2022 Porsche Panamera Turbo

The 2022 Porsche Panamera Turbo S sits at the top of the Panamera range, along with the slightly more expensive Turbo S Executive. It was part of Porsche's expansion after the Cayenne saved the company in the 2000s and is meant to be a sedan that feels like a 911 Turbo. This second-gen model looks way better than the first, and it's faster too.

The 2022 model has a total of 14 trims, but we're only concerned with the Turbo S, which now delivers a whopping 620 hp and 604 lb-ft from a 4.0-liter twin-turbo V8. It comes standard with racy options like ceramic composite brakes, Porsche Torque Vectoring Plus (PTV+), rear axle steering, and the Porsche Dynamic Chassis Control Sport roll-stabilization system.

The fastback Porsche Turbo S sedan goes up against the Mercedes-AMG GT63 4-Door and the BMW M8 Gran Coupe, both of which are expensive and quick. One could throw the Tesla Model S in that group as well. As a driver's car, the Panamera might be the best of the bunch.

The current Panamera looks better than the first-generation model, but it's a bit like boasting that you won a fistfight against a first grader. Porsche's first Panamera was visually challenged, and the current model is less visually challenged. Still, there is something odd about an elongated 911. To our eyes, the Sport Turismo wagon is better looking, but hey, looks are subjective, right? As standard, the Turbo S gets dynamic LED lights with four-point LED daytime running lights at the front and LED taillights with the light strip connecting the clusters. A set of 21-inch model-specific wheels are standard as is a panoramic roof system.

Size-wise, the Panamera sits in an awkward niche segment. It's a little longer than vehicles like the BMW M5 and Mercedes-AMG E63 S, but not quite as long as the all-new S-Class. The overall length is 198.8 inches, riding on an impressive 116.1-inch wheelbase. Opt for the long-wheelbase Executive model, and Porsche adds 5.9 inches to said wheelbase and the overall length. It stands 56.2 inches tall and is 85.3 inches wide with the mirrors folded out; both Executive models are marginally taller at 56.4 inches. The Turbo S weighs slightly more than the old Turbo. With a curb weight of 4,691 pounds, it's not the kind of car Colin Chapman would have appreciated. In the long-wheelbase Executive guise, the Porker weighs 4,839 lbs. The Turbo S E-Hybrid with the longer wheelbase weighs 5,412 lbs.

The standard palette includes black and white. Metallic options are also no-cost and include Carrara White, Jet Black, Volcano Grey, Cherry, Dolomite Silver, Gentian Blue, Night Blue, Copper Ruby, Aventurine Green, and Truffle Brown. Papaya will add $3,270 to your bill, as will several special colors which are GT Silver, Amethyst, Chalk, and Carmine Red. Porsche also offers a paint-to-sample option at a hefty $11,430. There are 23 alloy wheel options available, or 22 options for the hybrid. You get the standard silver alloy but also an excellent selection of black and body-colored options. There is also an option to have the alloy wheels painted in the same color as the body. The hybrid is distinguished by brake calipers in Acid Green.

The Porsche Panamera Turbo S produces 620 horsepower and 604 lb-ft of torque from its 4.0-liter twin-turbocharged V8 engine. The Turbo S is not the most potent model in the range, however. The Turbo S E-Hybrid boasts 690 hp and 641 lb-ft of torque, thanks to the assistance of an electric motor.

The Turbo S still claims the crown when it comes to outright speed. This particular model comes with the Sport Chrono Package as standard, including launch control. The Panamera Turbo S has a 0-60 time of just 2.9 seconds and three seconds for the Executive, though various independent tests have proved that it's capable of getting there even faster. Think 2.6 seconds, which is beyond supercar fast and into EV territory. Porsche claims a top speed of 196 mph for both models. The more powerful but heavier Turbo S E-Hybrid models are a tenth of a second slower in each case.

To keep all of this power under control, the Panamera Turbo S sedan comes standard with Porsche Traction Management, which consists of an active all-wheel drive with an electronic multi-plate clutch splitting the power between the front and rear axle. This is pretty much the standard in the high-performance luxury cars these days, though we do like the fact that Porsche doesn't bother with a silly drift mode, which is nothing more than an expensive way to kill tires and end up on YouTube.

The 4.0-liter twin-turbocharged V8 is used in a wide variety of VAG products. In the RS7, Audi uses a mild-hybrid setup to produce 591 hp and 590 lb-ft of torque. Porsche takes the old-fashioned route and uses lots of boost. In fact, the Panamera's 4.0L would be the most potent version of this engine if it weren't for the Lamborghini Urus and its 641-hp output.

The Porsche's engine delivers 620 hp all the way to 6,800 rpm, while the 604 lb-ft is available between 2,300 and 4,500 rpm. To transfer this power to the AWD system, Porsche uses an 8-speed dual-clutch transmission.

What you get for over $175,000 is the power and performance of a full-on Nissan GT-R but refined with real German engineering, which still means something. The Panamera is luxurious, good-looking, and quiet - when it wants to be. The dual-clutch transmission (also a hallmark of the GT-R) has been smoothed out enough where it could pass for a standard torque converter setup. And when you want to hammer on it, the thrust is never-ending.

Speaking of flattening the pedal, when you do it from a red light, the Panamera takes a split second to figure out what power needs to go where, before sending you off like a slingshot into traffic. If you happen to have it in manual mode, get ready because that first shift comes quickly. By the time the second shift comes, you're probably exceeding legal speeds.

Our test drive brought to light the many talents of the Panamera. Drive modes include Normal, Sport, Sport Plus, Individual and Wet. As is often the case, Normal is a little low-strung, Sport Plus is very racy, and Sport is the perfect balance. Those modes affect the shift points, throttle sensitivity, suspension and steering, as well as the Porsche Torque Vectoring system and Porsche Dynamic Chassis Control. The Sport Response button in the middle of the drive mode dial, which we're calling push-to-pass, sets everything in its most aggressive mode for 20 seconds and features a timer counting you down. Like us, you can either pretend it's the turbo button in a video game or the DRS button in Formula One.

The Panamera handles like a big 911, which means there is some road feel from the steering wheel, and it takes effort to hold it around an expressway ramp as it always wants to go back to straight. On center, its ratio is 14.2:1, but as you add input it quickens to 9.3:1. If you want to put your right tire halfway over the outside line, you can do that. If you want to pick up nickels on the track a la Sylvester Stallone in Driven, you can do that too.

Porsche did a fantastic job here with the comfort/handling balance. Like many new cars, any pothole blows are absorbed before they hit your rear end. But on some cars, you can still hear the bang. This Panamera must have molasses in its shocks because every imperfection was not only muted physically but also audibly.

One could certainly make a case for an all-Porsche three-car lineup in their garage. The only thing the brand doesn't do is a Suburban-style full-sizer, and we hope it never does.

The Panamera Turbo S was never going to win any efficiency awards, but it is at least on par within the segment. According to the EPA's latest figures for this Panamera, the Turbo S can manage 15/21/17 mpg city/highway/combined. That's not quite as efficient as the Alpina B7, the quickest version of the BMW 7 Series that, like the Porsche, also uses a twin-turbo V8 engine.

It's also worth comparing the Turbo S to the Turbo S E-Hybrid if only to see if the electric motor makes a difference. According to the EPA, the hybrid model can do 48 MPGe combined, dropping down to 19 mpg once the battery is depleted. It's also worth mentioning that the plug-in hybrid can do 17 miles on battery power alone. The gas-only Panamera has a large 23.7-gallon tank, good for just over 400 miles between refills. The hybrid has a slightly smaller 21.1-gallon tank.

The interior matches the asking price, which is always a good sign. Turbo S models get a full leather interior and the more upmarket and supportive 14-way power-adjustable front seats as standard. We're also big fans of the standard four-seater layout. Rear passengers get a functional partition with cupholders and storage space. You can also add a rear-seat entertainment system as an optional extra. Upgrade to the Executive model, and the rear seats gain eight-way power adjustment and their own individual climate zones.

Up front, it's a mix of old and new. You get a beautiful analog lap timer sitting proudly on top of the leather-wrapped dashboard. The instrument cluster may be digital, but the tachometer still sits proudly in the middle. The center cluster is dominated by a 12.3-inch infotainment display, from which you control everything. Thankfully, Porsche also includes shortcut buttons for the main features, while the climate control buttons are still separate. The major driving controls like the adaptive suspension and dynamic traction control are housed around the shifter, but these new haptic feedback touch controls feel a generation from finished. We love the idea, but you don't always get the response you want.

The 4-door - or 5-door, if you count the hatch - Turbo S Panamera comes standard with 14-way adjustable front seats with a memory function. Our tester had the 18-way adaptive sports seats for $1,550. The Panamera's cabin is a comfortable and spacious place to spend time, though the seats might be a little stiff. We figure a couple of thousand miles in this thing would soften those up. They are multi-way adjustable with thigh bolsters and under-knee support, which makes racking up those miles a drama-free affair.

There's plenty of space for storage in the doors and armrests, and all the controls are within easy reach. The Panamera fits two in the back in comfort with an armrest and console screen between them. It can be optioned with a third seat back there, but our sense was that it would get a little tight. Those seats are powered and recline, and a rear-seat entertainment system is optional.

There are four no-cost leather options available: Black, Agate Grey, Marsala, and Saddle Brown. The dual-tone options cost $530 but are well worth the investment. Available options include Black/Bordeaux Red, Marsala/Cream, Black/Chalk, Saddle Brown/Luxor Beige, Black/Saddle Brown, and a blend of Black and Luxor Beige.

The more upmarket Club Leather option adds $1,860 to the price and is available in Cohiba Brown and Truffle Brown. The interior trim depends on the leather you opt for, but the Anthracite Birch, Paldao, and Dark Walnut all look classy. You can always opt for the more modern Brushed Aluminum at no extra charge or pay $1,000 to have the dash trimmed in carbon fiber, as was the case with our test vehicle. A multifunction GT Sport steering wheel is standard and it comes in leather, but can optionally be finished in Race-Tex or with matte carbon fiber trim.

Porsche offers a wide variety of interior customization options. You can go as far as changing the color of the seatbelts and even the color of the lap timer on top of the dashboard.

The Panamera might just be the most practical luxury express in existence. As standard, you get a 17.6-cubic-foot trunk, but that's only half the story. You can't fold the rear seats forward in most other full-size luxury sedans, but you can in the Porsche. This increases the cargo capacity to 47.3 cubes in the standard-wheelbase model and 52.6 cubes in the Executive. The Panamera's hatch also makes it easier to access the cargo space. The standard-wheelbase hybrid has a 14.2-cubic-foot trunk, increasing to 43.8 cubes with the rear seats folded. The Executive hybrid offers 49.1 cubes with its rear seats folded.

Interior storage is excellent, thanks to the four-seater configuration. Front passengers get dual cupholders, a glove compartment, and a storage space underneath the armrest. Instead of a middle seat, rear passengers get two cupholders, a storage compartment, and access to climate control buttons in the case of the Executive model.

The Panamera Turbo S is a high-end model, which means you do get a lot as standard. It comes with dual-zone climate control, a pollen filter, tinted thermally-insulated glass, 14-way power-adjustable heated front seats with memory, heated rear seats, a head-up display, keyless access with a push-button start, a digital instrument cluster, a multifunction GT Sport steering wheel with shift paddles, auto-dimming rearview and side mirrors, and two rear USB charging ports.

Safety-wise, it has front and rear park assist with a reverse camera, lane-keep assist, and traffic sign recognition. Cruise control is standard. If you want the more advanced adaptive cruise control, you have to opt for the Assistance Package or you can specify the feature on its own for $2,250. Executive models add four-zone climate control, eight-way power-adjustable rear seats with memory, ambient lighting, and a power sunblind for the rear compartment and rear windows.

Porsche's 12.3-inch infotainment system remains a clunky system that can be difficult to figure out, but it gets more effortless in the long term. Both wireless Apple CarPlay and wired Android Auto are now standard. The infotainment system also comes with Bluetooth connectivity, USB connectivity, an aux input, connected navigation, voice control, HD Radio, and SiriusXM. It's connected to an impressive 14-speaker Bose surround-sound system, but you can upgrade to a 21-speaker Burmester 3D surround-sound system. A rear-seat entertainment system is also available for an additional $3,180.

We love that the Apple CarPlay screen is inset in the larger screen. That means you can jump back and forth between your podcasts and the native functions like navigation and phone. There are also screens for drive modes where you can change your individual preferences as well as climate functions, which also have redundant controls. There's a separate function for all the safety features too, where you can turn them on and off individually, and take a look at 360 degrees of cameras. In our time with the car, it all worked properly and quickly.

The Panamera range scored 80 out of a possible 100 points in the J.D. Power Ownership Survey when it was most recently evaluated. Owners were quite happy with the quality and reliability, as well as the dealership experience. The resale values dragged the average down, however, but this isn't unsurprising in the full-size luxury sedan segment. Porsche had a good run during 2019 and 2020, receiving no complaints and suffering zero recalls. The 2021 Turbo S was recalled twice, however. The problems were for front lower trailing arms that were incorrectly forged, and for a seat belt locking retractor that malfunctioned.

The Turbo S is covered by a four-year/50,000-mile basic and powertrain warranty. As an added bonus, Porsche also includes a one-year/10,000-mile maintenance plan.

No review of the 2022 Porsche Panamera Turbo S has yet been conducted by the NHTSA and IIHS, and that applies to previous model years of the sedan as well. Looking at the Porches that do have safety ratings, the German manufacturer seems to know how to build a sturdy vehicle, which means it's doubtful the Panamera is unsafe.

The Panamera is equipped with LED headlights and taillights, multiple airbags including dual front knee airbags and side airbags for both rows, traction and stability control, a rearview camera, tire pressure monitoring, and front/rear parking sensors. In the past, this car was criticized for lacking driver assistance systems, so it's good to see that lane keep assist, traffic sign recognition, and a head-up display are all standard.

To be blunt, this is still not good enough. The Panamera Turbo S is within a spitting distance of $180,000, and at that price, you should get all of the available driver assistance systems as standard. Unfortunately, Porsche still insists on charging its customers an additional $5,290 for the Assistance Package, which only includes adaptive cruise control, night vision assist, and a surround-view camera. A $30,000 Nissan Altima has more safety features as standard.

Lane change assist is available as a standalone option, as are most of the other safety systems like the ACC. In the near future, we hope to see Porsche include these features as standard, especially on high-end models like the Panamera.

The 2022 Porsche Panamera Turbo S is a fantastic vehicle. The power is reminiscent of true sports cars, yet it manages the balance of comfort and handling perfectly. You can sneak under the radar too, with a restrained color. The Turbo S starts at about $179,000, but there are a couple trims even more expensive than that. But for our money, the 4S E-Hybrid - reviewed as part of the standard Panamera range - is the one to get. It comes in at over $60,000 cheaper and is still extremely quick. If you keep it charged up, you can get brilliant gas mileage.

As for the competition, we like the Mercedes-AMG GT 63 S. It actually has a higher output than the gas-only Panamera Turbo S at 630 hp, but the driving experience isn't as good as the Panamera, especially over rough roads. It starts at over $160,000. The BMW M8 Gran Coupe costs way less at $130,000 and makes 617 hp in Competition specification.

Again, it's hard to go wrong at this price, and although you can get the horsepower cheaper elsewhere, it's the refinement that you pay for from Porsche. And in the Panamera it comes in spades.

The price of the 2022 Porsche Panamera Turbo S starts at $179,800. Opt for the long-wheelbase Executive model and the MSRP increases to $190,200. The Turbo S E-Hybrid costs $189,800 or $200,200 in Executive guise. These prices exclude a destination charge of $1,350, applicable to all configurations of the sedan. Other V8 sedans like the BMW M5 and Mercedes-AMG E63 S may play in the four-door midsize segment but they're considerably cheaper than the Porsche sedans.

There are two gas-only Turbo S models to choose from: Turbo S or Turbo S Executive. Both models are powered by the updated 4.0-liter twin-turbocharged V8, producing 620 hp and 604 lb-ft of torque. An eight-speed dual-clutch transmission is standard, sending the power to an intelligent all-wheel-drive system.

Outside, both models are equipped with full LED lights, LED daytime running lights, and an adaptive rear spoiler. An adaptive air suspension system is standard, and the Executive model gains an additional 5.9 inches in the wheelbase.

Standard features on the Turbo S include dual-zone climate control, leather upholstery, 14-way power-adjustable heated front seats with memory, a digital instrument cluster, and a 12.3-inch infotainment system with navigation, wireless Apple CarPlay, and wired Android Auto. A 14-speaker Bose surround-sound system is standard in both cars.

The Executive model adds eight-way power-adjustable rear seats, 4-zone climate control, ambient lighting, and a power sunblind for the rear compartment and rear windows.

Porsche now includes lane-keep assist and traffic sign recognition as standard, but adaptive cruise control, night vision, and a surround-view camera are still only available as options.

Porsche offers numerous options to upgrade the exterior, the cabin, and the vehicle's safety specification. You can add 18-way power-adjustable front seats for $1,550, a Burmester 3D High-End Surround-Sound for $5,940, or a Sport Exhaust System with black tailpipes for $3,860.

When it comes to packages, there are only two for the Turbo S and one for the Executive.

The Assistance Package is available on both models and retails for $5,290. It adds adaptive cruise control, night vision, and a surround-view camera. The $4,190 Premium Package is only available on the Turbo S and includes four-zone climate control, ventilated seats in the front, heated seats in the rear, ambient lighting, lane change assist, and soft-close doors.

Our tester had about $20K worth of options, bringing the as-tested price of the Turbo S to about $200,000, but we think you can get out of the dealership cheaper than that. We love the Amethyst metallic paint but unfortunately, it's the most expensive color you can get. The Aventurine Green and Copper Ruby metallic are both great alternatives that carry no additional charge.

We'd also spec the 20-inch wheels as opposed to the 21s. Out here in the Midwest we need all the cushioning we can get. There are only three options for no-cost 20-inch wheels and we'd pick one of them. The Marsala interior, which we had on our last Panamera tester, is a brownish purple and it would match the metallic paint. It too is a no-cost option. Don't worry, we're getting to the expensive stuff in a minute.

We'd check both of those boxes for the Premium and Assistance packages as outlined in the previous section. We'd skip the exterior Sport Design packages but we'd be hard-pressed to skip the sport exhaust for $3,860.

That puts us at just under $195,000 excluding the destination charge, which is not that much cheaper than our tester. But it does have all the important options. And there are definitely a few odds and ends that we could have thrown in. So maybe $200K is about right. That's a lot of money, but there isn't much this car can't do.

It's interesting to see what different manufacturers come up with using the same ingredients. The Audi RS7 is a prime example. It uses the same basic twin-turbocharged 4.0-liter V8 as the Porsche but with mild-hybrid assistance. The result is 591 hp and 590 lb-ft of torque, which is not quite good enough to trump the Porsche's 620 hp and 604 lb-ft of torque. The RS7 gets to 60 mph in 3.5 seconds, while the Turbo S takes just 2.9 seconds.

From there on, the Audi fights back hard. It has more standard features, including four-zone climate control, a heated steering wheel, heated and ventilated front seats, a 16-speaker Bang & Olufsen sound system, and a surround-view camera. The Audi is also more practical. It has a 24.9-cube trunk, trumping the Porsche's already impressive 17.6-cube trunk. The Porsche has a more alluring badge, but it's hard to ignore the Audi's $114,500 sticker price. That's a massive $65,300 price difference, or to put it otherwise, a whole Audi RS3 more. You could kit out the Audi with all of the driver assistance systems, luxury seats, and carbon ceramic brakes without breaching $140,000. We'd much rather spend our money at Audi, despite the Porsche's badge prestige.

For many years the BMW M5 has been considered the gold standard in the performance saloon segment. The latest version is as close as you'll get to a four-door supercar. The standard M5 produces 600 hp and 553 lb-ft of torque. On paper, it's slower than the Turbo S. Zero to 60 mph in 2.9 seconds trumps the BMW's 3.2 seconds. BMW's claimed performance figures are on the safe side, however. The M5 has been clocked sprinting to 60 mph in under three seconds several times. The BMW is more practical with more space at the back if you need to carry five occupants. It also has that crazy drift mode, in case you feel like ending up in a fail video.

The M5 retails for $103,500, which is a whole M3 Competition Sedan cheaper than the Porsche.

Or you could go for the M5 CS at just over $140,000, which is a lighter, more powerful version of the M5. It gets to 60 mph in 2.9 seconds and comes with a top speed of 190 mph, just six down on the Porsche. Plus, you'll have that limited edition, one-model-year-only vibe going on.