Using the uprated 4.8-litre naturally-aspirated V8 engine from the S/4S, the GTS gains 30 bhp and 20 Nm of torque resulting in 424 bhp at 6,700 rpm and 520 Nm at 3,500 rpm.

The GTS’ naturally-aspirated V8 drives all four wheels via a seven-speed Porsche Doppelkupplungsgetriebe (PDK) transmission and can accelerate from 0-62mph in 4.5 secs, reaching a top speed of 179mph. Combined fuel consumption is 25.9mpg with CO2 emissions of 256g/km.

Porsche have developed a Sound Symposer which directs intake noise from the engine into the interior at the touch of a button. By activating the Sport button, intake vibrations between the throttle valve and air filter are channelled via the A-pillar to enhance the driving experience.

The GTS also comes with an adjustable sport exhaust, controlled by a switch in the centre console, which features a “last mode” function that remembers the last setting and restores it when the engine is started.

More sporting chassis

As you would expect of a GTS model, adaptive air suspension has been fitted as standard combined with Porsche Active Suspension Management (PASM). The result is an increase in both comfort and driving dynamics achieved by adjusting the spring rate and electrically adjusting the damping system, combined with a self-levelling height adjustment function.

With the air suspension at its normal level the Panamera GTS sits 10 mm lower than the other models in the Panamera range and its damping is designed to be tauter, reinforcing the sporting personality. Dynamic performance is further enhanced by the combination of 19-inch diameter Panamera Turbo wheels, 5 mm rear wheel spacers and larger brake discs from the Turbo – recognisable by their red brake callipers.

The Panamera GTS is also equipped with the Sport Chrono package as standard, which tailors the responsiveness of the engine, transmission and chassis according to the driver’s preference. In the ultimate Sport Plus mode, the adaptive air suspension lowers the vehicle to its low setting and switches to a harder spring rate. The rear spoiler angle of attack also changes to a pre-set performance-oriented position.

How about a few more acronyms?

PDCC with PTV Plus represent Porsche Dynamic Chassis Control (PDCC), which limits body roll during cornering by using active front and rear anti-roll bars and Porsche Torque Vectoring Plus (PTV Plus), which varies torque distribution to the rear wheels by an electronically-regulated rear limited slip differential.

Design and equipment

For GTS read Turbo-lite – you’ll see the Turbo’s Sport-Design front-section together with its adaptive four-way rear spoiler.

The appearance of the Panamera GTS is further characterised by numerous black exterior styling details, including high-gloss black for the side window trim, decorative trim on the rear lid, the headlight washer unit cover, the rear diffuser and the side air outlet panels.

A further tell-tale sign are the GTS’ Bi-Xenon headlights with black inner bezels. These feature four LED daytime running lights, as per the Panamera Turbo, which are located in the main headlight cluster. The Panamera GTS is available with the option of Carmine Red paint, first introduced on the Cayenne GTS and with a choice of leather and Alcantara covering the adaptive 18-way adjustable sports seats.

The SportDesign steering wheel with PDK shift paddles and twelve o’clock marking on the steering wheel rim enhance the GTS’ dynamic looks and sporting functionality, whilst ‘GTS’ lettering is liberally applied on the front door entry guards, instrument cluster and the embroidered headrests.

Porsche has put together special optional equipment packages married with a black interior, exclusively for the Panamera GTS. The decorative stitching on the foot mats, top of the dashboard, upper edge of the door, armrest, door trim and centre console, the door closing handle along with the seat stitching are executed in Carmine Red or GT Silver.

The Porsche Panamera GTS will be on sale in the UK from February 2012, priced from £90,409.

Gallery

So when Porsche released details of its new 911 earlier this week, you can imagine the attention it must have received in the boardrooms of Maranello, Gaydon, Munich and Stuttgart.

The salient points which will have gained most attention from their rivals include:

Porsche have also developed new active control systems such as the Porsche Dynamic Chassis Control (PDCC) active roll stabilisation system, which is available for the first time on the 911 Carrera S.

Despite these improvements Porsche have chosen to price the new 911 at a 3-4 % increase over the outgoing 997, although they have not as yet confirmed the new car’s standard level of specification. In Germany this translates to 88,038 euro for the 911 Carrera and 102,436 euro for the 911 Carrera S (incl. VAT), which is bound to give Aston Martin plenty to worry about.

So is the new 911 the best car in the world? Well I can’t think of another car which balances the seemingly contradictory elements of performance, emissions, dynamics and usability within such a well honed package. It’s certainly not cheap, but this might just be all the car you’ll ever need.

Gallery

The all new Porsche 911 – codenamed 991 – will debut at the Frankfurt motor show next month and reach customers by the end of 2011.

The 991′s styling is evolutionary but significant changes have been applied under the skin. First and foremost the 991 is 56mm longer, 65mm wider and 11m lower than the 997, with most of the extra length being added to the wheelbase.

As with every 911 model since its inception in 1963, the 991 continues to be propelled by a rear-mounted flat-six engine powering the rear wheels (with 4WD versions of higher-powered models, as with the 997).

S models will be powered by an updated 400 bhp version of today’s 3.8-litre engine found in the Carrera S, but the entry-level 991 will receive a 3.4-litre engine, downgraded from the 3.6-litre powerplant currently found in the 997 Carrera. Despite the reduction in capacity, power is said to have risen by almost 10 bhp to 350 bhp. A Hybrid powered version will also join the range.

The 991 draws many of the styling cues from the Panamera, most notably within the interior where it receives the inclined centre tunnel and Panamera style switches. But it’s still clearly a 911 and although larger than the 997 is substantially lighter.

Most of the visible changes to the 991 focus on its rear-end – with a narrow strip of lights blending into a prominent body-width panel containing the retractable rear spoiler.

No doubt we’ll soon receive the full technical details together with a sassy promo video, so keep an eye on our Twitter feed @DriversRepublic for further news.

Gallery

It’s a complex tale, which perhaps also describes edo competition’s Moby Dick Panamera Turbo, a car that has taken 2 years to complete its development and reach the market.

Don’t get too distracted by the visual cues of this demo car – edo competition are bespoke tuners, so we’re sure you could specify a ‘delete’ option for the Mansory aerodynamic package. The new rear valance however provides more space for the high performance exhaust system developed by edo competition, featuring four large stainless steel exhaust tips and butterfly valves.

The edo electronic lowering module offers precise handling and improved vehicle dynamics and the new 22 inch wheels do their part to enhance the Panamera’s athletic appearance, if not its ride quality. If desired, the wheels can be custom painted to match the exterior of the vehicle or to provide a contrast.

The main focus, however, was on performance.

It’s not that a stock Panamera Turbo is short on power, but if a customer asks for an extra helping, edo competition is more than happy to accommodate these wishes and come up with a professional solution.

After a development time of almost two years, the technicians have finalised an engine that is – in contrast to the efforts of many other tuners – not the result of a project with ever-increasing power targets and a multitude of tweaks, but one that was designed for big power from the outset. The output of the Panamera’s twin-turbo V8 was increased from 493 bhp to 739 bhp, enabling the four-door saloon to accelerate from zero to 62 mph in under 4 seconds, and to achieve an electronically governed top speed of 211 mph, depending on the tyres.

As part of the engine modifications, the exhaust system was also completely redesigned. The revised tips complement the design of the new carbon fibre rear valance and a fantastic exhaust note adds to the driver’s enjoyment.

An upgraded interior provides the finishing touch, although as with the exterior the choices can be adjusted to suit the taste of each customer.

All modifications are carried out exclusively at edo competition’s workshop in Ahlen, and unlike the original Moby Dick can be supplied in colours other than white.

Photo Gallery

Billed as a ‘new sporty model range’, the Cajun will be lighter, more efficient and less compromised in its dynamics and performance than the larger Cayenne. The recently updated Cayenne has helped consolidate Porsche’s position in the SUV sector and gave the Supervisory Board sufficient confidence to further expand its presence in the segment.

The Cajun will deploy typical Porsche features such as light weight, ease of handling and agility, providing an attractive entry model into the Porsche world and attracting new and even younger customers to the premium brand.

Just last week Porsche announced that sales had climbed 80 percent to 2.1 billion euros, spurred on by higher demand for the Cayenne and Panamera, however Porsche’s planned combination with VW is being delayed until U.S. lawsuits and some German tax-related hurdles are resolved. You may remember the controversy created in 2008 by former Porsche CEO, Wendelin Wiedeking, when Porsche announced it had secured 74pc of VW, which sent VW shares soaring and then falling resulting in more than €30bn in losses for the hedge funds involved.

Despite the subsequent fall-out it should still be a matter of ‘when’ rather than ‘if’ VW eventually absorbs Porsche into its ranks, and the Cajun represents the first of many new Porsche models we can expect to see as a result of the group’s integration.

The Panamera Turbo “Powerkit” contains two new turbochargers with titanium-alloy turbine wheels.  The ECU has also been adapted to raise maximum torque from 700 Nm to 750 Nm, or to 800 Nm if you also select the Sport Chrono package and use its over-boost mode.  In Sport Plus mode, the Panamera Turbo with Powerkit accelerates 0.1 sec faster than the standard car, reaching 62mph from rest in 3.9 sec. Top speed is 190mph (305 km/h) compared with 188mph (303 km/h).

Porsche's Panamera Turbo Powerkit will carry its occupants toward the horizon at an alarming pace

The Sport Design Package includes a unique, body-coloured nose with wider black air intake grilles, separate side skirts and the standard, body-coloured rear underbody apron with diffuser and fins. Starting from October 2010, the Sport Design Package will be available from Porsche Exclusive for £2,516 including VAT, or for retro-fitting from Porsche Tequipment.

The new 20-inch Panamera Sport wheels bring further choice to the range of alternative alloy wheels available. The light alloy multi-spoke wheel is 9.5″ wide on the front, and 11.5″ wide on the rear. The wheels are available from Porsche Exclusive in GT silver metallic, black, or co-ordinated in body colour from £2,247 including VAT (£1,058 on Turbo models). The wheels are available in GT silver metallic and black for retro-fitting from Porsche Tequipment.

Both visual and performance upgrades are available on new cars or as retrofits

The Powerkit will be available from September 2010 at a price of £11,118 including VAT. Porsche Tequipment will launch the Powerkit as a retrofit kit from November.

To hit 62mph from zero in under four seconds in this type of car is a real landmark in motoring and lays down a big marker in the sand for the next evolution of the BMW M5 to surpass.  Show us what you’ve got Munich ….

Lamborghini currently produces two models in the Gallardo and Murcielago and there is obvious appetite to produce a third car not just for diversification reasons but also financial.  Despite the recovering economy, half-year sales are down for the Italian company 18% on last year.

A third model could be a way to raise revenue in the long-term as Lamborghini looks to potentially lock horns with the Porsche Panamera, Maserati Quattroporte and Aston Martin Rapide.

Would you take a four door Lamborghini over an Aston Martin or Porsche equivalent?

A four door “Lamborghini Estoque” concept car was first shown in 2008 at the Paris Motor Show, underlining the seriousness of Lamborghini to go down the executive luxury car route.

Whether Winkelmann will green light a four door Lamborghini and how much it will resemble the Estoque remains to be seen.

Measuring from front to back a lengthy 5.3m, the Metropolis is evidently Citroen’s luxurious answer to Aston Martin’s Rapide and Porsche’s Panamera.  The Metropolis will also heavily feature hybrid technology thanks to an electric motor mated to a hybrid drivetrain that also connects the 7 speed, dual-clutch 272 bhp 2.0L V6 powerplant.  When wanting to make brisk progress to a business meeting, maximum power increases to 460bhp as electric and petrol motors join forces to deliver impress performance.

Citroen continues its recent aggressive styling with the Metropolis

Citroen’s renowned Hydractive suspension returns to muzzle any bump in the road and appearance wise the Metropolis has chameleon features to it in the form of its body colour that subtly changes under differing light conditions.  We’ll let you be the judge of the style contours and whether its streamlined appearance is to your liking.  One thing you can’t level at Citroen though is that it lacks boldness in its designs.  There’s been a trend recently for concept cars to make it into production with little changing in the way of the original design, so let’s hope the Metropolis continues along that trend.

Are you a fan of the Metropolis then?  Or would you rather cruise up and down the Autobahn in a Rapide or Panamera?  Check out this teaser video of the Metropolis on our SkiddPlayer to try and help you answer these questions.

If you’re reading this and thinking “Why should I care about a Chelsea Tractor with yet more performance?”, then give me a moment to explain.

Introducing the Cayenne S Hybrid
If you visited the Geneva show in 2009 then you’ll probably have noticed the Cayenne Hybrid displayed in all its frameless splendour, and Porsche are now using the Cayenne S Hybrid to showcase the introduction of this new generation of their SUV.

The Cayenne S Hybrid features a sophisticated parallel full hybrid drive, using a 328 bhp supercharged 3.0 litre V6 petrol engine accompanied by a 46 bhp electric motor to produce 375 bhp (380 PS) and 580 Nm/427 lb-ft at just 1,000 rpm. Porsche are most proud of the Hybrid’s fuel efficiency claiming 34.4 mpg imp, which equates to CO2 emissions of just 193 g/km.

The big news however about Porsche’s Cayenne S Hybrid is the price, which at 78,636 Euros (in the German market including 19% VAT) is just 6,000 Euros more than the regular V8 Cayenne S.

Porsche are claiming that the Cayenne S Hybrid delivers similar acceleration to the Cayenne S, making it quite an attractive proposition bearing in mind that V8-engined Cayenne S achieves 26.9 mpg on the combined cycle.

In the Hybrid the two drive units are connected to one another by a separator clutch masterminded by the Hybrid Manager. Indeed, this separator clutch is essential to run the Cayenne S Hybrid either on its electric motor or combustion engine alone, or with both drive units operating together. Given a reserved, moderate style of motoring, for example in a residential area, this allows the driver to cover short distances on electric power alone and therefore absolutely free of emissions and with hardly any noise, driving at a speed of up to 40 mph.

To ensure fast acceleration when setting off, the electric motor may however serve to provide additional thrust through its boosting effect. Intelligent management of the separator clutch makes the transition among the hybrid-specific driving modes most inconspicuous, comfortable and quick for the driver. At the same time the combustion engine may be completely switched off at speeds of up to 156 km/h or 97 mph, being fully disengaged from the drivetrain when no further power is required. In this so-called sailing mode, cruising along without power, the drag forces exerted by the combustion engine and their braking effect are eliminated in the interest of lower drive resistance and fuel consumption.

The Cayenne range now comprises 5 models; 3.6-litre V6 Cayenne (300 bhp – 28.5 mpg), 3.0-litre Cayenne Diesel (240 bhp – 38.2 mpg), 4.8-litre V8 Cayenne S (400 bhp – 26.9 mpg), 3.0-litre Cayenne S Hybrid (380 bhp – 34.4 mpg) and 4.8-litre V8 Cayenne Turbo (500 bhp – 24.6 mpg).

A lighter more dynamic SUV with less focus on its off-road prowess
The Cayenne has traditionally been one of the most competent SUV’s off-road, but Porsche have acknowledged that most owners rarely take advantage of such capabilities and therefore in the interest of efficiency and dynamic prowess (on-road) the Cayenne loses some of its heavy-duty 4×4 metalwork saving 180 kg or 400 lb (for the Cayenne S) in the process.

Despite the reduction in weight, there’s more space inside the Cayenne – the wheelbase is now 40 mm or almost 1.6” longer. In all, the new Cayenne is 48 mm or 1.9” longer than its predecessor. But despite its larger exterior dimensions, the new generation of the Cayenne is said to feel far more compact and dynamic.

Porsche gets its own Efficient Dynamics religion
Ask any motoring journalist who regularly wades through pages of press materials and they’ll tell how much they’re irked by BMW’s constant reinforcement of the words ‘Efficient Dynamics’ in nearly every paragraph… Well Porsche have coined their own catchy phrase, “Porsche Intelligent Performance” which I’m sure we’ll hear plenty more about in 2010.

“Porsche Intelligent Performance” is all about more power on less fuel, greater efficiency and lower CO2 emissions. Sound familiar?

These objectives result, not least, from the introduction of the new Tiptronic S eight-speed automatic transmission with Auto Start Stop and a wide spread of gear ratios, thermal management on the engine and transmission cooling circuit, on-board network recuperation, variable engine cut-off and intelligent lightweight construction.

Cayenne Turbo becomes more acceptable for those with a green conscience
If you’ve owned one of the first-generation Cayenne Turbos then you’ll be well aware how thirsty these beasts can be when driven enthusiastically, but Porsche have made great strides with the fuel efficiency of their sports-cars especially the Gen2 911 which we’ve regularly seen produce mpg figures in the late-20s.

Porsche are claiming that fuel consumption for this new generation of Cayenne is down by up to 23 per cent across the range, and this benefit is clearest when looking at the new Cayenne Turbo. The outgoing Cayenne Turbo was good for 19.0 mpg on the combined cycle but the new Cayenne Turbo, with its 500 bhp (368 kW) 4.8-litre V8 bi-turbo consumes just 24.6 mpg. That’s nearly 30% more efficient, which will delight those of us who’ve considered the Turbo a ‘guilty’ pleasure.

The new Cayenne will be on display at next-week’s Geneva show and will then go on sale from 8th May. UK prices are yet to be confirmed but in Porsche’s home market the range will start at 55,431 Euros for the 3.6 litre Cayenne up to 115,526 Euros for the 500 bhp Cayenne Turbo.

So, it looks like Porsche have pushed the boundaries with their new Cayenne – more dynamically capable on-road, much more efficient to drive and with a model to suit most SUV customers.

Sounds good, but what do you think about the way it looks…?

Equipped with PDK Porsche-Doppelkupplungsgetriebe (Porsche Double-Clutch Gearbox) and Auto Start Stop, both models consume far less fuel than their V8-engined siblings, achieving combined figures of 30.4 mpg for the two-wheel drive Panamera and 29.4 mpg for the Panamera 4.

19-inch all-year tyres with optimised roll resistance are available as an option to further reduce these consumption figures giving the Panamera a CO2 rating of just 213 g/km, with the Panamera 4 an equally impressive 220 g/km.

These frugal qualities are attributable to consistent lightweight construction, with the axles, doors, engine compartment lid, wings and the rear lid all made either from aluminium or a combination of aluminium and magnesium. At the same time the brand-new V6 power unit built at Porsche’s engine plant in Zuffenhausen and boasting a 90-degree cylinder angle is approximately 30 kg lighter than the eight-cylinder engine as featured in the Panamera S and 4S, thus contributing to the low overall weight of the Panamera of just 1,730 kg.

Like the V8 models, both the Panamera and the Panamera 4 are said to combine sporting character with a high standard of comfort and everyday driving qualities. Apart from the regular steel suspension available as an option with variable dampers, adaptive air suspension with additional air volume is also available on request. This provides a range of suspension characteristics extending from an even higher level of comfort at one end through to extremely sporting driving dynamics at the other.

The Panamera and Panamera 4 will be making their world debut at the Beijing Motor Show as of 23 April 2010, entering the German market in May 2010 and the US market from June. Prices start at Euro 75,899 (approx. £66,000), while the Panamera 4 fitted as standard with PDK Porsche-Doppelkupplungsgetriebe retails at Euro 84,110 (approx. £73,000) on the road, although UK retail prices are yet to be announced.

Watch the video on:

SkiddPlayer