2021 Porsche Panamera Turbo S E-Hybrid Sport Turismo. Powered by a larger 17.9kWh lithium-ion battery (up from 14.1kWh) and resting between that glorious V8 and the 8-speed, Porsche Doppelkupplung (PDK) transmission, whirs a 134 hp electric motor. On its own, that motor can silently thrust the Panamera to a top speed of 140 km/h but when By no means a compact car, the Panamera E-Hybrid Sport Turismo occupies a substantial amount of real estate. Measuring 198.8 inches long, 85.2 inches wide (76.3 inches with mirrors folded), and The Panamera models are equipped with an exhaust system that features two individual tailpipes on the left and right in brushed stainless steel. The Panamera Turbo E-Hybrid has two Turbo-specific tailpipes on each side, which are finished in Dark Bronze. Sports tailpipes in a unique design or the sports exhaust system including sports tailpipes As of 2021, Porsche currently offers 21 (!) versions of the Panamera, all the way from the base model to the top-of-the-line Panamera Turbo S E-Hybrid Sport Turismo. 2021 Porsche Panamera Turbo S E-Hybrid Sport Turismo Specifications: ON SALE: Spring 2021: PRICE: $195,000 (base) (est) ENGINE: kombinasi warna baju dan celana yang cocok wanita. Take a guess at how many Panamera variants Porsche currently builds. No cheating. Just think about it—all the different body styles, engines, wheelbases, and trims. Got your guess? Sorry, you're has 24 different Panameras currently available. Two dozen. They range all the way from a base rear-driver with a twin-turbo V-6 and 325 hp to the Turbo S E-Hybrid, which has a twin-turbo V-8, all-wheel drive, and a hybrid system to give a total output of 690 hp. There are wagons and sedans, short and long wheelbases, and everything in between. Porsche While the sweet spot in the handling and driving-quality department might be the GTS spec, the best one for a long haul has to be the 4S E-Hybrid, especially in the Sport Turismo body style. It combines a 443-hp V-6 with a hybrid system to give you 552 total horsepower, making this the third-most-powerful Panamera variant, behind the Turbo S E-Hybrid and the Turbo S. It's fantastically quick and wildly efficient. It's a system perfectly suited to a new grand touring every Porsche, this Panamera is full of drive modes, and this one even has submodes for recharging the hybrid battery or holding it at a constant charge level. Your best option is to leave it in regular "hybrid" mode and let the computers suss out what needs to happen. Hybrid systems have evolved from being obvious drivetrain add-ons to seamless, nearly imperceptible assistances that work almost magically. Porsche's hybrid integration is among the best, blending battery and gasoline power in such subtle ways that the handoff or parallel operation isn't jarring at don't typically fade into the background. You don't want them to. The sports-car maker is famous for creating some of the most engaging machines on the road, cars that demand your attention at all times. On a back road or a track, that's excellent. On a long trip, it can be exhausting. Not so with the Panamera, the drivetrain in particular. It's not high-strung in any way. At its core, this is the twin-turbo V-6 you find in fast Audis and a few other Porsches—a capable engine but not the most exciting thing—along with a bunch of batteries. Porsche That, on the surface, isn't exciting. But the car does so much work behind the scenes, seamlessly coordinating two separate powertrains into one thrust, that it's pretty incredible to operate. The car never tries to draw your attention to what it's doing. That speaks to the success of the the battery fully charged and under light loads and lower speeds, the Panamera can be fully electric. In the right situation, it's perfect. It still uses the eight-speed gearbox, which means you can experience the PDK shifting in total silence. In a world of single-speed EVs, that's real magic happens when the gas engine kicks in. There is no delay, no awkward moment when the engine has to come up to the right revs to match the speed, no issues engaging the gearbox. The engine fires instantaneously, the transmission hops to the right gear, and then you're running on gas power. Simple as a 500-mile trip, the system worked flawlessly. What was most amazing was just how smart it was. On downhill grades, the Panamera will sail, disconnecting the gas engine to coast with minimal resistance—awkward if you normally rely on engine braking, fascinating if you're interested in seeing just how far you can drive on a single tank of fuel. Porsche That effortlessness continues in a traffic jam. In unpredictable stop-and-go, most hybrids struggle to choose between electric or gas propulsion, flipping between modes based on seemingly random parameters. Frequently, the Panamera would keep the gas engine running when I would have expected it to switch to electric. In that moment, maybe the car knew it didn't have enough battery juice to keep going, and having the engine running meant charging the battery and keeping the occupants happy. The regenerative braking also felt natural. So many of these systems have a step in the pedal as regen gives way to friction braking. At best, the transition is annoying, and at worst, it feels like the car isn't actually going to stop. Porsche has obviously done the most Porsche of things: finding a problem in other cars and using a wild amount of engineering to eliminate it. Other good stuff? The Panamera didn't need to refuel that entire trip—while being fast, comfortable, and swallowing lots of luggage without issue. Porsche The Taycan is getting top-sedan billing from Porsche these days. It's certainly the brand's future, and there's a likelihood we're on a timeline that sees the Taycan replace the Panamera. But the traditional sedan still has tricks the electric one doesn't. And until there's a robust cross-country charging infrastructure, the Panamera will remain the perfect long-distance Porsche. Good thing it's wonderful at it. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at As a name, the Porsche Panamera 4S E-Hybrid Sport Turismo is a clunker. But as a car, it's absolutely brilliant. That's it. That's the break the name down before we suss out what's new. 4S is the trim level, denoting its position above the base 4 but below the hotter-to-trot GTS and Turbo variants. E-Hybrid lets you know that there's a plug-in hybrid powertrain under the body. Sport Turismo, my favorite part, highlights the fact that it's a wagon. Throw it all together, and you have a name so dense that it defies SEO headline character 4S part, which is a new addition to the E-Hybrid lineup for 2021, is plenty potent in its own right. A twin-turbo V6 forms the first half of the equation, producing 443 horsepower and 405 pound-feet of torque on its own. That then hooks up with a battery (up from in 2020-and-before variants) and an electric motor to produce a net 552 hp and 553 The 4S E-Hybrid can act as a pure electric vehicle for a stint, or it can operate more like a traditional gas-electric hybrid, blending power sources for a balance of efficiency and fun. 2021 Porsche Panamera 4S E-Hybrid Sport Turismo is a strong car with a long name See all photos If you were worried about Porsche's foray into hybrids, it's safe to say you can embrace it wholeheartedly. I certainly do. The Panamera 4S E-Hybrid's powertrain is fabulous, helped in part by a litany of vehicle modes that change how the car generates, directs and conserves power. Leave it in the default Hybrid Auto and it'll use electric power at lower speeds and under light throttle. If I want to charge the battery on the highway for later use in the city, where it's more efficient, I can put the car into its Charge mode -- or I can throw it into Sport Plus, which not only charges the battery but also delivers maximum motive force as needed. That mode can be a little intense in daily use, but that's fine, because I can adjust the air suspension stiffness independently. The sheer number of mode combinations can be daunting at first, but as I experience each, I realize it just means more people can micromanage the car's systems to create a setup that works for specific needs or wants. Detroit roads are bad, for instance, so it only makes sense that I'd want a smooth suspension (but still have enough power to get the hell off those roads as fast as legally permissible).Under pure electric power, the Panamera 4S E-Hybrid is a near-silent delight. The interior is quiet, save for a hint of electric-motor whirr, which changes pitch ever so slightly as the seven-speed PDK dual-clutch transmission makes its way up or down. The feds say the Panamera's lithium-ion battery is good for about 18 miles on a single charge, but I am able to cruise for 23 -- including a highway with a 75-mph traffic flow -- before the V6 kicks in. You may never need to plug the car in if you balance the modes correctly, but if you do plan on using a wall charger at home, I'd recommend opting for the $840 charging upgrade, which doubles the vehicle's potential charging power from kilowatts to I'm feeling a bit sprightlier, the 4S will happily play along. The V6 sounds great as it rips its way up and down the tachometer, and the extra low-down boost from the electric motor means there's just a mountain of torque waiting in the wings at every possible moment. The air suspension does a great job eliminating body roll on tree-lined switchbacks, and combined with a slightly tweaked steering system that still feels as excellent as it did before, the Panamera 4S E-Hybrid has zero problem pretending it's much lighter than its portly 5,042-pound curb weight suggests. My only real complaint comes from the brakes, which Porsche tweaked via software for 2021. The automaker says the feel is more progressive now, but the transition between regenerative and mechanical braking is still plenty obvious and a little janky for my taste, preventing me from stopping as smoothly as I'd like. Enlarge Image If you see these bright green calipers hiding behind the wheels, you've got a hybrid on your hands. Andrew Krok/RoadshowWhile the Porsche Panamera 4S E-Hybrid Sport Turismo is a wagon, it doesn't really add that much practicality. There's tons of room to access the cargo areas on both variants, since the regular Panamera is technically a hatchback, and the longer roof only adds feet of capacity for a net cubes. Both will handle groceries, pet food and just about anything you can shove back there, but it's worth noting thatsome space is occupied by the E-Hybrid's portable charger case, should you choose to bring it with. That roof also adds $4,000 to the base price of a non-Sport Turismo Panamera, but it looks a thousand times cooler, so I think it's worth the MSRP rest of the 4S E-Hybrid's interior is pretty sharp, in part because of my tester's beautiful (and, at $3,790, expensive) Marsala red leather interior. The real aluminum trim brings some unique tactility into the equation, although the usual gloss-black stuff still covers the backlit center console and its manifold integrated buttons, all of which pick up visible fingerprint smudges like nobody's business. Maybe the rich have more effective hand soaps, I don't know. The 14-way power front seats are supportive, and while the rear seat is technically a bench with three seatbelts, whoever's stuck in the middle has to straddle a surprisingly wide center console. But at least there's more headroom than I'll ever need. Enlarge Image Can't every car have an interior in this hue? Andrew Krok/RoadshowI'm a big fan of Porsche's in-car tech. The touchscreen running the Porsche Communication Management infotainment system is easy to read, and while the menus are dense, it doesn't take long to get used to navigating between the manifold feature pages. Wireless Apple CarPlay is standard, too, which is great. The gauge displays flanking the tachometer bring some information closer to the road, and steering wheel buttons make it plenty easy to pull up the data I think is most relevant. On the safety front, Porsche made lane-keeping assist and traffic-sign recognition standard, and if you plunk down $4,550, you get the full complement of modern driver-assist systems, as well as a surround-view camera. Parking sensors are standard, though, to make sure the bumpers stay un-bumped. There's one easy way to know if a particular Porsche is a hybrid or not: the brake calipers. If they're lime green, as they are on my tester, then you're likely fixated on an E-Hybrid variant. Other than a couple small E-Hybrid badges and a second flap for charging, it looks like any other Panamera Sport Turismo. All Panameras have been upgraded for 2021 with Porsche's SportDesign front fascia, which looks great. Otherwise, you know, it's just a big Porsche. Enlarge Image The hybrid's green elements extend to the engine bay... not that you can really tell there's an engine in here. Andrew Krok/RoadshowIt might take some complex financial maneuvers to slide the Panamera 4S E-Hybrid Sport Turismo into your driveway, though. It'll cost no less than $118,650 including destination for one of these green machines, and Porsche's vast library of a la carte options can send that price to space faster than a Falcon 9. That's the case with my tester, which carries an out-the-door price of $140,210. nothing else really holds a candle to the Panamera 4S E-Hybrid Sport Turismo. It's absolutely brilliant in execution, whether it's the way the powertrain functions or how gorgeous that full leather interior is. It looks great, it drives great, it's just… great. • „Miękkie” domykanie drzwi • 21-calowe obręcze • 8-biegowa przekładnia • ABS • Alarm • Alufelgi • ASR (kontrola trakcji) • Asystent parkowania • Asystent pasa ruchu • Bluetooth • CD • Centralny zamek • Czujnik deszczu • Czujnik zmierzchu • Czujniki parkowania przednie • Czujniki parkowania tylne • Dach panoramiczny • Elektrochromatyczne lusterka boczne • Elektrochromatyczne lusterko wsteczne • Elektryczne szyby przednie • Elektryczne szyby tylne • Elektrycznie ustawiane fotele • Elektrycznie ustawiane lusterka • ESP (stabilizacja toru jazdy) • Gniazdo SD • Gniazdo USB • Isofix • Kamera cofania • Klimatyzacja automatyczna • Klimatyzacja czterostrefowa • Komfortowy dostęp (bezkluczykowy) • Komputer pokładowy • MP3 • Nawigacja GPS • Podgrzewane lusterka boczne • Poduszka powietrzna chroniąca kolana • Poduszka powietrzna kierowcy • Poduszka powietrzna pasażera • Poduszki boczne tylne • Przyciemniane szyby • Światła do jazdy dziennej • Światła LED • Światła przeciwmgielne • Światła Xenonowe • System Start-Stop • Tempomat • Tempomat aktywny • Wielofunkcyjna kierownica • Wspomaganie kierownicy • Wspomaganie parkowania (przód i tył) z kamerą cofania i widokiem otoczenia In theory, the Porsche Panamera 4S E-Hybrid Sport Turismo seems like it should be the perfect car for the modern family. After all, it seems to be the best of all possible realities: not just a station wagon with a roomy rear and four-wheel grip, but a particularly slink example of the breed; not just a Porsche making more than 500 horsepower, but one that does so using a hybrid powertrain that also enables it to rack up efficiency figures that humble economy cars. All that complexity is hinted at in the car's name, which seems long enough to qualify as an entire Bible verse. 4S indicates both the presence of all-wheel-drive and the car's status in the middle of the range, between the furious Turbos and the nondescript base cars lacking letters after their model name. E-Hybrid — a name which might seem redundant to non-Porschephiles — means this is a plug-in hybrid model, capable of short-range electric-only operation. And Sport Turismo is simply Zuffenhausenwort for "station wagon. But every Porsche — be it a 911 or a Macan or a race car — ultimately aims to mean more than the sum of its parts. To truly be a Porsche, a car needs to communicate with its driver in a special, intuitive way — a way that might seem counter to the concept of smashing together quite so many themes (and powertrain components). So we spent a few days with the Panamera 4S E-Hybrid Sport Turismo to see just how well it lives up to all those expectations. The Panamera 4S E-Hybrid's powertrain is a complex wonder The 4S E-Hybrid is a new model for 2021; before this, you either had to settle for the less-potent 4 E-Hybrid or dig deep into your wallet for the Turbo S E-Hybrid. To strike that balance between them, Porsche melded its twin-turbo V6 (which you can also find in the Audi S6 and S7, among other places across the VW Group) with an electric motor juiced by an aft-mounted lithium-ion battery pack. The total max output: 552 horsepower and 553 lb-ft of torque, putting it roughly on-par with the now-discontinued Panamera Turbo. With 134 horses and 295 lb-ft to call its own, the electric motor is potent enough to scoot the Panamera along all by itself, even at speeds of more than 80 miles per hour —though due to the car's curb weight of 5,042 pounds, it doesn't exactly do so briskly. Smash the gas pedal in electric mode, though, and petroleum comes rushing to the rescue, in case you need to suddenly escape the path of a jacked-up bro-dozer pickup doing 90 in a 50. Assuming there's enough charge in the battery, the E-Hybrid starts off in EV mode; if it doesn't have enough to move around on electricity alone for more than a few hundred yards, it instead defaults to Hybrid Auto, which upshifts early and leans on the electric motor as much as possible, silencing the V6 early and often under low load to let the electric motor take over for even a few seconds at a time. It can be a bit disconcerting — it feels rather like putting the car in neutral and turning the key off while still rolling at first — Twist the drive mode dial up to Sport or Sport Plus, though, and the gas engine wakes up and stays that way — or in the case of Sport Plus, pounds a triple-shot of espresso. Plus, as in the Cayenne E-Hybrid, dialing up the sportier drive modes also recharges the battery with surprising vigor. This Porsche could be a dash more involving All that complexity does come at a price, though — and it's in the fun-to-drive quotient. In a straight line, the 4S E-Hybrid is every bit the bolt it would suggest; dialing up launch control resulted in a launch that my butt-o-meter readings suggest would easily match Porsche's claimed 0-60-mph run, and with the engine and motor working in conjunction, it feels both fast and furious when accelerating out of a turn or past slower traffic. (It doesn't sound particularly furious, however; my tester had the sport tailpipes, not the sport exhaust, and based on my experience, it's worth spending the extra $TK for the latter.)But the added complexity and weight of the car means it doesn't feel quite as natural from behind the wheel when flicking it through corners or really winding it out. There's always a sense that the powertrain is calculating the best way to develop its power that puts a hair of disconnect between driver and ride. In addition, the added weight of the battery is subtle, but it certainly makes the car feel the slightest bit less agile when whipping it about. In most cars lacking the direct steering and sharp responses of a Porsche, you might not notice — but here, you do. But the numbers don't lie — the 4S E-Hybrid certainly does return decent mileage for its weight and power. Over the course of 110 miles of driving, I average a rounding error short of 30 miles per gallon. On the one hand, that did involve a recharging stop that gave me about 13 miles of EV range; on the other hand, the overall route involved a wide range of driving, including some high-speed highway time and almost an hour of attacking back roads with verve. The Panamera Sport Turismo interior remains a nice place for the driver If you've seen any other new Panamera since the 2021 refresh, you've seen the interior of the 4S E-Hybrid Sport Turismo. As is Porsche's way, you can load it up á la carte with luxury options, or choose to go stripped-down if you're not concerned with such things. My test car's The Sport Turismo's roofline brings two main advantages in terms of space: a dash more headroom in the rear and a tiny bit more space in the trunk. We're talking minor amounts, here: cargo space, for example, goes from cubic feet to 15 even. (If those seem low, know that the E-Hybrid's battery cuts into the cargo bay; a non-hybrid Sport Turismo packs cubic feet.)More importantly, however, is that the Sport Turismo's boxy cargo bay is a bit more versatile than the long, wide and low trunk of the fastback Panamera sedan. If you don't mind blocking your rear view mirror upon occasion, you can pile it high with enough bags to support a long weekend or short vacation for the four adults that can fit inside. (The middle seat in the second row is a) optional and b) not recommended for humans even if it's there.) It's not the perfect car...but it might be half of the perfect garage If you only have room for one car in your life and you want something that can be both a phenomenally entertaining drive and can serve as a comfortable daily driver, the 4S E-Hybrid isn't quite there. The Panamera GTS arguably fills that role a bit better; while it's down a bit on power, the missing quarter-ton of mass largely evens the odds in the straight line and makes it more entertaining in turns, and it even gets surprisingly good fuel economy on the highway. (Also, the roar of that V8 makes the V6's engine note sound like a John Deere with a cold by comparison.)That said, if you have room for two cars — say, as many of us likely would think of it, one for the work week and one for weekend fun — the 4S E-Hybrid might be the ideal choice. It's efficient enough that you might rarely use gas in the course of a commute and comfortable enough to leave you , but still capable of turning cloverleafs into carnival rides and leave you glad you chose to take the windy road home. Then, come weekends, you can hop into the 911 GT3 Touring / Ferrari F8 Spider / Mazda MX-5 Miata / Ford Bronco and go play. Sounds like a plan, right? 2021 Porsche Panamera 4S E-Hybrid Sport Turismo Base Price / Price as Tested: $118,650 / $141,710Powertrain: twin-turbo V6 + lithium-ion battery + electric motor; eight-speed automatic; all-wheel-driveHorsepower: 552Torque: 553 lb-ftEPA Efficiency: 50 mpg-e combined in electric mode / 22 mpg combined in gas modeSeats: Four, realisticallyLEARN MORE The Audi RS 6 Avant Is Fully Worthy of My Obsession A German luxury wagon with supercar moves and a body to match? Shut up and take my MORE This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at After Porsche had established the Panamera as an oddball luxury sedan for the driver, the brand extended the range with the addition of the Sport Turismo body style. Sharing its mechanicals with the Panamera, the Sport Turismo's wagon/shooting brake design is thoroughly unique and arguably more stylish than the regular Panamera. In E-Hybrid guise, the Sport Turismo produces either 457 horsepower, or a startling 677 hp, in the case of the V8 Turbo S, the latter taking a ridiculous seconds to get from zero to sixty. That's faster than the non-hybrid Panamera Turbo. A superbly built cabin and greater efficiency than the non-hybrid Sport Turismo are further advantages to this wagon. The combination of hybrid performance and a wagon body style is thoroughly unique in this segment, setting apart the E-Hybrid from both the traditional Mercedes S-Class/BMW 7 Series brigade and the Ferrari GTC4Lusso, which has just two doors. In short, there is nothing else quite like the Panamera E-Hybrid Sport Turismo. Read in this review: 2020 Porsche Panamera E-Hybrid Sport Turismo Changes: 🚙What’s the difference vs 2019 Panamera E-Hybrid Sport Turismo? Last year, Porsche made a few changes to the Sport Turismo range such as the availability of a head-up display. The changes are even more subtle this year, being restricted to two new paint colors: Gentian Blue and Papaya, both metallic shades. Pros and Cons Full-sized wagon body style ensures exclusivity Terrific hybrid powertrains Turbo S E-Hybrid is incredibly quick Good total cargo capacity Excellent build quality More efficient than gas-only Panameras Cargo room behind rear seats is only average One of the heavier Porsches - and it feels that way Steering isn't as talkative as we'd like Infotainment interface occasionally frustrates 2020 Porsche Panamera E-Hybrid Sport Turismo Trims See trim levels and configurations: Panamera E-Hybrid Sport Turismo Exterior Although the regular Panamera looks a lot better today than it did when the first-generation model arrived over a decade ago, the Sport Turismo is a considerably more stylish prospect, especially from the B-pillar and back. The base model has 19-inch alloy wheels, Acid Green brake calipers (a feature that sets apart electrified Porsche models), a panoramic roof, LED headlights, twin single-tube tailpipes, and an adaptive rear spoiler. On the Turbo S, 21-inch wheels and special Turbo tailpipes are fitted. The whole package is low, taut, and sporty. See All 2020 Porsche Panamera E-Hybrid Sport Turismo Exterior Photos Dimensions Firmly positioned within the full-size segment, the Sport Turismo is a substantial car that is similar in size to the regular Panamera. The length works out to inches, width including the side mirrors is inches, height is inches, and the wheelbase is inches. The Turbo S is marginally taller ( inches) than the base E-Hybrid Sport Turismo. With the heavy battery pack on board, the base model has a curb weight of 4,996 pounds, increasing to a portly 5,279 lbs for the Turbo S. Length in Wheelbase in Height in Max Width in Front Width in Rear Width in Curb Weight 4, lbs Exterior Colors Carrara White Metallic +$830 Jet Black Metallic +$830 Volcano Grey Metallic +$830 Dolomite Silver Metallic +$830 Gentian Blue Metallic +$830 Night Blue Metallic +$830 Mamba Green Metallic +$830 Burgundy Red Metallic +$830 Mahogany Metallic +$830 Ristretto Brown Metallic +$830 Papaya Metallic +$3,310 Carmine Red +$3,310 Amethyst Metallic +$3,310 GT Silver Metallic +$3,310 Chalk +$3,310 See all 19 colors Panamera E-Hybrid Sport Turismo Performance Engine and Transmission On the 4 E-Hybrid Sport Turismo, a twin-turbocharged V6 engine is employed with outputs of 330 horsepower and 327 lb-ft of torque. The mighty Turbo S E-Hybrid has a twin-turbo V8 with 550 hp and 567 lb-ft. In both cases, an electric motor provides an additional 134 hp and 295 lb-ft. The 4 E Hybrid, therefore, has total system outputs of 457 hp/516 lb-ft and will reach 60 mph in just seconds thanks to the Sport Chrono package. A top speed of 170 mph is achievable on this model; just like the Turbo S, a quick-shifting eight-speed Porsche Doppelkupplung (PDK) dual-clutch automatic transmission and all-wheel-drive are used. It's one of the best transmissions in the Turbo S has stunning combined outputs of 677 hp and 626 lb-ft which it uses to blast to 60 mph in only seconds before reaching a top speed of 192 mph. For anyone still doubting hybrid technology, the gas-only Turbo model is no longer the fastest Panamera. Overall, the E-Hybrid Sport Turismo's performance leads the way for full-size luxury cars. Engines Twin-Turbo V6 Plug-in Hybrid, Twin-Turbo V8 Plug-in Hybrid Transmission 8-Speed Automatic Handling and Driving Impressions The Panamera E-Hybrid Sport Turismo is a different kind of Porsche which can seem disappointing if compared with the 911, a sports car benchmark for communicative steering and cornering balance. But to compare the much heavier and more luxurious Sport Turismo with the 911 would be missing the point a bit. As luxury sedans go, the Sport Turismo - with standard adaptive air suspension - does a brilliant job of smoothing out bumps and surface changes, keeping occupants comfortable and isolating them from annoying external noises. Mechanical refinement is also a strong point, with an almost imperceptible transition between gas and electric through a series of corners, the Sport Turismo exhibits excellent grip levels but the steering, although precise, is disappointingly muted for a Porsche. The car's weight also limits its agile feel, but in the context of its weight, it's impressive indeed. For an added cost, you can equip the E-Hybrid with rear-axle steering, which helps to make the large Porsche feel more maneuverable at lower speeds. There are no complaints about the brakes, though; the ceramic composite stoppers feature ten-piston calipers in front and four-piston ones at the back, effortlessly bringing the Sport Turismo to controlled stops. Panamera E-Hybrid Sport Turismo Gas Mileage The Panamera 4 E-Hybrid is the more efficient of the two-model range, returning 23 mpg combined on gas and 51 MPGe on electric power, exactly the same figures as the 4 E-Hybrid Panamera sedan. The Turbo S E-Hybrid's figures are 20 mpg/48 MPGe by comparison. The kWh lithium-ion battery comes with an on-board charger but can only manage about 14 miles of electric-only range. Combining this with a full gas tank should realize a total range of about 499 miles for the 4 E-Hybrid Sport Turismo. With a standard 120-volt plug point at home, a full charge will take about hours, while a 240V system will charge in around three hours. Fuel Tank Capacity Gallons * 2020 Porsche Panamera 4 E-Hybrid Sport Turismo AWD Panamera E-Hybrid Sport Turismo Interior See All 2020 Porsche Panamera E-Hybrid Sport Turismo Interior Photos Seating and Interior Space The Panamera Sport Turismo seats five passengers, but it's officially a 4+1. That's because, while there is a rear bench seat, the middle-seat passenger will have to contend with a console (with integrated air vents) that severely restricts leg/foot space. Rear-seat legroom for the outboard seats is acceptable, and the headroom is surprisingly good both front and rear. The 4 E-Hybrid has partial leather upholstery fitted by default, but it's disappointing to only get eight-way power-adjustment in a luxury car at this price. Things are better when you move up to the Turbo S, with standard leather upholstery and 14-way power-adjustable front seats. Both models have front heated seats, but only the Turbo S adds standard heating to the rear chairs, too. Seating capacity 5-seater Panamera E-Hybrid Sport Turismo Trunk and Cargo Space As wagons go, the Sport Turismo falls well short of the expected cargo capacity. Behind the second row of seats, a mere 15 cubic feet of space is available, which is outclassed by some much smaller sedans and hatchbacks. For the weekly shop, this will be sufficient, but extended trips for four adults will pose some issues. By folding down the 40/20/40-split-folding rear seats, cubes of total cargo volume can be freed up. On the plus side, the trunk itself is well-shaped, without any intrusions to hinder the loading of larger there are four cupholders, small-item storage also disappoints a bit because both the door pockets and the center console compartment can't accommodate many items at all. Rear passengers have access to their own storage area. Panamera E-Hybrid Sport Turismo Infotainment and Features Features Porsche's commitment to an absorbing driving experience is sanitized a bit by a much less generous approach to standard equipment. It's not that we can't fill up a page or so with the Panamera's standard features, but there are certain expectations for cars that cost over six figures. The base model gets eight-way power front seats with heating, dual-zone climate control, front/rear ParkAssist with a rearview camera, keyless ignition, twin rear USB charging ports, and a multi-function steering wheel with shift paddles. On the Turbo S, the rear seat is also heated and the front seats gain 14-way power adjustment. The dearth of standard driver-assist technologies is jarring, with surround-view cameras, adaptive cruise control, lane keep assist, a head-up display, and lane-change assist all being pricey extras. Infotainment Infotainment is controlled via the Porsche Communication Management (PCM) system with a touchscreen display. The screen looks fantastic, with excellent clarity and quick responses, but the menus aren't as simple to work through as those in BMW's iDrive or Mercedes' MBUX systems. And while Apple CarPlay is included, Android Auto integration is not. The system does come with navigation, Bluetooth, USB input, an auxiliary input, wireless internet access, HD Radio, voice controls, and SiriusXM satellite radio, although the latter is limited to a three-month trial subscription. The base model has a ten-speaker audio system, but this gets upgraded to a 14-speaker Bose surround sound system on the Turbo S E-Hybrid. As usual, a host of add-ons are available, ranging from a rear USB interface to a rear-seat entertainment system (with two ten-inch touchscreens) to a 21-speaker Burmester high-end 3D surround sound system. Panamera E-Hybrid Sport Turismo Problems and Reliability Promisingly, both the 2020 and 2019 Panamera E-Hybrid Sport Turismo models have been recall-free, with no issues reported by the NHTSA. If anything does go wrong, you'll be covered by the manufacturer's four-year/50,000-mile limited warranty (including 24-hour roadside assistance), a four-year/50,000-mile limited paint warranty, and 12 years corrosion coverage regardless of mileage. The limited battery warranty extends for eight years or 100,000 miles, whichever comes first. Warranty Basic: 4 Years \ 50,000 Miles Drivetrain: 4 Years \ 50,000 Miles Corrosion: 12 Years \ Unlimited Miles Roadside Assistance: 4 Years \ 50,000 Miles Maintenance: 1 Years \ 10,000 Miles Panamera E-Hybrid Sport Turismo Safety Untested by both the IIHS and the NHTSA, official safety ratings aren't available for the Panamera E-Hybrid Sport Turismo. There's little reason to believe it wouldn't be a safe car, though, with standard features like ten airbags (including dual front knee airbags and rear side airbags), cruise control, Porsche Traction Management (PTM), and tire pressure monitoring. Front and rear parking sensors - along with the obligatory rearview camera - are also included, but you'll have to pay extra for a surround-view camera system, lane keep assist, traffic sign recognition, adaptive cruise control, a head-up display, night vision, and lane change assist. Verdict: 🏁Is 2020 Porsche Panamera E-Hybrid Sport Turismo a good car? For the shopper who wants a large luxury car but something more dynamic and distinctive, the Panamera E-Hybrid Sport Turismo makes a strong case for itself. In both guises, the addition of electric power makes for incredibly rapid performance, and the Turbo S, in particular, is one of the quickest cars in the world. Plus, it has the ability to seat five, making a 0-60 mph time of seconds even more remarkable. Coupled with improved efficiency over the gas-only models, and the E-Hybrid's formidable powertrain is hard to argue with. While it doesn't handle like a 911, the Sport Turismo is an effortless mile-muncher and still a sharper drive than a conventional luxury sedan like the Mercedes-Benz S-Class. The wagon body style may not offer the cargo space you expect, but it makes the Sport Turismo much easier on the eye than the Panamera sedan. One of our primary criticisms is Porsche's stinginess when it comes to standard driver-assist technologies, with even subcompact cars offering features you need to pay for here. If they could improve this, it would add even more appeal to the already accomplished wagon that is the E-Hybrid Sport Turismo. 🚘What's the Price of the 2020 Porsche Panamera E-Hybrid Sport Turismo? Just two trims are available, starting with the Panamera 4 E-Hybrid Sport Turismo at an MSRP of $107,800. That's $4,000 more than the equivalent Panamera 4 E-Hybrid sedan. Topping the range is the Turbo S model at a much pricier $191,700. In both cases, the price excludes tax, licensing, registration, and a destination fee of $1,350. On a more positive note, the federal tax incentive for the 2020 Panamera E-Hybrid Sport Turismo amounts to $6, is almost no end to the options you can add to the Sport Turismo. Adding expensive extras like club leather ($1,860), adaptive sport seats ($1,550), the Assistance Package ($5,370), the exterior Sport Design Package ($5,660), and massaging/ventilated seats ($4,070) can quickly send the Turbo S' price soaring beyond $210,000. Fully loaded, expect to spend over $250,000. 2020 Porsche Panamera E-Hybrid Sport Turismo Models See All 2020 Porsche Panamera E-Hybrid Sport Turismo Trims and Specs 🚗What Porsche Panamera E-Hybrid Sport Turismo Model Should I Buy? Of course, the heart is always going to want a V8 over a V6, but in this case, the price difference of $83,900 can't be ignored. Considering that the 4 E-Hybrid is plenty fast enough and equipped to a similar level as the Turbo S, we'd go with the base model and equip it with around $20,000 worth of options, which will still see you walk away with a massive overall saving. We'd spec ours with the 20-inch Panamera Turbo wheels, two-tone leather interior, the Premium Package Plus, and the much-needed Assistance Package, adding the likes of adaptive cruise control. The Exterior Sport Design Package adds some aggression to the styling, and that would complete our ideal Panamera E-Hybrid Sport Turismo. Check out other Porsche Panamera Styles 2020 Porsche Panamera E-Hybrid Sport Turismo Comparisons Ferrari Porsche 2020 Porsche Panamera E-Hybrid Sport Turismo vs Ferrari GTC4Lusso T One of Ferrari's more unusual offerings is the shooting brake GTC4Lusso T. Like the Sport Turismo, it has sporty styling and can accommodate rear-seat passengers. Unlike the Porsche, the Ferrari only has two doors, and instead of a hybrid powertrain, packs in a magnificent twin-turbo V8 with 602 horsepower. It'll hit 60 mph in seconds, positioning it between the 4 E-Hybrid and the Turbo S E-Hybrid. In essence, the GTC4Lusso T is closer to its original brand ethos than the Panamera E-hybrid Sport Turismo; what we mean is that while the Porsche is excellent, it feels less like a Porsche and more like a really rapid hybrid wagon, whereas the rear-wheel-drive GTC4Lusso T feels every bit like a bonafide Ferrari, albeit one that can seat four. The Italian simply handles much better and engages the driver every step of the way, whereas the Porsche is more comfortable and is a lot better for rear-seat passengers. Both are breathtaking cars in distinctly different ways. See Ferrari GTC4Lusso T Review 2020 Porsche Panamera E-Hybrid Sport Turismo vs Porsche Cayenne E-Hybrid Coupe Porsche's foray into hybridization doesn't begin and end with the Sport Turismo. The Cayenne E-Hybrid Coupe combines a powerful and efficient powertrain with a coupe-SUV body style to emerge as an interesting alternative to the Sport Turismo. At $86,400, the Cayenne E-Hybrid Coupe range starts at over $20,000 less than the Panamera E-Hybrid Sport Turismo, yet offers similar outputs. The Panamera's body style is closer to a traditional sedan, though, so it is dynamically superior through the corners, even if the Cayenne Coupe is exceptionally talented for what it is. The Sport Turismo is also quicker than the less aerodynamic Cayenne Coupe. The Cayenne Coupe has a larger cargo area and more interior space, but other than this, it's a less original concept than the Sport Turismo, which is just such a unique alternative to dime-a-dozen SUVs. It's the one we'd prefer to park in our garage. See Porsche Cayenne E-Hybrid Coupe Review Porsche Panamera E-Hybrid Sport Turismo Popular Comparisons The most popular competitors of 2020 Porsche Panamera E-Hybrid Sport Turismo: Porsche Panamera E-Hybrid Sport Turismo News

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