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

It was not that long ago that electric cars, and indeed hybrids, were shunned for their rudimentary technology, short ranges and general impracticality.

But today, they are being heralded as the future of mobility, and for a good reason too. Over its lifetime (including the vehicle’s production), an EV emits significantly less greenhouse gases and pollutants than a combustion-fuelled vehicle. They feature heavily in climate change mitigation strategies, and as a result cities are beginning to implement ‘EV-only’ zones, or charging petrol and diesel vehicles to enter.  

Admittedly, the electric infrastructure isn’t quite consistent enough for many mile-munchers to go fully electric, but while we wait for it to catch up hybrids offer the perfect compromise between inner-city EV performance and motorway miles.

Porsche has featured a hybrid in its Panamera line-up since 2011, and the powertrain (in various guises) has grown to account from more than half of European Panamera sales. In its second generation facelift, Porsche has introduced the new 4S E-Hybrid, which, with a 560PS combined output, perfectly bridges the gap between the previous 468PS (344kW) Panamera E-Hybrid and the 680PS (478kW) Turbo S E-Hybrid. It’s the first of three hybrid Panameras to come in this facelift and is due to remain in the middle of model’s hybrid line-up.

The ‘new’ Panamera is more of a facelift than a whole new model. But there are subtle changes everywhere that do make a difference.

On our test model, the galvanised steel-aluminium-hybrid lightweight bodyshell was finished in a pearlescent silver, with fluorescent outlined ‘Panamera 4S’ and ‘e-hybrid’ badges and huge matching brake callipers peering through the 20-inch alloys. Large air ducts, brushed stainless steel tailpipes and an adaptive rear spoiler hint at its performance capabilities.

Featuring Porsche’s 2.9-litre, 440PS (324kW) V6 and an electric motor, the Panamera 4S E-Hybrid boasts a total output of 560PS (412kW) – that’s 10PS over the outgoing Turbo – and combined torque of 750Nm (553lb ft).

The result is a wonderful combination of performance, economy and environmental responsibility, with the E-Hybrid offering more than 30 miles (of a claimed range of 34) of pure electricity before the growling V6 cuts in. In all honesty, I found it more appealing than the Turbo S (which we tested recently) on the narrow, convoluted country roads of our test route, with the lower power lending a more relaxed drive. In electric mode, the acceleration is immediate, and it can comfortably cruise at motorway speeds – at the expense of range, of course.

Switching into hybrid auto (read: normal) mode, and the car intuitively and seamlessly switches between electric and combustion power, taking into account your driving, its immediate surroundings and the loaded satnav route – if there is one – to ensure the more economical and enjoyable drive. If it weren’t for the engine noise, or lack thereof, it would be easy to forget that it’s alternating at all. E-hold and E-charge add further economical benefits, while Sport and Sport Plus use the EV power to boost the combustion engine (particularly at low revs), before recuperating some through regeneration.  

Despite a weight increase of 300kg due to the high voltage battery, which has been increased by 3.8kWh to 17.9kWh, the Panamera doesn’t shy away from a sprint off the line – whichever mode it is in – accelerating from 0-62mph in just 3.7seconds, hopping through the 8-speed PDK auto gearbox. And when it comes to stopping, optimised brakes and 20mm larger diameter front discs do the job admirably. It holds its 2,300kg weight well, feeling squat on the road and barely rolling through corners thanks to the optimised chassis systems, which includes improved damping control in Porsche Active Suspension Management system and PDCC Sport roll stabilisation.

Sitting inside the Panamera reminded me of sitting in a bathtub as a small child. Due to its low seating position and high door cards, I was left peering out of the window, a position which made the Panamera seem even larger than its already mighty size. This does foster a sense of comfort and security, although I found the A pillars and huge wing mirrors intrusive on my arc of sight.

The tactile cab boasts an executive feeling, prioritising the comfort of its occupants with well-bolstered seats and a suede-trimmed steering wheel. The latter wasn’t exactly to my liking, however, and the heated element, activated via a hidden button inside, even less so.

With tech derived from the 919 Le Mans program, the new 4S E-Hybrid is a lifetime away from Porsche’s early Panamera hybrids. The battery has been increased over the previous Panamera Hybrid by an impressive 3.8kWh, from 14.1kWh to 17.9kWh, which accounts for the 4-mile increased electric range. Through a normal wall charger it charges to full in 4.8 hours, which decreases to 2.6hr on a 7.2kW fast charger.

The infotainment system has seen but a few small updates, making it more intuitive and user-friendly than ever before.

Hybrids make up sixty percent of UK Panamera sales, and so the pressure was on Porsche to get this right. And that they certainly did, with the new 4S E-Hybrid offering an economical, engaging and comfortable drive.

Claimed MPG of 128.4 make it an appealing option to higher-mileage drivers, while at 51g/km the 4S E-Hybrid emits less than a quarter of its V8-powered peers. And while that may appeal to the environmentally conscious among us, it will certainly appeal to those considering a Panamera as a company car, for it is subject to a significantly lower rate of benefit-in-kind tax.