The Panamera GTS: Porsche's Enthusiast Sedan?

When Porsche revealed their latest addition to the Panamera lineup last month, they claimed it was the "Purest Panamera Yet". The GTS slots in between the S/4S and the Turbo. Porsche has taken much of the performance equipment from the Turbo, both visually and functionally, and added it to a reworked  version of the V8 engine found in the S models. This Panamera has the potential to be the ultimate four seater Porsche.


While some may say the Turbo S is the ultimate Panamera, others will disagree. First off, the price is ridiculous! One can almost buy 2 Panamera S's for the same price as one Turbo S. Secondly, it weighs a staggering 400 lbs more then a base Panamera. While it's turbocharged engine is significantly more powerful, it does not have the smoothness and linearity of the naturally aspirated 8 cylinder. Most important though is that the Turbo S is saddled with all wheel drive, making it less nimble then rear wheel drive.


Lately, Porsche "GTS" models have been some of the best in the lineup. Look at the 997 Carrera GTS and the 957 Cayenne GTS. Like the Panamera GTS, each have taken elements from their more costly Turbo siblings while catering more towards enthusiast drivers. So does the new Panamera GTS do exactly what a GTS model Porsche should? Sort of...


By adding many performance options , this car is significantly more aggressive. The new "sound symposer" and standard sports exhaust should give this car a more visceral experience (for a luxury sedan). The standard sport chrono also adds another element of sportiness and fun. Also, Porsche nailed the new exterior aerodynamics package and interior trim pieces. Aggressive, but not tacky. However, what truly makes it a GTS is what lies under the hood. The reworked 4.8 builds off of what is already an excellent engine. Smooth, linear, torquey, and responsive is how one would characterize the engine in the S/4S.  In this application, all of that should apply, while being elevated another notch. Porsche extracted the extra power the "proper way" by not using forced induction, thereby maintaining the distinctive feeling of a naturally aspirated engine. The brakes taken from the turbo will better manage this extra power, even though standard Porsche brakes are already excellent. Finally, the suspension has been stiffened up and lowered to further improve the handling of the base Panamera. 


Despite all of these characteristics sounding like it could be the true enthusiast sedan, Porsche missed two key aspects. First a purist car must be rear wheel drive. This car would be even more raw if the power was only sent to the back wheels. Second, a purist car must offer  manual transmission. Porsche offers a manual for the Panamera S in Europe. Coupled with, rear wheel drive, the manual transmission would be an easy engineering transfer. However, Porsche only offers the popular PDK. While good, it does not offer the connection and control that an enthusiast expects. 


Therefore, the answer to the question is NO. The true enthusiast sedan is a European Spec Panamera S manual with all of the performance options. It is unfortunate that the GTS had the potential to be so pure as Porsche says, but unfortunately it just is not. 

Shedding Pounds on the Road

In America, everything is big. In comparison to most European countries, our cars are on average significantly larger. Despite the size differences, as a whole, cars around the world are getting significantly heavier. This has many negative consequences. 


There are many factors that contribute to the increasing weight. First, people in America are getting bigger. As a result, they want larger cars, so they will feel more comfortable. Automakers increase the dimensions of their vehicles which naturally adds weight. This pushes many models, when they are redesigned, into the next size category. Another reason for the weight increase is due to all of the new technology being added. Some of this technology is for vehicle safety. The other tech is for consumer use. Lastly, heavier metals are less expensive to produce then lighter metals. 


While more space and technology does not seem bad, the effects are seen on the scale. A heavier car will not perform as well as it could with less weight. To combat the extra weight, more power is needed which is often achieved by adding displacement or turbos, both of which further add weight. Additionally, cars that feel "heavier" often will not handle as well. As a result, many expensive and complicated performance enhancing options are often added to counteract the excess weight. In most cases, heavier cars do not feel as pure and nimble as one with less weight. Finally, heavier cars suffer in efficiency. The engine must work harder to haul around all of the extra weight. 


Reducing weight from their models should be a priority for all automakers. While not every vehicle is priced appropriately to use carbon fiber or other exotic weight saving materials, if automakers invest together in research, this could be a possible long term option. Right now, automakers should focus on making their chassis stiffer. If used correctly, high strength steel could make a platform stronger and safer, thus allowing automakers to remove weight elsewhere. In turn, they could potentially be able to replace non crucial areas with aluminum. Also, removing weight from individual components is possible. While this does require an investment from both consumers and automakers, the payoffs from lighter cars will be significant.