Porsche Panamera Turbo S, 2012

 

 

 

 

 

 

• Porsche Panamera Turbo S, 2012

With its new top model in the Gran Turismo model line, Porsche is raising the bar for sporty four-door cars in the luxury class by yet another notch. The new Porsche Panamera Turbo S is a unique combination of performance and efficiency, driving dynamics and comfort. Despite the increased power and higher torque, fuel consumption values remain at the moderate level of the Panamera Turbo - yet another example of "Porsche Intelligent Performance".

Even for a top luxury class model, Porsche's new top-of-the-range Panamera boasts an extraordinarily comprehensive equipment level. For example, in keeping with the high performance Panamera's sporty concept, it features the sports exhaust system as standard for an even more emotional engine sound as well as every driving dynamics control system that there is for the Gran Turismo. Porsche Dynamic Chassis Control (PDCC), an active rollstabilisation system, nips in the bud the vehicle's tendency to lean when cornering, thus enhancing agility and comfort in equal measure. Porsche Torque Vectoring Plus (PTV Plus) applies a variable torque split to the rear wheels combined with an electronically controlled rear differential lock, thus ensuring superior traction in every driving situation. The steering system uses the speed-dependent Servotronic. It goes without saying that the suspension of the Panamera Turbo S features the Porsche Active Suspension Management (PASM) adaptive damper control and adaptive air suspension with additional air volume.

The sporty character of the new Porsche Panamera Turbo S is apparent not just in its performance but is also reflected on the exterior. The 20-inch 911 Turbo II wheels with increased rear axle track width, side skirts from the Porsche Exclusive range and the adaptive extending four-way rear spoiler in the exterior colour ensure particularly sporty performance and look. The fusion of exclusivity and sportiness is conveyed in the interior by the bi-colour leather finish, featured as standard. The new combination of black/cream is offered exclusively for the Panamera Turbo S with agate grey/cream also being added as an exclusive combination from autumn 2011.

Power unit with torque in abundance
The Porsche Panamera Turbo S engine is essentially identical to the Panamera Turbo's supercharged 4.8-litre, eight-cylinder engine delivering 500 hp (368 kW). The 50 hp (37 kW) increase in the power of the Turbo S engine to 550 hp (405 kW) can be traced to two main developments: Improved turbochargers with titanium-aluminium turbine wheels and modified engine control. The use of the innovative titanium-aluminium alloy reduces the weight of the turbine wheel to half the weight of the conventional Inconel turbine wheel. This results in a lower moment of inertia and thus in improved and more agile engine responsiveness. The result: As with the power, the maximum torque also increased from 700 to 750 Nm in the Porsche Panamera Turbo S. In the "Sport" and "Sport Plus" modes of the Sport Chrono Package featured as standard and during kick-down in normal mode, the eight-cylinder engine even reaches 800 Nm with the so-called overboost function. The power pack is behind the new top-of-the-range Panamera's record sprint times in every sprint discipline: The Panamera Turbo S needs just 2.6 seconds for in-gear acceleration from 80 km/h (50 mph) to 120 km/h (75 mph), managing the sprint from 100 km/h (62 mph) to 200 km/h (124 mph) in 9.1 seconds.

Designed in accordance with Porsche Intelligent Performance principles, the Turbo S engine offers not just more power and performance but also requires no more fuel than the Panamera Turbo for the same required performance. In addition to the basic design of the Porsche eight-cylinder engine, the biturbo V8's relatively low fuel consumption can be attributed to a whole string of detailed measures. On-board electrical system recuperation for example increases efficiency, with the battery being charged predominantly during braking or coasting phases. On the other hand when the car is accelerating, the alternator's charging current is reduced - the load on the engine is eased because it needs to supply less power for charging the battery. This power is then also available for acceleration. This is complemented by the auto start/stop function that kicks in when the vehicle is stationary and enables the vehicle to move off quickly and comfortably following stop phases.

Sport Chrono Package Turbo and new acceleration display
The Porsche Panamera Turbo S features the Sport Chrono Package Turbo as standard, tuning the engine and chassis by pressing the additional "Sport Plus" button, making them even sportier. Additionally, in the "Sport" and "Sport Plus" mode and during kick-down in normal mode, the overboost function is activated, temporarily increasing boost pressure. This increase in boost pressure significantly increases the maximum torque from 750 to 800 Nm, delivering more powerful acceleration and sprint speeds in the process. Moreover, the "Launch Control" racing start function ensures the best possible acceleration when moving off by optimally coordinating engine control and the PDK shift program.

The Porsche Panamera Turbo S is being brought to market with a new driving dynamics display in the right-hand tube of the instrument cluster. It provides the driver with a corresponding display of both instantaneous and maximum longitudinal and lateral acceleration. The driving performance of the Panamera Turbo S is therefore not just noticeable but visible as well. From autumn 2011 onwards the driving dynamics display will also be included as a new function in the Porsche Communication Management (PCM) system.

Driveline concept: Porsche Doppelkupplungsgetriebe (PDK) and active all-wheel drive
The new top model shares with the Panamera Turbo the driveline concept based on the Porsche Doppelkupplungsgetriebe (PDK) and active all-wheel drive (Porsche Traction Management, PTM). The PDK combines the driving dynamics and very good mechanical efficiency of a manual transmission with the high level of gear selection and ride comfort of a conventional automatic transmission with no interruption to the power flow. To achieve this, it offers a manual mode including gear recommendation and an automatic mode. This enables the PDK to satisfy the Panamera customers' demands for both sportiness and comfort. As with the sports cars, the driver operates the Porsche Doppelkupplungsgetriebe using either the selector lever on the centre console or by means of two pushbuttons in the steering wheel spokes. A three-spoke sports steering wheel with shift paddles is also available at no extra cost. In manual gear change mode, the gear recommendation displayed in the instrument cluster assists economical driving.

PTM: All-wheel drive helps to apply power to the road
The benefits of Porsche's intelligent PTM all-wheel drive are particularly apparent in a high performance vehicle such as the Panamera Turbo S: Greater agility and driving dynamics, better traction and driving stability, enhanced vehicle control and driving safety when pushing the driving dynamics boundaries. Compared with conventional all-wheel drives, this is complemented by weight and fuel consumption benefits as a result of the compact design and improved driving performance as a result of the low centre of gravity.

Strictly speaking the smooth transitions make it impossible to differentiate between driving dynamics and traction. An example: Only if a vehicle has good traction, namely if the tyres don't develop excessive slip, is it possible to transmit cornering forces. What this means for the front axle is steerability and for the rear axle stability. Using PTM can reduce spinning of the drive wheels or ideally eliminate it altogether.

With the PTM in the Porsche Panamera Turbo S, the active all-wheel drive is implemented as a controlled, so-called hang-on all-wheel drive system accommodated within the Porsche Doppelkupplungsgetriebe housing. The electronically controlled multiple-plate clutch handles the fully variable distribution of the propulsive force between the permanently driven rear axle and the front axle with no fixed standard distribution. Permanent monitoring of the driving state makes for a lightning fast response to different driving situations: Sensors continuously monitor the number of revs for all four wheels, the vehicle's longitudinal and lateral acceleration and steering angle, among other things. If for example the rear wheels start to spin when accelerating, the multiple-plate clutch intervenes more vigorously to transfer more propulsive force forwards. In corners only sufficient propulsive force ever reaches the front wheels to ensure optimal lateral support. When the brake control systems kick in, the PTM fully decouples the front axle to allow PSM interventions on individual wheels.

A broad spread of settings: from sporty to comfortable
The new Porsche Panamera Turbo S chassis features as standard all the systems that Porsche has developed and introduced for the sporty Gran Turismo. Underpinning everything is the combination of adaptive air suspension and adaptive damper control, the Porsche Active Suspension Management (PASM) system. The PASM seamlessly varies the damper forces, adapting them to road surface conditions and the driving style. The driver can use the PASM chassis button on the centre console to choose between three settings - Comfort, Sport and Sport Plus.

In similar fashion, the adaptive air suspension enables an even wider spread of suspension characteristics by activating differential spring rates, offering very high ride comfort on the one hand and very sporty driving dynamics on the other. The adaptive air suspension features four air springs, each complemented by one integrated, controllable auxiliary volume for modifying the spring rate. If the driver selects the comfort setting, each individual air spring with its total air volume of approximately 2.2 litres ensures an especially soft ride that cossets the passengers, especially on long journeys. If on the other hand the driver prefers a sporty ride, closing a valve reduces the active volume to approximately 1.1 litres. This increases the spring rate; the spring travel characteristic curve becomes more progressive, thereby making the chassis tauter. The adjustment occurs in tandem with the PASM damping characteristic - PASM also switches to the Sport Plus program - thereby intensifying the driver's chosen chassis tuning. This makes for a wide variation in handling between comfortable and especially sporty. The adaptive air suspension in "Sport Plus" mode also lowers the body, further improving the Panamera's aerodynamics and centre of gravity, enhancing driving safety and reducing fuel consumption.

Featured as standard: PDCC and PTV Plus anti-roll system
With Porsche Dynamic Chassis Control (PDCC), twinned with Porsche Torque Vectoring Plus (PTV Plus), the Panamera Turbo S features the most highly specified version of the Panamera chassis as standard. PDCC prevents the chassis from rolling about the longitudinal axis of the vehicle by using active stabilisers on the front and rear axle to apply a countervailing force. The system also improves the vehicle's balance by dynamically distributing the roll torque. The result: Ultimate agility in every driving speed range as well as optimal cornering behaviour and stable load transfer behaviour. The greater agility is achieved by the tyre always being in an ideal position relative to the road surface, thus optimising the build-up of lateral forces on the tyre. At the same time, the self-steering behaviour is selectively influenced by the variable roll torque distribution.

As a consequence of greater agility and lower lateral inclination, PDCC perceptibly improves driving performance, handling and driving comfort as well as driving stability. This is most apparent on winding roads and at high speed. When driving in a straight line the stabilisers are decoupled, causing the suspension to respond more sensitively to uneven road surfaces on one side, thus offering even greater comfort.

PDCC, PASM and air suspension are always jointly influenced by selecting one of the three chassis programs. With the comfort setting selected, PDCC with anti-roll disengaged emphasises comfort on uneven roads for a relaxed ride. In Sport and Sport Plus mode, the systems' active interventions influence articulation behaviour, maximum anti-roll support, self-steering behaviour and traction, thus ensuring maximum performance and agility.

PTV Plus for even more cornering pleasure
When it comes to driving dynamics the benefits of the PDCC are further emphasised by Porsche Torque Vectoring Plus and the electronically controlled rear axle differential lock with variable locking effect. The system works by varying the torque distribution to the rear wheels and by employing an electronically regulated rear differential lock, optimising steering behaviour when being driven with a sporty driving style. Braking interventions applied to the inside rear wheel generate an additional rotational pulse in the direction in which the steering wheel has been turned. This results in a direct and dynamic steering action as the car enters the curve.

PTV Plus complements this by improving traction as required when experiencing high lateral acceleration, when accelerating on road surfaces with varying levels of grip and when accelerating out of tight corners. During load transfer when cornering, the vehicle's turning motion into the corner is less pronounced as a result of the countervailing yaw moment built up by the rear axle differential lock and straight-line stability is improved. The result is high lateral dynamic vehicle stabilisation - i.e. chassis stability - optimal traction and high agility at any speed with precise and stable load transfer behaviour.

High performance brakes, also available with ceramic discs as an option
The red brake callipers behind the wheels of the Porsche Panamera Turbo S announce the most powerful conventional brake system that Porsche installs on its Gran Turismos. The braking power on the front axle is provided by six-piston aluminium monobloc fixed-calliper brakes and 390 millimetre composite brake discs. These brake discs are made from a light aluminium pot connected with the grey cast iron friction ring. This reduces the unsprung masses. Four-piston aluminium monobloc fixed-calliper brakes and 350 millimetre diameter brake discs are fitted on the rear axle.

One of the few technical options that the Turbo S still leaves open, the race-proven and particularly efficient Porsche Ceramic Composite Brake (PCCB) system with yellow-painted brake callipers, is available if desired. The front brake discs are 410 millimetres in diameter, the rear ones 350 millimetres. Compared with a brake system with grey cast iron discs, the PCCB responds faster, has very high fading stability thanks to constant frictional values giving it high safety reserves under heavy stresses. Also, the ceramic composite material reduces the weight to approximately half that of a conventional grey cast iron brake disc of comparable construction and size. This ensures better road grip, enhanced driving and ride comfort as well as greater agility and yet further improved handling.

Tyres and wheels: For optimum driving dynamics and efficiency
Thanks to the combination of large track widths and wide tyres with different front and rear tyre dimensions, the Porsche Panamera Turbo S exhibits sporty, agile, precise and safe handling when being driven with an especially dynamic driving style. This combination makes for high driving stability with little lateral inclination of the body and high lateral acceleration potential. To do justice to the high performance, Porsche's partners in the tyre industry developed special tyre specifications and specially tuned them to the Gran Turismo. The sizes of the 20 inch tyres featured as standard are 255/40 at the front and 295/35 at the rear.

Precise and comfortable steering: Servotronic
The series version of the Porsche Panamera Turbo S includes Servotronic, a speed-sensitive powersteering system, upgraded yet again for all Gran Turismos. The steering is taut at high speeds. Steering manoeuvres are extremely preciseaccompanied by a high level of stee ring comfort. Conversely, at low speeds, Servotronic makes for especially smooth manoeuvring and parking.

Sporty luxurious appearance through and through
The sporty character of the new Porsche Panamera Turbo S is also reflected on the exterior. The 20-inch 911 Turbo II wheels with coloured wheel hub covers, combined with increased rear axle track width achieved by five millimetre thick wheel spacers, ensure especially sporty performance and looks. The side skirts from the Porsche Exclusive range, featured as standard, lend the new top model additional visual width. An additional unique selling point of the Panamera family: The adaptive extending four-way rear spoiler is painted in the exterior colour, but is also available in black if desired. The overall impression is rounded off by the "Panamera turbo S" lettering on the rear. From autumn 2011 onwards, the new Panamera Turbo S will also be available at no extra cost in agate grey metallic paint, reserved exclusively for this model.

Highly sophisticated adaptive light system as standard
The Panamera Turbo S comes with a highly sophisticated Porsche adaptive light system, comprising Bi-Xenon headlights, dynamic and static cornering lights, auxiliary headlights, speed-dependent driving light control and adverse weather light. The dynamic cornering lights are activated at a speed of 10 km/h (6.2 mph) and above. The light con trol system swivels the main headlights by up to 15 degrees into the corner. The static cornering light activates an additional halogen light source with a beam angle of approxi mately 30 degrees to the direction of travel. It is activated by the indicator or steering angle when stationary and at speeds of up to 40 km/h (25 mph). That means for example that the kerb is better illuminated when turning into a side road. At higher speeds it is activated by the steering angle alone.

Compared with the basic dipped headlight setting, the country road light offers greater range when illuminating the left hand side of the road and a wider beam. At higher speeds the control system adapts the shape of the light cone. It extends it forward, thereby improving visibility without dazzling oncoming traffic. Motorway lighting is activated at speeds in excess of 130 km/h (81 mph) or faster than 110 km/h (68 mph) and a longer stretch of road with small steering angles. Motorways lighting increases the light output and establishes a more effective boundary between light and dark at higher speeds. The adverse weather light is activated when the rear fog light is switched on and reduces reflection in poor visibility conditions such as fog or snowfall.

Interior: Bi-colour leather finish and comfort seats
The fusion of exclusivity and sportiness is conveyed in the interior by the bi-colour leather finish, featured as standard. The new combination of black/cream is offered exclusively for the new Porsche Panamera Turbo S with agate grey/cream also being added as an exclusive combination from the autumn. The birch anthracite interior package and prominent Porsche crest on the front headrests provide the finishing touch to the interior of the Porsche Panamera Turbo S. The front door entry guards and instrument cluster are embellished with "turbo S" lettering for additional differentiation.

The 14-way adjustable front comfort seats featured as standard are combined with the Comfort Memory Package for excellent ride comfort. The Memory Package includes extending seat bottom as well as lumbar support and electric steering column adjustment. Front and rear seat heating is featured as standard; seat ventilation is available as an option. Adaptive sports seats based on this seat system and including Comfort Memory Package with raised seat side bolsters and electric 18-way adjustment are available as an option. At the rear, two single seats with folding centre armrest afford generous head and leg room even for tall passengers.

Top-notch sound enjoyment: BOSE® featured as standard, Burmester as an option
Porsche Panamera Turbo S passengers will enjoy the sound of the BOSE® Surround Sound-System specially developed for the Panamera and fitted as standard. A total of 14 loudspeakers, a 200-watt active subwoofer with a Class D output stage and 200 millimetre speaker diameter as well as nine amplifier channels ensure an impressive aural experience. Overall output is 585 watts.

If so desired it can be replaced by the optional Burmester® High-End Surround Sound- System. If so, a unique aural experience will be delivered by 16 loudspeakers, controlled by 16 amplifier channels with a total output of more than 1,000 watts, rounded off by a 250 millimetre active subwoofer with a 300 watt Class D amplifier.

Conceptually, the design of this sound system broke entirely new ground. The crossover technology used has been carried over more or less unmodified from the Burmester® home audio sector. Analogue and digital filters were finely tuned for their own individual intended purpose. Ribbon-based tweeters (Air-Motion-Transformers, AMT) specially for the Panamera are used at the front, recognisable by their unmistakably fine and clear highfrequency sound reproduction. The customised loudspeaker housings are precisely tailored to the Panamera and deliver the optimum bass foundation, definition and impulse accuracy. The result: even at the loudest volumes an as yet unequalled, natural and richly textured spatial sound. Lightweight construction plays an important role with the Panamera sound system as well. Meaning that the combined weight of all the components of the Burmester® system is less than twelve kilograms.

New option: Lane Change Assist system for enhanced safety and comfort
From summer 2011 onwards the Porsche Panamera Turbo S is available with the Lane Change Assist (LCA) system as a new option, which will be available at the same time for the other Gran Turismo models as well. The system uses two radar sensors in the rear bumper to monitor the lanes on the right and left up to 70 metres behind the vehicle, including the blind spots. The Lane Change Assist system therefore enhances safety and comfort, particularly on motorways. The Lane Change Assist system is available in the 30 to 250 km/h (19 to 155 mph) speed range.

Specifications of the Porsche Panamera Turbo S
    Displacement: 4,806 cc
    Bore: 96.0 mm
    Stroke: 83.0 mm
    Compression Ratio: 10.5:1
    Engine Power: 405 kW (550 hp) at 6,000 rpm
    Max. Torque: 750 Nm at 2,250-4,500 rpm with overboost 800 Nm at 2,500-4,000 rpm
    Power Output per Litre: 84.3 kW/litre (114.4 hp/litre)
    Maximum Revs: 6,700 rpm
    Fuel Type: Premium Plus
    Dimensions
        Length: 4,970 mm
        Width: 1,931 mm
        Height: 1,418 mm
        Wheelbase: 2,920 mm
        Track width
            Front: 1,646 mm
            Rear: 1,642 mm
        Luggage compartment volume according to VDA: 432 to 1,250 litres
        Fuel tank capacity: 100 litres
        Unladen weight, DIN: 1,995 kg
        Permissible gross weight: 2,500 kg
        Permissible roof load: 75 kg
    Performance
        Top speed: 306 km/h (190.1 mph)
        0-100 km/h: (62 mph) 3.8 s
        0-160 km/h: (99 mph) 8.3 s
        0-200 km/h: (124 mph) 12.9 s
        0-1,000 metres: (3,2801 ft) 21.6 s
    Fuel Consumption
        Urban: 17.0 litres/100 km
        Extra urban: 8.4 litres/100 km
        Combined: 11.5 litres/100 km
        CO2 Emissions: Total 270 (265) g/km
        Emission Category: Euro 5

Porsche Panamera S Hybrid, 2012

 

 

 

 

 

 

 

 

•  Porsche Panamera S Hybrid, 2012

The Porsche Panamera S Hybrid marks the beginning of a new chapter of Porsche Intelligent Performance, continuing the success story of the four-door Gran Turismo. Not only is the new model the most economical Porsche of all time, it also outperforms by a mile all full hybrid production cars of its class, the luxury class, in terms of consumption and CO2 emissions. And at the same time, without any restrictions, it offers the sporty, exclusive character and custom comfort so typical of this unique Porsche Gran Turismo family.

The Porsche Panamera S Hybrid is the first parallel full hybrid car in the luxury class with unique features. The range on electricity alone is approximately two kilometres (1.24 miles), the speed in electric mode is up to 85 km/h (53 mph) depending on the driving situation. Moreover, thanks to the so-called "sailing" mode on motorways and main roads, the Porsche hybrid is the only system in the world able to exploit additional consumption reserves in higher speed ranges. This entails disengaging and switching off the internal combustion engine at speeds of up to 165 km/h (103 mph) during phases when no power is delivered by the internal combustion engine.

The exterior of Porsche's new Gran Turismo series model corresponds extensively to the Panamera S. Distinguishing features include the "Panamera S hybrid" emblem on the rear and the "hybrid" badges on both front doors.

The equipment for the Porsche Panamera S Hybrid is on a par with the very high standards of the Panamera S with the eight-cylinder engine. In addition, the hybrid model is fitted with the adaptive air suspension including the adaptive damping control system PASM, Servotronic and a rear wiper all as standard. Furthermore, the new Gran Turismo has an innovative display concept which provides all of the car's relevant information about the hybrid-specific driving conditions to the driver.

The drive concept of the Porsche Panamera S Hybrid therefore parallels that in the Cayenne S Hybrid already proving its worth there. Continued development and adapting to the potential of the Porsche Gran Turismo bestowed improved and additional functions upon the Panamera. Limit speeds for purely electric driving and sailing are higher, extended driving in electric mode is possible, and active cooling of the battery raises the hybrid system's availability.

At present, significantly lower emissions result in tax advantages for the Panamera S Hybrid in many markets. In comparison with the Panamera S, the motor vehicle tax in Germany will be lower by 204 euro annually. In France, the hybrid model will save the owner a one-time sum of 1,850 euro, in Spain 4,475 euro, and in the Netherlands 8,584 euro. In markets outside Europe, up to 2,200 US dollar can be saved in the US, Japan exempts the buyer from paying the equivalent of 4,000 euro, and in China this advantage adds up to the equivalent of about 15,000 euro.

A powerful team: 333 hp V6 compressor engine and 34 kW electric motor
The Porsche Panamera S Hybrid is driven by the same engine combination that has already proved itself in the Cayenne S Hybrid: The main power comes from a three-litre V6 compressor engine which delivers 333 hp (245 kW) and is supported by a 34 kW (47 hp) electric motor. Their maximum torque of up to 300 Nm is available constantly at speeds below 1,150 rpm. The electric motor can propel the Panamera S Hybrid all by itself or can support the internal combustion engine. And it can be used as a generator or as a starter.

The electric motor is hooked up to a nickel-metal hydride battery (NiMH) which is used to store electrical energy generated while braking or driving. The battery fitted under the floor of the luggage compartment has a capacity of 1.7 kWh supplying a voltage of 288 volts. It goes without saying that the Porsche Panamera S Hybrid has an auto start/stop function which automatically shuts down the internal combustion engine even when the car is not moving.

Smooth power transmission: eight-speed Tiptronic S
For the first time in a Panamera, power transmission is handled by the standard eight-speed Tiptronic S with wide ratio spread familiar from the Cayenne models. The Panamera S Hybrid is exclusively available with rear-wheel drive.

The eight-speed Tiptronic S for the Porsche Panamera S Hybrid is a transmission characterised by high efficiency and fast gear changes coupled with supreme gearshift and ride comfort. Its design is such that revs are reduced by about 20 per cent in seventh and eighth gear, which decidedly contributes to lowering fuel consumption especially during long stretches on motorways. Top speed is reached in sixth gear.

The fast gear changes which the driver hardly notices guarantee highest agility and maximum driving pleasure. Thanks to intelligent gearshift programmes, the driver can use the accelerator and brake pedals to influence deliberately the gear change behaviour of the Tiptronic S. Rapid accelerator pedal action makes changing gears more dynamic - entirely without kickdown. So, if you lift your foot off the accelerator pedal quickly just before you enter a bend, upchange is suppressed. In addition, the gear engaged is blocked preventing mid-corner upchanges.

The gear change characteristics of the Porsche Panamera S Hybrid transmission have been adapted to the extended hybrid drive operating conditions. This is necessary for improved recuperation performance, for instance adjusting gear change speeds (downchanges) during brake energy recovery, or for a comfortable restart of the internal combustion energy after driving in purely electric mode. The special settings of the eight-speed Tiptronic S make available optimum gear change strategies also when drawing additional power from the electric motor under acceleration.

Powerful, compact, and lightweight parallel full hybrid
Porsche uses a parallel full hybrid instead of the power-split hybrid drive. A concept for which there are several good reasons. In contrast to other hybrid concepts displaying their advantage particularly during urban driving, the Porsche-developed system allows the Porsche Panamera S Hybrid to sail at speeds of up to 165 km/h (103 mph) without engaging the internal combustion engine or the electric motor. The parallel full hybrid also enables the acceleration and elasticity typical of a Porsche without the so-called rubber band effect of power-split hybrid systems. The concept therefore perfectly matches Porsche's philosophy of offering extraordinary performance and maximum efficiency at the same time.

One additional advantage is the comparatively small space required, because the entire hybrid module is extremely compact with a length of just 147.5 millimetres. It is mounted between the internal combustion engine and the transmission, and essentially consists of the ring-shaped synchronous motor and a decoupler at the side connecting up to the internal combustion engine. Its power distribution and characteristics therefore correspond to those of a conventional drive. The Porsche hybrid also carries relatively little extra weight. With an unladen weight of 1980 kg, the Panamera S Hybrid lies at the lower end of its class and enables a payload of up to 505 kg. Even when driving in purely electric mode, all vehicle functions are maintained which is ensured by electric pumps for power steering, brake booster, automatic transmission oil circuit, air conditioning compressor, and other components.

Driving the Hybrid 1: electric car right from the start
In principle, the Porsche Panamera S Hybrid is easy and uncomplicated to handle like any other Porsche Gran Turismo. Use and cooperation of electric motor and internal combustion engine are controlled automatically. Every driver can nevertheless influence the car's behaviour at: either using accelerator and brake pedals or pressing the E-Power button.

When pulling away, the system decides whether the Panamera S Hybrid drives on electricity or uses the internal combustion engine. Provided that oil, cooling water, and battery have a temperature exceeding 15 degrees Celsius, ambient temperature is more than ten degrees, and the battery's charge level is higher than 38 per cent, and if the accelerator pedal is pressed down gently, the Gran Turismo will set off using only the electric motor. This means that the driver can leave an underground car park in electric mode without engaging the internal combustion engine even though the car was parked there overnight. If heating is necessary or if windows start misting up, the system will start the internal combustion engine after about 30 seconds which will be prolonged to about two minutes after the E-Power button was activated. If there is no need for the internal combustion engine to kick in, the Porsche Panamera S Hybrid can cover short distances without any emissions at speeds of up to 85 km/h (52.8 mph) under favourable driving conditions and with a moderate driving style - like in residential areas. The range in purely electric mode is about two kilometres (1.2 miles) on level ground. Going downhill - like from an Alpine pass - the Panamera S Hybrid can travel distinctly longer stretches on electricity alone because of the intensive battery charging phases while braking.

E-Power button extends range in electric mode
By activating the E-Power button in the centre console, the range which can be covered on electricity alone is extended. An LED on the button indicates activation and the message "E-Power" lights up in blue on the instrument cluster. The availability depends on parameters like charge level and temperature of the battery. In E-Power mode, the accelerator characteristic is modified so that acceleration commands are implemented significantly more moderately, and early automatic starting of the internal combustion engine is prevented when higher power is required. In comparison with the Cayenne S Hybrid, torque reserves in the Panamera for a restart are reduced from 100 Nm to 50 Nm which translates into more power for acceleration in electric mode. In practice, the driver can accelerate with gusto in electric mode without the internal combustion engine kicking in. At speeds higher than 75 km/h (46.6 mph), the E-Power mode is deactivated.

Driving the Hybrid 2: joining forces for acceleration
If the driver steps on the accelerator pedal to demand more power, the internal combustion engine fires. A kickdown for full acceleration triggers the so-called "boost mode" which makes maximum power of the Porsche Panamera S Hybrid available to the driver for a short period of time. In this case, the driving torques of the internal combustion engine and the electric motor are superimposed, i.e. they add up. This is a big advantage of the parallel full hybrid concept. While the internal combustion engine develops its maximum torque of 440 Nm at 3,000 to 5,250 rpm, the electric motor is able to implement its full torque of up to 300 Nm from a standing start. Maximum output of both drives totals 380 hp and is available at 5500 rpm, and the combined torque of 580 Nm available already at 1000 rpm guarantees brawny acceleration.

Since maximum torque of the drive units is available at different speeds, maximum values cannot simply be added up. At higher revs, the drive concept causes the torque of the electric motor to decrease. Continued constant and efficient power at high revs is provided by the internal combustion engine with the electric motor continuing to assist. Both drives therefore complement each other perfectly, enabling the driver to employ powerful, combined output development throughout the entire engine speed range. The Panamera S Hybrid therefore benefits from the two drives' intelligent interaction thanks to a particularly sporty response from a standing start and high vehicle dynamics also at higher speeds, i.e. when overtaking. Electric boosting is available immediately when using the kickdown function. With the Sport button activated, boost power is increased and both drive units cooperate to deliver maximum power when the accelerator pedal is at 80 per cent of its travel range.

Driving the Hybrid 3: efficient sailing at speeds up to 165 km/h (103 mph)
Thanks to the decoupler, a Porsche full hybrid drive can exploit further consumption potential even at higher speeds offering what is called sailing. If propulsion is not required, the internal combustion engine is automatically switched off and the decoupler disengages the engine from the drivetrain as soon as the driver eases up on the accelerator pedal at speeds up to 165 km/h (103 mph). This eliminates engine braking due to engine drag torque while sailing which reduces driving resistance and in turn fuel consumption. In practice, when driving on motorways, the Porsche Panamera S Hybrid will frequently switch to sailing mode if there is a slight downhill gradient and if the car travels at an even speed, for instance when the automatic cruise control is switched on.

While sailing, the electric motor acts as a generator generating electrical energy without creating any additional loads in the drivetrain. If the car is in sailing mode and the driver presses on the accelerator to overtake, the internal combustion engine is restarted quickly and comfortably within a fraction of a second and the engine speed is increased to match the travelling speed. Even at this pace, a short burst of speed is therefore possible as spontaneously as in a Panamera fitted with a conventional engine.

Driving the Hybrid 4: saving fuel by generating electricity
The unrivalled low fuel consumption of the Panamera S Hybrid is mainly due to its ability to recover the kinetic energy of the car while braking converting it to electrical energy. The Porsche parallel full hybrid has been optimised such that when the driver presses on the brake pedal, as much energy as possible is fed back to the battery because the electric motor acts as a generator. In this case, the control system determines brake pedal travel and adjusts the electrical current of the generator accordingly thus decelerating the car electrically in dependence of the brake energy required. Only at higher speeds and when slowing down, the conventional braking system kicks in.

Alternatively, the internal combustion engine is used while the car is on the move to recharge the battery by shifting the so-called load point. Every power unit has a specific load range within which its operation is most economical. If a six-cylinder engine under part-load operates below this range, the control unit automatically open the throttle further so that the engine load increases but the engine speed will not change, and uses this additional power to generate electricity. Generator output and throttle valve opening are controlled so that the internal combustion engine operates in a higher efficiency range which will make for optimised use of the fuel consumed and part of it  stored in the battery as electrical energy. The driver will not notice anything since neither engine nor travelling speeds change. Consequently, the Panamera acts as if it begins to climb uphill from a level road with the cruise control switched on.

Porsche pioneering achievement: Hybrid Manager for intelligent control
Sophisticated control and components developed to a high standard facilitate implemen tation of the features of a Porsche parallel hybrid which are exemplary among hybrid vehicles. The interaction of the main components, i.e. internal combustion engine, electric motor, decoupler, and battery, is highly complex and is coordinated by the Hybrid Manager which holds all crucial know-how of the Porsche hybrid system. It receives all driving and energy information and controls the operations of electric motor, decoupler and internal combustion engine in every driving situation for optimum fuel consumption. Moreover, it ensures that the battery charge level never falls below a specific threshold or that the battery is not charged and recharged too frequently.

Another key element of the parallel full hybrid system is the decoupler which is fitted between internal combustion engine and electric motor and for which especially long-lasting friction pads have been developed. Its operation is so smooth that driver and passenger do not notice the internal combustion engine engaging and disengaging. Nevertheless, full acceleration of both power units is available at any time with practically no delay. This means that with the internal combustion engine shut down the power unit will spring to life within the shortest time possible, reaches the required speed and engages the decoupler without the driver noticing it.

The Porsche Panamera S Hybrid manages all this in about 300 milliseconds. During this time, several processes run in parallel: When the internal combustion engine revs up, the torque converter clutch in the automatic transmission opens and the torque of the electric motor is raised briefly to start the six-cylinder engine. At the same time, the clutch between electric motor and internal combustion engine engages within a time of about 70 milliseconds following a defined pressure curve. Besides the elaborate interaction of internal combustion engine and electric motor, the innovative spindle actuator of the clutch is the component responsible for this fast response. It controls the hydraulic pressure which operates the clutch with a hitherto never achieved precision. When switched on, the Hybrid Manager evaluates driving situation and acceleration request and selects the appropriate start-up procedure. Either the "Comfort" start of the internal combustion engine or if more power is requested the especially spontaneous "Power" start is initiated.

High-performance battery with its own cooling system
For the Porsche Panamera S Hybrid, Porsche favours the nickel-metal hydride battery proven and tested as a traction battery in cars. It delivers a maximum of 34 kW and stores up to 1.7 kWh of energy. The effective battery capacity is displayed as graphics in the instrument cluster and on the monitor of the optional Porsche Communication Management (PCM).

The size of the maintenance-free and gas-tight batteries allows to accommodate them under the absolutely level luggage compartment floor. So, the available space of the luggage compartment is hardly reduced, only the side pockets were dropped. The battery including its protective housing weighs about 70 kilograms and consists of 240 cells which generate the required voltage of 288 volts. They can be used in temperatures as low as minus 30 degrees thus having excellent cold-starting properties. Its temperature range extends to plus 38 degrees and covers most of the temperatures a car is exposed to.

When charging and discharging, the internal resistance of the battery generates heat which must be dissipated to protect the cells. To cool the battery, an additional cooling element has been integrated into the cooling channel which draws in air from the rear left of the interior under the luggage compartment floor. This element consists of a compact condenser connected with the air conditioning system for cooling the interior. Active cooling expands the operating range of the electric drive at higher outside temperatures, and the hybridspecific driving conditions are available to the driver for much longer periods of time.

In addition, the Porsche Panamera S Hybrid comes with a conventional 12-volt battery which supplies energy to the vehicle electrical system. A conventional charger can be used to charge the 12-volt battery. In addition, Porsche customer service can use a high-voltage connection to charge the traction battery using appropriate charging equipment. In parking mode, the battery manager regularly monitors the charge level and the individual cell voltages. When the ignition is switched off, a high-power circuit breaker opens the entire high-voltage circuit. This prevents current from draining off. If a key is used to start the engine, the contactor activated through the 12-volt vehicle electrical system closes the high-voltage circuit and starts the electric motor which then starts the internal combustion engine.

Information at any time: intuitive displays for the driver
The Porsche Panamera S Hybrid shows the driver at any time which mode was selected by the Hybrid Manager: driving on electricity, boosting, sailing, recuperation, or charging by shifting the load point. Like in the Cayenne S Hybrid, the instrument cluster of the Panamera S Hybrid differs from other models in some details. In the middle tube, a "Ready" display has been added to the engine speed indicator which besides an acoustic signal during a key-operated start indicates that the hybrid drive is ready to start off in purely electric mode. The E-Power meter in the left tube is an analogue power display which provides the driver with real-time feedback on the electric motor's power status. Pointer excursion into the "Power" range indicates the power required for purely electric vehicle propulsion and during boosting when both drives are operating in tandem. In contrast, the "Charge" display indicates the electric motor's generator power during brake energy recovery.

The interaction between the two drives and the hybrid-specific driving conditions are shown in the instrument cluster's TFT display to supply the driver with information. He is shown the traction battery's charge level and the flows of energy in real time, visualised by means of an arrow symbol in the corresponding direction of flow. In the optionally available PCM, all hybrid-specific driving conditions can be viewed in a detailed vehicle graphic depicting the powertrain. In addition, the statistics display in the PCM (Hybrid Zero Emission display) informs the driver about distances travelled without the internal combustion engine, i.e. without any emissions, and displays them as a proportion of the overall travel time in a bar graph. Driving on electricity alone, recuperation while braking, sailing and when the car is not moving, are all taken into account. And it relates to all driving modes in which the Porsche Panamera S Hybrid is driven without any emissions and with no fuel consumption since the internal combustion engine is switched off.

Top-flight sportiness, precision and comfort
In a manner which is characteristic of the Porsche Gran Turismo, the Panamera S Hybrid's chassis combines the genes of a sports car suspension such as precision, stability and safety with saloon features such as comfort and superiority in a unique bandwidth. To achieve this, it is equipped as standard with the adaptive damper control system Porsche Active Suspension Management (PASM), which varies the damper forces infinitely, adapting them to road surface conditions and the driving style. The driver can use the PASM button on the centre console to select one of three modes - Comfort, Sport, and Sport Plus. Thus, the balancing act between sporty-comfortable and sporty-taut set-ups is possible. In Comfort mode, the driver enjoys the comfort of a touring saloon, in Sport Plus mode the performance and agility of a Porsche sports car. In all three modes, the necessary damping force is calculated and made available to each wheel. Only comfort or performance are weighed differently depending on the goal in focus.

Like in the Panamera Turbo: adaptive air suspension as standard
The adaptive air suspension is standard in a Porsche Panamera S Hybrid. It comprises four air springs with additional air volume on demand to change the spring rate. If the driver opts for Comfort, each air spring uses all of its volume of about 2.2 litres for a particularly smooth ride which makes long-distance travel in particular less stressful. If the driver prefers a sportier style, a valve is closed and the active volume is reduced to about 1.1 litres. This increases the spring rate and the suspension setting is much firmer. And the PASM switches to Sport mode at the same time. Moreover, the characteristic curve becomes more progressive with increasing spring deflection. Adjustment occurs in combination with the PASM damper setting and therefore intensifies the suspension set-up selected by the driver. This offers a wide spectrum of different driving styles ranging from comfortable to especially sporty.

Another advantage of the air suspension system is that ride heights can be adjusted. It allows to vary the Panamera's ride height in three stages: The high level selected manually allows to lift the vehicle by 20 millimetres at speeds up to 30 km/h (18.6 mph) maximum to make negotiating steep ramps in car parks or high kerbs easier. If on the other hand the Sport Plus suspension set-up is selected, the car's ride height is lowered automatically by 25 millimetres to the low level. At the same time, the effective air volume is reduced to make the spring rate firmer. The PASM determines the appropriate damper characteristics. Levels are changed in about four seconds.

Precise and comfortable: Servotronic
The Porsche Panamera S Hybrid is the only Gran Turismo which is fitted with Servotronic as standard, which is a speed-sensitive power steering system. Steering is firm at high speeds. The car can be manoeuvred with utmost precision and with high steering comfort at the same time. At low speeds, Servotronic allows easy manoeuvring and parking.

Wheels and tyres: especially developed low-friction tyres upon request
18-inch wheels are standard with tyre sizes 245/50 ZR 18 fitted at the front and 275/45 ZR 18 at the rear. Fuel consumption and emissions are at their lowest when the Porsche Panamera S Hybrid is fitted with low-friction tyres which Michelin developed especially for the Porsche Panamera. They have a special tread mixture with a particularly low rolling resistance and an optimised carcass with reduced loss of friction. They are fitted to 19-inch wheels having size 255/45 R19 at the front and 285/40 R19 at the rear. Since they are rated all-season tyres, their top speed is limited to 240 km/h (149 mph).

New: Lane Change Assist for more safety and comfort
From summer 2011, the Porsche Panamera S Hybrid will be the first car of the Panamera model line which is equipped with the Lane Change Assist (LCA) as a new optional feature. The system uses two radar sensors in the rear bumper to monitor the lanes on the right and left up to 70 metres behind the vehicle, including the blind spots. The Lane Change Assist system therefore enhances safety and comfort, particularly on motorways. The Lane Change Assist system is available in the 30 to 250 km/h (19 to 155 mph) speed range.

Top-notch interior equipment
The interior equipment for the Porsche Panamera S Hybrid is on a par with the very high standards of the Panamera S with the eight-cylinder engine. The new model offers partial leather as standard with embossed leather in a choice of three attractive colours. Other options are available in a choice of extras like smooth leather, bi-colour combinations, and natural leather. Numerous decorative trims in a choice of carbon, aluminium, and up to five wood trims are offered for individualisation. The decorative trims are accentuated by galvanised aluminium strips. The variety of individualisation options include smallest details like a Porsche badge impressed into the headrest leather. The standard front comfort seats have a sporty feel and can be adjusted electrically to eight positions for outstanding travelling comfort. In the rear, two separate seats with a foldable centre armrest offer generous legand headroom even for tall passengers. The front seats have heating as standard, ventilation is an optional feature.

To enhance this seating system, the Comfort Memory package with electrical 14-way adjustment and Adaptive Sport Seats with Comfort Memory package, raised side bolsters and electrical 18-way adjustment are available as options. Similar to the other models, a two-zone climate control with separate temperature settings and air distribution for driver and passenger are standard in the Panamera S Hybrid. A four-zone climate control can be added upon request.

For individual entertainment: a wide range of functions and extras
With its comfort functions as well as audio and communication equipment, the Panamera sets entirely new standards in the luxury car class. The command centre in the hybrid model is a seven-inch touch screen either in combination with the audio system CDR-31 or with the optional Porsche Communication Management (PCM) including navigation module. The outstanding feature of the PCM is the seven-inch high-resolution screen whose high graphics resolution is particularly useful when displaying the 3D navigation map. In splitscreen mode, two functions can be displayed at the same time like the navigation map and the routing guidance list. In addition, the PCM offers a whole host of further attractive functions ranging from the integrated telephone module, Bluetooth® connection of mobile phones and a voice control system to an electronic logbook. And it goes without saying that an optional universal audio interface is also available for connecting devices like an iPod® or a USB medium.

Upon request, rear passengers may enjoy their very personal entertainment programme in the Porsche Panamera S Hybrid. The Porsche Rear Seat Entertainment from Porsche Exclusive features two consoles integrated into the backrests of the front seats for swivelling seveninch TFT screens including integrated players and wireless infrared headphones. For comfortable operation, the touch screen may be used, and the consoles for the screens are covered with leather matching the interior.

The optional 545-watt BOSE® Surround Sound System is available for the Panamera S Hybrid as well. In contrast to the other Gran Turismo models, the subwoofer is not stowed away in the luggage compartment floor but is integrated into the loading edge of the luggage compartment to make room for the traction battery and its cooling system. In combination with the PCM, the system opens up the impressive sound spectrum of digital 5.1 recordings when listening to audio or video DVDs. It goes without saying that CDs can be played as well - in stereo and in a surround mode which is generated by the patented BOSE® Centerpoint® technology. A total of 14 loudspeakers, a 160-watt active subwoofer with a Class D output stage as well as nine amplifier channels ensure an impressive aural experience.

Specifications of the Porsche Panamera S Hybrid
    Bore: 84.5 mm
    Stroke: 89.0 mm
    Displacement: 2,995 cc
    Compression Ratio: 10.5:1
    Engine Power
        V6 engine: 245 kW (333 hp) from 5,500 rpm to 6,500 rpm
        Electric motor: 34 kW (47 hp) from 1,150 rpm
        Combined: 279 kW (380 hp) at 5,500 rpm
    Max. Torque
        V6 engine: 440 Nm from 3,300 rpm to 5,250 rpm
        Electric motor: 300 Nm up to 1,150 rpm
        Combined: 580 Nm at 1,000 rpm
    Power Output per Litre: 81.8 kW/litre (111.3 hp/litre)
    Maximum Revs: 6,500 rpm
    Fuel Type: Super 95
    Dimensions
        Length:: 4,970 mm
        Width 1,931 mm
        Height: 1,418 mm
        Wheelbase: 2,920 mm
        Track widths
        Front 1,658 mm
        Rear 1,662 mm
        Luggage compartment volume according to VDA: 335 to 1,153 litres
        Fuel tank capacity: 80 litres
        Unladen weight DIN: 1,980 kg
        Perm. gross weight: 2,485 kg
        Permissble roof load: 75 kg
    Performance
        Top speed: 270 km/h (167.8 mph)
        0-100 km/h (62 mph): 6.0 s
        0-160 km/h (99 mph): 14.4 s
        0-200 km/h (124 mph): 24.3 s
        0-1000 metres (3,2801 ft): 25.9 s
    Fuel Consumption
        Urban: 8.3 litres/100 km
        Extra-urban: 6.4 litres/100 km
        Combined: 7.1 litres/100 km
        CO2 Emissions: 167 g/km
        Emission Category: Euro 5

Porsche Panamera GTS, 2012

 

 

 

 

 

 

 

 

 

 

• Porsche Panamera GTS, 2012

More power and upgraded brakes, a body lowered by ten millimetres and the especially sportily tuned chassis with air suspension and PASM are the major technical modifications that make Porsche Panamera GTS the model capable of cutting it on the racing circuit - without sacrificing practicality. The sportiest of all Panamera models also conveys this to occupants and the outside world by its striking sound. In terms of looks, the new Porsche Panamera GTS signals its independence by distinctive design features in the front-end, side and rear area as well as black highlights. The interior as well is rigorously tailored to the sporty personality with sports seats, SportDesign steering wheel with shift paddles, exclusive GTS leather interior and Alcantara surfaces.

The power unit in the new Porsche Panamera GTS is a modified 4.8-litre naturally aspirated V8 engine, delivering 430 hp (316 kW) at 6,700 rpm, trumping the engine in its Panamera S/4S sister models by 30 hp (22 kW). The maximum torque also increased by comparison, from 500 Nm to 520 Nm. The way in which at the push of a button the Porsche Doppelkupplungsgetriebe (PDK) transmits the engine output to the all-wheel drive (PTM) -thanks to the Sport Chrono package featured as standard without interruption to the power flow -is especially dynamic. This collaboration enables the Porsche Panamera GTS to sprint to 100 km/h in under 4.5 seconds, accelerating on to its top speed of 288 km/h. With NEDC fuel consumption of 10.9 l/100 km - only 10.7 l/100 km with low-friction tyres - the Porsche Panamera GTS remains as much of an efficiency role model in its milieu as all Porsche models.

The standard values for sprint and top speed don't do full justice to the new Panamera GTS's sporty characteristics. Its chassis in particular makes it fit for the racing circuit: The adaptive air suspension and Porsche Active Suspension Management (PASM) featured as standard connect the chassis and body, constantly adapting to the driving challenges by regulating levelling settings, adjusting height, adjusting the spring rate and electrically adjusting the damping system. The damping is designed to be tauter, which helps agility and further reinforces the new Gran Turismo's sporty personality. Five millimetre thick wheel spacers between the wheel and the wheel carriers increase the rear axle track width, giving the Panamera an even more stable ride. The required grip is provided by 255/45 size 19-inch tyres on the front axle and 285/40 on the rear axle. Deceleration on the sporty Panamera is provided by the superlative braking system of the Panamera Turbo.

Engine and drive unit
4.8-litre V8 engine developing 430 hp (316 kW); Porsche Traction Management with active all-wheel drive; seven-speed Porsche-Doppelkupplungsgetriebe (PDK); acceleration 0 - 100 km/h in 4.5 seconds (with Launch Control); top speed of 288 km/h; NEDC fuel consumption 10.9 l/100 km; CO2 emissions 256 g/km; with low-friction all-season tyres 10.7 l/100 km; CO2 emissions 251 g/km.

The heart of the new Porsche Panamera GTS is its upgraded 4.8-litre naturally aspirated V8 engine benefiting from numerous modifications to give it even better performance. The 30 hp (22 kW) higher engine output compared with the power units in the Panamera S/4S goes hand in glove with a torque uplift of 20 Newton metres, the crankshaft now generates its maximum power of 520 Nm at 3,500 rpm.

To achieve these enhancements, the engineers increased the nominal engine speed by 200 rpm in typical sports engine construction fashion, the GTS's eight-cylinder engine achieves maximum output at 6,700 rpm. The full speed range was extended by all of 400 rpm, the maximum engine speed is 7,100 rpm. Integral to the high engine speed concept are modified valve springs with increased initial tension, ensuring that the valves open and shut precisely in all circumstances, ensuring in turn an optimal charge cycle. These engine characteristics enable the driver to change gear even later and use higher engine speeds when changing gear; allowing him to savour the dynamics of a sports car engine.

The second main focus area in revamping the eight-cylinder engine was optimising the charge cycle. A wider air intake with two additional air filter housings to the left and right at the front-end improve the air supply in the Porsche Panamera GTS. At low speeds a flap closes each of the two air intake openings. If the driver demands more power from the engine at engine speeds in excess of 3500 rpm, both flaps open and additional fresh air flows into the inlet duct. In addition, back pressure is generated at higher speeds and with it a slight charging effect that contributes to the increased output. In order to be able to handle the increased flow of combustion air optimally, two new camshafts with a one millimetre greater stroke control the intake valves on both banks of cylinders. As a result, especially at higher revs, the engine draws in more air, the cylinder charge increases and, with it, power.

Hearing performance: Sound Symposer transmits intake noises
At the push of a button, driver and passengers can hear the GTS engine "breathing" particularly well: the Sound Symposer directs the intake noise into the interior at the push of a button. This is done by an acoustic channel picking up the intake vibrations between the throttle valve and air filter. The acoustic channel incorporates a membrane that transmits the vibrations as an engine sound into the A-pillar. A controllable valve located in front of the membrane enables the Sound Symposer to be activated or deactivated by means of the Sport button.

The exhaust gases exit the Porsche Panamera GTS through a sports exhaust system, featured as standard, that comes with larger pipe diameters to reduce back pressure. This too is another building block in the increased output, and one which is audible into the bargain: the sports exhaust system features two tuning flaps, which expose additional exhaust openings, thereby emitting an even more powerful sound. The flaps are controlled by means of a switch in the centre console, which features a "last mode" function that remembers the last setting and restores it when the engine is started.

The control of the GTS power unit is handled by a modified and upgraded engine management system. It is discernible the moment the engine is started by a brief revving of the power unit. When driving, it ensures an even faster build-up in torque and thus a noticeably faster responsiveness. The modified engine management system also enables a brief shut-off of individual cylinders when changing gear, with the engine speed adjusting even faster to the transmission speed. This further reduces gear change times, accompanied by an engine sound akin to motor racing. A bonus with Sport mode selected is that a staccato engine sound and the so-called backfire, a short sharp report from the exhaust system that is particularly audible when changing down, ensures a full-bodied sports car sensation.

Chassis and driving dynamics systems
The Porsche Panamera GTS features a sporty chassis boasting performance-oriented options as standard. For example, adaptive air suspension including Porsche Active Suspension Management (PASM) increases both comfort and driving dynamics by self-levelling, height adjustment, adjusting the spring rate and electrically adjusting the damping system.

With the air suspension at its normal level the Porsche Panamera GTS also sits ten millimetres lower than the other models in the model line and its damping is designed to be tauter, further reinforcing the vehicle's sporty personality. Sporty performance is delivered by the combination of 19-inch Panamera Turbo wheels, five millimetre thick wheel spacers at the rear and the Panamera Turbo's braking system - recognisable by the red brake callipers.

Sport Chrono package for individual sportiness
The Porsche Panamera GTS meets particularly sporty requirements and therefore comes with the Sport Chrono package as standard, which in addition to the Normal and Sport modes offers the Sport Plus program as well. Specific characteristics of the Gran Turismo are further accentuated depending on which mode is selected: the engine responds more sensitively to changes in the accelerator pedal position, the transitions between traction and propulsion and vice versa become tauter and sportier and the load changes more spontaneous and dynamic. This instantaneous response is assisted by controlling the engine and PDK clutches that always slightly preload the entire drive line, so that every demand for power from the driver can be immediately translated into propulsion.

In Sport Plus mode, the PDK's response times become even shorter and the gear changes sportier. Even with only slight deceleration - even at high revs - in automatic mode a more dynamic braking downchange quickly kicks in. The change points as well are shifted towards higher revs, causing delayed upchanges and earlier downchanges. When changing up, the change in engine speed is deactivated so that when engaging the clutch to the next higher gear, a torque excursion ensures an additional propulsive boost.

Moreover, in Sport Plus mode the PSM stabilisation system kicks in later for greater longitudinal and transverse dynamics, making braking into corners perceptibly more agile: especially at low speeds, PSM now permits a sportier driving style when braking into corners and accelerating out of them, making for more driving fun in the process. The Sport Plus mode offers even greater agility with the PSM deactivated. For safety's sake, however, it remains on permanent standby in the background, intervening automatically if both front wheels are in the ABS control range. In addition, the adaptive air suspension lowers the vehicle to the low setting and switches to a harder spring rate. The rear spoiler angle of attack also changes to the performance-oriented setting.

Options for even greater driving dynamics: PDCC and PTV Plus
Porsche offers Porsche Dynamic Chassis Control (PDCC) as the final level of development of the Panamera GTS chassis, twinned with the electronically controlled rear axle differential lock and PTV Plus. PDCC prevents the body from rolling about the longitudinal axis of the vehicle by using active stabilisers on the front and rear axle to apply a countervailing force. The system also improves the vehicle's balance by dynamically distributing the roll torque. An even sportier setting of the PDCC is optimally tuned to the tauter damping of the PASM

The result: ultimate agility in every driving speed range as well as optimal cornering behaviour and stable load transfer behaviour.

The driving dynamics benefits of the PDCC are further enhanced by Porsche Torque Vectoring Plus (PTV Plus). The system works by varying the torque distribution to the rear wheels and by employing an electronically regulated rear differential lock, optimising steering behaviour when being driven with a sporty driving style. Braking interventions applied to the inside rear wheel generate an additional rotational pulse in the direction in which the steering wheel has been turned. This results in a direct and dynamic steering action as the car enters the curve.

PTV Plus complements this by improving traction as required when experiencing high lateral acceleration, when accelerating on road surfaces with varying levels of grip and when accelerating out of tight corners. During load transfer when cornering, the vehicle's turning motion into the corner is less pronounced as a result of the countervailing yaw moment built up by the rear axle differential lock and straight-line stability is improved. The result is high lateral dynamic vehicle stabilisation - i.e. chassis stability - optimal traction and high agility at any speed with precise and stable load transfer behaviour.

Body and equipment
In terms of its aerodynamics, the Porsche Panamera GTS is on a par with the Panamera Turbo: with its large air intake openings, the standard front section from the Panamera Turbo's SportDesign package emphasises the vehicle's sporty dynamics and ensures an optimal air supply for the back pressure air filters peculiar to the GTS.

This is matched in the tail section by fitting the adaptively deploying four-way rear spoiler from the Panamera Turbo. At a speed of 205 km/h and above it positions itself so as to generate downforce on the rear axle, thereby ensuring stable driving safety at high speeds.

Exterior: Sporty at first glance
The visual appearance of the Porsche Panamera GTS is characterised by numerous exterior accessories in black. The high-gloss black exterior package in particular, featured a standard, comprising the side window trim, the decorative trim on the rear lid, the headlight washer unit cover, the rear diffuser and the side air outlet panels, lends a sporty touch. Together with the black front end side terminators, the side skirts, the tail end and the sports exhaust system's matt black tailpipes the resulting appearance is clear-cut and striking.

A further point of differentiation: the bi-xenon headlights with black inner bezels. They feature four LED daytime running lights apiece, which - as with the Panamera Turbo - are not integrated into the front lights but accommodated in the main headlight. The optional paintwork in Carmine Red, available exclusively for the Porsche Panamera GTS, emphasises the vehicle's sportiness and provides an ideal contrast with the black exterior accessories.

Interior: Acceleration display, equipment in sporty design
The Porsche Panamera GTS's agility is apparent in every bend. The lateral and longitudinal acceleration display now makes this visible for the driver as well. The display in the right-hand tube of the instrument cluster and the optional Porsche Communication Management (PCM) system informs the driver about the instantaneous acceleration, thereby reflecting the potential for high cornering speeds and the Panamera GTS's driving performance.

The Panamera's sporty personality is expressed throughout the interior with driver and passengers seated in an ambiance made of leather and Alcantara with a choice of five interior colours. The centre panels of the adaptive 18-way adjustable sports seats featured as standard, the upper sections of the door armrests and front centre console armrest and roofliner are in Alcantara. The Sport-Design steering wheel with shift paddles and twelve-hour markings on the steering wheel rim combines dynamic looks and sporty functionality. It can also be clad with black Alcantara if so desired. To ensure clear differentiation, the front stainless steel door entry guards are adorned with "Panamera GTS" lettering. "GTS" lettering is also to be encountered in the instrument cluster and on the embroidered headrests, making the purist Porsche Panamera GTS simply unmistakable.

Porsche has put together special optional equipment packages married with a black interior, exclusively for the Porsche Panamera GTS. The decorative stitching on the seats, foot mats, dashboard, door panels, centre console armrest and doors are executed in Carmine Red or GT silver. The embroidered "GTS" lettering on the headrests and safety belts is also in the corresponding colour, thus rounding off the overall impression.