To anyone interested in purchasing a sport sedan from a premium brand or something from the even sportier four-door coupe category, Porsche’s Panamera needs no introduction. It’s one of, if not the…

2019 Porsche Panamera 4S Road Test

2019 Porsche Panamera 4S
The second-generation Panamera has definitely improved styling with arguably better proportions all-round. (Photo: Karen Tuggay)

To anyone interested in purchasing a sport sedan from a premium brand or something from the even sportier four-door coupe category, Porsche’s Panamera needs no introduction. It’s one of, if not the sportiest ways to get around with four doors, while its elegantly raked rear liftback makes it one of the more practical entries in its category too. 

This relatively new market sector has expanded considerably since Mercedes-Benz launched the CLS-Class 15 years ago, with the original Panamera first to compete in 2009, the Audi A7 and Aston Martin Rapide following in 2010, and BMW finally showing up with its 6 Series Gran Coupe in 2012. Ideally timed with the latter Bavarian model’s imminent demise and the upcoming 2020 8 Series Gran Coupe’s arrival, Mercedes is now tripling down in this low-slung viertürig segment with a new higher-priced GT 4-Door Coupe model that will soon join up with the recently redesigned second-generation CLA and third-gen CLS, so it’s not as if this category’s expansion is slowing, at least when it comes to entries. As for sales, it remains stronger than the more traditional luxury sedan segment. 

2019 Porsche Panamera 4S
The Panamera looks more like the iconic 911 Carrera Coupe from the rear than any other Porsche model. (Photo: Karen Tuggay)

While some low-volume offerings have spiced things up along the way, such as the limited production (120 units) Rapide-based 2015 to 2016 Lagonda Taraf that was priced at a cool $1 million-plus, possibly even more interesting is the success of smaller entries from Mercedes, BMW and Audi that have pulled the sleek body style down market almost as far as VW’s CC (now the much more appealing Arteon) and Kia’s stronger selling Stinger. 

Bridging the massive gap between the $40k range and one million-plus, Lamborghini has long toyed with the idea of launching something in this sector, the stunning Estoque concept ruthlessly teasing the supercar world with production rumours for years, while talk of a more rakishly penned Bentley four-door has been circulating the interweb for almost as long. Both make loads of sense being they could utilize the Panamera’s underpinnings and hard points, Bentley already sharing Volkswagen Group’s MSB architecture for the new Continental and Flying Spur, but for the time being those in the $300,000-plus crowd will need to remain satisfied with a fully loaded Panamera. 

2019 Porsche Panamera 4S
These optional 21-inch alloys make the near full-size Panamera look smaller than it actually is. (Photo: Karen Tuggay)

And yes, if you completely load up a top-line Panamera Turbo S E-Hybrid Executive you’ll be paying in excess of $320k, and its glossy black SportDesign Package enhanced exterior will wear an exclusive colour with matching wheels, its upgraded interior will boast softer, plusher leather nearly everywhere that’s not already covered with hardwood or carbon fibre, and every technology will be included. 

I drove a regular wheelbase version of that new for 2018 model last year (check out the four-model review here), the Turbo S E-Hybrid outrageously quick thanks to a once unfathomable (for a hybrid) 680 (net) horsepower, while I put last year’s new wagon-like Sport Turismo body style through its paces as well (again, see it here), albeit that car was motivated by the very same 440-horsepower twin-turbo V6 powerplant found in the Panamera 4S seen on this page. 

2019 Porsche Panamera 4S
The current model’s LED taillights are elegantly sharp, not unlike the 911s. (Photo: Karen Tuggay)

Moving into 2019, other than small pricing bumps across the line nothing has changed with any of the cars mentioned thus far, the version shown here exactly as it was for the 2017 model year when the second-generation Panamera arrived on the scene. This said, 2019 hasn’t been without additions to the Panamera lineup, thanks to a special 453-horsepower twin-turbocharged 4.0-litre V8-powered GTS model now slotting between this 4S and the Panamera Turbo in both price and performance (see my overview of the 2019 Panamera GTS here), the car I’m reviewing now starting at $119,600, the new GTS at $147,400, and the Turbo at $174,200. 

Unfortunately no GTS was available at the time of testing, leaving me with the first-world problem of this less potent 4S. Still, it produces 110 more ponies than the 330-horsepower base Panamera (read my review of this model here), and sends them to all four wheels, hence the “4” in its designation. The gurgling exhaust note is sensational in Sport mode, crackling and popping at liftoff, although rest assured its Jekyll and Hyde personality provides luxurious quietude when the drive mode selector is set to default.

2019 Porsche Panamera 4S
Porsche made dramatic upgrades to the Panamera’s interior, and now it’s one of the industry’s best. (Photo: Karen Tuggay)

Its seemingly perfect balance between serene opulence and raucous tomfoolery is the Panamera’s best asset, no other four-door providing its ground-hugging sports car like performance along with such a rarified level of highbrow pampering. It bucks against today’s ride ‘em high SUV trend, Porsche offering its Cayenne (see a 2019 Cayenne Buyer’s Guide overview here), new Cayenne Coupe, and Macan for those wanting performance with a view, the Panamera instead coming across like the ultimate gentrified SoCal low-rider without the hopping and bopping suspension. 

That’s the thing. It slices through fast-paced corners like nothing so large has ever been able to before, yet its ride quality is surprisingly smooth. Whether suffering through inner-city laneways, inundated with poorly paved railroad crossings and ill-engineered bridge expansion joints, or tackling a circuitous back road filled with broken tarmac, the Panamera provides plenty of suspension travel for soaking up the worst bumps and ruts without getting unsettled. Of course its compliance or firmness depends on the trim and wheel options chosen, but I’ve driven every grade besides the new GTS, and all combine racetrack-worthy performance with a level of comfort I’d be happy to live with daily. 

2019 Porsche Panamera 4S
The Panamera’s cockpit is wonderfully designed and filled with state-of-the-art tech. (Photo: Karen Tuggay)

My test model’s optional Satin Platinum finished 21-inch alloys on 275/35 front and 315/30 rear Pirelli Cinturato P7 performance rubber are the largest on offer, so it wasn’t as if I was temporarily whisked away on the velvet carpet ride of the base 4S model’s standard 19s, the exact same 265/45 front and 295/40 rear ZRs used for the most entry-level of Panameras, incidentally, which can be had for just $99,300. 

That more luxury-oriented model might not be the quickest in the line, but it still provides a spirited 5.7-second sprint from standstill to 100 km/h or 5.5 seconds with the available Sport Chrono Package, while my tester reduces such stoplight shenanigans, er… such professionally sanctioned launch tests on privately owned drag strips to just 4.4 or 4.2 seconds respectively. Likewise the 4S continues charging onward and upward to 160 km/h in just 10.3 seconds, shaving 3.3 seconds from the base model’s zero to 160 km/h time, all before topping out at 289 km/h, an amazing 25 km/h faster terminal track velocity than the entry Panamera. 

2019 Porsche Panamera 4S
It might look like a classic five-dial Porsche gauge cluster, but only the centre ring is analogue. (Photo: Karen Tuggay)

As exciting as all this sounds there are still much quicker Panameras on offer, the new GTS doing the initial deed in 4.1 seconds, the Turbo blasting past in just 3.8 seconds, and the Turbo S E-Hybrid needing a mere 3.4, while top speeds rise commensurately, the latter model capable of 310 km/h if you can find a track with a long enough straight to test it on, but suffice to say this Panamera 4S performs better than most sport sedans, its new eight-speed dual-clutch PDK gearbox delivering quick, smooth, paddle-actuated shifts, and torque-vectoring all-wheel drive maintaining awe-inspiring grip in all weather conditions, while it looks just as sensational when blurring past at high speeds as when cruising through town. 

As I glossed over earlier, the inky black exterior accents don’t come standard, but my tester’s darkened trim contrasted the white paint beautifully. Satin silver and/or bright metal embellishment is the norm, or alternatively you can paint out the mirror caps, door handles, badges, etcetera, in glossy black. Inside, the possibilities are nearly limitless, but the Panamera’s incredibly fine attention to high-quality details, including the best of composites and leathers, optional woods, aluminum or carbon fibre, and digital interfaces that are so high in resolution it’s as if you can stick your hand right into the depths of their beautifully deep, rich contrasted screens and graphically illustrated artistry. 

2019 Porsche Panamera 4S
The infotainment touchscreen’s resolution is incredibly clear. (Photo: Karen Tuggay)

Yes, this is as good as digitization gets in the automotive realm, whether staring at the classic five-dial Porsche instrument cluster, its centre circle being the only analogue component in an otherwise colourful array of displays, the left-side screen for more driving related information and the one on the right being a comprehensive multi-information unit, or alternatively letting your fingers do the walking over the wide centre infotainment touchscreen, which comes close to 3D when viewing the navigation map. All the expected gesture controls make this as easy to use as a smartphone or tablet, and speaking of your personal device of choice it now syncs up to either Apple CarPlay or Android Auto, while providing all of the functions expected in this class including an as-tested overhead camera that, together with audible and visual fore and aft sensors, makes parking much easier. 

2019 Porsche Panamera 4S
The Panamera’s seats are superb. (Photo: Karen Tuggay)

Most controls on the sloping centre console are touch sensitive, requiring a subtle push and click to engage. All the switchgear feels extremely high in quality, a real solid piece of work. The surrounding surface is relatively easy to keep clean thanks to a black glass-like smartphone treatment, although the piano black lacquered trim found throughout my tester, especially the section on the ashtray at the very base of that lower console, was always covered in muck, dust and what have you. Fortunately you can opt for any number of surface treatment substitutes that look cleaner even when dirty, although there’s something to be said for being able to easily see what needs cleaning for the sake of keeping things sanitary. 

Ahead of the driver is one of the best leather-wrapped sport steering wheels in the industry. I love the narrow spokes, hollowed out for an even lighter, more sporting look, while the integrated buttons and scrolling knurled metal dials are superbly crafted with wonderful tight fitment and ideal damping. As usual the heated steering wheel button hides within the base of the third spoke, a smart design for sure, albeit some might find it easy to switch on or off when spinning the wheel. This said it comes on automatically when starting up, or likewise stays off, depending on its settings. 

2019 Porsche Panamera 4S
Rear seating space is good as far as four-door coupes go, and if you need more Porsche offers a long-wheelbase Executive version. (Photo: Karen Tuggay)

My tester included three-way heated and cooled front seats, plus a fabulous optional 710-watt 15-speaker (including sub) Bose Centerpoint 14-channel surround audio system that only gets upstaged by the 1,455-watt 22-speaker (including a 400-watt active sub) Burmester 3D High-End Surround system (I’ve tested this before and it’s out of this world). This said my test model did not include the aforementioned Sport Chrono Package, so therefore was shy 0.2 seconds of sprint time (not that I noticed), plus its centre dash top-mounted clock merely provided a lovely looking black face with white numerals and indices, rather than the chronometer version with digital displays used for lap timing, et al. 

2019 Porsche Panamera 4S
The optional full rear console really improves back seat convenience and comfort. (Photo: Karen Tuggay)

Then again, thanks to a full rear console with a massive high-definition touchscreen of its own, plus three-way heated rear seat switchgear, dual rear automatic climate controls for a four-way system front to back, powered-side and rear window sunshades, plus a massive dual-pane panoramic sunroof overhead, not to mention the model’s usual snug fitting bucket seats that are as comfortable and supportive behind as they are up front, I’m not sure whether I would’ve rather driven or been chauffeured in my particular test model, but not requiring the funds or available friend for the latter I enjoyed a quiet sojourn in back while taking notes, and otherwise took care of all driving duties without complaint. 

2019 Porsche Panamera 4S
The rear liftgate adds to the Panamera’s everyday liveability. (Photo: Karen Tuggay)

Let’s be reasonable here. The Panamera is now so good in every way it’s impossible to find much fault. Certainly the rear seating area is not as accommodating as an S-Class, but no matter which Panamera model I’ve tested, I’ve never had a problem fitting comfortably within, and remember that Porsche offers the longer-wheelbase Executive version for those who occasionally transport larger family members or friends, which means you don’t have to give up gorgeous design and ultimate performance in order to maintain a practical lifestyle. 

That last point pretty well sums up the Porsche Panamera, and with such a wide variety of trims, packages and options, all available to review in detail at CarCostCanada, where you can also find out about available manufacturer rebates as well as dealer invoice pricing that could save you thousands, the 2019 Panamera offers something for nearly every sport-luxury car buyer.

As my dad always said, if you’re going to do something, do it right. Such is obviously the mantra of Porsche as well, because it never goes halfway with any of its models, and never seems to slow in…

2018 Porsche Panamera Road Test

2018 Porsche Panamera 4S
The 440-hp Panamera 4S was the least powerful trim tested this time around, and it’s still extremely fast. (Photo: Karen Tuggay, Canadian Auto Press)

As my dad always said, if you’re going to do something, do it right. Such is obviously the mantra of Porsche as well, because it never goes halfway with any of its models, and never seems to slow in its relentless push for perfection. 

Over the past year I’ve been lucky enough to enjoy plenty of opportunities behind the wheel of the new Porsche Panamera, from a more entry-level Panamera 4 to the sensational new Panamera Turbo S E-Hybrid, plus the Panamera 4S and 4 E-Hybrid models in between, not to mention the shapely new Panamera Sport Turismo in top-line Turbo guise, with each stint behind the wheel impressing me more. 

2018 Porsche Panamera 4 E-Hybrid
The Panamera 4 E-Hybrid makes a soul-stirring 462 net horsepower. (Photo: Karen Tuggay, Canadian Auto Press)

To help you appreciate the breadth of Panamera models available, Porsche divides its road-hugging four-door coupe into three categories including Panamera, Panamera E-Hybrid and Panamera Turbo. Within these classifications are three body styles and various states of tune. The former includes the regular-length Panamera, the long-wheelbase Panamera Executive that adds 150 mm (5.9 inches) between the axles and significantly lengthens the entire car for improved rear legroom, and the shooting-brake, wagon-style Panamera Sport Turismo that uses the regular wheelbase yet increases cargo volume by 27 litres (1.0 cubic foot) behind the rear seatbacks and 51 litres (1.8 cubic feet) when those seats are folded flat, while the latter variances are much more diverse. 

2018 Porsche Panamera Turbo Sport Turismo
The Panamera Sport Turismo, driven here in 550-hp Turbo guise, includes an elongated roofline for a sport wagon profile. (Photo: Karen Tuggay, Canadian Auto Press)

With my best attempt to keep the list simple and straightforward (truly, a spreadsheet would work better), the unnamed base Panamera trim incorporates a 330 horsepower turbocharged V6 with rear-wheel drive (RWD); the numeric 4 designation signifies the same engine with all-wheel drive (AWD); the 4S denotes a twin-turbo V6 making 440 horsepower mated to AWD; the 4 E-Hybrid combines a twin-turbo V6 with Porsche’s plug-in hybrid drivetrain and AWD for 462 net horsepower; the Turbo boasts a twin-turbocharged V8 and AWD for 550 horsepower; and finally the Turbo S E-Hybrid with its twin-turbo V8, plug-in hybrid and AWD combination results in a staggering 680 net horsepower. 

2018 Porsche Panamera Turbo S E-Hybrid
The Panamera Turbo S E-Hybrid shown here might look similar to the white 4 E-Hybrid parked behind, but it makes an additional 218 horsepower at 680. (Photo: Karen Tuggay, Canadian Auto Press)

Connecting powerplant to driveline is Porsche’s new eight-speed dual-clutch PDK transmission that works with both hybrid and non-hybrid models, as well as both rear- and all-wheel drivetrains. Introduced just last year with this new Panamera, the new gearbox might just be the most important “cog in the wheel” both literally and figuratively, in that it replaces three transmissions from the previous generation, including a six-speed manual used with base model V6 and naturally aspirated V8 trims, a seven-speed PDK found most everywhere else, and an Aisin-sourced (owned by Toyota) Tiptronic S eight-speed automatic exclusive to hybrids and diesel models. 

2018 Porsche Panamera 4S
The recently redesigned Panamera is a much better looking car than its predecessor from front to back. (Photo: Karen Tuggay, Canadian Auto Press)

That’s a lot of logistical complexity to deal with from a business standpoint and, just as importantly, a big challenge for Stuttgart’s engineers with respect to integrating Porsche performance DNA into what is essentially a Lexus slushbox. They did an admirable job, evidenced today in various Cayenne trims that still use the conventional autobox due to its towing and off-road attributes, but the performance gained by the new eight-speed PKD has transformed hybridized Panameras from fast fuel-sippers to the dominant forces within the Panamera lineup. 

2018 Porsche Panamera 4S
The Panamera’s standard LED headlamps feature Porsche’s trademark four-point signature driving lights. (Photo: Karen Tuggay, Canadian Auto Press)

I need to be careful not to delve too deeply into the new eight-speed PDK, as I could easily take up most of this review in technical analysis, but suffice to say it builds on the seven-speed original that was already impressive, with better efficiency, quicker shifts, smoother shift intervals, and most importantly greater strength, the new transmission given a torque ceiling that reaches upwards to 737 lb-ft. 

This last point is critical when fitted to the aforementioned hybrid powertrains that produce gobs of twist at a much faster rate than their conventionally powered siblings. To be clear, Porsche didn’t create a one-size-fits-all dual-clutch gearbox solution, but rather a modular design that allows different versions of the same basic transmission to be used for hybrid, non-hybrid, rear-wheel, and all-wheel applications. 

2018 Porsche Panamera 4S
The Panamera’s new full-width singular taillight incorporates four-point signature LEDs at each corner. (Photo: Karen Tuggay, Canadian Auto Press)

For instance, the electrified variant fits its hybrid module within the PDK’s bellhousing, while a hang-on clutch transfers torque to the front axle in conventionally powered all-wheel drive configurations. With a focus on efficiency, the eight-speed PDK provides three overdrive ratios, which means the Panamera achieves its terminal velocity in sixth gear. Of course, I’m just grazing over some surface details of this impressive new transmission so as not to lull you into a coma, so let me wrap it up by saying this in-house design serves all Panamera purposes very well. 

2018 Porsche Panamera 4S
The Panamera combines extreme performance with a wonderfully luxurious interior made from the finest materials. (Photo: Karen Tuggay, Canadian Auto Press)

When ensconced inside the Panamera’s contrast-stitched, leather-lined, black/grey lacquer-, hardwood- or carbon-fibre-trimmed, metal-adorned, digital display-decorated cabin, with left hand on the thick-rimmed, thin-spoked, leather-wrapped sport steering wheel and right hand slotting the leather- and metal-finished, pistol-grip shifter from the “RND” side of the equation into “M” for manual, although it could just as easily represent maximum fun, you won’t care one whit about what’s going on below that shift lever, so long as the new eight-speed PDK delivers on all of its noted promises. Believe me, it does. 

2018 Porsche Panamera 4S
Despite being a large four-door sport sedan, the Panamera cockpit delivers sports car-like intimacy. (Photo: Karen Tuggay, Canadian Auto Press)

My first extended test drive in a second-generation Panamera was in a just-above-base 4, and while harnessed to just 330 horsepower and 331 lb-ft of torque I found it quite lively, launching to 100km/h from standstill in only 5.5 seconds, 0.2 seconds quicker than the rear-drive base model, and feeling light and agile while doing so. This said the Panamera 4S I spent a week with was much more entertaining, its overall mass much the same yet its aforementioned 440 horsepower and 405 lb-ft of torque resulting in 4.4 seconds to 100km/h, but as thrilling as that was, two of the three others I drove more recently are in another league altogether. 

2018 Porsche Panamera Turbo Sport Turismo
Clear, bright, colourful, and filled with highly functional features, the Panamera’s gauge cluster is impressive. (Photo: Karen Tuggay, Canadian Auto Press)

Comparing the 4S to the 4 E-Hybrid is more or less a wash, as the latter takes a mere 0.2 seconds longer to hit the 100km/h mark and feels equally sporting, except for some 300 kilos (661 lbs) of weight gain that can be felt through sharp, fast-paced corners, but of course it’s the hybrid’s 5.1 Le/100km (compared to 10.1 L/100km) and ability to run totally on electric power for up to 50 kilometres (31 miles) at speeds of 140 km/h (87 mph) that separates it from the conventionally powered pack. On paper it appears as if it’ll rip a new hole in the tarmac, and while 4.6 seconds to 100km/h is no snail’s pace it remains the equal of its 4S counterpart, although its 462 net horsepower and 516 lb-ft of total combined torque make for some serious bragging rights. 

2018 Porsche Panamera Turbo Sport Turismo
The Panamera’s infotainment display is massive, and revised centre stack an exercise in elegant minimalism. (Photo: Karen Tuggay, Canadian Auto Press)

And then there are the Turbos. My Panamera Turbo tester wore the slightly heftier Sport Turismo body style, but the twin-turbo V8’s 550 horses and 567 lb-ft of twist managed to haul it to 100km/h in a scant 3.6 seconds thanks to its Sport Chrono package that takes 0.2 seconds off its regular sprint time of 3.8 seconds, a feeling that has to be close to being flung from a massive car catapult, or more accurately a trebuchet (check YouTube for a little fun), that is until I did the same in the world’s fastest four-door hybrid. 

2018 Porsche Panamera Turbo Sport Turismo
The infotainment touchscreen’s HD resolution is unsurpassed in the industry. (Photo: Karen Tuggay, Canadian Auto Press)

The Turbo S E-Hybrid is why the new eight-speed PDK needed to be so robust. With its twin-turbo V8 and plug-in hybrid combination making a shocking 680 horsepower and 626 lb-ft of torque it needed to be as strong as possible, its outrageous all-wheel thrust capable of flinging it to 100km/h in a seemingly unreal 3.4 seconds despite gaining 315 kilograms (694 lbs) over its Turbo counterpart, let alone 140 kg (308 lbs) more than the lesser 4 E-Hybrid. 

Batteries are heavy, not to mention all the compact yet still mass amassing hybrid components, but once again it’s all worth it when passing by the pump, the top-tier Panamera also excelling at efficiency performance with a claimed 4.8 Le/100km rating. It’s truly a best of both worlds, have your cake and eat it too kind of car. 

2018 Porsche Panamera 4 E-Hybrid
Driving modes can be set via this handy rotating dial on the steering wheel. (Photo: Karen Tuggay, Canadian Auto Press)

Again, you can feel the heavier hybrid in the corners, but the Panamera’s suspension is so brilliantly dialed in, and no doubt capable of its top track speed of 310 km/h (192 mph), my tester equipped with the same 21-inch alloys on 275/35ZR21 Michelin Pilot Sport 4s as the lighter weight Sport Turismo, that it kept up without issue. 

Despite driving three of these Panameras back to back, it’s impossible to compare all four of them directly, as each was filled with unique features from Porsche’s bevy of available options. This side of bespoke coachbuilders that make most everything by hand, no other manufacturer offers as many possible build combinations as Porsche. Just go ahead and try to put one together on the company’s online configurator and you’ll quickly figure out what I mean. 

2018 Porsche Panamera Turbo S E-Hybrid
The Sports Chrono Package adds a chronograph-infused clock that can be personalized with unique face designs. (Photo: Karen Tuggay, Canadian Auto Press)

For instance, the 4 E-Hybrid I drove was one of two to include Rear Axle Steering with Power Steering Plus, the former benefiting low-speed manoeuvrability by pointing front and rear wheels in the opposite direction, shortening the turning circle, and also enhancing high-speed stability by steering the front and rear wheels in the same direction, while Power Steering Plus boosts the electric power steering to lighten its load at low speeds and firms it up while responding with more precision at high speeds. 

2018 Porsche Panamera Turbo S E-Hybrid
The centre stack and its touch-sensitive controls is almost as impressive as the ultra-advanced transmission it houses. (Photo: Karen Tuggay, Canadian Auto Press)

My Carrara White painted 4 E-Hybrid was shod in 21-inch rims and rubber too, albeit the latter from Pirelli, yet this car was obviously set up more for style and comfort than all-out performance. Its feature set included a SportDesign Package with satin black front fascia elements, extended side sills and more satin black in back, LED headlamps with dynamic cornering and self-cleaning capabilities, bright silver side window surrounds, proximity-sensing Comfort access, soft-close self-cinching doors, ambient interior lighting, a rich looking Cohiba Brown Club Leather Interior, painted air outlet grilles, four-zone auto climate control, ventilated front seats, heated rear seats, 18-way power-adjustable front seats with memory, a powered steering column, Bose surround audio, Adaptive Cruise Control with Traffic Jam Assist, Lane Keep Assist, Lane Change Assist, Night Vision Assist, a Speed Limit Indicator, front and rear parking sensors, and more. 

2018 Porsche Panamera 4S
The Panamera’s front seats look like they’ve been pulled from a 911, but in fact they’re larger, more adjustable, and can include more features like massage. (Photo: Karen Tuggay, Canadian Auto Press)

Many of the same features were included on the other two Turbo models, but the word Sport was a more common denominator. Most notable was the Sport Package that also adds Power Steering Plus and Rear Axle Steering, as well as the aforementioned Sport Chrono Package and a sport exhaust system, the sound exhilarating under throttle. 

Speaking of phenomenal acoustics, the Burgundy Red Metallic painted Turbo Sport Turismo included the Burmester 3D surround sound audio upgrade, complete with 21 individually controlled speakers and 1,455 watts of power, while an all-black interior theme complemented by a gorgeous Carbon Fiber Interior Package maintained its sporting character. 

2018 Porsche Panamera 4S
The dual-pane panoramic sunroof makes for a more open, airier cabin. (Photo: Karen Tuggay, Canadian Auto Press)

The top-tier Turbo S E-Hybrid’s interior was even more luxe, with a white accented tachometer and Sport Chrono dial designed to match the Black/Chalk cabin colour theme, plus extended leather across the dash, and much more. 

To give you an idea of how wide the Panamera pricing spectrum reaches, the base model starts at just $97,300 before freight and fees, while my Turbo S E-Hybrid’s as-tested price was $238,535. Certainly it was well equipped, the base Turbo S E-Hybrid starting at $209,800, but also know that it was far from loaded, a lesson I quickly learned when configuring my Panamera Turbo S E-Hybrid Sport Turismo dream car to a final tally north of $300k — check CarCostCanada.com for all retail and dealer invoice prices, plus rebate information. If you were wondering whether the Panamera is able to duke it out with the Aston Martin Rapide in exotic territory, now you know. 

2018 Porsche Panamera 4S
The Panamera is a four-door coupe, but rear seat roominess and comfort is still quite accommodating. (Photo: Karen Tuggay, Canadian Auto Press)

It would be a fair comparison in many other ways too, as the Panamera’s interior is as good as anything available today. The quality of materials is exceptional, craftsmanship exemplary, and detailing exquisite. Ergonomically it’s far superior to most four-door coupes it would be up against too, with rear seat roominess improved over its predecessor and downright limousine-like compared to the aforementioned Brit, while its electronic interfaces are by far some of the industry’s best. 

2018 Porsche Panamera 4 E-Hybrid
Just like the centre stack up front, the rear seating area can be upgraded with its own console featuring touch-sensitive controls. (Photo: Karen Tuggay, Canadian Auto Press)

The mostly configurable TFT gauge cluster (Porsche thankfully saved the centre-mounted tachometer in analogue form) allows full navigation mapping on its rightmost screen, plus most anything else you’d like choose by scrolling through various functions via a knurled metal-adorned steering wheel spoke controller, while its massive 12.3-inch horizontal centre display is as fine in resolution and deep in beautifully coloured contrast as anything I’ve seen. Truly, the map detail looks as if you can stick your fingers inside to move mountains, while Porsche was intelligent enough to make it a full touchscreen design complete with tablet-like tap, swipe and pinch gesture controls, not to mention Apple CarPlay and Android Auto smartphone connectivity. The system is fast, navigation routing accurate, backup camera clear, and overall usability as good as it gets. 

2018 Porsche Panamera Turbo Sport Turismo
The Sport Turismo body style provides a bit more cargo space than the regular Panamera. (Photo: Karen Tuggay, Canadian Auto Press)

Porsche uses touch-sensitive controls on much of the centre stack and lower console, with the few rotating knobs, cylindrical scroll wheel, and rocker switches once again detailed in beautiful knurled metal, while my test cars equipped with four-zone HVAC had the otherwise rubberized bin replaced with a gorgeous centre-mounted digital console filled with its own touchscreen and high-end switchgear. 

2018 Porsche Panamera 4S
No matter the body style, the top half of both rear seats fold forward, allowing longer items to be loaded in from the rear hatch. (Photo: Karen Tuggay, Canadian Auto Press)

Living with the 4S for a week reminded me how practical the Panamera can be too, the cargo hold below its powered liftback managing 493 litres (17.4 cubic feet) of what-have-you in conventional guise, or 405 litres (14.3 cubic feet) when electrified. Fold the top halves of its seatbacks forward and it accommodates 1,339 litres (47.3 cubic feet) of longer cargo in the former and 1,246 litres (44.0 cubic feet) in the latter, while I won’t bore you with the Sport Turismo’s gains again. 

2018 Porsche Panamera Turbo Sport Turismo
With the advent of the Sport Turismo, plus more powertrain options than any rival, the Panamera offers an amazing opportunity to personalize. (Photo: Karen Tuggay, Canadian Auto Press)

Of course, a Macan or Cayenne is the better choice if you need to haul more people and cargo, which is reason enough for many luxury buyers to opt for these high-riding SUVs. In fact, today’s sport utility craze almost makes a person wonder why Porsche put so much effort into perfecting this low-slung Panamera, but nevertheless proof of time and investment well spent is showing in recent Canadian sales growth, with calendar year 2017 resulting in an 86.3-percent year-over-year increase in deliveries. With 2018 seeing similar upward momentum, the Panamera is on pace to become the best-selling four-door coupe in its class. I’m sure after spending some time with one, you, like me, will fully appreciate why it’s doing so well.

Few electric cars have caused as much excitement as the Porsche Mission E, but consider for a moment that one of the German brand’s current hybrids makes 680 horsepower and enthusiasm about an upcoming…

All-electric Porsche Mission E to be renamed Taycan in production trim

2015 Porsche Mission E Concept
Porsche just announced the upcoming all-electric sports car based on the 2015 Porsche Mission E Concept will be called the Taycan. (Photo: Porsche)

Few electric cars have caused as much excitement as the Porsche Mission E, but consider for a moment that one of the German brand’s current hybrids makes 680 horsepower and enthusiasm about an upcoming EV makes perfect sense. 

The hybrid in question is the plug-in Panamera Turbo S E-Hybrid that puts 680 net horsepower and 626 combined lb-ft of torque through four wheels via an eight-speed PDK dual-clutch gearbox on its way from standstill to 100km/h in just 3.4 seconds before a terminal velocity of 310 km/h (192.6 mph). It’s the most powerful production Panamera ever made, and is only 20 horsepower shy of the most formidable Porsche ever, the 911 GT2 RS. And you thought the 608-horsepower 918 Spyder was Porsche’s most potent hybrid? 

2015 Porsche Mission E Concept
We can only hope the 600-plus horsepower production Taycan will be as attractive as the Mission E Concept. (Photo: Porsche)

With such an electrified legacy to call upon, thoughts of an all-new fully electric Porsche sports car should cause Elon Musk and his leagues of Tesla faithful to quiver in fear, but first they’ll need to learn how to pronounce the new production model’s name: Taycan. 

In a recent release, Porsche clarifies that its “Mission E” concept study isn’t as much a car as it is a name designed to describe the brand’s complete electric offering. This was previously inferred in March of this year when Porsche introduced its Mission E Cross Concept, a crossover-style version of the original 2015 Mission E with a Panamera Sport Turismo style body that Porsche promises to bring to market as well. While we have yet to learn the name of this futuristic electrified SUV, the first of the real-world Mission E offerings will be the Taycan four-door coupe, with series production starting next year. 

2018 Porsche Mission E Cross Concept
The 2018 Mission E Cross Concept electric crossover SUV helps us to understand that “Mission E” refers to a family of EVs. (Photo: Porsche)

The rough translation of Taycan is “lively young horse” says Porsche, a theme chosen from the Porsche crest that has featured the image of a leaping horse since 1952. 

“Our new electric sports car is strong and dependable; it’s a vehicle that can consistently cover long distances and that epitomizes freedom”, explains Oliver Blume, Chairman of the Executive Board of Porsche AG. 

In sync with the Panamera Turbo S E-Hybrid, Porsche promises the Taycan will be capable of zero to 100km/h in less than 3.5 seconds, with 200 km/h arriving in less than twelve seconds. 

Such performance will be possible due to a pair of synchronous motors developing more than 600 combined horsepower, while its maximum range will be greater than 500 km in accordance with the New European Driving Cycle (NEDC). 

2015 Porsche Mission E Concept
Taycan means “lively young horse” says Porsche, a theme chosen from the Porsche crest. (Photo: Porsche)

Reports are pegging the strongest Taycan closer to Panamera Turbo S E-Hybrid’s net horsepower, while two additional power outputs will also be available starting at just over 400 horsepower and another in the mid-500 horsepower range. 

What’s more, the new Taycan will be built off of a unique EV platform architecture dubbed J1, with its lithium-ion battery built right into the floor. 

Additionally, a Mission E photo showing the charge port reveals an 800-volt capability, which if hooked up to corresponding supercharger would mean that 400 km (250 miles) of electricity could be pumped into the Taycan’s battery pack in a mere 15 minutes. 

Now we’ll just have to wait and see how closely the upcoming Taycan resembles the Mission E prototype. We certainly hope Porsche manages to keep true to the concept car’s design roots.