Its predecessor may have been a bit limp, but the Porsche Panamera 4S Diesel is crushingly rapid and suitably luxurious

What is it?

According to its maker, the Porsche Panamera 4S Diesel is the fastest oil-burning four-door saloon in the world. Unlike the old derv-drinker that never really had enough poke to deserve an S badge, this has more than enough thanks to a brand new 4.0-litre, twin-turbocharged V8.

The headline numbers are an impressive 416bhp and a staggering 627lb ft of torque. What’s even more bonkers is that you only need 1000rpm on the dial for the full wallop of twist to become available. Although you could probably fit a two-speed slushbox and still get rapid acceleration, Porsche has developed a new dual-clutch eight-speed PDK transmission.

That’s not all that’s new. Underneath the more rakish body is the new mixed-material MSB architecture that will underpin a variety of other VW Group products in the fullness of time. There’s also the option of three-chamber air suspension, all-wheel drive and a clever cruise control system that takes into account speed limits, bends and inclines to provide the most efficient cross-country transit.

What's it like?

Even a kerb weight that starts with a two doesn’t stop the 4S Diesel from gaining speed like it’s fallen off a cliff. The weird thing is that it feels so effortless, it’s almost an anti-climax – that is until you look at the speed you’re doing. There aren’t many sports cars that could keep up with one of these at full chat.

While the massive reserves of torque allow rapid acceleration, they also enable very relaxed cruising. Driven sensibly in normal traffic conditions, we were amazed at how often the V8 was spinning at 1000rpm or less. In those situations, the engine is barely audible although a little tickle does reveal a slightly gritty, diesely edge. At least it’s unmistakably a V8 when you squeeze it harder, though.

Not only does the new auto gearbox allow hushed progress, it also offers buttery shifts while mooching and exceedingly swift ones when you’re in one of the racier modes. Even mashing the throttle unexpectedly in normal didn’t phase it; the transmission just drops a brace of ratios without fuss.

To avoid shredding rear tyres on a regular basis, this engine comes only with a rear-biased all-wheel drive system. Unlike nose led rivals from within the Group (yes, we’re looking at you, Audi), the Panamera feels much less keen to send drive to the front wheels. Even so, you’d have to try very hard to unstick the rear tyres.

You certainly know when torque reaches the front axle with a good chunk of lock on. Pulling out of a turning briskly, the steering started to unwind itself hard as soon as the torque hit. It’s not something you’re likely to experience much, but it is off-putting. If you’re hoping this means you’ll be feeling subtle messages through the rim, forget it. The steering may be precise, but communicative it isn’t.

Even so, the way the Panamera can cover ground is deeply impressive. The optional air suspension may give a soothing ride in comfort mode, but it gets more agile and progressively better at resisting roll as you switch up to Sport and then Sport Plus modes. Yes, things do get bumpier, but even potholes and expansion joints fail to make the suspension crash, thump or bounce. It’s never as comfy as an Mercedes-Benz S-Class, but for something with a far sportier remit, it’s exceptionally good.

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Moving inside, there’s been something of a revolution. Although you still get the traditional analogue rev counter in the centre of the instrument cluster, a pair of configurable 7.0in screens now flanks it. There are elements of Audi’s Virtual Cockpit although it can’t quite match that system’s adaptability and ease of use.

In the centre of the dash is a big 12.3in touchscreen to control the PCM infotainment system. It’s looks good, but can lag slightly when you zoom in or twist a Google Map view of your surroundings, for instance. We also found that the steering wheel obstructed the left hand side of the display if you’re particularly short.This touchscreen now controls a lot more, removing many of the buttons from the gearstick area. There’s also a touch-sensitive black panel that controls items such as the suspension, heated seats and screen demisters.

It certainly looks much cleaner and more futuristic, but it can be tricky to find the function you need without diverting your attention from the road. As for practicality, you can now easily squeeze four six-feet tall adults inside along with their luggage.

Should I buy one?

While Porsche may suggest that this is effectively a four-door, four-seat sports car, it’s too big and too heavy to fully deliver on this promise. That’s not to say it’s a disappointment, the way it can demolish a winding road one minute and comfortably cruise at speed the next is astonishing.

This breadth of ability coupled with a potential cruising range of well over 700 miles is a compelling combination. Besides, if you’ve got enough to buy one, you’ve probably got enough spare for a Cayman or Boxster. Now, what a two-car garage that would be.

2016 Porsche Panamera 4S Diesel

Location Germany; On sale November; Price £91,788; Engine V8, 3956cc, twin-turbocharged diesel; Power 416bhp at 3500-5000rpm Torque 627lb ft at 1000-3250rpm Gearbox eight-speed dual-clutch automatic Kerb weight 2050kg; Top speed 177mph; 0-62mph 4.3sec; Economy 42.2mpg (combined); CO2/tax band 176g/km, 35%

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bezor Ta 29 August 2016

Much better than Tesla

This car is a few steps above model S. The only thing model S does better is initial acceleration, hence the one trick pony.

This car is much faster than model S, has much longer range, has real quality luxury and better build and component quality than Tesla. And freedom of travel direction.

Glisse 27 August 2016

Missing Engine Parts?

But this Audi developed engine, which has already been released in the SQ7, is supposed to use a triple charged forced induction system, with a 48v electric powered compressor generating this massive torque at 1000rpm. Because at low revs, the exhaust driven twin turbo chargers can't generate any compression? Seems like Porsche left out this part of the engine for cost savings or space reasons, yet forgot to adjust the rated output figures Audi gave them? Perhaps also explains the torque steer (not sure why the reviewer didn't just use that term) felt when the turbochargers spooled up halfway through a corner. It's hard to understand the business case for this car - very large, very heavy, yet can only carry 4 people and not much luggage. I think it was primarily developed to transport Porsche board members, and they sell only a handful of these things a year. I could understand if it was leveraging off an existing platform. But it doesn't. You would think whatever investment this is taking up would be better spent covering some of their upcoming costs and in hybrid/electric/lighweight/efficient engineering developments. I also suspect the one model Autocar hasn't tested, the V6TT 4S, is probably the best of the bunch.
xxxx 24 August 2016

Panamera 1 is already a very...

I think the Pan 2 is also longer. Anyway £91,000 for a car that's to big and heavy to be sporting, only a 4 seater and and once again to big for a family car, it's a diesel (I think it's the same as one fitted to Audi but I can't be sure)? if you can afford this car why go for a diesel! For the same money you could get a 4 wheel drive Telsa and a top Volvo XC60 or Boxster. Falling sales will continue only a little faster, bring on the Mission!