First Drive: 2010 Porsche Panamera a 4-door sedan 78 years in the making
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06-25-2009 | 06:56 PM
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First Drive: 2010 Porsche Panamera a 4-door sedan 78 years in the making From Autoblog - Great Review
In 2002, the venerable 911 and relatively young Boxster were joined by an all-new third model that had loyal Porsche purists up in arms. Their favorite automaker had partnered with Volkswagen to introduce a Porsche-branded sport-utility vehicle called the Cayenne. Critics cried foul, enthusiasts wailed, and doomsayers predicted the end of the brand.
Within a few years, Porsche's SUV had become the best-selling model in the company's lineup – a true automotive success story. The profits from the Cayenne were used to develop next-generation 911 models including the GT2, GT3, and the LMP2 RS Spyder racing program. The cash also helped fund the development of an all-new program, the Panamera Gran Turismo -- Porsche's first sedan.
As expected, pundits have again raised their eyebrows in doubt while Porschephiles have resumed shedding soppy tears. The countless expressions of drama and doom continued... before anyone had ever driven the car.
Porsche set out to design the world's first uncompromised four-door. The automaker maintains that the Panamera Gran Turismo is yet another success story waiting to be written and claims the all-new model is the new class benchmark for performance, exemplary efficiency and personal comfort. The vehicle's world-first innovations within the segment include the first double-clutch transmission, the first with an engine start-stop system, the first with an air suspension with on-demand air volume, the first with active aerodynamics, and the first with an available "Sport Chrono" package elevating performance at the touch of a button.
With the exception of the family-oriented Cayenne SUV, all of Porsche's current offerings are generally second or third vehicles in most households -- most 911, Cayman, and Boxster owners own another daily driver. The Panamera is the fifth addition to Porsche's range and the automaker is determined to break that barrier by offering a four-passenger sport sedan that is spacious and comfortable enough to be the primary vehicle.
Unlike the BMW M5, Audi S6, and Mercedes-Benz E63 AMG -- all competent family sedans gussied-up to masquerade as sport sedans -- the Porsche Panamera is built with the sole objective of being the only clean-sheet high performance sport sedan in the segment. Even the Mercedes-Benz CLS63 AMG, arguably one of the Panamera's closest competitors, pales in performance.
While a traditional three-box sedan would have been a no-brainer, the team stuck with the philosophy that form would follow function. The vehicle had to seat four passengers comfortably, and their full complement of luggage had to fit in the trunk. Most importantly, the center of gravity had to be sports-car low. The result, from its slightly raised front fenders to the muscular rear shoulder line, makes the Panamera instantly recognizable as a Porsche. Even if it lends itself to controversy.
But the hue and cry from the marque's ardent devotees overshadows the significance of the automaker's first sedan. Call it unique. Call it daring. Call it stylish. Call it unsightly. Regardless of what descriptor you use, most of us seem to agree that it looks like the unlikely five-door offspring of an illicit tryst between a Porsche 928 and a Chrysler Crossfire. Interestingly enough, the more time we spent with the Panamera the more we understood, appreciated, and genuinely started to value its looks.
The Panamera is physically more substantial in person than it appears in pictures. By the tape, it is slightly larger than the Mercedes-Benz CLS 63. Its overall length is 195.7 inches (2.7 inches longer than the CLS 63), and the Porsche rides on a 115-inch wheelbase (2.6 inches longer than the Mercedes). Its stance is significantly wider too. The front track is 65.2 inches (up 2.2 inches) and the rear is 64.8 inches (up 2.5 inches).
The four-seat design, with tapered back rests and integrated head restraints, is instantly recognizable as classic Porsche. Unusual at first site, it almost appears as if the automaker has installed its unique front seats in all four passenger positions. The advantage to this layout is immediately apparent as all seating positions are extremely comfortable and supportive, with or without the optional sport seats. As an added benefit, passengers in the rear don't feel relegated to "coach."
Unlike the dashboard of the 911, Boxster, and Cayman -- each a derivative of the other -- the cockpit of the Panamera is unique and innovative. The primary cluster is comprised of five circular dashboard instruments. As is racing tradition, a large analog tachometer sits in the middle. The speedometer, oil pressure and oil temperature gauges are to the left. To the immediate right is a high-resolution 4.8-inch color TFT multi-function digital display presenting a selection of on-board computer information, or a close-up of the navigational system map. The fuel and water temperature gauges reside to the right of the digital display and a seven-inch high-resolution touchscreen sits high in the middle of the dashboard, the centerpiece of the standard Porsche Communication Management (PCM) system with navigation.
As expected, the Panamera pampers its occupants with yards of leather, fine wood (or carbon fiber), aluminum trim, and high-quality plastics. A long, button-laden center console runs the length of the cabin, effectively keeping passengers divided as optional multi-zone temperature controls (up to four) adjust each occupant's microclimate. Overhead, another console controls cabin lighting and the sunroof. While intimidating at first glance, the sea of buttons are logically placed into quadrants of climate control, suspension settings, vehicle settings, and emergency (hazard lights, door locks, etc...). After some familiarization, their individual operations are readily absorbed.
Active aerodynamics are standard equipment on all variants of the Panamera, but they alter slightly based on trim level. The Panarama S and 4S feature a one-piece rear spoiler that is retracted and flush with the bodywork until the sedan reaches 56 mph, at which point it moves into an angle of -3 degrees. At 100 mph, the wing angle lifts to +5 degrees to increase downforce. At 127 mph the spoiler moves to its maximum deflection of +14 degrees. The spoiler on the Turbo model is fitted with two additional flaps that extend to increase surface area. It too deploys to -3 degrees at 56 mph, but then locks at +10 degrees at 127 mph and up. The rear spoiler is designed to prevent lift, not increase downforce (and increase drag). The drag coefficient of the S and 4S models is .29, while the Turbo is slightly higher at .30; the frontal area is the same for both.
As expected, the Panamera pampers its occupants with yards of leather, fine wood (or carbon fiber), aluminum trim, and high-quality plastics. A long, button-laden center console runs the length of the cabin, effectively keeping passengers divided as optional multi-zone temperature controls (up to four) adjust each occupant's microclimate. Overhead, another console controls cabin lighting and the sunroof. While intimidating at first glance, the sea of buttons are logically placed into quadrants of climate control, suspension settings, vehicle settings, and emergency (hazard lights, door locks, etc...). After some familiarization, their individual operations are readily absorbed.
for the rest of the article here is the link --->
First Drive: 2010 Porsche Panamera a 4-door sedan 78 years in the making
In 2002, the venerable 911 and relatively young Boxster were joined by an all-new third model that had loyal Porsche purists up in arms. Their favorite automaker had partnered with Volkswagen to introduce a Porsche-branded sport-utility vehicle called the Cayenne. Critics cried foul, enthusiasts wailed, and doomsayers predicted the end of the brand.
Within a few years, Porsche's SUV had become the best-selling model in the company's lineup – a true automotive success story. The profits from the Cayenne were used to develop next-generation 911 models including the GT2, GT3, and the LMP2 RS Spyder racing program. The cash also helped fund the development of an all-new program, the Panamera Gran Turismo -- Porsche's first sedan.
As expected, pundits have again raised their eyebrows in doubt while Porschephiles have resumed shedding soppy tears. The countless expressions of drama and doom continued... before anyone had ever driven the car.
Porsche set out to design the world's first uncompromised four-door. The automaker maintains that the Panamera Gran Turismo is yet another success story waiting to be written and claims the all-new model is the new class benchmark for performance, exemplary efficiency and personal comfort. The vehicle's world-first innovations within the segment include the first double-clutch transmission, the first with an engine start-stop system, the first with an air suspension with on-demand air volume, the first with active aerodynamics, and the first with an available "Sport Chrono" package elevating performance at the touch of a button.
With the exception of the family-oriented Cayenne SUV, all of Porsche's current offerings are generally second or third vehicles in most households -- most 911, Cayman, and Boxster owners own another daily driver. The Panamera is the fifth addition to Porsche's range and the automaker is determined to break that barrier by offering a four-passenger sport sedan that is spacious and comfortable enough to be the primary vehicle.
Unlike the BMW M5, Audi S6, and Mercedes-Benz E63 AMG -- all competent family sedans gussied-up to masquerade as sport sedans -- the Porsche Panamera is built with the sole objective of being the only clean-sheet high performance sport sedan in the segment. Even the Mercedes-Benz CLS63 AMG, arguably one of the Panamera's closest competitors, pales in performance.
While a traditional three-box sedan would have been a no-brainer, the team stuck with the philosophy that form would follow function. The vehicle had to seat four passengers comfortably, and their full complement of luggage had to fit in the trunk. Most importantly, the center of gravity had to be sports-car low. The result, from its slightly raised front fenders to the muscular rear shoulder line, makes the Panamera instantly recognizable as a Porsche. Even if it lends itself to controversy.
But the hue and cry from the marque's ardent devotees overshadows the significance of the automaker's first sedan. Call it unique. Call it daring. Call it stylish. Call it unsightly. Regardless of what descriptor you use, most of us seem to agree that it looks like the unlikely five-door offspring of an illicit tryst between a Porsche 928 and a Chrysler Crossfire. Interestingly enough, the more time we spent with the Panamera the more we understood, appreciated, and genuinely started to value its looks.
The Panamera is physically more substantial in person than it appears in pictures. By the tape, it is slightly larger than the Mercedes-Benz CLS 63. Its overall length is 195.7 inches (2.7 inches longer than the CLS 63), and the Porsche rides on a 115-inch wheelbase (2.6 inches longer than the Mercedes). Its stance is significantly wider too. The front track is 65.2 inches (up 2.2 inches) and the rear is 64.8 inches (up 2.5 inches).
The four-seat design, with tapered back rests and integrated head restraints, is instantly recognizable as classic Porsche. Unusual at first site, it almost appears as if the automaker has installed its unique front seats in all four passenger positions. The advantage to this layout is immediately apparent as all seating positions are extremely comfortable and supportive, with or without the optional sport seats. As an added benefit, passengers in the rear don't feel relegated to "coach."
Unlike the dashboard of the 911, Boxster, and Cayman -- each a derivative of the other -- the cockpit of the Panamera is unique and innovative. The primary cluster is comprised of five circular dashboard instruments. As is racing tradition, a large analog tachometer sits in the middle. The speedometer, oil pressure and oil temperature gauges are to the left. To the immediate right is a high-resolution 4.8-inch color TFT multi-function digital display presenting a selection of on-board computer information, or a close-up of the navigational system map. The fuel and water temperature gauges reside to the right of the digital display and a seven-inch high-resolution touchscreen sits high in the middle of the dashboard, the centerpiece of the standard Porsche Communication Management (PCM) system with navigation.
As expected, the Panamera pampers its occupants with yards of leather, fine wood (or carbon fiber), aluminum trim, and high-quality plastics. A long, button-laden center console runs the length of the cabin, effectively keeping passengers divided as optional multi-zone temperature controls (up to four) adjust each occupant's microclimate. Overhead, another console controls cabin lighting and the sunroof. While intimidating at first glance, the sea of buttons are logically placed into quadrants of climate control, suspension settings, vehicle settings, and emergency (hazard lights, door locks, etc...). After some familiarization, their individual operations are readily absorbed.
Active aerodynamics are standard equipment on all variants of the Panamera, but they alter slightly based on trim level. The Panarama S and 4S feature a one-piece rear spoiler that is retracted and flush with the bodywork until the sedan reaches 56 mph, at which point it moves into an angle of -3 degrees. At 100 mph, the wing angle lifts to +5 degrees to increase downforce. At 127 mph the spoiler moves to its maximum deflection of +14 degrees. The spoiler on the Turbo model is fitted with two additional flaps that extend to increase surface area. It too deploys to -3 degrees at 56 mph, but then locks at +10 degrees at 127 mph and up. The rear spoiler is designed to prevent lift, not increase downforce (and increase drag). The drag coefficient of the S and 4S models is .29, while the Turbo is slightly higher at .30; the frontal area is the same for both.
As expected, the Panamera pampers its occupants with yards of leather, fine wood (or carbon fiber), aluminum trim, and high-quality plastics. A long, button-laden center console runs the length of the cabin, effectively keeping passengers divided as optional multi-zone temperature controls (up to four) adjust each occupant's microclimate. Overhead, another console controls cabin lighting and the sunroof. While intimidating at first glance, the sea of buttons are logically placed into quadrants of climate control, suspension settings, vehicle settings, and emergency (hazard lights, door locks, etc...). After some familiarization, their individual operations are readily absorbed.
for the rest of the article here is the link --->
First Drive: 2010 Porsche Panamera a 4-door sedan 78 years in the making
I know it seems I'm in the minority here but the more I read and the more new pics I have seen of the car with proper wheels I really like it... 
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