2021 Porsche Panamera 4S E-Hybrid First Drive Review: An Intriguing Standout

With a database of information gleaned from the development of cutting-edge models like the Porsche Taycan EV and Porsche 918 Spyder to draw from, it was only a matter of time before the technology filtered into production hybrid models like the new-for-2021 Panamera 4S E-Hybrid. 

In addition to the usual round of superficial cosmetic rejuvenation, the entire 2021 Panamera line will benefit from a series of incremental hardware and software tweaks curated to holistically improve the vehicle. That’s what makes the 2021 Panamera 4S E-Hybrid the most intriguing. 

Sublime EV Mode, 552-Horsepower On Tap

Like most modern hybrids, the 4S E-Hybrid signals its awakening with an illumination of the instruments and controls. The default E-Power driving mode is one of six, including Hybrid Auto, Sport, Sport Plus, E-Charge and E-Hold. Its step off is smooth and silent, and the cabin serene as the electric motor calls on its 295 pound-feet of torque and 134-horsepower to put the Panamera in motion. While those numbers may seem minuscule, having all 295 foot-pounds of torque from the electric motor available from just 100 rpm does a lot to alleviate the task of moving the 4S E-Hybrid’s approximately 5,000-pound curb weight from a standstill.

The EV effort requires a robust battery, and Porsche upgraded the previous Panamera Hybrid’s 14.1 kWh battery to a 17.9 kWh unit for the 2021 Panamera 4S E-Hybrid. While EV range, MPGe and combined fuel economy estimates are not yet available, the outgoing 2020 Panamera 4E-Hybrid with the smaller battery carried an estimated 31 miles of EV range and an EPA-estimated 51 MPGe. Despite tipping the scales roughly 215 pounds heftier than the previous model, the increased battery capacity and revised software mapping should nudge the EV range upward by about 5 miles and increase hybrid operation fuel economy into the mid-50s. 

The 2.9-liter twin-turbo V6 gasoline engine can be summoned quickly, however, by depressing the accelerator to approximately 60 percent of its range of travel. Rated at 433 horsepower and 405 pound-feet of torque, it teams with the electric motor for a total output of 552 horsepower and 553 pound-feet of torque funneled through an eight-speed dual-clutch automatic transmission.

While those figures don’t elicit the same jaw-dropping response they might have a decade ago, it’s enough to launch the 4S E-Hybrid to 60 mph in a claimed 3.5 seconds. That’s nearly a second quicker than the 2020 Panamera 4E-hybrid.

More impressive than the numbers, however, is how the chassis and all-wheel drive conspire to remove histrionics from the process, just hunkering down and delivering neck-straining acceleration. The power feels omnipresent thanks to the tag-team of the electric motor and gasoline engine. The fact that the turbocharged V6 hits max torque at a low 1,400 rpm doesn’t hurt either.

Six Drive Modes Dial In Performance

While the drive modes in lesser vehicles can be a bit shadowy in operation, the Panamera 4S E-Hybrid modes display a tangible effect on vehicle behavior. Hybrid Auto mode seamlessly blends the power sources for maximum efficiency and continuously varies the operating strategy state of charge, topography and speed. Even the driver-selected destination in the navigation system and route guidance plays a role in ensuring the most efficient mode of operation at any time. Though it may sound fidgety, it’s seamless in operation. 

E-Hold Mode keeps the battery in its current state of charge, beneficial when entering low-emission zones like those recently implemented in over 80 European cities. E-Charge is similar, but it ramps up the charge rate from the gasoline engine to 7.2 kW to get the battery to an 80-percent charge as quickly as possible. Porsche has rolled back this target from 100% in previous Panamera hybrids as the nature of electrical resistance makes the final 20% of battery charge the most difficult to achieve.

Like all Porsches, the real soul of the vehicle resides in the Sport and Sport Plus modes, which optimize performance above all else. The gasoline engine permanently runs these modes, charging the battery at the increased rates of 9 Kw and 12 Kw, respectively. While both charge the battery quickly, they do so to make sure the battery can deliver full energy for maximum performance first and increasing range second. 

Incremental Changes, Maximum Improvements

Hustling the Panamera 4S E-Hybrid in Sport Plus mode not only reveals an engaging personality but provides an opportunity for the improvements to the Panamera hybrid’s regenerative braking system, PASM (Porsche Active Suspension Management) and steering to prove their mettle.

While previous models suffered from a grabby and non-linear transition between frictional and regenerative braking and general dullness of pedal feel, Porsche countered with a larger master cylinder, a revised electronic brake booster, increased pedal travel and remapped software to smooth out response. There still a moment of funkiness during the hand-off between regen and friction as speeds slow, but you need to be consciously looking for it to be aware in most situations. The pedal feel also is improved, braking at high velocities more dependent on the force applied to the pedal rather than overall travel.

The steering and chassis improvements are a revelation. A new EPS (Electronic Power Steering) Module and algorithms developed for the Taycan and 911 Carrera models offer significantly improved steering feel and tactile directional stability. Even the engine and axle mounts are finessed for a more balanced feel. Combined with the revised PASM algorithms and model-specific tune, the new Panamera 4S E-Hybrid is a joy to throw into long sweeping corners. Even on the broken pavement of Detroit, the Panamera devours freeway on-ramps, sticking with tenacity and then launching into traffic at speeds well in excess of posted limits. (Top speed is limited to 185 mph.)

As Dr. Thomas Freimuth, Vice-President of the Panamera model line, explained via a video conference, “When a company is as small as Porsche [comparatively speaking], you are forced to use every experience learned from [the development of] other cars and models. Sometimes it’s even the same team involved. And of course, we learn from our customers.”

In more rural settings, the vehicle tracked flawlessly through tight corners and sweeping cutbacks, the Porsche Traction Management all-wheel-drive system keeping a tight rein on chassis angle. It’s so inspiring that it’s difficult to state unequivocally where the limit is, as finding it would require plenty of run-off room or a bullet-proof insurance policy to cover the damages when the rear end suddenly decides to come around front to chat.

Though plug-in hybrids remain the exception rather than the rule in the U.S., Porsche says the Hybrid models make up 60% of Panamera sales in Europe. Driving the new 2021 Panamera 4S E-Hybrid, it’s easy to see why. Offering nearly silent operation in EV mode, respectable combined fuel economy and performance reserves unthinkable in a sports sedan just a decade ago, the 4S E-Hybrid is arguably not only the most fuel-efficient model in the Panamera lineup but also the most versatile and well-rounded model.

Pricing, fuel economy estimates and additional details will be released closer to the on-sale date in early 2021.