Heavy Performance, Man: During rides in the Turbo S E-Hybrid with Porsche pro drivers Timo Bernhard and Lars Kern at the Nardò Test Center in southern Italy, weight was never an issue. The Panamera jinked with a prizefighter’s cunning agility to post remarkable acceleration, cornering, and braking performance stats. Launch-controlled thrust topping an indicated 1.30 g slammed every head in the cabin into the backrests, on the way to 60 mph in barely more than three seconds. (Our testing has seen lesser Panameras sprint to 60 mph as quickly as 3.3 seconds.) On Nardò’s 16-turn handling loop, the pros easily posted 1.50-plus cornering g’s without a whimper of protest from the 21-inch Michelin tires, as well as more than 1.00 g under braking. The difficulty in blending regenerative and friction braking that we observed in the Panamera 4 E-Hybrid has been resolved, says Porsche. Nudging the Panamera’s 193-mph indicated top speed required nothing more than steady hands on the wheel. The saving grace of witnessing this show of strength from the back seat is that you’re treated to a real-time view of g-forces darting across display screens attached to the front buckets’ backrests and the full fury of the V-8’s sport-exhaust serenade. From the outside, the second-generation Panamera is a 911 Carrera kneaded into a four-seat hatchback sedan. During breaks from flat-out lapping sessions, Gernot Döllner, who has guided Porsche’s performance hybridization strategy and development since the creation of the original 918 Spyder concept, explained that the hardware and equipment within this envelope has the versatility needed to set new Porsche performance standards. For example, 30 or more miles of engine-off electric driving combined with the strongest acceleration ever seen in a Panamera.
The Mechanicals (and the Electricals): While hybrids often are spun from conventional underpinnings, the MSB platform was conceived as a dual gasoline-and-electric architecture from the start. The Panamera Turbo S combines Porsche’s 550-hp twin-turbo 4.0-liter V-8 with a 136-hp AC motor/generator packed inside a new ZF eight-speed dual-clutch automatic transmission-cum-transfer case. That yields a combined 680 horsepower and an awesome 626 lb-ft of torque ready and able to spin all four tires. A 14.1-kWh battery pack containing 104 liquid-cooled lithium-ion cells inside an aluminum box the size of a large suitcase lives beneath the cargo floor just ahead of the rear bumper. None of these components are light. The crash-resistant battery pack and its mounting hardware, for example, weigh more than 300 pounds. Even though Porsche’s engineers trimmed 41 pounds from the unibody with a more extensive use of aluminum, the scales tip in the other direction with the electric motor, yards of copper wiring, additional driveline parts, and 113 electronic control units. Add to that the huge carbon-ceramic brake rotors squeezed by 28 hydraulic pistons (10 per front wheel, four per rear wheel), four-wheel steering, air springs, adjustable dampers, and adaptive anti-roll bars powered by a 48-volt electrical system. Inside are four-zone climate control, four highly adjustable bucket seats, a two-panel sunroof, and touchscreens and switches galore commanding 6000 customer functions, according to Döllner. Compared with an all-wheel-drive, 550-hp Panamera Turbo, the top-spec E-Hybrid edition is some 700 pounds heavier and more lavishly equipped, in keeping with its $185,450 starting price. That’s $37,500 more than a nonhybrid Turbo but a bargain of sorts if you total the incremental cost of all the gear that’s standard in this Turbo S. The shocker, though, is the nearly $100,000 spread between the 330-hp base Panamera and the Turbo S E-Hybrid. (The Executive model, with a 5.9-inch-longer wheelbase, costs $195,850.) With a total of 11 models in the Panamera family plus a comprehensive options list, there’s one for every (thick) purse and purpose.
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