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Bangkok Post
Bangkok Post
Technology
RICHARD LEU

2018 Porsche Panamera GTS review

The second-gen GTS is trying to bait driving enthusiasts with visual zest, but it isn’t exactly brimming with mega-performance.


The Panamera GTS from Porsche once stood out with a naturally aspirated V8 for enthusiasts needing a sharp-responding driving performance.

But like in other GTS versions of today’s offerings like the 911 Carrera, 718 Boxster/Cayman and Macan, the second-generation Panamera GTS has succumbed to the engine-downsizing trend.

So rather than coming with a non-turbo 4.8-litre powerplant, the GTS is now being shoehorned with a smaller 4.0-litre variation with two turbochargers.

Initially, you might have thought that Porsche would take the 440hp 2.9-litre V6 of the 4S and ramp up its power to allow the GTS to sit below the Turbo in the Panamera lineup.

However, the Weissach boys have decided to detune the Turbo’s V8 because they believe that eight-cylinder power and noise suits the sporty character of the GTS better.

As a result, the GTS develops 460hp to slot in between the 440hp 4S and 550hp Turbo. That power level is 30hp more than in the previous-gen GTS. 

But due to presence of forced induction, the new GTS has a substantially higher torque output of 620Nm when compared to the outgoing model’s 520Nm figure. 

This, according to a Porsche engineer, is another reason why the V8 has been chosen for the GTS explaining the maximum torque range of 1,800-4,500rpm to aid its tractability in real-world driving conditions.

And yes, you can feel the ease of extracting oomph in the GTS when driving it on the roads of Bahrain, the place where the international media had the chance to sample for the first time. The GTS certainly has plenty of power on tap.

We also had the chance to test the GTS around the F1 race track in this Middle Eastern nation, day and night. While the car did marvels on public roads, the GTS felt a bit slightly underpowered on this world-class circuit. 

A notable deficiency (which could occasionally be felt outside the track) is top-end rush at high revs, something that usually defines many other go-faster variants of existing models from not only Porsche but other makers. 

That isn’t to say that the engine redline of 6,800rpm in the GTS is low, but you just crave for more punch higher up when speeding down the fast straights of this race track. Glance at the on-paper stats and you might be inclined to suggest that the GTS might need nearly 500hp of power.

Speaking of the V8, you can increase its din of the exhaust which is certainly a good thing. But rather than pressing a button directly on the electronic console (like how you can do for the adjustable suspension), you need to dig into the submenu of the infotainment screen to do so.

As the GTS as always been about a sporty concept, this particular Panamera has a 10mm lower suspension setup that usual. In spite of that, the primary ride in the GTS still feels comfortable. And best of all, body control at high speeds remains excellent. 

You sometimes feel like driving at the legal limit when actually you’re carrying out insanely high speeds. Kudos also goes to the active, multi-dimensional rear spoiler the GTS inherits from the Turbo.

The GTS comes with PASM as standard whose lowest setting is just like in other Panameras. It’s best used on the track to help keep body roll in check. The availability of all-wheel drive also helps the GTS with prodigious levels of grip.

In the typical Porsche fashion, the chassis is the best part of the GTS. Likewise, the only gripe in it is the harsh secondary ride caused by the sporty tyres.

The GTS gets all the appointments needed for a racy feel like black-coloured bits around the car, sporty seats for all four people and Alcantara-rimmed steering wheel to help give the driver a proper sense of occasion.

A new feature for the entire Panamera range that debuts in the GTS is configurable head-up display, which even includes a real-time rev-counter. It’s a cool and useful feature when driving fast and should set the standard for future high-performance cars in not only Porsches but other brands as well. 

It’s probably all these visual and tactile elements that is helping lift the GTS appeal among other Panameras. Whether you’re going to find any enormous benefit from the 470hp V8 is another thing, though, because the 4S should already suffice with a similar performance. On the contrary, the GTS gets the aural appeal of the Turbo.

You might suggest that if outright performance is really what you need, then there’s the 600hp BMW M5 or Mercedes-AMG to choose from. But to be fair to Porsche, those two other Teutons are from a class below explaining their cheaper prices of some 12-13 million baht.

Which is why the GTS is for Panamera fans wanting something sporty and emotional. It’s more of a good marketing exercise from Porsche.

ZESTY FAMILY WAGON

Porsche is wasting no time in expanding the Panamera model range with the GTS covering the Sport Turismo model, as well.

Like in the fastback version, this estate variant gets the same visual, chassis and power upgrades.

Although the Sport Turismo has a slightly heavier body, Porsche says its performance is only inferior to the other, higher-selling derivative in terms of top-end performance.

While the 0-100kph time of 4.1sec is the same in both Panameras, the Sport Turismo’s 0-160kph and 0-200kph records of 9.7sec and 15.6sec are said to be slower by 0.1sec and 0.2sec accordingly.

But you can hardly feel those differences when driving the Sport Turismo flat out, even on the race track. Also, the driving characteristics are virtually the same.

And since fast estates are super-rare in Thailand (the Mercedes-AMG E63 S Estate isn’t being sold officially alongside the saloon), punters of the Panamera GTS might as well just settle for the Sport Turismo for its rarity.

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