Car Reviews

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Recent headlines regarding Porsche’s four-door cars have naturally gravitated to the company’s new Taycan electric sedan. And given the performance of the 750-hp Taycan Turbo S—the most powerful Porsche currently available—that hype is understandable. But Porsche has partially electrified its Panamera sedan and Sport Turismo wagon (and Cayenne SUV) for several years now with some spectacular results. For the 2021 model year, a range of updates comes to the second-generation Panamera lineup, with the most anticipated of those changes being an uptick in power, performance, and refinement for the range-topping Turbo S E-Hybrid models.

Tested: 2018 Porsche Panamera Turbo S E-Hybrid

2021 Porsche Panamera Turbo S Flexes Its 620 HP

Although the Panamera Sport Turismo has been around since 2018, the wagon remains a rare bird, even in car-crazy Los Angeles. Our 2021 Turbo S E-Hybrid test car has been collecting lustful stares all morning, even from a few Tesla drivers. Exterior changes are subtle. Aside from new wheel designs, the previously optional SportDesign front fascia is now standard; a reconfigured SportDesign package, with or without carbon fiber, is in the works. To bring the car’s rear end in line with the look of the brand’s fresher sports cars and SUVs, a continuous light strip now spreads across its tail. The only upgrade inside is a new steering wheel with simplified audio and information controls. Our German-spec example was not fitted with a panoramic glass roof, but it will remain standard on United States models.

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Porsche

Mechanically, things haven’t changed much either. The plug-in Turbo S E-Hybrid retains its all-wheel-drive system, twin-turbo 4.0-liter V-8, and an electric motor integrated into its eight-speed dual-clutch PDK automatic transmission. Engine calibration enhancements have increased the V-8’s output from 550 horsepower to 563. Peak torque stays at 567 pound-feet, and the electric motor contributes an additional 134 horsepower and 195 pound-feet. As a result, combined horsepower climbs from 680 to 690. And with 642 pound-feet of total torque plus a low 5.97:1 first gear, hard launches strain back muscles and rearrange bodily fluids more than ever. Tummies twizzle.
Porsche says the updates shorten the wagon’s 60-mph dash from 3.2 seconds to 3.0 flat, but we’ve already clocked a 2.7-second run from a 2018 Turbo S E-Hybrid Sport Turismo, which also covered the quarter-mile in 11.0 seconds at 126 mph. We won’t know for sure until we get the updated car to the test track, but the 2021 model should shave a tenth of a second from those times. Porsche also claims a 196-mph top speed, which is an increase of 4 mph. We’ll buy it.

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Porsche

The most significant powertrain upgrade is an increase in battery capacity from 14.1 kWh to 17.9 kWh, which ups the Turbo S E-Hybrid’s all-electric driving range by 30 percent. On a full charge in the E-Power driving mode, there are now enough electrons for about 20 miles of travel. But get aggressive with the throttle, and the V-8 fires up quickly to deliver a boost of power.
Hybrid mode maximizes the system’s efficiency by blending both power sources with remarkable refinement, running the engine only when necessary to either charge the battery or answer your request for harder acceleration. “We spent a lot of time under the hood optimizing engine and suspension systems to enhance the bandwidth between performance and comfort,” said Thomas Friemuth, vice president of the Panamera model line. EPA fuel-economy estimates aren’t finalized yet, but the current car’s 48-MPGe and 20-mpg combined ratings aren’t expected to change.

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Porsche

Sport and Sport Plus modes keep the engine running and retune the transmission for more immediate response. They also dial up the volume of the active exhaust system, giving the V-8 a thumpy idle and a pleasant growl. The Turbo S E-Hybrid’s adjustable air springs use the same hardware as before, but ride quality has been improved, and the range between the suspension’s three settings have been broadened. Normal is a bit softer than before and Sport Plus a bit stiffer, but each setup retains the relatively supple ride quality and excellent body control that we’ve previously been impressed with.
The Turbo S E-Hybrid’s regenerative braking system helps replenish the battery pack rather quickly. A half hour of moderately quick driving in the hills above Malibu increased our indicated electric range from 7 to 21 miles. Porsche has also made some adjustments to the Panamera’s Porsche Dynamic Chassis Control Sport system, which governs the car’s active anti-roll bars, torque-vectoring system, rear-axle steering, and more. There’s more steering feel than in other big sedans and wagons, and a new electromechanical brake booster seems to have eliminated the brake pedal’s previously squishy transition from regenerative to friction braking. Massive carbon-ceramic rotors with Acid Green-painted calipers are still standard.

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Porsche

Porsche continues to mount the battery pack under the Turbo S E-Hybrid’s cargo floor to help balance the weight of the chassis, which helps lend the car incredible grip and agility. You can notice some road noise from the updated 21-inch Michelin Pilot Sport 4 S summer tires (275/35R-21s in front and 325/30R-21s in the rear), but their impressive grip is a fair tradeoff. Despite weighing around 5300 pounds, we recorded 0.99 g of stick on the skidpad from the previous version of this electrified wagon. While it does feel big and heavy on the road, it’s also seriously quick, stupendously stable, and it simply explodes from corner to corner.
Pricing for Turbo S E-Hybrid versions of the Panamera and Panamera Sport Turismo will be released closer to the cars’ availability in spring, but we’d expect slight increases over their current base prices of $189,050 and $193,050, respectively. With its improved performance and additional refinement, we could make a case for the top Sport Turismo model as Porsche’s best all-around car. Sure, both the electric Taycan Turbo S and the updated 911 Turbo S are quicker, and we’d rather have one of the company’s GT sports cars for pure driving joy. But none of them combines speed, comfort, efficiency, and versatility as stupefyingly well as the Panamera Turbo S E-Hybrid Sport Turismo. It may be the perfect ride for the deep-pocketed enthusiast with a family and a single parking space.

Specifications

Specifications
2021 Porsche Panamera Turbo S E-Hybrid Sport Turismo
VEHICLE TYPE front-engine, front-motor, all-wheel-drive, 4-passenger, 4-door wagon
BASE PRICE (C/D EST) $195,000
POWERTRAIN twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 563 hp, 567 lb-ft; permanent-magnet synchronous AC motor, 134 hp, 295 lb-ft, combined output, 690 hp, 642lb-ft; 17.9-kWh lithium-ion battery pack
TRANSMISSION 8-speed dual-clutch automatic
DIMENSIONS Wheelbase: 116.1 inLength: 198.8 inWidth: 78.2 inHeight: 56.4 inPassenger volume: 98 ft3Cargo volume: 15 ft3Curb weight (C/D est): 5350 lb
PERFORMANCE (C/D EST) 60 mph: 2.7 sec100 mph: 6.9 sec1/4 mile: 11.0 secTop speed: 196 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 20/19/22 mpgCombined gasoline+electricity: 48 MPGeEV range: 20 miles

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We suspect Hyundai’s product planning department went through a few cases of the good stuff when Honda announced that the Civic Si would not return for the 2021 model year. The car Hyundai had benchmarked when creating the new 2021 Elantra N Line would be a no show for the fight. Honda says the Si will eventually return, but the temporary absence of that sport-compact icon has opened a window of opportunity for Hyundai as it releases the first performance variant of its compact sedan.
Don’t confuse the Elantra N Line with the 276-hp Elantra N, which we’ve already driven in prototype form. That higher-performance model will be more akin to the Civic Type R than the Si when it goes on sale next fall. As with the Si, a turbocharged inline-four turns the N Line’s front wheels. Its small yet willing 1.6-liter mill develops 201 horsepower at 6000 rpm but will happily rev to its 6500-rpm redline and sounds good doing it. More important when scurrying around town, its 195 pound-feet of torque peaks at just 1500 rpm and holds strong to 4000 rpm.

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Hyundai

Hyundai Elantra Has More Than a Daring Design

Hyundai Elantra N Prototype Knows the Hustle

Equipped with the standard six-speed manual transmission, the N Line pulls hard both off the line and out of tight second-gear corners, exhibiting just a hint of torque steer. The transmission’s first three gears are short and tightly spaced, which translates into great responsiveness in the city. However, second gear is all done around 55 mph, and the additional gear change to third will add a couple tenths to its zero-to-60-mph time. An equally close-ratioed seven-speed dual-clutch automatic is an $1100 option. The manual’s clutch and shifter are light but offer sufficient feedback, and the pedals are well placed for heel-and-toe action. Unfortunately, this 1.6-liter hangs onto revs momentarily when you let off the throttle, which can make smooth shifts difficult around town.
Built on the third generation of Hyundai’s K platform, the Elantra N Line weighs about 3000 pounds with either transmission. That’s about 200 pounds lighter than the similarly sized yet more powerful Volkswagen Jetta GLI, now its most natural rival. Hyundai’s design team has also taken significantly more risks than VW’s, what with the new Elantra’s dramatically sloping roofline, sharp-edged tail, and a handful of polarizing visual elements, most notably the three body creases that intersect on its front doors. However, less imagination was exercised for the N Line’s model-specific pieces, which are fairly standard sporty small-car stuff. Black mirrors and trim? Check. Blacked-out grille with a more aggressive mesh? Yup. Body-color side sill moldings? Got it. Two chrome exhaust tips, a small rear spoiler, and a new rear bumper stylized to look like a diffuser? Of course.

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Hyundai

Similar design clichés dot the N Line’s interior. Red accents have been added to the Elantra’s clean analog gauge cluster, and its three-spoke steering wheel, seats, and door panels wear plenty of red stitching. At least the red stripe on the shifter is interesting, and the sport seats look and feel right with their prominent bolsters and embossed N logos. Hyundai didn’t skimp on technology, either: A wireless phone charging pad and wireless Android Auto and Apple CarPlay are all standard.
Projector headlights, LED taillights, and a sunroof are also standard, as are dark-finished 18-inch wheels wrapped in 235/40R-18 tires, either Hankook Ventus S1 RX all-season or Goodyear Eagle F1 summer rubber. The N Line shares the regular Elantra’s strut front suspension but gains an independent rear end, larger front brake rotors, stiffened powertrain mounts, and revised chassis tuning. Along with firmer dampers, the anti-roll bars are stiffer and spring rates have been dialed up a whopping 26 percent in front and 71 percent in the rear versus the standard Elantra.

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Hyundai

Given the revisions, we were prepared for a bridle ride. But the N Line’s comportment feels pleasantly compliant and exhibits good body control. Its steering ratio is spot on, and there’s plenty of communication with the front tires. The N Line retains its composure when pushed hard, and its front end has good bite when turning into corners. While it doesn’t have the power or intensity of the harder-core N model, it is good fun and should be able to hang with your buddy’s Civic Si on curvy roads.
At $25,095 to start, the Elantra N Line is an undeniable value, undercutting the Jetta GLI by more than $2000. But the VW, which recently made our 10Best list for the second year in a row, may still have a performance edge over this Hyundai. We won’t know for sure until we get an N Line to the test track, but Hyundai is clearly intent on making the new Elantra a serious player in the sport-compact segment.

Specifications

Specifications
2021 Hyundai Elantra N Line
VEHICLE TYPE front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE $25,095
ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionDisplacement 97 in3, 1591 cm3Power 201 hp @ 6000 rpmTorque 195 lb-ft @ 1500 rpm
TRANSMISSION 6-speed manual, 7-speed dual-clutch automatic
DIMENSIONS Wheelbase: 107.1 inLength: 184.1 inWidth: 71.9 inHeight: 55.9 inPassenger volume: 100 ft3Trunk volume: 14 ft3Curb weight (C/D est): 3000–3050 lb
PERFORMANCE (C/D EST) 60 mph: 6.5–6.7 sec1/4 mile: 14.5–15.0 secTop speed: 125 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 28–31/25–28/34–36 mpg

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