2010 Porsche Panamera
It seems like the rumors of a four-door Porsche car have been dribbling out of Stuttgart for almost as long as MotorWeek‘s been on the air. Certainly, over the last three years, we’ve been fixated on every hint about the first sedan to wear the Porsche name in the firm’s 78-year history. Well, Porsche’s new flagship is no longer a rumor. This is the Panamera fastback sedan. Longer than a Cayenne SUV, it’s also the biggest Porsche ever. So, can any car this large perform like a true Porsche? Well, now’s our time to find out.
The 2010 Porsche Panamera takes its name from the legendary Carrera Panamericana race of the 1950s. While Porsche calls its first Gran Turismo a 4-door sedan, it actually has a rear hatch that makes five. But that’s only part of why Panamera’s styling is polarizing. While unmistakably Porsche, it’s on the conservative side, which should fit well-heeled sedan buyers. Frankly it also reminds us of a C6 Corvette-at the headlights, hood bulge, and even the side scoops.
With its long 115-inch wheelbase, and 195.6-inch overall length, the profile does start off coupe-like. But it becomes more tear drop towards the rear to allow for adult-sized backseat leg and headroom, something the rival Mercedes-Benz CLS lacks. The back view is wide, as if through a fish-eye lens. The hatch is well concealed, as is the retractable spoiler, with uniquely styled quad exhausts. Wheels are 18-inch standard, with optional 19’s.
The Panamera is also the first front-engine Porsche car since the 928, driven by a pair of direct-injected V8s from the Cayenne. Panamera S and 4S use the normally-aspirated 4.8-liter with 400 horsepower and 369 pound-feet of torque. The Panamera Turbo adds twin turbochargers for 500 horses and a massive 516 pound-feet of torque.
Gear change is Porsche’s latest 7-speed dual-clutch PDK automatic with manual paddle-shift mode. It feeds either the rear wheels of the Panamera S or all four wheels of the 4S and Turbo models. At our track, our Panamera 4S blazed from 0 to 60 in 4.9 seconds, and shot through the quarter mile in 13.5 seconds at 105 miles per hour. With Launch Control on, our car leapt out of the hole with a beastly roar. The PDK gearbox isn’t as quick as in the 911, but it’s smoother.
The Panamera’s chassis is defined by a front double-wishbone and a rear multi-link setup, all governed by Porsche’s Active Suspension Management. The adjustable dampers can be set to Normal, Sport, and suspension-lowering Sport Plus. In Sport Plus, we sliced through the cones in a razor-sharp manner. Steering response is perfect. The Panamera is a big, 4100-pound car. But that size seems to disappear the harder you push it. Our 4S also benefitted from optional Porsche Dynamic Chassis Control with its two active roll bars. Even at ridiculous speeds, cornering is flat.
Superb stopping power comes from four-wheel vented discs armed with six-piston calipers up front and four-piston in the rear. Stops averaged a very short 116 feet from 60 to zero. The Panamera just squats to a stop.
While the Panamera’s exterior may be controversial, the interior is a feast for the eyes. Beautifully trimmed in wood and even carbon fiber, there’s plenty of space for its four adult-wide seats. Your focus is drawn to two areas: the cascading 5-bezel gauge cluster, and a center console master control panel. There’s a lot of switches here, but they’re logically grouped. Navigation data is viewed on a large center stacked screen, and inside one of the gauges. Optional is a 17-speaker, 1000-watt Burmester stereo.
Rear vision is mostly blind spots, so both the available camera and front-rear parking sensors are recommended. The rear seats require little contortion to get to, and as we mentioned before, adults will find a generous space with headroom boosted further by a scalloped headliner. Amenities include adjustable vents, armrest with cup holders, and an available twin screen DVD system. Impressively practical, drop the 40/20/40 rear seats to expand luggage space from 15.7 cubic feet to a crossover-like 44.6.
Government Fuel Economy ratings for the 4S are 16 City/24 Highway on premium gas. We managed only 16.7 in mixed driving. The Panamera uses a mild hybrid-like start/stop system to shut down the engine at traffic lights.
Panamera pricing starts at $90,750 for the S, $94,750 for the 4S, and $133,550 for the Turbo. There’s no gas guzzler tax. That’s a notch above an S-Class, but comparable to an Audi S8. Naysayers can have a seat, because Porsche has done it. The 2010 Panamera is a primo luxury sedan and sports-car-for-four all rolled into one. Styling aside, this unique saloon delivers everything it promises, plus a lot more.
Specifications
- Engine: 4.8-Liter
- Horsepower: 400
- Torque: 369 Lb Feet
- 0-60 MPH: 4.9 Seconds
- 1/4 Mile: 13.5 Seconds @ 105 MPH
- 60-0 MPH: 116 Feet
- EPA: 16 MPG City/ 24 MPG Highway
- Mixed Loop: 16.7 MPG
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg