The Panamera is the Porsche brand’s first production four-door sedan. It came out back in April 2009 and frankly, its design was more controversial at the time, than the fact it was a four-door Porsche sedan. The looks were purely function over form since the back-then CEO, Wendelin Wiedeking’s priority above all else, was for the car to seat four tall adults comfortably. Fast-forward to 2024 and the Panamera is now in its third generation and thankfully, I can say that it’s a lot better looking than before. However, with the introduction of the all-electric four-door Porsche Taycan – the brand’s first EV, along with subsequent decline in the sale of sedans in favor of SUVs – the Panamera seemingly doesn’t make sense. But, despite those plummeting sales numbers, Porsche has decided to, not just keep the Panamera around, but also give it cutting-edge tech like the new, high-end, Active Ride suspension and other innovative technologies. Now my argument is that Porsche doesn’t do things for no reason, so here’s what this could mean for the Panamera’s future.

The New Active Ride Suspension On The Porsche Panamera Is A Game-changer

For 2024, all Hybrid Panameras get the Active Ride Height (1P8) as optional equipment, with the top-spec Panamera Turbo S E-Hybrid, getting it as standard. The same system is also available on the 2025 Porsche Taycan and features two-valve shock absorbers and single-chamber air springs. Porsche Active Ride offers real-time, individualized damping control at each wheel, responding instantly to road conditions. The suspension also does away with the traditional anti-roll bars since the active dampers can compensate for lateral movement. They also incorporate the function of the PDCC (Porsche Dynamic Chassis Control) Sport. Each damper features an electrically driven hydraulic pump that allows the dampers to adjust 13 times per second.

The volume flow generated inside each shock allows even the heaviest Porsche Panamera to follow the contour of the road, making for an even smoother driving experience while retaining maximum grip and stability levels. The Active Ride Suspension allows the Panamera to tackle less-than-ideal roads with confidence as the car doesn’t get upset and stays permanently planted on the ground. In the real world, what this means that is the flagship Porsche sedan can offer a sporty drive, without making compromises of offering a luxury car ride. Take a look at the system in action, in the video below, as there is a significant difference in how this system compares to a Panamera without this system.

Porsche’s Active Suspension will set you back $7,150, and I think it’s money well spent considering the following advantages:

• Dynamic load distribution: The active Suspension takes into account wheel load distribution, differential lock, vertical, longitudinal, and lateral forces

• Dynamic ground clearance: The active Suspension lowers the ride height under braking to reduce wheel load transfer while increasing the camber for maximum traction

• Insulation against uneven surfaces: The system detects and balances out road imperfections, minimizing body movement

• Superior body control: The suspension includes active cornering dynamics where Porsche’s Active Ride compensates and even overcompensates (when needed) for the body pitch and body roll (lateral movements) when taking corners even at a quicker pace. It also provides better acceleration and braking comfort - it works on the same principle as the active cornering dynamics but for longitudinal movements, generated under braking and acceleration

• Comfort entry and Smart lift: Similar to the Active Ride’s dynamic ground clearance capabilities, the ride height can be raised for easier ingress or egress. The system works with location data stored by the driver, preventing the Panamera’s body from scraping

Porsche’s decision to hang on to the Panamera could also have something to do with eFuels

As a sportscar company, Porsche has been working hard to keep the internal combustion engine alive. One way it is doing that is by electrifying the majority of its model range, including the 911, which now features the T-Hybrid powertrain on the 992.2. This has inadvertently coincided with hybrids making a comeback, as a result of the slowdown of EVs sales.

The other way is to make sure the fuel is carbon-free. Porsche’s stance on alternative fuels for combustion engines is flexible and even hydrogen is on the table. That said, the German automaker is already producing synthetic fuels, which despite featuring the same molecular structure as traditional gasoline, is carbon-free.

Coming to the Panamera, Porsche has also been extensively using the four-door sedan as a test bed for synthetic fuels. I can only guess why Porsche has chosen the Panamera as a test car for its eFuels. It is likely because it features the most versatile engine lineup and it is the brand’s only sedan to pack an internal combustion engine.

As for the Panamera’s market positioning, Porsche wants the all-electric Taycan EV to be its sporty sedan offering, whereas the Panamera will be its luxury offering for the segment. Now unlike the Panamera, the Taycan continues to be offered in a variety of body styles, including the Sport Turismo and the more rugged-looking Cross Turismo. For now, it seems like the Panamera along with its innovative e-Hybrids will tag along with the Taycan, at least for a few more years, for the sake of diversity, until an all-electric variant of the four-door sedan, shows up in the future, likely to sit above the Taycan.

But despite slowing sales, Porsche is continuing to push the Panamera and these potent new hybrids, including the Turbo S E Hybrid, which despite its massive weight of 5,311 pounds, has managed to become the fastest sedan around the Nürburgring](ar6859). Also, as I previously mentioned, with hybrids making a comeback, this might just be the saving grace for the slow-selling Porsche Panamera.

GALLERY