasonably mild update. But it doesn’t take long behind the wheel to grasp that this is more than the average overhaul. Rather like the Cayenne, bar a couple of subjective areas the Panamera is just sort of better. Everywhere.
The increased bandwidth of the new dual-chamber air suspension really was more than just a marketing boast. Of course this Panamera cruises with aplomb - they always have. The real benefits seem to be in cornering, the new setup cutting down on pitch, heave and roll without ever feeling artificial or augmented; it simply means the Panamera corners like a smaller, lighter car, still with familiar sensations, albeit reduced from what your brain expects. Going without the Active Ride Control that requires the plug-in cars’ 400v system doesn’t feel like a great loss, this V6 poised, precise and actually good fun to hustle as well. Chiefly because it’s all so unexpected, even when set against previous (very good) Panameras.
Porsche puts all the tools at the driver’s disposal to take full advantage. Still the brake pedals of its ICE cars are useful better than its electrified models (and any similarly configured rivals), the seat goes to the floor, the wheel to your chest, and the steering remains the standard by which all others are judged. And still fall a bit short. Gratifying cars don’t have to fizz with feedback or scream through every gear; there’s real satisfaction to take from baked-in cohesion and sweating the small stuff.
Indeed, being wrapped up in the driving experience of the V6 Panamera come good is a useful distraction from the interior. This one was specced with some lovely leather and expensive-looking metal trim, though a few little details were less impressive. The ventilation panel that flexes still feels a bit odd to use, phone storage in the centre is nice but the lid feels a bit cheap, and the digital driver’s screen is less special than the old dash. Plenty is very good, including the space and the screen responsiveness and the (optional) steering wheel, though this isn’t quite perfect. Shame to lose the gear selector, too, though Porsche is hardly alone in this. Most will deem a wireless charging tray of more use.
Similarly, while the exterior update has probably made the Panamera a more distinctive Porsche to look at, the jury remains out on whether it’s actually a more stylish one. The front now seems dominated by grilles and vents (the opening above the numberplate is especially odd) and to these eyes the headlights are fussier. They aren’t egregious changes, just undesirable ones. Probably there are a host of lighting, cooling and aerodynamic benefits that can be pointed to with the update, but that’s the conclusion for now.
Still, apart from perhaps the odd Turbo Sport Turismo, a Porsche Panamera tends to be bought not because of its looks but because it’s the most complete sports saloon package available (at a price). That remains the case here, and perhaps for the first time the verdict extends to the V6 as well. This is PH, so the V8 will always be preferable if at all possible, though without an S in range (as there is for the Cayenne), to get the 4.0-litre means jumping from an £82,500 Panamera, past the plug-in V6s, to the £125k GTS. And 50 per cent more is a significant leap for anyone's wallet.
Moreover, for the first time, it would be the undeniable allure of the V8 pulling you into that version's orbit rather than the familiar instinct to just avoid the V6. It’s hard to imagine an all-wheel-drive or hybridised model offering up a significantly improved Panamera experience, either, notwithstanding the potential incentives of a PHEV. So there we have it, folks; after 15 years, the V6 might actually now be all the Panamera you’ll ever need.
SPECIFICATION | 2024 PORSCHE PANAMERA
Engine: 2,894cc twin-turbo V6
Transmission: 8-speed dual-clutch PDK, rear-wheel drive
Power (hp): 353@5,400-6,700rpm
Torque (lb ft): 369@1,900-4,800rpm
0-62mph: 5.1 seconds (4.8 with Sport Chrono)
Top speed: 169 mph
Weight: 1,885kg (DIN)
MPG: 26.9 (WLTP)
CO2: 239 g/km (WLTP)
Price: £82,500 (price as standard; price as tested £104,256 (!) comprising Gentian Blue Metallic for £1,704, 20-inch Panamera Design wheels for £2,219, Two-tone leather interior in Darknightblue and Chalk Beige, smooth finish leather for £3,692, Front comfort seats (14-way, electric), with memory package for £1,125, 4+1 seats for £719, ISOFIX mounting on front seats for £155, Side window trims in high gloss black for £314, Electrically extending towbar system for £1,191, Model designation on doors black for £227, Sports Chrono package for £1,371, HD Matrix LED headlights for £2,022, Heated GT Sports steering wheel for £467, Porsche InnoDrive with Active Lane Keeping for £2,327, Lane Change Assist for £740, Four-zone auto climate control for £960, Passenger display for £1,289, Bose Surround Sound System for £1,223)
I actually went through a second time looking for shots of the rear seats!
And I guess that’s the point made early in the article, why would you buy this when the V8 is available? It’s obviously a very good car, but is it really better at anything, even economy? I would imagine that even the V8 is pretty frugal when cruising.
Personally, I’d love a V8 Sport Turismo version in a good colour, silver wheels and no tints. I feel like when I say that people just roll their eyes and assume I’m parroting the Chris Harris line of thinking but it’s honestly what I’ve always preferred!
I actually went through a second time looking for shots of the rear seats!
So your toddler can drive it?
I'm surprised that Porsches come with the wheels and a steering wheel as standard to be fair!
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