Porsche Panamera Review (2009-2016)

Just as when Porsche launched the Cayenne SUV, there was much negative reaction at the introduction of the Panamera mk1 in 2009, with traditional Porsche enthusiasts muttering darkly about how a five-door luxury model wasn’t true to the sports car heritage of the company. Besides which, the front-engined Panamera’s coupe-like styling was widely considered to have missed the mark. Many owners admit as much, but are nevertheless overjoyed with how their Panamera drives.

And that’s the key thing about the Panamera compared with four-door luxury saloon rivals from Audi (A8), BMW (7 Series) and Mercedes-Benz (S-Class). From the driver’s seat, it performs just as a Porsche should, with copious performance - especially from the GTS, Turbo and Turbo S derivatives - combined with sharp handling and a sporty rear-wheel-drive demeanour, in spite of the car’s size. As fun as the Panamera can be on the twisties, though, it also excels at cross-continent travel, able to cruise comfortably in unfussed fashion on the autobahn at in excess of 160mph, with four adults on board and all their luggage.

A facelift in 2013 delivered refreshed looks, an upgraded interior and revised engines, including a plug-in hybrid. The car was eventually replaced in 2016 by the second-generation Panamera, which was all-new from the wheels up.

By the time the Panamera arrived in 2009, buyers had already become used to the idea of a practical Porsche thanks to the Cayenne SUV. However, while the off-road model promises family-friendly versatility, the new saloon (it was actually a hatchback, technically) aimed to serve-up a more luxurious experience.

As a result, the Panamera’s cabin isn’t as spacious as those of rivals, yet there’s ample room for most adults, individual seating for four, and the fact that a large console divides the interior down the middle means that everyone sits in their own ‘cockpit’, differentiating the Porsche from its competitors. There’s also loads of handy storage, so you shouldn’t have odds and ends rattling around the cabin when on the move.

The driver gets plenty of steering wheel- and seat adjustment, while the low-slung driving position and 911-style instrument cluster give the car a distinctly sports car flavour. The centre console is a little button-heavy, but once you know where the most-used functions are it’s easy to access them without taking your eyes off the road for too long. However, visibility through the rear window (enlarged for the 2014 facelift) and over-the-shoulder is compromised, which means parking sensors are a must if you want to avoid bumps and scrapes.

By large-car standards the Pananmera’s 445-litre boot is nothing to write home about, but it’s big enough for most needs, while the large hatchback configuration tailgate boosts versatility. There’s also a handy 40/20/40 split/fold rear bench, which when lowered creates a flat floor and 1,263 litres of space.

Porsche billed the Panamera as a luxury car, and overall it feels like one. For starters, refinement is excellent, with low levels of road- and wind noise helping to make it a hushed executive express on long journeys. Engine noise is well suppressed, too, the high performance V6 and V8 engines only becoming sportily vocal when worked hard.

Thanks to standard fitment across the range of Porsche Active Suspension Management (PASM), the Panamera rides comfortably when required, and although it doesn’t do so quite as serenely as its luxury saloon rivals, most owners are happy enough given the Porsche’s other talents.

Those other talents? Well, despite its status as a sybaritic saloon, the Panamera still has the heart of a Porsche. Entry-level models are rear-wheel drive, while more powerful versions get a grippy four-wheel drive system, but all handle with poise and precision. The steering is fast and meatily weighted and grip is strong, allowing you to hustle the Panamera like a sports saloon half its size.

Up until the Panamera's facelift in 2013 – after which it’s know as the Gen 2 or 970.2 (in recognition of its internal code number) – its engine line-up comprised a 4.8-litre V8 petrol engine with 394bhp or 434bhp in Panamera GTS guise, a turbocharged version of that motor in the Turbo and Turbo S banging out 493bhp and 542bhp, respectively, a 296bhp 3.6-litre V6, a 3.0-litre V6 turbodiesel with 247bhp, and the rather unsatisfactory hybrid powertrain that combines a supercharged petrol 3.0-litre V6 engine with an electric motor in the Hybrid S model.

Post facelift, the non-GTS naturally aspirated V8 engine was supplanted by a 414bhp 3.0-litre twin-turbo V6. The V8 Turbo, Turbo S, and 3.6 V6 models received power boosts, a second turbo diesel engine was introduced producing 296bhp, and the Hybrid S was replaced by the plug-in hybrid Panamera S E-Hybrid capable of around 20 miles on electric power alone.

Regardless of which engine you choose, the Panamera serves-up quick and effortless performance. The Diesel will be fast enough for most, while range-topping GTS and Turbo models have enough pace to leave unsuspecting supercar drivers trailing in their wake.

Given its flagship status, it’s no surprise to find that Porsche didn’t scrimp on the standard specification. Xenon headlamps, leather trimmed and heated seats, parking sensors and dual-zone climate control features on all examples, while the S, GTS, Turbo, Turbo S and Hybrid models got various - mainly visual - upgrades (including fluorescent green badging and brake calipers on the latter).

Yet as with every Porsche there was an extensive options list to choose from, and many wealthy buyers didn’t hesitate in ticking boxes to add that personal touch to their car. As a result, there aren’t often two Panameras the same out there, so when viewing a potential purchase make sure you know exactly what you’re getting. Desirable additions include upgraded hi-fi, figure-hugging sports seats and the 100-litre fuel tank upgrade, which will be eye-wateringly expensive to fill but does allow you to complete long journeys without interruption.

In terms of the infotainment, the Panamera came with a 7.0-inch touchscreen infotainment system with satnav and 11-speakers, but on early cars Bluetooth was an optional extra (a bit of a cheek when you got the same kit for free on a contemporary Ford Fiesta). There was also a 14-speaker Bose sound system upgrade, or a very pricy 16-speaker, 1,000-watt Burmester set-up.

However, bear in mind that the display itself is dated, plus connectivity options are limited to Bluetooth and USB. If you want Apple CarPlay and Android Auto but want to retain the original sound system, then Porsche now offers upgraded infotainment that has all the modern features but blends in with existing interior design.

Even before you’ve bought your Panamera, you need to spend around £250-400 on a pre-purchase inspection from an independent Porsche specialist, or take your prospective purchase to a Porsche dealer for a £220 111-point mechanical check. Really this is an investment rather than an expense, because a poorly Panamera will put a truly massive dent in your finances later on.

If your Panamera is out of warranty then you’ll want to be taking it to one of Britain’s network of independent Porsche specialists – a quick internet trawl will establish which are best – when it comes to service time. A minor service for a V8 petrol starts from £230, while a major service is about £350: diesels and hybrids are from £250 and £360, respectively, while a major service for a Turbo starts from £380.

Sooner or later, you’re going to need tyres, and given the Panamera’s performance potential you’ll want to stick with quality brands. To give you a worst-case scenario for prices, 20-inch tyres for the Panamera Turbo cost between £160 and £225 at the front, while the rears are between £220 and £280 each. Smaller diameter tyres will be less, but not much less. Brakes are another costly consumable, with a full set of discs and pads setting you back about £1,400: replacements for the carbon-ceramic PCCB brakes are more like £10,000!

If you’re looking at a Porsche Panamera that's not a diesel or hybrid model, then fuel economy probably isn’t a major consideration. That said, the V8-engined models, including the Turbo and Turbo S, are claimed to return up to 27mpg, while the V6 petrol derivatives can give you up to 33mpg. Drive enthusiastically, however, and you can knock those figures back into the high teens. The 44mpg claimed for the best of the diesels outshines the 41mpg of the S Hybrid, and although the S E-Hybrid proclaims to be capable of up to 91mpg, we’ve heard of nobody coming even close to matching that official figure. However, a CO2 output of 71g/km for the S E-Hybrid entitles it to free road tax and exemption from the London Congestion Charge.

The Panamera mk1 is wickedly quick and fiendishly complicated, so while this CarGurus used car review can point you in the direction of problems to look out for, for your personal and fiscal security, we would advise a pre-purchase inspection by an independent Porsche specialist. They deal with cars like this on a daily basis and know precisely where to look to suss out potential pitfalls. At around £250-400, these expert eyes don’t come cheap, but it’s as well to look upon them as an investment. If anything major goes wrong with a Panamera, it’s likely to cost thousands to rectify it.

That said, overall the Panamera is a fairly robust machine, provided it’s looked after. For example, most of the problems that plagued the 4.8-litre V8 when it was first fitted to the Cayenne had been ironed out, so you’re unlikely to suffer from the dreaded scored bores. The turbocharged version is even more trouble-free, although there was a recall for turbochargers that caught fire. The good news is that most have now been rectified, but do check the work has been done.

There was also a campaign about fuel leaks caused by a faulty injector rail and ill-fitting pressure sensor, but again most should have been sorted by now. Check the radiators at the front of the car, because like the 911, Cayman and Boxster, these can become blocked with debris and eventually rot, causing leaks.

The PDK transmission can become a little less smooth as it gets older, but is essentially reliable, as is the eight-speed Tiptronic auto.

Finally, the Panamera is a hefty old thing, so keep an ear out for suspension clonks and rattles that signal worn bushes and joints: all are fixable, but worth negotiating into the price. More costly are repairs to the optional air suspension, which can spring leaks, especially if the car is left unused for long periods. Check that the ride height is level front and rear, because any sagging can be the prelude to a £2,000 bill for new components.