Yahoo Autos 2025 Porsche Panamera 4/4S E-Hybrids: Mainstream PHEVs Revised
Porsche introduced its new third-generation Panamera earlier this year with the base and Turbo S E-Hybrid models. This latest Panamera maintains the sleek flair that distinguishes it from most modern luxury sedans, with their huge grilles, blunt profiles, and garish details. In many regards, the Panamera continues to resemble a four-door 911, and it comes in numerous varieties, just as the 911 does. With the two bookends of the lineup established, Porsche is now adding the 4 and 4S E-Hybrids, which employ the same plug-in-hybrid powertrain elements introduced in the V-8-powered Turbo S.
Powertrain Changes
For these models, Porsche is employing the twin-turbo 2.9-liter V-6 from the previous S model. The electric part of the powertrain is the same upgraded one fitted to the Turbo S, consisting of a 187-hp electric motor with 331 lb-ft of torque and a 21.8-kWh battery.
The higher-capacity battery is not much heavier than the old 14.3-kWh one, because the improved energy capacity comes from new cell chemistry rather than from simply more cells. Overall dimensions for the battery, which is mounted below the cargo floor, are about the same. In fact, thanks to other design changes, the cargo capacity under the hatchback has increased by about one cubic foot, though it's still down about two cubes compared with the nonhybrid models.
The new motor is more thoroughly integrated into the eight-speed PDK transmission, sharing the transmission's oil cooling and switching from an external to an internal rotor design. These changes reduce rotational inertia, keep the motor operating at optimal temperature, and shed 11 pounds.
In the 4 E-Hybrid, this motor is coupled to a 300-hp version of the 2.9-liter engine with 309 lb-ft of torque. In combination with the electric motor, 463 horsepower and maximum torque of 479 lb-ft are available. That's about the same total power as the old E-Hybrid but with less torque, mostly because the V-6 engine has been downrated from the previous generation.
With the 4S E-Hybrid, the story is similar. The new V-6 makes 348 ponies and 368 lb-ft, down 92 horsepower and 38 lb-ft from last year's model. The same electric motor used in the non-S E-Hybrid makes up much of the difference, but final total output comes to 536 horsepower and 553 lb-ft—the same torque as last year, but fewer ponies.
Despite these downgrades in output, Porsche claims that both models are slightly quicker and faster than their outgoing equivalents despite being 50 to 60 pounds heavier. After spending a few hours in the two new models, we won't argue with those claims.
Driving the 4 and 4S E-Hybrids
We started our drive with a fully charged battery in E-Hybrid mode, which meant running solely on the electric motor unless we toed heavily into the throttle or exceeded 87 mph. Despite weighing a claimed 5016 pounds, the 4 E-Hybrid was quick enough for normal commuting without engaging the V-6—and these PHEVs come only with all-wheel drive. The electric range has yet to be established according to the EPA protocols, but given that the battery capacity has increased by about 50 percent and the WLTP range has grown some 80 percent on the similarly enhanced Cayenne E-Hybrid last year, we would expect the EPA electric range to increase from 19 to at least 30 miles.
Once you use up the energy in the battery, or select a drive mode that always engages the V-6, the Panamera feels very energetic. Porsche claims a 60-mph time of 3.9 seconds and a quarter-mile of 12.6 seconds, not far off its numbers for the base 911 Carrera. Perhaps more important, the E-Hybrid gains speed effortlessly, with the powerful electric motor supplementing the torque while the turbo spools up at low rpm. And when you keep your foot in it, the V-6 winds out with a subtle but satisfying snarl. Just make sure you turn off the enhanced sound, which generates a synthetic drone at low revs.
Despite having 73 more horsepower and 74 more pound-feet, the 4S E-Hybrid doesn’t feel much quicker than its lesser sibling, though Porsche claims it gets to 60 in 3.5 seconds and through the quarter in 12 seconds flat. With the generous electric power bolstering throttle response, the muscular differences between the two cars are simply not very noticeable.
Nor are their road manners very different. The 4 E-Hybrid comes shod with standard 19-inch wheels and 265/45 and 295/40 tires, while the 4S comes with 20s, 275/40s, and 315/35s. Both of our sample cars were fitted with their optional setups: the 20-inchers on the 4 and 275/35 and 325/30 Michelin Pilot Sport S5 tires on 21-inch wheels on the 4S.
Active Ride's Suspension Trickery
More important, both cars were equipped with Porsche Active Ride, a new $7150 option over the now-standard—and redesigned—Porsche Active Suspension Management (PASM). The A in PASM should be changed to Adaptive since there's nothing active about it. It uses two-valve adjustable dampers combined with two-chamber air springs.
Porsche Active Ride, on the other hand, is the real deal with a 400-volt electrohydraulic pump at each corner capable of providing 2200 pounds of force, up or down. (The need for high voltage will restrict this option to e-Hybrid Panameras and 800-volt Taycan EVs.) In other words, this system can actively raise and lower wheels rather than simply reacting to suspension inputs, and it can do so in less than 50 milliseconds. The system incorporates a single-chamber air spring, so no energy is required to simply support the car. Nor are anti-roll bars required.
The system even offers a mode in which the Panamera leans into corners, leans forward under acceleration, and leans backwards under braking. But more important than these circus tricks is the uncanny composure this suspension provides. Whether driving calmly or quickly, the Panamera's body hardly moves—almost no dive, squat, roll, or even up-and-down motion. The bumps and dips of the pavement were almost completely smothered, with only a bit more noise than motion. Of course, this was on famously smooth German pavement, but this system seems like a major step forward in suspension design. The 4S E-Hybrid, also with this Porsche Active Ride and even with 21-inch wheels and tires, did not feel harsher.
Driven quickly, both cars perform very well, particularly if you select Sport or Sport Plus mode. Those modes firm the suspension, hold the lower gears longer to raise engine rpm, and sharpen throttle response. And while the suspension seems to tighten slightly, ride comfort remains excellent. Steering feel and brake actuation is also linear and consistent.
These third-generation Panameras have a fully electronic dash with a variety of options, but it is possible to call up a traditional five-dial layout. Thankfully, there are hard buttons for the various HVAC functions on the glossy black panel on the center console, along with a big knob for volume control. Interior space is decent, with good room in the back seat, though not as much as some of the more upright luxury sedans provide—a BMW 7-series, for example, sits almost three inches higher.
In the usual Porsche fashion, you'll have to pony up for this goodness. The base 4 E-Hybrid starts at $117,495, and the car we drove was festooned with $43,560 of options, bringing the total to $163,050. The 4S starts at $128,795 and had an even heavier $60,240 option load, bringing the total to $191,030—or roughly the base price of the 670-hp Panamera Turbo E-Hybrid.
EPA figures haven't yet been released for the new models, which will go on sale later this year, but as the recent Car and Driver article about PHEVs pointed out, a buyer will be unlikely to quickly recoup the nearly $6000 premium for the addition of the electric drive (almost 13 grand compared with the base, rear-drive Panamera). But the superb throttle response and the option of adding the Porsche Active Ride suspension make this a PHEV that one might sensibly select for reasons other than fuel efficiency.
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