The new Porsche Panamera Turbo S E-Hybrid is now the most powerful variant in the completely revamped product line, combining a 420 kW (571 PS), four-litre biturbo V8 with a 100 kW (136 PS) electric motor. Its all-electric range has been increased by up to 30 per cent thanks to a new 17.9 kWh battery and optimised driving modes. Panamera 4 E-Hybrid Sport Turismo. From $ 113,000 *. 455 hp. Max. power combined. 4.2 s. 0 - 60 mph with Sport Chrono Package. 174 mph. Top track speed (with summer tires) Selected. 2022 Porsche Panamera 4dr Sedan (2.9L 6cyl Turbo 8AM) cost to drive estimates are based on your driving inputs and energy estimates of $4.01 per gallon for premium unleaded in Virginia. $242 Exclusive Manufaktur. 21" Exclusive Design Wheels in Exterior Color. $1,540. Exclusive Manufaktur. 21" Panamera Exclusive Design Sport Wheels Painted in High Gloss Black. $1,930. Exclusive Manufaktur. 21" Panamera Exclusive Design Sport Wheels Painted in Jet Black Metallic. $1,930. Top speed is 192mph. The Turbo S E-Hybrid uses an eight-speed automatic gearbox and promises combined fuel economy of 97mpg, according to the NEDC test. Its 14.1kWh lithium ion battery can be The Panamera 4S E-Hybrid models with a system output of 562 hp are new additions to the family. At the top: the Panamera Turbo S E-Hybrid models with 690 hp system power and a maximum torque of 642 lb.ft. The total system output is achieved by combining the output of the combustion engine with the electric motor with 134 hp. . Najważniejsze specyfikacjePorsche Panamera Kombi 2017, 2018Jakiego rodzaju jest nadwozie, Porsche Panamera Sport Turismo (G2)?Kombi , 5 drzwi, 5 miejscJakie jest zużycie paliwa, Porsche Panamera Sport Turismo (G2) Turbo S V8 (680 Hp) E-Hybrid PDK?3 l/100 km US mpg UK mpg km/lW jakim stopniu pojazd jest EKO, Porsche Panamera Turbo S V8 (680 Hp) E-Hybrid PDK?69 g/km CO2Euro 6Ile może przejechać wyłącznie na energii elektrycznej, Turbo S V8 (680 Hp) E-Hybrid PDK?25-49 - miJakie jest zużycie energii elektrycznej, Porsche Panamera Sport Turismo (G2) Turbo S V8 (680 Hp) E-Hybrid PDK? kWh/100 kWh/100 mi119 km/ mi/kWhJak szybki jest pojazd, 2017 Panamera Sport Turismo (G2) Turbo S V8 (680 Hp) E-Hybrid PDK?310 km/h | mph0-100 km/h: s0-60 mph: sJaką ma moc silnik, Porsche Panamera Kombi 2017 Turbo S V8 (680 Hp) E-Hybrid PDK?680 KM, 850 jest objętość silnika, Porsche Panamera Kombi 2017 Turbo S V8 (680 Hp) E-Hybrid PDK? l3996 cm3 cu. cylindrów ma silnik, 2017 Porsche Turbo S V8 (680 Hp) E-Hybrid PDK?8, V-kształtnyJaki jest układ napędowy, Porsche Panamera Sport Turismo (G2) Kombi 2017 Turbo S V8 (680 Hp) E-Hybrid PDK?Napęd na wszystkie koła (4x4). PHEV (Plug-in hybrydowy pojazd z napędem elektrycznym). Silnik spalinowy (SSW) oraz motor elektryczny wprowadzają w ruch cztery koła pojazdu z możliwością jazdy zasilane wyłącznie energią elektryczną lub w trybie jest długość pojazdu, 2017 Porsche Panamera Kombi ?5049 jest szerokość pojazdu, 2017 Porsche Panamera Kombi ?1937 jest ciężar własny pojazdu, 2017 Porsche Panamera Sport Turismo (G2) Turbo S V8 (680 Hp) E-Hybrid PDK?2325 jest całkowita masa pojazdu, 2017 Porsche Panamera Sport Turismo (G2) Turbo S V8 (680 Hp) E-Hybrid PDK?2900 miejsca w bagażniku, 2017 Porsche Panamera Kombi ?425 - 1295 - cu. biegów ma skrzynia biegów, Jaki jest rodzaj skrzyni biegów, 2017 Porsche Panamera Sport Turismo (G2) Turbo S V8 (680 Hp) E-Hybrid PDK?8, automatyczna skrzynia biegów PDKPorschePorsche Panamera2018 Panamera Sport Turismo (G2)Turbo S V8 (680 KM) E-Hybrid PDKTurbo S V8 (680 KM) E-Hybrid PDKTurbo V8 (550 KM) PDKTurbo V8 (550 KM) PDKGTS V8 (460 KM) PDK4S Diesel V8 (422 KM) PDK4S V6 (440 KM) PDK4S V6 (440 KM) PDK4 V6 (462 KM) E-Hybrid PDK4 V6 (330 KM) PDK4 V6 (330 KM) PDK4 V6 (462 KM) E-Hybrid PDKSpecyfikacje techniczne Porsche Panamera Sport Turismo (G2) Turbo S V8 (680 KM) E-Hybrid PDK 2017, 2018Podstawowe informacje Marka Porsche Model Panamera Generacja Panamera Sport Turismo (G2) Modyfikacja (Silnik) Turbo S V8 (680 KM) E-Hybrid PDK Początek produkcji 2017 r Koniec produkcji Sierpień, 2018 r Architektura agregatu PHEV (Plug-in hybrydowy pojazd z napędem elektrycznym) Typ nadwoziaKombi Liczba miejsc 5 Liczba drzwi 5 Wydajność Zużycie paliwa - Cykl mieszany 3 l/100 km US UK km/l Emisje CO269 g/km Typ paliwa benzyna / elektryczność Przyspieszenie 0 - 100 km/h s Przyspieszenie 0 - 62 s Przyspieszenie 0 - 60 mph (Obliczone przez s Przyspieszenie 0 - 200 km/h s Prędkość maksymalna 310 km/h mph Standard ekologiczny Euro 6 Stosunek masy do mocy kg/KM, KM/tonę Stosunek masy do Moment obrotowy kg/Nm, Nm/tonę Samochody elektryczne i hybrydowePojemność brutto akumulatora kWh Napięcie baterii 382 V Technologia baterii Litowo-jonowa (Li-Ion) Zasięg w trybie elektrycznym 25-49 km - mi Średnie zużycie energii kWh/100 km kWh/100 mi119 km/ mi/kWh Maksymalna szybkość (jedynie napędzane elektrycznie) 140 km/h mph Silnik elektryczny 1 Moc maksymalna Silnik elektryczny 136 KM @ 2800 obr./min. Moment obrotowy Silnik elektryczny 400 Nm @ 2300 obr./min. @ 2300 obr./min. Umiejscowienie silnika Silnik elektryczny, zintegrowany ze skrzynią biegów. Moc systemu 680 KM @ 5750-6000 obr./min. Moment obrotowy systemu 850 Nm @ 1400-5500 obr./min. @ 1400-5500 obr./min. Silnik spalinowyMoc 550 KM @ 5750-6000 obr./min. Moc na litr objętości roboczej KM/l Moment obrotowy 770 Nm @ 1960-4500 obr./min. @ 1960-4500 obr./min. Maksymalną prędkość obrotową silnika 6800 obr./min. Umiejscowienie silnika Z przodu, wzdłuż Model/Kod silnika Pojemność silnika 3996 cm3 cu. in. Liczba cylindrów 8 Układ cylindrów V-kształtny Średnica cylindrów 86 mm in. Skok tłoka 86 mm in. Stopień sprężania Liczba zaworów cylindra 4 Układ paliwowy Wtrysk bezpośredni Aspiracja silnika BiTurbo, Intercooler Układ rozrządu DOHC Ilość oleju w silniku 9 l US qt | UK qt Lepkość oleju Zaloguj się, aby zobaczyć. Specyfikacja oleju silnikowego Układy silnikaSystem start-stop Objętość i waga Masa własna 2325 kg lbs. Dopuszczalna masa 2900 kg lbs. Maksymalne obciążenie 575 kg lbs. Minimalna pojemność bagażnika 425 l cu. ft. Maksymalna pojemność bagażnika 1295 l cu. ft. Zbiornik paliwa 80 l US gal | UK gal Wymiary Długość 5049 mm in. Szerokość 1937 mm in. Szerokość ze rozłożonymi lusterkami 2165 mm in. Wysokość 1432 mm in. Rozstaw osi 2950 mm in. Rozstaw kół przednich 1657 mm in. Rozstaw kół tylnych 1637 mm in. Prześwit 138 mm in. Współczynnik oporu powietrza (Cx) Minimalna średnica skrętu m ft. Kąt natarcia Kąt zejścia kąt rampowy Układ napędowy, hamulce i zawieszenieArchitektura układu napędowego Silnik spalinowy (SSW) oraz motor elektryczny wprowadzają w ruch cztery koła pojazdu z możliwością jazdy zasilane wyłącznie energią elektryczną lub w trybie mieszanym. Napęd Napęd na wszystkie koła (4x4) Liczba biegów (automatyczna skrzynia biegów) 8 PDK Zawieszenie przednie podwójny wahacz poprzeczny , zawieszenie pneumatyczne Zawieszenie tylne zawieszenie pneumatyczne , niezależne wielodrążkowe Hamulce przednie Tarczowe wentylowane Hamulce tylne Tarczowe wentylowane Systemy wspomagająceABS (motoryzacja) Układ kierowniczy Przekładnia zębatkowa Wspomaganie kierownicy Wspomaganie elektryczne Rozmiar opon Przednie opony: 275/35 R21Tylne opony: 325/30 R21 Rozmiar felg Przednie felgi: x 21Tylne felgi: x 21 But what about when you need to be responsible? The Sport Turismo ticks that box too, with an E-Mode that delivers up to 31 miles of electric range. Its electric motor provides 134bhp and 295lb ft, enough to get the Panamera to 87mph without involving the twin-turbo V8. The battery is regenerated while driving, or can be charged in six hours from a standard domestic supply. It’s fantastically simple to drive as en electric vehicle too; sounds obvious, but very often throttle pedals on cars like this can act like switches and the engine is reignited unintentionally. Here it’s as linear, progressive and readable as any Porsche accelerator, and same goes for the brake. To integrate such a vast array of technology into such a user-friendly package is some feat from Porsche. It really can go from EV commuter to family holdall to supercar worrier in the flick of a switch. The hybrid system can be tailored to your needs as well, with Hybrid Auto delivering the most efficient drive possible and E-Hold conserving a level of charge for when it might be required. Sport and Sport Plus combine the two power sources for the most performance possible. That this comes in addition to all that makes the standard Porsche Panamera so complete – a fabulous interior, stunning quality and, in the case of the Sport Turismo especially, suave good looks – means the Turbo S E-Hybrid is an extremely accomplished machine. Skip to ContentSkip to FooterPorsche’s sleek Panamera Sport Turismo estate gets boosted plug-in performance, with 671bhp and 850NmAs a technical exercise it’s impossible not to be impressed by Porsche’s hybrid integration with its new range-topping Sport Turismo. There’s ridiculous pace and huge agility, while its low emissions will please the tax man, too. However, the V6-powered Panamera 4 S E-Hybrid does the latter without the Turbo S E-Hybrid’s massive price, while the petrol-only Turbo is the better outright sporting Turbo S badge is one reserved for the fastest, maddest models in Porsche’s line-up, and it’s just been tacked onto the hatchback door of the new Panamera Sport doing so, Porsche has upped the power from the twin turbo V8 that powers the standard Turbo, adding a parallel hybrid powertrain. This has not only created the most powerful Panamera ever, with a faintly ludicrous 671bhp, but the one with the longest name. • Best sports cars 2017Officially, the car you see here is called the Panamera Turbo S E-Hybrid Sport Turismo, but it’d be an impressive feat to place that on shapely backside of the Sport Turismo estate. It’s just the Panamera Turbo S there, the acid green outline highlighting to those in the know that Porsche’s highest performance Panamera is also company isn’t afraid to admit that this car’s hybrid module is all about performance. Yes, there are some efficiency benefits of popping a 136bhp, 400Nm electric motor between the V8 and the eight-speed PDK automatic transmission, but really, it’s all about the combined output. The lofty numbers are enough for Porsche to lay claim to the title of the world’s most powerful estate car – the fact it’ll drive up to 30 miles on battery power alone is merely a conscience-salving reviews There’s a trade-off with all the hybrid technology, however. The Turbo S E-Hybrid loses 95 litres of bootspace over a conventional Sport Turismo, while also adding a 215kg weight penalty. In spite of its ample bulk, the numbers associated with it are certainly deserving of that Turbo S status. With four-wheel drive, all that additional power and torque and wider rear tyres, it’ll reach 62mph in seconds – two tenths of a second quicker than a Sport Chrono-equipped Turbo. Keep the accelerator pushed hard to the floor and it’ll double that in seconds – on to a slightly higher 192mph top speed, too. The weight does little to blunt the Turbo S’s agility, thanks in no small part to Porsche’s specification of almost every available chassis system as standard. There is adaptive, three-chamber air suspension with Porsche Active Suspension Management, Porsche Dynamic Chassis Control Sport and Porsche Torque Vectoring Plus, as well as Porsche Ceramic Composite that wizardry is managed by Porsche’s 4D Chassis Control. Indeed, the only option you can add to the already lengthy list of agility-enhancing acronyms is rear axle steering. It’s inconceivable that any buyers at this price point won’t do so, as it does wonders in shrinking the Panamera’s size, markedly improving the turn-in response. The steering itself offers fine weight, if not masses of feel, and the suspension rides with a suppleness that’s limo-like in its Comfort setting and taut and controlled in its more sporting choices. Only the odd ridge upsets the air suspension’s composure. The standard ceramic PCCB brakes do a great job of hauling back all that mass, even if the pedal feel isn’t quite as incisive as its non-hybrid relations. • Best estate cars 2017There’s active aerodynamics to help should you chance upon a high speed run on the autobahn. Here, the Panamera Turbo S E-Hybrid Sport Turismo accelerates with seemingly endless urge. That’s facilitated by the huge 850Nm of torque – produced in a flat line from 1,400rpm to 5,600rpm. It is that which defines the elasticity of response from that hugely powerful hybrid powertrain brings always-available pace, in fact. With that comes some unusual, and not necessarily entirely welcome traits, however, at least when applied to the Turbo S badge plentiful force but little actual drama. The ordinary Panamera Turbo does acceleration that’s vivid, brutal and backed with a rousing, often unruly soundtrack. The sound made by a Mercedes-AMG E 63 estate or Audi RS6 will leave you tingling in comparison, too. They’re more practical, as well. Yes, the Turbo S E-Hybrid has the ability to readjust your internals in Sport or Sport+ modes with its acceleration and cornering ability, but it loses the visceral edge of its conventionally-powered relation and rocketship rivals. The force it generates is more linear, yet less unhinged despite the numbers associated with bend time, but it does so in an almost apologetic, muted fashion, with the hybrid system civilising its performance, crazy as that might sound. The actual advantages it brings then are arguably negated. A similarly-equipped Turbo will be just as quick in the real world, needs less management of its powertrain and, thanks to the reduced bulk, make more from the chassis. With the Turbo S the huge specification feels like it’s there to compensate rather than to enhance, which is somewhat at odds with the expectation of the badge it wears. For those interested in running costs, and bizarrely, many will be – the Turbo S E-Hybrid emits just 69g/km of CO2, while allegedly returning almost 100mpg. You’ll need a relatively short commute and regular access to a charge point to realise those numbers, but company bosses looking to minimise their tax bills will be pleased to see it sits in the same (13 per cent) bracket as a Toyota PopularNew SsangYong Torres unveiled on social mediaNewsNew SsangYong Torres unveiled on social mediaSsangYong’s new Torres will take on the electric SUV market in 202328 Jul 2022Fines not being enforced for drivers in red ‘X’ motorway lanesNewsFines not being enforced for drivers in red ‘X’ motorway lanesPolice forces are failing to enforce red ‘X’ offences on smart motorways as effectively as first hoped, a Government minister has revealed28 Jul 2022New Peugeot e-2008 2022 reviewRoad testsNew Peugeot e-2008 2022 reviewThe all-electric Peugeot e-2008 compact crossover gets extended range as part of updates for 202229 Jul 2022Skip to HeaderSkip to Content such a long name — The Panamera Turbo comes in two flavors, and the more powerful one is a hybrid. The range-topping Porsche Panamera Turbo S E-Hybrid Sport Turismo. It starts at an eye-watering $190,200, but you get 680hp and 626lb-ft in return. Jonathan Gitlin Excuse the rather dirty condition of the car, but the weather was not very cooperative during our testing. Jonathan Gitlin This one is the Panamera Turbo Sport Turismo. We weren't planning to test this version at all, but someone kept running into the hybrid one just before it was due to be delivered. Jonathan Gitlin It uses the same twin-turbo V8, and because it's not lugging batteries around, it's 640lbs lighter and has a bit more room for cargo. Jonathan Gitlin Drive it hard and you might see 10mpg. Drive it like you're terrified of being stopped for speeding in Virginia and you might well get 28mpg. Jonathan Gitlin Did you know Porsche almost made a four-door in the early '90s? It would have been called the 989, and many of its styling cues went on to be seen in the 996. Jonathan Gitlin If everything had gone to plan, you'd have read our review of Porsche's mighty Panamera Turbo S E-Hybrid Sport Turismo last summer. Maybe one of the longest names of any car on sale today, it has the specs and a price tag to match. How does 680 horsepower (507kW), 626lb-ft (848Nm) and a starting price of $190,200 sound? But things didn't go exactly according to plan. Somehow, other drivers kept driving into the back of the range-topping hybrid on Porsche's East Coast press fleet, necessitating some continued rescheduling that meant we didn't actually get any seat time in it until the last clutches of winter, hence, the snow in the pictures. However, it wasn't all calamity. To ameliorate one cancellation, the people at Porsche sent us a non-hybrid Panamera Turbo Sport Turismo (MSRP $155,500, 550hp/410kW, 567lb-ft/768Nm) as a stand-in. That provided the opportunity to make some comparisons between the two most powerful Panameras and explore what difference of lithium-ion batteries and a 134hp (100kW), 295lb-ft (400Nm) electric motor make. Many of the technical specifications of both Turbo and Turbo S E-Hybrid are the same as the shorter-named, less powerful, less expensive Panamera 4 E-Hybrid Sport Turismo, which we reviewed last year. They're all the same length ( inches/5,050mm), the same width ( inches/1,938mm), the same height ( inches/1,432mm) and have the same inch (2,949mm) wheelbase. They all feature the same suspension design—double wishbones at the front wheels, multilink at the rear, with adaptive air dampers (PASM in Porsche-speak). All of them are all-wheel drive and use the same eight-speed PDK dual-clutch transmission, even down to the individual gear ratios. Porsche Where the Turbo and Turbo S E-Hybrid differ from the much cheaper 4 E-Hybrid is in the engine bay, which is now filled by a twin-turbo V8. It's a hot-V design, which means the turbochargers live between the rows of cylinders on top of the engine rather than off to either side of the engine block. This has a few benefits. It's more compact, so it can be better packaged in the engine bay. And because the distance that the charged air and exhaust gases have to travel are shorter, the turbines can spool more rapidly, which means better throttle response and less of the dreaded lag. Other nerdy little engine facts you can use to impress people include the fact that the engine has a square ratio (bore and stroke are both 86mm) and that cylinder deactivation shuts down cylinders two, three, five, and eight to improve fuel economy under the right conditions. On its own, the V8 provides 550hp and 567lb-ft, which is sufficient to accelerate the 4,486lb (2,034kg) Turbo to 60mph in seconds if it's equipped with the Sport Chrono option, or seconds if it isn't. (Add seconds to both those times for the 0-100km/h times if you only speak metric.) Top speed (on the autobahn, obviously) is 188mph (302km/h). But in the Turbo S E-Hybrid, the V8 does not act alone. The electric motor, which is located between the engine and transmission, adds an extra 130hp and 295lb-ft to the party, which at least compensates for the heavier (5,126lb/2,325kg) curb weight. In fact, the addition of electric propulsion more than compensates because 0-60mph in this version takes just seconds (again, add another seconds for the 0-100km/h time). And the top speed is a little higher at 192mph (308km/h), which again is pretty irrelevant to anyone outside of driving distance from an unrestricted German motorway. Porsche But when it comes to driving, the experience is remarkably similar in both cars. After all, the only times most of us perform a standing start up to highway speeds is exiting a toll booth, and few of us are sensitive enough to detect whether we got there in the same time it took a McLaren F1 or 200 milliseconds slower. How the Panamera Turbos feel from behind the wheel depends a lot upon which drive mode you're in. You access these settings from the little dial that pokes out from the steering wheel's lowest spoke, and it rotates through Normal, Sport, Sport Plus, and in the case of the hybrid, E-Power. In normal, it feels like the car has been dipped in molasses; there's a heaviness about everything. The accelerator pedal needs a hefty shove to get moving. The steering isn't particularly light. You definitely feel the car's mass. Poke it hard, though, and it moves—fast. It also sounds pretty darn good. V8s usually do, and this one has a hard edge to its sound that says, "I'm small and powerful, not big and lazy." (Small being relative to the more massive V8s that you find under the hoods of domestic machines.) In Sport and Sport Plus, some of that heaviness is gone as the throttle mapping in particular makes the car more eager. But it's never going to feel nimble in the way a much lighter car does. Newtonian physics are like that, even with the optional rear-wheel steering. To get the most out of the car, you need to push the little button in the middle of the mode dial. This is called the "Sport Response button"; it gives you an extra burst of engine power for 20 seconds and puts the suspension and engine into their sportiest settings. Although one might struggle to differentiate the Turbo from the Turbo S E-Hybrid using the butt dyno, there are easier ways. For one, Porsche's hybrids wear acid green brake calipers and badge highlights (but oddly not seatbelts, even as an option). For another, you'll definitely tell the difference when it's time to fill them up again. The Turbo has a massive gallon (90L) fuel tank, which gives it a hefty 500+ mile (800+km) range. The EPA fuel numbers are 18mpg city, 23mpg highway, and 20mpg combined. Not great, but what you'd probably expect for a 550hp wagon that weighs tons. In fact, driving through the wilds of Virginia, where they exhibit almost no tolerance at all for breaking the speed limit, I was able to see 28mpg while cruising at 55mph with the air conditioning running full blast. Conversely, if you want to hoon, as the kids say, prepare to see that number drop down to 10mpg. The Turbo S E-Hybrid, meanwhile, is rated at 48mpge combined (or 20mpg combined on gas alone, like the non-hybrid). With the same battery as the cheaper hybrid we reviewed last year, it too will do 14 miles on a full charge. That's perfect for running urban errands or even almost all of the average commuting distance. Recharging the battery takes 12 hours at 120V, or three hours at 240V if you option the ($840) onboard charger. The cabin is very well appointed, but it can feel a bit funereal if you spec it in black. Porsche The not-hybrid one came with this tan leather interior. Jonathan Gitlin The Panamera's infotainment system is better than most. Porsche This dial changes the drive modes. If you press the button in the middle of it, for 20 seconds you get FULL POWER and all the performance. Porsche Either side of the central tachometer are digital displays. You switch between them with knurled metal jog wheels on the steering wheel spokes. Jonathan Gitlin Does this feel more like a Jaguar than a Porsche? Jonathan Gitlin The back seats are better for two than three. Porsche The black panel center console shows fingerprints. There's haptic feedback so you know when you've pushed its buttons, though. Porsche If you need cargo volume, pick the non-hybrid version. Jonathan Gitlin All the rest of the stuff about living with either Turbo or Turbo S E-Hybrid remains the same as it was for the Panamera 4 E-Hybrid last year. The cabin continues to be extremely well put together, with comfortable sports seats that adjust 14 different ways in the front. The Turbo S E-Hybrid was even specced with eight-way rear power seats ($2,310) and both front and rear seat ventilation ($2,040, but you also get massaging front seats for that). If you and three other people have to spend some time sitting in traffic on a hot day, that's probably $4,350 well spent. The infotainment system is also identical. As part of Volkswagen Group, Porsche gets access to the MIB 2 platform, which continues to be the best infotainment OS in our experience. (Interestingly, VW Group just announced that it's joining Automotive Grade Linux and the Linux Foundation, which we presume will underpin MIB 3.) The tile-based home screen is highly configurable, but I prefer Audi's Virtual Cockpit to the two smaller displays embedded in the main instrument panel in front of the driver. Although both cars are the Sport Turismo body style, they do differ when it comes to cargo volume. The Panamera Turbo has cubic feet (518L) with the rear seats in use, or 49 cubic feet (1,388L) when you fold the rear seats flat. But the Panamera Turbo S E-Hybrid drops that to 15 cubic feet (425L) and cubic feet (1,295L) respectively—the lost space is given over to lithium-ion. I do have a few nitpicks about the interiors, though. For one, the steering wheel rim is narrow in depth but quite wide, which feels a bit weird. And on a hot day, beware—if you've left the car parked in the sun, the metal paddle shifters behind the wheel can heat up to the point where they will burn your fingers. As to which one I'd pick, that really depends. They're both stupendously fast, but they're also stupendously expensive. For some people, buying the most expensive Panamera they can is the point, in which case, get the one with all the horsepower and the super-long name. The fact that it's also a hybrid means that for some of the time, you're not killing the planet. For everyone else, my recommendation is… neither. The Panamera 4 E-Hybrid Sport Turismo we reviewed last year is, for day-to-day use, almost as fast, goes as far on a charged battery, and starting at $106,900, is nearly half the price. Pros: Beautifully refined and deceptively agile Hybrid technology improves the fuel efficiency and lowers CO2 emissions so has company car appeal It’s a Porsche and ticks all the performance boxes Cons: The price – especially at the higher end of the line-up and with options It feels quite wide when powering along narrow country lanes It is practical, but some rivals offer larger boot space Introduction The latest Panamera is available in a range of trim levels, engine outputs along with the choice of plug-in E-Hybrid technology for added has recently given the line-up a mid-life make-over and both the Sport Saloon and more spacious Sport Turismo gain new styling traits, extra equipment and lots of additional Panamera Sport Turismo model offers bundles of space so is a practical choice, but it still drives just as you would expect a performance Porsche you’re lucky enough to be on the lookout for a high-end company car, then the Porsche Panamera suddenly has plenty of appeal thanks to its mild hybrid technology which results in better fuel economy, but more importantly, lower carbon emissions. On The Road Performance We opted for the top-of-the-range plug-in Panamera Turbo S E-Hybrid Sport Turismo over the Sports Saloon and it certainly lived up to all the hype. It is driven by a V8 petrol engine delivering combined engine and electric motor power of 700hp and a whopping 850Nm of torque. And if you wondered what the performance stats were like, they are not for the faint-hearted with a 0-62mph sprint time of just seconds and a top speed of all-wheel drive car has an eight-speed PDK automatic transmission with steering wheel mounted paddles for manual gear switching. And there are drive modes operated via a dial on the steering wheel called E-Power, Hybrid Auto, Sport and Sport Plus that alter the behaviour of the Porsche. Switch across to the Sport modes and it sharpens up the reactions, as well as bringing the full force of the V8 to life with gear changes delivering an edgier car has a sense of urgency to perform and it doesn’t disappoint through the country lanes where it is beautifully balanced. The low centre of gravity means the Panamera can be driven enthusiastically through sweeping bends without the slightest sign of body sway or loss of is another button on the steering wheel that sits there screaming to be pressed. It’s the Sport Response button and it primes the engine and gearbox for an extra surge of power that lasts for 20 seconds. It’s perfect if you are going to overtake and need that added boost of pace. Ride Handling This Porsche has a certain edge over competitors as it boasts an all-electric driving range of 31 miles which easily covers the average daily commute, so regular charging keeps the running costs there is that V8 engine that’s ready to help out on the longer journeys. There are also Hybrid settings called Hybrid Auto, E-Hold and E-Charge which are fairly self-explanatory and the regenerative braking works well to top up the battery charge levels on the steering feel is beautifully balanced with ample driver feedback and despite feeling quite heavy on the road – weighing in at just under tonnes – the car is responsive through the switchback cabin is refined with occupants well protected from engine, road surface and wind noise, unless of course, the enhanced exhaust sound is activated. Then it’s like feeding time in the ride can be adjusted by switching from Sport to Sport Plus settings and that really firms things up, but expect to feel the occasional judder thump through the car if you hit a sudden bump or dip along the the adaptive air suspension does a worthy job of smoothing out the creases. Our car was riding on 21-inch alloy wheels which were the perfect match for a sporty, yet comfortable ride. Styling Porsche’s design team has sharpened up the styling on the five-door Panamera Sport Turismo with a new-look front section, modified tail light strip, new wheels and extra colour choice. Viewed from any angle it is unmistakably a Porsche though with powerful curves and dynamic streamlining. Our model boasted some optional extras that added to the car’s appeal, including 21-inch Panamera Sport Design wheels, sports exhausts with black tailpipes, black window trims, along with upgraded tinted LED headlights with matrix beam. There is an ‘e-hybrid’ logo on the front doors and an extra port for plugging in the inside, the changes are not instantly noticeable but the infotainment system has been upgraded with improved graphics and the smartphone connectivity can now be accomplished wirelessly via Apple CarPlay,Even without too many nips and tucks, the latest Panamera is still one of the classiest interiors around loaded with high-end materials and beautifully crafted smooth finish two-tone upholstery - in the finest leather of course - added £536 to the bill and seats in the front and rear are heated at no extra charge. There is lots of brushed aluminium trim, along with a dark walnut interior package, an Alcantara roof lining that stretches to the A, B and C pillars as well as the sun visors, lots of neat badging with ‘turbo’ logos in the front and outer rear lighting, soft close doors, a panoramic glass sunroof, a heated GT sports steering wheel and four-zone climate control were all optional extras on the test car too. In The Car Behind the Wheel Getting the perfect driving position inside the Panamera Sport Turismo takes a matter of seconds with 18-way powered sports seats with memory package (a £1,053 option or 14-way powered as standard) and plenty of power adjustment to the steering it’s just a case of sitting back and taking stock of all the technology at your disposal. The main focal point is the touchscreen with haptic feel offering access to navigation and Apple CarPlay smartphone connectivity (no Android Auto). There is a digital DAB radio, a pitch perfect Bose surround sound system with 14 speakers, plus a head-up display which means you can keep a constant eye on your smart digital readout display behind the steering wheel consists of one main rev counter dial and panels to the left and right that show the likes of sat nav directions, traffic sign recognition with speed warnings and lots the air con systems are controlled via their own panel which means less driver distraction and the all-round visibility is better than the standard Panamera although still not that great. Space & Practicality The Panamera Sport Turismo features Porsche’s standard 4+1 seat concept whereby four adults benefit from sublime comfort levels with a fifth space being available if needed. A large powered tailgate and low loading edge make transporting heavy or awkwardly shaped items a breeze and the boot can swallow up to 418 litres of kit – a limit that increases to 1,287 litres with the rear seats dropped is a glovebox that can be locked, central cubby bin, door pockets, front cup holders with an extra pair in the rear central armrest, seat back pockets and a retractable luggage compartment Panamera hybrids have the same battery, so charging times are the same. The car comes with all manner of charging cables and takes hours on a kW charge and hours via a Panamera Turbo S E-Hybrid Sport Turismo will need quite large parking bay as it stretches 5,049mm in length and is 1,937mm wide, although the park assist system and reversing camera does help considerably. Ownership Running Costs The latest Panamera line-up costs from £70,750, but our range-topping test car in Sport Turismo guise and powered by the Turbo S E-Hybrid unit cost £142,280. However, like most premium carmakers, there are numerous ways to add personalised touches and upgrades to the vehicle. As a result of the likes of a panoramic glass roof (£1,581), a sports exhaust system (£2,537), adaptive cruise control (£1,455) and soft-close doors (£545) the final bill climbed to £159,742. Even relatively minor add-ons such as a USB interface in the rear costs £125 or a leather key with key pouch £353. So, it would be fair to say there is nothing cheap about this car at plug-in E-Hybrid technology does result in quite an improvement in the running costs though with combined fuel efficiency of (under WLTP testing) and carbon emissions from 65g/ carbon emissions figure would result in a first year Vehicle Excise Duty (road tax) charge of just £25 which would increase to the standard rate of £155 after 12 months. But, there is more bad news as owners of vehicles with a list price above £40,000 pay an additional £325 for the first five company car drivers, the Benefit in Kind rating, which is also known as company car tax, would be 18 per insurance group rating for the test car is 50. Quality & Reliability Porsche has an excellent reputation for designing technically advanced cars that are both dynamic to drive and reliable to using the finest materials and upholstery, the Panamera looks and feels like it has been developed with longevity in mind. And all the switchgear also feels nice and comes with Porsche’s three-year, unlimited mileage warranty for added peace of mind. Safety & Security The only Porsche models that have been tested for a Euro NCAP safety rating are the Macan, Cayenne and Taycan, but the Panamera boasts a wealth of kit to protect occupants and other road users, including plenty of advanced driver assistance systems include Porsche Side Impact protection which comprises side impact protection to the doors along with thorax airbags integrated into the side bolster of each front seat. There is an active bonnet system and Isofix mounting systems for the rear outer seats - a front seat Isofix fixture costs an extra £ is a traction management system with active all-wheel drive to keep you firmly planted on the road as well as automatic brake differential and anti-slip systems include vehicle stability control, integrated chassis control, anti-lock brakes, lane keeping assist, park assist with reversing camera and our car featured adaptive cruise control as an optional extra costing £1,455The Porsche Ceramic Composite Brake set-up comes as standard on this model to offer improved braking performance with shorter stopping distances even in poorer road central locking, an engine immobiliser and alarm system with radar-based interior surveillance offer added peace of mind. Summary If it’s a big luxury estate-like car you’re looking for with bags of power and handling on tap, then the Porsche Panamera Turbo S E-Hybrid in Sport Turismo guise could be the solution. It’s not cheap, but few quality things in life ever are.

panamera turbo s e hybrid sport turismo