W hat you haven't done everything to him: as Erlkönig camouflaged with a kind of rabbit hutch on the stern for the test, let it go through the middle of the corporate takeover operetta, gave it the internal Wiedeking abbreviation G1 and, as part of the international presentation, forced it vertically into a freight elevator of a Shanghai tower.
The Porsche Panamera consumes between 9.5 and 25 liters /100 km
But now, finally, the Porsche Panamera (Porsche Panamera in the top test) do what it does best: drive. The blue sky slightly reddened after a hot summer's day, carbon and metallic applications change in the low sun. Tempo 220, 3,000 /min, the dual clutch transmission in long seventh gear puts the 500 PS V8 on a diet as best it can, consumption fluctuates between 9.5 and 25 liters /100 km, in the test average it is just under 18. Similar to at Mercedes E 63 AMG ( to the Mercedes E63 AMG individual test ) and Audi RS 6, which push with even more power and daytime driving LED from behind. It's 580 hp in the Audi , 525 in a Mercedes . But even if they had 1,000 hp, the Panamera couldn't top it. Its construction began with a board and four seats on it, because their low position is the law at Porsche.
Porsche Panamera with a trunk volume of up to 1,250 liters
A perfect space economy less. Japanese small car designers could polish their hara-kiri sword if they pressed such a small interior out of such external dimensions. The Porsche Panamera, on the other hand, has been praised, no other five-meter sedan (maximum trunk space 1,250 liters) conveys so much sports car appeal. Even with the dominant, button-rich center console, which assigns each occupant their own compartment with an identically cut seat.Traditionally narrow and tight, but only adjustable at the back at an additional cost. The large chairman himself took care of the rear headroom; this had to be improved by two centimeters, which was not an advantage for the proportions.
Mercedes E 63 AMG and Audi RS 6 are around 30,000 euros cheaper than the Panamera
The Porsche Panamera, which costs a good 135,000 euros, also has everything that sports sedan enthusiasts expect. From the expansive leather upholstery including Alcantara headlining to the easy-to-use navigation system with touch screen to the parking aid. This is also necessary because of the enormously confusing body. In view of the around 30,000 euros lower entry-level prices, the Audi RS 6 and Mercedes E 63 AMG, which are also lavishly equipped, still leave scope for wishes. Better workmanship is not part of the Porsche or the Audi RS 6. The latter packs non-slip, but somewhat high-positioned sports seats and carbon plus metal applications on the solid A6 base. AMG dopes the sober Mercedes E-Class with matching sports seats, carbon, metal and a sports keyboard on the center console, but lags behind the others in terms of detail finesse.
Until the first turn of the key. Then the V8 washes away doubts on a sound wave. A monumental vacuum cleaner with high-speed talent, free from damping turbines or the constraints of large-scale production. Just like its ancestor 300 SEL 6.3, that wild 1968 sedan revolver to which the 6.2-liter V8 owes the fraudulent labeling. Nobody will criticize this if he starts with a wet start-up clutch, supported by his seven-speed automatic. It switches as quickly as it smoothly, if necessary in 100 milliseconds.
The Audi RS 6 combines power and comfort
But that's enough, the Audi RS 6 buzzes with its five-liter V10. Distantly related to the Lamborghini mid-engine, but domesticated and fluffed up by two turbochargers. They come from IHI, which sounds like hihi and feels like it. The 580-horsepower knockers even bring a smile to the face of veteran drivers. Occasional passengers peck wildly when the acceleration compresses their guts. Almost arrogantly, he pushes the 2,058-kilo trump forward, traction insured by all-wheel drive, always supplied with the right gear ratio by the six-speed automatic. The Audi RS 6 seems to shed half a ton of ballast, while continuously striving towards the speed limiter (optionally at 280 km /h), and at 260 it puts in the last stage with an exhaust chuckle. Jipijeh - at least on the free autobahn, where the Audi combines power and comfort like no other.
Mercedes E 63 AMG: Release to 300 km /h costs 3,930 euros extra
The Mercedes E 63 AMG stays on the Audi RS 6, fights with its assistance armada, springs and cushions competently,but runs hard in the 250 km /h interruptus. 300 km /h including driver training costs 3,927 euros. Porsche only requires the push of a button (Sport Plus), to get into the 300 km /h club with the Porsche Panamera Turbo. Otherwise, the so-called comfort air pressure is already over at 270 km /h. Regardless of how, the 4.8-liter twin-turbo - trained with a lighter crank drive and modified superchargers - makes less fuss than its competitors out of its 700 Newton meters (in overboost even 770), but still pushes hard.
Porsche Panamera Turbo with stiff chassis and sensitive steering
If you step on it, he has to shoot, old Ferry once said. But it probably didn't listen as slowly as the dual clutch transmission lets the Porsche Panamera Turbo off the leash in normal operation. Fortunately, the number runs more jaggedly in the sport modes. In addition, the Porsche plagues its occupants with wooden rolling 20-inch wheels (option), which even the complex two-chamber air suspension with adaptive dampers and active stabilizers (PDCC, 4,344 euros) cannot change. Edges and concrete slab washouts penetrate. He shows you how to do it on long waves. Weigh out neatly, stand up, take long curves as if on a string. Simply porschy, as the sensitive, stiff chassis transmits nuances to the steering, which are available at Audi and AMG washed out. Metal bracelets for heavy automatic watches clack the loudest on the Panamera.
The Audi RS 6 tends to understeer
On bumpy slopes, the stiff steering of the Audi RS 6 rattles, and comes in tight bends a sharp breath - from the driver. The RS 6 acknowledges late turning in with understeer. He would like to be braked with feeling and then like to be accelerated out with force. The Mercedes E 63 AMG is so short, it takes it as it comes. The AMG team has done a great job, the driver collects the return on the costly front axle investment. Precise steering requires a stiff base, and the AMG has it.
In addition, a sensitive steel suspension at the front (air springs at the rear, because of the level control). This way, he collects bumps of any kind, but still provides the pilot with all the important information. Adjustable dampers, a suitable shift strategy or shifting using the steering wheel paddle support the ambitious, double-declutching stimulates. The V8 toil at any speed, from idle to well beyond 7,000 rpm.
Which is of little help when the four-barrel LED pricks of the Porsche Panamera threaten from behind. Whether it's the fall-resistant double wishbone front axle, the multi-link rear axle with hollow cast subframes, the low center of gravity or the active stabilizers with rear axle differential lock?Forget the poor driver assistance offer and the cumbersome rear entrance when the five-meter bolt curves lightly, agile and neutrally over winding slopes. In tight turns, the wheels on the inside of the curve seem to hook into the curb, it stays so tight inside. This does not even require high driving skills. Gentle understeer is followed by long-lasting neutrality and only after a harsh gas pedal request is a gentle tail swing. ESP and the situational torque distribution of the all-wheel drive fix it.
But nobody expected anything else from the Porsche Panamera Turbo - despite second place. Just ahead of the Audi RS 6 power package, but behind the well-balanced Mercedes E 63 AMG.