We have met the Panamera 4, now in its third generation.
When Porsche, known for the 911, announced it would produce a Panamera following the Cayenne SUV, it was hard to believe. Seriously? It has been 15 years since its debut in Shanghai in May 2009. During my first encounter with the Panamera at the Porsche R&D Center in Weissach, Germany, I thought of Angelina Jolie—tall, elegant, and stunning, just like the Panamera.
Last year, the Panamera sold 1,818 units in South Korea, placing it third globally.
It is a more comfortable version of the 911. For those wanting to drive a Porsche but find the 911 too rigid, the Panamera and Cayenne become the choices for a more comfortable ride. The Panamera for those who dislike SUVs, and the Cayenne for those who don’t want a sedan, but ultimately, they aim for a Porsche—you know, a sports car. The third-generation Panamera shines with a wider array of digital functions, impressive design, dynamic performance, and driving comfort.
Stepping inside, you are greeted by four monitors: a 12.6-inch curved digital cluster, a 10.9-inch navigation monitor, a 10.9-inch passenger seat monitor, and a head-up display. From the driver’s seat, one cannot see the passenger-side display—turning one’s head excessively to the side is seemingly required to catch a glimpse. This is a safety measure.
It’s sturdy yet not rigid. Comfortably aggressive, with sharp handling that thrives through any corner. The Porsche Active Suspension Management (PASM) keeps the body impressively in check, regardless of the conditions, thanks to the standard dual-chamber two-valve air suspension system. The dampers adjust separately for rebound and compression.
The body remarkably maintains its level, whether slamming on the brakes or applying full throttle. “How can this be?” This is made possible by the Porsche Active Ride Suspension System. Smooth, sharp, and unwavering, it moves seamlessly. The common exclamation, “Ah! Porsche!” arises.
The vehicle dimensions are 5,052 × 1,937 × 1,423mm, with a wheelbase of 2,950mm. The spaciousness it offers can be truly experienced within its size. Additionally, the backseat configuration allows for two passengers, accommodating up to four people in total. Even with a high center tunnel, space feels unrestricted. The trunk offers 494 liters, expandable to 1,328 liters when the rear seats are folded. Both interior and trunk space is impressively ample.
With a drag coefficient of 0.28, one rarely notices wind noise during regular driving. Only at speeds that could catch the eyes of speed cameras is there a hint of wind sounds. The Burmester audio system drowns out that wind noise. It glides comfortably at 100-110 km/h on the highway; no car is more comfortable than this.
In an instant, it transforms. Once you start driving, you might think, “What kind of creature is this?” It accelerates at a dizzyingly fast pace. The Panamera devours the curves as if it’s being sucked toward the apex. With 360 horsepower produced by the 2.9-liter V6 turbo petrol engine, the response is exhilarating. The 8-speed PDK shifts vigorously with each gear change, delivering a precise transmission impact that is sharply defined.
The official acceleration time from 0 to 100 km/h is exactly 5.0 seconds. With a curb weight of 1,920kg, this translates to a weight-to-power ratio of 5.3 kg per horsepower. However, GPS measurements yielded an astonishing acceleration time of 4.75 seconds, faster than the official record. Encountering times faster than official records is a rare feat. Even an average of nine runs clocked in at 4.99 seconds, surpassing the official time; that’s remarkable acceleration. The boost function, which provides 20 seconds of additional power in Sports Plus mode, undoubtedly contributed to this stellar performance.
It features 6-piston aluminum monobloc brakes at the front and 4-piston aluminum monobloc brakes at the rear. These braking systems quintessentially support high performance. The braking response occurs while maintaining a level body, whether applied briskly or gradually intensively on the accelerator; it remains level. The limited body roll means a significant difference between perceived and actual speeds. Moreover, the AWD system enhances stability during high-speed driving.
The driving assistance system is exceptionally refined. You can set the distance between vehicles in four levels, and it adjusts to prevent lane departure while providing warnings for lane changes when there’s a car approaching from behind. The system accurately identifies the areas where drivers may overlook, providing timely alerts when necessary.
During high-speed driving, when you look up to the front, a head-up display unfolds right where your gaze reflects. It displays driving information wide and clearly on the front windshield, providing essential information that is precise and clear, eliminating the need to glance elsewhere.
I drove about 500 km round trip from Gunsan to Seonyudo. The fuel economy on the 220 km stretch from Gunsan to Seoul averaged 10.6 km/L, much better than the official combined fuel economy of 8.0 km/L.
The starting price is ₩176,700,000. Porsche’s fierce pricing means every additional option raises the cost. The test car with various necessary options was priced at ₩218,900,000. While this price can be seen as a steep barrier to entry, it is not insurmountable, making it a targetable price point. Therefore, it can be considered a ‘car at an accessible upper limit.’
Direct feedback from Jonghun Oh:
It would be preferable for the navigation system to provide more detailed route guidance. Sometimes, there’s a magnified view at junctions and sometimes there isn’t; it can be quite confounding when the magnified view does not appear.
A fuel economy of 8.0 km/L feels daunting. There’s no Eco mode in the driving settings. Although it is a sports sedan, there are times when one cannot drive dynamically all the time. I personally believe that even a sports car should offer an Eco mode. It’s a pity that one is not available.
Jonghun Oh: yes@autodiary.kr
