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Porsche launches new Panamera 4 E-Hybrid plug-in hybrid with new gen hybrid module; more e-range, better performance

Porsche unveiled the new Panamera 4 E-Hybrid plug-in hybrid (earlier post)—the fourth model in the Panamera line—at the Paris Motor Show. The vehicle generates some 340 kW (462 hp) of system power and delivers fuel consumption figures of 2.5 l/100 km (94 mpg US) in the New European Driving Cycle (NEDC) for plug-in hybrid models, with up to 50 km (31 miles) all-electric range. That corresponds to CO2 emissions of 56 g/km. Energy consumption is 15.9 kWh/100 km.

Porsche views “hybrid” as being as synonymous with performance as with sustainability, pointing to the victory of the 919 Hybrid in the 24 Hours of Le Mans race in 2015 and 2016. The same philosophy defines the Panamera 4 E-Hybrid; the new Panamera 4 E-Hybrid features a hybrid strategy based on the 918 Spyder (earlier post).


The 652 kW (887 hp) 918 Spyder is the fastest series-produced vehicle ever to circumnavigate the Nürburgring Nordschleife. Its record lap time of 6:57 minutes can in part be attributed to the additional power provided by two electric motors.

The new Porsche plug-in hybrid always starts in purely electric mode and drives without generating any local emissions within a range of around 50 kilometers and a maximum speed of 140 km/h (87 mph). The all-wheel Porsche achieves a top speed of 278 km/h (173 mph) and delivers a system torque of 700 N·m (516 lb-ft) from stationary without hesitation.

The four-door hybrid sports car breaks the 100 km/h barrier in just 4.6 seconds. The torque is transferred to all four wheels and the standard three-chamber air suspension ensures an optimum balance between comfort and dynamism at all times.

As with the 918 Spyder, the power of the Panamera electric motor—100 kW (136 hp) and 400 N·m (295 lb-ft) torque—is available as soon as the driver touches the accelerator pedal. On the predecessor model, the pedal needed to be pressed at least 80% of the way down to unleash the additional power of the electric drive. Now, the electric motor and gasoline engine interact in harmony from the beginning.

Like with the 918 Spyder, the electric motor is available to deliver additional power at all times. This, together with the performance characteristics of the new 2.9-liter V6 biturbo engine (243 kW/330 hp/450 N·m/332 lb-ft), generates an impressive boost scenario based on electric motor and turbochargers.

In the Panamera 4 E-Hybrid, the electrical energy is also used to increase the car’s top speed. Porsche sees this new type of “E-Performance” as the performance kit of the future.

Together with the V6 gasoline engine decoupler, the electric motor heralds the new generation of the Porsche hybrid module. In contrast to the electro-hydraulic system of the predecessor model, the decoupler on the new Panamera is actuated electromechanically by an electric clutch actuator (ECA), resulting in even shorter response times.

Evolution of Porsche Panamera plug-in hybrid models
  Panamera S E-Hybrid (2013) Panamera 4 E-Hybrid (2016)
Combined system power 416 hp / 306 kW 462 hp / 340 kW
Combined system torque 590 N·m 700 N·m
Engine 3.0L V6 biturbo 2.9L V6 biturbo
Engine power 333 hp 330 hp
Engine torque 440 N·m 450 N·m
E-motor power 71 kW 100 kW
E-motor torque 310 N·m 400 N·m
Transmission 8-speed Tiptronic 8-speed PDK
E-motor torque 310 N·m 400 N·m
Battery pack capacity 9.4 kWh 14.1 kWh
0-100 km/h 5.5 seconds 4.6 seconds
All-electric range 36 km 50 km
Fuel consumption (NEDC) 3.1 l/100km / 75.8 mpg US 2.5 l/100km / 94 mpg US
Power consumption 16.2 kWh/100 km 15.9 kWh/100 km

As on the other second-generation Panamera models, a new, extremely fast and efficient-shifting Porsche eight-speed Doppelkupplung (PDK) transmission is used to transmit the power to the all-wheel drive. This transmission replaces the eight-speed automatic torque converter transmission on the predecessor model.

The electric motor is supplied with power via a liquid-cooled lithium-ion battery. And despite the fact that the energy content of the battery (which is integrated under the luggage compartment floor) has been increased from 9.4 to 14.1 kWh, its weight has remained the same.

The high-voltage battery takes just 5.8 hours to fully charge via a 230-V, 10-A connection. If the driver chooses to use the optional 7.2 kW on-board charger and a 230-V, 32-A connection instead of the standard 3.6-kW charger on the Panamera, the battery fully charges in just 3.6 hours. The charging process can also be started using a timer via Porsche Communication Management (PCM) or the Porsche Car Connect app (for smartphones and Apple Watch). Moreover, the Panamera 4 E-Hybrid is fitted as standard with auxiliary air conditioning to cool or heat the passenger compartment during charging.

Porsche Advanced Cockpit with hybrid-specific displays. One highlight of the second-generation Panamera is the newly designed display and control concept in the form of the standard Porsche Advanced Cockpit with touch-sensitive panels and individually configurable displays.

Two seven-inch screens either side of the analogue rev counter form the interactive cockpit, and, in contrast to the other versions in the model line, the Panamera 4 E-Hybrid features a power meter tailored to hybrid operation. The intuitive operating principle of the hybrid-specific displays is similar to that used in the Porsche 918 Spyder super sports car. The power meter provides data such as the amount of electrical energy currently being used as well as that recovered through recuperation.


A 12.3-inch touchscreen functions as a central PCM control and display unit. The driver can access various items of hybrid-specific information both here on the dash and in the instrument cluster. The boost assistant and hybrid assistant are both practical and informative. The boost assistant display shows the energy available for boosting, while the hybrid assistant provides various visual signals for regulating the electrical drive power.

Ultimate efficiency in “Hybrid Auto” mode. The Sport Chrono Package including the mode switch integrated into the steering wheel forms part of the standard equipment on the Panamera 4 E-Hybrid. The mode switch and Porsche Communication Management are used to activate the various driving modes. These modes include the familiar “Sport” and “Sport Plus” modes from the other Panamera models equipped with the Sport Chrono Package. The hybrid-specific modes are “E-Power”, “Hybrid Auto”, “E-Hold” and “E-Charge”.

The Panamera 4 E-Hybrid always starts in the purely electric “E-Power” mode. The “Hybrid Auto” mode is a completely new development. When this mode is selected, the Panamera changes and combines the drive sources automatically for ultimate efficiency.

The “E-Hold” mode allows drivers consciously to conserve the current state of charge to enable them to switch to electric and therefore zero-emissions mode in an environmental zone at their destination, for example. In “E-Charge” mode, the battery is charged by the V6 engine; to achieve this, the gasoline engine generates a higher level of power than is actually needed for driving.

The highest level of drive performance is made available in the “Sport” and “Sport Plus” modes. The V6 biturbo engine is active continuously in these modes. In “Sport” mode, the battery charge is always maintained at a minimum level to ensure there are sufficient e-boost reserve capacities when needed. “Sport Plus” mode is all about maximum performance and allows the Panamera to reach its top speed of 278 km/h. This mode also recharges the battery as quickly as possible with the help of the V6 biturbo engine.

The Panamera 4 E-Hybrid is available to order now, with prices starting at €107,553 including VAT in Germany.



Fr those who want an extended range muscle PHEV, this is the car?

With the 50 KM on batteries, this car could run a high percentage of the time (down town) on e-power?


Agreed, every sports car should be like this, a pussy cat in town and a lion on the open road.
Expensive cars like this can afford the extra parts for a decent PHEV configuration.
Now to see it in a BMW 520d !


A point of software is that once it is written, it costs very little to move it to other machines, thus, you could take a very sophisticated PHEV control syste and move it from an expensive car to a cheaper one in a year or two, not like a sophisticated engine.
An autonomous driving control system, for instance.

Dr. Strange Love

Self driving vehicles will always be in the shop for Suspension and Wheel repairs. This is a Risk that cannot be quantified right now.

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