The third generation Panamera is built on the existing platform, so its wheelbase is unchanged and other key dimensions are more or less the same. However, there are plenty of changes elsewhere. Outside, its front end gets more angular, employing square LED headlights. The front fenders have been raised, trying to mimic 911, but unfortunately the nose doesn't drop low enough. In fact, with an extra intake opened above the number plate, the new Panamera looks higher, more SUV and expose more its close relationship with Cayenne. The square intakes up front also create a rugged, less civilized impression. At the back, the rear quarter windows abandon the round shape of 911 for something more angular, again losing the character of its own.



At launch, there are only 2 engines available. Base model carries over the 2.9-liter V6 but has its turbo boost, injection and ignition revised to produce 353 hp and 369 lbft, an increase of 23 hp and 37 lbft. Performance is quoted as 169 mph and 0-60 in 4.9 seconds with Sport Chrono pack selected. Panamera 4 uses its extra traction to improve the 0-60 sprint to 4.6 seconds. They weigh 1885 and 1920 kg DIN, respectively.

Meanwhile, the new Turbo model - officially called Turbo E-Hybrid but, as you can see from the picture above, drops E-Hybrid from its nameplate - is actually a plug-in hybrid. Its 4-liter V8 produces 519 hp and 568 lbft, combined with 190 hp and 332 lbft generated by an electric motor nets 680 hp and 686 lbft. That's 20 hp less but 44 lbft more than the outgoing Turbo S E-Hybrid, so performance is nearly identical to that car: 196 mph, 0-60 in 3.1s and 0-100 mph in 7.3s. The electric motor is now integrated into the 8-speed PDK gearbox and share its oil cooling, saving 5 kg while improving power. Moreover, battery size is nearly doubled from 14.1 to 25.9 kWh, improving zero emission range to 91 km (56 miles). Predictably, the PHEV is very heavy, at 2360 kg DIN.

Want higher performance? Porsche reserves that place to the upcoming Turbo S, which uses the same PHEV system but the V8 will be boosted more heavily. Total output is likely to match the 739 hp and 701 lbft on the new Cayenne Turbo E-Hybrid.



As the platform is carried over, the chassis and suspension basics are kept. However, the standard setup now uses 2-chamber air springs and 2-valve adaptive dampers, which allows separate adjustment to compression and rebound characteristics. 4-wheel steering remains optional, but the old car's active anti-roll bar is no longer offered, because you can now opt for the new Porsche Active Ride suspension. Porsche said it took 6 years to develop PAR. Basically it is an active damper, employing a 400V hydraulic pump at each corner to adjust the position and force on each damper. As a result, it can eliminate not only body roll but also pitch and dive as well as adjust ride height according to needs. To compensate the extra weight of hydraulic pumps, the air springs on PAR are reverted to single-chamber units.

Inside, space should remain the same, but the instrument and infotainment system is predictably updated. The instrument is now an HD display, ditching the conventional tachometer of the old car. The sloping center console is simplified, leaving only a few switches and a dial for most frequently used functions. Even the gear lever is removed, relocated to the right of the steering wheel. 

One last note: the Sport Turismo model is no longer offered, as it contributed less than 10 percent of sales in the Mk2. What a pity, it used to be the most practical yet the best looking version of Panamera. Meanwhile, the long-wheelbase (+150mm) Executive model remains, because China is the largest market of Panamera.