The expansion of the Panamera lineup doesn’t mean Porsche is easing up on its electrification efforts.
Rather, it’s simply a sign that the automaker understands not everyone is especially excited about the prospect of electric vehicle (EV) adoption — at least not yet. So while Porsche charges ahead with an ever-expanding array of emissions-free Taycan and Macan variants, it’s still building V8-powered monsters to satisfy the motorheads among us.
Of the two of the new arrivals to join the fray, one of them even happens to combine that big gas engine with some electric components. Because just as Porsche has proven in the past, eco-conscious thrills don’t have to be limited to entirely electric packages.
2025 Porsche Panamera Turbo S E-Hybrid
It would be a stretch to call this range-topping Panamera an economical car for a couple reasons, one of them being its starting price of $257,000 before options, freight, and taxes. Then there’s the fact that this plug-in hybrid (PHEV) is one that’s built almost entirely with an eye on improved performance. But that doesn’t mean it can’t be at least a little more environmentally friendly than most machines like it.
Yes, it starts with a twin-turbocharged V8 engine that on its own makes 591 hp and 590 lb-ft of torque; but nestled next to it inside the transmission’s bell housing is a hearty electric motor that adds to the efficiency — and the excitement. Feeding the electric side of the powertrain is a 25.9-kWh battery pack, which is quite a bit bigger than before, and that means more range.
Official Canadian estimates weren’t yet available at the time of writing, but the generous European cycle pegs the Panamera Turbo S E-Hybrid at as much as 88 km of emissions-free driving. Meanwhile, its predecessor was good for just 27 km, according to Natural Resources Canada (NRCan).
That’s all well and good, but it’s not what this sport sedan is all about. Instead, it’s the way it performs that makes it worthy of its place atop the Panamera lineup — not to mention the price tag it comes with.
First, there’s the stuff that makes it go. Net system output stands at a stout 771 hp and 738 lb-ft of torque — increases of 81 hp and 96 lb-ft compared to the previous Turbo S E-Hybrid. While the tantalizing Taycan Turbo GT makes more impressive numbers with its twin electric motors, the way this powertrain comes together is something to behold. The electric torque augments the stuff the 4.0L gas engine makes with the precision of a Swiss watch, while the eight-speed dual-clutch automatic transmission is the conduit a car like this deserves.
In addition to those impressive numbers — along with the claimed 2.9 seconds it takes to reach 100 km/h from a standing start on the way to a top speed of 325 km/h — is another: 400. That’s the voltage of the electric system that underpins the Panamera PHEV, which is the minimum required to run Porsche’s new show-stopping suspension system.
Dubbed Porsche Ride Control, the setup — which is standard equipment on the Panamera Turbo S E-Hybrid — uses individual electronically-controlled hydraulic pumps at each wheel to smooth out uneven surfaces and counteract the body’s pitch and roll. The car remains impeccably flat as a result, with barely a hint of nose dive when braking aggressively or nose lift when accelerating with authority, adding yet another party trick to this sedan’s repertoire.
2025 Porsche Panamera GTS
For those after a little more involvement in their driving experience, the new Panamera GTS distills all there is to love about this sport sedan in a more engaging package. Where other variants — including the Turbo S E-Hybrid — can at times feel a little too invincible, this version feels more like a throwback to the Panamera’s earliest days.
No, there isn’t a manual transmission to add to the immersiveness, but there’s an eight-cylinder stuffed between the fenders that makes the Panamera GTS a whole lot of fun. In fact, it’s the very same one that powers the top-of-the-line PHEV, although output’s been dialled back to a still impressive 493 hp and 487 lb-ft of torque.
That means this variant will do the standing sprint to 100 km/h in 3.8 seconds, according to Porsche, but beyond quickness this particular version of the Panamera is a corner-carving thrill seeker that feels more direct and daring than the Turbo S E-Hybrid. Of course, it’s still an incredibly complex machine, although stripping it of the excess that comes with the PHEV’s upgrades is its own reward.
While the suspension system isn’t as advanced, it rides on dual-chamber air springs with adaptive dampers, while reinforced sway bars and torque-vectoring control are also part of the package. Add it all up — along with the optional rear-axle steering for good measure — and this is hardly some sort of stripped down model. What it delivers, however, is a drive experience befitting of the GTS badge. After all, the Gran Turismo Sport moniker holds a special place in Porsche lore. It’s one that’s supposed to stand apart as the driver’s variant of any given model in the lineup, and that’s very much the case here.
Where the Panamera Turbo S E-Hybrid is built for the autobahn — and, indeed, speeds in excess of 200 km/h are as easy as eins, zwei, drei — it’s the Panamera GTS that’s most eager to exit the highway and head for the hills. Roads made for meandering Sunday drives through the German countryside feel much less mundane behind the wheel of a car capable of such mechanical delights.
The Panamera GTS also makes quite a bit more fiscal sense than the top trim, with a starting price of $173,400 before extra and taxes. But then if it’s not to be used the way the car gods intended, the Cayenne GTS is a spectacular sport utility that uses the same powertrain and rings in at some $40,000 less.
Final Thoughts
In an era of ever-tightening emissions regulations, the fact Porsche still builds V8-powered performance sedans is truly special. While deriding EVs has become something of a favourite pastime for enthusiasts, those emissions-free models are the very reason these new versions of the Panamera exist.
Ultimately, Porsche’s 771-hp hellraiser is the automotive equivalent of a flexitarian diet, while the new Panamera GTS is a carnivore through and through. Sure, both look and feel as luxurious as they should, with swaths of leather and suede, all sorts of touchscreen real estate, and impeccable build quality. But what these two variants represent are the pinnacles of Panamera performance.
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