The third-gen Porsche Panamera lineup is now joined by two more variants: the Panamera Turbo S E-Hybrid and the Panamera GTS, with base prices in Germany starting at €229,400 and €165,300, respectively.
| Model | German base price (including VAT) |
| Panamera | €110,900 |
| Panamera 4 | €114,900 |
| Panamera 4 E-Hybrid | €123,400 |
| Panamera 4S E-Hybrid | €138,200 |
| Panamera GTS | €165,300 |
| Panamera Turbo E-Hybrid | €198,000 |
| Panamera Turbo S E-Hybrid | €229,400 |
| Panamera 4 E-Hybrid Executive | €134,400 |
| Panamera Turbo S E-Hybrid Executive | €240,700 |
Although the name ‘GTS’ sounds more sportier than the Turbo S E-Hybrid, it’s the latter that has been the range-topper. The Executive model is targeted more towards chauffeur-driven owners; it gets subtle visual upgrades and a more luxurious/comfortable rear seat experience.
Visually, the Panamera Turbo S E-Hybrid looks identical to the Turbo E-Hybrid, except for the shape of the tailpipes which are squircle in the former. The S model gets standard 21-inch wheels, but buyers can optionally get the same wheels for the non-S model. The S model also gets standard features such as rear-axle steering, Porsche Torque Vectoring Plus (PTV Plus), and Porsche Active Ride suspension. How is this active ride different from the Porsche Active Suspension Management (PASM) the non-S model gets? I’m not entirely sure because both are based on air suspension with active dampers. Porsche says that in this new system, damping is controlled individually on each wheel as required.
The Turbo S E-Hybrid also boasts Porsche Ceramic Composite Brake (PCCB) as standard, which includes discs measuring 440 mm at the front and 410 mm at the rear, gripped by 10- and 4-piston calipers, respectively.
Let’s get the numbers out of the way then, shall we? The Panamera Turbo S E-Hybrid gets the exact same setup as that of the Panamera Turbo E-Hybrid. Which is a combo of a 4.0L V8 biturbo petrol engine and a new electric motor integrated into an 8-speed PDK. The ICE pumps out 441 kW (600 metric hp) and 800 Nm (590 lb-ft), most likely due to larger turbos, while the e-motor figures remain the same: 140 kW (190 metric hp) and 450 Nm (332 lb-ft). The system figures are 575 kW (782 metric hp) and 1,000 Nm (738 lb-ft). The official 0-100 km/h (62 mph) sprint time (with Sport Chrono pack) is 2.9 seconds while the top speed is 325 km/h (202 mph). The WLTP electric range is estimated to be anywhere between 78 and 84 km (48-52 mi).
As for the new Panamera GTS, well, it arguably looks more sportier than the aforementioned range-topping model, thanks to black/dark styling elements (standard SportDesign package). 21-inch wheels from the Turbo S come standard here, while there are multiple other options, including 20-inch aerodynamic ones. Features such as PTV Plus, adaptive air suspension with PASM, 10 mm lowered ride height, sports exhaust system with bronze tailpipes, and Sports Chrono Package come standard.
The brake discs measure 390 mm at the front and 365 mm at the rear, gripped by 6- and 4-piston calipers, respectively.
The Panamera GTS continues to pack a 4.0L V8 biturbo petrol engine paired with an 8-speed PDK. There’s no hybrid stuff here. The output figures are 368 kW (500 metric hp) and 660 Nm (487 lb-ft). Compared with the previous-gen GTS facelift, there’s an increase of 20 metric hp and 40 Nm. The official 0-100 km/h (62 mph) sprint time (with Sport Chrono pack) is 3.8 seconds, while the top speed is 302 km/h (188 mph).
Inside, both Turbo S E-Hybrid and GTS models feature 18-way electric adaptive sports seats with memory. Other common features include a race-tex headliner, black pedals, individual rear seats, and a GT sports steering wheel. The GTS gets a 14-speaker Bose surround sound system.
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