As a name, the Porsche Panamera 4S E-Hybrid Sport Turismo is a big shot. But as a car, it’s absolutely brilliant. That’s all. This is the advantage.
- Brilliant PHEV powertrain
- A little more space in the trunk
- Excellent craftsmanship
I do not like
- Some wobbly brake mixing
- Console coating with anti-smudge magnet
Let’s analyze the name before finding out what’s new. 4S is the trim level, denoting its location above base 4 but below the warmer GTS and Turbo variants. E-Hybrid lets you know that there is a plug-in hybrid powertrain under the body. Sport Turismo, my favorite part, highlights the fact that it is a chariot. Put it all together and you’ve got a name that’s dense enough to defy the SEO title’s character count.
The 4S part, which is a new addition to the E-Hybrid range for 2021, is very powerful in its own right. A 2.9-liter twin-turbo V6 forms the first half of the equation, alone producing 443 horsepower and 405 Nm of torque. It then connects to a 17.9 kilowatt-hour battery (from 14.1 kWh in 2020 and earlier variants) and an electric motor to produce a net power of 552 hp and 553 lb-ft. The 4S E-Hybrid can act as a pure electric vehicle for a period of time, or it can function more like a traditional gas-electric hybrid, mixing power sources for a balance of efficiency and fun.
2021 Porsche Panamera 4S E-Hybrid Sport Turismo is a strong car with a long name
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If you were worried about Porsche’s foray into hybrids, it’s safe to say you can wholeheartedly embrace it. I certainly do. The Panamera 4S E-Hybrid’s powertrain is fabulous, aided in part by a number of vehicle modes that change the way the car generates, directs and conserves power. Leave it in the default Hybrid Car and it will use electricity at slower speeds and with a slight throttle. If I want to charge the battery on the highway for later use in the city, where it is more efficient, I can put the car in charging mode or I can put it in Sport Plus, which not only charges the battery but also provides maximum driving force as needed. . This mode can be a bit intense in everyday use, but that’s okay, because I can adjust the stiffness of the air suspension independently.
The number of mode combinations can be daunting at first, but as I experiment with them, I realize it just means more people can manage the car’s systems to create a setup that works for specific needs or wants. The roads in Detroit are bad, for example, so it only makes sense that I want a smooth suspension (but I still have enough power to get me off those roads as fast as the law allows).
Under pure electric power, the Panamera 4S E-Hybrid is an almost silent delight. The interior is quiet except for a hint of hum from the electric motor, which changes the tone slightly as the seven-speed PDK dual-clutch transmission pits its way up or down. The feds say the Panamera’s lithium-ion battery is good for about 18 miles on a single charge, but is capable of navigating 23 – including a highway with 75 mph traffic flow – before the V6 enters. at stake. you never need to plug in your car if you balance the modes correctly, but if you plan to use a wall charger at home, I’d recommend opting for the $ 840 charging upgrade, which doubles the vehicle’s potential charging power from 3.6 kilowatts to 7.2.
If I’m feeling a little livelier, the 4S will happily play along. The V6 sounds great as it makes its way up and down the tachometer, and the extra boost from the electric motor means there’s just a mountain of torque waiting in the wings at every possible moment. The air suspension does a great job of eliminating roll on tree-lined hairpin bends, and combined with a slightly tweaked steering system that still feels as excellent as before, the Panamera 4S E-Hybrid has no problem pretending it’s much lighter than its corpulent Curb weight of 5,042 lbs suggests.
My only real complaint comes from the brakes, which Porsche has optimized via software for 2021. The automaker says the feel is more progressive now, but the transition between regenerative and mechanical braking is still very obvious and a bit of a hassle. for my taste, preventing me from stopping as I would like.
While the Porsche Panamera 4S E-Hybrid Sport Turismo is a wagon, it doesn’t really add up that a lot of practicality. There’s plenty of room to access the cargo areas on both variants, since the regular Panamera is technically a sedan, and the longer roof adds just 0.7 cubic feet of capacity for 15.0 cubic cubes net. They will both handle groceries, pet food, and whatever you can push back there, but it’s worth noting that some of the space is taken up by the E-Hybrid portable charger case, if you choose to take it with you. That roof also adds $ 4,000 to the base price of a non-Sport Panamera Turismo, but it looks a thousand times more attractive, so I think it’s worth the 3.5% MSRP.
The rest of the 4S E-Hybrid’s interior is pretty sharp, in part due to my tester’s beautiful Marsala red leather interior (and, at $ 3,790, expensive). True aluminum cladding brings a certain unique tactility into the equation, although the usual glossy black material still covers the backlit center console and its many integrated buttons, which pick up visible fingerprint smudges like nobody’s business. Maybe the rich have more effective hand soaps, I don’t know. The 14-way electric front seats are supportive, and while the rear seat is technically a bench with three seat belts, anyone stuck in the middle has to ride a surprisingly wide center console. But at least there is more space than I will ever need.
I’m a big fan of Porsche onboard technology. The 12.3-inch touchscreen running the Porsche Communication Management infotainment system is easy to read, and although the menus are dense, it doesn’t take long to get used to navigating the multiple pages of features. wirelessit’s also standard, which is great. The gauge displays flanking the speedometer bring some information closer to the road and the steering wheel buttons make it very easy to retrieve the data I think is most relevant. On the safety front, Porsche has made lane keeping assistance and traffic sign recognition as standard, and if you drop $ 4,550, you get the full complement of modern driver assistance systems, plus a surround-view camera. . Parking sensors are standard, however, to make sure that the bumpers remain not bumped.
There is an easy way to know if a particular Porsche is hybrid or not: the brake calipers. If they’re lime green, as they are on my tester, then you’re probably fixated on an E-Hybrid variant. Aside from a couple of small E-Hybrid badges and a second charging flap, it looks like any other Panamera Sport Turismo. All Panamera have been updated for 2021 with Porsche’s SportDesign front fascia, which looks good. Otherwise, you know, it’s just a big Porsche.
However, it may take some complex financial maneuvering to get the Panamera 4S E-Hybrid Sport Turismo into your driveway. It will cost no less than $ 118,650 including the destination for one of these green cars, and Porsche’s vast library of a la carte options can send that price into space faster than a Falcon 9. That’s the case with my tester, who runs a out- the price at the door of $ 140,210. office
Still, nothing else can really hold a candle to the Panamera 4S E-Hybrid Sport Turismo. It’s absolutely brilliant in execution, whether it’s the way the powertrain works or how gorgeous the full leather interior is. It looks great, drives great, it’s just … great.