This Is The Porsche Panamera You Actually Want: Review

GTS. Those three little letters can mean so many different things in the Porsche lineup these days, depending on the model. For the 911, GTS is the automaker’s hybrid designation; Porsche pairs its iconic inline-six with a new “T-Hybrid” battery pack. The Taycan and Macan get GTS badges, too, but both of those models are fully electric.

Regardless of powertrain, most Porsche faithful will tell you that “GTS” loosely translates to “Get This Spec.” The badge is beloved for its healthy mix of performance, luxury, and looks; not as blase as a base model, but not as bonkers as a Turbo.

The Panamera wears its GTS badge well—maybe better than most. It forgoes hybrid assistance and battery-electric power (although there is a hybrid Panamera with a different name), opting for a powerful V8 instead. While Porsche certainly offers crazier, more powerful iterations of the Panamera, as is true of most GTS cars, this is the one to get.

The Panamera lineup has seven different trims all told. It starts with the entry-level model, making just 348 horsepower, and goes all the way up to the bonkers Turbo S E-Hybrid with a complicated battery system delivering 771 horsepower.

But let’s be honest: You don’t need 771 hp. The 2026 Panamera GTS offers an excellent upgrade over the base model’s inline-six with a brawny twin-turbocharged 4.0-liter V8, delivering 493 hp and 486 lb-ft of torque. It’s paired to an eight-speed dual-clutch transmission and standard all-wheel drive.

You’ll never long for power with that much oomph underhood. The delivery is immediate, with a shove-you-into-your-seatback 0-60 mph time of just 3.6 seconds. Tug at the paddle shifters and the super saloon cracks off lightning-quick shifts on its way to 60. Find a long enough stretch of road, and you’ll see the speedometer climb to 188 mph—two miles per hour higher than the previous model.

The standard Sport Chrono Package also offers a “Push To Pass” function, located on the bottom left of the steering wheel, embedded within the circular drive mode selector. Press it, and you’ll uncork the full breadth of the Panamera’s twin-turbo V8 for an electric-shock-like 20-second boost of power. Warning: It’s highly addictive.

Pros: Powerful V8, Excellent Handling, Lovely Looks

The steering and body control are properly Porsche. Yank hard at the Alcantara-covered steering wheel, and the Panamera GTS dives headlong into corners with impeccable precision. Body roll is insignificant (even for a car that weighs a shade over 4,600 pounds), while the combination of all-wheel-drive and super sticky Continental SportContact 7 summer tires at each corner keeps it well composed.

The downside to all that precision is that the ride is a little rough. The center-locking, 21-inch Anthracite Grey Turbo S wheels look ace, but big tires, thin rubber, and a performance-tuned suspension don’t make for a great combination when it comes to ride quality.

Photos by: Jeff Perez / Motor1

The cabin is a bit loud, too. Not that I don’t want to hear the lovely burble of the V8 emanating from the quad exhaust tips, but sound insulation isn’t one of the Panamera GTS’s strong suits. That’s even more true on the highway; wind, road, and tire noise make themselves well-known at higher speeds.

One thing you really can’t fault the Panamera GTS for is the way it looks—both inside and out. The exterior separates itself visually from the base model with blacked-out badges, trim grille accents, and even darkened headlights.

Photo by: Jeff Perez / Motor1

Cons: Harsh Ride, Loud On The Highway, Pricey With Options

Pair that with the aforementioned center-lock wheels and red brakes, and it’s as sinister as you can make a modern Panamera look. Those accents pop even more when paired with Carmine Red paint, like the one tested here (an extra $5,240).

The interior goes heavy on Alcantara, with the premium material slathered on most of the steering wheel, center console, and seats, apart from a few welcomed hits of leather that break up the monotony. There is some yucky piano black plastic in the center console, which acts like a fingerprint magnet when you go to select certain settings, but it’s my only complaint.

Photos by: Jeff Perez / Motor1

Porsche’s 18-way adjustable adaptive sport seats come standard, and in this case, combine Slate Grey Neo Alcantara (a cool $5,240) with matching leather and red accent stitching. Not only do they look the part, but those seats do their best to protect you from the suspension’s aggressive blows, offering excellent butt and back support, as well as ample side bolstering.

Naturally, the big selling point of the Panamera over something like the 718 or 911 is the fact that you can shove two moderately sized children in the backseat. It’s certainly not the roomiest row, but when paired with 17.0 cubic feet of space in the trunk (or 46.0 cubic feet with the seats folded flat), passenger and storage space will do in a pinch.

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Source: Jeff Perez / Motor1

Verdict

The Panamera GTS is basically a four-seat 911, what’s not to like? Even though it costs $161,795 out of the box and a hearty $174,605 as-tested, this Panamera more than lives up to expectations. It’s arguably the best-looking version out there currently, and not so overly complicated and outrageously powerful that you don’t want to drive it daily.

The minor downsides—rough ride, loud at speed, and pricey—don’t nearly outweigh the good.