Porsche is not above clearing itself examine slightly ludicrous. The label that sealed its honour with miniature speedsters and beetle-shaped sports cars--you know, the marque that acquired Le Mans 19 times--now starts this super-juiced 17 -foot-long airport barge for rich growths striding off their Cite X airplanes after quick nibbles to tech confabs in Aspen. In occurrence any spectators are wondering who is aboard, it's written right on the C-pillar in cursive chrome script: exec. All lowercase. Good to mutter it slow and in a husky articulation: "exxx-ecuuutivvvve!"
A chauffeur-driven Porsche being, by definition, an incongruity, the specs for the Panamera Turbo Executive push beyond that and into the surreal. There are 122 inches in the wheelbase -- 10 hoofs and change between axles--of this strained Panamera, as well as 550 horsepower from its twin-turbo 4.0 -liter V-8 and a sticker price, before options, of $161,050. And no, that does not make this the most expensive basi rate at Porsche; that reputation goes to the new 911 GT2 RS, with its starting rate of $294,250.
Indeed, you may be able to live without our experiment car's carbon-ceramic restraints ($ 8960 ), Porsche Dynamic Chassis Control with Porsche Torque Vectoring Plus ($ 5000 ), massaging and freshened front seats ($ 4060 ), the rumbly Sport exhaust system with silver-finished tailpipes ($ 3490 ), the somewhat incongruous Sport Chrono package ($ 2530 ), or various types of other options that together totaled more than $30,000 on this auto, arising in a final rate of $191,480. You can even get the long-wheelbase Executive treatment with the turbocharged 3.0 -liter V-6 for world prices containing exclusively five digits, before options: $97,350. That's for the Panamera 4 Executive; include an S to that refer to get the 4S with its twin-turbo 2.9 -liter V-6, which starts at $114,950. Additionally, the long wheelbase is available on both plug-in-hybrid Panameras: the 462 -hp 4 E-Hybrid ($ 105,150) and the 680 -hp Turbo S E-Hybrid ($ 195,850 ).
It's Whack in Back
What we have is the Turbo Executive, though, and you want to know what it's like to drive this V-8 mannequin. Who's asking? Patently not someone who plans to use the TurboExec for its seeming intended objectives. The back seats are where it's at, and a variety of electrical dominates will motor your seat into a supine situate if the acres of legroom alone aren't cosseting enough. Rear-seat equestrians get their own dye touchscreen that echoes the 12.0 -inch contingent up front and allows the back-seaters to mess with the cabin temperature and the trip situates. Yes, the trip situates. Because the people in back are in charge and the person at the rotation is doing a task that everyone can see soon will be done by robots.
Best of all, as in the previous-gen Panamera, the back sets fold, even in this, the most up-luxe edition of the car, for when it's time to toss in a mountain bike. The stalk secreted by the superpower hatchback thus expands from 18 to 49 cubic paws, which should make this car( after it has "ve been through" five or six owners) an attractive alternative for all those #vanlife nomads.
Take the captain's chair and you have that brand-new Panamera interior to savor, with its upward-sloping center console and, in this car, scads of Saddle Brown French-stitched leather. In their eagerness to imbue this tip-top Panamera with all the sumptuousness of exquisite dash jewelry and multicolor screens, the designers went to town and burned it down. Nonetheless, they forgot to create a suitable parking space for your all-important smartphone. There seems to be rank car-magazine pettifoggery, but after the fourth or fifth season your iPhone slips down that long, highly polished ski jump of a center console and into the back seat, you will see why this is annoying. The better alternative is one of the cupholders, followed by the shallow entrance pockets.
Stout, Grippy, and Massive
The V -8, here barking through the optional play deplete, starts with a head-turning hrumph ! and is stout enough to deliver 60 mph in 3.2 seconds utilizing the electronic opening control. We've become accustomed to Panameras rolling in gobsmacking acceleration times, and at 11.6 seconds in the one-quarter at 121 mph, this one is no exception, even if it does weigh 4795 pounds. It'll maintained 0.94 g on the skidpad, which signifies on a twisty street the car unquestionably will maintain your attention.
Of all the airport limos on the market, this is the one you are trying to drive yourself, with highly honed direct, scrupulous body control, and pummeling dampers via those big 10 -piston( 10 !) calipers up front. It seems unlikely that all that ability is to be able to be used much, given the outside wrapper, but since when has excessive ability been a bad act? This biggest of all Panameras is still more of a euphorium to hustle than any of the large sedans from its competitors.
Well, actually, if perfect driving accord is desired, perhaps consider the lesser nonhybrid device picks available in this mannequin, a 330 -hp turbo V-6 and a 440 -hp twin-turbo V-6. The V-8 in the Turbo lurks at slow speeds merrily enough, and it's murderously tight with your paw down, but the accelerator and switching delineates are such that it's hard to get anything else from it. The gas pedal is weighted heavily, symbolizing you waste a lot of season at 25 percentage accelerator or less. And the tip-over point to full acceleration is abrupt and disruptive, the dissemination herking and jerking for half a second while it decides which gear would be best to warp season and space.
Of route there's some turbo lag--what did you expect with a 4.0 -liter device doing 550 horsepower--and when it all is coming back, it does so with a crashing abruptness that is likely to derive cry from the back seat. Ditto the carbon-ceramic dampers, which are just a little digital at slow speeds( or, as the Germans like to say, a bit "yes/no" ).
We're betting that either of the turbo V-6 patterns with cast-iron dampers actually will make better Panamera Executives. An device that works harder for quicken is less likely to feel so caged--and to be as unruly when it's suddenly exhausted from the enclosure. After all, good driving is about balance, and good limo service is about not upsetting freight charges. They are, after all, executives.
Source : Caranddriver.com