Imagine your average four-door, four-seat grand tourer clocking — at worst — 4.5 seconds to 100km/h.

Then imagine the performance version lapping Germany's 21km 73-turn Nordschleife circuit in seven minutes and 38 seconds, the same time as a Porsche 911 Carrera S.

That's the reality of the new Porsche Panamera, which in looks and in performance is now more than ever a four-door 911.

The exterior has been reworked to give a more muscular look front and rear, while the "fly line"— the profile of the roof and windows — now bears some resemblance to the 911 (without having to squint).

Porsche has shoehorned in adaptive air suspension, adaptive damping and auto-turning LED headlamps.

The result is unreal. He launches, pretty much literally, from the pits and in 3.6 seconds the two-tonne car is clipping 100km/h and running hard.

In the cabin, seven-inch digital displays flank the central analog tachometer, there is a 12.3-inch multimedia screen and a touch panel in the centre console controls the infotainment and comfort software. In the rear, executive types set their own temperature and music preferences via a separate touch panel.

The difference is profound. The profusion of well-crafted switches seen in previous Panameras is now virtual, located under smoked tempered glass. The futuristic look matches its performance but will take some getting used to for more conservative types.

The engines are also new. There is the first application of the VW Group twin-turbo 2.9-litre V6 that Porsche helped develop with Audi, then there are the Porsche-conceived 4.0-litre twin-turbo V8 and the VW Group-derived V8 diesel, which Porsche says makes the Panamera 4S diesel the world's fastest production oilburner.

All are driven through an eight-speed dual-clutch transmission and, for now, all-wheel drive. Rear-drive variants will follow, as will the wagon-styled Sports Turismo.

Australian-spec cars will start at $304,200 for the Panamera 4S, rise by $7900 for the diesel version and top out at $376,900 for the Panamera Turbo.

To enhance the Panamera's already impressive price and performance, options include anti-roll bars, torque vectoring, rear-axle steering and a Chrono Sport pack that cuts 0.2s from any model's 0-100km/h time.

On the track

The chassis engineer smiles as I strap myself into the passenger seat to lap the EuroSpeedway in Germany. He's about to give a real-world demo of the tricky technology I've just been hearing about — three-chamber air suspension, Chrono Sport and the counter-rotating turbochargers nestled inside the Turbo engine's vee.

The result is unreal. He launches, pretty much literally, from the pits and in 3.6 seconds the two-tonne car is clipping 100km/h and running hard.

Algorithms are processed faster than drivers can input the data in the pursuit of the perfect cornering line.

As the digital speedo flicks north of 200km/h, he dabs the brakes and flicks left. Disbelief kicks in. The Panamera doesn't even tuck its nose, it just inexorably tracks for the apex, then moments later pulls lateral force in excess of 1.5G as it hangs on through a tightening turn. The balance is exquisite, as demonstrated with repeated power slides exiting the corner on to the back straight. The optional 10-caliper carbon ceramic brakes pull you up faster than a yell from your parents.

Even as the pedal is being pounded, you can feel the front suspension stiffen to counteract the braking pitch.

Watch in awe as engineering excellence and electronic alchemy combine. Algorithms are processed faster than drivers can input the data in the pursuit of the perfect cornering line. Porsche uses a central controller to monitor and adapt all of the chassis features to that end, gauging longitudinal, lateral and vertical forces on the car's suspension and adjusting power outputs accordingly.

On the confines of a racetrack at least, it is a hugely convincing vehicle fusing limousine luxury with sports car prowess.