The Porsche Panamera boasts no less than five innovations in technology featured for the first time in a production model in the luxury performance segment: To be specific, Porsche's Gran Turismo is introducing the first double-clutch gearbox in this segment of the market, the first start-stop system in conjunction with automatic transmission, the first adaptive air suspension with on-demand additional volume in each spring, active aerodynamics provided for the first time by a rear spoiler moving up automatically and adjusting in its air flow angle, and the first Sport Chrono Package serving at a touch of a button to give the engine, the suspension and transmission, together with other components, an even more sporting and more dynamic set-up. And in conjunction with PDK, Launch Control ensures the fastest con ceivable acceleration from a standstill.
The various models in the Porsche Panamera range set a new standard in the luxury performance segment also in terms of efficiency. All models come with Direct Fuel Injection, low-friction drive systems and lightweight bodies. Even the top version, the Porsche Panamera Turbo, weighs less than 2,000 kilos or 4,410 lb (DIN norm) despite its wide range of standard features included from the start.
To reduce fuel consumption and CO2 emissions to an even lower level, all versions of the Panamera with Porsche-Doppelkupplungsgetriebe come with the new Auto Start-Stop function automatically switching off the engine when the car comes to a standstill - for example at the traffic lights or in a traffic jam with the driver holding down the brake pedal - then automatically starting the engine again as soon as the driver lets go of the brake. The result, particularly in city traffic, is a further significant reduction in fuel consumption.
Different suspension set-ups: synthesis of sporting performance and superior comfort
More than any other car in its class, the Porsche Panamera offers a unique combination of sporting performance and superior comfort. Apart from the "regular" steel suspension, the Panamera S and 4S are available as an option with Porsche's brand-new, adaptive air suspension pro viding additional air volume on each spring - a high-tech system naturally featured as standard on the Panamera Turbo. And both of these suspension systems are combined with PASM Porsche Active Suspension Management for the variation of damper forces.
Adaptive air suspension provides an even wider range of suspension characteristics with further enhanced driving comfort on the one hand and most sporting driving dynamics on the other.
As an option the Porsche Panamera may also be fitted with PDCC Porsche Dynamic Chassis Control actively compensating body roll in bends and at the same time improving the car's smoothness and behaviour when driving straight-ahead on bumpy roads.
PDCC ensures supreme agility at all speeds, together with optimum steering behaviour and a smooth balance under load change. In conjunction with the electronically controlled rear axle differential for even greater traction and enhanced agility, PDCC thus provides an even higher standard not only of driving dynamics, but also of motoring comfort.
Innovative interior concept: a cockpit for four
Developed consistently as a genuine four-seater, Porsche's Gran Turismo offers each occupant new benefits and amenities also in terms of interior design and supreme comfort tailored to the driver and his passengers. Despite its unmistakably low, sleek and stretched silhouette, the Porsche Panamera, measuring 4.97 metres or 195.7" in length, is only 1.42 metres or 55.9" high, while offering a generous feeling of space on all four seats.
The centre console stretching out all the way from front to rear and rising up towards the instrument panel provides optimum ergonomics for the driver and highlights the personal cocoon so enjoyable for each individual passenger.
The passengers at the rear also enjoy free, unrestricted visibility to the front, with the complete interior of the car offering a unique feeling of transparency and giving the rear-seat passengers the feeling of participating directly in the driving experience - quite literally a cockpit for four.
Breezing through the Wind
Through its design language alone, the Porsche Panamera defines a new segment in the market: With its synthesis of thoroughbred DNA so typical of a sports car but derived from a coupÃ© body, a unique interpretation of classic saloon design, and the advantages of a variable space concept, Porsche's latest model boasts a truly unmistakable appearance. In its exterior design, the Panamera takes up numerous classic Porsche themes, offering a both dynamic and powerful look despite the very generous space and grace of the interior. And with its compact overall length and short overhangs, relatively low body height but wide and muscular flanks, the Panamera clearly speaks out that classic design language so typical of a Porsche.
Seen from the front, the Porsche Panamera is clearly recognisable as a genuine Porsche bearing strong resemblance to the Company's sports cars. With the straight upper end above the large air intakes and the powerfully curved front wings encompassing the headlights in their characte ristic shape, the Panamera again cites elements and design features very well known with Porsche.
The horizontally arranged rear light clusters in the outer air intakes and the contoured engine compartment lid, in turn, ensure a truly powerful and muscular look at very first sight.
On the Porsche Panamera S and 4S the front sections and panels are finished in body colour and come complete with integrated openings for cooling air. While the Panamera S is characterised by black double bars in the side air intakes at the front, the all-wheel-drive Panamera 4S stands out clearly through its double bars in titanium colour. Horizontal positioning lights shaped as light conductors between the direction indicators and the daytime driving lights, in turn, give the Panamera its very special characteristic look also at night.
The Porsche Panamera Turbo features a completely different and quite unique front end. The air intakes at the front in the special looks of a Porsche Turbo boast a very special grid structure giving the top-of-the-range model an even more powerful and dynamic look on the road.
The daytime driving lights in the Panamera Turbo are formed by four unique LEDs spaced out around the two round headlights, again giving the car a particularly outstanding, dynamic and sophisticated appearance. The positioning lights, finally, are formed by light conductors around the direction indicators in the front lights to give the Panamera Turbo an absolutely unique look also in the dark.
Seen from the side, the Porsche Panamera again stands out immediately as a genuine Porsche in its own right. The silhouette of the car is characterised by the compact front overhang made even shorter and more compact in its look by the sweeping contours moving down to the inside. The design feature absolutely crucial to that unique look so typical of Porsche, however, is the roofline with its special contour sweeping down softly to the rear into the tail section without a counter-swing in the opposite direction.
Together with the passenger compartment tapering out to the rear, this creates that special combination of lines at the rear end of the car so characteristic of Porsche, flowing in a wide, muscular and contoured sweep into the harmoniously rounded rear end.
The side air outlets in the wings behind the front wheels come in black on the Panamera S and 4S, while on the Panamera Turbo the air outlets and the side fins are finished in chrome look.
Comparatively compact overall length of less than five metres contributes to the extremely dynamic appearance of the car, while small roof spoilers front and rear and the large underfloor cover serve to optimise the aerodynamic qualities of the Porsche Panamera.
Large wheels in exclusive Panamera design
The large wheels with their sporting rim design speak a clear language, giving the Porsche Panamera a powerful and superior stance on the road. The open design of the rims provides a clear and unobstructed view of the extra-large brake system with brake callipers finished in silver on the Panamera S and the Panamera 4S and in red on the Panamera Turbo.
Seen from the rear, the Panamera again stands out immediately as a genuine Porsche. This is ensured, first, by the rear lights in LED technology so typical of Porsche, with the individual light chambers taking up the side-line of the car and the horizontal graphics of the lights emphasising the sheer width of the Panamera at night. The second highlight is provided by the dual tailpipes finished in brushed stainless steel left and right which, through their dynamic look, add to the unique style of power and performance offered by the Panamera at very first sight. On the Panamera S and the Panamera 4S the dual tailpipes are round, on the Panamera Turbo they are square in design.
Yet another optical highlight is the diffuser integrated in the rear end of the car as part of its sophisticated aerodynamic concept. On the Porsche Panamera S the diffuser is smooth and black, on the Panamera 4S it is also black in colour but comes with additional ribs down the side, and on the Panamera Turbo the diffuser features both vertical ribs and a special titanium colour.
Variable spoilers: aerodynamics comparable to the 911 Carrera
A key element contributing significantly to the outstanding efficiency of the Porsche Panamera is the car's outstanding aerodynamics: like the 911 Carrera sports cars, Porsche's Gran Turismo comes with a drag coefficient of just 0.29 (Panamera S/4S) and, respectively, 0.30 (Panamera Turbo). This supreme streamlining serves, first, to enhance driving performance to an even higher standard and, second, to minimise fuel consumption as another significant economy factor.
A particular highlight is the adaptive spoiler at the lower end of the rear window moving up at a speed of 90 km/h or 56 mph and automatically adjusting to the optimum angle as a function of current road speed. While the Porsche Panamera S and 4S come with a so-called two-way spoiler, the Panamera Turbo boasts an even more sophisticated four-way spoiler, a worldwide innovation in the luxury class, with the two-piece upper section moving out in width while moving up in order to make the spoiler even larger and more efficient for a further improvement of the car's aerodynamics. And like on the Carrera models, the spoiler may also be moved out manually.
In both cases the spoiler moves up to an angle of -3Â° off the horizontal plane starting at a speed of 90 km/h or 56 mph, reducing air resistance to an even lower level. Starting at 160 km/h or approximately 100 mph, the two-way spoiler on the Panamera S and 4S is set to 5Â°, then moving to the performance setting with an angle of 14Â° as of a speed of 205 km/h or 127 mph.
The four-way spoiler on the Panamera Turbo, in turn, remains in the -3Â° position up to 205 km/h and then moves directly to the performance position of 10Â° on the Turbo. As a result, this special version of the rear spoiler not only reduces lift forces, but even produces downforce on the rear axle at high speeds, like the rear wing on the 911 Turbo. Clearly, this gives the Porsche Panamera excellent roadholding and supreme directional and tracking stability also at very high speeds.
Precise calculation of air flow
At the front the Panamera is characterised in its looks by the specially designed front sec tion with three large air intakes. On the Panamera S and the Panamera 4S the side air intakes are closed in the interest of enhanced aerodynamics and an even better drag coefficient, with the normal aspiration engine drawing in air from beneath the car.
On the Porsche Panamera Turbo the intercoolers are directly behind the side air intakes left open on this model and thus feeding in an ample supply of air, with additional cooling air coming from the air scoop in the middle with its bypass ducts.
The sensor on the optional cruise control with its distance control function has also been optimised appropriately - positioned in the centre air intake, the sensor does not influence the supply of cooling air in any respect.
Ducts beneath the spoiler lips on the outside of the front air dam provide a steady supply of air to the brakes for cooling purposes, with air flowing directly to the inside of the wheels. Thanks to their intelligent configuration, these ducts also serve to reduce lift forces at the front, brake air guide blades on the Panamera Turbo cooling the brake system with even greater efficiency and an enhanced effect.
Seen from the side, the Panamera boasts that typical flyline impressively reflecting the aerodynamic qualities of the car. The air outlets behind the front wheels, the exterior mirrors, and the rear spoiler moving up as a function of speed are particularly conspicuous highlights. Special wheel spoilers, in turn, serve to optimise the flow of air around the wheels, while the side windows absolutely flush with the A-, B- and C-pillars ensure a smooth flow of air around the car.
The exterior mirrors are specially designed for minimum air resistance and are fitted on the doors and not, as is usually the case, on the mirror quarterlights in order to improve not only the car's aerodynamics and acoustics, but also visibility to the rear, avoiding the build-up of dirt on the side windows.
All models in the Porsche Panamera range come with an underfloor cover extending almost comple tely from front to rear and side to side in order to optimise the flow of air beneath the car and reduce air swirl or turbulence. The Panamera is indeed the first car in this segment with an underfloor cover also around the driveshaft tunnel and the rear mufflers, helping to reduce air resistance and lift forces on the axles for better streamlining and enhanced fuel economy.
Providing such full coverage, the underfloor of the car guides the air flowing by to exactly the right points where specific components on the Panamera require extra cooling. Intake gills around the rear axle differential, for example, draw in cooling air to keep the differential appropriately cool and efficient at all times. The rear diffuser, in turn, together with the rear spoiler, serves to further reduce lift forces at the rear of the car.
Superior Eight-Cylinder Developing 400 and 500 bhp
The Porsche Panamera is entering the market exclusively with 4.8-litre eight-cylinder power units in two output stages, giving Porsche's supreme Gran Turismo excellent performance under all conditions.
Based on the V8 power units already featured in the Cayenne, the new engine have been thoroughly upgraded and modified for the Panamera, one feature being the re-designed, flatter oil sumps helping to lower the car's centre of gravity.
A further new feature on the all-wheel drive Panamera 4S and Panamera Turbo is the final drive on the front axle connected directly to the engine.
A wide range of other improvements and detailed refinements serves furthermore to improve the output and all-round economy of the engines to an even higher standard, naturally starting from optimum engine qualities to begin with.
The Panamera S and Panamera 4S both come with a new generation of Porsche's 4.8-litre naturally-aspirated V8, the modified intake system, together with optimised engine management, increasing engine output to 400 bhp (294 kW) at 6,500 rpm and raising engine torque to 500 Nm (369 lb-ft) between 3,500 and 5,000 rpm.
In thePorsche Panamera Turbo the 4.8-litre V8 biturbo delivers maximum output of 500 bhp (368 kW) at 6,000 rpm and peak torque of 700 Nm (516 lb-ft) all the way from a low 2,250 rpm to a midrange 4,500 rpm.
All models come with Porsche DFI Direct Fuel Injection and VarioCam Plus one-sided variable camshaft management with adjustable valve lift.
Upgraded normal-aspiration power units even lighter than before
One of the main objectives in upgrading the engines was to reduce all moving and nonmoving masses to an even lower level than before. Hence, all the engines now come with
a valve control box and valve cover made of magnesium (weight-saving: 2.5 kg),
The reduction of weight precisely at this point pays off in two respects, lower rotating masses giving the engine an even more spontaneous response and making it even more fuel-effi cient and smoother.
The engine in the Panamera S comes with a magnesium oil flow housing serving to reduce weight even further by approximately two kilos, while the housing on the Panamera 4S is made of aluminium, as before, on account of the fully integrated front wheel final drive.
The variable intake manifold is designed to provide a muscular torque curve with even better flow and lower resistance than on the Cayenne S. This extra smoothness is ensured, first, by the even larger throttle butterfly and, second, by the new pressure sensor serving to measure air mass flow. Featured for the first time in a production Porsche, this new sensor takes the place of the former hot film sensor which, unlike the pressure sensor, has to be positioned in the flow of air coming in and therefore acts as a throttle. The result is 15 bhp or almost 4 per cent more power than on the Cayenne S.
Like the power unit in the Cayenne S, the naturally-aspirated engine on the Panamera comes with a switching intake manifold combining the benefits of a long intake manifold - higher torque at lower engine speeds - with the advantages of a short manifold - high specific output at high engine speeds.
As a function of engine speed, the resonance intake system uses air oscillation in the intake manifold to give the engine an even better fuel/air charge for extra power and efficiency. And being made of a special synthetic material, the multi-piece intake system is particularly light, again helping to reduce weight to a minimum.
Driving dynamics optimised by the low-fitted engine
With driving dynamics being a particular highlight of the Porsche Panamera, the power unit in Porsche's new Gran Turismo comes in an unusually low position within the car. Clearly, this has a direct effect on the centre of gravity and, accordingly, ensures driving dynamics typical of Porsche with truly outstanding road performance and driving stability at all times.
To provide this new configuration, all engines in the Panamera come with a new, extremely low oil sump. On the models equipped with PTM Porsche Traction Management the front axle differential is connected directly to the engine in order to keep the centre of gravity extra-low also in this case. So instead of fitting the engine higher up and positioning the drive shaft beneath the engine, the driveshaft runs directly through the crankcase in a channel at the front.
Operating on-demand, the oil pump likewise comes in new, extra-low design with very compact gearsets. Through hydraulic adjustment of the gear width in mesh controlled by oil pressure, the amount of oil delivered by the pump may be varied individually as required, thus reducing the consumption of energy to a minimum while ensuring appropriate lubri cation tailored to engine load and running conditions at all times.
To ensure a smooth and reliable supply of oil under all conditions, the V8 power units fea ture integrated dry sump lubrication.
Turbo engine with upgraded turbocharger modules
Seeking to keep the centre of gravity as low as possible, Porsche's engineers have also modified the eight-cylinder turbo engine for the Panamera, working above all on the two turbochargers positioned parallel to one another. For the first time the power unit in the Panamera Turbo comes with a single-piece exhaust manifold turbocharger module made of a hightemperature- resistant steel casting without a connection flange in between and therefore ensuring particularly compact dimensions. A further advantage of this configuration is the optimised cross-sections providing even better flow conditions and therefore minimising the loss of pressure upstream of the turbine.
Through a separate intercooler on each row of cylinders, the enhanced cooling effect serves, first, to maximise the cylinder charge and, second, to reduce the temperature of the various components.
While the intake system in the Porsche Panamera Turbo is largely the same as in the naturally-aspirated V8, the turbocharged engine, unlike the naturally-aspirated power unit, does not require switching flaps since the charge effect is ensured by the two turbochargers, the full effect of the short intake manifolds thus being maintained throughout the entire engine speed and performance range.
Again to reduce weight, the power unit in the Panamera Turbo likewise comes with an extralight crankshaft 0.6 kilos lighter than before. And like on the naturally-aspirated engine, the counterweights on the crankshaft cover a bigger radius than on the former model.
Featured as standard: Sports Button for an even more thrilling driving experience
The Sports Button positioned in the middle on the centre console on the side of the gearshift or, respectively, PDK selector lever facing the driver is a standard feature on all models in the Panamera range. This allows the driver to choose either a more comfort- and economyoriented style of motoring or, whenever he wishes, a more sporting and dynamic style. And whenever he presses the Sports Button, the word "Sport" lights up in the instrument cluster.
In the Sports Mode the electronic engine management gives the engine an even more aggressive and spontaneous touch. On models featuring the Porsche-Doppelkupplungsgetriebe the gears shift up later and shift down earlier in the Automatic Mode. A further point is that the Auto Start-Stop function is deactivated, with both PASM Porsche Active Suspension Management and optional PDCC Porsche Dynamic Chassis Control automatically switching to the Sports Mode as well to give the car an even more sporting set-up and provide even more direct steering behaviour in bends.
In the Panamera 4S and the Panamera Turbo, finally, the active PTM all-wheel drive feeds more power and torque to the rear wheels, again in the interest of enhanced and even more dynamic performance.
Sports Chrono Packages for the truly ambitious driver
Like Porsche's sports cars, the Panamera is available with Sports Chrono Packages in combination with PCM Porsche Communication Management for the particularly sporting and ambitious driver. In this case the new Gran Turismo comes with another button on the centre console bearing the name "Sport Plus" for even more dynamic driving performance than with the Sports Button featured as standard:
On the Panamera Turbo the Sport Plus Mode activates the Overboost function, briefly increasing turbocharger pressure whenever the driver kicks down the gas pedal or moves it particularly quickly. This increase in turbocharger pressure raises maximum torque to a significantly higher level up by 10 per cent. So peak torque between 3,000 and 4,000 rpm is 770 Nm (567 lb-ft) instead of the usual 700 Nm (516 lb-ft).
A particular highlight of the Sports Chrono Packages is the stopwatch on the dashboard. To display, save and evaluate lap times as well as the times required on individual routes, PCM Porsche Communication Management is further enhanced by an additional Performance Display presenting the overall time required on a specific route or lap, the distance covered on the last lap, the total number of laps completed so far, and the driver's individual lap times. The fastest lap and the distance remaining before filling up the tank are also presented in the Display, which likewise allows the driver to record individual distances/routes and define reference routes.
A special feature on the Sports Chrono Package for PDK models is Porsche Launch Control for optimum acceleration from a standstill. To enjoy the extra power and performance of Launch Control, the driver must first press the Sport Plus Button with the driving modes D or M activated. Then he holds down the brake pedal with his left foot and at the same time gives full throttle (kick-down) with his right foot. This raises engine speed to the optimum level on each model variant and the clutch is moved to a pre-engagement position, with the words "Launch Control Active" appearing in the instrument cluster.
Then, as soon as the driver lets go of the brake, the Porsche Panamera will accelerate all-out to achieve the fastest possible sprint 0.2 seconds faster to 100 km/h on all versions of the Panamera with Launch Control.
Fit for Euro 5 and ULEV: stainless-steel exhaust system
The exhaust emissions flow through an exhaust system made of stainless steel with a particularly long service life. To keep emissions to a minimum above all when starting the engine cold, it is essential to quickly raise the temperature of the catalysts to the optimum operating level. On European models this is done by blowing secondary air into the exhaust ducts after starting the engine cold, increasing the temperature of the exhaust emissions accordingly. This quickly heats up the catalytic converters and ensures highly effective emission management. As a result, all versions of the Panamera significantly outperform the Euro 5 standard in Europe and qualify in the USA as Ultra-Low Emission Vehicles (ULEVs; Turbo: Low Emission Vehicle, LEV).
The exhaust system on the Porsche Panamera Turbo comes with an even larger cross-section, exhaust emissions flowing out through two silver-matt dual tailpipes on either side square in shape as opposed to the rounded tailpipes on the Panamera S and 4S. To ensure exactly the right sound effect at all times, exhaust flaps open up either two or all four tailpipes as a function of engine speed.
All models in the Panamera range come as an option with a sports exhaust system available for the first time not only on the models with a naturally-aspirated power unit, but also on the Turbo. In this case the specially engineered main silencer generates a particularly throaty and muscular chortle. Like on the regular exhaust system of the Panamera Turbo, two exhaust flaps between the rear mufflers and the tailpipe covers open up whenever required for an even better flow of exhaust gas.
The sports exhaust system boasts two strikingly designed dual tailpipes with titanium-co loured surrounds further highlighted by dual tailpipe covers made of stainless steel.
To generate the particularly muscular sports car sound, all the driver has to do is press an additional button in the centre console, the sound effect then being varied as a function of load, road speed, engine speed, and the gear in mesh.
World debut in the Porsche Panamera class: Auto Start-Stop in conjunction with PDK
The Porsche Panamera is the first car in the luxury performance class to introduce the Auto Start-Stop function as a world-first achievement. All versions of the new Gran Turismo with the Porsche-Doppelkupplungsgetriebe or double-clutch gearbox come as standard with this fuel-saving system the driver is able to deactivate or activate individually whenever he wishes or in accordance with national requirements by way of a button in the centre console.
Auto Start-Stop is able to save up to 10 per cent fuel in the urban cycle and approximately 5 per cent in the New European Driving Cycle, in the process reducing CO2 emissions by approximately 5 per cent. And not least, deactivation of the engine at a standstill also offers the occupants an even higher level of comfort in the car.
Whenever the driver slows down to a standstill with the Auto Start-Stop function active and with his foot on the brake pedal, Auto Start-Stop will switch off the engine completely after about a second, informing the driver of this function through the green Auto Start-Stop symbol in the instrument cluster.
This will not happen whenever sensors in the car notice that the driver is manoeuvring the car or towing a trailer, whenever driving on steep gradients, in the Sports and Sports Plus Mode, and with PSM deactivated. When coming to a halt on a slight uphill or downhill gradient, PSM will support the driver by maintaining brake pressure in order to prevent the car from rolling back against the direction of travel once the driver has switched off the engine.
The most important comfort and safety functions naturally remain fully operative also when the engine is switched off, all audio and communication systems, lights, airbag systems and PSM remaining fully active. The air conditioning, in turn, keeps the temperature inside the car at a comfortable level by using residual heat from the engine to heat up the interior or residual energy in the cooling system to reduce the interior temperature. And as soon as the interior temperature starts to vary significantly from the pre-selected level, the system will automatically start the engine again.
The engine re-starts automatically when the driver lets go of the brake pedal. To complete this starting process as quickly as possible, with minimum energy and with minimum load on the battery, the engine re-start is supported by Direct Fuel Injection and the ignition. For this purpose the engine is supplemented by an additional sensor recognising the position of the crankshaft and thus indicating which cylinder may be filled and ignited first. This serves to build up sufficient engine power for setting off right away.
For safety reasons the re-starting process remains deactivated as long as the driver's door is open or he has not fastened his seat belt.
The Auto Start-Stop function comes with a reinforced starter taking the more frequent starting-up process into account. The battery is constantly monitored for its charge level and service status in order to ensure a reliable re-start at all times, since the battery and starter are naturally subject to wear and tear, especially when used frequently to re-start the engine.
Cruise control available as an option with radar-based distance control function
All versions of the Panamera come as standard with automatic cruise control enhancing motoring comfort on long distances by automatically maintaining the cruising speed preselected by the driver in a range from 30 - 240 km/h (19 - 149 mph).
In conjunction with PDK transmission, the Panamera is optionally available with cruise and distance control operating within a range between 30 and 210 km/h (19 and 130 mph). Using a radar sensor, this high-tech unit monitors the distance from the vehicle ahead, automatically maintains an appropriate safety distance and, when necessary, applies the brakes up to a force of 3.5 metres/sec2 until the car comes to a standstill.
To enhance motoring comfort for the driver, this special radar-based cruise control slows down the car to a very low speed ("crawl function") before coming to a complete stop, thus avoiding the need to stop the car abruptly whenever the vehicle ahead stops only briefly and allowing the driver to continue smoothly at a slow pace for as long as possible.
This crawl function is provided by increasing slip on the PDK wet clutch without, however, increasing wear and tear on the clutch.
Porsche cruise and distance control also offers special functions such as overtaking aid, speed control in bends, and a distance warning function. As soon as the driver sets the di rection indicator when overtaking another vehicle, for example, the overtaking aid will deac tivate the distance control function to the vehicle ahead at an earlier point and automati cally speed up the car, provided the overtaking lane is free.
When taking a bend with the cruise distance control function active but without a vehicle ahead, the system will activate the bend speed control function as of a certain level of lateral acceleration or, at low speeds, as of a certain steering angle. This reduces or completely interrupts the automatic acceleration effect or, respectively, reduces the speed of the car appropriately for a lower level of lateral acceleration. Then, once the car has completed the bend, the acceleration function is re-activated in order to return to the speed originally set.
The distance warning function offers the driver helpful support even when the cruise and distance control is deactivated: Should the driver come too close to a vehicle ahead with the system in standby, he is warned accordingly by a yellow warning triangle flashing on in the instrument cluster. The TFT Display in the instrument cluster, in turn, allows the driver to choose a distance warning display together with a wide range of further information such as the desired and actual distance from the vehicle ahead, his desired speed or the speed of the vehicle in front.
World debut: first Gran Turismo with double-clutch transmission
The Porsche Panamera is the first car worldwide in the luxury performance class to offer a double-clutch transmission - the PDK Porsche-Doppelkupplungsgetriebe standard on the Panamera 4S and the Panamera Turbo and available as an option on the Panamera S.
PDK combines the driving dynamics and very good mechanical efficiency of a manual gearbox with the superior shift and motoring comfort of a conventional automatic transmission, without any noticeable interruption of traction and drive power. It offers both a manual mode including the recommended gear and an automatic mode for superior comfort, thus giving the driver both a sporting as well as a comfort-oriented driving option whenever he wishes.
As on Porsche's sports cars, the driver operates the new Porsche-Doppelkupplungsgetriebe either through the selector lever in the centre console or by means of two paddles in the spokes of the steering wheel. In the manual shift mode, in turn, the gear recommended in the instrument cluster enables the driver to optimise the fuel efficiency and all-round eco nomy of his car.
Being completely revised, the existing principle of PDK transmission already featured in the Porsche 911 has been further optimised above all for superior motoring comfort and a soft, smooth gearshift. Out of the wide range of transmission concepts available, PDK is an absolute innovation in the luxury performance class, the Porsche-Doppelkupplungsgetriebe thus offering a number of unique benefits for the customer such as:
Extra-fast gearshift without any noticeable interruption of traction and drive power for enhanced agility and more driving pleasure.
Seventh gear comes with an extra-long transmission ratio enabling the driver to cover long distances at low engine speeds and reduce fuel consumption accordingly.
PDK is made up of two transmission units each connected through a separate clutch with the drivetrain. One transmission unit comes with gears 1, 3, 5, and 7, the other encompasses gears 2, 4, and 6 as well as the reverse gear. Gears are shifted very quickly, without the slightest jolt or any interruption of traction or pulling force by opening the clutch on one transmission unit and simultaneously closing the clutch on the other unit. In selector lever position D this is done fully automatically, while the driver still has the option to shift gears manually through the paddles on the steering wheel or through the gear selector level. Engagement and disengagement of the clutch is automatic in all cases, without requiring the driver to intervene.
Featured as standard in the Panamera S: manual six-speed gearbox
The Porsche Panamera S comes as standard with a six-speed manual gearbox carried over from the Cayenne and enhanced to an even higher level of perfection. Featuring high-strength gear wheels and friction-optimised shaft bearings, the manual gearbox is a perfect match for the superior power and engine characteristics of the Panamera S. And to reduce both weight and, accordingly, fuel consumption, the driveshaft and final drive in the Panamera S both come in lightweight construction.
Following Porsche's new philosophy, the gearshift pattern in the Panamera S comes in typical four-lane configuration. Reverse gear is in its own lane at the front left and is secured against unwanted activation by a resistor element requiring greater force when shifting to reverse.
To assist the driver in maximising fuel economy, the gearshift indicator featured as standard in the instrument cluster recommends the best point for shifting gears with maximum fuel economy.
Active all-wheel drive with the sporting DNA of the Porsche 911: Porsche Traction Management
Proceeding from the four-wheel-drive technology already featured in Porsche's sports cars, the development engineers responsible for the Panamera have created the Gran Turismo version of PTM Porsche Traction Management, Porsche's new four-door therefore offering all the benefits of the proven system already featured in the Porsche 911: enhanced agility and driving dynamics, better traction and driving stability, upgraded vehicle control and driving safety all the way to the absolute limit. Added to this, there are the advantages versus conventional all-wheel drive of lower weight and greater fuel economy provided by the compact dimensions of PTM Porsche Traction Management as well as enhanced perfor mance thanks to the low centre of gravity.
Strictly speaking it is impossible to draw a line between driving dynamics and traction, since these two factors always belong together. An example is that a vehicle must have good traction in the first place with the wheels not building up excessive slip in order to transmit lateral forces. On the front axle this calls for good and smooth steering, on the rear axle it requires superior stability. PTM serves to reduce or, ideally, completely prevent the drive wheels from spinning.
Active all-wheel drive with PTM in the Porsche Panamera is a hang-on drive unit integrated in the housing of the Porsche-Doppelkupplungsgetriebe or double-clutch gearbox. The electronically controlled multiple-plate cutch integrated in the gearbox serves to distribute drive forces between the rear axle permanently under drive power and the front axle in a fully variable process without a pre-determined power split.
With sensors permanently monitoring driving conditions, this allows PTM to respond instantaneously to different driving requirements and situations. Among other things, sensors constantly monitor the speed of all four wheels, the car's straight-ahead and lateral acceleration, as well as the steering angle.
As soon as the rear wheels start to spin when accelerating, for example, the multiple-plate clutch intervenes more sharply to feed more power to the front wheels. In bends, on the other hand, the flow of power to the front wheels is carefully monitored to ensure optimum lateral stability at all times. And whenever the car's brake control systems intervene, PTM disconnects the front axle completely, allowing PSM to intervene individually on the appropriate wheels.
Creative construction: compact power transmission with helical gears
Power is transmitted to the front axle differential through an exceptional beveloid gear arrangement in the hang-on all-wheel-drive system. Chamfered on two levels, these special helical gears provide the possibility to fit the shaft leading to the front axle differential at an angle of 11Â°, ensuring even more compact dimensions and saving about 3 kg (6.6.lb) in weight compared with a conventional power divider. This reduction of weight is then further enhanced by the hollow, stuck-on connection shaft leading to the front axle drive unit.
Yet another innovation in the luxury performance class is the front axle differential bolted directly on to the engine. With the drivetrain to the front wheels thus going straight through the engine, the power unit itself is mounted in a particularly low position, lowering the centre of gravity and improving the performance of the Panamera accordingly.
Unique Range from Comfortable to Extra-Sporting
Through its suspension alone, the Panamera sets new standards in the Gran Turismo class, combining the DNA of a sports car set-up featuring supreme precision, stability and safety with the qualities of a luxury saloon such as comfort and supremacy over a uniquely wide range of perfection.
To ensure this supreme standard, all versions of the Panamera come with PASM
Porsche Active Suspension Management as a regular feature varying damper forces in an infinite process and adjusting the dampers to road conditions and the driver's style of motoring.
On the Porsche Panamera S and the Panamera 4S PASM is combined with steel springs, on the Panamera Turbo it comes together with adaptive air suspension offering an add-on air volume in each spring as a world-first achievement in suspension comfort. Air suspension is also available as an option on the two other models.
The combination of PASM and air suspension may be further enhanced as yet another option by PDCC Porsche Dynamic Chassis Control including an electronically controlled rear axle differential. PDCC serves to almost completely set off body roll in bends, ensuring supreme agility and an optimum balance of the car.
Apart from a few components, the complete suspension on all versions of the Panamera comes in light aluminium. At the front a double wishbone axle with its own subframe serves to guide the wheels with extra precision, at the rear a multi-arm axle likewise rests on its own subframe.
To dampen and absorb vibrations coming up through the wheels into the suspension, the Porsche Panamera features hydraulic mounts on the front track control arms and support bearings front and rear with optimised damping qualities. Apart from the exact guidance of all suspension components, this particular combination ensures a high standard of driving comfort, hydraulic damping serving particularly on the front axle to minimise the transmission of vibrations to the steering.
Combining wide track all-round with wide wheels running on tyres of different size front and rear, the Panamera offers particularly dynamic, sporting, agile, precise and safe driving be haviour at all times. Indeed, this combination ensures a high level of driving stability with minimum body sway and truly impressive lateral acceleration in bends and on winding roads.
Steering with variable transmission ratio, Servotronic as an option
With its variable transmission ratio, the steering ensures a high level of precision and agility particularly on winding roads as well as safe driving stability at high speeds. When turning the steering wheel slightly around its central position - for example on the motorway - the steering transmission ratio is more indirect and thus responds to movements of the steering wheel with greater tolerance. Then, turning the steering wheel to a larger angle, the transmission ratio becomes more direct for extra steering comfort, for example in tight bends or when parking.
All versions of the Panamera are available as an option with Servotronic speed-related steering power assistance. At high speeds Servotronic keeps the steering firm and taut, ensuring extremely precise steering manoeuvres combined with a high standard of steering comfort. At low speeds, on the other hand, Servotronic makes manoeuvring and parking the car particularly smooth and easy.
PASM featured as standard: comfortable or sporting at the touch of a button
Porsche Active Suspension Management or PASM for short comes as standard on all versions of the Porsche Panamera. Incorporating adaptively controlled dampers with infinite adjustment of damper forces, PASM allows the driver through the PASM button on the centre console to choose among three control maps - Comfort, Sport and Sport Plus, with settings ranging all the way from a sporting but comfortable to a sporting and dynamic suspension.
In the Comfort Mode the driver enjoys all the smoothness and motoring comfort of a Grand Touring Saloon, in the Sport Plus Mode he will be thrilled by the performance and agility of a fully-fledged Porsche sports car.
The damper force required is consistently calculated and fed to the respective wheel in all three modes, with the individual wishes and options - Comfort or Performance - being weighted accordingly.
The PASM mode chosen last is maintained when the driver switches off and subsequently re-starts the engine. When changing the driving mode, on the other hand, the damper symbol is presented in the instrument cluster for four seconds together with the words "Damper Comfort", "Damper Sport" or "Damper Sport Plus".
World-first achievement: adaptive air suspension with extra volume available on-demand in each spring
Brand-new form the ground up, the adaptive air suspension on the Porsche Panamera is yet another world-first achievement: The air suspension comes with four air springs supplemented for the first time by an additional volume function adding air in order to change the spring rate. When the driver opts for the Comfort Mode, for example, each air spring with its overall air volume of approximately 2.2 litres ensures a particularly smooth and gentle set-up for refined motoring in genuine style above all on long distances. Should the driver prefer a more spor ting style of motoring, on the other hand, all he has to do is close the air valves to reduce the active volume to approximately 1.1 litres, increasing the spring rate and making the suspension firmer. At the same time PASM switches over automatically to the Sport Mode and the suspension control map on the inbound damper stroke becomes more progressive.
This control function is carried out together with the PASM damper control, thus intensifying the set-up of the suspension chosen by the driver, with the system covering a very wide range of variation in driving behaviour from comfortable to extra-sporting and dynamic.
Yet a further benefit of air suspension is the option to vary the car's ride height, ground clearance of the Panamera being adjustable to three levels: Set manually, the High Level raises the entire vehicle by 20 millimetres or almost 0.8" up to a speed of 30 km/h or 20 mph, for safely crossing steep ramps, eg in car parks, or for driving over a high curb. The Sport Plus suspension program, on the other hand, automatically lowers the entire vehicle by 25 millimetres or almost one inch, at the same time reducing the effective air volume in order to provide a harder spring rate. In the process PASM switches to the appropriate damper control map.
These changes in ride height take only about four seconds from one setting to the other.
The Panamera comes with a closed or self-contained air spring system comprising a compressor, a magnetic valve block, and a pressure sensor integrated in a pressure reservoir. When lowering the ride height of the car the air not required is not simply pumped out, but rather flows back to the 5.2-litre pressure reservoir, making the Panamera particularly energyefficient and speeding up the entire control process.
On the front axle the additional air volume is integrated in the spring strut together with the damper, and is controlled by an electrical valve. At the rear the air springs and dampers form two separate units, but follow the same operating principle as on the front axle.
High-end suspension: PDCC stability control with electronic rear axle differential
Raising the suspension of the Porsche Panamera to the highest level, Porsche for the first time offers a combination of adaptive air suspension and optional PDCC Porsche Dynamic Chassis Con trol together with the electronically controlled rear axle differential. PDCC prevents body roll around the longitudinal axis of the vehicle by applying counter-forces generated by active anti-roll bars front and rear.
A further benefit of PDCC is that it improves the balance of the entire car through dynamic sway force distribution, thus ensuring supreme agility at all speeds as well as optimum steering behaviour and a steady load change.
This enhanced agility is provided by keeping the tyres in an ideal position versus the surface of the road for optimum build-up of side forces. At the same time variable distribution of roll forces serves to optimise the car's steering behaviour.
As the result of such enhanced agility and reduced body roll, PDCC improves driving performance, handling, driving comfort and stability by a noticeable margin, offering particularly great qualities on winding roads and at high speeds. When driving in a straight line, on the other hand, the two halves of the anti-roll bars are separated from one another, enabling the suspension to respond even more sensitively to unsmoothness or bumps on one side of the road in the interest of extra comfort.
The electronically controlled rear axle differential with its variable locking effect enhances the dynamic driving qualities of PDCC to an even higher level. Under high lateral acceleration, when accelerating on surfaces with a differential frictional coefficient on either side, and when accelerating out of a tight bend, the rear axle differential improves traction specifically as required, with electronic brake control (ABD) serving to control the traction conveyed to the road not being required that often. Under load change in bends, in turn, the car will not turn as far as usual into the bend thanks to the counteracting yaw forces generated by the rear axle differential, thus remaining more smoothly and consistently on track.
PDCC, PASM and air suspension always interact with one another through one of the three suspension programs. In the Comfort Mode PDCC and the fully controlled rear axle differential ensure further comfort by disconnecting the roll control function for smooth and relaxed motoring even on a bumpy surface. In the Sport and Sport Plus Modes, on the other hand, the systems actively intervene to optimise the car's steering response, maximise roll support, and enhance both steering behaviour and traction in the interest of optimum performance and agility.
The key components within the PDCC system are the active anti-roll bars with their hydraulic swivel motors integrated instead of conventional mechanical roll-bars in the front and rear axles. A vane adjuster splits up the swivel motor into several chambers filled with oil. Specifically activating individual chambers and changing oil pressure, the system builds up an appropriate force acting on both the body of the car and the wheels through the two halves of the anti-roll bars connected to the swivel motor on either side.
The system is able to variably control both oil pressure and the flow of oil in both sway directions, thus counteracting side forces built up in bends on account of lateral acceleration acting on the car. Ultimately, this almost completely sets off body roll up to a high level of lateral acceleration, keeping the car smooth and horizontally aligned for optimum motoring qualities.
Superior brake system, as an option with ceramic discs
By tradition, every Porsche comes with a brake system several times more powerful than the engine of the car itself. On the Panamera, the brakes differ visually from one another following Porsche's usual logic: the brake callipers on the Panamera S and the Panamera 4S are finished in silver, the brake callipers on the Panamera Turbo come in red.
On the Porsche Panamera S and the Panamera 4S six-piston aluminium monobloc fixed-calliper brakes with brake discs measuring 360 millimetres or 14.2" in diameter build up appro priate brake force whenever required. The Panamera Turbo features innovative composite brake discs on the front axle measuring 390 millimetres or 15.4" in diameter. These brake discs are made up of a light aluminium brake cover connected with a grey-cast iron friction ring instead of the usual stainless-steel brake cover, thus reducing unsprung masses to a minimum.
At the rear the Panamera S and the Panamera 4S feature four-piston aluminium monobloc fixed-calliper brakes with brake discs measuring 330 millimetres (13.0") in diameter, while the brake discs on the Panamera Turbo measure 350 millimetres or 13.8" across. All brake discs are inner-vented for efficient dissipation of heat and come with grooves in the surface to improve frictional behaviour with optimum brake comfort.
Like all other models from Porsche, the Panamera is available as an option with PCCB Porsche Ceramic Composite Brakes featuring brake callipers finished in yellow. Proven in motorsport and offering maximum brake performance, these special brake discs measure 390 millimetres or 15.4" in diameter at the front on the naturally-aspirated models and 410 millimetres or 16.1" in diameter on the Panamera Turbo. Diameter of the rear brake discs in PCCB technology, in turn, is 350 millimetres or 13.8" on all models.
Compared with brakes featuring grey-cast iron rings, PCCB brakes offer even faster response and brake action, supreme stability to fading thanks to consistent frictional performance and, as a result, significant safety reserves even under heavy loads. A further advantage is that the composite ceramic material reduces the weight of the brake discs to about 50 per cent of the usual weight on a conventional grey-cast iron brake disc. The advantages are even better grip on the road, enhanced driving and roll comfort, greater agility, and handling of an even higher standard.
The Porsche Panamera is the first Porsche to feature an electrically controlled parking brake operated very smoothly and comfortably by a button to the left of the steering wheel. This enables the driver to activate the electric parking brake manually and deactivate the brake the same way while holding down the footbrake. And whenever the driver presses down the brake pedal showing his intention to set off again, the electric parking brake, when operated manually, is automatically released.
Porsche Panamera S: 4.8-litre V8 with 400 bhp; rear-wheel drive, six-speed manual gearbox, optional seven-speed Porsche-Doppelkupplungsgetriebe (PDK); acceleration 0-100 km/h in 5.6 seconds, with PDK in 5.4 seconds; top speed 285 km/h (177 mph), with PDK 283 km/h (175 mph); fuel consumption 12.5 ltr/ 100 km (22.6 mpg imp), with PDK 10.8 ltr/100 km (26.2 mpg imp).