If you are interested in the Porsche Panamera, you are in luck. We’ve tried quite a few recently, sinceto the to the to the model presented here: the higher-level Turbo S E-Hybrid. At $ 191,150 to get started (including $ 1,350 for the destination) it’s one of the most expensive Panamera you can buy. But yowza, you get a lot for your money.
- Huge amounts of power
- Exceptional handling
- Practical body style
I do not like
- Frustrating technology
- Lack of standard driving aids
- No Android Auto for now
The Panamera Turbo S E-Hybrid uses a plug-in hybrid powertrain, pairing a 4.0-liter twin-turbo V8 with a 100-kilowatt electric motor. All in all, this car produces 690 horsepower and 641 foot-pounds of torque – and with an 8-speed automatic transmission and all-wheel drive, Porsche claims this big PHEV can accelerate to 60 mph in a jaw-dropping 3 seconds.
The E-Hybrid part of the equation involves a 17.9-kilowatt-hour battery which the EPA says should be good for around 17 miles of electric range. When starting the Panamera, the default setting is Hybrid Auto, which relies on electricity most of the time, unless the battery needs to be charged or requires more power. If there’s enough charge in the battery, I can switch to an all-electric mode that’s perfect for running errands in the city, although it’s worth noting that the Panamera can run in EV mode at speeds up to 87 mph.
2021 Porsche Panamera Turbo S E-Hybrid: the plug-in hybrid with panache
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Gaining speed, the Panamera starts in bursts, pushing my head back and making my belly do flip-flops. Sport Plus mode ensures the engine stays on all the time to meet my need for instant speed, and the Panamera’s suspension stiffens to provide excellent cornering composure. The Turbo S E-Hybrid weighs over 1,000 pounds more than the base Panamera, but still feels just as nimble and nimble. The standard rear axle steering definitely helps, giving the rear wheels a bit of a push in the direction I’m turning. Heck, I almost forget I’m in a hybrid as Sport Plus mode opens the exhaust to make that V8 roar. Yes, man, this is my kind of hybrid.
Huge carbon ceramic brakes keep the Turbo S E-Hybrid in check, with 16.5-inch front rotors with acid green painted 10-piston calipers at the front and smaller 16-inch rotors with 4-piston calipers at the rear. These stoppers safely slow me down before every corner as the transmission reads my mind and downshifts under braking, so I have all the power I need out of corners. My tester’s 21-inch wheels are wrapped in Michelin Pilot Sport 4S tires, which grip like business. It is pure joy to drive.
Unfortunately, the brakes aren’t that great at lower speeds in town. The stopping force is not linear and I feel like I’m throwing my passenger forward with my jerky, jerky braking. “It’s the car, I swear!” For the rest of the time, however, the Panamera’s standard drive mode offers a smooth ride, and should I need to make a quick pass, the Sport Response button gives me 20 seconds of total boost without the need to change to Sport or Sport. Plus.
When it comes time to charge, I’m sure most buyers will rely on tier 2 home chargers or public stations. But if you need to use the provided plug to charge from a standard household outlet, get ready for a nice process. To connect, the charger requires you to open the lid slightly to access the control unit and insert the plug until resistance is felt. Then open the lid completely and insert it all the way. Then you fasten it with a screw. The fact that I have to open the driver manual just to understand how the plug works is a bit ridiculous. Shouldn’t I just be able to, you know, plug it in? However, in a Level 2 public station, the Panamera’s battery is fully charged in about 2.5 hours.
At the end of my week with the Panamera Turbo S E-Hybrid I drove just under 500 miles with an average fuel consumption of 21.9mpg. The EPA rates the Turbo S E-Hybrid at 19mpg combined, so they are ahead. 75.3 full miles of that drive was done on electric power, at an average of 0.3 kWh per mile. The EPA rates the Turbo S E-Hybrid at 48 mpge or 70 kWh per 100 miles. My math tells me I used 30 kWh to travel 100 miles, which is great.
canfor detailed thoughts on the interior and despite a $ 100,000 price difference, the Turbo S E-Hybrid’s cabin isn’t much different. The front and rear seats are heated, but my tester has the optional ventilated chairs ($ 840). There is leather everywhere and the interior has all the quality and craftsmanship you would expect from a Porsche.
Problems? This car lacks a lot of standard driver assistance features, the infotainment setup is pretty difficult to use, the cup holders are terrible, and the only way to control the central air vents is through the touchscreen system.
The Porsche Panamera is available in no less than 21 trim levels and each of these has a real crap of options. Personally, I would probably only be left with the less expensive Panamera 4S E-Hybrid –, duh – as it has more than enough power with the same luxury and technology. It’s also a lot less expensive than my tester, which comes in at $ 206,860 including the destination.
Still, it’s hard to fault a car that does everything like the Panamera Turbo S E-Hybrid. It has tons of power, the practicality of a sedan and usable rear seats, making it a sports car for people with common sense. Sure, there are better values to be had in the luxury space, but none of them can touch the Porsche’s performance.