The Porsche Panamera 4 E-Hybrid is one thing, but the 2025 Porsche Panamera GTS is another.
V8 power, no waiting.
With nearly 500 horsepower and 500 lb-ft of torque, that’d better be the case. All-wheel drive gets all that grunt to the ground.
You’ll have to watch the video — or read the transcript below — to find out the rest.
Views on Vehicles focuses on new car reviews and news, presented by Robin Warner, a perennial car nut. The reason for the channel’s focus becomes crystal clear when you look at Robin’s experience. He spent five years of his adult life as an engineer: four years in traction and stability control calibration, and little over a year in vehicle dynamics. He also spent 15 years of his adult life as an editor at various magazines, including stints at Car and Driver, Road & Track and Autoweek.
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A transcript provided via AI and edited by a staffer is below.
[Image: YouTube Screenshot]
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Transcript:
This is the 2025 Porsche Panamera GTS, the most driver-focused and powerful non-hybrid third-generation performance sedan Porsche currently builds. However, it’s also the least powerful V8 Panamera available. Times are changing. For context, “least powerful” still means 493 horsepower and 486 lb-ft of torque, so performance remains strong.
Among non-hybrid Panameras, the GTS sits above the base Panamera and Panamera 4, which both use a twin-turbocharged 2.9L V6. But what does “driver-focused” really mean in this case? Let’s find out.
The base price for the 2025 Panamera GTS is $156,195. The test vehicle, equipped with several options, came in at $168,585. For comparison, the least expensive Panamera hybrid—the Panamera 4 E-Hybrid—costs $117,495.
From the outside, the GTS looks similar to the Panamera 4 E-Hybrid but includes subtle cues that set it apart. These include HD Matrix LED headlights with a darker finish and more black trim on the front fascia for a slightly more aggressive look.
Under the hood is a twin-turbocharged 4.0L V8 producing 493 horsepower and 486 lb-ft of torque. Its positioning—with much of the engine located behind the front axle and the transmission further back—contributes to better weight distribution.
The car tested came in optional Carmine Red paint ($1,490), which contrasts well with the black elements standard on GTS models. Standard 21-inch center-locking wheels finished in dark anthracite gray are paired with red brake calipers and slotted rotors. The car rides on staggered performance summer tires.
At the rear, blacked-out Porsche badging, dark tail lights, and an active spoiler—split and widening as it deploys—differentiate the GTS. Cargo space measures 17 cubic feet, expanding to 46 cubic feet with the rear seats folded and the privacy panel removed.
Inside, the rear seats offer decent comfort, especially with the optional $1,320 four-zone climate control system. Despite slightly low seat bottoms, thigh support and headroom are adequate. Standard soft-close doors add a premium touch.
Up front, the GTS features standard 18-way adaptive sport seats and a Carmine Red GTS interior package ($5,240), including Racetex faux suede on the seats and steering wheel. The steering wheel includes a drive mode dial and a Sport Response button, which offers peak performance for 20 seconds.
Displays include a 12.6-inch digital instrument cluster and a 10.9-inch center touchscreen with wireless Apple CarPlay and Android Auto. Heated front seats come standard, and the test car also included an optional $1,370 thermal and noise-insulated windshield.
Drive modes include Normal, Sport, and Sport Plus. Sport disables start-stop and activates the sport exhaust. Sport Plus further stiffens the adaptive air suspension and lowers the ride height. The active spoiler can also be deployed manually.
The GTS’s 4.0L twin-turbo V8 is shared with the Turbo and Turbo S E-Hybrid models but tuned for slightly less power. Compared to the outgoing GTS, it offers 20 more horsepower. This version uses single-scroll turbochargers and high-pressure (350 bar) fuel injectors for precise combustion control.
Power is sent through an 8-speed PDK dual-clutch transmission shared across the Panamera lineup, minus the electric motor in hybrid versions. Power goes to all four wheels, aiding traction and acceleration. Launch control is included, and Porsche claims a 0-60 mph time of 3.6 seconds.
Fuel economy is 16 mpg city, 24 mpg highway, and 18 mpg combined—only slightly worse than V6 non-hybrids. Given the power and sound, many will find the trade-off worth it.
The standard air suspension and PASM (Porsche Active Suspension Management) adaptive dampers offer comfort in Normal mode and increased stiffness and control in Sport Plus. Dual-valve shocks allow independent adjustment of compression and rebound. Rear axle steering, an option on the test car, improves both low-speed maneuverability and high-speed stability.
Handling is neutral and responsive, with limited body roll and fast steering. Porsche Torque Vectoring Plus helps rotate the car on power. In spirited driving, the Panamera GTS shows impressive balance, with slight understeer at the limit but strong overall grip.
Highway comfort is equally impressive. The engine hums quietly at cruising speeds, the ride is smooth, and wind noise is well-isolated, thanks in part to the optional thermal and noise-insulated glass. Road noise is slightly higher than expected but not intrusive.
The downside is, of course, the price. Starting above $150,000, the GTS is inaccessible to most. But for those who can afford it and want a car that blends performance, comfort, practicality, and style, it delivers. If driving enjoyment is the goal and you only need one car, the Panamera GTS is a compelling choice.
I’m Robin Warner. Thanks for watching.
