Porsche Panamera Turbo S E-hybrid

Porsche Panamera Turbo S E-hybrid – Just as Bob Dylan went electric, the Porsche Panamera went electric. The Turbo S E-Hybrid is a 680bhp petrol-electric beast that now sits at the top of the range as the most powerful Panamera model currently on sale.

Like the non-hybrid Turbo, the Turbo S E-Hybrid is powered by a 550-horsepower twin-turbo 4.0-liter V8 engine. However, the hybrid makes up for this with a 136bhp electric motor nestled between the engine and an eight-speed PDK dual-clutch automatic transmission. (Due to the different power curves of the two power sources, the Turbo S E-Hybrid’s total output of 680 hp is six hp less than the combined V8 engine and electric motor outputs.)

Porsche Panamera Turbo S E-hybrid

Thanks to the immediacy of the electric motor’s 295 lb-ft of torque paired with the V-8’s monstrous 567 lb-ft of torque, the Turbo S E-Hybrid rockets with the ferocity of an NFL linebacker. Even with all-wheel drive and grippy Michelin Pilot Sport 4 tires, the Turbo S E-Hybrid struggles for traction as it leaps off the line, sprinting to 60 mph in just 2.9 seconds and through the quarter mile in 11.1 seconds at 125 mph. at speed h. time traveled

Porsche Panamera Turbo S E Hybrid Sport Turismo First Drive

Compared to the Panamera Turbo, which hits the mile in 3.0 seconds and takes 11.3 seconds to cover 1,320 feet of tarmac and reach a top speed of 122 mph, the hybrid’s performance feels minimal. However, the fact that the hybrid Panamera is on the wrong foot is a completely different experience. Because the electric motor covers the engine’s initial turbo lag, the Turbo S E-Hybrid never hesitates when asked.

A 14.1 kWh lithium-ion battery continuously supplies electrons to the electric motor. The battery provides enough juice to enable the EV to travel an EPA-estimated 14 miles before the V8 kicks in. And in standard E-Power mode, the electric motor is powerful enough to propel the Porsche with reasonable momentum at speeds up to 140 km/h.

Charging the battery takes about 13 hours from a standard 120-volt outlet, but switching to a 240-volt source cuts that time to a more affordable four hours using the standard 3.6kW charger. Spend $840 on the optional 7.2kW charger included with our test car and the battery can be fully charged in two and a half hours. Both E-Charge and E-Hold functions are available while driving. The former uses the gas engine to charge the battery at maximum capacity, while the latter stores the battery charge for later use.

When the battery is depleted, the Panamera’s system switches to a hybrid automatic setting that allows the gasoline engine and electric motor to perform their respective tasks to maximize efficiency. A steering wheel-mounted drive mode switch (part of the standard Sport Chrono package, which also includes a dash-mounted stopwatch) activates the stiffer Sport and Sport Plus settings. Both run the V8 engine to charge the battery so the electric motor can provide full assistance when needed.

Porsche Panamera Turbo S E Hybrid

Regardless of the drive mode, the Turbo S E-Hybrid switches between power sources with the deft precision of Dylan pointing to the fretboard of a Fender Stratocaster. Unfortunately, the same cannot be said for the brake pedal, which switches between regenerative braking and friction braking with the awkwardness of a music novice. Annoyingly, there’s also no way to increase the power of the regenerative braking by letting off the accelerator.

Despite the brake modulation, the Turbo S E-Hybrid lacks bite, and the car comes standard with a set of 16.5-inch front and 16.1-inch carbon-ceramic brake discs, supplied with ten-piston front and four-piston calipers. – piston brake discs can be pressed – Rear piston calipers with acid green paint. (Porsche also puts acid green accents on the Turbo S E-Hybrid’s exterior badging, but that can be removed and the dial color changed if desired.) clear 152 feet. a feat that’s all the more impressive when you consider the hybrid’s curb weight of 5,315 pounds, which is 722 pounds more than the Panamera Turbo.

The Turbo S E-Hybrid’s battery accounts for about 287 pounds of its additional mass. The battery pack is located under the cargo floor and reduces the Panamera’s cargo space by four cubic feet. Still, the Porsche’s 14-cubic-foot trunk is perfectly adequate.

The position of the battery pack helps with weight distribution, and the Turbo S E-Hybrid moves 51.3 percent of its mass to the rear axle. Conversely, the Panamera Turbo has 53.5 percent of its mass over the front wheels. Notching 1.01g around our 300-foot-long slide (the Turbo pulled “only” 0.94g), the Panamera Turbo S E-Hybrid is a benchmark for vehicular capability.

Hot Wheels Porsche Panamera Turbo S E Hybrid Sport Turismo

However, it is not a measure of driver engagement. While standard features like brake-torque vectoring and adaptive dampers and air springs, along with a $1,340 rear-steering system, help the Turbo S E-Hybrid make the most of its wide-ranging grip, the car simply doesn’t offer; The driving experience and dynamics of other Porsche models lack the tactility of the company’s sports cars.

Even the standard Panamera Turbo is more fun to drive than this gas-electric hybrid, which moves with an inorganic, video game-like quality. The light but direct steering is as informative as Reggie Miller’s color commentary on an NBA broadcast (read, not much), while various chassis controls take the stress out of tasks like changing spring rates and adjusting anti-roll bar stiffness. the driver from interfering.

Perhaps only Porsche enthusiasts will find the Panamera Turbo S E-Hybrid’s driving dynamics underwhelming. Buyers looking for a high-performance luxury sedan will be delighted with the truly impressive performance.

With a base price of $185,450, the Turbo S E-Hybrid costs $34,400 more than the smaller Panamera Turbo. Even at this price, the high-performance hybrid Porsche feels as rich as its starting price suggests, with premium materials and premium build quality adorning the car’s interior. Well-bolstered, 14-way power seats provide long-distance comfort for the front seats, while rear passengers sit in separate seats separated by a center console. Those looking for extra seating can spend $1,000 for a rear triple seat.

Porsche Panamera Sport Turismo Turbo S E Hybrid Mk Ii Facelift Specs, Quarter Mile, Performance Data

This Midnight Blue Metallic example omitted that option, but included $2,880 massaging front seats and ventilated front and rear seats (heated seats are standard). Additionally, this car had eight-way rear seat controls for $2,310, four-zone climate control (instead of the standard two-zone setup) for $1,410, a pair of power rear seats with sunshades for $880, and soft-close doors. For $780, heated steering wheel for $280. Another $5,370 bought the Assistance package, which added lane-departure warning, a night-vision camera and Porsche’s new InnoDrive adaptive cruise control, which uses a navigation map database along with radar and video to accelerate, brake and prepare for the conditions in just the right gear. to choose. up to 1.8 miles away. We found the InnoDrive to be a seamless partner that never attracted too much attention.

Despite the cabin’s prowess and comfort, the Panamera Turbo S E-Hybrid has some ergonomic flaws that angered our crew. Our complaints were mostly about the infotainment system and its central 12.3-inch touchscreen, which offers crisp and clear graphics but confusing and unintuitive menus. Equally frustrating are the redundant center console controls, many of which are touch-sensitive buttons that are hard to find without taking your eyes off the road. Fans, on the other hand, ditch mechanical directional controls for cumbersome electronic units that require a separate menu on the touch screen.

Unique details on the Turbo S E-Hybrid include acid green needles for the speedometer and dash-mounted stopwatch, as well as custom powertrain display menus for the touchscreen and gauge clusters. Like other Panameras, the Turbo S E-Hybrid has an analog speedometer flanked by two 7.0-inch displays, both of which appear to be used sparingly. While we appreciated the full inclusion of a navigation map, we regretted the limited amount of audio information that could be displayed on the cluster screens.

Like the folk fans who were disappointed when Bob Dylan picked up the electric guitar and went mainstream rock ‘n’ roll, we’re not completely sold on the Porsche Panamera Turbo S E-Hybrid, even though they’re awash in modern drivetrain technology, they are. sacrificing the dynamic commitment on which Porsche has built its reputation. Whether we like it or not. Porsche is going electric. We can only hope that Porsche’s future hybrid and all-electric models can find the magic of the driver-focused 918 Spyder and avoid the clinical vibe of the Panamera.

Porsche Panamera Turbo E Hybrid

Twin-turbocharged and intercooled, DOHC 4.0-liter 32-valve V8 engine, 550 hp, 567 lb-ft + permanent magnet synchronous AC electric motor, 136 hp, 295 lb-ft; Total system output: 680 hp, 626 lb-ft; 14.1 kWh lithium-ion battery

Despite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. However, both Finns are known for their love of cars, car culture and, oddly enough, their monogrammed one-piece swimsuits. Greg’s career

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