2010 Porsche Panamera Sedan

 What's New for 2010

The 2010 Porsche Panamera is an all-new performance luxury sedan.

Introduction

It's not every year we get an all-new Porsche model, let alone a four-door that literally breaks the mold for cars bearing that iconic red, black and gold crest. Porsche toyed with the idea of a four-door 911 for years, but the prospect of a more practical, everyday version of the world's most iconic sports car never materialized. The 2010 Porsche Panamera isn't a four-door 911 -- the engine's in the front, for one thing -- but the 911's spirit is alive and kicking in this remarkable luxury sedan that's just as happy carving up a winding back road as it is cruising down the interstate.
The Panamera is built on a new platform and has a wheelbase that's a bit longer than traditional midsizers like the BMW 5 Series and Mercedes E-Class but shorter than those of larger sedans like the 7 Series and S-Class. At 76 inches wide, the Panamera's got more girth than all of them, but its 55.8-inch height makes it the Tom Cruise of the cast.
This is one undeniably sleek and sporty automobile. Yet that low stance doesn't mean passengers are treated to a claustrophobic cabin unfriendly to those blessed with height or grand coiffures. On the contrary, the front compartment is eminently accommodating, and the two-person backseat has head- and legroom to spare. Moreover, those rear bucket seats can be optioned with eight-way power adjustability, heating, cooling and, believe it or not, a refrigerated box.
If mentioning power backseats and a refrigerator in the second paragraph of a Porsche review seems silly, remember that these are the types of things that make the Panamera a legitimate contender in the premium luxury sedan segment. Happily, the Panamera has the traditional Porsche bases covered as well.
Under the hood, the Panamera employs a couple scintillating engines derived from the Cayenne collection, starting with a 400-horsepower 4.8-liter V8 in base models and upgrading to a 500-hp version in the Panamera Turbo. You might be concerned that four doors and a whole lot of girth (the Turbo weighs 4,300 pounds) dull the driving experience, but you can set aside those concerns, as the Panamera S, 4S and Turbo handle and steer fantastically and can keep pace with most sports cars. The fact that you can drive four people hundreds of miles in rapid, luxurious comfort is doubly impressive given this car's astonishing performance capabilities.
Of course, should you need an extra fifth seat, you'll obviously be better served by a BMW 750Li, Maserati Quattroporte or Mercedes-Benz S-Class. The 2010 Porsche Panamera can also get pretty pricey if you start liberally checking the myriad option boxes. But at the end of the day, Porsche's first legitimate sedan is an incredible machine that raises the bar for high-performance sport sedans. For 2010, we got an all-new Porsche -- alert the history books.

Body Styles, Trim Levels, and Options

The 2010 Porsche Panamera is a four-passenger, four-door hatchback sedan. It is available in S, 4S and Turbo trim levels, which correspond to drivetrain choice. The Panamera S comes standard with 18-inch wheels, adaptive suspension dampers, rear parking sensors, a sunroof, adaptive bi-xenon headlights, a power rear hatch, dual-zone automatic climate control, a tilt-telescoping steering column, eight-way power front seats, driver memory functions, heated front seats, leather upholstery, a 60/40-split rear seatback and rear bucket seats.
Also standard are a hard-drive-based navigation system and an 11-speaker CD audio system. The Panamera 4S differs only in that it has all-wheel drive. The Panamera Turbo adds a turbocharged V8, 19-inch wheels, adaptive air suspension with load-leveling and adjustable ride height, front parking sensors, keyless ignition/entry, 10-way power front seats and adjustable lumbar support, expanded driver memory functions, a power-adjustable steering column, heated rear seats, a full leather interior, an Alcantara headliner and a 14-speaker Bose surround-sound audio system.
In typical Porsche tradition, a very lengthy list of (expensive) options allows buyers to easily customize their cars. Other than its engine, all of the Turbo's extra features are available on the S and 4S.
Other options include ceramic composite brakes, variable-assist power steering, Porsche Dynamic Chassis Control (adaptive antiroll bars and a limited-slip rear differential), 20-inch wheels, a rear wiper, ventilated front and rear seats, eight-way power rear seats (switches seat folding to 40/20/40), adaptive sport front seats that include adjustable side bolsters, "ruffled" leather upholstery, a heated steering wheel, four-zone climate control, rear sunshades, rear ambient lighting, a rear-seat refrigerator, Bluetooth, a rearview camera, voice control, a rear-seat entertainment system, satellite radio, an iPod interface, a six-CD/DVD changer and a 16-speaker Burmester high-end surround-sound system.
The Sport Chrono Package Plus adds analog and digital stopwatches and adjustable engine and suspension settings. There are also countless ways to customize practically every interior surface with different shades of leather, wood, metal, carbon fiber and paint.

Powertrains and Performance

The Porsche Panamera S and 4S are powered by a front-mounted 4.8-liter V8 good for 400 hp and 369 pound-feet of torque. The S is rear-wheel drive, the 4S all-wheel drive. The Panamera Turbo is also AWD, but gets a twin-turbocharged version of the same V8 for a grand total of 500 hp and 516 lb-ft of torque. All Panameras come with the Porsche Doppelkupplungsgetriebe (PDK), a seven-speed dual-clutch automated gearbox whose name can also be said after a sneeze.
Porsche estimates that the S and 4S will accelerate from zero to 60 mph in less than 5 seconds, while the Turbo will do the sprint in 4 flat. Fuel economy estimates were not released as of this writing, but in an interesting nod to hybrid-powered cars, every Panamera comes standard with auto stop/start technology that shuts off the engine when you come to a stop to conserve fuel.

Safety

Every 2010 Porsche Panamera comes standard with antilock brakes (with brake assist), stability and traction control, front-seat and rear-seat side airbags, side curtain airbags and front knee airbags. Ceramic composite brakes and a rearview camera are optional.

Interior Design and Special Features

From the driver seat, the Panamera's interior evokes the 911's. Major controls are easy to reach, yet there's more space in virtually every dimension. While most competing luxury sport sedans these days have some sort of controller interface (BMW's iDrive, for instance) Porsche has resisted the trend. Consequently, the entire center console is covered with buttons, which may or may not be to one's liking.
In traditional Porsche form, the front seats are marvelously comfortable and supportive. In back, the heavily bolstered bucket seats are loaded with the same optional amenities you'll find in larger luxury sedans like the BMW 7 Series and Mercedes-Benz S-Class. Heated, cooled and electrically adjustable, they're roomy enough to accommodate adults more than 6 feet tall. The trunk is accessed via a power hatchback and measures an impressive 15.7 cubic feet (15.2 with the Turbo). Lower the folding rear seatbacks and that swells to 44.6 cubic feet.

Driving Impressions

The 2010 Porsche Panamera is a highly capable and engaging performance car. With its various adjustments set to maximum attack and in the hands of a capable driver, there are few cars capable of running with the Panamera on the right road. Even dedicated sports cars will struggle when a Panamera is turned up to 11 and driven to its potential. Yet thanks to the bevy of electronic chassis and suspension adjustments, the Panamera delivers ride comfort that'll keep your rear seat occupants snug, happy campers. There's no going wrong with either of the available V8 engines -- one is fast, the other supersonic. The PDK transmission snaps off shifts with remarkable speed, whether in automatic or manual mode.

2011 Porsche Cayenne S Hybrid: Flash Drive

The Cayenne S Hybrid is easily worthy of being called a Porsche. In fact, it's the most satisfying modern Porsche I've driven: better than the 911 and better than the Cayman. The Cayenne hides its generous weight completely and is the best-handling SUV on the road. It's sporty yet completely comfortable, with exceptional body control and no wallowing through a corner. The hybrid system is well-integrated, and although the electric motor powered the car only an average of 25 percent of the time, the switch between gasoline and electric power was always seamless. Yet in spite of the effective use of the regenerative battery and the electric motors, I achieved only about 20 mpg in mixed driving. That's very good for an SUV, but an all-wheel-drive station wagon seems like tough competition for anyone with second thoughts about spending $87,000 on an all-purpose new car.
The fuel economy of the Porsche Cayenne S Hybrid is really impressive; I averaged more than 20 mpg in mixed driving. Rather than just shutting off at a stop, the Cayenne S Hybrid actually shuts down the gasoline engine at cruising speed. It takes a little while to adjust to seeing the tachometer sitting at zero, but the engine comes back on instantly at the touch of the throttle pedal. However, the Cayenne S Hybrid doesn't feel enough like a Porsche to me. Even in sport mode, the steering has a disconnected feel. And I'm still not a fan of Cayenne styling, even with the design updates. And finally, the trip computer and audio functions are still too complicated. It shouldn't require navigating to a submenu to check the mpg on a hybrid vehicle.
The new Porsche Cayenne Hybrid is one of the most impressive gas-electrics I've driven. The hybrid system is seamless, whether you're moving through stop-and-go traffic or cruising at 70 mph on the freeway. Unlike other systems, the Porsche will shut off the engine at highway speeds when it's not needed, then match the revs on the engine almost instantly when more power is needed. In my 22-minute commute, the engine was off for seven minutes — no other hybrid on the market can do that at highway speeds. While the Cayenne is impressive as a hybrid, it's less impressive as a Porsche. The brakes are very grabby, making it almost impossible to stop smoothly. Power is more than adequate — much more powerful than other hybrids on the market — but the Cayenne is heavy, even without a stack of batteries, and the performance just isn't at the level of what I'd expect from a Porsche.

2011 Porsche Boxster

The 2011 Boxster is a 2-door, 2-passenger convertible sports car, available in 3 trims, ranging from the Base to the Spyder.

Upon introduction, the Base is equipped with a standard 2.9-liter, H6, 255-horsepower engine that achieves 19-mpg in the city and 27-mpg on the highway. The Spyder is equipped with a standard 3.4-liter, H6, 320-horsepower engine that achieves 19-mpg in the city and 27-mpg on the highway. A 6-speed manual transmission with overdrive is standard on both trims, and a 7-speed manual transmission with overdrive is optional.

The 2011 Boxster is a carryover from 2010. 

Design.
The design of the Boxster models is governed by one philosophy above all: that the styling of a Porsche reflects its inner values. Here, the primary value is extreme performance.
This concept also follows a traditional Porsche theme: the seamless blend of function and design. Visually exciting with performance to match.
The emphasis on performance is immediately evident from the front, where enlarged air intakes in a geometric arrangement give the Boxster an even more dynamic look – and increase cooling power. On the Boxster, the air intake grilles are finished in the exterior colour, whereas on the Boxster S they are contrasted in black. The powerful design is complemented by striking spoiler lips and the two models have a drag coefficient value of 0.29 and 0.30, respectively.
At the front, the headlight design makes the Boxster models unmistakable-especially at night. Both models are fitted as standard with halogen headlights and LED daytime running lights integrated separately into the clusters above the outer air intakes. Bi-Xenon headlights with dynamic cornering lights, including LED daytime running lights, are available on request. The headlight design emphasises the striking contour of the wing. The rear has been restyled with a LED taillight module that blends harmoniously with the overall design. The centrally located stai.

 Character
You can tell a good concept from the fact that it isn’t just short-term. We appear to have got something right.
Because the basic concept of the Boxster has lost none of its appeal in over 60 years.
Even though the gap between the Porsche 356 No.1, the 550 Spyder and the Boxster seems huge, it’s still an out-andout roadster. High performance, lightweight construction, sporting agility, pure driving pleasure – these values are reflected in every detail.
The newly developed 2.9-litre sixcylinder Boxer engine delivers a power output of 188 kW (255 hp) at 6,400 rpm and a maximum torque of 290 Nm at between 4,400 and 6,000 rpm.

2012 Porsche Panamera S Hybrid

I had been anticipating the pre-dawn run to the airport for a few days. Having spent the week with a Porsche  Panamera .Turbo, complete with the torque-boosting Sport Chrono pack (yes, that one), the blast to SFO was a fitting sendoff. It was also perfectly timed.

I was boarding a marathon flight to Austria for the global launch of the and after seven dayPanamera S Hybrids, with the Turbo, I was smitten. And concerned.

While the 500 horsepower and 568 pound-feet of torque from the boosted V8 proved the old adage about absolute power corrupting absolutely, it was the completeness of the Panamera package that left me slack-jawed. When the Stuttgart brain-trust puts its mind to something, they do it right. Look no further than half a century of rear-engined evolution and the much-maligned, but incredibly capable Cayenne. Now add the Panamera to that list. Its sheetmetal might not suit your tastes, but Porsche  managed to create the best driving luxury sedan on the market. But a hybrid? They'd better not screw this up.

 

 Porsche is calling this the world's fastest production hybrid and the most economical Porker of all time. With a 0-60 mph time of 5.7 seconds and a top speed of 168 mph, Porsche nailed the numbers for quick and fast. But with a starting price of $95,000, the "economical" claim is tough to swallow. However, based purely on fuel consumption, Porsche's PR people have a point. The automaker pegs consumption at 6.8 liters/100 km on the Euro cycle (down from 10.3 for the S' 4.8-liter V8). U.S. EPA figures haven't been released yet, but figuring the Cayenne Hybrid  – equipped with the same drivetrain and coming in some 600 pounds heavier – manages 20/24 mpg, a combined figure in the high 20s should be easily within reach.
So what about that drivetrain? It's a variation of the setup fitted to the aforementioned Cayenne and its  Volkswagen sibling, the It starts with Touareg Hybrid  VAG's supercharged 3.0-liter V6, outputting the same 333 horsepower you'd get in the Audi S4.  Sandwiched between the V6 and the eight-speed Tiptronic S automatic transmission is a 34kW (47-hp) electric motor that brings overall output up to 380 hp and makes this Panamera the world's first full parallel hybrid luxury sedan. The engine alone produces 325 lb-ft, but with the 221 lb-ft of torque created by the electric motor, maximum twist comes in at a claimed 428 lb-ft. The torque curves of the engine and motor meld seamlessly, with peak torque from the electric motor beginning at 1,150 rpm and bleeding off just as the ICE's supercharged torque kicks in to provide uninterrupted shove from 3,300 to 5,250 revs (redline stands at just over 6,500 rpm).

The combined effect is instant-on passing power at the drop of the throttle; not nearly as much horizon-come-hither thrust as the Turbo, but noticeably more than the V8-powered Panamera S, with it's comparatively paltry 369 lb-ft.

So yes, it's quick. And yes, it's smooth. And the eight-speed transmission is quicker and more refined than nearly anything else out of Germany or Japan. But to win on the technology and fuel economy front, the Panamera S Hybrid has to do more than just be another quick Porsche. And that's where it succeeds and surprises.

As you'd expect from any modern hybrid, the Panamera allows you to motor along under electric power as soon as you twist the key. Porsche claims you can hit speeds up to 52.8 mph in "favorable driving conditions" without ever tapping into the V6. However, even the lightest feather-foot would be lucky to max out at 15 or 20 mph before the internal combustion engine kicks in to provide additional motivation.

Try as we might, we could never get over 25 mph without having the V6 turn over, even after pressing the E-Power button to modify the throttle mapping, and we suspect that even in the mythical ideal conditions, the average driver will never get past 30 mph without gasoline assistance. But what's more impressive is the Panamera's engine shut-off at "sailing speeds." By easing off the throttle – up to a maximum of 103 mph – the V6 shuts down and the tach drops into the "Ready" mode. The transition is utterly and completely seamless (we could barely hear the engine at part throttle to begin with), and there's nary an ounce of lag or drivetrain shutter as the V6 restarts. It's easily the most fluid, refined changeover we've experienced in a gasoline-electric vehicle.

The cost of all this tech – beyond the $5,000 premium over the V8 S, marginally mitigated by additional standard features, including adaptive air suspension – is weight. The air-cooled, 288-volt nickel-metal hydride battery mounted low in the trunk only weighs in at 160 pounds, and marginally reduces trunk capacity by 110 liters, but overall weight is up over the S by nearly 400 pounds. Despite this, and thanks to an admirable 51:49 weight distribution in the only drivetrain configuration available (rear-wheel drive), the Hybrid drives as well as its conventionally powered siblings.

The electrically-assisted, speed-sensitive steering takes the prize for directness and communication, while the brakes, which come on abruptly during the first 1/4 inch of travel, smooth out to provide linear, fade-free deceleration with the slightest hint of regen. Eighteen-inch wheels with 245/50 R18 rubber in front and 275/45 R18 rollers in the rear come as standard, but the 19-inch wheels on our tester (equipped with 255/45 R19 front, 285/40 R19 rear Pilot Sport A/S Plus tires) still looked undersized when nestled into the cavernous wheel arches. And we'll be the first to admit that the "hybrid" badging on the doors looks as ostentatious as the tacked-on afterthought they are (10 minutes with a hair dryer and some dental floss should rectify that).

While cost-conscious Europeans might be more inclined to opt for the, forthcoming diesel Panamera the Hybrid S has a sort of twisted, techie appeal that we can't seem to get over. It might be slightly compromised over its V6 and V8 brethren, but the overall demeanor and driving experience comes through as pure Porsche: highly involved, remarkably well executed and drawing a bead on evolving the hybrid equation into more than just a lackluster, fuel-sipping conveyance for the environmentally conscious. It's not just a worthwhile addition to the Panamera family, it's a legitimate alternative for V8-averse luxury buyers. And knowing Porsche, it's obvious I shouldn't have worried.

Porsche 911 carrera

 Porsche 911 carrera

Luxury coupes can be divided into two categories: performance and touring models. Performance models include the  Porsche 911, Cheverolet  -- two very different models. But these models do have one thing in common: sports car status. That means they’re intended for the highway, not city driving. They’re too powerful and small and have low fuel-economy ratings, making them impractical for daily commutes. Save these vehicles for weekend getaways with your significant other.
Touring coupes, such as the BMW 128i coupe and the Mercedes Benz E350 coupe, will do better as your primary mode of transportation. Neither has stellar fuel-economy ratings -- the 128i gets 18/28 mpg, city/highway and the E350 gets 17/26 -- but their size, performance levels and the 128i’s price are much more practical. The E350’s V6 engine pumps 268 horsepower, while the 128i’s V6 pumps 230 horses.
Fuel Economy
If saving money at the pump is a priority, use the Environmental Protection Agency’s (EPA) website to check ratings for the vehicles you’re interested in. The EPA lists data for two- and four-wheel drive vehicles and even tells you how much you will spend on fuel each year.
Most luxury coupes don’t have exceptional fuel-economy ratings. The Audi A5 Coupe gets 21/31 mpg, city/highway, which is more than most other luxury coupes can boast. Fuel-economy ratings aren’t high for the Corvette and Carrera because these engines are designed for performance: the Corvette gets 16/26 mpg, city/highway while the Carrera gets 19/27 mpg, city/highway.
Comfort
Coupes can seat two, four or five people, but in most models, only the driver and front passenger will be comfortable. Coupes lack rear doors and their sloping rooflines make rear seats cramped. You should always test all the rear seats thoroughly to see if they’re comfortable enough for short trips. If not, don’t be afraid to pass up a model in favor of something roomier.
Most coupes fit two comfortably in the front, but watch out for models with super small dimensions. Drivers and passengers who are six feet tall or more may be cramped out of the smallest models.
Features
If you want a luxurious cabin, don’t buy a coupe built for sports enthusiasts, even if the cabin has plenty of front seat space. Instead, look at coupes that offer a lot of tech features that make the cabin livable. The Infiniti G37 is a great example. This entry-level luxury car has standard leather seats, XM Radio, push-button start and MP3 playback capabilities, and you can equip it with a lot more. A sunroof, dual-zone temperature control, heated seats, a Bose sound system and navigation system are optional.
Utility
Like convertibles, coupes are not utilitarian vehicles, but their trunks can usually handle luggage for a weekend getaway for two or a week’s worth of groceries. At 7.4 cubic feet, the G37 coupe has one of the smallest trunks in the class. For more space check out the BMW 328i coupe’s 11 cubic feet. This isn’t much space considering sedans can offer up to 16 cubic feet, so it’s important to buy a model with a decent amount of interior storage. Look for spacious glove compartments and deep center consoles. Even if the rear seats aren’t fit for passengers, going for a coupe with back seats can increase your cargo space, especially if the rear seats fold down.