Porsche is a master of limited-run special editions, and the new 2021 911 Targa 4S Heritage Design Edition is one of the more intriguing examples we can remember. If there ever was a car that fit the modern-day classic term to a T, this is it.
The “T” stands for Targa, and thanks to a stylish silver roof hoop that not only protects this retractable hardtop convertible’s occupants from rollover, but also pays visual tribute to the 1967 911 Targa original, this body style suits the Heritage Design Edition’s retrospective purposes even better than a 911 Coupe or Cabriolet could.
“We are evoking memories of the 1950s, 1960s, 1970s and 1980s in customers and fans with the Heritage Design models,” commented Porsche Executive Board Chairman Oliver Blume in a press release. “No brand can translate these elements into the modern day as well as Porsche. In this way, we are fulfilling the wishes of our customers. With the exclusive special editions, we are also establishing a new product line which stands for the ‘lifestyle’ dimension in our product strategy.”
While four exterior colours are available, the beautifully rich Cherry Metallic paint chosen exudes a sense of yesteryear, while the racing-inspired spear-shaped front fender stripes and round decal-like numbered livery, plus the historically accurate 1963 Porsche Crest badges, the rear deck lid-mounted Porsche Heritage insignia, gold-tone nameplates are the icing on the proverbial cake. Inside, two-tone Bordeaux Red or Black leather and Atacama Beige OLEA Club leather and corduroy add even more history to the mix, making this the perfect Porsche for those who’d love to be driving something 50 years old, but would rather enjoy the benefits of a modern 911’s performance, comforts, technical advancements, reliability and safety.
As the name implies, the new 2021 911 Targa 4S Heritage Design Edition is based on the equally new 2021 911 Targa 4S we covered last month, and therefore receives all of the goodness infused into this new 992-generation model, including new chassis tech, driver assistance systems, infotainment upgrades, etcetera. A 443 horsepower version of Porsche’s twin-turbo, horizontally opposed six-cylinder engine is housed below an auto-deployable rear wing, controlled by a paddle-prompted eight-speed dual-clutch PDK automated gearbox. With Launch Control engaged, the Targa 4S can sprint from zero to 100 km/h in under 3.6 seconds before maxing out at a 304-km/h track speed.
This new special edition, limited to 992 examples (the name chosen for the new 911’s 992 code-name) will be the first of the four Heritage Design models, the one featuring plenty of ‘50s- and ‘60s-era design cues like a green backlit tachometer and dash-mounted clock, as well as perforations in the roof liner, although soft suede-like microfibre now replaces the vinyl used in the past.
Those classic Porsche crests mentioned earlier can be found on the key fob, hood, steering wheel hub and wheel caps, the latter components centring special rims that resemble the “five-leaf” Fuchsfelge alloy wheels brought to market for the 1966 911S. Of course, the Carrera Exclusive Design wheels are considerably larger than those from the past and staggered at 20 inches in front and 21 inches at the rear, while the now frame big black-painted brake calipers.
So what’s the price for the 2021 911 Targa 4S Heritage Design Edition’s sub-1,000-unit rarity? It’ll cost you $205,900, or $50,180 more than the entry price for a regular 2021 911 Targa 4S (a 2021 911 Targa 4 can be had for $136,000). For that you’ll get all of the extras mentioned, plus a stunning gold-coloured metal “911 Heritage Design Edition XXX/992” dash plaque authenticating your purchase.
At least as celebratory, the German brand’s majority-owned subsidiary Porsche Design has created a beautiful sport watch in commemoration, and just like the car it will only be limited to 992 examples and available exclusively to 911 Targa 4S Heritage Design Edition owners. The lifestyle products and industrial design division took design cues from the car for the new wristwatch’s face, applying a white seconds hand as well as “Phosphorus Green” rings around the perimeter, in similitude to the primary gauges in the classic 356 and original 911. What’s more, the Arabic hour indices were designed to look like the block lettering used in Porsche’s nameplate, while its strap is made from the same leather as found inside Porsche models.
To learn more about the 2021 911 Targa 4S Heritage Design Edition contact your local Porsche retailer, or alternatively if you’d rather save $50k and opt for something with more modernity the brand’s aforementioned 2021 911 Targa 4 and 4S are also available to order now. To learn more about the new 911 or outgoing model, which is still available in some trims, check out our Porsche 911 Canada Prices page for 2019, 2020 or 2021 models, where you can learn about available manufacturer rebates (Porsche is currently offering zero percent on all new 911 models), financing or leasing opportunities, dealer invoice pricing that could save you thousands, and more.
To make sure you’ve got all the facts before negotiating, make sure to become a CarCostCanada member, and definitely download the free CarCostCanada app from Google Play Store or the Apple iTunes store too. This said if you’re not familiar with how CarCostCanada can save you hundreds and even thousands of dollars when you purchase your next vehicle, this article explains it in detail.
The all-new 911 (992) Coupe and Cabriolet have been with us for much of the year now, with various trims including the Carrera, Carrera S, Carrera 4, Carrera 4S and Turbo S trickling out of Porsche’s Baden-Württemberg, Stuttgart assembly plant since inception, and now that the redesigned Targa is here the 911 family is complete.
OK, GTS models have yet to arrive, but at least all 911 body styles are accounted for, until the automaker makes a Speedster variant that is. The Targa first arrived at the 1965 Frankfurt Motor Show before showing up in production trim for the 1967 model year, this first convertible 911 designed with a roll hoop behind driver and passenger to meet expected U.S. safety regulations that never materialized.
Along with the stainless steel covered roll bar, the first Targa featured a removable rear window made from plastic, this replaced with fixed rear glass window the following year, while the Targa’s roof design has been modified dramatically over the years. While the roll hoop sometimes came in black instead of silver, the first model had a removable roof panel ahead of the 1996–1998 993 model that came out with a power-sliding glass roof that automatically stowed below the rear window. The update, which carried over to the 2006–2012 997, completely overhauled the Targa’s look with sweptback C pillars and sharply angled rear quarter windows.
The 2016–2019 991.2 Targa said goodbye to the big powered sunroof and hello to a power-retractable hardtop-style roof mechanism that hoisted the entire rear deck lid ahead of storing the roof panel underneath. This new roof design allowed Porsche to return to the original silver roll hoop styling too, and thankfully this more technical approach continues forward into the new 2021 911 Targa. While the roof mechanism is a highly sophisticated bit of kit, it only takes 19 seconds to lower or raise, so therefore it can easily be done while waiting at a stoplight.
Everything under the new Targa’s beltline is mostly the latest 992-generation Carrera Coupe/Convertible design, which means that the new hood and lower front fascia eliminate the outgoing 911’s body-colour ovoid shapes and add straighter, more horizontal lines, highlighted by a big, black rectangular front vent that first catches the eye. This gives the new model a wider, more aggressive stance, whereas the sharply angled hood features classic tapered creases at each side of its indented centre, much like the original 911’s hood, but without the vented end. Porsche’s ovoid multi-element four-point LED headlight clusters are almost identical to the outgoing car, which will a positive to anyone still fearing the days of the much-lambasted 996.
The three vertical indentations on the new Targa’s B pillars, and the classic scripted “targa” nameplate and silver colour treatment, help 991 and 992 model profiles initially look the same. Inspecting the new car’s design more closely, however, in fact reveals front and rear fascias wrapping farther around the side bodywork, plus fractionally more upright headlights, tail lamps that extend forward much like the rear bumper vents, reworked front side marker lights, new flat-bezeled wheel cutouts, an updated set of mirror housings, special flush-mounted exterior door handles that extend outward when touched (replacing the outgoing model’s more traditionally rounded door pulls), and a smoother rear deck lid, all resulting a fresh new take on the classic 911 Targa’s design.
Those tail lamps come into clearer view when seen from behind, with the new model expanding on the outgoing 991’s slim, dagger-like LED-enhanced lenses and even narrower body-wide light strip by reach farther outward to each side, plus grafting on some 718-like 3D-like graphics at the centre lighting position, these sitting over seemingly open vent slats underneath, while carving out even an more linear design for the outer taillights.
Just like the new Carrera, the updated Targa’s diffuser-enhanced lower rear bumper is larger, blacker, and beefier looking than previously, while it also feeds the engine’s exhaust pipes from within instead of forcing them to exit below. Additionally, hidden under the new 911’s flowing rear deck lid and just over the aforementioned light strip, which sits below a row of gloss-black engine vent strakes, is a wider and larger active spoiler boasting multiple positions depending on variable levels of rear downforce.
The new 911 Targa’s bumpers aside, all body panels are now formed out of lightweight aluminum, whereas the front fenders and underlying body structure were lightened substantially, the latter more than halving its steel content from 63 to 30 percent. The 70 percent left over is now wholly constructed from aluminum, all of which helps to improve structural rigidity, handling, and fuel-efficiency.
New standard Targa 4 wheels measure 19 inches up front and 20 inches at the rear, with the former shod in 235/40 ZR-rated performance rubber and the latter wearing a wider set of 295/35 ZRs, whereas the Targa 4S gets a staggered set of 20- and 21-inch alloy wheels wrapped in 245/35 ZR and 305/30 ZR tires respectively.
As with the new Carreras and Turbos that arrived before, the latest Targa comes with an interior that was inspired by 911 models from the 1960s, 1970s, 1980s and even the 1990s, especially regarding the wide, horizontal dash layout to the right of the traditional arcing instrument hood. The former even incorporates a narrow shelf that mimics the lower edge of the original model’s dashboard, but that’s about it when it comes to mirroring Porsche’s past 911 cabins.
The new Targa’s electronic interfaces immediately set it apart as a state-of-the-art machine, its instrument cluster mostly digital other than housing an analogue tachometer at centre. With the ignition on the new 911 Targa follows Porsche tradition thanks to a five-dial layout, although the left TFT/LCD display incorporates a conventional-style speedometer in default mode, or alternatively the car’s new advanced driver assistance systems that include adaptive cruise control, blind spot warning, lane keeping assist, etcetera, whereas the right-side screen features a multi-information display with route guidance, audio, trip, cruise control info and more.
The just-noted horizontal dash design incorporates a big 10.9-inch high-definition Porsche Communication Management (PCM) infotainment touchscreen, which is 3.9 inch larger than the previously car’s centre display. It boasts much greater depth of colour too, plus new graphics, better performance, and additional features from fewer analogue switches.
As with the previous 911 Targa, the new 2021 version will initially ship in 4 and 4S trims, while a Targa 4 GTS will arrive later. The base Targa 4 includes Porsche’s 3.0-litre twin-turbocharged, horizontally opposed six-cylinder engine that’s good for 379 horsepower and 332 lb-ft of torque. It comes mated to a standard eight-speed PDK automated transmission with steering wheel paddles (the new autobox gets one more forward gear compared to the outgoing Targa’s seven-speed PDK), which results in a scant 4.4-second sprint from zero to 100 km/h in base trim or 4.2 seconds from standstill to 100 km/h with its Sport Chrono Package upgrade.
Porsche makes a seven-speed manual transmission available when opting for the Sport Chrono Package in the new 911 Targa 4S, which when combined with this model’s more potent 443 horsepower 3.0-litre six putting out 390 lb-ft of torque only matches the less powerful Targa 4’s 4.4-second sprint to 100 km/h, this because of the base Targa’s more efficient standard PDK gearbox. This said, when the more formidable engine is synched up to the dual-clutch automated PDK it can manage a much more entertaining 3.8-second zero to 100 km/h sprint in its base trim or 3.6 seconds to the same mark with the Sport Chrono Package.
As with the new all-wheel drive Carrera 4 and 4S that launched earlier, both Targa 4 and 4S models use a unique water-cooled front differential that features reinforced clutches to increase load capacities and overall durability. When combined with standard Porsche Traction Management (PTM), the new front axle drive system improves the two Targa models’ traction in slippery situations, while also enhancing performance in dry conditions.
What’s more, all 2021 911 Targa owners will benefit from Porsche’s new standard Wet mode that gets added to the revised steering wheel-mounted drive mode selector. The new technology automatically maintains better control over wet or snow-covered road surfaces when engaged.
Each new 911 also receives standard autonomous emergency braking with moving object detection, plus a standard high-definition backup camera and rear parking sonar improve safety further.
Also standard, Porsche Active Suspension Management (PASM) features electronically variable dampers with both Normal and Sport settings, while Porsche Torque Vectoring Plus (PTV Plus), standard with the Targa 4S, is optional with the base Targa 4, and includes an electronic rear differential lock with fully variable torque distribution.
Of note, the base Targa 4’s standard brake rotors are 330 millimetres in diameter both front and rear, while featuring black-painted monobloc fixed calipers with four pistons at the front. The Targa 4S, on the other hand, gets a set of 350-mm calipers bright red painted exteriors that feature six pistons up front. The Porsche Ceramic Composite Brake (PCCB) system is also available, as are staggered front/rear 20/21-inch alloy rims.
The new 2021 Porsche Targa 4 is available from $136,000 (plus freight and fees), whereas the 2021 Targa 4 S starts at $154,100. To find out more about all the 2020 Carreras and 2021 Turbo models, see our 2020 Porsche 911 Canada Prices page and 2021 Porsche 911 Canada Prices page (the 911 Targa and 2021 Carrera models will be added when Canadian-spec info is available). Here you can configure each model and trim plus add available options, research valuable rebate info, find out about manufacturer financing and leasing rates (which currently can be had from zero percent), and also access dealer invoice pricing that could easily save you thousands.
Also, be sure to browse through our complete photo gallery above, while the following four videos (Dreamcatcher is filmed in Vancouver) show the power-operated roof in its fully automated glory:
The new Porsche 911 Targa (1:07):
The new Porsche 911 Targa – Dreamcatcher (1:21):
Virtual world premiere: The new Porsche 911 Targa (3:53):
The 911 Targa – the timeline of a Porsche legend (2:15):
Porsche only showed its new 2021 911 Turbo S Coupe and Cabriolet models in March, and we’re already find out what they’ve got in store for next year’s 911 Carrera, Carrera S, and Carrera 4S.
The two sportier trims will soon get a new seven-speed manual transmission, but we’re not yet sure if the DIY gearbox will be standard in Canada and therefore priced lower than the current standard eight-speed automated PDK dual-clutch transmission, as it was in 2019, or if it will be no-cost option like the latest 2021 models are being offered in Europe. Fortunately, Porsche Canada will announce pricing in a few months, which will clarify this question.
PDK-equipped 911s in mind, Porsche will make its InnoDrive adaptive cruise control system available for 2021 as well. InnoDrive has the ability to automatically maintain set speed limits and slow down for corners, in addition to the usual adaptive cruise control capabilities.
Also new, optional Smartlift raises the 911’s front axle to clear steep driveways and larger than average speed bumps, while it can also be programmed to automatically remember specific locations where it needs to lift. A tire temperature readout gauge is new for 2021 911s equipped with the Sport Chrono Package as well.
In an effort to make the 911 even sportier, a lightweight glass package reduces mass up high in the body and therefore lowers the car’s centre of gravity. Only available with the Coupe, this feature will be popular with performance purists, while those wanting more refinement can opt for thicker, better-insulated glass.
Porsche looks to its past for a new leather upholstery upgrade package, introduced earlier for the base 2021 Turbo S. The retro upgrade pulls styling cues from the 930-generation 911 Turbo, and is available in both the Coupe and Cabriolet.
More trivial yet still cool, Porsche’s seven-colour Ambient Lighting Package has been renamed from the outgoing model year’s somewhat less obvious Light Design Package name, while the 911’s exterior paint palette has grown to include Python Green for 2021, a colour also offered with the 911 Turbo S and 718 Cayman GTS 4.0.
We can expect more 2021 911 details closer to launch.
Porsche revealed two final production Taycan EVs last month, but without doubt some potential buyers found the Turbo and Turbo S models’ respective $173,900 and $213,900 price tags a bit too rich for their budgets. Of course, the Stuttgart, Germany-based performance brand promised more affordable versions to follow, and therefore the $119,400 Taycan 4S is upon us. Priced much closer to the $108,990 base Tesla Model S, this is the EV “volume” model Porsche needs.
So what does the $55k (or $95k) buy you? Performance. Wheels aside there’s no obvious difference to exterior or interior design, or materials quality for that matter, but in place of the Taycan Turbo’s 671 horsepower, 627 lb-ft of torque, and launch control-assisted 3.2-second run to 100 km/h sprint from standstill to 100 km/h, or the Turbo S model’s even more outrageous 750 horsepower, 774 lb-ft of torque, and 2.8-second second run to 100 km/h, the new 4S uses makes due with “just” 522 horsepower, 472 lb-ft of torque and a 4.0-second dash to the 100-km/h mark.
A Performance Battery Plus package is available, boosting output to 562 horsepower and torque to 479 lb-ft for a nominal difference in naught to 100 km/h sprints (although Porsche rates it at 4.0 seconds as well), yet this upgraded Taycan 4S’ shoots from standstill to 160 km/h in a scant 8.5 seconds instead of dawdling along at just 8.7 seconds. Both 4S power units limit the Taycan’s terminal velocity to 250 km/h, which incidentally is 30 km/h less speedy than the Turbo or Turbo S.
Under the Taycan 4S floorboards are 79.2 kilowatt-hours of high-voltage lithium-ion battery capable of 407 km (253 miles) of estimated range, as per the European WLTP rating system, while the enhanced 93.4-kWh Performance Plus battery provides about 463 km (288 miles) of range. This compares well with next to the Taycan Turbo’s 388 to 412 km (241 to 256 mile) claimed range and the Turbo S’ 388 to 412 km (241 to 256 mile) estimates.
No matter the trim, the Taycan uses an industry-first 800-volt electrical architecture that makes for faster recharging due to a charge-rate of 225 kW with the Performance Battery or 270 kW for the upgraded Performance Battery Plus, making 22.5-minute 5-to-80-percent refills possible with all power unit specs. Regular 400-volt high-speed DC recharging happens at 50 kW, but an available booster can increase the charge-rate to 150 kW. You can also use the standard AC charge system at any J1772-compatible charging station, or plug it in at in at home, but charging times will be considerably longer.
Topping the Taycan up is made easier via Porsche’s new Charging Planner, which allows you to plot your route by mapping out ideal charging stations along the way. For instance, it will choose a quicker 270-kW station that can save you time when compared to a regular 50-kW DC charger, even if the quicker charger necessitates a detour from the shortest route. The Charging Planner also preconditions the battery to 20 degrees Celsius, which is best for the fastest possible charge-rate.
Like the Taycan Turbo and Turbo S, the new 4S incorporates an all-wheel drivetrain featuring front and back axle-mounted permanently excited synchronous motors plus a two-speed transmission in the rear. Additionally, Porsche’s centrally networked 4D Chassis Control system provides real-time analysis and synchronization for the Taycan’s standard electronic damper control Porsche Active Suspension Management (PASM) enhanced three-chamber adaptive air suspension, which should result in impressive road-holding capability.
What’s more, Taycan customers should enjoy improvements in reliability over Tesla Model S owners, thanks to Porsche designing a completely new hairpin winding technique for the electric motor stators’ copper solenoid coils, this allowing for a copper fill factor of 70 percent compared to 45 percent when wound using the conventional method, all of which results in stronger performance and less heat.
Monitoring the Taycan’s mobility status is a wholly digital primary gauge cluster filled with colourful high-resolution graphics and integrated within a free-standing, curved binnacle that pulls styling cues from the brand’s legendary 911. Just to the right, the Taycan 4S’ standard 10.9-inch high-definition capacitive infotainment touchscreen sits atop the centre stack. Most will also want the optional front passenger display that was introduced last month with the Taycan Turbo and Turbo S, this innovative addition extending the graphical experience across the rest of the instrument panel.
Features in mind, the Taycan 4S receives standard Black or White exterior paint, a unique front fascia design, a glossy black painted rear diffuser and side skirts, LED headlamps with Porsche Dynamic Light System Plus (PDLS Plus), 19-inch five-spoke Taycan S Aero alloys, red-painted six-piston front and four-piston rear brake calipers (instead of the yellow-painted calipers found on the two Turbo models) biting down on 360-mm front and 358-mm rear discs, regenerative brakes (with a maximum regenerative force of 0.39 Gs and recuperation of up to 265 kWh), proximity keyless entry, ambient interior lighting, partial leather upholstery, eight-way power-adjustable front seats with driver’s side memory and more, but take note this base model won’t go into production until June, 2020. Before then, the $1,690 panoramic glass sunroof replaces the standard aluminum roof, while the optional Porsche Mobile Charger Plus isn’t available yet either, which leaves the standard Porsche Mobile Charger Connect system for early adapters.
Available Taycan 4S options include a bevy of $910 metallic exterior colours, including the Taycan’s Frozen Blue launch colour shown in the photos, plus bright Mamba Green and deep Gentian Blue, as well as one $3,590 special colour, Carmine Red. Additionally, Porsche is offering two sets of optional 20-inch alloys and three 21-inch wheels, all ranging from $2,710 to $10,010, while the car’s black partial leather cabin can be upgraded to $4,710 black or multiple $5,360 two-tone leather, $7,490 solid or $8,150 two-tone Club leather, or alternatively $4,710 solid or $5,360 two-tone leather-free Race-Tex, the latter Porsche-first incorporating recycled materials that reduce the Taycan’s impact on the environmental.
The new Porsche should be near silent at speed too, due to an amazing Cd of 0.22, plus this ultra-aerodynamic design also minimizes energy use.
Porschephiles wanting a taller SUV model instead of this road-hugging four-door coupe will be glad to know that a crossover coupe dubbed Cross Turismo is on the way next year. It’s designed to go up against the Jaguar I-Pace, Tesla Model X and whatever else comes down the pike by then, so we can all look forward to that.
You can order the new 2020 Taycan 4S right now, however, just like its Turbo siblings, while its arrival date is set for summer 2020.
Porsche’s Panamera is a sport sedan like no other. Certainly there are a number of low-slung four-door coupes within the premium sector, but the Panamera is longer, wider and lower than most, and looks as close to the iconic 911 Carrera than any other car on the road.
The four-door coupe category is still relatively new, but it’s expanding while other segments are contracting. Mercedes-Benz created this segment along with the CLS-Class 15 years ago, five years before the Panamera became its first competitor in 2009. Audi’s A7 and Aston Martin’s Rapide quickly followed in 2010, a fair bit before BMW showed up in 2012 with its 6 Series Gran Coupe. Perfectly timed with the latter Bavarian model’s cancellation and the new 2020 8 Series Gran Coupe’s arrival, Mercedes will soon deliver a four-door coupe triple threat thanks to the all-new higher-priced (and clearly named) GT 4-Door Coupe, which will soon join the recently updated second-generation CLA-Class and third-gen CLS, so it’s not as if growth in this category is slowing, or at least sales aren’t falling off as quickly as they are amongst more traditional luxury sedans.
Some notable four-door coupe mentions at higher and lower levels of the auto market include the limited production (120 units) Aston Martin Rapide-based 2015 to 2016 Lagonda Taraf, which was gorgeous to my eyes at least, but priced at a stratospherically $1 million-plus, while possibly more interesting has been the success of smaller entries, including the just-noted Mercedes-Benz CLA-Class, the BMW 4 Series Gran Coupe, and the Audi A5 Sportback, which have pulled this rakish body type down-market nearly as far as the Volkswagen Arteon (previously the CC) and Kia Stinger.
Returning to the loftier price bracket, Lamborghini has been teasing us with a potential production model along the lines of the beautiful 2008 Estoque concept for more than a decade (I think it would’ve been a strong seller), while Bentley hasn’t stopped talking up the possibility of an even sleeker sport sedan. Otherworldly to some, these two models could actually be sensible business cases due to their Volkswagen group ownership and familial connection to this very Panamera. Bentley, for one, already uses the same VW AG-created MSB architecture found under this Panamera for its new Continental GT coupe and convertible plus its Flying Spur sedan, a version of which could also be modified to work with a future Estoque.
It’s not like this would be an unusual move, with the Bentley Bentayga and Lamborghini Urus sharing underpinnings with the Porsche Cayenne and new Cayenne Coupe respectively, not to mention the Audi Q7, Q8 and new global market Volkswagen Touareg (that we no longer get here), but as exciting as it might be for these exotic players to dip their toes in the four-door coupe waters, buyers who want to spend $300,000-plus in this class, yet still requiring a reliable option, have no other choice but a loaded up Panamera.
And yes, if you check off every 2019 Panamera Turbo S E-Hybrid Executive box on Porsche’s online configurator you’ll be paying north of $320k, which will provide you with an optional exclusive colour, the car’s largest set of 21-inch alloys coated in the same exclusive paint choice, an upgraded interior with the highest quality of leathers covering almost every possible surface that’s not already trimmed in hardwood or carbon-fibre, plus all available technologies.
The Panamera Turbo S E-Hybrid was new for 2018, and thanks to Porsche I was able to drive it along with a number of other new and updated models last year. The version I tested featured the regular sloped trunk lid and normal non-extended wheelbase, and it was mind-blowingly fast thanks to 680 net horsepower. I also tested last year’s entirely new Sport Turismo wagon, that I happen to like best, although that car’s drivetrain was identical to the Panamera 4S shown right here in this review, and therefore made 440-horsepower from a 2.9-litre twin-turbo V6.
Bringing all things Panamera up to 2019 speed, no changes have been made to any of the models mentioned in this review so far, other than minor increases to pricing across the line, the car on this page precisely as it was for the 2017 model year when the second-generation Panamera was introduced. This said 2019 hasn’t been without improvements to the Panamera line, thanks to the addition of a 453-horsepower twin-turbo 4.0-litre V8-powered GTS model that now slots between this 4S and the Panamera Turbo in both performance and price. The car I’m reviewing here starts at $119,600, by the way, while the new GTS can be had for $147,400, and the Turbo for $174,200.
No GTS was available at the time of testing, unfortunately, but I was truly okay having another stint in a 4S. It makes 110 more horsepower than the 330-horsepower base Panamera after all, and uses all four wheels for added grip. The snarling exhaust note is fabulous in Sport mode, crackling and popping when lifting off the throttle, but rest assured that the fiercer Hyde side of its personality becomes a docile Jekyll when the drive mode selector is moved over to its default setting.
The Panamera’s ideal balance between opulent luxury and outrageous performance is its best asset. No other four-door combines its level of sports car-like agility with such impressively detailed interior finishings. Its low-slung bodywork bucks against today’s taller SUV trend; Porsche providing its Macan and Cayenne for folks who want go-fast performance with a better view of the road.
The Panamera manoeuvres through serpentine corners like nothing so sizeable has ever been able to before, yet its ride is impressively smooth. Whether enduring inner-city laneways, overcoming inadequately paved railroad crossings and aging bridge expansion joints, or coursing down a circuitous backcountry road inundated with broken asphalt, the Panamera offers ample suspension travel for dealing with the worst bumps and potholes without becoming unsettled. Its compliance and/or firmness depends on the trim and wheel options chosen, of course, but I’ve driven every grade on offer other than the new GTS, and all provide track-worthy performance with comfort levels that I’d be more than satisfied to live with for all regular commutes and errand runs, let alone weekend getaways.
My test car’s optional Satin Platinum finished 21-inch alloy wheels on 275/35 front and 315/30 rear Pirelli Cinturato P7 performance tires are the biggest available, so it wasn’t like I was cossetted with the base 4S model’s 19s, which are identical to the most entry-level of Panamera’s 265/45 front and 295/40 rear ZRs, by the way, a car that can be had for only $99,300 plus freight and fees.
That base Panamera in mind, it’s hardly a slouch thanks to a 5.7-second launch from zero to 100km/h, or 5.5 seconds with its available Sport Chrono Package, whereas my 4S tester can do the deed in a mere 4.4 seconds in standard trim or 4.2 seconds with its Sport Chrono Package. The 4S also blasts past 160km/h in only 10.3 seconds, slicing 3.3 seconds off of the base trim’s zero to 160km/h time, all ahead of a terminal velocity of 289km/h, a stunning 25km/h faster on the track than the most basic Panamera.
As phenomenally fun as all this high-speed action sounds, there are plenty of quicker Panameras available. The new GTS, for instance, can hit 100km/h from standstill in only 4.1 seconds, while the Turbo blasts past the mark in a scant 3.8 seconds, and finally the sensational Turbo S E-Hybrid needs just 3.4 seconds to charge past 100km/h. Top speeds increase similarly, with the Turbo S E-Hybrid capable of a lofty 310 km/h, but when compared to the majority of sport sedans even this Panamera 4S performs better.
Its new eight-speed twin-clutch PDK transmission delivers fast, smooth, paddle-activated shifts, and torque-vectoring all-wheel drive maintains the chassis’ awesome adhesion to tarmac no matter the weather or road conditions, while I must also say it looks just as eye-arresting when blurring past at high speed as it does when cruising around town.
As mentioned earlier, glossy black exterior trim isn’t standard, but nevertheless my test car’s darkened accents were an attractive contrast against its white paint. Normally the Panamera gets satin silver and/or bright metal detailing, but on the other hand you can also have the mirror caps, door handles, badges, etcetera painted in gloss black.
This said the possibilities are almost limitless inside, but each Panamera’s incredibly fine attention to detail is what makes its interior stand out above many peers, such as all of the industry’s best composites and leathers, available hardwoods, aluminum or carbon-fibre inlays, plus digital interfaces that are so brilliantly high in definition that it seems like you can dip your fingers right into the depths of their fabulously rich contrasted displays and graphically illustrated imagery.
Yes, the Panamera provides some of the best digital displays available, whether ogling the classic Porsche-style five-dial instrument cluster, its centre ring being the only analogue component in an otherwise wonderfully colourful arrangement of screens, the one on the left for driving-related info and the right-side monitor incorporating a comprehensive multi-information display including mapping for the route guidance system.
Alternatively you can choose to view that map over on the long, horizontal infotainment display atop the centre stack, which looks nearly three-dimensional when doing so. All the usual touchscreen gesture controls make this as simple to use as a smartphone or tablet, and speaking of your phone it also syncs with Apple CarPlay or Android Auto, while providing all of the types of functions expected in this class including an as-tested surround camera system that, together with audible and visual front and rear sonar, makes parking a lot easier.
The majority of controls on the raked centre console are touch-sensitive, needing only a slight push and click to engage. All the buttons, knobs and switches feel very high in quality too, the Panamera’s interior second to none for quality construction. The console’s surrounding surface treatment is glossy black, but nevertheless it’s quite easy to keep clean due to a glass-like smartphone material, although the piano black lacquered detailing found elsewhere in my tester’s cabin, particularly a section on the ashtray at the very base of that centre console, was always covered in grime, dust, etcetera. On the positive you don’t have to opt for piano black, but can choose one of many options that will keep the cabin looking tidier even when dirty, although it should be said there’s absolutely nothing wrong with being able to see what needs cleaning for the sake of sanitation.
Fortunately the leather-clad sport steering wheel, where my hands were most of the time, had no such yucky buildup of filth. Instead, I was greeted to one of the best of its type in the industry. Its narrow spokes are elegant, hollowed out at centre for an even lighter, more performance-oriented appearance, while its integrated buttons and scrolling knurled-metal dials are well crafted with especially tight fitment and good damping. As per usual, the button for the heatable rim is hidden within the base of the lowest spoke, an intelligent design for sure, but some may find it too easy to turn on or off when spinning the wheel. I like that it automatically turns on when starting the car, or likewise stays off, depending on the way you’ve set it up.
Features in mind, my test car came stocked up with three-way heated and ventilated front seats, plus a superb optional 710-watt 15-speaker Bose Centerpoint 14-channel surround sound stereo upgrade, which should only be shown the door if going for the 1,455-watt 22-speaker Burmester 3D High-End Surround system (I’ve tested this top-line system before and it’s amazing). As good as the audio performance was, my tester didn’t include the previously noted Sport Chrono Package, so it was 0.2 seconds slower off the line (not that I could notice), and the clock on top of the dash only featured an attractive looking black dial with white numerals and indices, instead of the upgraded chronometer version with both analogue and digital readouts.
Still, due to including an available full rear console incorporating a large high-definition touchscreen, three-way heatable seat switches, twin rear auto climate controls resulting in a four-way auto HVAC system front to rear, powered side and rear window sunshades, plus a large two-pane panoramic moonroof above, not to mention the Panamera’s usual set of ideally shaped sport bucket rear seats that are as comfortable and supportive as those up front, I might have been just as happy being chauffeured as I was driving, but as life has it I didn’t have the means (or an available friend) to do the driving, so I simply enjoyed my nice quiet rest in the back seat while taking notes.
To be clear, the second-gen Panamera is now so excellent in every way that it’s near impossible to find much to complain about. Of course there’s not as much room in the rear as a 7 Series or S-Class, but providing limousine levels of roominess is hardly the Panamera’s purpose. Truth be told, no matter the model tested I have never been uncomfortable in back, and let’s not forget that Porsche would be more than happy to provide you with a longer-wheelbase Executive body style if driving around larger passengers is part of your routine, which means that you won’t have to say goodbye to beautiful design and sensational performance just to maintain a practical lifestyle.
And that’s the gist of the Panamera. Thanks to its wide variety of trims, packages and options, all of which are viewable right here on CarCostCanada, where you can also learn about manufacturer rebates and dealer invoice pricing that could save you thousands, this four-door Porsche provides something for almost every sport/luxury car shopper.