Performance Beyond Acceleration and Top Speed

The Panamera GTS, which was exhibited at the 42nd Tokyo Motor Show in December 2011, began accepting pre-orders with a price tag of 15.54 million yen. Named after the legendary racing model “904 Carrera GTS,” of which only about 100 units were produced with the aim of competing on circuits after its debut in 1963, Porsche introduces this Panamera as “the sportiest model in the series.”


However, this model is equipped with a naturally aspirated engine based on the S/4S, enhanced with high-revving technology and improved intake efficiency. Naturally, its maximum output falls far short of the figures achieved by the turbocharged Turbo/Turbo S models, despite sharing the same 4.8-liter displacement.

The reason Porsche dares to introduce this grade with such an engine as “the sportiest” is that, in terms of lateral acceleration potential, it is in no way inferior to the turbocharged models. The development team's view is that the Panamera GTS's sportiness “cannot be described by acceleration and top speed alone.”

Astonishing Cornering G-Forces

As if to prove the tagline “a Panamera capable of being a circuit car” for the GTS grade, a track driving session, set up as one of the segments during the international test drive based in southern Spain, allowed us to fully experience the model's rare and high level of dynamic performance, convincing us that this is not merely a full four-seater GT car, but a creation from Porsche, the “sports car manufacturer.”


It is worth noting that the test cars were equipped with full options, including the standard adaptive air suspension, which is tuned specifically for the GTS, lowering the ride height by 10mm compared to the base vehicle in normal mode and stiffening the dampers. Also included were the active stabilizer “PDCC,” the torque vectoring system “PTV Plus,” and the ceramic composite brakes “PCCB.” Nevertheless, the car's performance on a high-speed circuit at an extraordinary pace was remarkably dynamic, far exceeding what one would expect from a luxurious four-seater model.

In particular, the cornering potential, which generated lateral G-forces so intense that they could make the driver feel unwell, was not only far beyond expectations but also, to some extent, astonishing. One might question when and where such extreme driving would be demonstrated in a four-seater model, but in any case, the Panamera GTS's chassis performance clearly meets the standards of a top-tier supercar.

The Most Comfortable Panamera in Porsche History

However, once off the circuit, the model reveals a completely different side. This model, which had just demonstrated overwhelmingly high cornering capabilities, also turned out to be “the most comfortable Panamera in Porsche history.”

As mentioned, the suspension is set up hard, and the engine's output is increased by 30 ps and 20 Nm, with a higher rev limit of 400 rpm, achieved through measures such as the adoption of an intake system with dedicated shutter valves for the intake valves. Furthermore, the test cars were fitted with optional 20-inch wheels instead of the standard 19-inch ones. Given these factors, anyone would expect and prepare for a more hardcore, perhaps even “Spartan,” ride compared to the base model.


Yet, the actual driving experience of the Panamera GTS in such conditions was precisely what the phrase “ultimate flat ride” describes. While dropping a wheel directly into a large pothole on the road surface would naturally result in a significant shock, and damping the vibrations would take a little longer, outside of such scenarios, the comfort was perfect! It delivered a luxurious ride quality, akin to a thoroughly refined luxury saloon.

The Most Refined Panamera

What further enhanced this high level of comfort was the excellent manners of the dual-clutch transmission “PDK” in all driving scenarios. When selecting “Sport Plus,” the sportiest mode, and driving on the circuit, the lightning-fast shifts, achieved at the cost of some upshift shock, and the early downshifts during braking were impressive. However, in city driving and cruising, the smoothness at very low speeds, comparable to a torque converter automatic, and the quietness achieved by cruising at just around 1500 rpm at 100 km/h were notable. It should be noted, however, that the smoothness at very low speeds might be better attributed to the general refinement of the latest Panamera's PDK rather than being specific to the GTS. Much of the positive feel experienced this time should fundamentally apply to the entire latest series.


Some might interpret the “GTS” name and the message “the sportiest” to mean that this model is the most extreme in the series, perhaps even tolerating minor handling difficulties. However, my actual impression after testing it was, “This is, in every scenario, the most refined Panamera.”

It has been two and a half years since the first Panamera models, equipped with V8 engines, were released in September 2009. With the expansion of the series to include V6 models, hybrids, and diesels, it appears that the lineup will be complete with the release of the GTS, fulfilling the originally envisioned “full lineup.”