- 2015 Porsche Panamera
- Interior / Exterior »
The only new looks for the 2015 model year are: exterior colors, including Jet Black Metallic and Sapphire Blue Metallic; new interior colors, including standard Black/Luxor Beige, optional Saddle Brown or Black/Saddle brown leather; and Panamera Executive models get Brilliant Silver air outlets and intake slats, Executive badging on the D pillar, and a Brilliant Silver active rear spoiler. New optional aesthetics include a 20-inch 911 Turbo Design wheel.
Despite the lack of updates, last year’s tweaks keep the Panamera’s look fresh, with crisper lines and more dramatic accents in the form of wider air inlets and a more sharply radiused power-dome hood. From the front, the Panamera resembles a larger-scale 911, but that’s where the similarities end. A long roof line (even longer on Executive models) drops toward the tail with a bubbled curve, making fantastic room for rear seat passengers, but at the expense of the exterior’s grace. The rear view is simple and largely unadorned, but suffers from the unusual rear roof and window area. Still, on the whole, the Panamera is comely—it’s just not for everyone.
Once inside the Panamera, however, the story is different: a fully modern Porsche environment provides stylish, high-tech looks over a clean design dominated by straight lines and flat surfaces. A button-heavy layout center console layout looks like a veritable control center, but its function is undeniable—no digging through touchscreen or wheel-driven menus, just tap a button and get back to the driving.
- Performance »
At the entry point, the Panamera keeps its familiar 3.6-liter V-6 engine. With 310 horsepower and 295 pound-feet of torque on tap, it’s the slowest Panamera, clocking 6.0-second 0-60 mph times with rear drive (5.7 seconds with Sport Chrono) or 5.8 seconds with all-wheel drive in the Panamera 4 (5.5 seconds with Sport Chrono). The Panamera S cuts acceleration times to 4.9 seconds (4.6 with Sport Chrono) and the 4S manages 4.6 seconds (4.3 with Sport Chrono). Adding the 5.9-inch wheelbase (and attendant weight) of the Executive to the 4S adds two tenths of a second back to the 0-60 mph time. The GTS is the second-quickest of the Panamera range, hitting 60 mph in just 4.2 seconds, 0.3 seconds behind the Panamera Turbo, which Porsche lists at 3.9 seconds (or 3.7 seconds with Sport Chrono). The S E-Hybrid slots right about in the middle of the range, hitting 60 mph in 5.2 seconds.
The V-8 engine previously used in S and 4S models was replaced last year with a twin-turbocharged 3.0-liter V-6 offering more power and greater efficiency. Rated at 420 horsepower and 384 pound-feet of torque, the new V-6 is up to the task, whether cruising to the mall or bombing down the Autobahn.
The most high-tech drivetrain is found in the Panamera S E Hybrid. A supercharged 3.0-liter V-6 engine joins an electric motor with plug-in charging capabilities. Rated at 416 combined horsepower, which includes the output of the 95 horsepower electric motor, the S E Hybrid doesn’t feel as sprightly as the non-hybrid S models, due to the extra weight–about 550 pounds–of the hybrid system and its 9.4-kWh lithium-ion battery pack. That said, the S E Hybrid is quick for a hybrid, and despite the extra heft, Porsche’s suspension tuning excellence helps the big car handle well.
The S E Hybrid can also run for up to 22 miles (claimed) in all-electric mode, and do so at speeds up to 83 mph. It can recharge from a 240-volt outlet with the included charger cable in about 2.5 hours, or, if you’d rather be fully charged upon arrival at your destination, the E-Charge system can give a full charge to the batteries while driving, drawing power from the gasoline engine.
On the other hand, the Panamera has a polarizing look–especially at the rear–and spirals easily out of pricing control if you don’t lay a judicious hand on the options order sheet. If you can handle the price and if you love the look, the Panamera’s performance, its wide range of available powertrains, and its available custom touches make it a keen alternative to the likes of a BMW 6-Series Gran Coupe or a Mercedes-Benz CLS–or even an S-Class.
Last year, the Panamera S E Hybrid was added, bringing new and high-tech gas-saving features to the Panamera line. For the new model year, the Panamera hasn’t been changed in any significant way–only a few cosmetic touches have been altered, only a few features changed.
The Panamera’s styling is an acquired taste. Last year, a complete though mild redesign gave a more streamlined, swept-back look thanks to revised front and rear end treatments, a shallower windshield angle, and, on Executive models, longer rear doors.
The long roofline and the arch near the rear end are supposed to call up subconscious associations with the 911, but instead it looks awkward. From most other angles, the overall effect is appealing, if somewhat super-sized for a Porsche. The cabin’s sportscar touches are welcome; there’s a button or a knob for almost every function, so there’s no muddling around with touchscreen controls. In the back, the Panamera’s an executive limo, with plenty of space and features.
From the base and Panamera 4 models, now sporting 310 horsepower and 295 pound-feet of torque from a 3.6-liter normally aspirated V-6 engine, to the Panamera Turbo at 520 horsepower from a 4.8-liter twin-turbo V-8 engine, to the all-new Panamera S E-Hybrid’s 416 horsepower from a 95-horsepower electric motor and 3.0-liter supercharged V-6 combo, there’s plenty of pep at any point in the range, with room to upgrade for those seeking more get-up-and-go. A new 3.0-liter twin-turbo V-6 powers Panamera S, Panamera 4S, and Panamera 4S Executive models, rated at 420 horsepower and 384 pound-feet of torque. We expect this will become the new base engine soon, as Porsche plans ahead for a smaller sedan in its lineup.
All versions except the Panamera S E-Hybrid come standard with Porsche’s PDK seven-speed dual-clutch transmission with paddle-shift manual mode. The E-Hybrid gets its own eight-speed Tiptronic S automatic transmission, also with manual-mode shift controls on the steering wheel. Porsche Traction Management active all-wheel drive with anti-slip regulation (ASR) is standard on all-wheel drive models.
As with the previous generation, there’s ample cargo space inside the Panamera with the rear seats laid flat. The hatchback-like profile adds clearance for larger packages or luggage–Porsche claims two fully-assembled bicycles will fit in the rear. Fit, finish, and materials are all held to a high standard, and the driver-centric layout of the front row controls give a sporty look and feel.
As for features and electronics, Porsche offers many standard and optional systems, including standard ParkAssist distance-sensing, standard cruise control, a standard Porsche Communication Management system with 7.0-inch color touchscreen and navigation with 3D maps. An Sport Chrono package (standard on Panamera GTS) is available, with improved performance modes; and a range of highly adjustable power seat upgrades are also available.
On the safety front, Porsche offers a full complement of side, front, knee, and curtain airbags as standard, plus additional seat belt pre-tensioners, manual seat belt height adjustment, and LATCH child seat mounts, also standard on all models. You won’t find some of the advanced safety electronics systems offered by other luxury performance sedans, such as night vision or pedestrian detection, however. The Porsche Panamera hasn’t yet been crash-tested by the IIHS or NHTSA.
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