2025 Porsche Panamera GTS Review

The GTS moniker probably doesn’t mean much to most folks.

But those familiar with Porsche lore know those three letters represent a revered sweet spot in the lineup made to quicken a driving enthusiast’s pulse. That’s no less true of the 2025 Porsche Panamera GTS than it is one of its sports car siblings.

Power 9 / 10

Beneath this Panamera’s long, sloping hood resides a twin-turbocharged 4.0L V8, and unlike others in the lineup, this one isn’t juiced with a hybrid system. It’s old-school in philosophy — or at least as old-school as any kind of forced induction can be — despite an incredibly sophisticated bunch of engineering that’s gone into it. 

The V6 found in lesser Panameras does a fine job, and the immediate and overwhelming wallop of torque the plug-in hybrid (PHEV) models deliver is scintillating, but the GTS’s V8 offers a purity of sound and feel while still dispensing 493 hp and 486 lb-ft of torque. It’s enough to launch this 2,100-kg (4,630-lb) sedan from slumber to 100 km/h in 3.8 seconds. As formidable as that figure is, the GTS doesn’t have the same sort of dizzying instant-on thrust you get from, say, the all-electric Taycan GTS, but that’s part of the car’s charm. It rewards a driver’s efforts to rev the engine, earning the power with the benefit of a magical V8 soundtrack as a bonus.

Fuel Economy 6 / 10

Of course, driving the Panamera GTS in such a way means consuming fuel closer to the city rating of 14.7 L/100 km, as was witnessed after a week of mixed driving. In fact, by the end of the second day of this test we pumped $130 worth of premium-grade gas into its 90-litre tank. The GTS’s highway rating of 9.8 L/100 km is easier to swallow, with its combined average of 12.5 being what you’d expect from a high-performance V8-powered machine.

Driving Feel 9 / 10

As the fuel costs suggest, you’ve got to pay to play, and boy, does this car like to play. Approach a tight corner at too much speed and the massive brakes will shrug off speed like a teenager ignoring a parent’s advice. But there’s no need to work those binders too hard since the combination of Panamera’s magically-precise steering, monstrous grip, and sensational stability mean the big sedan can handle that corner at speeds that would send most other performance machines into the weeds. 

Our test car was optioned with rear-axle steering that helps turn-in quickness at lower speeds, and aids stability in lane changes at higher speeds. There’s advanced torque-vectoring that ensures power is sent precisely where it’s best utilized when exiting a corner to maximize both acceleration and grip, leveraging Porsche’s excellent all-wheel drive system. The famed Porsche dual-clutch transmission — an eight-speed automatic — snaps off shifts deliberately and swiftly when driven in anger, but smooths out when cruising.

Throw the GTS into a succession of corners and it simply grips and goes, even if the pavement is in rough shape (as it often is on Canadian roads). It’s only when you look in the mirror and see the big backseat that you’re reminded this isn’t a 911, but rather a full-size car that has no business driving this well.

Comfort 9 / 10

As awe-inspiring as the Panamera GTS’s handling is, its ride is equally noteworthy. Porsche’s suspension sorcerers have conjured up a way to keep the big car’s attitude extremely flat, whether cornering hard at speed, or when going over potholes or even speed bumps. Most cars will either wallow if they’re too softly sprung, or pitch occupants’ heads around as the stiffness bounces over bumps more than absorbing them. Not so here. The suspension simply takes whatever’s thrown at it while the car remains flat and the passengers unperturbed.  

The front seats are supportive yet supple enough to manage long stints behind the wheel without discomfort, and they can be adjusted to accommodate those with slight proportions or those broader of beam. The shape of the rear seats is very similar to the front, and legroom is generous, though headroom is somewhat scant by large luxury car standards.

Features 7 / 10

Much of the feature count can be attributed to the components that make it such an accomplished performance machine. The engineering of the drivetrain and suspension alone are unmatched in the category in many respects, but the niceties for the occupants fall short of similarly expensive competitors. The leather finishes are nice enough, especially dressed up with deviated stitching, and the carbon fibre is an appropriate touch, but aside from the addition of a separate touchscreen for the front passenger, there’s nothing in terms of luxury accoutrements that one wouldn’t find in a car costing a third what this does. The standard sound system is nothing special, and there are some touch points — like the plastic grab handles on the ceiling — that are surprisingly chintzy for a car like this, plus the glossy black console panels get smudged far too easily.

Safety 9 / 10

Our Panamera’s feature count gets a bump from the safety-related components found onboard. The matrix headlights do a phenomenal job of illuminating a vast area without blinding oncoming traffic. The night vision package — while gimmicky — works well on dark roads to highlight animals or people who might dart out in front of the car. Otherwise, the Panamera is loaded with the sort of advanced safety features found in most competitive models.

User-Friendliness 8 / 10

The Panamera’s driving position is excellent and clearly aimed at driving engagement. The key controls and driver’s positioning in relation to the steering wheel and pedals are exactly what’s needed for enthusiastic driving, and feel more intimate and sporty than other large luxury cars. Outward visibility is very good to the rear three-quarters and out the back, and the view out front is expansive with the slight humps to the front fenders helping a driver position the car at speed. 

The repositioning of the gear selector to a dashboard-mounted toggle switch (as in the Taycan) takes a bit of getting used to for those conditioned to find a shifter on the console. The waterfall of buttons on the console of earlier generations of the Panamera has largely been integrated to the large touchscreen on the dash. And while the steering wheel feels great, the lack of a previous track or channel button remains a frustration for those who like channel surfing on the radio. At least the shape of the display and the round gauge graphics will appease Porsche traditionalists even in this digital era.

Practicality 9 / 10

Despite its impressive performance, Porsche’s big sedan is properly practical as a daily driver, too. Although its interior feels cozier than other large luxury sedans, it’s supremely comfortable for four adults (with a fifth squeezing in for short drives). There’s also enough room for luggage, with a cargo hold that swallows 478 L and expands to 1,312 L with the rear seat folded. The Panamera is even able to tow 2,200 kg (4,850 lb), putting it ahead of many crossovers in that regard.

Styling 9 / 10

Where the first-generation Panamera put function ahead of form, looking kind of awkward and bulbous, especially in the rear, the second generation was sleeker, and this third generation is sportier-looking still. The GTS models get slightly sportier finishes than the lower trims and here the long, low, and wide body hunkers down over the 21-inch wheels with their centre-locking hubs.

The front end presents the Porsche family face that’s found on all the other gas-powered models, while the roof line slopes down to a 911-esque butt with the PORSCHE script in relief. The profile features a character line that flows horizontally from the functional front fender vent, but otherwise it’s an appreciably clean, unadorned flank that will look good years from now. 

Inside, the Porsche family-look carries over with switchgear that’s common across an increasing number of models. The dash-wide series of screens is contemporary, but the instrument display is still meant to recall the classic Porsche gauge pods of years gone by.

Value 7.5 / 10

When compared with other large luxury sedans, the Panamera GTS seems at first to fall short in terms of value. While build quality is impeccable, the finishes aren’t necessarily as decadent as those found in other luxury cars costing the $173,400 before options, freight, and tax this one does — and that’s to start.

But from a performance standpoint, and factoring in how joyful the Panamera GTS is to drive, it possesses excellence in a different form that will appeal to drivers who value performance over panache, making it feel a reasonable value, even with the options added to this test car that pushed it north of $200,000 before taxes.

The Verdict

The Panamera has always filled an interesting niche for drivers who want a comfortable, premium sedan that offers the usability and functionality of a high-performance crossover. As with the same trim applied to Porsche’s other models, with the 2025 Porsche Panamera GTS, those three magical letters represent the sweet spot in the lineup thanks to exceptional performance, style, and functionality.