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Porsche Panamera GTS 2019: долгожданное обновление модели

Porsche Panamera GTS 2019: долгожданное обновление модели

Обзор Porsche Panamera GTS 2019: внешний облик GTS, интерьер, техническая составляющая, комплекс безопасности, комплектация и стоимость. В конце статьи — видео-панорама Панамера!

Содержание обзора:

  • Внешний вид
  • Салон
  • Характеристики Porsche Panamera GTS 2019
  • Системы безопасности
  • Стоимость и комплектации Порш Панамера GTS 2019 года
  • Видео

В 2018-м году компания Porsche официально представила модель Panamera GTS, которая уже доступна для покупки на российском рынке. Примечательно, что версия GTS получила сразу два варианта исполнение – собственно GTS и GTS Sport Turismo.

Отличительной особенностью Порше ГТС является наличие специального пакета Sport Design, черных элементов внешнего оформления, шильдиков «GTS» и крупных 20-дюймовых «катков» из лёгких сплавов. Кроме того, автомобиль получил подкорректированный интерьер и модернизированную техническую начинку.

Забегая немного наперёд, стоит отметить, что Porsche Panamera GTS – первоклассный автомобиль, обладающий отменными динамическими характеристиками и обеспечивающий приятную и максимально азартную управляемость, которую по достоинству оценят истинные поклонники марки, а вот обычным покупателям можно сэкономить свыше 1,5 млн. рублей, выбрав модель Panamera 4S.

Багажник Porsche Panamera GTS 2019 года (UK) (фото 5 из 17) ? Великобритания и Ирландия

Багажник автомобиля Porsche Panamera GTS 2019 года. На предоставленной фотографии вы можете ознакомиться с багажным отделением автомобиля, узнать его вместительность.

А также скачать эту фотографию и использовать как обои для рабочего стола с изображением багажного отделения автомобиля Porsche Panamera GTS 2019 года бесплатно, нажав на иконку в правой, нижней части изображения.

Галерея автомобиля Porsche Panamera GTS 2019 года включает в себя 17 фотографий в высоком разрешении.

Изображенный на фотографиях автомобиль был выпущен в 2019 году. Автомобиль предназначен для рынка Великобритании и Ирландии.

Другие галереи Porsche Panamera

Другие галереи Porsche 2019 года

  • 1968 Citroen Mehari
  • 2019 Fiat 500C Dolcevita
  • 1947 Cadillac Sixty-One Sedan
  • 2002 Chevrolet Tahoe SS Concept
  • 2019 Toyota Prius Limited
  • 1997 Aston Martin DB7 Driving Dynamics
  • Страна: Германия
  • Годы работы: 1931 — н.в.

История немецкой марки «Порше» началась в 1931 году, когда Фердинанд Порше, известный.

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Популурные галереи

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  • Toyota Supra 3.0 GT Turbo Limited 1987 года
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  • BMW M5 on Vossen Wheels (CG-203) 2017 года
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Все изображения размещены в ознакомительных целях.

Porsche официально представил Panamera GTS — новое исполнение с 460-сильным бензиновым V8, доработанной подвеской и новым оснащением. В версии GTS доступны и хэтчбек, и универсал.

В июле стало известно из документов National Highway Traffic Safety Administration о появлении новых модификаций Porsche. Сейчас же, в октябре, официально подтверждён дебют Panamera GTS — спортивную версию получил и хэтчбек Panamera GTS, и универсал GTS Sport Turismo.

Обе модификации оснащаются 460-сильным 4-литровым твин-турбо V8 — по мощности новинка находится между базовой Panamera и флагманским исполнением Turbo. Под спортивный характер модели перенастроена адаптивная пневматическая подвеска, а дорожный просвет уменьшен на 1 сантиметр. Также изменились настройки у системы Active Suspension Management для снижения кренов в поворотах.

Вариант GTS визуально можно отличить по обилию чёрного цвета во внешнем декоре модели, а также чёрным шильдикам и 20-дюймовым дискам Panamera Design. Интерьер отличается чёрной алькантарой и алюминиевыми вставками, а новинкой оснащения стал проекционный дисплей — впервые такая опция доступна для Porsche Panamera.

В исполнении GTS модели с места до 100 км/ч разгоняются за 3,9 секунды, а максимальная скорость хэтчбека составляет 292 км/ч, а универсал Sport Turismo чуть медленнее — 289 км/ч.

Source: Porsche

Галерея: 2019 Porsche Panamera GTS

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New GTS models: two athletes join the Porsche Panamera family

Stuttgart. Porsche has added two extra sporty models to its Panamera range. With a powerful performance from the four-litre V8 biturbo engine (338 kW/460 hp), extra dynamic chassis systems including three-chamber air suspension, and their own unique design elements and equipment, the Panamera GTS and Panamera GTS Sport Turismo harness a one-of-a-kind performance package. For example, the Sport Design package with black exterior elements and large Alcantara surfaces in the interior is included as standard. What’s more, Porsche has expanded its portfolio of comfort and assistance systems to include a head-up display with various configuration options for the entire Panamera range.

Emotion and efficiency: V8 engine with 460 hp and sports exhaust system
At the heart of both of the new Panamera GTS models is a four-litre V8 engine with 338 kW (460 hp) of output and maximum torque of 620 Nm, cultivating an emotional sound and driving experience when combined with the standard sports exhaust system. The biturbo engine, which features a gasoline particulate filter, outperforms its predecessor by 15 kW (20 hp) and 100 Nm, accelerating the Panamera GTS and Panamera GTS Sport Turismo from 0 to 100 km/h in 4.1 seconds as it works in conjunction with the standard Sport Chrono package. The two models achieve a top speed of 292 and 289 km/h respectively. There are no interruptions in tractive force as power is transmitted to the Porsche Traction Management (PTM) all-wheel drive system by the eight-speed PDK dual clutch gearbox. Their exceptional performance is achieved with moderate consumption of just 10.3 l/100 km (Sport Turismo: 10.6 l/100 km) (see footnote); the CO2emissions are 235 g/km (Sport Turismo: 242 g/km).

Performance and comfort: sports chassis with three-chamber air suspension
Designed to reflect the sporting prowess of the Panamera GTS models, the chassis systems are impressively dynamic. The adaptive air suspension with three-chamber technology is fitted as standard, which results in flexible control and optimum spring rate spread. The sports chassis in the two GTS models has been lowered by 10 millimetres, while the Porsche Active Suspension Management (PASM) function has been adapted for an even sportier calibration. The result? Outstanding lateral dynamics. Large brakes (390 millimetres in diameter at the front, 365 millimetres at the rear) deliver outstanding deceleration.

That distinctive GTS look: Sport Design package with black highlights
When compared to the predecessor, the new Panamera GTS models’ basic equipment package has been significantly upgraded in a number of areas. The Sport Design package with a new black front end, black trim at the bottom of the rear, and a variety of darker elements highlights the more athletic appearance. The GTS models are equipped with 20-inch Panamera Design wheels as standard. The interior features hallmark elements of black Alcantara and anodised aluminium. The standard package also includes a heated multifunction sports steering wheel with gearshift paddles and Alcantara trim and the Connect Plus module for a wide range of digital services. With the optional Interior GTS package, drivers can customise their vehicle with various design elements, such as a rev counter, designer seams, and GTS logos in the contrasting shades of Carmine Red or Crayon.

A first for the Panamera: head-up display with many configuration options
The GTS models offer all the same innovations as the second-generation Panamera range. These include the digital Porsche Advanced Cockpit, assist systems such as Porsche InnoDrive including adaptive cruise control, and optional rear-axle steering. The GTS also features one highlight that is new to the entire Panamera range – the head-up display. The display can be configured by the driver and projects all relevant information directly into their direct line of sight in full colour.

Even better for day-to-day driving: the first ever Panamera GTS Sport Turismo
As is tradition at Porsche, GTS stands for Gran Turismo Sport. Porsche’s first road-approved sports car, the 904 Carrera GTS, was launched all the way back in 1963, bringing racing technology to the streets. This was followed by the 924 GTS and 928 GTS, which cultivated the concept throughout the 1980s and 90s. In 2007, the GTS celebrated its revival with the Carrera GTS. The first generation of the Panamera GTS followed in 2011, initially available as a sports saloon only. Now, the new Panamera GTS is also available as a Sports Turismo. With a large boot lid, low loading sill, increased luggage compartment volume and 4+1 seating configuration, the new GTS variant based on the 2017 model meets the highest of standards for everyday driving, while also delivering outstanding performance.

The new GTS models are available to order now. In Germany, the Panamera GTS is available from EUR 138,493 including VAT and country-specific equipment; the Panamera GTS Sport Turismo is available from EUR 141,349.

Porsche Panamera GTS 2019 Review

What’s it all about?

When people think Porsche, they inevitably and immediately think of the Porsche 911. But, while the iconic rear-engine sports car still sits at the epicentre of the Stuttgart brand’s universe, Porsche has steadily expanded its portfolio over the years.

Witness the creation of the Boxster in 1996 and the Cayman in 2005, which played to the brand’s sports car strengths; while the Cayenne in 2003 and the Macan in 2014 forged a new direction into the lucrative SUV segment.

Amidst all this Porsche brand extension came the Panamera in 2009, the brand’s first foray into the four-door full-sized luxury sedan segment.

Now in its second generation, the original four-door lift back saloon has been joined by a Sport Turismo or wagon body style, with the number of variants expanding to 13, including this latest GTS model which is available in both body styles.

How much will it cost?

Unless you can find one in a wrecking yard there’s no such thing as a cheap Panamera. The range starts with a single turbo V6 model at $214,800, rising to the range-topping Turbo S E-Hybrid at an eye-watering $466,400.

The GTS is designed to straddle the sizeable gap between the more ‘affordable’ V6 models and the epically powerful and expensive Turbo and Turbo S E-hybrid.

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Its $364,100 price tag sandwiches the GTS between the twin turbo V6 4S Sport Turismo (317,400), and the twin turbo V8 Panamera Turbo ($384,100). Our test car also sported an additional $31,120 of options, pushing its list price to a heady $395,220.

Options fitted include head-up display’ ($3280), rear USB interface ($790), a special leather and Alcantara interior ($5980), night vision assist ($5890), Jet Black metallic 21-inch alloys ($5220), Tinted LED headlights with matric beam ($3490), power sunblinds for rear screen and side windows ($2940), lane change assist ($1890), traffic jam assist ($990), and power steering plus ($650).

Porsche’s standard warranty is a basic three-year/unlimited-kilometre deal, with servicing every 12 months/150,000km.

Why should/shouldn’t I buy it?

One of the main reasons you’d buy this Panamera GTS is to savour the epic sound and thrust of its 4.0 litre twin-turbo V8. Force fed by a pair of twin-scroll turbochargers nestled between the vee of its cylinder banks, the engine musters a prodigious 338kW at 6000rpm and 620Nm between 1900rpm and 4500rpm.

Compared to its lesser stablemates the GTS boasts a specially-tweaked engine management system, designed to ensure its tsunami of peak torque arrives even sooner in the rev range, with similar changes to the shift calibration of its automated manual gearbox, plus a freer-breathing exhaust.

Driving through an eight-speed dual-clutch transmission and putting power to all four wheels, in full attack mode the Panamera GTS launches with brutal, visceral-churning velocity. The 100km/h mark is eclipsed in a blink-and-you’ll-miss-it 4.1sec, 200km/h evaporating in a barely credible 15.4sec, until the GTS effortlessly settles at its mandated 292km/h top speed.

On the downside, as absurd as this may seem, even when nudging $365k plus taxes, Panamera GTS owners still need to pay for extras, some of which come standard on far less expensive machines. Examples are the optional head-up display ($3280), and the rear USB interface ($790).

When is it available in Australia?

The second-generation Panamera launched here in February 2017, with this GTS variant arriving in early 2019, its twin turbocharged 4.0-litre V8 engine replaces the previous 4.8-litre naturally-aspirated V8.

Despite its smaller capacity, the new engine is more powerful and more fuel efficient.
Even despite its despite its circa $400k price tag the GTS, which is available in both five-door hatch and Sport Turismo wagon body styles, is not the biggest stick in the Panamera arsenal. That honour rests with the even more powerful and expensive Turbo and Turbo S E-hybrid models.

2019 Porsche Panamera GTS Gives the Big Four-Door a Sharper Edge

With a twin-turbo V-8 and keener reflexes, the GTS strikes a middle ground within the lineup.

Porsche’s second-generation Panamera, in both four-door hatchback and Sport Turismo sport-wagon guises, is a big, heavy car that excels at outsize performance, regardless of its state of tune. With a veritable armory of available high-tech chassis hardware, however, it can be short on providing a sense of dynamic tactility and satisfaction to match its capabilities. The new-for-2019 GTS variants aim to address that—and they mostly succeed.

First off, the Panamera GTS and GTS Sport Turismo are porkers that feel as wide on the road as the Panamera’s 76.3-inch girth suggests. That’s because they’re essentially detuned versions of the grander all-wheel-drive Turbo models, which can weigh in excess of 4700 pounds. The GTS’s twin-turbocharged 4.0-liter V-8 is the same as the Turbo’s, albeit with revised programming and reduced boost pressure (11.6 psi versus 18.8 to produce 453 horsepower and 457 lb-ft of torque compared to its big brother’s 550-hp and 567-lb-ft figures). A sport exhaust system with black quad tailpipes comes standard on the GTS and emits a deep rumble at idle that builds to a brassy snarl as revs approach the engine’s 6800-rpm redline.

A lighter-duty eight-speed dual-clutch automatic transmission with the same gear ratios as the Turbo handles shifting duties with impressive grace and whip-snap quickness. Its launch-control software—part of the standard Sport Chrono package, which also includes a drive-mode selector dial on the steering wheel for Normal, Sport, Sport Plus, and Individual settings—should help return zero-to-60-mph sprints in the mid-three-second range (we’ve previously clocked Turbos as quick as 3.0 seconds flat to the same mark). A factory-stated top speed of 181 mph for the GTS and 180 for the GTS Sport Turismo is roughly 10 mph less than the Turbo’s.

The Goods

While not as arrestingly quick as the gutsier Turbo, the GTS is plenty rapid and can bolt out of corners with immediacy, thanks to a peak-torque plateau stretching from 1800 to 4500 rpm and minor calibration tweaks to its all-wheel-drive system. But the Panamera GTS’s most impressive attributes stem from a range of subtle yet effective chassis upgrades that impart a more agile and neutral handling behavior.

The GTS’s standard air springs and Porsche Active Suspension Management (electronically adjustable dampers) include slightly firmer tuning for the dampers as well as a 0.4-inch decrease in ride height compared to the base Panamera; the system automatically lowers another 0.4 inch in Sport Plus mode. The front and rear anti-roll bars also are a touch firmer—both the standard passive units and, in 48-volt active form, as part of the $5000 Porsche Dynamic Chassis Control Sport (PDCC Sport) package. All the cars we sampled had this option, which increases the Panamera’s overall roll stiffness. Also included with PDCC Sport is Porsche Torque Vectoring Plus, which provides an electronically controlled limited-slip rear differential as well as brake-based torque vectoring on the rear axle to improve the car’s traction and rotation into and out of corners.

The GTS’s standard black-painted 20-inch wheels (21s also are available) and all-season tires (275/40ZR-20s in front, 315/35ZR-20s at the rear) are the same size as the Turbo’s. The standard cast-iron brake rotors, 15.4 inches up front and 14.4 inches in the rear, are slightly larger than those on the lesser, 440-hp Panamera 4S, but they’re smaller in diameter than its big brother’s set. That said, all the GTS examples we drove were fitted with the monstrous $8970 Porsche ceramic composite brake units (16.5 inches in front and 16.1 inches out back). Similarly, our cars also featured the optional $1620 Rear Axle Steering with Power Steering Plus package, which allows the rear wheels to turn up to 2.8 degrees in the opposite direction of the fronts at up to 31 mph, improving low-speed maneuverability; it also permits the rears to turn in phase with the front wheels at higher speeds to increase stability.

Not So Tiny Dancer

Trundling around the congested, speed-camera-infested byways of Bahrain as well as turning a dozen or so hot laps of the challenging Bahrain International Circuit, we explored the bookends of the Panamera GTS’s capabilities. We’ll have to wait to experience it in its natural habitats of high-speed motorways and flowing mountain roads, yet the big GTS acquitted itself well when pushed to the ragged edge on the Formula 1 track. Although its adjustments are modest, the GTS shows off its athletic character from its overall chassis setup as it works up through the standard and nicely supportive 18-way power-adjustable front sport seats and into your backside. Braking performance is stable, and fade was nonexistent despite lap after lap of abuse. And once sufficiently slowed, the GTS can dive for apexes with unflappable poise, the rear-steering system seamlessly coordinating an almost pivotlike change in direction that belies the car’s weight.

Yet, despite this Panamera’s impressive turn-in ability, the GTS’s electrically assisted steering is tuned the same as the Turbo’s and speaks rather softly in response to cornering forces. Pitted against the BMW M5, the Cadillac CTS-V, and the Mercedes-AMG E63 S 4Matic, the latest Panamera Turbo finished last in part because of its muted helm. Likewise, the GTS’s many electronic helpers can filter out some of the more delicate motions of its body under cornering loads despite doggedly managing the car’s significant mass. And if you disregard the Panamera’s bulk, expect its tires, despite their prodigious grip, to quickly succumb to heat exhaustion.

The GTS Touch

That’s pretty much to be expected of a near-2.5-ton hatchback enlisted into hard-core track work. These are still large, luxurious four- or five-seaters that gain no ill effect from their sportier setups, although the GTS is the lone Panamera variant not to be offered in extended-wheelbase Executive form. Ride quality—even over some of the larger curbing on the Bahrain circuit—is excellent, fit and finish is beautifully rendered, and the amenities are lovely. Complementing the exterior’s black trim and badging, there are GTS logos on the front seatbacks, brushed-aluminum accents along the dash, and black Alcantara on the seats, headliner, door panels, and steering wheel. The optional GTS Interior package adds some warmth to the dark décor with either red or silver contrast stitching, seatbelts, and accent coloring within the tachometer.

Other notable features include the base GTS’s active rear spoiler, borrowed from the Turbo model, which deploys and adjusts at speed to manage rear downforce (the Sport Turismo retains its small flip-up active spoiler); and the Panamera’s new-for-2019 head-up display, a $1720 option that can project a range of configurable performance, driver-assistance, and vehicle information directly in the driver’s line of sight.

Although not wholly transformative, the GTS treatment does make the Panamera a better-driving machine and the most entertaining four-door Porsche. And despite a very dear starting price of $129,350 (or $135,550 for the Sport Turismo), the general value equation of Porsche’s GTS models applies here, too, with its extra equipment and its sportier demeanor; the base Turbo model commands over $23K more. We won’t expect to see them in attendance at local track days, but the new Panamera GTS models are indeed a more satisfying way to finesse the laws of physics as they apply to a large luxury four-door.

Specifications

SPECIFICATIONS

2019 Porsche Panamera GTS / GTS Sport Turismo

VEHICLE TYPE: front-engine, all-wheel-drive, 4- or 5-passenger, 4-door hatchback

BASE PRICES: Panamera GTS, $129,350; Panamera GTS Sport Turismo, $135,550

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 244 cu in, 3996 cc
Power: 453 hp @ 6500 rpm
Torque: 457 lb-ft @ 1800 rpm

TRANSMISSION: 8-speed dual-clutch automatic with manual shifting mode

DIMENSIONS
Wheelbase: 116.1 in
Length: 198.9 in
Width: 76.3 in
Height: 55.8–56.0 in
Passenger volume: 96–98 cu ft
Cargo volume: 18 cu ft
Curb weight (C/D est): 4550–4600 lb

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PERFORMANCE (C/D EST)
Zero to 60 mph: 3.5–3.6 sec
Zero to 100 mph: 9.1–9.2 sec
Standing ¼-mile: 12.0–12.1 sec
Top speed: 180–181 mph

EPA FUEL ECONOMY (C/D EST)
Combined/city/highway: 21–22/19/25–26 mpg

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As a side note, the ‘GTS’ stands for Gran Turismo Sport, making the wagon literally a Porsche Panamera Gran Turismo Sport Sport Turismo. No, really…

But let’s not get hung up on quirky nomenclature. Let’s look at what the GTS stands for in a real sense. In Porsche’s own words, the Panamera GTS is “designed to bridge the gap between the Panamera 4S and the Panamera Turbo”. What that translates to is an altogether sportier execution than the V6-powered 4S but without the manic levels of performance offered by the V8-infused Turbo.

That’s no to say the GTS’s performance isn’t outrageous. It is, in the sense that it’s bloody quick. Also in the sense that it’s a remarkably agile for a near two-tonne executive saloon.

But let’s start at the beginning. Any Porsche that carries the ‘GTS’ nameplate comes with expectations born of a lineage that dates back to the original, the 904 Carrera GTS, which made its debut in 1963. That car was designed to bring racecar-like performance and technology into a road-going homologation special. Just 106 were built to meet Group 3 regulations.

The GTS badge didn’t appear again until the love-it-or-loathe-it Porsche 924 emerged with the Carrera GTS moniker. Only 59 examples of this homologation special were built, making it the rarest Porsche to wear the GTS badge.

That was succeeded by the 928 GTS, a 5.4-litre V8-powered 2+2 coupe which remained in production from 1992-95 and saw 2904 examples roll off the factory floor.

The GTS badge then lay dormant at Weissach for another decade, only revived in 2007 with the 911 GTS before appearing on the original Panamera in 2011 (Read our review of that model). Which brings us to today, in Bahrain, for the international launch of the 2019 Panamera GTS and Panamera GTS Sport Turismo.

At first glance, the GTS looks the part. GTS in Porsche-speak means lots of black where chrome would otherwise exist. And it starts with the 20-inch Panamera Design Satin black alloys which immediately lend the GTS a tough stance. When married to black window surrounds, black front and rear trims, black side skirts, black badging, high-gloss black quad tail pipes and darkened tail light treatments, the GTS really starts to look the part of sporty tourer.

That theme continues inside, with swathes of black Alcantara complemented by either Carmine Red or Crayon (Porsche-speak for grey) contrast stitching. Even the brushed aluminium accents are finished in black, although you can option (at no cost) a dark walnut trim package, also in black. If that all sounds a bit dour, then rest assured, it isn’t. Instead, the cabin presents as a luxurious space, at once contemporary and sleek.

That’s an apt description for the infotainment system too, which boasts a 12.3-inch colour touchscreen that is simply out of this world crystal clear. It’s completely configurable too with users able to tailor the home screen to their personal tastes with things like favourite radio stations, or frequently dialled phone numbers or even preferred sat-nav destinations. It’s all remarkably clever and removes the frustration sometimes felt when having to toggle and swipe through multiple screens to find a specific function. Better yet, if the Panamera is a shared vehicle, the system can store up to six different user profiles.

That customisable function extends to the head-up display which can also be configured to display any number of functions according to a driver’s preferences. It’s a neat little function, a thoughtful touch that adds to the overall GTS experience. It’s also the first time HUD has been available in any Panamera.

Recent Porsches have been conspicuous for their absence of buttons and switches. And this generation of Panamera is no different, with a centre-console array that acts as a touchscreen with haptic-feedback surfaces controlling some of the car’s functions. Pleasingly though, Porsche has retained a volume dial and some beautifully-milled and damped toggles that control the Panamera’s climate functions. Nice.

As befitting a grand tourer, the back row of the Panamera GTS is spacious and beautifully appointed. For two. The GTS Sport Turismo can carry five, but only if you don’t like the fifth person very much. Porsche makes no apologies for this, styling the Sport Turismo as a 4+1. In reality, if you’re looking to carry five in comfort, Look elsewhere. Or buy a Cayenne.

The highways and byways of Bahrain may not seem like the ideal hunting ground for Porsche’s latest GTS-badged powerhouse. But a blend of urban desert and long stretches of highway with a finale at the Bahrain International Circuit offers plenty of scope to test the Panamera GTS’s mettle.

Starting out with a slow but steady crawl through what passes for Bahrain’s morning peak-hour, it’s immediately apparent the GTS is cut from the grand tourer cloth. It’s at once quiet and comfortable, cosseting even. The ride around town on roads that closely resemble those found back in Australia – that is to say, patchy and coarse – is on the firm side of comfortable, but not gratingly so.

There are drive modes (of course) and leaving the steering-wheel mounted dial in Normal makes for a touring experience of the, not exactly plush limo-like kind, but certainly comfortable enough.

Once out on the highway, the largely deserted highway flanked by nothing but Gulf desert, the GTS begins to prowl with intent. A flick of the dial into Sport firms up the suspension, adds some weight to the tiller and some enthusiasm from the eight-speed PDK transmission which willingly and longingly holds onto gears to maximum effect.

The rush of acceleration isn’t manic, despite Porsche’s 4.1-second claim, but the GTS piles on speed effortlessly, quietly and quickly. Before you know it, the speedo is nudging you into jail-time territory in this part of the world. Porsche even helpfully supplied a book outlining Bahrain’s road rules and associated penalties with many even minor infractions potentially costing you six months in the slammer.

Local tip; activate the adaptive cruise control, set and forget and cruise the island highways without fear of a stint behind Bahraini bars.

You’d expect a dollop of theatre from that 4.0-litre V8 under the long bonnet of the Panamera GTS, but you’d be misplacing those expectations. Yes, there is an unmistakable V8-tuned growl, but it’s not raucous as say, anything from a Merc-AMG. Instead, a symphony of muted cylinders dancing plays soulfully along, like background music rather than the main act.

The GTS’s active all-wheel drive underpinnings were put to a real test when an unlikely and violent thunderstorm hit the island nation, flooding the road within minutes. Simply, the GTS ploughed through the treacherous conditions with ease, with Porsche’s traction management system shuffling torque between the front and rear axles to provide maximum grip. Can you feel it at work? Not unless your butt is hyper-sensitive to such things. What you can feel, however, is confidence in the GTS’s ability to stick to the bitumen, despite that bitumen resembling a river of churning sandy water.

That confidence didn’t extend to Bahrain International Circuit, home of the Bahrain Formula One Grand Prix, a snaking and dipping and swooping 15-turn, 5.4km ribbon of pristine tarmac. With the rain abating shortly after our arrival at the circuit, the track glistened with the sheen of slick, slick rain. Trepidation overload even if, by the time our track session got underway, the track was – mostly – dry, with just a few damp patches remaining. A perfect canvas then, in which to test the GTS’s track credentials.

The reality is, these cars are unlikely to ever see a race track, but that doesn’t mean they shouldn’t. With 338kW and 620Nm available under your right foot, there’s plenty of scope for some playful fun, if playful fun means hurling a two-tonne executive sedan around a slightly damp race track.

Any trepidation was soon dispelled with the GTS behaving with a poise and agility belying its 5053mm length. Certainly, you can feel its heft, but the pulling power of that V8 is phenomenal. Powering out of corners, the GTS hunkers down and hurtles you towards a distant braking marker which looms larger at an alarmingly rapidly rate. There’s an element of trust that the big 390mm rotors up front and 365mm at rear will pull you up cleanly. And they do. Every single time.

But pulling 250km/h down a 1090-metre long straight and then sloughing off that speed for a near-180-degree corner is one thing – how the big GTS handles those corners is also surprising.

Because it sits 10mm lower than a standard Panamera, the GTS remains flat and composed, even when pushed reasonably hard through some pretty challenging sections of the track. The GTS’s four-wheel steering too, comes into play. Like most systems, the rear wheels turn in tandem with the fronts, either in the opposite direction (at slower speeds) or the same direction (higher speeds) to provide a level of turn-in that again, works to alleviate the GTS’s hulking mass. And you can feel the system at work too, on the track at least, as the GTS glides around corners, both fast and slow with ease.

It all helps to inspire confidence, allowing you to explore limits that on paper, seem unlikely in a car of this size, in a vehicle of this weight. The sum of these parts translates to an engaging and spirited experience on the track and a comfortable grand tourer on the road.

And here’s the thing, the Panamera GTS is unquestionably a sportier version of the base Panamera, a car that remains driveable in all conditions. Will it ever see a track? Only the most ardent owner would explore its limits in that way. What it does do, and does well, is chew up kilometres in comfort and style. It’s frugal – relatively – on fuel. Against Porsche’s claim of 10.3L/100km our combined road loop through some gnarly traffic and 120km/h sign-posted freeways, we recorded 11.9L/100km. That’s not an unreasonable return for a heavy, V8-powered sports saloon.

The Panamera GTS also gobbles up your gear, in both sedan and wagon trim. The sedan’s boot offers a decent 500-litre capacity, expanding to 1340 litres with the rear seats fold in 60:40 fashion. Opting for the Sport Turismo doesn’t add as much capacity as you’d think, with 520 litres expanding to 1390 litres, gains of just 20 litres 50 litres respectively. You do though, in the eyes of this reviewer at least, gain one of the most stylish executions of the ‘sport wagon’ theme yet.

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If your auto tastes run to Porsche, but a 911 doesn’t quite meet your practicality requirements, then the Panamera GTS is a worthwhile alternative.

It is stylish and luxurious and in GTS trim, has enough performance to satisfy the most primal need for speed and handling, should the right environment present itself. That it can lug your family in comfort, and swallow the usual accoutrements of day-to-day life, is merely the icing on the Porsche cake.

New Porsche Panamera GTS 2019 review

The GTS is the sweet spot in the Panamera range, delivering the sort of performance and driving dynamics you expect from a Porsche, but without sacrificing the standard car’s luxury and refinement. It’s not cheap, with both the Mercedes E63 S and BMW M5 Competition delivering more performance for less cash, but the Panamera edges both for handling and engagement.

It’s something of a paradox, the Porsche Panamera GTS. After all, here is a car designed to be a cosseting, loping executive four-door, so to then make it all taut and enthusiast-appropriate seems a bit silly. Like taking an off-the-shelf business suit, adding sweatbands and calling it gym wear.

Of course, it’s not silly at all. Making a gnarlier version of a grand tourer is hardly a new idea; just ask Audi, Bentley, BMW, Ferrari, or Mercedes-AMG, all of which offer cars with a very similar remit to the Panamera GTS.

Ultimately, being able to ease through the commute and weekend family duties in a car that also impresses your mates and comes alive on your favourite road is exactly the one-shot motoring solution that many luxury car buyers want. It’s not hard to see why. So is the 453bhp Panamara GTS the shot for you? Well, if the above lifestyle description sums up your needs, then it almost certainly is.

From a fairly lumpy but always well-damped ride comfort through to keen, meaty cornering antics that have an edge of playfulness without being intimidating, it’s a noticeably broader spread of skills than the Panamera 4S that sits beneath it, and the Turbo that sits above it in the model line-up.

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Perhaps more importantly, it has a very different character to its Panamera stablemates. From the lovely Alcantara steering wheel, to the way it turns in with more bite even at normal road speeds, the GTS feels a more aggressive take on Porsche’s four-door saloon from the moment you leave home.

If there’s going to be any quibble or UK buyers, it’s likely to be that ride comfort. Every Panamera, including the GTS, comes with three-phase air suspension all-round, but the GTS is set apart by a 10mm lower ride height and anti-roll bars that are 20 per cent stiffer at the front, and 30 per cent stiffer at the back. However, most buyers will also choose to add the Porsche Dynamic Chassis Control and Torque Vectoring package that our test car came with, at a cost of £3,527.

This package brings active anti-roll bars that prop the car up in corners, thereby reducing roll and keeping things tidier when it matters most. And it works very well in the GTS, which keeps its substantial bulk neatly tied down even through hard switchbacks, adding to the sense that this is a taut, perhaps surprisingly high-strung car even when its in its most relaxed of the three driving modes.

Of course, PDCC is only the beginning of the dynamic and style upgrades on offer; our test car also came with 21-inch alloys (£1,661), ceramic brakes (£6,707) and rear axle steering (£1,536).

All of this extravagant expenditure adds up to a car that will strike a wonderful balance, provided you enjoy a car that feels more enthusiast-oriented than you might expect of a big Porsche saloon. The dampers are brilliant at soaking up bumps and scruffy road surfaces, but the stricter spring movement means that you hear and feel what’s going on at the road surface, even while the dampers prevent it from ever jarring.

Still, by anyone’s standards, it’s a great cruiser. The eight-speed dual-clutch PDK is a snappy-but-smooth delight whether you choose to paddle through the ratios yourself, or just let the car do its thing. Equally, the 4.0-litre twin-turbo V8 is smooth, effortless and unflappable – calm when you want, and raucous at the push of a button. Although it never sounds nor feels as savage as the engine you’ll enjoy in the usefully cheaper Mercedes-AMG E 63 S.

We’d forego the rear-wheel steering unless you regularly tool around torturous multi-storey car parks, when the tighter turning circle becomes invaluable given the Porsche’s expansive bonnet. The system does, of course, work at higher speeds to increase stability and agility. But it can also make the steering response feel oddly inconsistent and over-assisted, and experience of Panameras without the four-wheel steering suggests that the GTS would feel more natural without it.

Even with it, the rear-biased, active four-wheel drive of the Panamera works wonders to make such a heavy car feel willing and playful despite an overall tendency towards understeer. You can fling it through a decent set of corners, and it’ll feel neutral and engaging. Yet there’s a restrained naughtiness to it, even at normal road speeds, which is perfect for a car that aims to be unintimidating but exciting.

As an aside, those ceramic brakes are mind-bogglingly effective, but unless you plan to use your Panamera on track, you’re better off saving the money; they’re great but unnecessary – offering a bit less feel than the steel brakes in road use.

The GTS looks good, too. With the gloss black highlights and special badging to set it apart, it’s a striking-looking yet perfectly comfortable and functional family car. Yet the Sport Turismo version is both more practical and even better looking, in our opinion.

But the Panamera isn’t perfect. We’d like a more exciting engine sound, and the ride comfort might be a little too restless for some. The standard 4S is softer yet still great to drive, while those after even more grit and lairiness will find better value in the Mercedes-AMG E63 S.

Even so, the Panamera GTS feels like a jack-of-all trades and master of most.

Discuss: 2019 Porsche Panamera GTS review: A meaner tweener

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  • Roadshow
  • Porsche
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  • 2019 Porsche Panamera GTS

There are plenty of reasons to like the Porsche Panamera. Fast, comfortable, and — finally — pleasing to the eye, Porsche’s four-door is an absolute delight. Whether you go for the most basic Panamera, the superfluously powered (and named) Turbo S E-Hybrid Sport Turismo , or something in between, there isn’t a dud among ’em.

Yet if I’m forced to pick a favorite, it might just be the newest member of the Panamera family. It’s called the GTS, and like other Porsche models to wear this badge, it takes the best performance hardware from upper-crust Panameras and trickles them down into a slightly more affordable package. The GTS effectively splits the difference between the Panamera 4S and the more powerful Turbo, but offers better bang for your buck than both.

What’s the Porsche Panamera GTS like to drive?

Not that many will feel it’s undernourished. The flexibility of the V8 makes light work of the two-tonne body. There’s a liberal surge down low that continues in a rush of revs well into triple figures, even beyond 200km/h. While there’s no cracking or screaming at high revs, the standard sports exhaust delivers a satisfying thrum.

Interestingly, the noise will be slightly better than the cars we tested in the Middle East, with Australia doing without the particulate filter designed to further clean emissions but acting as a mild muffler.

While the GTS lives up to its large Porsche comfort on some flat, bland roads throughout Bahrain, it’s also designed to cope with more on a race track, something we experienced at the Bahrain International Circuit, part of the annual F1 show.

Tyres measure 20 inches in diameter and match the dimensions of those on the Turbo; 275mm wide up front and 315mm at the rear.

The three-chamber air suspension system uses the same hardware as other Panameras, but it sits 10mm lower to trim the centre of gravity. It allows for three levels of control, from standard through to Sport+.

It’s up to higher rate adaptive shock absorbers to add some additional firmness, albeit subtly. It’s clear the focus of the Panamera is still comfort over sharpness, the stiffest Sport+ setting not always obediently clamping things down if lots of lateral load collides with mid-corner bumps.

Not that it upsets the superb cornering capabilities. No car with this much space and comfort matches the pace of the Panamera around a track. Those sports car genes combine with 20-inch tyres — a broad 315mm-wide at the rear – for a smile-inducing thrash, one where stepping things up is rewarded with confidence and pace.

Steering is nicely weighted adding to that assurance, and the rear wheel steering system tightens slower corners while broadening the ability during sweepers. While the weight is ever-present, the impressive composure delivers a track car with a broad remit.

Optional carbon ceramic brakes (an extra $21K) never look like giving up, resisting fade beautifully, even after repeated 200km/h-plus stops. There’s never any hint they’re going to raise the white flag in slowing two tonnes of hard charging metal.

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