Porsche Panamera S first drive review

Fast, scarily flexible, refined and only a tiny bit underwhelming. The rousing brutishness of the old V8 has been replaced by an engine that feels impeccably well honed for the job at hand.

At low speeds, where its predecessor once dilly-dallied under measured throttle inputs, the V6 sweeps forward encouragingly — even when left in its default mode rather than ramped up by the Sport button.

Lag is all but imperceptible and the revised PDK (which now includes virtual gearing - a way of finely reducing engine speeds by engaging an adjacent ratio and then slipping its dual clutches rather opting for an outright ratio change) is swifter and slicker than ever.

The motorway experience, is, if anything, even more impressive. Porsche, concerned about the inherent difference in smoothness between the six- and eight-cylinder engines, has installed a balancer shaft above the crank, quelling the natural imbalance to brilliant effect.

Taken together with efforts made to recalibrate and remount the Panamera’s suspension for a more pliant ride, the result is a truly superior, cross-continent GT car. 

It barely misses a beat away from the autobahn, either. The flatter 90-degree cylinder bank angle keeps the centre of gravity low, and its mounted further back towards the middle of the car than the V8 was - and it’s also lighter.

Left to power just the rear wheels, the V6 makes the uncannily well-balanced S feel like it's got a real fire in its belly; directly powering a change of direction which is about as sharp as it's possible to get in a five-metre-long, 1810kg four-seater.

Ironically, it’s by exploiting the new Panamera’s authority and extraordinary stability that the occasional eight-pot pang crops up. The bi-turbo, for all its polish and answer-for-everything retort, doesn’t quite have the high-rev punch or the braggadocio of the old V8.

It revs cleanly into an enjoyable low growl - helped along by the same diaphragm used in the GTS to transmit induction noise into the cabin - but can’t replicate the 7100rpm of authentic, old-world chatter that made the previous car such a memorable steer. 

Probably. The bi-turbo’s faults - such as they are - are largely subjective and even then they only take an upper most layer of sheen off what is an extremely credible package.

If, for you, the Panamera is all about squashing unthinkably long autobahn drives into snug, subsonic jaunts (with a technical alpine pass to finish) then the V6 has made a better GT of Porsche’s limo. 

If, however, you think of the four-door pimple as a wheeled anvil - engineered to have unforgettable smash and grab commutes hammered into it, then there are several notable eight-cylinder rivals lurking at the £82,079 mark. A BMW M5 would be £10k cheaper and nearly a second faster to 62mph.

The soon-to-be-launched Audi RS7 should be even quicker. Or you could add £10k and get the full-on GTS model, which remains the Panamera to boast about.