km : Passing Lane

Last week while we were in Germany to drive the new Cayenne V6 and Cayenne Diesel models, Porsche also dangled the keys to the new V6-powered Panamera before us. We’re not afraid to admit that we rather like driving Zuffenhausen’s first sedan, even if we’re still warming to the unusual rear end styling. The car possesses a first-class cabin with generous space for four adults and delivers the kind of driving experience that leaves no doubts about the worthiness of the Porsche crest on its hood. Both the naturally aspirated and twin-turbocharged versions of the 4.8-liter V8 engine are incredibly eager performers. We had a suspicion, however, based on the first-generation Cayenne’s model propagation, that the Panamera line would eventually expand downward to include a V6. As you see here, our hunch has become reality.

What we didn’t expect was that Porsche would develop an entirely unique V6 just for the Panamera. After all, why not just pop the Cayenne’s updated six-banger under the hood and call it done? The answer, simply put, is that the Panamera is a different beast than the Cayenne, and therefore deserves a proper solution. The Cayenne’s V6 is the VW-developed 3.6-liter VR6 in Porsche tune, cast iron block and all, which is fine since that vehicle shares so much else with the Volkswagen Touareg. The Panamera has its own dynamic requirements, and Porsche’s engineers just didn’t think any lump of iron fit the bill. As such, Porsche lopped off a pair of cylinders from its own V8 to make the six it needed for the sedan. That may lead to an opposite question of why Porsche isn’t using this new motor in the Cayenne, but we’re talking Panamera here and will save that discussion for another day (but it probably has a bit to do with cost, don’t you think?)

The Panamera’s V6 shares roughly forty percent of its parts with the V8 on which it’s based; pistons, connecting rods, valves and ancillaries are all carried over. Same 96-mm bore, same 83-mm stroke, but only three-quarters as many holes. If you’ve done the math, you know that works out to 3.6 liters of displacement. The block, cylinder heads and bedplate are all rendered in aluminum, and the valve and timing covers are forged of magnesium. The overall weight of the engine is thirty pounds less than that of the Cayenne’s V6 of the same displacement. It’s also considerably lighter than the V8 engine, and with two fewer combustion chambers hanging off the front of the engine, the car’s center of gravity shifts rearward 14 millimeters for a slightly improved weight balance.

The new V6 puts down 300 horsepower at 6200 rpm and twists up 295 lb-ft of torque at 3750 rpm, essentially the same as that other V6. Direct injection is part of the equation, naturally, as are variable intake timing and VarioCam Plus adjustable valve lift. The 90-degree “V” endows the Panamera with a sportier rumble than that of the Cayenne, especially under full load. Two transmissions are offered; a six-speed manual is standard, while a dual-clutch seven-speed PDK option will handle the shifting itself. Rear-wheel drive is the default setup, but an all-wheel-drive version, called simply Panamera 4, is also available, using an electronically controlled center clutch to apportion torque to the front or rear depending on traction needs.

Performance is respectable considering this is the entry-level version. The Panamera 4, with its standard seven-speed PDK gearbox and activated launch control from the optional Sport Chrono package can sprint to 60 mph in about 5.7 seconds. Even without the benefit of all-wheel traction and the electronic aids, a PDK-equipped Panamera V6 can do the run in just over six seconds.

Handling is virtually the same as a Panamera S, with roughly a 160-pound weight savings over the V8 model. The V6 version — in fact, all 2011 Panameras — receives a recalibrated suspension that is a little more dialed back into the comfort zone. Otherwise the layout and components are the same as the S model, with dual wishbones in front and a multilink arrangement behind. Steering, like all Porsche cars, is direct and well weighted; even the addition of all-wheel-drive does nothing to spoil the experience at the steering wheel.

The 2011 Panamera V6 arrived Stateside in early June. Between two-wheel- and all-wheel-drive iterations, Porsche expects roughly one in five Panameras will leave the factory with a six-cylinder engine beneath that long hood. The goal is to drive more family-oriented buyers — men, especially — into the Panamera as a way to have one’s Porsche while still doing right by the wife and kids. With a base price of $74,400 (and an additional $4500 if you want all four wheels to bite the blacktop) before checking the extensive options list, it won’t exactly be a common sight at the soccer field on Saturday mornings. Still, it offers almost all of the charms of its more expensive stablemates while asking very little in the way of sacrifice.

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