The Panamera initially went on sale in October with 4.8-liter eight-cylinder power units in naturally aspirated and turbocharged forms, giving it excellent performance under all conditions.
Based on the V8 power units from the Cayenne, the new engines have been thoroughly upgraded and modified for the Panamera. For example, flatter oil sumps help to lower the car’s center of gravity and on the all-wheel drive Panamera 4S and Turbo, the final drive on the front axle is connected directly to the engine.
A wide range of improvements and detailed refinements further improve the output and economy of the engines.
The Panamera S and 4S come with a new generation of the naturally aspirated Porsche 4.8-liter V8 engine. The modified intake system and optimized engine management increase engine output to 400 hp at 6,500 rpm and raise torque to 369 lb-ft between 3,500 and 5,000 rpm.
In the Panamera Turbo, the 4.8-liter V8 with twin turbochargers delivers a maximum output of 500 hp at 6,000 rpm and peak torque of 516 lb-ft all the way from a low 2,250 rpm to 4,500 rpm.
All models come with Porsche Direct Fuel Injection (DFI) and VarioCam Plus one-sided variable camshaft management with adjustable intake valve lift.
Upgraded naturally aspirated power units even lighter than before
One of the primary objectives in upgrading the engines was to reduce all moving and non¬moving masses to an even lower level than before. Hence, all the engines now come with:
· A valve control box and valve cover made of magnesium (weight savings: 5.5 lbs or 2.5 kg),
· Lightweight camshaft adjusters made of aluminum throughout (weight savings: 3.75 lbs. or 1.7 kg),
· Aluminum bolts on all magnesium components and for connecting the engine and transmission (weight savings: 2.2 lbs. or 1 kg), as well as
· An intake manifold with extra-thin walls (weight-saving: 2.7 lbs. or 1.2 kg.
The naturally aspirated Panamera S and 4S engine features a new, even lighter crankshaft and lighter connecting rods. All together, the reduction in weight on the crank alone is 2.3 kg or more than 5 lbs. compared with the engine in the Cayenne S.
The weight reduction at this point pays off in two respects. Lower rotating masses give the engine an even more spontaneous response, and it is even smoother and more fuel efficient.
The Panamera S engine comes with a magnesium oil flow housing that reduces weight by an extra 4.4 lbs. or 2 kg, while the housing on the Panamera 4S is made of aluminum, as before, due to the fully integrated front wheel final drive.
The variable intake manifold is designed to provide a muscular torque curve with even better flow and lower resistance than on the Cayenne S. Extra smoothness is ensured by a larger throttle butterfly and by a new pressure sensor that measures air mass flow. Featured for the first time in a production Porsche, this new sensor takes the place of the former hot film sensor that had to be positioned in the flow of incoming air. The result is 15 hp or almost 4 percent more power than on the Cayenne S.
Like the power unit in the Cayenne S, the naturally aspirated engine in the Panamera comes with a switching intake manifold, combining the benefits of a long intake manifold – higher torque at lower engine speeds – with the advantages of a short manifold – high specific output at high engine speeds.
As a function of engine speed, the resonance intake system uses air oscillation in the intake manifold to give the engine an even better fuel/air charge for extra power and efficiency. Made of a special synthetic material, the multi-piece intake helps to reduce weight to a minimum.
Driving dynamics optimized by the low-mounted engine
With driving dynamics being a particular Panamera priority, its engines sit in an unusually low position. This lowers the center of gravity and, accordingly, ensures driving dynamics with truly outstanding performance and stability.
To provide this new configuration, all Panamera engines come with a new, extremely low oil sump. On the models equipped with Porsche Traction Management (PTM), the front axle differential is connected directly to the engine in order to keep the center of gravity extra-low. Instead of fitting the engine higher up and positioning the driveshaft beneath the engine, the driveshaft runs directly through the crankcase.
Operating on-demand, the oil pump comes in a new, low design with very compact gearsets. Through hydraulic adjustment of the gear width in mesh controlled by oil pressure, the amount of oil delivered may be varied individually as required, reducing energy consumption to a minimum while ensuring appropriate lubrication tailored to engine load and running conditions.
To ensure a smooth and reliable supply of oil under all conditions, the V8 engines feature integrated dry sump lubrication.
Turbo engine with upgraded turbocharger modules
In order to keep the center of gravity as low as possible, Porsche’s engineers have also modified the V8 turbo engine, focusing in particular on the two turbochargers positioned parallel to one another. For the first time, the Panamera Turbo engine comes with a single-piece exhaust manifold turbocharger module made of a high-temperature-resistant steel casting without a connection flange in between and therefore ensuring particularly compact dimensions. A further advantage of this configuration is the optimized cross-sections providing even better flow conditions, which minimize the loss of pressure upstream of the turbine.
Through a separate intercooler on each row of cylinders, the enhanced cooling effect maximizes the cylinder charge and reduces the temperature of the various components.
While the Panamera Turbo intake system is largely the same as in the naturally aspirated V8, the turbocharged engine, unlike the naturally aspirated power unit, does not require switching flaps since the charge effect is ensured by the two turbochargers, the full effect of the short intake manifolds thus being maintained throughout the entire engine speed and performance range.
Again to reduce weight, the Panamera Turbo power unit comes with an extra-light crankshaft that is 1.3 lbs. (0.6 kg) lighter than before. And like on the naturally aspirated engine, the counterweights on the crankshaft cover a bigger radius than on the former model.
Featured as standard: Sports button for an even more thrilling driving experience
The Sport button positioned on the center console on the side of the PDK gear selector is standard on all Panamera models. It allows the driver to choose a more comfort-and economy oriented motoring style or, when desired, a more sporting and dynamic style. When the driver presses the Sport button, the word “Sport” lights up in the instrument cluster.
In Sport mode, the electronic engine management gives the engine an even more aggressive and spontaneous response and alters the PDK transmission gearshift strategy, with gears shifting up later and shifting down earlier. The Auto Start-Stop function is also deactivated and both Porsche Active Suspension Management (PASM) and optional Porsche Dynamic Chassis Control (PDCC) automatically switch to a more sporting setup, as well, to provide even more direct steering and handling.
In the Panamera 4S and Turbo, the active PTM all-wheel drive feeds more power and torque to the rear wheels, again in the interest of enhanced and even more dynamic performance.
Sports Chrono packages for the truly ambitious driver
Like Porsche sports cars, the Panamera is available with Sports Chrono packages in combination with Porsche Communication Management (PCM) for particularly sporting and ambitious drivers. In this case, the new Gran Turismo comes with a Sport Plus button for even more dynamic driving performance than with the Sport button featured as standard:
· On the Panamera Turbo, the Sport Plus mode activates the overboost function, briefly increasing turbocharger pressure whenever the driver kicks down the gas pedal or moves it particularly quickly. With Sports Chrono package, boost pressure produced at full throttle in the 2,000 to 5,000 rpm range is briefly increased by up to 10 percent over the standard maximum of 12 psi. This increase in turbocharger pressure raises maximum torque, bringing peak torque between 3,000 and 4,000 rpm to 568 lb-ft instead of the usual 516 lb-ft between 2,250 and 4,500 rpm.
· The transition between driving under power and driving in overrun (and vice versa) becomes even more sporting, with a more spontaneous and dynamic load change.
· PDK gearshift times are even shorter and the entire shift process even more dynamic. Upshift points are moved to higher engine speeds, gears shifting up later when accelerating and shifting down earlier when decelerating. When shifting gears manually, the gearshift process is faster, more dynamic and athletic.
· Standard Porsche Active Suspension Management (PASM) gives the car an even more sporting set-up with more direct steering response and even better road holding.
· Adaptive air suspension lowers the entire car by 25 millimeters or almost one inch and switches to a harder spring rate.
· The optional Porsche Dynamic Chassis Control (PDCC) helps eliminate body roll almost completely in curves.
· Porsche Stability Management (PSM) intervenes later in the interest of enhanced dynamics, giving the car significantly greater agility when braking into a bend. Particularly at low speeds, PSM allows an even more sporting driving style when applying the brakes and accelerating out of a curve. With PSM switched off, the Sport Plus mode offers even greater agility while retaining the PSM function as a safety factor in the background. PSM automatically switches on again as soon as both front wheels reach the ABS control point.
· Last but not least, rear spoiler angle changes to the performance setting regardless of the road speed of the car.
Once the driver has activated the Sport button, he or she can manually choose another suspension program. Once the driver switches off the engine, deactivating the ignition, the Sport mode is also deactivated and all settings return to normal.
A particular highlight of the Sports Chrono packages is the stopwatch on the dashboard. To display, save and evaluate lap times as well as the times required on individual routes, Porsche Communication Management (PCM) is further enhanced by an additional Performance Display that presents the overall time required on a specific route or lap, the distance covered on the last lap, the total number of laps completed so far, and the driver’s individual lap times. The fastest lap and the distance remaining before refilling the fuel tank are also presented, which allows the driver to record individual distances/routes and define reference routes.
Sports Chrono packages also enhance the function of the standard PDK gearbox with a launch control program for optimum acceleration from a standstill. To engage launch control, the driver presses the Sport Plus button with the transmission in D or M. Then he or she holds down the brake pedal with the left foot and at the same time gives full throttle with the right foot. This raises engine speed to the optimum level on each model variant and the clutch is moved to a pre-engagement position, with the words “Launch Control Active” appearing in the instrument cluster.
Then, as soon as the driver lets go of the brake, the Panamera will accelerate all-out to achieve the fastest possible sprint: 0.2 seconds faster to 60 mph on all Panamera models without the optional Sport Chrono package.
Fit for Euro 5 and ULEV: stainless-steel exhaust system
The exhaust emissions flow through a stainless steel system with a particularly long service life. To keep emissions to a minimum, above all when starting the engine cold, it is essential to quickly raise the temperature of the catalysts to the optimum operating level.
For this reason, the exhaust manifolds of all Panamera models are very short so that the high exhaust gas temperature can be used to heat the catalytic converters. This allows the highly efficient pre-and main catalytic converters to heat up quickly and guarantee effective emission control. As a result, all Panamera models significantly outperform the Euro 5 standard in Europe and qualify in the USA as Ultra-Low Emission Vehicles (ULEVs; Turbo: Low Emission Vehicle, LEV).
The Panamera Turbo exhaust system comes with an even larger cross-section, exhaust flowing out through two silver-matte dual square tailpipes. To ensure exactly the right sound at all times, exhaust flaps open either two or all four tailpipes as a function of engine speed.