Porsche panamera turbo s e hybrid sport turismo
2018 Porsche Panamera Turbo S Price & Photos
Update 11/29/2017: The Panamera Turbo S E-Hybrid Sport Turismo just made its North American debut at the L.A. Auto Show. We've added live pictures for you to check out at the bottom of this post, which was originally published September 25, 2017.
Earlier this year, Porsche debuted its most powerful Panamera ever, the Turbo S E-Hybrid, and now, you can get this powerhouse drivetrain in a wagon-esque layout. Say hello to the [deep breath] Porsche Panamera Turbo S E-Hybrid Sport Turismo. It's a 192-mph family hauler, and we're just gonna call it the PTSEHST for short.
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The PTSEHST gets its power from the same 550-hp 4.0-liter twin-turbo V8 found in the Panamera Turbo, augmented by an electric motor for a total system output of 680 hp and 626 lb-ft of torque. That's enough to propel this car from 0-60 mph in just 3.2 seconds, making the PTSEHST the quickest, most powerful wagon ever to leave a factory production line, by our estimation.
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Porsche equips the PTSEHST with carbon-ceramic brakes, an adaptive air suspension with electronic body roll control, brake-based torque-vectoring all-wheel drive, and an active rear spoiler at the top of the hatchback lid. You also get 21-inch 911 Turbo Design wheels and Porsche's Sport Chrono Package standard. The PTSEHST is available either as a five-seater or a 2+2 with a rear center console.
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All of this will cost you $188,400 plus $1050 for destination—$4000 more than the sedan version of the Panamera Turbo S E-Hybrid. The Porsche muscle wagon should arrive at US dealers in spring 2018.
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2018 Porsche Panamera Turbo S E-Hybrid and Panamera Sport Turismo Review
Head to your local Porsche dealership with a wad of cash — not to mention a willingness to part ways with it — and you can drive away with one of about 20 versions of the 911 sports car.
Engine: 4.0L twin-turbo V8, electric motor, 14-kWh lithium-ion battery (Turbo S E-Hybrid)
Engine: 3.0L twin-turbo V6; 2.9L twin-turbo V6; 2.9L twin-turbo V6, electric motor, 14-kWh lithium-ion battery; 4.0L twin-turbo V8 (Sport Turismo)
Output: 680 hp, 627 lb-ft combined (Turbo S E-Hybrid)
Output: 330 hp, 331 lb-ft; 440 hp, 405 lb-ft; 462 hp, 516 lb-ft 550 hp, 567 lb-ft (Sport Turismo)
Transmission: 8-speed dual-clutch automatic
0-60 mph: 3.2 seconds (Turbo S E-Hybrid)
0-100 km/h: 3.4 seconds (Turbo S E-Hybrid)
US Fuel Economy (MPG): Unavailable
CAN Fuel Economy (L/100 km): Unavailable
US Price: Starts at $185,450 including destination (Turbo S E-Hybrid)
CAN Price: Starts at $211,050 including destination (Turbo S E-Hybrid)
US Price: Starts at $97,250 including destination (Sport Turismo)
CAN Price: Starts at $110,950 including destination (Sport Turismo)
By comparison, the four-door Panamera is only available five ways (nine, if you include some of those same models with their wheelbases stretched a few inches). Except that’s about to change, with a sleek new sportback model, as well as a range-topping hybrid sedan adding to the Panamera’s appeal.
The Supreme Panamera
You read that right: The 2018 Porsche Panamera Turbo S E-Hybrid will sit atop the sport sedan’s hierarchy. But this isn’t just another hybrid model designed to appease the powers that oversee the efficiency of the modern automobile. It’s much more than that.
With a pre-existing plug-in Panamera already in the fold, the Panamera Turbo S E-Hybrid represents the pinnacle of performance for the big-bodied sedan. Efficiency is still part of the equation — this new version can travel the same 31 all-electric miles (50 kilometers) as the Panamera 4 E-Hybrid — but like the Porsche 918 Spyder before it, this new version uses its electrons to amp up performance.
Unlike the Panamera 4 E-Hybrid, which gets its gas power from a twin-turbocharged V6 engine — it’s a detuned version of the 2.9-liter unit that powers the almighty Audi RS5, for those keeping score — the Panamera Turbo S E-Hybrid leans on a larger twin-turbo V8 to get its fix of fossil fuels. The same 4.0-liter engine from the aptly named Panamera Turbo, output from the gas engine stands at a staggering 550 horsepower and 567 lb-ft of torque.
ALSO SEE: Tech-Filled 2018 Audi A8 Debuts With Robust Self-Driving Suite
As if that weren’t enough muscle, this Panamera gets a healthy dose of electric power as well. Wedged between the eight-speed Porsche Doppelkuplung dual-clutch automatic and the gas engine is an electric motor that’s good for an additional 136 horsepower and 295 lb-ft of torque. Put it all together, and net system output is an outrageous 680 horsepower and 627 lb-ft of torque, making the Panamera Turbo S E-Hybrid the most powerful Porsche since the 918 Spyder.
Fittingly, the gas-electric sedan employs the same boost strategy developed for the hybrid hypercar that came before it. That means the electric motor acts almost like an electric turbo when called upon, providing an insane amount of thrust at a moment’s notice. With all the system’s combined torque coming online at just 1,400 rpm, the more than 5,000-lb (2,300-kg) sedan can sprint from a standing start to 60 mph in just 3.2 seconds (zero to 100 km/h in 3.4 seconds). Top speed, meanwhile, is capped at 192 mph (310 km/h).
But performance is about more than just power, and so Porsche has bolted just about every available add-on from the Panamera options list to the Turbo S E-Hybrid as part of its standard kit. That means adjustable air suspension, electromechanical anti-roll bars, active torque-vectoring and rear axle steering help the hulking sedan tackle corners that much quicker, and carbon-ceramic brakes bring the whole thing to a halt in a hurry.
Ready to show off how the whole package comes together, Porsche handed over the keys to a beautiful Sapphire Blue example of the hybrid sedan for a few laps around the tight and technical Vancouver Island Motorsport Circuit. Carved into the side of a hill, the tiny 1.4-mile (2.3-kilometer) track features an astounding 19 turns, not to mention plenty of elevation changes, making it less than ideal for a car that spans nearly 200 inches (5,050 millimeters) from bumper to bumper.
No matter for the Panamera, though, with the car charging hard into every corner, and the torque-vectoring and rear-axle steering systems helping the car work its way through them like something much smaller. While the additional weight of the hybrid system, including the bulky 14-kWh battery pack tucked beneath the cargo area, is obvious it’s certainly not burdensome, with the sedan feeling far more agile than anything this size should.
ALSO SEE: 2017 Porsche Panamera Review
Out on the road was a similar story, with the hybridized Panamera Turbo turning the twisting pavement around Vancouver Island into a pacified play thing. In fact, it was only the tightest of turns that saw the sedan grab at more road than what was offered within its lane markings. With passing zones few and far between, the car was also able to make quick work of slower traffic, leaving plenty of meandering motorists in its wake.
When playtime was over, the Panamera Turbo S E-Hybrid was able to transform into a quiet and comfortable cruiser that could give any of its adversaries a run for their money. As sporty as it may be, this is still a big and roomy luxury sedan, and it drives as smoothly as any of its peers. That means a comfortable and well-equipped interior that lives little to be desired, with all the options one could want — right down to massaging seats and Wi-Fi connectivity. The only concession the car makes to the likes of other large sedans on the market is in the cargo area, with the battery pack cutting into how much room is offered behind the rear seats.
With just 14.3 cu-ft (405 liters) of space with the seats upright, the sedan’s trunk is noticeably smaller than those of its rivals. Add in the bulky portable charging kit, and usable room is certainly at a premium. For those in need of additional space for their stuff, there is another option…
Finally, a Porsche Wagon
Let’s cut right to the chase: The 2018 Porsche Panamera Sport Turismo is a wagon. It’s sleek and sexy and stunning, an outrageously beautiful example of automotive design. But it’s still a wagon. Now, some of you out there might misconstrue that as a complaint from yours truly. Trust me; it’s anything but. Instead, consider it a disclaimer — a warning for those opposed, in any way, shape or form, to this car’s way, shape or form. Because this might be the perfect Porsche. OK, so the engine’s in the front, it has four doors, and the only gearbox offered is an automatic one. It’s also big; like, really big. But no Porsche before it has offered the same level of performance and practicality in such an attractive package.
Now that the purists are offended enough to stop reading, here’s what you need to know about the Panamera Sport Turismo. This is the car Porsche’s designers and engineers wanted to develop but weren’t allowed to when the Panamera project first came to be. Building a four-door was already an affront to all things Porsche. Making it a wagon was completely out of the question. With the redesigned Panamera introduced last year, though, the brand decided to once again push the envelope of what a Porsche could be.
ALSO SEE: 2017 Mercedes-Benz GLE 550e Review
That means everything from the rear doors forward is exactly like the second-generation sedan, with a low and long profile that ditches the bubble-like shape of old. Whereas the sedan’s roofline drops off dramatically at the back, though, this Panamera Sport Turismo features a sportback design that only enhances the aesthetic package. It also adds to the interior, with about 1.8 cu-ft (50 liters) of extra cargo room behind the tailgate.
Under its sheet metal, the Porsche Panamera Sport Turismo is identical to its sedan sibling with the addition of standard all-wheel drive. Powertrain choices range from a twin-turbocharged six-cylinder to a twin-turbo V8 churning out 550 horsepower and 567 lb-ft of torque, with a plug-in hybrid version in the middle for good measure.
As expected, any of the four versions available perform exactly like their Panamera sedan counterparts, with plenty of power even in base trim helping the Sport Turismo hurry around like a Porsche should. Likewise, it can carve corners in a way a car of this size simply shouldn’t even without four-wheel steering, with a crisp electromechanical setup that, while short on feel, is plenty precise.
The Verdict: 2018 Porsche Panamera Turbo S E-Hybrid Review
So how much will one of these new Panameras set you back? In typical Porsche fashion, about as much as you’re willing to spend. The range-topping Panamera Turbo S E-Hybrid starts at a cool $185,450 ($211,050 in Canada) including destination, but that price can easily eclipse $220,000 ($240,000 in Canada) with all the options boxes checked.
By comparison, the Panamera Sport Turismo looks like a bargain, though it’s still substantially more expensive than the sedan. Starting at $97,250 ($110,950 in Canada) including destination for a base model, the top-of-the-line Turbo model’s price soars to $155,050 ($176,850 in Canada) — and that’s before options. The version we drove on Vancouver Island was spec’d out to $198,800 ($222,120 in Canada), which is a pretty big wad of cash. But in the famous words of Ferris — that’s Bueller, by the way — if you have the means, I highly recommend picking one up.
2018 Porsche Panamera Turbo S E-Hybrid Sport Turismo First Drive Review | Long name, astonishing quicknessUnlike in Southern California, where there seems to be a Tesla in every pot, the chances of pulling up next to a Model S P100d here near Malaga in southern Spain are pretty slim. So it's easy to be smug when you're driving a 2018 Porsche Panamera Turbo S E-Hybrid Sport Turismo.
Use its launch control and Porsche says the plug-in hybrid can hit 60 mph from a dead stop in just 3.2 seconds. I'm pretty sure we can take the poor soul in the aging Kia Picanto. From the looks of things we can take everyone. Here, the 86-hp Picanto has some balls.
Porsche has been in the electrified-car business for some time, but the going has been slow. The German automaker's best-known hybrid, the 918 Spyder hypercar, hit in 2013. About 1,200 were built. In 2016, Porsche sold just 2,504 hybrid Panameras and Cayennes in the United States, and that was a 66 percent increase over the year before. Well, here comes the onslaught. In 2018, Porsche will introduce six E-Hybrid variants of the all-new Panamera, and a plug-in hybrid variant of the all-new 2019 Cayenne is coming.
Sitting atop this lineup is the $188,400 Panamera Turbo S E-Hybrid Sport Turismo, which will hit dealers this spring. The Sport Turismo is the wagon, or shooting brake, version of the Panamera, and it looks fantastic sitting on its 21-inch wheels backed up by standard carbon-ceramic brake rotors and 10-piston front calipers, each the size of a small child.
Long. Low. And wide. Extra wide. Within the small white stucco villages that dot Malaga's hilly landscape, the Porsche looks like something from outer space. Or at least from the future. Locals look up from their cigarettes and drop their jaws, turning their heads slowly like they do in movies, pointing with fingers and phones. Women, wearing scarves, reach for their children.
Maybe it's the burble of the Panamera's twin-turbo V8 that grabs their stare. It sounds like it makes 550 horsepower all by itself, and it does. The electric motor sandwiched between the engine and the 8-speed dual-clutch PDK automatic transmission adds an additional 136 hp. Porsche says the big-buck hatchback utilizes a boost strategy derived from the 918 Spyder, and the result is 680 hp at 5,750 rpm and 626 lb-ft of torque at just 1,400 rpm.
The electric motor is powered by a liquid-cooled lithium-ion 14.1 kWh battery pack mounted behind the rear suspension under the cargo floor. It alone adds 280 pounds to the portly Porsche, which weighs more than 5,000 pounds. But its placement lowers the vehicle's center of gravity and helps offset the mass of the front-mounted engine, motor and transmission. The batteries also give the Panamera the ability to be driven 30 miles as a pure EV.
Porsche says the battery pack can be fully charged in 12 hours with a common 120V connection. If the optional 7.2 kW on-board charger is used instead of the standard 3.6-kW unit, the charging time decreases to less than three hours with a 240V connection. Porsche makes no mention of wireless charging, which is being hyped by BMW on its 530e iPerformance.
All-wheel drive is standard, as is a long list of Porsche's state-of-the-art, high-performance hardware including Porsche Dynamic Chassis Control Sport (PDCC Sport), Porsche Torque Vectoring Plus (PTV Plus), Power Steering Plus, the Sport Chrono Package and Porsche Active Suspension Management (PASM) with a three-chamber air suspension, which provides incredible body control and a supple ride. On the narrow mountain roads east of Ronda and north of the coastal playground of Marbella, the Porsche defies its size like an NFL lineman with quick feet.
You sit low in the Panamera, as you would in a sports car, and it helps mask the big wagon's mass. Drive it quickly and the E-Hybrid Sport Turismo shrinks around you. Even on snaking tiny roads, last paved by Francisco Franco and too small for the car, it's fun, with great steering feel and ungodly traction and acceleration. The well-placed paddle shifters give you complete control over the 8-speed PDK, and the Panamera explodes out of second- and third-gear corners, forcing you to test the 16.5-inch diameter front brakes before the next bend.
Part of the Sport Chrono Package is a mode switch on the steering wheel that allows the driver to quickly change the performance and behavior of the powertrain. Sport and Sport Plus modes offer the highest levels of go by keeping the twin-turbo V8 participating in the drive and the battery charged to "ensure that sufficient boost reserve capacity is available when needed."
In E-Power mode, the Panamera is an electric car with a 30-mile range. It's silent, but still swift and responsive. Get too aggressive with the throttle, however, and the V8 will jump back into the game. Hybrid Auto combines the powerplants for ultimate possible efficiency, E-Hold allows you to save the battery's charge for later use and E-Charge allows the V8 engine to actually charge the batteries.
The powertrain switches among the modes with an unearthly refinement. From the driver's seat you hear nothing. You feel nothing. Your only clue is the rise and fall of the tachometer needle as the big V8 engine turns itself on and off, and it happens so quickly it's easy to miss.
And then there's the Sport Response button, or as I like to call it, Turbo Boost (please forgive my Knight Rider fetish). When pressed, the PDK transmission downshifts to the lowest possible gear anduses a shifting calibration even more aggressive than that of Sport+, while offering maximum power and throttle response for 20 seconds. A countdown even appears on the instrument cluster as the Panamera shoots down the road as if it's been hit with a double shot of nitrous. But here's the best part: The feature can be used as often as desired.
Out of the hills and on the open road that runs along the coast. It's basically a deserted stretch of Spain's smoothest interstate, dead straight with two lanes in each direction, and not a Kia Picanto in sight. And there's stop sign at the end of the on-ramp.
It's time to test the Launch Control. Full stop. Sport+ mode. Left foot on the brake. Right foot floors the gas. The mighty V8 roars like a caged beast as the tach needle jumps to 5,000 rpm. Left foot off the brake. There's a pause. A split second of nothing. And then your entire world hits you in the back of the head as the PDK's clutches slam together with a bang and the Panamera's four enormous Michelin's claw at the asphalt.
First gear is over before I can peel my skull from the headrest. And second gear pulls just as hard. Then the PDK snatches third right on the engine's 6,800-rpm redline. The acceleration continues at an astonishing rate well past the posted speed limit. Fourth gear, and the Sport Turismo is still gathering speed as if it's being pushed by the hand of Zeus.
I glance down at the digital speedometer. We're at more than 200 kph. Fifth gear. Foot still on the floor. Still no traffic. Sixth gear. Porsche says the 2018 Porsche Panamera Turbo S E-Hybrid Sport Turismo is capable of 192 mph. But I'm not. Not on this road. Not today. Before I lift I give the speedo another glance: 301 kph. That's 187 mph and it was still accelerating. Effortless. Steady as a rock. No drama. I could have steered it with one hand. Wow.
Later that night over drinks, the Panamera director of powertrain tells me that the Panamera's awesome stability is due in part due to its Porsche Active Aerodynamics (PAA) system which manipulates the angle of the rear spoiler depending on speed and need. In Sport and Sport+ modes, at speeds of more than 55 miles per hour, the roof spoiler automatically moves to the performance position with an angle of +1 degree to increase stability and lateral dynamics. In normal driving, the spoiler remains retracted with an angle of -7 degrees to reduce drag and optimize fuel consumption.
Porsche says overall range and EPA-rated fuel economy numbers will be released closer to the Panamera Turbo S E-Hybrid Sport Turismo's on-sale date. And just in case you were wondering, it is officially the longest name for a car in the history of Porsche. They saved it for a good one.
Porsche Panamera Turbo S E-Hybrid Sport Turismo review
Long name. What does it mean?
You know what a Panamera is. It’s Porsche’s riposte to the Mercedes S-Class, BMW 7 Series and Audi A8; big, sumptuous barges that for the most part deploy as much technology as is humanly possible to keep their drivers far removed from the business of, you know, driving. This is not Porsche’s aim. Theirs is quite the opposite, in fact.
Turbo S means it’s fast – the fastest – but not hardcore or especially ‘focused’ because then it would be a GT or GTS. E-Hybrid means it’s a plug-in hybrid, so it has a conventional petrol-powered internal combustion engine that works in tandem with an electric motor and eight-speed PDK gearbox to deliver much speed and performance, as well as a bit of engine-off electric running to keep whoever it is that writes EU emissions laws happy.
Sport Turismo means it’s an estate or ‘shooting brake’, with a hatched-back, seating for four plus one stick-thin eight year-old sandwiched in the ‘occasional’ middle seat, and a reasonably capacious boot. In short, a 700-odd bhp all-wheel drive plug-in hybrid Porsche wagon. How times change, et cetera.
Golly. Sounds like a clever thing.
The cleverest. Tech and know-how was borrowed from the 918 Spyder, and Porsche is keen to stress this isn’t a hybrid for hybrid’s sake. Not a tax-dodge (like the lesser Panamera 4 E-Hybrid, a car we were not best impressed with), but a serious performance car where electrification enhances the experience, enhances the speeeeed.
And how much speeeeed are we talking?
0-62mph in 3.4 seconds and 193mph. The 542bhp 4.0-litre, twin-turbocharged V8 is supported by a 134bhp electric motor, which draws power from a 14.1kWh liquid-cooled lithium-ion battery giving 30 miles of EV range (at up to 87mph). A full charge from a standard plug takes six hours or so. The whole, deeply complicated and seemingly infinitely customisable system runs through an eight-speed PDK transmission and all-wheel drive.
Total system output is 671bhp and 649lb ft – and it’s the second of those two numbers that’s the most startling. Some very clever men from Porsche showed me its torque curve – which measures how much torque an engine produces and when. They’re usually just that – curves, because that’s how a conventional internal combustion engines makes thrust. The Panamera’s – with its e-motor, many turbos and big V8 – is a perfectly straight line. All the way from 1,400rpm to knocking-on for 6,000rpm. This is not normal, Porsche. But it is excellent.
I like MODES. Talk to me about MODES.
There are many. When you turn it on the TSEH (Turbo S E-Hybrid, geddit?), it defaults to E-Power mode, as it attempts to use up whatever juice is left in its battery before it signals for the V8. Hybrid is the mode you’ll live in and indeed switch to almost immediately – a kind of auto mode where the Panamera’s richly specified brain decides how, when and where to juggle petrol and electric power to best suit economy.
Sport and Sport Plus progressively make things more aggressive, by firming up the suspension, playing with the steering and throttle response, the active exhaust and so-on. A configurable Individual mode lives within the media setup and is activated by a button beside the shifter, and there are E-Hold and E-Charge modes that let you either maintain battery power (to, say, use at the end of your trip) or charge-up by dragging on the combustion engine (if you haven’t had the chance to plug-in at home). In our experience of the lesser Panamera Hybrid, that last one nukes fuel economy like you wouldn’t believe.
And acronyms. Bloody love those. Tell me about them.
Many acronyms – PTV, PCCB, PASM, PTM, PDCC, PAA to name but six – are standard and in fact necessary to keep the alarmingly hefty 2.3-tonne kerbweight and total system output of 671bhp and 649lb ft from pendulumming you into the nearest hedgerow quicker than you can say “Dear, my cornering Gs have made the kids vomit again”.
In order, these are Porsche Torque Vectoring, Porsche Ceramic Composite Brakes, Porsche Active Stability Management, Porsche Traction Management, Porsche Dynamic Chassis Control and Porsche Active Aerodynamics (a little spoiler on the roof’s trailing edge gives 50kg of downforce when deployed). The only system missing is four-wheel steering, and if we’re honest we’d spec it in without a moment’s hesitation. What’s a £1.3K option on a £141,868 (yikes) car, anyway?
The Panamera does indeed teleport itself and all its occupants from wherever you are to the apex of the next bend. It’s massively quick
Do they work?
Oh yes. But first, know that while the TSEH feels every bit as quick as the numbers suggest, it’s not quite as fast as your brain thinks something with 671bhp should be. Twiddle the rotary controller on the steering wheel into S or S+, or hit the amusing but pointless Sport Response button (which gives max attack for 20 seconds, as often as you like because there’s no cool-down), bury the throttle, and the Panamera does indeed teleport itself and all its occupants from wherever you are to the apex of the next bend. It’s massively quick, and the torque-fill given by the e-motor as the proper turbos spool is quite a thing to behold.
But a Mercedes-AMG E63 is quick too. Granted it’s way down on power, but the Panamera is so heavy the Merc has a better power-to-weight ratio (289bhp/tonne plays 293bhp/tonne). And the E63 delivers its speeeed with more drama – aurally and otherwise.
So I’ve arrived at the corner. Now what?
You go around it, at vast speed and with so little fuss you’ll emerge wondering whether there really was a corner there at all. The amount of grip on offer is truly immense – but then it is wearing 325-section tyres on the rear-axle (like a Ford GT) and possessing of a four-wheel-drive system that doesn’t understand the meaning of the word ‘slide’. It doesn’t roll (because it’s got 48V stabilisation), direction changes are flat, faithful and controllable and the steering is sensibly geared given the length, width and amount of grip generated by those fat tyres.
Our car had four-wheel steering and on the twisty Spanish mountain roads of our test route, it was profoundly effective – taking an easy foot out of the wheelbase and making the Panamera feel lighter still. You would not believe this thing weighs as much as a terraced house, but it probably does. A whole row, we suspect.
There a but?
A few actually. It’s too wide – over two metres with mirrors. That’s as big as a Range Rover and, because you sit in the width rather than on it, in Britain it’s tricky to place. You’d get used to it, we suspect.
But the main one is that for all the Panamera’s technology, none of it makes it very exciting. Interesting, certainly, but not exciting. You might argue what matters here is refinement and civility – this is no 911, after all – and the Panamera has both of those in spades. For the people who will end up buying it – because it’s the biggest, best and most expensive of what’s available to them – it will be perfect. But this is a Turbo S. You want/expect/need something that delivers a bit more grin-factor. You don’t grin as you drive the Panamera, you come over all serious and concentrate-y. Much like the car itself.
Which brings us neatly back to the E63. Here is a car with turbocharging but no electrification, an all-wheel drive system that lets you decouple the front axle for the sake of hooliganism, and hooliganism alone, and even in its most-locked down mode offers a degree of interactivity. It’s as fast, sounds better, is more spacious and £50,000 cheaper. The Panamera may be a more desirable object – interior and exterior design is superb, and it’s a Porsche so, you know – but the Mercedes is a more thrilling prospect. And what’s the point in buying the flagship, the fast one, if it isn’t to some degree quite exciting.
This is a brilliantly competent and a superb technological achievement, no doubt, and the prospect of driving one every day makes us all warm and fuzzy inside. We’d love one. But somehow this is the least exciting near-700bhp car I’ve ever driven.
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Porsche Panamera Turbo S E-Hybrid Sport Turismo: It might be the longest make/model name in automotive history, but the marketing guys at Porsche want you to know exactly what you’re getting when you shell out almost $190,000 for the company’s fastest, most powerful, ultra-luxe wagonoid thingy. Arno Bögl, director of powertrain for the Panamera lineup, describes it another way, however: “The 918 Spyder for the whole family.”
The Panamera Turbo S E-Hybrid Sport Turismo is … Hold up. Before we go any further, how about we adopt military practice and use an acronym instead? Our hardworking Motor Trend copy editors, Jesse and Mary, would appreciate wrangling fewer words. So how about P-TEST? Yeah, there’s an S missing, and pedants would probably want the H in there as well, but the folks in the Pentagon’s acronym department don’t let awkward letters get in the way of their mission. Let’s go with P-TEST. It’s close enough for government work.
Now, where were we? Ah, yes … The P-TEST is Porsche’s idea of a plug-in hybrid family hatchback, combining the company’s new 550-hp twin-turbo 4.0-liter V-8 with a 136-hp electric motor mounted between the engine and the eight-speed PDK transmission to create a driveline with a system output of 680 hp from 5,750 rpm to 6,000 rpm and 626 lb-ft of torque from 1,400 rpm to 5,000 rpm. Although it has room for five, and more load space than its sedan counterpart, Porsche’s idea of a plug-in hybrid family hatchback is clearly a little different from Toyota’s.
Plug-in hybrids are supposed to be all about fuel efficiency, and although we don’t yet have official EPA numbers, the P-TEST is sorta, kinda fuel-efficient in the sense that you can drive it up to 30 miles, at speeds of up to 86 mph, without burning a drop of gas. But to Bögl, this is almost a fringe benefit: “We regard the hybrid system as a performance system,” he says, “the performance system of the future.” Philosophically, the Porsche P-TEST’s hybrid powertrain is similar to that of the 918 Spyder—the 214-mph, 887-hp hypercar that once held our production car lap record at Laguna Seca. Bögl says the P-TEST will hit 60 mph in 3.2 seconds and zoom to 192 mph, making it—along with the standard wheelbase Panamera Turbo S E-Hybrid sedan—the quickest and fastest of the 16-model Panamera lineup.
In that sense, the P-TEST is indeed a 918 Spyder for the whole family. But that’s about as far as the analogy goes—for despite all the electrons whizzing around under the skin, helping deliver those the impressive acceleration and top speed numbers, getting all donner und blitzen on a tight and twisting canyon road is a strangely uninvolving experience. Although loaded with the latest in Porsche dynamics technology—all-wheel steering is about the only option—this turismo is simply too big, too heavy, to drive like a sports car.
Switching to Sport or Sport + modes—Porsche’s Sport Chrono package is standard—stiffens the P-TEST’s sinews, keeps the twin-turbo V-8 fired up at all times, and switches the electric motor to DEFCON 1, ready to instantly assist the internal combustion engine to deliver maximum thrust on demand. Thus configured, the big Porsche indeed makes rapid progress. But despite the test track data, from behind the wheel it doesn’t feel as thunderously fast on the road as, say, a Mercedes-AMG E63 wagon or even the bigger AMG S-class sedan.
That’s the downside of having to haul around a 14.1kWhr lithium-ion battery pack. Tipping the scales at a hefty 5,125 pounds, the P-TEST weighs 456 pounds more than an E63 wagon and 319 pounds more than an S63 sedan. Although the Porsche still has a marginally better power-to-weight ratio than either AMG car, the hybrid powertrain’s delivery is much less melodramatic, and the big V-8 seems oddly reluctant to be taken to its 6,800-rpm redline. And—despite all-wheel drive and a torque-vectoring e-diff at the rear, plus massive tires (275/35 ZR21 up front, and 325/30 ZR21 at the rear)—there’s no disguising the effect of that extra mass in the twisty bits, even in cars fitted with the optional rear-wheel steering.
No, the P-TEST does its best work as … a hybrid. Leave the steering wheel mounted Sport Chrono controller switched to Hybrid mode, and P-TEST comes into its own as a fast, relaxed, efficient grand touring car. The height-adjustable three-chamber air spring suspension and active anti-roll bars deliver a comfortable yet controlled ride (though, as with the Panamera sedan, the aggressive wheel/tire package means more road noise and impact harshness on less than perfect roads), and the software controlling the hybrid powertrain seamlessly integrates operation of the internal combustion engine, e-motor, and eight-speed PDK transmission to deliver the best mix of performance and fuel economy.
The standard 3.5kW on-board charger replenishes the P-TEST’s battery in 6 hours when plugged into a Level 2 charger, and an optional 7.2kW on-board charger drops that time to 2.4 hours. In Hybrid mode, with the battery at a normal state of charge, the P-TEST automatically drives off under electric power, with the internal combustion engine firing up only when the computer decides it’s required to meet load demand or battery charge parameters. However drivers can choose to activate an E-Hold mode to maintain battery’s state of charge, ensuring there’s adequate charge left for zero-emission e-driving at their destination, or an E-Charge mode that gets the V-8 engine to develop more power than is actually needed for driving so the battery can be charged on the fly.
The P-TEST is the second-most expensive Panamera you can buy, topped only by the extended wheelbase Executive sedan with the same powertrain, which stickers for about $195,000. Porsche is clearly positioning hybrid as a premium powertrain, laying the groundwork for further electrification of Porsches over the coming decade and the forthcoming launch of the all-electric coupe-like four-door based on the gorgeous Mission E concept.
Technically, the smooth and fast 2018 Porsche Panamera Turbo S E-Hybrid Sport Turismo is an impressive piece of work. And that mouthful of a moniker pretty much tells you exactly what you’re driving, though we’d argue it’s more ‘turismo’ than ‘sport.’
2018 Porsche Panamera Sport Turismo review: Turbo S E-Hybrid
Want the Porsche that ticks every conceivable box? A model that blends Turbo S performance, hybrid efficiency, sports car handling, family-friendly room and a wagon bootspace? The exhaustively named Panamera Turbo S E-Hybrid Sport Turismo could be right up your alley. Hold on to your kitchen sink...
Pros and Cons
- The Swiss Army knife of do-it-all Porsche variants
- Outrageous performance for a big wagon
- Hybrid efficiency in a natural driving experience
- Slick looks (to taste)
- High-class execution
- High-performance handling a bit short on actual sportiness
- Still not a bona-fide five-door 911 experience
- Dedicated four-seating will limit its appeal for some buyers
If you’re a believer that nothing exceeds quite like excess, the latest super grand tourer from Zuffenhausen could well be all the Porsche you’ll ever want and need. Even its name, the 2018 Porsche Panamera Turbo S E-Hybrid Sport Turismo, is fittingly over the top for a flagship model variant that boasts some dizzying claims and numbers on its form guide.
While Porsche’s marketeers might’ve missed a trick with the lacklustre ‘PPTSEHST’ acronym, its long-form badge (which we doubt would fit across the tailgate) explains away its core credentials. In translation, then, it’s a five-door hatch (Panamera) with bi-turbo V8 power (Turbo) in flagship output and trim (S) with electric drive boost (E-Hybrid) in an expanded, more spacious wagon body style (Sport Turismo).
Before getting too bogged in the big numbers puddle, it’s worth highlighting two key metrics at play that combine to make Panamera With The Lot’s credentials quite extraordinary, if not downright game changing. In a world where a pair of sixes for 0–100km/h acceleration and per-hundred combined fuel consumption claims are impressive, and two ‘fives’ are rave worthy, the King of Panameras strides over the outstanding fours and lands in rarefied eco-performance territory few vehicles of any segment and price can match.
The Be-All-Porsche’s great party trick is nailing 0–100km/h in a stunning 3.4sec while returning, if claims are to be believed, an incredible 3.0L/100km best. Such boasts for a featherweight, carbon-fibre chassis, squillion-buck sports car would be shouted from the rooftops. The same numbers applied to a full-fat, mega-luxurious, five-seater wagon weighing a portly 2.325 tonnes is, superlatives aside, quite an achievement to marvel.
Strapping Junior or Fido into the palatial, leather-dipped second-row seating to share the experience of lung-busting ‘mid-three’ acceleration is a very rare treat – even Audi’s mighty RS6 Avant war wagon, at 3.7sec, falls somewhat short. And of course, there’s some serious hardware producing other serious numbers doing the heavy lifting.
The 4.0-litre bi-turbo V8 makes 404kW from 5750rpm and a robust 770Nm from a smidge under 2000rpm. Add the boost effect of the hybrid system’s 100kW electric motor plying 400 extra Newton metres between 1000–2300rpm, and you arrive at combined system outputs of a heady 500kW (5750–6000rpm) and herculean 850Nm (1400–5500rpm).
The narrow, snaking and often slippery back roads of southern Spain where we sampled Mega-Panamera aren’t ideal for warp-speed acceleration frivolity, even just 3.4 seconds worth, but a couple of sneaky and swift ‘Sport Plus’ getaways suggest how it launches is just as impressive as the sheer thrust generated. The silent torque boost from the e-motor is instantaneous, and the synchronisation between electric and combustion drive (via an electromechanical coupling) is utterly seamless.
Better yet, all of the parallel hybrid drive goes through the eight-speed automatic transmission, so regardless of whether the system is adopting electric or combustion power exclusively, or in tandem as it does under full-noise progress, the accompanying upshifts provide natural and familiar sensations of acceleration and road speed. In fact, such is the sonic dominance of the bi-turbo V8 – rich if a little muted for our tastes – that you’d almost swear motivation was purely delivered by one engine much larger in capacity than just four litres.
If there’s one downside, though, it really doesn’t feel as quick as claimed. Nigh on brutal? Sure. Take your breath away? Not quite.
Its all electric, more environmentally feelgood party trick is less dramatic if no less impressive. Selecting ‘E-Power’ – the sole electric-only mode of four ‘regular’ driving modes – provides up to 49 emissions-free kilometres of driving if you’ve plugged its 14kWh lithium-ion battery pack into 230V mains power for the requisite six-hour recharge. So far, so conventional. But it’s the driving flexibility of this mode that’s a real winner.
Just 400Nm of E-Power shouldn’t allow two-plus tonnes of wagon to dispatch slow-moving traffic with reasonable ease, to accelerate up mountain passes without struggle, to outrun any posted speed limit through to 140km/h, and not need the bi-turbo V8 to chime in over the balance of normal driving and grand touring. Thus set, it’s not quick – 0–60km/h in 6.1sec – but sedately driven the smooth, quiet and seamless electric-only drive mode is rarely caught short-changed.
With a mere 150km loop of mostly mountainous corner carving in which to try every drive-mode combination, little of the Ultimate Panamera experience was typically pedestrian or everyday. The worst consumption we saw was around 14L/100km, the best zero. Somewhere in between that golden 3L/100km average consumption claim is, we reckon, fairly realistic if very much conditional.
There's rear-wheel steering, Sport Chrono-fettled active suspension damping and tricky ‘Plus’-spec torque vectoring for its all-paw traction, active electromechanical anti-roll smarts, and all governed by so-called ‘4D Chassis Control’ synchronicity. Linking wagon to tarmac are massive 275mm front and 325mm rear 21-inch tyres with rims wrapping 10- and four-piston carbon-ceramic brakes. Clearly big measures have gone into imbuing the Boss Panamera with dynamic talent.
And yet, while you’d hardly call these systems’ battle with portly kerb weight inertia a defeat, it’s certainly a hard battle constantly fought. From behind the wheel, the wagon’s huge dimensions and heft govern the driving experience. You can hustle it to some vigorous degree when road – or track – conditions permit, but this much Porsche doesn’t like to be manhandled. Actually, correction, it doesn’t respond with sports car-like agility regardless of how animated the driver’s inputs.
It’s no four-door 911. ‘Sports’ is a bow long drawn. Super grand tourer with sledgehammer performance and impressive eco-sensibility perhaps, yes, but its happiest place is the autobahn – 0–200km/h in under 12 seconds – and clocking up big trips with serious seat time. With a head of steam on the Spanish motorways, it sits absolutely rock solid.
Standard is the Cayenne-style adaptive roof spoiler that, depending on mode and conditions, can add up to 50 kilograms of rear downforce through to the wagon’s lofty 310km/h v-max. While those big wheels do add a slight abruptness to ride quality across hard edges, for the broader cruising experience the comfort, compliance and cosseting are exemplary at any road speed.
Inside it’s the now familiar ‘new Porsche’ – fewer buttons, large expanses of smartphone-like glass interface, with neat Germanic austerity in some areas (dash design, material and stitching) and touches of opulence elsewhere (the fabulously comfy 14-way electric leather seats).
The five-roundel instrumentation design blends traditional central-tacho classicisms with new-school displays, mostly containing hybrid drive/mode information. The 12.3-inch touchscreen infotainment system is also miles better, friendlier and faster than the ageing system Porsche persists with in some of its sports cars.
It’s at its five star, first-class best as a four-seater, with the gloriously dominant centre console, complete with individual passenger controls, that bisect the roomy cabin space through the two rows. This is rear adult luxury accommodation at its finest. You can opt, though, for a ‘four plus one’ configuration, with a sort of backup middle rear position that’s not terribly comfortable, complete with some rear leg room thanks to much smaller console with simpler controls.
Not only does the Sport Turismo wagon format look better than the liftback, there’s an extra 20-litre benefit in luggage space (425 litres) rear seats up, a 50-litre advantage (1295L) with the 40:20:40 rear split-fold seating stowed. No, it’s not as commodious as a proper SUV – that’s why Cayenne exists – though there are plenty of useable everyday mod cons: a low load height, an electric tailgate with foot gesture operation (if need be), a 230V outlet, floor rails with four lashing points and a partition net.
Porsche is also keeping up with the German Joneses with conveniences, be it (Apple only) smartphone/smartwatch remote control of various functions via Porsche Connect apps, camera-based speed sign recognition, the clever InnoDrive function in the adaptive cruise control (which optimises powertrain calibration for the road ahead, three kilometres in advance) and ‘traffic jam assist’ for autonomous around town driving up to 60km/h.
Space, practicality, luxury, efficiency and sheer bloody pace, the Want For Little Porsche comes at a handsome price. At $466,400 before on-roads (launches May 2018), yes, you’re buying into the exclusivity of a technical marvel, but equally you’ll want to utilise the breadth of its various talents.
Otherwise, you could opt out of the stonking lunge-for-the-horizon prowess, cop a slight hit in the bells and whistles department, and instead opt for the equally multifaceted if slower V6-engined Panamera 4 E-Hybrid Sport Turismo. At a mere $255,800 for a fine all-purpose daily, the $210K you save could just about also squeeze a properly sporting base 911 Carrera – parking permitting – as an added weekend indulgence.
Our Ratings Breakdown
Interior Comfort & Packaging
Infotainment & Connectivity
2018 Porsche Panamera Turbo S E-Hybrid Sport Turismo
THE NEW 2018 PORSCHE PANAMERA TURBO S E-HYBRID SPORT TURISMOThe most powerful Panamera Sport Turismo is a plug-in hybrid wîth 680 hp
•550 hp 4.0L twin-turbo V8 and 136 hp electric motor•Total system output of 680 hp and 626 lb.-ft. of torque•Zero to 60 mph in 3.2 seconds; Top track speed of 192 mph•EPA-rated fuel economy and range will be available closer to launch•Base MSRP of $188,400 excluding delivery, processing and handling fee•Expected to arrive at dealerships in Spring 2018
ATLANTA, Sept. 25, 2017 /PRNewswire/ -- Porsche is expanding its hybrid range by adding a powerful plug-in hybrid to the Panamera Sport Turismo model line. Combining the 4.0-liter V8 engine from the Panamera Turbo Sport Turismo wîth an electric motor, the 2018 Panamera Turbo S E-Hybrid Sport Turismo delivers a total output of 680 hp and 626 lb.-ft. of torque, making it one of the most powerful production vehicles Porsche has ever made. But it is not just power that makes the Panamera Turbo S E-Hybrid Sport Turismo unique in its §egmènt. Its concept, including a large tailgate, low loading edge, increased luggage compartment volume and seating for five means that the new flagship of the model line offers a high degree of everyday practicality.
Hybrid PerformanceLike the Panamera Turbo S E-Hybrid sedan, the Panamera Turbo S E-Hybrid Sport Turismo offers a compelling demonstration of the performance advantages of hybrid technology. The new Panamera Turbo S E-Hybrid Sport Turismo utilizes a boost strategy derived from the 918 Spyder and combines a 136 hp electric motor wîth a 550 hp twin-turbo V8 engine. Total output of the combined systems is 680 horse-power and 626 lb.-ft. of torque.
The decoupler installed in the Porsche hybrid module is actuated electromechanically by an electric clutch actuator (ECA), just like in the other current Panamera hybrid models. This ensures quick response and exceptional comfort. Like other Panamera models, the quick-shifting eight-speed Porsche Doppelkupplung (PDK) dual-clutch transmission sends power to the standard active all-wheel drive system wîth Porsche Traction Management (PTM). The E-performance powertrain allows the vehicle to sprint from zero to 60 miles per hour in 3.2 seconds and complete the quarter mile in 11.6 seconds. The top track speed is 192 mph.
The electric motor is powered via a liquid-cooled lithium-ion battery wîth an energy capacity of 14.1 kWh. The high-voltage battery takes 12 hours to fully charge via a common 120 V, 10 amp connection. If the optional 7.2 kW on-board charger is utilized instead of the standard 3.6 kW unit, the charging time decreases to less than three hours wîth a 240 V, 40 amp connection. Charging can also be initiated using a timer via Porsche Communication Management (PCM) or the Porsche Connect app (for smartphones and Apple Watch®). Additionally, the Panamera Turbo S E-Hybrid is fitted wîth auxiliary air conditioning to cool or heat the passenger compartment prior to driving.
Únique design, adaptive roof spoiler and seating for five
The Turbo S E-Hybrid Sport Turismo offers all of the innovations of the second generation Panamera. These include the digitalized Porsche Advanced Cockpit, ground-breaking assistance system options such as Porsche InnoDrive including adaptive cruise control and optional rear-axle §teering. At the top of the vehicle, the roof extends into an adaptive spoiler. The angle of the roof spoiler is set in three stages depending on the driving situation and selected vehicle settings, and can generate an additional downforce on the rear axle. In normal driving, the aerodynamic guide element - a central system component of Porsche Active Aerodynamics (PAA) - stays in its retracted position wîth an angle of minus seven degrees, which reduces drag and thus optimizes fuel consumption.
At track speeds, the roof spoiler automatically moves to the performance position wîth an angle of plus one degree, thereby increasing driving stability and lateral dynamics. When in the Sport and Sport Plus driving modes, the roof spoiler automatically moves to the performance position at speeds in excess of 55 miles per hour. PAA also provides active assistance by adapting the roof spoiler's angle of inclination to plus 26 degrees when the panoramic sliding roof is open at speeds above 55 mph. In this case, the spoiler helps to minimize wind noise.
The top-of-the-line model offers all of the advantages of the new Sport Turismo range resulting from its unique design. The raised roof line of the Sport Turismo allows for easy entry and exit at the rear of the vehicle and offers excellent head room. The accessibility of the luggage compartment benefits from the wide opening tailgate and a loading edge height of just 24.7 inches. Like the other Sport Turismo models, the Turbo S E-Hybrid variant is also equipped wîth seating for three in the rear. The two outer seats take the form of individual seats - in keeping wîth the model line's reputation for sporty performance wîth maximum passenger comfort - thereby producing a 2+1 seat configuration. As an option, the Panamera Sport Turismo is also available in a four-seat configuration wîth two electrically adjustable individual seats in the back. Measured to the upper edge of the rear seats, the Panamera Turbo S E-Hybrid Sport Turismo offers 15 cubic feet of storage space. The backrests of the three rear seats can be folded down together or individually (in a 40:20:40 split) and can be unlocked electrically from the luggage compartment. When doing so, the luggage compartment volume is increased to 45.7 cubic feet.
Extensive standard equipment including ceramic brakes
Standard equipment on the Panamera Turbo S E-Hybrid Sport Turismo includes Porsche Ceramic Composite Brakes (PCCB), Porsche Dynamic Chassis Control Sport (PDCC Sport) including Porsche Torque Vectoring Plus (PTV Plus), Power Steering Plus and the Sport Chrono Package. 21-inch 911 Turbo Design wheels, auxiliary air-conditioning, adaptive aerodynamic elements and a three-chamber air suspension including Porsche Active Suspension Management (PASM) are also standard.
Availability, expected arrival, and pricing
The 2018 Porsche Panamera Turbo S E-Hybrid Sport Turismo is available to order now and is expected to reach Ú.S. dealers in Spring of 2018. The base MSRP is $188,400, not including a $1,050 delivery, processing and handling fee.
About Porsche Cars North America, Inc. | One Porsche Drive, Atlanta, GA 30354 ÚSAEstablished in 1984, Porsche Cars North America, Inc. (PCNA) is the exclusive Ú.S. importer of Porsche 911, 718 Boxster and 718 Cayman sports cars, Macan and Cayenne SÚVs, and Panamera sports sedans. Headquartered in Atlanta, Georgia since 1998, PCNA is also home to the first Porsche Experience Center in North America featuring a module-based 1.6 mile driver development track, business center, and fine dining restaurant, 356. The company operates a second Porsche Experience Center near Los Angeles. This 53-acre complex features a driver development track wîth eight educational modules totaling 4.1 miles, a business center, and Restaurant 917. PCNA employs over 300 people who provide parts, service, marketing, and training for 188 dealers. They, in turn, work to provide Porsche customers wîth a best-in-class experience that is in keeping wîth the Porsche brand's nearly 70-year history of leadership in the advancement of vehicle performance, safety, and efficiency. PCNA is an indirect wholly-owned subsidiary of Porsche AG, which is headquartered in Stuttgart, Germany.Source - Porsche