Porsche Panamera (2025) Review

Introduction

Many years ago, when the Porsche Panamerawas first introduced, it was derided for its looks, but it answered its critics with ease on the road. Spectacular to drive and luxurious on the inside, the Panamera became one of the all-time great sports saloons, and it has continued that reputation through the generations.

Now, though, the Panamera has gone through another update, and Porsche has clearly decided that evolution is the order of the day, rather than revolution. Subtle changes have been made to the car’s exterior, and there are some changes to the powertrains and on-board technology, but the basics remain more or less unchanged. So will it still retain all its appeal, or will some of its rivals have skipped ahead?

At a Glance

The latest-generation Panamera is primarily differentiated by its modified nose, with a new front bumper and slightly bolder wings, as well as its full-width rear light bar, but the shape is immediately familiar. It may still be a bit too muscly to qualify as classically beautiful, but the Porsche’s more handsome than ever before, and it looks at home among the premium sports saloons with which it competes.

Inside, meanwhile, the design is classic Porsche stuff, with a minimalist design that’s strong and robust, while still feeling luxurious and sporty. Everything is beautifully crafted, and the materials are brilliant, while the ergonomics are generally excellent too. Technologically, the Panamera won’t pull up many trees, but it’s reliable and easy to use, which stands it in good stead.

It’s fairly practical, too, with a very competitive boot in purely petrol-powered examples, and loads of space in the back, but be warned that the appealing E-Hybrid versions come with a boot space penalty.

Every version of the Panamera comes with heaps of power and performance, though. Even the most basic versions get more than 350hp to play with, and the most powerful offer almost 800hp. Speed, therefore, is plentiful, and the Panamera can match that with handling that belies its size and weight. It’s surprisingly comfortable, too.

And for those concerned with economy and company car tax, the E-Hybrid examples – even those bestowed with 4.0-litre V8 engines – offer plenty of zero-emission range and can make a significant difference to fuel consumption, particularly for those who do most of their driving around town.

Key Features

The appeal of the Porsche badge comes largely from the brand’s sports car heritage, and the Panamera does a brilliant job of applying that know-how to a big, luxurious saloon. From the way it steers to the way the suspension keeps the big body perfectly level, it’s a cracking car to drive, allowing you to throw it into corners in a way that would make most saloon cars squeal in complaint. But the Panamera just laps it up, and encourages you to drive harder and faster. Yes, it’s a big car, and it feels that way on a narrow road, but the control you exert over it is sublime.

Yet despite all that, it’s comfortable. It’s particularly pliant at higher speeds, and it makes an extraordinary motorway cruiser, guzzling up miles of continental highway with gusto. And even after a long drive, the refinement means you get out feeling much more energised than you would in a 911.That combination of qualities is hard to find in any car, and it makes the Panamera a seriously impressive piece of engineering, regardless of whether or not you’re drawn to its style and positioning in the Porsche range.

Range & Batteries

The Panamera range looks quite big and complicated at first, but the truth is the E-Hybrid models all use essentially the same plug-in hybrid system, and just change the petrol engine with which it’s paired. So all E-Hybrids get a 25.9kWh rechargeable battery pack, allowing the car to cover around 50 miles on electrical power alone – at least according to the official economy test. That doesn’t change drastically for any different E-Hybrid model, but very few customers will achieve that kind of zero-emission range in the real world. We managed about 40 miles driving around town, but longer journeys saw that figure fall into the 30s. Nevertheless, for those just pootling around town most of the time, the Porsche won’t call on its petrol engine all that often.

Performance & Drive

The Panamera range is quite complicated, with a total of seven different variants on offer in the UK. Each one has its own powertrain, which is either purely petrol-powered, or a plug-in hybrid that combines a petrol engine with an electric motor. Power outputs range from the ample (353hp) to the awesome (782hp).

Kicking off the range is the ‘standard’ Panamera, which uses a 2.9-litre turbocharged V6 petrol engine to produce 353hp and send it through an eight-speed, twin-clutch automatic gearbox to the rear wheels. As a result, even this most basic version will get from 0-62mph in around five seconds and it’ll keep accelerating to 169mph.

Above that is the Panamera 4, which gets the same 353hp V6 as the standard Panamera, but splits the power between its two axles, giving it four-wheel drive. That means it’s a bit more planted in adverse conditions, and a little quicker off the line, cutting the 0-62mph time to 4.8 seconds, but losing 1mph off the top speed.

Next up is the Panamera 4 E-Hybrid, which also gets a 2.9-litre V6 petrol engine and an eight-speed automatic gearbox, but it adds a 190hp electric motor to the mix, taking the total output to 470hp. As with the Panamera 4, the 4 E-Hybrid uses all four wheels to transmit its power to the road, and though it’s heavier than the Panamera 4, the extra power means it can dash from a standstill to 62mph in 4.1 seconds. Flat out, it’ll do 174mph.

Then there’s the 4S E-Hybrid, which unsurprisingly offers a bit more power than the 4 E-Hybrid. Although the 190hp electric motor is unchanged, the 2.9-litre V6 is boosted to bring the total output up to 544hp. Again, that power goes to all four wheels via an eight-speed automatic gearbox, allowing the 0-62mph time to crumble to 3.7 seconds and the top speed to hit 180mph.

Above that is the most powerful purely petrol-powered Panamera in the current range, in the shape of the GTS model. Designed to be the driver’s choice in the Panamera line-up, it uses a 4.0-litre, turbocharged V8 engine to produce 500hp, which, again, goes to all four wheels. Although it’s less powerful than the 4S E-Hybrid on paper, it’s about 200kg lighter, so it gets from 0-62mph in a remarkably similar 3.8 seconds and on to a 188mph top speed.

Then come the Turbo models, both of which are currently offered purely with the E-Hybrid system attached. The less potent of these is the Turbo E-Hybrid, which combines the 4.0-litre V8 with the 190hp electric motor to churn out a total of 680hp. As with so many of the other Panameras, the Turbo E-Hybrid has all-wheel drive and the eight-speed gearbox, allowing it to roar from 0-62mph in 3.2 seconds. At full chat, it’ll hit 196mph.

Finally, the range is crowned by the Turbo S E-Hybrid. You guessed it, it has the same 190hp electric motor as all the other E-Hybrid models, but the 4.0-litre V8 has even more power than in the ‘standard’ Turbo E-Hybrid, taking the total to 782hp, which brings the 0-62mph time below the three-second mark and lifts the top speed to 202mph. It’s a seriously fast car.

Yet the most astonishing thing about the Panamera generally is not its pace, even though every version is definitely quick. Instead, it’s the way the car drives, marrying the qualities of a luxury saloon with the DNA of the more recognisable sports cars – the Boxster and the 911. Like those cars, the Panamera steers beautifully, with sharp responses from the nose and an incredible sense of balance and poise, despite its bulk. It never shrinks around you as some sports cars can, but the Panamera deals with its size brilliantly, and it’ll take corners in a way that was previously reserved for two-door cars.

Despite that, it still rides smoothly on the motorway. Sure, the sporty GTS version is a bit firm around town, and the weight of the hybrid models can tell if you specify the bigger wheels, but the Panamera is not as stiff or as unforgiving as you might expect from something that handles so well. Air suspension is standard, so the ride is supple, particularly at higher speeds, and versions fitted with Porsche’s upgraded suspension system are particularly smooth, with the body moving itself to counteract the bumps and the car’s movement. So when you just want to cruise down the M4, the Panamera morphs from being a sports car to being a comfy saloon. It’s spectacular.

Charging

As the Panamera E-Hybrid models have a pretty big battery for a plug-in hybrid (some all-electric cars have smaller power packs), Porsche offers 11kW charging systems that allow customers to make use of three-phase commercial power supplies. In fact, if the supply is up to the job, the car will charge from empty to full in less than three hours. However, a domestic ‘wallbox’ charger will take a little longer to fill the car’s battery completely. Still, it’s easy enough to do overnight, and those who can do that regularly will be able to make best use of the car’s efficiency.

Running Costs & Emissions

Let’s be honest, nobody is choosing a Panamera to save money. This is a high-performance car with commensurate running costs in terms of maintenance and servicing, while the petrol versions will burn fuel like it’s going out of fashion. Yet those that want to keep the running costs to a minimum can do so with the E-Hybrid versions. Unsurprisingly, the basic 4 E-Hybrid is the most fuel-efficient, but as with so many plug-in hybrids, the ‘official’ economy of 92.4mpg, determined by the WLTP standardised economy test that all new cars must face, is frankly absurd.

It’s true that those who mostly do short journeys and can charge regularly at home or at work will seldom need to use the petrol engine, and can keep bills to a minimum as a result, but that’s not really the point. The E-Hybrid system is about making the Panamera more flexible, allowing drivers to use electric power alone when it suits, and to augment the petrol engine when the mood takes them, thereby increasing the performance while the regulators and the eco-warriors at bay. Moreover, the hybrid system and the long official range mean the E-Hybrid versions of the Panamera qualify for significantly lower rates of company car tax, which is good news for directors in search of some company-funded wheels.

Interior & Technology

Porsche’s basic cabin design philosophy hasn’t changed much over the past 50 years or so, and some will undoubtedly find the Panamera’s dashboard a little bit unimaginative. But while nobody could ever call it the most inspiring or most modern design out there, there’s a pleasantly business-like atmosphere to it, and a sense that it’ll give you everything you need without distracting you from the main event: driving.

So pretty much every button is roughly where you expect it to be, and every display is where it should be. Everything is beautifully made, so you know it won’t fall apart, and every material is carefully considered. The panel gaps are perfect, the quality is second to none, and the common sense on show is exemplary. It might not be inspirational, but it works brilliantly, and it feels really solid. Frankly, we have absolutely no problem with that attitude whatsoever, and we wish some other manufacturers would follow Porsche’s lead and pay more attention to ergonomics before they let the designers loose with the crayons.

Considering Porsche’s design approach, it’s no surprise to find the technology on board is more functional than ground-breaking, but again, it just works really well. The central touchscreen is sensibly laid out and quick to respond, while still offering all the features you want from a luxury saloon. The same goes for the digital instrument display, which is crisp and easy to read, without being quite as fancy (and therefore distracting) as some other premium brands’ efforts. We’re also big fans of the optional head-up display that’s projected onto the windscreen.

Particularly notable, though, is another optional extra: the passenger display. Where specified, it slots into the passenger side of the dashboard and becomes a second touchscreen, allowing the front-seat passenger to choose music or route guidance without disturbing the main screen for the driver. There’s also a special layer in the screen itself that means the driver can’t see what’s being displayed, so the passenger can watch a film without the driver being distracted.

If you like, then, you can think of the Panamera’s cabin and technology like a good football referee. It goes about its business efficiently, it’s reliable and it does everything you want it to do. And while it never steals the show, it never gets in the way, either. According to some, that’s perfection.

Practicality & Boot Space

Sadly, Porsche no longer offers the Panamera in Sport Turismo estate form, which means it isn’t quite as versatile as it once was, but it’s still surprisingly spacious for something that drives in such a sporty way. Those in the front have bags of space and a great driving position, as well as a reasonable amount of stowage, but the back seats offer masses of legroom and a sensible amount of headroom, even for adult passengers.

The boot changes size slightly depending on which version you choose, though, so the 494-litre headline capacity only applies to the basic Panamera and the all-wheel-drive Panamera 4. The 4 E-Hybrid and the 4S E-Hybrid models both reduce that space to 430 litres, while the more upmarket Turbo E-Hybrid and Turbo S E-Hybrid models offer 421 litres. The V8 GTS versions, however, get 478 litres of luggage capacity.

Whichever version you choose, boot space is respectable, and if you avoid the hybrid models, the Porsche only offers fractionally less space than you’ll find in a Mercedes-Benz E-Class or a BMW 5 Series. Considering the prestige and performance, that isn’t a bad compromise, especially as the hatchback design means access is better than in the BMW or Mercedes. But having said all that, the hybrids leave the Porsche with barely more capacity than a Honda Civic, and that feels slightly disappointing.

Safety

Unsurprisingly, given the European independent safety organisation, Euro NCAP, purchases all the cars it crash-tests, the Panamera has not been put through its paces. Presumably because there aren’t enough of them on the road to justify the outlay required to test one. But Porsche’s reputation for safety is good, with plenty of five-star cars in its back catalogue. In fact, the Macan, Taycan and Cayenne have all received five-star ratings, so we’d expect the Panamera to manage much the same feat were it to be tested.

Certainly, there’s plenty of safety equipment available for the Panamera. Although Porsche’s reputation for stinginess with standard specifications remains, all Panameras get autonomous emergency braking and lane departure warning as standard, as well as a reversing camera and parking sensors. So-called Lane Change Assist – essentially blind-spot monitoring – is fitted as standard, too, warning you if something is lurking in the hard-to-see areas over your shoulders, while a head-up display is offered as an option. You can also specify an infra-red night vision camera, which is very clever, although we aren’t sure how often you’re likely to use such a thing.

Options

The Panamera range is effectively determined by the engine options, with each version getting its own trim level. That said, the standard equipment is generally fairly similar, save for a few visual or performance-related tweaks in the more upmarket models, so we’ll start with the basic equipment and point out the differences wherever they’re significant.

All Panamera models come with alloy wheels as standard, along with eight-way electrically adjustable comfort seats, a Bose sound system and heated front seats, not to mention the standard touchscreen infotainment system, digital instrument display and reversing camera. Other standard features include parking sensors all round, automatic lights and wipers, and a power-operated tailgate.

There is plenty of customisation on offer, with various wheel designs, seat styles and optional extras, so you’ll have to peruse the Porsche configurator to find them all, but we’d recommend the head-up display and the sports exhaust system, which makes the engine sound a bit fruitier. We’d also look at the four-wheel steering, which reduces the car’s turning circle significantly, and the adaptive air suspension, which is mightily impressive.

But some of this stuff is fitted as standard to more upmarket versions. Take the GTS, for example, which gets sportier suspension, black exterior styling upgrades and lots of race-inspired microsuede upholstery. It also gets the Sport Chrono package (well worth the money on lower-specification models) as standard, along with the adaptive air suspension, helping to build on its sporting credentials. Similarly, the Turbo versions are more generously provisioned, and they come with sporty bumpers and lots of ‘Turbonite’ grey detailing to differentiate them from the base models.

Rival Cars

Direct rivals for the Panamera are not as numerous as they perhaps once were, and the main opposition comes from elsewhere in Germany. Key alternatives include the Audi A7, which is a tech-lover’s dream, and the BMW 8 Series, which is more of a driver’s car, while Mercedes’ AMG GT 4-Door is another high-performance hybrid alternative to the Porsche.

Among more common choices are the BMW 5 Series, the Audi A6 and the Mercedes-Benz E-Class, all of which will have some crossover with the Panamera, particularly in its less powerful forms. More potent Panamera variants, meanwhile, are more likely to compete with the likes of the BMW M5, which is now a V8 plug-in hybrid, and a very accomplished one at that.

But some of the pressure on the Panamera comes from elsewhere in the Porsche stable. Part of the reason for offering the new Panamera solely in saloon form is the success of the Taycan Sport Turismo, and those seeking sporty four-door cars are well served by the all-electric option. Yet the Panamera’s long-distance capability makes it a sparkling choice in that company, and arguably a more versatile option.

Verdict & Next Steps

The Panamera was once considered something of an ugly duckling, and while it may not quite have turned into a graceful swan, it has certainly shaken that image. And rightly so, because this is not just a relatively handsome saloon, but a brilliant four-door sports car that’s brilliant even in its most basic form. The hybrids will likely be the versions of choice for most, but there’s plenty of breadth and depth in the line-up to ensure there’s a Panamera for pretty much everyone.

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Porsche Panamera. 

**Correct as of 19/09/2025. Based on 9 months initial payment, 5,000 miles annually, over a 24 month lease. Initial payment equivalent to 9 monthly payments, or £8589.33 (Plus admin fee) Ts and Cs apply. Credit is subject to status.