Porsche is expanding its Panamera range following the recent update, releasing a Turbo S E-Hybrid flagship and a sporty GTS.
The GTS is typically the most engaging version to drive in any of Porsche model range while the Turbo S E-Hybrid is often the quickest. That’s because it has the most system power, in this instance 575kW. There’s an even 1000km to go along with that, making it the most potent Porsche yet. The solid output comes courtesy of a twin-turbo 4L V8 and an electric motor sandwiched inside its eight-speed twin-clutch transmission.
The increase in power compared with the regular Turbo E-Hybrid is the result fettling the V8, power rising by a solid 82kW to 441kW. The e-motor provides an additional 139kW. Evidently with the power up, the Turbo S E-Hybrid Panamera can hustle to 100 from stopped in 2.9 seconds. That’s 0.3sec quicker than its forebear. It tops out at a claimed 323km/h.
A 25.9kWh battery pack supplies power for the electric motor, enabling the Panamera to travel up to 86km on electricity alone. While it cannot hook up to DC fast chargers, the battery can be rezipped by an 11kW AC charger.
This more potent Turbo S E-Hybrid turns out to be 5.6 seconds faster around the Nordschleife than its predecessor, with a time of 7min 24.1sec. That’s just over a second quicker than the Tesla Model S Plaid Track Pack, which is not too shabby for something weighing in at around 2400kg.
Helping with dynamics is Active Ride Control, a system that dispenses with anti-roll bars and uses hydraulic pumps instead. These counteract body movement independently.
Carbon ceramic brakes come standard, with 440mm discs up front acted upon by 10-piston calipers. Wheels are 21-inch centre-lock items finished in Michelin Cup 2 rubber.
Helping with lap times and range is a new carbon fibre aero package consisting of a front-mounted splitter that eliminates lift at the front axle, and a three-piece active rear wing.
Under the hood of the refreshed Panamera GTS is the same 4L V8 twin turbo, only without electrification and tuned to a still robust output of 368kW. That represents a modest 14kW increase over the previous generation GTS. However, Porsche has focused more on its character and the driving experience. Not that it isn’t relatively quick anyway, with a sprint time of 3.8sec, aided by its eight-speed dual-clutch transmission and AWD. That puts it midway between the Panamera 4 and 4S for acceleration.
The lone option is adaptive air suspension system, now with new dual-chamber air springs and dual-valve dampers.
Compared with other Panamera models, the GTS sits 10mm lower in its standard setting, and has softer spring settings and thicker antiroll bars. Porsche’s Sports Exhaust system and torque vectoring rear differential are standard, while rear-wheel steering is an option. The different chassis settings evidently add agility without adversely influencing ride comfort.
Pick the GTS by its typical Sport Design exterior package, along with 21-inch wheels and darkened head and tail lights.
Both new models are available to order now, with the Panamera GTS starting at $299,900 and the Panamera Turbo S E-Hybrid kicking off at $445,500. First deliveries are due in Q1 of 2025.
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