The 2021 Porsche Panamera Turbo S Is All About More
The first time you really put your foot down in the new Porsche Panamera Turbo S, it will scare you. Not only because of the speed itself—which is profound—but how it seemingly comes from nowhere. One second, calm luxury car; the next, big orange speed freak. Minus the orange part, this is what the Panamera has always done. Now, there's just more of everything.
Porsche facelifted the Panamera for 2021, and among the many highlights is this, the new Turbo S model, which replaces the old Turbo. Output from the Turbo's 4.0-liter twin-turbo V-8 jumps from 550 hp and 567 lb-ft of torque to 620 hp and 607 lb-ft of torque thanks to new turbochargers, pistons, rods, and a new crank among other things. And as is customary for a Turbo S model, there are far more than engine upgrades. Rear-wheel steering, active anti-roll bars, carbon-ceramic brakes, a sports exhaust, and Porsche's Sport Chrono package are all standard.
Resulting numbers are deeply impressive. Two point nine seconds to 60, and a sub-7:30 lap of the Nurburgring when fit with optional Michelin Cup 2s. (Be sure to watch that video if you want to see some heroic driving from factory tester Lars Kern.) The facelift isn't all about speed, though. Dr. Thomas Friemuth, chief engineer for the Panamera said that the overall goal was making the car more sporty and luxurious. But what stood out in a weekend with a German-spec Turbo S was the sporty side.
Porsche has truly mastered the art of making heavy vehicles shrug off their weight. The quoted weight figure for the Turbo S is just under 4700 pounds, and yet the thing just rips around like it isn't an issue. On a twisty road, it's freakish, with excellent body control and a chassis that isn't upset by anything. You can really hustle this thing, if you don't believe me, watch the 'Ring video again. There's a satisfying heft to all the controls, too, which suits the way the Panamera Turbo S tears up a good road, physics be damned. Even though these carbon-ceramic rotors are probably overkill even in a heavy car like this, using them is a real highlight, with a firm pedal and bite right at the top of the travel.
Everything feels so crisp. Not many other cars get these simple things right, and it's what separates the Panamera from other mega-fast luxury machines. I still struggle to consider this car truly engaging, though. It's more impressive than joyous. You marvel at the engineering required to make the Panamera drive like this, but it's not a wake-up-early-on-a-Sunday car.
But if you like speed, you'll love the Turbo S. I haven't driven a four-door that feels quicker than this. Not a Charger Hellcat and not the outgoing, 680-hp Panamera Turbo S e-Hybrid. (The 500-pound curb weight difference neutralizes the hybrid's extra power.) Great, if that's what you're into—or if you commute on derestricted Autobahn—but I suspect the facelifted GTS will offer much of the same sensation in the real world for less money.
Still, the engine is great, with hardly any perceptible turbo lag and all the torque you could ever need. It's especially great when you consider that increasingly strict emissions regulations are dulling internal-combustion engines, and in spite of that, this V-8 has right-now response. And can we say enough good things about Porsche's dual-clutch gearbox? PDK offers the smoothness of a torque-converter auto with far crisper shifts.
I'm a little less convinced by Porsche's claim of increased luxury. On the road, it's stiff, even with the air springs and adaptive dampers set to provide maximum comfort, but worse still is the road noise. Admittedly, I took this car on poorly surfaced roads, but the tire noise is very present. That's what you get with 275-section front and 325-section (!) rear Michelin Pilot Sport 4S tires. I much preferred the 20-inch wheels and less sticky Michelin Pilot Sport 4 tires on the GTS I drove last year. These 21s do look fabulous, though.
Inside, the only major change is a new steering wheel, borrowed from the 911 and Taycan. The Panamera already had one of the best interiors in a luxury car, with intuitive controls and excellent materials throughout, so not much, if anything, needed tweaking. Speaking from experience, it's a lovely place to spend long hours on the road.
I think it's useful to think of the Panamera as more of a GT than a sports sedan. It feels most special eating up miles, and occasionally tearing up a twisty road, yet it's perfectly usable as a daily driver. The Turbo S is for someone who wants the most Panamera. Sure, a GTS might offer most of the same feel in the real world, but why settle? In that way, this Turbo S is a lot like all the other Turbo S models offered by Porsche. Impressive, but the real enthusiast choices are lower down the ladder.
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