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What's New for 2025?
The Panamera lineup grows significantly with the introduction of the sport-tuned GTS, which uses a non-hybrid twin-turbo V8 engine, alongside two V6 plug-in hybrids (4 E-Hybrid and 4S E-Hybrid) and two V8 PHEVs (Turbo E-Hybrid and Turbo S E-Hybrid). The base and Panamera 4 models get a $2,900 price hike despite carrying over unchanged.
2025 Panamera Selector
FAST FACTS
"The Panamera is really one of a kind in this segment, focusing as it does on athletic handling more than cosseting luxury. There's plenty of the latter, of course, especially if you stay away from the sport-themed GTS and put the air suspension in comfort mode (to say nothing of the otherworldly Active Ride air suspension, which takes comfort to a new level and comes exclusively on the plug-in-hybrid models). But the Panamera is the shortest car here by many inches, and you feel that difference in its nimbleness on the road. It also stands apart with its hatchback trunk, which makes it far more versatile if you want to haul some hefty items."—Ranked #3 out of 6 Full-Size Luxury Sedans
MotorDonkey's proprietary vehicle data identifies every significant version of each model so that you can compare and decide. Ordered by price from low to high, here are the versions of the 2025 Porsche Panamera that you need to be aware of, along with our expert analysis and recommendations.
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The base Panamera's 2.9-liter turbo V6 seems a bit tame to us for Porsche's flagship four-door. We'd expect more than 348 horsepower at this level, and we bet a lot of Panamera shoppers would agree. Fortunately, help is on the way for 2025 in the form of additional Panamera variants with more power, but this is the only engine you can get for 2024. We'd wait till next year.
Adding all-wheel drive knocks a few tenths off the Panamera's 0-60 time, but we're still hung up on that 2.9-liter turbo V6 under the hood. There are far more powerful versions of it that are used across the Volkswagen group, so we can't figure why the Panamera got stuck with the 348-horsepower unit. Even the entry-level Panamera engine should have more oomph than this.
The 4 E-Hybrid is the entry-level Panamera plug-in-hybrid, but there's nothing basic about its acceleration or driving dynamics. It does add about 650 pounds compared to the non-hybrid Panamera 4, though, so if you care about the way your luxury sedan takes a corner, you might want to drive the two back-to-back and assess.
Putting the "S" in the 4 S E-Hybrid nets you an extra 73 horsepower, but it's the same basic hardware here: a 2.9-liter turbo V6 that's slightly tuned up from non-S spec, plus an electric motor with the exact same output as in the non-S version. Is that worth another 11 grand or so? Honestly, by the standards of Porsche upcharges, this one is pretty modest. Our advice, as usual, is to drive both back-to-back and see if you feel enough of a difference to shell out the extra cash.
Ah, the GTS — a Panamera we can unequivocally vouch for. We say that mainly because there's a fantastic twin-turbo V8 under the hood, which is a rare treat these days. The Panamera routinely offered V8 engines back in the day, but with the downsizing of the mainstream models to V6 power, the GTS stands out as the performance-focused Panamera variant that's truest to the "four-door 911" ethos. It's great to drive, impeccably trimmed inside, and endlessly comfortable for four adults, with an optional center rear seat for a fifth passenger in a pinch. Throw in standard all-wheel drive and a handy liftback trunk with real cargo capacity and you've got a recipe for a delightful one-car solution.
Stepping up to the Turbo E-Hybrid may seem redundant, since every Panamera Hybrid uses a turbocharged gas engine, but the key difference here is the number of cylinders. You get eight of them in the Turbo E-Hybrid, and together they sing a beautiful song, as this is one of the most refined and effortlessly capable V8s on the planet. Pair it with the same robust electric motor as in the lesser E-Hybrid models and you've got a recipe for mega acceleration. This Porsche is a heckuva way to wait out these early years of the EV revolution — you can have your old-school V8 fun whenever you want, or flip it into electric mode and skip refueling for a while. Win-win.
What makes people stop at the "regular" Turbo E-Hybrid? Why wouldn't every serious shopper upgrade to the Turbo S? It's a serious question, because surely the answer isn't about price. You pay roughly $35k more to start for the Turbo S E-Hybrid, but what you get in return is the best Panamera PHEV that Porsche could dream up. We're honestly a bit disappointed that Porsche wasn't able to match the Mercedes-AMG S63 PHEV's preposterous 1,055 lb-ft of torque, but we'll get over it. The Panamera is nearly a foot shorter, after all, so it's that much more of a driver's car, and we figure 0-60 in 2.8 seconds is quick enough for most tastes. Plus, the Benz doesn't even give you half of the Turbo S's projected EV range.
What are the different versions of the 2025 Panamera, and how much do they cost? Select a version below or just hit the button to see our full 2025 Panamera specs and model data.
| Version | Price | Fuel | MPG | Power | Torque |
|---|---|---|---|---|---|
| 2025 Porsche Panamera Base (2.9T RWD) | $102,800 | Gas | 21 | 348 hp | 368 lb-ft |
| 2025 Porsche Panamera 4 (2.9T AWD) | $109,800 | Gas | 21 | 348 hp | 368 lb-ft |
| 2025 Porsche Panamera 4 E-Hybrid (2.9T PHEV AWD) | $115,500 | Plug-In Hybrid | N/A | 463 hp | 479 lb-ft |
| 2025 Porsche Panamera 4S E-Hybrid (2.9T PHEV AWD) | $126,800 | Plug-In Hybrid | N/A | 536 hp | 553 lb-ft |
| 2025 Porsche Panamera GTS (4.0T AWD) | $154,200 | Gas | N/A | 493 hp | 486 lb-ft |
| 2025 Porsche Panamera Turbo E-Hybrid (4.0T PHEV AWD) | $191,000 | Plug-In Hybrid | N/A | 670 hp | 685 lb-ft |
| 2025 Porsche Panamera Turbo S E-Hybrid (4.0T PHEV AWD) | $226,500 | Plug-In Hybrid | N/A | 771 hp | 737 lb-ft |
Publisher and Donkey-in-Chief
Josh has been reviewing cars professionally since joining Edmunds.com fresh out of grad school in 2008. Prior to founding MotorDonkey, he spent 15 years shaping Edmunds' expert automotive content in various capacities, starting as an associate editor and ultimately serving as a senior editor before wrapping up with a five-year term as the company's first-ever director of content strategy. Josh is a card-carrying member of the Motor Press Guild and a lifelong car nut who has driven, compared and critiqued thousands of cars in his career. Helping people find their perfect car never gets old—seriously!
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