Porsche Panamera (2009)

edununo disse:
Já há preços para o Panamera. Começam nos +- 134.500 para a versão S com o V8 de 4.8 litros e 400cv e tracção atrás. Para o próximo ano sairá o V6 3.6 que custará cerca de 110.000 euros.
A caixa PDK é de série no 4S e no Turbo. É opcional no S mas, é daqueles opcionais obrigatórios!!! Passo a explicar: Na Alemanha a caixa PDK custa 3500 euros mas em Portugal e com a nossa estranha fiscalidade, ao optar pela caixa PDK o preço do Panamera S baixa dos 134.500 para 132.100!!!! Isto é coloca-se um opcional de 700cts e o preço do carro baixa quase 500cts. Isto porque o consumo homologado e emissões baixam significativamente com a PDK, baixando a incidencia do imposto.
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E o 2.0 TDI, quando é que chega? [;)] [:D]

Continuo a achar aquela traseira demasiado horrivel. [:vm)]
 
BLADE RUNNER disse:
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O espaço atrás e da mala parece não desagradar.
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qual S, qual 7, qual A8, qual que?
 
edununo disse:
Já há preços para o Panamera. Começam nos +- 134.500 para a versão S com o V8 de 4.8 litros e 400cv e tracção atrás. Para o próximo ano sairá o V6 3.6 que custará cerca de 110.000 euros.
A caixa PDK é de série no 4S e no Turbo. É opcional no S mas, é daqueles opcionais obrigatórios!!! Passo a explicar: Na Alemanha a caixa PDK custa 3500 euros mas em Portugal e com a nossa estranha fiscalidade, ao optar pela caixa PDK o preço do Panamera S baixa dos 134.500 para 132.100!!!! Isto é coloca-se um opcional de 700cts e o preço do carro baixa quase 500cts. Isto porque o consumo homologado e emissões baixam significativamente com a PDK, baixando a incidencia do imposto.
Clique para expandir...
E fica a faltar o Diesel.
Não deve ficar de fora...

ld
 
EVO: Porsche Panamera

EVO: Porsche Panamera

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Porsche Panamera in motion

evo samples the Panamera at Porsche's Weissach R&D test track

By John Simister
19th March 2009

Maybe it does look like a squashed Cayenne. But even the new Panamera, Porsche's long-promised four-door saloon-that's-actually-a-hatchback, doesn't stretch credibility quite the way the SUV did. Porsche can laugh off the purists' Cayenne aversion anyway, for it has openly admitted the lofty beast is the company's cash cow.

Will the Panamera enjoy similar success? Now is not the financial climate in which to make such judgments, but if what the Panamera does and the way it does it have anything to do with the outcome, then Porsche can be smug once again.

The Panamera is a revelation, nothing less. At least it seems that way from any of the three passenger seats, because we won't be driving it until June. However, several laps of Porsche's very three-dimensional, dipping-and-diving test track at its Weissach R&D centre offered a good opening shot.

evo has sampled two Panamerae, the upper versions of the initially three-model range. All three have 4.8-litre V8 engines derived from those used in the Cayenne but lightened with many magnesium components instead of aluminium ones. Power is 400bhp for the atmospheric version, 500bhp for the Turbo which also has the possibility of overboost for a few seconds, increasing power and torque by around 10 per cent. Peak steady-state torque for the Turbo is 516lb ft.

The entry-level Panamera (£72,266 when it goes on UK sale in September) has rear-wheel drive. The cars we tried were both four-wheel drive, the 4S (£77,269) and the Turbo (£95,298). Most of the torque goes to the rear wheels most of the time but it's possible, briefly, for all of it to flow to the front if the rear wheels find themselves gripless. A shaft runs from the centre differential forwards and slightly downwards to the front differential via a 'beveloid' gear; the front diff is built into the engine's crankcase and the left-hand front driveshaft passes within a whisker of a crankshaft counterweight.

You can have a six-speed manual but Porsche expects most Panameras to contain seven-speed PDK gearboxes as fitted to our two test cars. The full gamut of dual-rate air suspension, active damping, active anti-roll bars and Porsche's usual Stability Management and Sport Plus settings is available in the Panamera, as you would expect.

So, lap one in the 4S, belted into the front passenger seat. I'm hemmed in by a high centre tunnel with rows of switches along each edge, giving direct access to functions you'd have to dig for in a BMW iDrive. More such switches appear in a roof console. It's like a flight deck.

The engine fires up with an exhalation of energy, but there's no fancy sound-valving in the exhaust system because Porsche says an engine should simply sound like what it is. We start off in Comfort mode, with first gear slurring into to second in luxury-car fashion. First gear is very short-legged, but both it and second can be engaged simultaneously in a double-clutch transmission such as this one, and at traffic speeds the clutches can slip and actually let two gears briefly carry drive at the same time. This smooths the transition between them and makes the Panamera seem less 'busy'.

The ride, with both chambers of each air springs operating, is smooth and pillowy but accurately controlled. The notion of a Porsche as a device of waftability is an odd one, but the Panamera performs the role very well.

Now lap two, all the toys firmed up in Sport Plus. The air springs now have just one air chamber operating, reducing the air volume and so stiffening the springing effect. If you can alter the spring rate you can tailor your active damping changes much more accurately, and so it proves as the Panamera takes on an entirely different character.

This one doesn't have active anti-roll but, now sitting 28mm lower on its springs, it stays taut and level as our Porsche test driver flings it through the bends as if it were a Cayman. This hefty car, the widest (and lowest) of all comparable luxury saloons (hatchback and folding rear seats notwithstanding), appears to defy all forces of inertia. It's light of its type, at around 1700kg, yet it feels lighter. Many outer panels, the front chassis rails, the front suspension towers and the subframes are of aluminium, but the main structure is of various strengths of steel. Magnesium castings form the front-panel frame and the doors' window frames.

So the Panamera flicks into corners, understeer right off the dynamic agenda, and slaloms left-right-left with barely a trace of wasted motion. It's extraordinary.

But not as extraordinary as the Turbo. I'm in a back seat for this one, enjoying surprising space and the clear view forward past the slender, tapering backrests of the front seats (how refreshing that rear passengers are allowed to see properly where they are going). It takes maybe 10 yards to feel an altogether fiercer Panamera, one equally able to waft but with ferocious and vocal acceleration when needed (0-62mph in 4.2 seconds against the 4S's already-rapid 5.0).

It piles into Weissach's corners at mad speeds, even the adverse-camber one which must have caused old 911s a lot of lift-off trouble, yet the nose always finds grip while the tail simply hunkers down on the edge of power oversteer, but never quite getting there (although it will with all the systems off, the test driver assures me). The gearshifts are definite but still smooth, the carbon-ceramic brakes tireless, the ride still remarkable and uncannily flat with the active anti-roll system. The PDK shifters in the steering wheel now slide fore-and-aft instead of pivoting, by the way.

One other thing. All Panameras have a retractable rear spoiler which rises to –3deg at 56mph and rises again to +10deg at 127mph. But the Turbo's is something special: as well as rising, it splits into two and widens. You wouldn't believe the cranks and levers and motors lurking within the tailgate.

So that's the Panamera, and once again Porsche has taken an alien genre of car and made it work as a Porsche should. On this first encounter it's an extraordinary machine. Aston Martin's Rapide will have a tough job to trump this.
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So that's the Panamera, and once again Porsche has taken an alien genre of car and made it work as a Porsche should. On this first encounter it's an extraordinary machine.

Depois disto, só tenho uma coisa a dizer:

[:cool:][:cool:][:cool:][:cool:][:cool:][:cool:][:cool:]
 
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motortrend

Is it understeering much?" I howled out to the driver of the $133,550 500-hp Porsche Panamera Turbo, as I braced for a ninety-degree left that was approaching with comical speed. "Oh, naaaa. It just goes where you point it" responded the Zen-calm Porsche test driver. Nuts. Our technical introduction to Porsche's new four-door hatchback sedan at the autoamaker's Weissach think tank had concluded with an unexpected series of flying laps around Porsche's kart-tight test course -- but with we journalists as passengers only. No driving, and hence no driving impressions. Porsche has planned that for later. And now my clumsy attempt to dupe the driver into just giving me a hint of what he was feeling had been greeted with a diplomatic, but uninformative, answer.


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Or was it? Actually, the car did seem to be going exactly where it was aimed. And moreover, while producing utterly improbable, face-twisting lateral g loads for a car that weighs 4344 pound and stretches 195.7 inches. This is a big, big car, and it's snaking around the track's narrow ribbon of asphalt fast enough to give Captain Bligh motion-sickness. Maybe a trio of g-hardened test pilots could stand this for awhile, but otherwise it's essentially a car that's faster than mortal passengers can endure.


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The Panamera's weight (4101 lb for the 400-horsepower all-wheel-drive non-turbo Panamera 4S, and 3903 lb for the rear-drive S) is deceptive. Porsche has been fanatical in trimming unnecessary pounds and has extensively employed lightweight materials up front to offset the engine's mass. Much of the car's nose structure is composed of aluminum (including the hood, front fenders, doors, rear hatch, and an almost Brancusi-like cast engine cradle), with even magnesium making an unusual appearance near the nose. Moreover, there are occasionally even bits of nothing -- for instance, the engine bay's normally closed sides have large cutouts as if something's missing. Porsche realized that the front wheel's plastic wheel housings were sufficient. Why waste material?
All this weight reduction hasn't rendered the Panamera a rackety drum inside. In fact, it's remarkably quiet as the driver flat-foots the direct-injection 4.8L twin-turbo V-8 and it begins that throaty bellow that's so characteristically Porsche (credit a body shape that's been carefully crafted from the get-go for low-hiss acoustics). Oddly, you don't hear much whistle from the turbos; that's been deemed more appropriate for the sports cars and largely muted from the Panamera's sonic vocabulary.




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As we pass 56 mph, a glance over the shoulder finds the rather extraordinary rear spoiler's plumage beginning its elaborate unfurling. Composed of three elements, it first rises; then its two outer segments separate and extend laterally before aligning with the newly revealed center portion. At lower speeds it angles itself at minus three degrees to reduce drag, but at 127 mph the angle rotates to a positive 10 degrees to generate downforce. And we're quickly getting there as our taciturn chauffeur's thumbs repeatedly press the aluminum buttons on the steering wheel spokes, instructing the seven-speed PDK twin-clutch transmission to almost imperceptibly ratchet through the ratios. In standing-start blasts, Porsche claims 0-100 km (62 mph) times of 5.4 seconds for the S, 5.0 for the 4S, and 4.2 for the Turbo. Whew!





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Finally there's a respite from the unending g-loads, giving a chance to look around. The Panamera's interior is starkly divided by a tall center tunnel resulting in four individual seats, which, depending on trim level, can be almost ridiculously adjustable, with the front seats able to morph in either 8, 12 or 18 ways, and the rears' having reclining seatbacks and extendable lower cushions. Sitting in the back, I've got a very ample 2 in. of headroom above my 6' 1" frame and adequate knee room -- though toe room beneath the front seat could be more generous. The sensation is rather like being in a small luxury jet, with a cylindrical, fuselage feel to the cabin that's almost un-automotive. This is a very handsome and unusual environment composed of yards of stitched leather, multiple beautifully crafted aluminum air vents, and buttonery of almost deco-esque forms.
Now it's hard on the giant Brembos -- 15.4 in. in diameter up front and 13.8 in. in the rear -- as they generate up to 1700 horsepower in stopping power before we enter the next turn, a right-hand sweeper. In sport plus mode (activating PASM), the Turbo's two-stage, two-chamber air springs and adjustable shocks allow the Panamera to firm its stance and draw a full inch closer to the pavement (initially, normally-aspirated cars will exclusively employ coil springs). Arching into the bend, the adjustable anti-roll bars twist to nearly dial-out body roll.



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As the driver coasts into the staging area he nonchalantly announces "It's time for lunch!" Umm, maybe that's not the best thought just now. The engine quits quickly as the car rolls to a halt, subtle evidence of the engine's fuel-saving idle-stop feature (mileage ranges from a combined 21.8 mpg for the S model to 19.3 for the Turbo as measured by the new European test cycle).
If being in the Panamera is a convincing argument that Porsche's nailed its ambition to create a Jekyll and Hyde four-seater -- a supple sedan when you want it to be, and a holy terror of a sports car when no-one's looking -- the car's appearance is an open question. Your eyes easily get stuck on the bulbous stern and very thick C-pillars (the view through the rear glass is tunnel-like; while a rear-view camera is available, parking sensors are a necessity). Its profile seems almost toffee-stretched, as if a limousine-builder infiltrated the design staff. Personally, I would have sacrificed an inch of that generous rear headroom for a more subtle roofline arc. Proportionally, it's also extremely wide and low: at first sight I muttered to myself "Wow, that's a big car." After spending half a day with it, it still looked big.


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On the other hand, it'll certainly be an awe-inspiring presence on the road -- and maybe a whole new market niche as well; the Panamera is a four-seater utterly like no other. In typical fashion, Porsche hasn't just done its homework here, it's rewritten the textbook. The Maserati Quattroporte has reason to be very nervous.
Porsche expects to sell between 20,000 and 25,000 Panameras per year with a quarter of those coming to the U.S. at prices ranging from $90,750 for the base S model to $94,750 for a 4S, to the aforementioned $133,550 for the all-wheel-drive Turbo (all including destination charges).
Not exactly giving them away. But from my brief backseat perch, worth every penny.


Fonte:
2010 Porsche Panamera - First Ride in Porsche's new hatchback sedan - Motor Trend
 
O ser Porsche, ou o simbolo Porsche diz-me que será do melhor que se faz em termos de engenharia no mundo automóvel. O simbolo Porsche, para mim, representa do melhor que existe em termos de automóveis.

claro que se o simbolo fosse Geely ou Kia olharia de soslaio... Nada a ver com status wannabes e etc..
 
Aqui o simbolo dá-lhe a credibilidade necessária como produto.
Mesmo o mastodonte Cayenne, como produto é bom, apesar de ser feio todos os dias!
Mas este Panamera é mesmo coisinha feia.
Ainda há que vê-lo ao vivo.
Aposto que impressionará pelas proporções...largo, baixo e quase 5m!
Mas este continua a ser um patinho muito muito feio. E já é demasiado grande para se tornar um belo cisne!
 
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