2019 Porsche Panamera GTS First Drive Review: A Sharper Image

The all-new Panamera sedan and Sport Turismo wagon get the GTS treatment.

The GTS tag first appeared on the first-generation Cayenne and 911, representing greater power and more responsive handling while retaining everyday usability. Based on the Panamera 4S, the first generation Panamera GTS of 2012 had a sharper, sportier image that placed it between the 4S and Turbo models.

While the Panamera Turbo and Turbo S are supreme autobahn stormers, the GTS is the weapon of choice for a twisty road. In handling, engine response and exhaust soundtrack it is the most engaging steer of the Panamera range, a formula vindicated by the sales success of both the original and facelifted GTS models.

Distinctive Design Cues

Visually, the GTS stands apart through the black elements of the emphasizes Design package. The headlight lens background is black as is the rear light reflector strip between the blacked out taillights and lower rear valance insert. The 20-inch alloy wheels are also painted black, although alternatives such as black wheels with a polished outer rim, and conventional silver wheels are available too.

Engine Borrowed From Panamera Turbo

The first generation GTS models were based on the naturally-aspirated 4.8-liter V8 powered Panamera 4S. However, for reasons of economy and emissions, the second generation Panamera 4S is powered by a twin-turbo V6 motor.

As the GTS philosophy is based on a V8 and a sports exhaust that emphasizes its NASCAR grade growl, this soundtrack has been a Panamera GTS hallmark from day one.

Retaining the V8 essence for the new GTS in the face of the downsized Panamera 4S V6 motor was essential, and the obvious solution was to use a detuned version of the 4.0-liter twin-turbo V8 that powers the Turbo. In line with the GTS ethos, the model specific sports exhaust has been tuned for optimum sound, especially when the flaps are opened. This is achieved either when the driver pushes the exhaust flap button on the center console or when Sport and Sport+ modes are selected via the steering wheel mounted drive mode knob.

Supercar Performance

Thus the Turbo’s 4.0-liter V8 engine with two turbochargers nestled in the Vee between its cylinder-heads was transplanted wholesale into the GTS and its power and torque outputs detuned via the ECU mapping. Peak boost pressure is down from 1.3 bar to just 0.8 bar with no overboost facility.

This means the GTS motor has a huge amount of headroom, which the engineers use to ensure the car can maintain its full performance at altitude. It also means that the cooling system is overspecified for the reduced engine output so track work in high ambient temperatures is not an issue.

The new big numbers are 460 hp at 6,000-6,500rpm with 457 lb-ft of torque from 1,800 to 4,500 rpm. Helped by the unerring traction of the 4WD system 0-62mph takes just 4.1 seconds, with 100 mph passed in 9.6 seconds from rest. Top speed is 181.4mph.

As with the other engine variants in the current Panamera range, there is a Sport Turismo GTS, so you can have a spacious daily driver with no compromise in driving enjoyment.

Tipping the scales at 4,464 lb, the heavier and marginally less slippery GTS Sport Turismo (sedan Cd 0.31, ST 0.33) shares the sedan’s 0-62mph time, but takes 0.1 longer to get to 100 mph, and is 2 mph down in top speed.

The Panamera 4S, GTS, and Turbo all use the same ZF eight-speed PDK dual-clutch transmission, with their respective clutch diameters sized according to power and torque. The 550-hp Turbo owns the beefiest clutch, with the GTS unit occupying the middle ground.

The other half of the mechanical changes that meet the GTS formula lie in the suspension set up. The latest Panamera uses three-chamber air suspension to offer the widest possible range of settings from Comfort to Sport.

The GTS set-up starts off 10 mm lower than the Turbo in its Normal setting with the bump stops shortened by the same amount so as not to compromise wheel travel.

For ground clearance reasons on the road, there is a minimum safe height in Sport+ mode, which is the same for both the Turbo and GTS. Thus the GTS is lowered 18 mm in front and 10 mm at the rear in Sport+, with the Turbo dropping 28 mm and 20 mm respectively.

Beautiful Interior With Distinctive Styling

The second generation Panamera has a radically different cabin from its predecessor. Both the GTS and its Sport Turismo sibling are based on the normal wheelbase car so cabin room is good but obviously not as spacious as an S-Class, A8 or 7-Series. But this is a more driver-oriented car, and the four seats with integrated headrests are comfortable with good all-round support.

The dashboard with its big infotainment touchscreen is not just modern but also downright good looking with intuitive control buttons on the center console. Small details matter in a car of this class and we like the fact that the volume control for the audio system is a practical knurled roller knob rather than one of those silly digital controls that can be tricky to work accurately on the move. A new feature introduced at this time for all Panamera models is the Head-Up Display (HUD), one of the best systems we have encountered in terms of clarity.

The GTS look consists of black leather seats with Alcantara centers, Alcantara headlining, and Alcantara steering wheel rim. An option is red seatbelts, red stitching for the seats, center console and dashboard as well as the GTS lettering in the headrests.

These red accents deliver a splash of color to the otherwise monochromatic trim, while the optional carbon-fiber inserts for the doors, center console, and door sill inserts add further perceived value to this high-quality cabin.

Driving And Handling

The handling of the more sporting GTS also benefits from uprated anti-roll bars front and rear. As with the Turbo, these are hollow to save weight and the GTS front bar is increased in diameter from 21.5mm to 24.0mm, while the rear bar maintains its 26.5mm outer diameter but uses thicker tubing to increase its rate.

The overall effect of these changes is to reduce understeer, thus improving turn-in to bends, while the lower ride height reduces body sway over bumps and lowers the overall center of gravity for improved stability.

Beyond these hardware upgrades, the other changes are all done on the electronic control applications. For instance, the standard fit PASM (Porsche Active Suspension Management) is set up to offer greater damper force resistance at any given point in its curve thus delivering a more sporting ride with no change in the overall ride character. This provides comfort through improved body control.

The other application changes are in the PTM (Porsche Traction Management) system. With less torque being fed to each wheel by the detuned V8 the mapping has been calibrated to send a bit more power to the rear in Sport and Sport+ modes. This makes the car feel even more agile and sporting.

As with other Panamera models active rear steering is an option and noticeably helps this big, heavy car turn in with a greater feeling of agility, while aiding stability at high speed.

Our comprehensive test route to the Bahrain International Circuit took in town and highway driving where the Normal suspension setting displayed a high level of ride comfort despite the big 9.5J and 11.0J x 20-inch wheels shod with 275/40ZR20 and 315/35ZR20 Michelins. You can get 21-inch wheels as a factory option, but frankly the 20s are aesthetically balanced for the size of this car and are less vulnerable to road imperfections.

The calibration of the three-chamber air suspension has been carried out to perfection and the GTS has a supple secondary ride with good low-speed bump absorption capability around town. The advantage of the tightened up damping curve is that Normal is now a good all-round setting for road use below the level where you want to drive aggressively on a twisty road and require Sport.

The idea of monstering a big, heavy sedan around a racetrack has always been quite bizarre, but the Panamera GTS takes to the very technical F1 corners of the Bahrain circuit well.

With Sport+ duly engaged, the slow Turn 1 going into Turn 2 sequence is the trickiest and most technical part of this track for a big, heavy car with little or no downforce. Keeping your speed in check and not being greedy with the throttle is the secret here, making full use of the 4WD grip before unleashing the whole power curve towards Turn 3.

The rest of the track is fast and flowing and you can get a good rhythm going, just being patient in the two long medium speed bends where you have to hold the car on the edge with a constant throttle to avoid understeer or oversteer.

The only other tricky bend is Turn 10 where you have to brake hard, initially in a straight line away from this slow, distorted U-shaped left-hander. As you approach the final turn-in point, your straight-line braking becomes trail braking as you apply some left lock before coming off the brakes as you turn into the tight left hander.

You need to get your speed right down for this last bit, as carrying too much speed will result in understeer. If you miss the apex here it will screw up your exit speed, which in turn affects your terminal speed at the end of the subsequent straight.

What was most apparent on track is just how wieldy and responsive this big, heavy car is in an environment that luxury sedans are simply not designed for. If anything, the long straights of this Formula 1 fixture showed up a relative lack of power to eat up the long straights, something the Turbo and Turbo S e-Hybrid make up for, but are less able to deploy because of their more comfort biased chassis settings.

The new Panamera GTS is a fine luxury sports sedan that should continue the sales success of its predecessor. With no direct rivals, least of all for the Sport Turismo version, the GTS remains a unique proposition for Porsche enthusiasts who need a stylish, rapid and roomy daily driver that is also engaging to drive.

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2018 Porsche Panamera Turbo S E-Hybrid Review

The redesigned Panamera range arrived in 2016 and has already received a number of additions and updates. Among them is the range-topping Turbo S-E Hybrid which is all-new for 2018 and offers well-heeled shoppers the opportunity to embarrass supercars while still being capable of zero-emission city driving.

What’s it like inside?

The interior has received a welcome upgrade with the redesign and now features all of the latest technological and design elements found in the new generation of Porsches. Material quality is exemplary and the majority of controls are laid out logically around the driver. The sheer number of electronic systems fitted does necessitate a row of buttons along each side of the shifter but the majority of functions can be controlled via the large centrally mounted touchscreen.

There is comfortable seating for four and if additional rear passenger space is required the Executive model offers a lengthened wheelbase. Cargo space is decent and loading items into the trunk is made even easier through the rear hatch of the available Sport Turismo body style.

How does it drive?

The most powerful Panamera in the range is also the heaviest yet despite this the standard adaptive air-suspension and advanced electronic stability systems provide it with the kind of handling and road-holding usually reserved for much smaller and nimbler sedans.

Ride quality too is good and the Turbo S E-Hybrid transitions effortlessly between boulevard cruiser and backroad hooligan.

What about the performance?

Whereas the previous Panamera Turbo S featured a boosted version of the standard Panamera Turbo drivetrain, the latest version adds an electric motor to the standard engine to increase power levels instead.

The 4.0-liter twin-turbo V8 pumps out 550 horsepower and 567 lb-ft of torque while the electric motor provides an additional 136 hp and 295 lb-ft. This combines to give maximums of 680 hp and 626 lb-ft which is transmitted to all four wheels through an 8-speed dual-clutch transmission.

Despite weighing an additional 500 pounds over the standard Turbo, the Turbo S E-Hybrid out-drags it to 60mph with a time of 3.2-seconds. It provides the kind of instantaneous acceleration that is familiar to EV owners with the sustained top-end power that only a powerful gasoline engine can provide.

Fuel economy figures should also shade the standard Panamera Turbo and a claimed all-electric range of 31 miles should make for a fuel-efficient daily commute.

What are my options?

The Porsche Panamera Turbo S E-Hybrid is available in one trim level that includes just about every option fitted to the lesser models in the range. It can also be specified in Executive extended wheelbase or Sport Turismo hatchback body styles.

Notable standard equipment includes 21-inch alloy wheels, adaptive air suspension, 14-way power front seats with leather and heating all-round, 12.3-inch touchscreen with integrated navigation and smartphone compatibility.

Available options include the Premium Package Plus (Lane change assist, front seat ventilation, LED dynamic headlights and soft close doors) and the Assistance Package (Adaptive cruise control, traffic jam assist, lane keep assist and night vision assist).

While there are a myriad color and interior detail options, notable individually selectable extras include a sport exhaust system, 18-way adaptive sport seats, rear axle steering and a Burmester audio system.

The Verdict

Silent but violent, although not at the same time. That about sums up the latest Porsche Panamera Turbo S E-Hybrid, it is perhaps the ultimate mass-production example of performance enhancing hybrid technology.

Its real-world efficiency levels will depend largely on how it is used. As a technological showcase of what we can expect from Porsche in the future, the Turbo S E-Hybrid is a real eye-opener and its dynamic abilities place it at near the top of the luxury performance sedan pile. Its biggest challenger comes from within its own ranks in the form of the significantly cheaper and still eminently capable Panamera Turbo.

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2018 Porsche Panamera 4 E-Hybrid Review

After the Porsche 918 Spyder, the German sports car manufacturer made it very clear they know how to make a damn good hybrid. So they’ve decided to hybridize just about everything bar the 911 and 718 Cayman and Boxster. The new Panamera 4 E-Hybrid is the latest Porsche to feature a hybrid drivetrain – but despite being a large executive saloon, Porsche say it’s a sports car first and foremost, and a practical saloon second. Based off the second generation of Panamera, the looks aren’t quite as horrific as they once were, but it’s safe to say the best place to be when in the company of a Panamera is inside.

Interior

Despite the sloping hunchbacked roofline of the Panamera, there’s a surprising amount of headroom available – particularly in the rear of the 4 seat saloon. Even with the sunroof equipped, it doesn’t impede much on head room. The rear seats can fold to enlarge the cargo capacity to 44 cubic feet, though with the seats in place, the 4 E-Hybrid loses a few cubes compared to a standard Panamera – 14.3 cu ft to the standard 17.6 cubes.

The cabin is, as you’d expect, luxuriously appointed with leather upon all surfaces. But it’s not the leather, but rather the new 12-inch touch screen infotainment system that steals the show. It’s a vast improvement over the previous system, though sometimes still not the most intuitive, and it’s matched with touch sensitive controls that offer haptic feedback beneath it, replacing the plethora of buttons that made the old Panamera a nightmare.

Driving (Ride and Handling)

The Panamera 4 E-Hybrid’s luxury starts with the adaptive air suspension with Porsche Active Suspension Management. It filters out rough surfaces and provides a buttery smooth ride regardless of the fact that it rides on standard 19-inch alloys, with optional 20s and even 21s still feeling smooth. The air suspension is also fully variable, providing excellent support and body control through corners and directional changes, and resisting body lean. The grip is endless from the permanent all-wheel drive system, and there’s a really sense of connection through the front wheels, even though the steering is electronically power assisted. There’s good weight and keen responses, and the Panamera 4 E-Hybrid responds far sharper than its 4 787 pound weight would suggest. Opt for the available rear-wheel steering and the Panamera feels a far smaller sports car – an impressive feat. However, the E-Hybrid is let down by a poor brake feel at the changeover between regenerative and physical braking.

Performance (Engine and Transmission)

The plug-in hybrid Panamera 4 E-Hybrid derives its power from a pairing of a 2.9-liter twin-turbocharged V6 developing 330 horsepower and an electric motor sandwiched between the gearbox and engine that generates 136hp. The combined outputs are 462hp and 516 lb-ft of torque, sent to all wheels via an 8-speed PDK dual-clutch automatic. The EPA consumption estimates aren’t in yet, but the 14.1kWh battery pack offers an electric range of a claimed 31 miles, and can be charged in as little as two and a half hours with a 240-volt electrical system. Lest we forget, 0-60mph arrives in 4.4 seconds with the Sport Chrono pack.

Equipment and Safety

Though the options can add up very, very quickly on the Panamera 4 E-Hybrid, there’s still a fair amount of standard kit, including a panoramic roof, park distance sensors front and rear with reverse camera, two rear USB ports, LED headlights, and cruise control. Noteworthy options include 18-way power adjustable Sport Seats Plus and the rear seat entertainment package with 2 detachable 10-inch tablets. With the available Assistance Package, the E-Hybrid gets adaptive cruise control, lane keep assist, and night vision assist. As with all Porsche’s, the Panamera hasn’t and won’t be crash tested by local authorities.

Verdict

Several years ago, hybrid meant compromise. Not anymore, not for Porsche. The Panamera 4 E-Hybrid uses hybridization to make it a complete all round executive sports saloon. From behind the wheel, it’s all too easy to mistake this for a genuine sports car. Simply – performance and class with a clean conscience.

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Porsche Panamera GTS And Panamera GTS Sport Turismo Arrive Packing 453 HP

Could the middle Porsche trim actually be the best one?

The Porsche Panamera is a car with a very broad spectrum of power. At one end, the base Panamera produces 330 horsepower from a 3.0-liter turbocharged V6. At the other, the Turbo S E-Hybrid pumps out a whopping 680 hp from a 4.0-liter twin-turbo V8, which is mated to an electric motor. But what if the base Panamera is simply too slow, and you don't have $190,000 to spend on the Turbo S E-Hybrid?

Well, now there are two new Panamera models that will be perfect for you. Introducing the Panamera GTS and Panamera GTS Sport Turismo.

These new GTS models are exactly what we expected them to be, a nice middle ground between the Panamera S and the Panamera Turbo. Both versions of the GTS are powered by the same 4.0-liter twin-turbo V8 found in the Turbo, but detuned to produce 453 hp and 457 lb-ft of torque. This may be less than the 550 hp produced in the Turbo but it is 20 hp more than the last generation Panamera GTS.

Both cars send power to the Porsche Traction Management (PTM) all-wheel-drive system through an eight-speed PDK transmission. The sprint to 60 mph takes just 3.9 seconds for both cars, with the GTS reaching a top speed of 181 mph and the GTS Sport Turismo 179 mph.

As always, the GTS trim offers standard features that are only optional on the S trim. These include dynamic chassis systems with three-chamber air suspension, unique design elements, Sport Chrono package, and Alcantara interior trim.

Other standard gear includes a Sport Exhaust with blacked-out tailpipes, and 20-inch Panamera Design wheels, while optional goodies range from a GTS Interior package to a head-up display with multiple configurations.

Porsche says the new GTS models are available to order now starting at $128,300 for Panamera GTS and $134,500 for the GTS Sport Turismo (excluding $1,050 for delivery). Expect to see them arrive in dealerships in the second half of next year.

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Porsche Panamera Sport Turismo Gets Stylish Carbon-Fiber Upgrade

Even the floor is made entirely of Alcantara.

This year’s Geneva Motor Show saw the premiere of TechArt’s GrandGT Supreme, a luxurious styling package for the Porsche Panamera Sport Turismo with a striking appearance and a lavish, all-leather interior. Now, the German tuner has unveiled a sportier alternative: the GrandGT Selective, featuring a lovingly handcrafted interior and extensive use of carbon fiber applied to the exterior.

On the outside, the GrandGT Selective features an assortment of carbon fiber attachments including an aero hood, side mirrors, and rear panel. Additionally, the tuner has also added carbon-coated highlights such as a front apron, rear apron, extensions, front splitter, diffuser and air outlet panel. All these elements combine to give the German wagon a more aggressive appearance.

Rounding off the exterior enhancements are titanium tailpipes with carbon fiber coating, 22-inch alloys with blue brake calipers and black TechArt lettering, and two-tone paintwork combining matt black paint with high-gloss riviera blue accents. The result looks spectacular.

The exterior’s eye-catching color scheme has been applied to the lovingly detailed cabin too, as the GrandGT Selective adopts a 2+2 bi-color Alcantara interior in black and Riviera Blue. The blue accents feature more prominently on the driver’s side. Elsewhere, the doors have fine decorative stitching in Riviera Blue, while the dashboard top and the side center console is covered with matching Alcantrara. The black Alcantara headliner has a Riviera Blue central stripe echoing the exterior and even the floor is made entirely of Alcantara.

Like the GrandGT Supreme, the GrandGT Selective benefits from the TechArt Techtronic Powerkit for the Panamera Turbo. As a result, the 4.0-liter twin-turbo V8’s output has increased from 550 hp 640 hp, while peak torque has risen from 568 lb-ft to 664 lb-ft. These modifications enable the Panamera Sport Turismo to sprint from 0-62 mph in 3.4 seconds and top out at 190 mph. TechArt isn’t done with the Panamera just yet either, as the tuner will be showcasing a new power kit for the Panamera Turbo S E-Hybrid at the Essen Motor Show in December.

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Porsche Panamera Sales Stopped In The US Due To Suspension Problem

And some models are also being recalled.

Porsche isn’t immune to safety recalls, and this latest campaign involves the Panamera. The German automaker has announced that it's recalling several hundred models of the four-door sedan in the US due to a problem with the suspension. According to a statement released by Porsche, internal testing showed that some models may have rear-axle anti-roll bars that “do not meet Porsche quality standards.” Potentially, a connecting link could detach from the anti-roll bar and cause damage to other suspension components.

Thankfully, no incidents or accidents have been reported as a result of this issue, but just to be safe Porsche is recalling a total of 715 Panamera models manufactured in 2017 and 2018 and sold in the United States and Puerto Rico. Porsche will also stop selling the Panamera in the US and Puerto Rico “until further notice.” Affected customers will be notified about the recall by mail to arrange a visit to an authorized dealer to have the connecting links for the anti-roll bar on the rear axle replaced. Considering there are as many as seven variants of the Panamera currently on sale in the US, Porsche hasn’t specified which models are affected.

The recall affects a relatively small amount of cars, though, when you consider that Porsche sold 6,731 Panameras in the US and has already sold another 3,838 so far this year.

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Porsche Panamera Turbo S E-Hybrid Sets Six Lap Records On Six Different Tracks

Albeit very specific lap records.

Thanks to its potent hybrid setup, the Porsche Panamera Turbo S E-Hybrid is one of the fastest sedans on the planet. An electric motor and 4.0-liter twin-turbo V8 combine to produce a substantial 680 hp, enabling the four-door sedan to hit 0-62 mph in just 3.4 seconds before reaching a top speed of 193 mph. To demonstrate the sedan’s performance, Porsche recently took the Panamera Turbo S E-Hybrid to six FIA-approved racetracks – and it set a benchmark lap record at each circuit, albeit a very specific one.

Porsche can now call the Panamera Turbo S E-Hybrid the “fastest luxury four door hybrid sedan” around the Bahrain International Circuit, Yas Marina Circuit, Kyalami Grand Prix Circuit, Buddh International Circuit, Dubai Autodrome, and Losail International Circuit.

Behind the wheel was factory development driver Lars Kern, who also set last year’s Nurburgring lap record in the Porsche 911 GT2 RS, which has since been beaten by the Lamborghini Aventador SVJ. You can view each lap record on Porsche’s website. Billed by Porsche as “one of the most technologically advanced circuits in the world” the Yas Marina Circuit boasts 21 turns and the longest straight of the F1 calendar. The Panamera Turbo S E-Hybrid completed a lap around the circuit in just two minutes and 31.79 seconds.

Located in the Sakhir desert, the Bahrain International Circuit is home to the FIA World Endurance. It took the hybrid Panamera two minutes and 18.96 seconds to navigate the 5.412-mile long circuit. The Kyalami Grand Prix Circuit, on the other hand, is located in Johannesburg, South Africa, and features fast sweeping sections and tight technical turns that tested the Panamera’s agility. It lapped the circuit in two minutes and 31.79 seconds.

Best known for hosting the Formula 1 Indian Grand Prix, the Buddh International Circuit was lapped by the hybrid Panamera in two minutes and 12.56 seconds, while the Dubai Autodrome, a challenging circuit with 16 very technical corners, was lapped in two minutes and 19.15 seconds. Finally, the Losail international Circuit, located in Qatar, was completed in two minutes and 24.12 seconds.

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Panamera Sales Skyrocket As Porsche Sales Increase In 2018

Since entering its second generation, Panamera sales have doubled.

Last year in 2017, Porsche set a sales record in the U.S. with 55,420 cars sold. The popularity of the Macan SUV helped tremendously, but the 911 also had an incredible sales year. Automakers are now releasing their first quarter earnings reports, and Porsche is off to a great start in 2018. The company has already delivered around 63,500 vehicles globally, a 6% increase compared with last year. This figure also represents the most successful first quarter in the company's illustrious history - not a bad way to kick off the year.

Porsche experienced the highest growth in the US and its home market of Germany. Stateside, deliveries increased by 10% to around 14,000 vehicles. Within the Porsche lineup, the Panamera experienced the largest growth. In fact, since introducing a new Panamera in 2017, sales have doubled. Clearly buyers have embraced the less controversial styling of the second generation Panamera. The Panamera hybrid has been particularly successful, with nearly 60% of buyers opting for electrification. Even in China, Porsche's largest market, the automaker delivered 18,600 vehicles, exceeding last years figures by around 3%.

We are delighted with our strong start. During 2018, we expect that we will stabilize at the high level achieved last year”, said Detlev von Platen, Member of the Executive Board responsible for Sales and Marketing at Porsche AG. “Exclusivity is more important for the Porsche brand than pure growth; with our global market share of 0.3% of the total market we are fulfilling this requirement."

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Techart Bringing Stunning Porsche Panamera Sport Turismo To Geneva

Modified outside and under the hood, it's the interior that appears to have received the most attention.

Set for a world premiere next week at Geneva is this Porsche Panamera Sport Turismo tuned by German-based Techart. Techart calls it the GrandGT Supreme styling package, specifically for the Panamera Sport Turismo. Styling wise, it dramatically enhances the car’s presence, starting with a set of 22-inch wheels with the entire car painted in gorgeous racing green. Also added is a Techart sport exhaust system with titanium and carbon fiber tailpipes. But it’s the interior that’s received the most attention.

Techart’s in-house team of expert craftsman developed an un-embossed Nappa leather with a smooth and natural texture that covers the entire interior, including the footwell and door panels. The leather has been vegetable-tanned so that it’s free of chromium. Also take note, in the included photos, of some of the finer details, such as the handmade multi-color stitching and customized Techart sport steering wheel. Under the hood lies the Panamera Turbo’s 4.0-liter bi-turbo V8 whose output has been increased from 550 hp to 640 hp. This engine upgrade also reduces 0-62 mph time to just 3.4 seconds and 0-124 mph in 8.3 seconds.

In addition to the Panamera Sport Turismo GrandGT Supreme, Techart will also display a modified 911 GT3 and 911 Turbo, both with all sorts of carbon fiber accessories, along with range of tuned Macans. We'll have full coverage starting next week straight from Geneva, so stay tuned.

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TechArt's Porsche Panamera Turbo S E-Hybrid Is A 750-HP Super Sedan

Because the Panamera Turbo S E-Hybrid clearly needs more power.

Thanks to its twin-turbo 4.0-liter V8 and an electric motor producing a combined 680 hp and 626 lb-ft of torque, the Porsche Panamera Turbo S E-Hybrid is already one of the fastest sedans on the planet, capable of hitting 0-62 mph in just 3.4 seconds and a top speed of 192 mph. But that hasn’t stopped TechArt from giving it an impressive power boost.
The tuner’s new power kit for the Panamera Turbo S E-Hybrid increases the power output from 680 hp to 759 hp, while peak torque has been raised to 722 lb-ft. Thanks to this increased horsepower, the super sedan will now do the sprint in 3.2 seconds and top out at 196 mph.

Other modifications include the valve-controlled TechArt exhaust, which the tuner says delivers a deeper and more powerful sound. Customers will also get four titanium end tubes with the carbon fiber jacket.

TechArt’s GrandGT also gives the Panamera a more aggressive appearance, thanks to a carbon fiber hood, extended wheel arches, contoured side skirts and a significantly wider track. At the rear, repositioned reflectors and a large diffuser also contribute to the aggressive design. Rounding off the exterior changes are 22-inch Formula V wheels with a unique multi-spoke design which can also be fitted to the Cayenne.

Inside, the tuned Panamera Turbo S E-Hybrid has seats with colored stitching matching the exterior. The cabin also features a sport steering wheel with Acid Green colored drive mode switch to remind you that you’re driving a hybrid. Segments of the steering wheel can also be customized with leather, Alcantara, or carbon fiber, while illuminated door entry guards with Techart lettering and aluminium pedals complete the interior.

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Is Porsche Trying To Tell Us Something With This Panamera Photoshoot?

It's time for a new front-engined sports car, Porsche.

Front-engine, rear-drive is the classic setup for sports cars. And Porsche makes more sports cars than just about anybody else in the business. But it doesn't make any with that form. At least, it doesn't currently. But it once did, and could again. The last time it did was over two decades ago when it discontinued the 928 and 968 in 1995. Rumors have been circulating ever since that it could return to the classic form. And looking at these two side by side, we can't help but feel it's an idea whose time has come.

Pictured are a classic 928 alongside today's Panamera, which is the closest thing it makes to that style today – but of course the Panamera has four doors. (Or five in the Sport Turismo.) A grand tourer of the highest caliber, the 928 packed a V8 that ranged in displacement over the course of its 18-year lifespan from 4.5 liters to 5.4. The engine was mounted in front of a 2+2 cockpit, with a five-speed transaxle (or a three- or four-speed automatic). First launched in 1978, the 928 is now celebrating its 40th anniversary. And we think it's high time that Porsche bring it back.

Fortunately just such rumors are afoot. The latest word has it that Zuffenhausen is planning a two-door model to share its platform with the Panamera – underpinnings that are also forming the base for Bentley's forthcoming sports car, to name just one. If it does proceed with such plans, the reborn coupe wouldn't have a transaxle (that is, a transmission separated from the engine and mounted at the rear). But we won't mind, as long as it looks the part and – more importantly – drives as well as a Porsche should.

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