First-world problems don’t come much less pressing than the slow demise of the V8 super-saloon. But for those of us who love the genre, it’s more than a little disheartening. Maserati has made its last V8 Quattroporte, the 5.0-litre Jaguars are long gone, the Alpinas aren’t far behind, and Audi… well, who knows? We're promised another RS6, but hurry up already.
Having as recently as the last generation offered a 540i and M550i beneath the M5, BMW only now sells a straight-six with plug-in help below the flagship; Mercedes will sell you a V8 saloon, believe it or not, but it must be an 800hp S63. The Flying Spur range is now V8 only, granted, though that feels like a slightly different kind of realm. Thank goodness, then, that powerfully built company directors across the land have Porsche to call upon; it has three V8 Panameras in the line-up now. There’s the 500hp GTS, with just the 4.0-litre twin-turbo; that’s then given an E-Hybrid boost to 680hp for the Turbo. And then there’s this, for when only 200mph or more will do: the 782hp Turbo S E-Hybrid.
It operates, really, in a space all on its own; tens of thousands more than an M5, another £50k on top of a GTS. An S-Class is comparable in power, if not really remit, and is a £200,000 car before a single option. As tested, this is more than twice the price of an unoptioned AMG E53 saloon. So there surely won’t be very many Turbo S E-Hybrids sold; on paper, it’s little quicker than a Turbo for £25k more. But much like the 12-cylinder saloons of yesteryear, it’s impossible not to be intrigued by the car at the top of the pyramid. It’s a Panamera with a V8 and basically twice the power of a 911 Carrera. Curious? You're not alone.
The upgrade from Turbo to S is more significant than usual Competition or Plus spec of a flippin' fast four-door. While the E-Hybrid battery and motor are unchanged (21.9kWh usable, 190hp), this Panamera gets a revised version of the V8 for 600hp - up from 511hp in the Turbo. As well as making it the only Panamera with 200mph potential, it also means 0-62mph is possible in less than three seconds. And speed does matter, let’s not forget. Probably a 600hp Panamera Turbo S would be very nice without the assistance of a battery. But let's not get bogged down in that discussion.
Furthermore, once you’ve experienced how well the V8 and electric motor buddy up in a Turbo S, it’s hard to grumble very much at all. (And don’t forget there’s that GTS for the purists.) As with virtually every hybrid, pure electric is easily sufficient for everyday ambling; the considerable weight of 2,365kg is comparable with similar saloons, as is the 190hp output. It struggles with big inclines or ambitious overtakes, because of course it does. But the Panamera will scoot between traffic lights and join a dual carriageway without any drama as an EV. And there’s proper range now, too, the test car showing 36 miles from just over 70 per cent of a charge. Hybrid Panameras have existed for a while, albeit with one attribute or another not quite right - range, realistically, isn’t one of them in 2025. Particularly with its regen more effective than ever.
Once upon a time, a hybrid setting that balanced electric and petrol power to the best efficiency end would have been annoying, but so seamless is the handover of sources now that it becomes a default setting. Actually, that’s a lie, because when you have a Panamera Turbo S for two hours, more often than not it'll be in Sport mode. But when employed, Hybrid’s ability to coast at any opportunity, to cosset and to soothe down the M4, but then also strike up the V8 faster than you can say Sonderwunsch is hugely impressive. And makes the fuel consumption look acceptable (i.e. in the 20s rather than the teens). Doesn’t matter how urgent or forceful your request for V8 assistance is, it’s always on hand and always a lot less flustered than the driver might be.
With the engine permanently running in Sport and Sport Plus, the Turbo S is little short of astonishing. This 4.0-litre was always fairly lagless, but with hybrid assistance it's phenomenally responsive; the urge of electrification combined with the charisma of a V8 is mighty persuasive, especially when it’s done so effortlessly. Doesn’t matter the gear, the revs, or the scenario; this Panamera will always pile on acceleration like it’s some kind of all-you-can-eat speed buffet. It’s going to have to be asked to stop way, way before it needs to. Just think of the power that goes into making almost 2.5 tonnes capable of 202 mph, and how it feels to have so much power under such control; it’s like a bullet train, only more lavish.
Naturally the V8 provides a more stirring soundtrack than Electric Sport Sound would, though it remains a tad more muted than we’d like in this installation - even with the sports exhaust optioned on. There’s no mistaking the configuration from inside, it’s just a bit too smooth and polished to be truly rousing. Maybe something from the aftermarket (see Bentley’s recent tie-up with Akraprovic, with the same powertrain as this car) could bring a little more theatre.
Speed and sound aren’t really attributes that the latest range of PHEV ‘bahnstormers’ have struggled with; an M5 also has 738lb ft of system torque and does a reasonable V8 impression. It’s as driver’s cars they’ve not quite hit the bullseye, as the demands of balancing powertrain demands with chassis tech prove a challenge too far. But Porsche appears to have conquered the issue with this Panamera, because it’s just as satisfying to corner as it is to vanquish every bit of straight tarmac.
A hybrid AMG brake pedal feel isn’t very nice at all - this is. Firm and confidence-inspiring from the top of the pedal, with a commensurate increase in power through the travel. You’re immediately at ease with the heaviest, most powerful, most expensive Panamera in a way that never quite materialises in the Mercedes. Similarly, four-wheel steering is integrated more cohesively here than in the M5, so there’s complete faith early on. Both BMW and Porsche are very good at nailing apexes and rear-biasing their four-wheel drive, but it’s the Porsche that really encourages that exploration sooner. (And this much torque actually challenges the Panamera in a way lesser powertrains don’t; there’s fun to be had, undoubtedly.)
As you might expect, Porsche's Active Ride system plays a crucial role in all this, delivering the sort of composure and tautness that apparently never falters. It says everything that the Turbo S feels like it could rival an M3 for sheer driving entertainment, rather than the M5, such is the clarity of its major controls and willingness to be driven enthusiastically. There’s seemingly no penalty to pay either, as there can be elsewhere, for the benefits of electrification. It’s as sorted as a GTS, if not a little more so, despite carrying so much extra weight.
If we're picking holes, perhaps the ride isn’t as sumptuous as it might be. Compared to Active Ride Taycans, there’s always an ever-so-slight fidget underlying the Panamera. It’s far from a dealbreaker, and just about acceptable in a car of such sporting intent, though it does become noticeable when cruising along without the engine running. It’s the sort of pitter-patter that convinces you the car’s been left in an angrier drive mode, only to find out it hasn’t. A modest flaw, really, but a noticeable one.
Otherwise, the Turbo S E-Hybrid is outrageously good. It’s a superhero super-saloon for the present day, apparently capable of anything and everything while appearing pretty sober against similar cars. Those queries and qualms that exist around other electrified V8s just don’t materialise here; it’s another great driving Porsche Panamera, with the power of a thousand suns under the bonnet. Little short of compelling, basically, because this latest Panam is already so sorted in every guise.
While arguably nobody needs such towering performance from their Porsche, it’s nice to know that the ultimate in unnecessary excellence finally lives up to the billing. Realistically, a Turbo will be more than enough for most - or better yet, the much lighter GTS - but those who insist on going the whole nine yards (or £195,000, in this case) are going to be absolutely blown away.
SPECIFICATION | 2025 PORSCHE PANAMERA TURBO S E-HYBRID
Engine: 3,996cc twin-turbo V8 with electric motor, 21.8kWh (usable) lithium-ion battery
Transmission: 8-speed dual-clutch PDK, all-wheel drive
Power (hp): 600@N/Arpm (782 system peak, 190hp electric motor)
Torque (lb ft): 590@N/Arpm (738 system peak)
0-62 mph: 2.9 seconds (with Sport Chrono)
Top speed: 202 mph (87 mph in electric)
Weight: 2,365 kg
MPG: 201.8 (WLTP, 53 miles Estimated All Electric Range)
CO2: 32 g/km (WLTP)
Price: £175,100 (price as standard; price as tested £195,451 comprising Madeira Gold Metallic for £0, Leather interior in black with interior package Turbonite for £0, Ventilated front seats for £914, Front seat ISOFIX for £154, SportDesign package for £4,313, Panoramic roof system for £1,817, Sports exhaust with dark tailpipes for £2,659, PCCB with high gloss black calipers for £708, Tinted HD Matrix LED lights for £426, Exclusive Design Taillights for £719, Thermally and noise insulated glass including privacy glass for £447, Porsche crest on headrests for £411, Porsche Innodrive with Active Lane Keeping for £1,052, Four-zone automatic climate control for £1,325, Air Quality System for £365, Electric roll-up sunblind for behind rear compartment for £441, Burmester 3D High-End Surround Sound System for £4,600)
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