Features: Porsche Panamera at the track

At last, the moment has arrived. Around the approaching corner, deep within the fortified confines of Porsche�s famous Weissach R&D facility, lurk three pre-production Panameras. One of the most controversial road cars in recent memory is about to divulge its inner secrets, and the sense of excitement is palpable: this is the moment PH will get to see what Porsche has been up to, as well as scoring our �first ride� in the Panamera around its home track.

The new Panamera is low, wide and long

Predictably, those first few minutes are spent digesting the shape, but there�s an immediate question: what exactly is this great beast of a car all about? Well, it�s a four-seat �Gran Tourismo� as Porsche see it, with the emphasis on performance and comfort with �emotion�. In other words, it�s a very large four-door hatchback, aiming to ferry its occupants in genuine luxury, which just happens to think it should have been born a 911. Not the easiest brief, you�d have to agree.

Built on a bespoke platform, the Panamera�s key dimensions have been dictated by the brief drawn up during its gestation. A low centre of gravity and a wide track were desired for handling capability, but then so was the ability to carry four occupants in complete comfort. Therefore, the Panamera is very wide (1,931mm), imposingly long (4,970mm) but disarmingly low (1,418mm). This, together with the long wheelbase of the car (2,920mm), gives it such an unusual shape and footprint.

Of the monocoque, 75% is made from a blend of different strength steels with structures and components at the front and rear extremities of the car made from lightweight metals such as Aluminium or Magnesium to reduce weight, especially where it�s least wanted.

Cayenne V8 is revised for Panamera

There are two engines choices in the Panamera � atmospheric or twin turbocharged versions of a 4806cc V8 with direct fuel injection, originally taken from the Cayenne. The main difference between a Panamera V8 and the one wedged into a Cayenne is a reduction of mass (over nine kg), but this has been a thorough overhaul with power and efficiency the main goals. Porsche claims a reduction in rotating masses of 16.5%, and the company seems almost manic in its desire to impress the efficiency story on us. For that, read the fuel and emissions savings that this latest technology has bequeathed.

There is �quick warm up� of the engine; electronic control over the flow of coolant; an on-demand oil and power steering pump; a smooth, lightweight under-floor, electronic rear spoiler (a blade that rises from the rear deck and splits into three sections with a mechanism that looks like it belongs in Transformers. Very cool � certainly more so than on a 911), reduced roll resistance tyres, engine stop/start and various other bits and bobs chipping away at the consumption figures. Overall, Porsche reckon that combined with a PDK �box, these technologies make nearly 25% difference to the fuel consumption, and presumably it�s a similar story for emissions.

The Panamera's 'box of tricks'

Talking of gearboxes, although a six-speed manual is standard on the �S�, it�s twin-clutch PDK all the way on the other models. This is a new �box with only the clutch pack carried over from the PDK unit in the sports cars, because the huge transmission tunnel is long and relatively narrow � the opposite of the 911 and Boxster. As before there are seven speeds, with top being a long overdrive gear for better fuel consumption, and there is also the novelty of starting off in two gears. Err, yes, it takes a bit of understanding, but first gear is particularly short, and although the clutch is left open on second, both gears are �selected�. Depending on various parameters, at around 1,100rpm there is a brief changeover period where both clutches are partly open at the same time. You can barely feel it when onboard, but it�s faster and smoother apparently.

So to the hard facts: the regular V8 in the �S� and the �4S� (the basic rear-drive model and the four-wheel drive version respectively) produce 395bhp (400PS) at 6,500rpm and 369lb ft (500NM) between 3,500-5,000rpm. The �S� will get from 0-62mph in 5.2sec and the �4S� in 4.8sec (if both have launch control fitted) and both have a top whack of 175mph. The Panamera Turbo has 493bhp (500PS) at 6,000rpm and 516lb ft (700NM) between 2,250-4,500rpm. Useful? Absolutely: 188mph flat out and 0-62mph in just 4.0 seconds. Considering Porsche is rarely optimistic with its claims, and chopping off the extra 2mph, this is a sub-four seconds to sixty four-seater.

Turbo models weigh almost 2000kgs

Weight-wise, the �S� is 1770kg, the �4S� 1,860kg and the Turbo 1,970kg. It�s difficult to know what to compare a Panamera with � the Turbo is a near 190mph, sub 4sec to sixty, four-wheel drive limo crossed with a sports coupe. As a point of comparison, a Maserati Quattroporte is 1,990kg, an Audi S8 is 1,940kg, the Bentley Flying Spur 2,475kg and the Mercedes CLS63 and the S63 1,905kg and 2,070kg respectively. It�ll be interesting to see what the forthcoming Jaguar XJR � 500bhp and supposedly plenty of �coupe� mixed in with the limo genes � weighs, especially with Jag�s gen2 all-alloy body technology.

More intriguing are the claimed consumption and emission figures for the Panamera. These span from 26.2mpg combined (over the new harsher EU cycle) for the �S�, to 23.2mpg for the Turbo, and 253g/km to 286g/km for the same models respectively, with the 4S somewhere in between. Tucked into that long seventh ratio, will a Turbo really drift towards a mid-twenties mpg figure? With a 100-litre tank, that�d be good news.

The lesser Panameras are coil sprung as standard, but there is the option (standard on a Turbo) of air suspension, the volume inside of which is varied by the �mode� the car is running in. This system works with the PASM adaptive damping, and there�s also the option of a slippy diff on the rear axle, along with Porsche�s trick PDCC hydraulic anti roll bars, optional ceramic brakes, and the four-wheel drive system adapted from the Cayenne. I could go on as the Panamera is a real tech-fest, but we�re running out of room here�

Panamera corners hard - and flat

Finally after all the theory, there�s the chance to experience the practise, although sadly only from the passenger seat today. Whether you sit in the front or the back, the first thing that strikes you about the Panamera is the cosy yet spacious surroundings of the cockpit. You sit very low inside the car, with high sills all around you and the facia and transmission tunnel high and close in the front. But the really surprising thing is the amount of room in the rear seats. These are strictly individual chairs (there is no five seat option) laid low in the car much like the front pair and bisected by the transmission tunnel. I set the drivers� seat for my 6ft plus frame and then hop into the seat behind, yet there�s ample knee room and plenty of headroom to sit upright and relaxed.

As you might have seen in the spy shots, the Panamera has switchgear mania inside, with buttons grouped all over the high centre console and even above your head. It�s basically the exact opposite to BMW�s iDrive approach: yes, there�s Porsche�s new touch-screen infotainment system, but everything else is controlled by pressing a switch, which will either suit your personal taste or not. At least you never have to mess about with all those menus while driving. It certainly feels very well put together in here, albeit in slightly cold, typically �technical� Porsche style.

Sometimes you need a �polite face� on for these ride events laid on by a manufacturer, but not today. Savage, brutal - a bit weird really: those are my initial thoughts after climbing out of the Panamera. Weissach is a challenging track, unsurprisingly, with mainly tight corners and sudden gradients - not exactly where you�d expect a two-ton sports limo to shine.

Cone invasion reaches Weissach

Initially we�re treated to a lap in �normal� mode, and with the big car softly padding along, the outside world hushed and the ride quality over the rough �test surface� surprisingly accommodating, things look promising for Porsche�s comfort claims.

But then with a switch to Sports plus mode, and our home team test driver settled comfortably in the drivers seat, the car lowers itself on the air springs, the myriad systems reconfigure and we�re off: a great slug of acceleration to the harsh backbeat of the V8, gears slurred, then the kind of braking force that makes you giggle; slung into the corner on turn in, graze the spoiler on the steep incline, quad rapid direction change � this is getting ridiculous � full beans on the exit, feel the torque shuffling between wheels, the systems allowing a whiff of wheel slip; more huge acceleration, another great stab of braking, but still virtually no body roll. Like I said, it�s a bit weird. It�s a bit of a brain scrambler this car. It�s not just the rear wing that feels like it should be in Transformers�

The ride from the rear seat is 'surreal'

If anything, the experience is even more surreal sitting in the back. This isn�t like sitting in the back of most luxury cars. It�s like sitting up front, only you�re almost over the rear axle. It�s partly due to being so low within the car � unusual for a rear pew � and also because the seat itself has a bucket-like quality to it, offering real shoulder and side support. When the Panamera does a rapid and repeated direct change, you can strongly sense the car pivoting around a point way out in front of you: it�s like watching the action on a widescreen telly.

That just leaves the styling, the one thing that has occupied more column inches and forum pages than anything else about this fascinating car. For that, you need to see the car for yourself, in the metal, so what�s the worth in adding one more opinion to the morass? You�ve not long to wait now�

So do you like it yet..?

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