First Drive Review
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Saving the planet one apex at a time.
You’d be forgiven if you never before used the terms “luxury,” “sports,” “sedan,” and “plug-in hybrid” in the same sentence to describe a new car. But those descriptors are entirely appropriate when characterizing one member—the S E-hybrid—of the ever-expanding Porsche Panamera lineup, which now also includes naturally aspirated and turbocharged V-6 and V-8 engines and standard-and stretch-wheelbase Executive models.
That’s right, just when you’ve finally grudgingly accepted the premise of a roomy, comfortable, four-passenger Porsche sedan, you also must now tolerate the fact that there’s a Porsche that silently suckles electrons, Chevy Volt–like, from the teat of the electrical grid on sleepy nights. (And September will see the start of production of a second pluggable Porsche. Although that car, the technology-intense, limited-build 918 supercar, will cost more than eight times as much as this one.)
The new $99,975 plug-in S E-hybrid is easy to distinguish from last year’s Panamera S hybrid by its psychedelic-green brake calipers. Available only in a standard-wheelbase configuration, the 2014 S E-hybrid can give 20 miles or more of electric-only operation before the supercharged, 333-horse, Audi-based 3.0-liter gas engine cuts in to maintain a preset minimum level of battery charge. That, of course, presumes the owner is diligent enough to regularly plug the car into the electrical grid, a rigor we wonder if time-crunched types will bother with.
But they should do so, because it facilitates the bimodal character so germane to the S E-hybrid’s appeal. On one hand, it’s an electric cruiser for short jaunts (up to 83 mph!) of silent, fossil-fuel-free running on its 95-horse AC motor and big, 9.4-kWh lithium-ion battery, say, to pick up the dry cleaning or bisect the entire principality of Monaco. And on the other, it’s a parallel hybrid with an internal combustion engine and 416 total system horsepower for, well, Porsche-like blasts all the way up to an estimated 167-mph top speed. Getting the aforementioned 20 miles on battery power alone requires a measured driving style; get crazy with the accelerator (pushing past an obvious detent point at 80 percent throttle) and the engine will spring to life.
Charging on the Fly
But it’s no problem if your schedule just won’t allow you to leave your Panamera tethered long enough for a full charge—about two-and-a-half hours on a fast 240-volt circuit. In E-Charge mode, the gas engine can completely recharge the battery on the fly in 19 to 23 miles of light cruising. The caveat is that doing so too often will wreak havoc on overall fuel economy, as the engine will be tasked with both spinning the generator and motivating the 4800-pound car. Official EPA estimates haven’t been released, but Porsche maintains the 2014 S E-hybrid consumes 56 percent less fuel than its predecessor (at least in European testing). For our part, we figure the new system will return EPA ratings of 26 mpg city and 33 mpg highway, up from the 22/30 ratings of last year’s Panamera S hybrid.
As for how the new S E-hybrid works as a Porsche, its electric motor has about twice the capacity of the previous hybrid’s, and 0-to-60 sprints feel a bit stronger—we estimate it will hit benchmark speed in 5.2 seconds. That would place it roughly midway between the performance of a base Panamera and the new twin-turbo V-6 S model. But more important, the Panamera S E-hybrid retains Porsche dynamic characteristics. True, the new hybrid doesn’t excite with visceral pops, rumbles, and crackles as does the V-8–powered Panamera GTS, but the S E-hybrid’s electrohydraulic steering and generously sized 245/50-18 front and 275/45-18 rear tires convey Porsche-worthy road feel. And the S E-hybrid’s brakes avoid most of the numbness and two-step annoyance of many regenerative braking systems.
Porsche is anxious to discover if its premium customers will embrace the segment’s first-ever plug-in hybrid, as those who shop in the six-figure price bracket can easily afford the cost of premium unleaded fuel, and might not always bother with nightly plug-ins. But who knows, slipping out to the garage to plug in might be the perfect excuse to work in some quality time wrenching on your air-cooled 911.
Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 5-door hatchback
BASE PRICE: $99,975
ENGINE TYPE: supercharged and intercooled DOHC 24-valve 3.0-liter V-6, 333 hp, 325 lb-ft; AC induction electric motor, 95-hp, 229-lb-ft; combined power rating, 416 hp, 435 lb-ft; 9.4-kWh lithium-ion battery pack
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 115.0 in
Length: 197.4 in
Width: 76.0 in Height: 55.8 in
Curb weight (C/D est): 4800 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 5.2 sec
Standing ¼-mile: 13.8 sec
Top speed: 167 mph
FUEL ECONOMY (C/D EST):
EPA city/highway: 26/33 mpg
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