Previously, I have done a review of the Panamera GTS, but this time I was able to borrow one as a loaner for several days, which allowed me to experience it much more thoroughly. Since I was able to drive it in various scenarios—from daily use to the highway—I’d like to consider the position of the GTS based on my ownership experience with the Turbo, as well as test drives of the 4S and Hybrid models.

Panamera GTS

Exterior, Interior, and Seats

This Panamera is a 971 first-generation GTS. It’s a Volcano Grey Metallic with black 20-inch Panamera Design wheels. The GTS-specific blacked-out emblems and other details give it a very sharp and sporty look.

The interior features a two-tone leather interior in Black/Bordeaux Red with smooth leather. Personally, I wasn’t a fan of red interiors in the past, but after experiencing several Porsches with red interiors, I’ve come to really like it.

The seats are 18-way electrically adjustable adaptive sport seats. Previously, our Panamera Turbo had the 14-way comfort seats, which are one step below, but when I sit in them, I get a completely different impression.

The sport seats are far more comfortable.

First, the seat cushion thickness is completely different. The 14-way comfort seats are very thin, and after long drives, my backside would start to hurt. However, these 18-way sport seats, despite the “sport” name, have thick cushions that prevent discomfort even on long drives.

Of course, seat comfort varies depending on body type and weight, so ultimately you should decide for yourself. From my experience, recent Porsches, including the 992, have better comfort in the more expensive seats compared to the standard ones. So if you prioritize ride comfort or often drive long distances, I recommend opting for the pricier seats.

Please be careful not to be misled by terms like “Comfort” or “Sport Seat Plus”. I think it’s better to interpret those terms in the opposite way.

V8 4.0-Liter Twin-Turbo Engine

The engine sound when starting up is quite loud. Since the engine is the same as the Turbo’s, the sound quality and volume are almost identical. Especially during cold starts early in the morning, you need to be considerate of neighbors.

The launch is very smooth, and the shifting feels even smoother than the GTS I tested before or the Turbo we owned. Perhaps there was a control update to the PDK in a recent model year.

When driving around town at 30-50 km/h, you can faintly hear a pleasant “vroom” sound from the rear. This kind of sound staging wasn’t present in the Turbo; in fact, the Turbo felt quieter in town.

As expected from the GTS, they’ve put effort into how the sound is presented, following tradition.

Even at slow speeds, it feels great, and the synchronization of sound, engine revs, and speed creates a very enjoyable feeling.

The power in city driving is sufficient, but the turbo lag is noticeable. Compared to older turbo engines, it’s much improved, but compared to the base 992 Carrera engine, there is a bit more lag.

For example, when cruising slowly in 3rd to 5th gear and you want to lightly press the accelerator to move forward smoothly, there’s inevitably a slight pause.

Whether this is due to turbo lag or cylinder deactivation, I’m not sure, but there is definitely a time lag.

By contrast, the base 992 responds instantly to even a slight pressure on the accelerator without needing to fully press down. It’s not quite electric motor quick, but it reminds me of the responsiveness of today’s excellent diesel engines.

On an open road, I pressed the Sport Response button to enjoy the 20-second maximum boost acceleration. The moment I pressed the accelerator deeply, the body was forcefully pushed back.

It’s certainly fast, but knowing the Turbo’s aggressive acceleration makes this feel a bit underwhelming. Also, having experienced the lightning-fast response and electric boost torque of the E-Hybrid, the GTS’s performance feels less thrilling.

Regarding engine and exhaust sound, it’s quite loud—comparable to the Turbo with sports exhaust. However, the GTS is tuned to be audible even at low speeds, so the difference in volume between full acceleration and normal driving is smaller.

The Turbo, on the other hand, is quiet most of the time but roars explosively when you floor it, so the contrast is more striking and leaves a stronger impression.

As for the burbling sound, when you lift off the accelerator, you hear a low “grumble grumble grumble,” but it’s less frequent and quieter than the Turbo’s sports exhaust.

The Turbo’s burble was more like a loud “bababababa!”—a sound not typical for a sedan.