BMW 3 Series VS Porsche Panamera
BMW 3 Series
- A PHEV keen drivers can embrace at last
- Useable real-world pure-EV commuting ability
- Quality BMW cabin design and presentation
- Lofty pricing, and that's before expensive options
- Reduced boot capacity compared to regular 3 Series
- 2.0-litre turbo four lacks BMW six-cylinder refinement at higher revs
BMW 3 Series
Is the 330e the best of both worlds?
A plug-in hybrid electric vehicle (PHEV), it’s a part-time electric car for the city and a full-time sports sedan for everywhere else.
Both were based on the previous F30 3 Series shape. However, this year’s all-new G20 iteration improves the breed with a bigger boot, up to 50 per cent better range and brawnier performance.
The thing is, it shares showrooms with the 330i and M340i xDrive, which represent a powerful return-to-form for the 3 Series.
So, the question isn’t so much ‘Is the 330e a good enough PHEV?’ more so than ‘Is the PHEV worthy of the BMW badge?’ Let’s find out.
|Engine Type||2.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
For Porsche purists, the arrival of the Cayenne SUV in the early noughties was a knife to the heart. Jaws dropped and minds blew at the thought of the brand’s famous crest being applied to the nose of a high-riding family truckster.
Although Porsche had previously toyed with the idea of a four-door sports/GT mash-up, this was for real; the idea being to push the brand’s performance reputation into the ‘executive’ space, and trim some Audi A8, BMW 7 Series and Merc S-Class grass.
To rub salt into that Porscheophile chest wound, the Panamera has fulfilled its brief, splintering into an ever-increasing range of niche variants, and last year evolving into a sleek, second-generation version.
And just when old-school 911 diehards thought it couldn’t get any weirder, the Panamera E-Hybrid arrived to turn their upside-down worlds inside-out.
In the model we’re looking at here, the Panamera 4 E-Hybrid, a 2.9-litre twin-turbo V6 petrol engine (in the nose), is supported by an electric motor (just behind it), which, according to Porsche, mimics the hybrid set-up used in its 918 Spyder hypercar.
You can't beat a lofty comparison. But is it a case of legitimate tech sharing for maximum efficiency and performance, or is it, in fact, just too big a stretch for a thumping, 2.2-tonne sports limo? Read on to find out.
|Engine Type||2.9L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
BMW 3 Series9/10
You know about Goldilocks and the Three Bears, right?
Well, its themes of too little or too much apply for buyers of an eco-focused luxury sports sedan. If a hybrid like the Lexus IS 300h isn’t electrified enough, and a pure EV such as the Tesla Model 3 is going too far, then a PHEV like the 330e plugs the gap just about perfectly.
Yes, prices are high (and especially so with a few choice options), boot capacity is on the low side for a 4.7-metre long sedan and that lusty four-pot turbo is sonically no match for a turbine-smooth BMW inline six as per the M340i, but the 330e does most of the expected things well and some of the ones you might not exceptionally.
Pay the price and you can have your cake and eat it too.
The Porsche Panamera 4 E-Hybrid offers an interesting alternative to the traditional inhabitants of the upper-luxury sedan market. It’s quick, sleek and beautifully engineered. But it ultimately sits between two worlds rather than embracing both. An ‘individual’ choice that's not quite the fast GT you'd like it to be, nor the full-blown upper-luxury limo.
Is the high-tech Porsche Panamera 4 E-Hybrid your type of luxury GT? Tell us what you think in the comments below.
BMW 3 Series
Remember when BMW 3 Series were compact three-box sedans that looked like nothing else? Today’s version seems so close in size to a 5 Series that only an anorak can instantly tell them apart. In fact, at a glance, differentiating the current G20 from the old F30 generation isn’t so easy, either.
It’s no surprise, then, to learn that both the 3- and 5 Series share the company’s scalable, light but super-strong ‘Cluster Architecture’. Imbued with a large-car feel, the 330e is elegant in silhouette and handsomely detailed, its imposing stance highlighted by the M Sport lowered suspension (by 10mm) and bi-colour five-prong double-spoke 19-inch alloys and (optional) Laser-light LEDs.
Flying under the radar for an eco-warrior, there is nothing other than two ‘filler’ flaps to give the PHEV game away externally. It’s all business as usual.
The same cool insouciance permeates our 3 Series’ leather-laden and metallic-accented cabin, that is now properly spacious for four adults. It still retains the signature-BMW driver-centric dashboard angle, but the style certainly isn’t retro, with twin large digital displays and a myriad of personalisation and vehicle configuration choices underlining the 330e’s modernity.
Aided by plenty of eco incentives to go PHEV, in Europe, BMW expects the 330e to be the best selling version; that said, given the inherent conservatism of premium medium sedan buyers globally, there is virtually nothing about this model’s overall execution that is too futuristic, intimidating or oddball.
The first-generation Panamera’s famously awkward profile reflected then Porsche CEO, Wendelin Wiedeking’s demand that its rear seat should be able to accommodate his lanky frame.
Since then, saner (and presumably lower) heads have prevailed, with the sleeker, sportier second-gen version fitting more easily into the sleek and slick Porsche-design mould.
Hints of the iconic 911 abound, from the turret’s smooth curve towards the rear, to the distinctive tail-lights, recognisable headlights and familiar nose treatment.
Screaming green brake calipers reinforce the eco-friendly message, as does a green halo around the ‘Panamera 4’ badge on the tail, and ‘e-hybrid’ labels on the front doors.
Optional 21-inch ‘Panamera SportDesign’ wheels, finished in high-gloss black, ($9380) replace the standard 19-inch rims to give our test car a more menacing and purposeful look.
The interior-design theme is shaped by a similar set of traditional elements. including the iconic five-dial main instrument cluster (with tacho in the centre), chunky sports steering wheel, and chrono clock on the dashtop. The leather-trimmed sports seats (front and rear) feature a high, one-piece backrest, echoing those of Porsches past and present.
Not so familiar is the flight-deck-style dash, including a 12.3-inch high-res touchscreen media display, and maxi-size centre console housing touch-sensitive switchgear in place of Porsche’s usual array of knobs and buttons.
Rear-seat passengers are presented with an ultra-slick touchscreen display, integrated into the extended centre console, to manage their climate control, nav and media settings.
The optional ambient-lighting package ($990) fitted to our test car added a subtle green keyline glow to the door speaker surrounds front and rear.
Overall, the design manages to successfully combine slick luxury and comfort with clear sporting intent.
BMW 3 Series
For a swoopy sports sedan, the 330e’s interior is pleasingly practical and – after a little familiarisation – user-friendly. As the biggest-ever 3 Series, four average-sized adults can fit in easily, while a smaller fifth person can crowd in on the rear-centre cushion. For short periods, anyway.
One surprise is the lightness of the doors due to them being partly aluminium, which means while they close with a reassuring thud, they’re might feel flimsy at first.
No such misconceptions await once inside the cocoon-quiet cabin, thanks to solid and lush materials everywhere the eye lands and hands touch. Even the plastics seem expensive.
As the 3 Series is famous for, the 330e’s dash is driver-centric, with ample adjustability of the fat-rimmed wheel and unimpeded reach for most of the important switchgear. Sat low and cosily ensconced between door and bisecting centre console, the mood is definitely grand-touring sports sedan.
For this generation, BMW has honed the once-controversial 'iDrive' controller into an artful yet logical example of on-the-move multimedia interface and data retrieval, with a concerted effort to simplify what is a mountain of available information.
Of course, familiarisation is essential, but even a short tuition will open up a world of configuration and customisation of every single facet of the car – chassis, powertrain, climate control, audio, communication and media being the main platforms. Sounds intimidating but isn’t.
To help relax (or energise), there’s even a ‘Caring Car’ feature in the sub menus with appropriately chilled ambient lighting, audio and climate control.
Indeed, the Germans have made strides in improving the perceived quality and functionality in other areas of the latest 3 Series, such as the gear lever operation, thoughtful storage and effortlessly effective ventilation.
However, the digital instrumentation has ignored decades of classy analogue style for a messy computerised multi-view layout that is just too Space Invaders.
Sure, it’s multi-configurable and includes a less-cluttered basic screen, but where’s the sophistication and beauty here? Notice to carmakers: would you wear a watch this ugly?
Moving to the back seat, the optional sunroof might eat into rear headroom, and really long-legged travellers need to ensure the front-seat occupants are as far forward as comfortably possible, but otherwise it’s the same story of well-sculptured cushions and backrests, set within a business-class style environment.
Twin USB-C ports, a 12V outlet and temperature controls are a bonus, hungry door pockets can take a large drink bottle and the essential cupholders are set within the centre armrest.
The only giveaway that this 3 Series is hauling extra electrification is inside the boot. Somewhat shallower than the regular 480-litre item, a higher floor than usual cuts that by 105L to 375L.
But at least the battery doesn’t intrude to the point where you can’t use the cabin load-through with the tri-sected backrests folded down (via a handy lever if you’re standing behind the vehicle). A through-loading system is part of the standard 40/20/40 split-fold backrest.
The floor itself is stepped half way, but if you require a flat surface, it can be lifted to even out the area. And remember, there is no spare wheel – just tyres that can be driven ‘flat’ as required to drive you to the nearest garage.
At just over 5m long, close to 2m wide, and a touch over 1.4m high, the Panamera is surprisingly close to the key dimensions of its traditionally supersized German competition - the Audi A8, BMW 7-Series, and Mercedes-Benz S-Class.
That said, its 2950mm wheelbase gives away a modest 42mm to the A8, a more substantial 85mm to the S-Class, and a lengthy 120mm to the 7 Series (all standard wheelbase versions). And this Porsche is strictly a four-seater, with elaborately sculpted and bolstered chairs for each occupant.
As you might expect, there’s plenty of room up front and generous storage space including a decent glove box, a lidded compartment between the seats, large door bins with space for bottles, and two cupholders (one jumbo, one regular) in the centre console.
In terms of power and ports there’s a 12-volt socket, USB plug (Apple CarPlay is standard), and an aux-in outlet.
The rear feels great, with ample head and legroom (for this 183cm tester), although getting in and out through a door aperture that tapers sharply towards the bottom is awkward. Not great for a car with limo aspirations.
A pair of longitudinally opening door lids in the centre console reveal a single cupholder and dual high-output USB power outlets. Our car also featured the ‘USB interface in rear’ option, at a measly $790!
A fold-down centre armrest opens to reveal a lined storage box, there are map pockets on the front seatbacks, and you’ll find bins (with bottle capacity) in the doors.
The back-seat section of the four-zone climate control system is run via the central touchscreen, with flashy knurled rollers to adjust temperature, and vents above the screen and in the back of the B-pillars to direct flow.
For an extra touch of luxury our test car featured an electric roller sunblind for the rear, and rear side windows ($2940).
The cargo compartment features four flip-up hooks to secure loads with a net or straps, a netted pocket on the passenger side, a 12-volt outlet and usefully bright lighting.
Boot space is 405 litres, enough to swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram with room for soft bags to spare. The rear seat split-folds 60/40 to open up a whopping 1215 litres, and auto tailgate open/close is standard.
With no spare tyre; a repair kit is the only puncture option.
Price and features
BMW 3 Series
It’s clear that electrification will become the norm in the not-too-distant future, from hybrids combining internal combustion engines (ICE) with electric motors and batteries, to the full battery electric vehicle (EV) and eventually hydrogen EV experience.
Somewhere along that spectrum, and nestled between the 320i (from $68,900) and 330i (from $74,900), is the 330e.
Arriving from Germany in either racy M Sport or dreary Luxury grades from $81,900 (before on-road costs), it features an electric motor and battery pack for up to 60km of pure EV propulsion, before a four-cylinder turbo-petrol engine kicks in for in excess of 1800km between refills, officially. Range anxiety be damned.
Mind you, the similarly-engined 320i but minus the electrification is almost 300kg lighter. Blame all that extra electrification swag like an 83kW synchronous motor, 10.3kWh lithium ion battery and a five-metre 1.8kW charging cable.
Being a PHEV means it needs up to six hours to recharge from a regular 10-amp household plug, down to a minimum of around 3.5 hours from a larger power source.
In contrast, a non-plug-in, series-parallel hybrid like the Lexus IS 300h barely manages 2.0km of sub-40km/h-only EV range, before its ICE takes over to replenish a much-smaller battery pack, and relegate the electric motor to mere performance and/or economy boosters only. That’s why the Lexus is some $20,000 cheaper.
Though both promise slightly less EV range than the 330e, the former is comfort-biased while the latter is a bit of a Swedish hot-rod, blitzing all for sheer oomph while scoring all-wheel drive into the bargain.
Note, however, that from $75,425 (before tax and on-road costs) will buy you the mouthful Tesla Model 3 Standard Range Plus RWD (rear-wheel drive). As a pure EV, the Yank has kicked the ICE habit with a silent and furious need for speed.
Not that our 330e M Sport Package isn’t hot to trot, with its M Sport-enhanced suspension, brakes, aero body kit, 19-inch alloys shod with run-flat tyres (so no spare wheel), steering wheel, Alcantara/Sensonic vinyl upholstery and ‘Shadow Line’ gloss-grey trimmings. Menacing.
The BMW’s list of goodies is barely good enough for a sedan that’s over $90K drive-away. You’ll find adaptive dampers that switch seamlessly from firm to soft depending on how stiff/supple you want the ride to be, auto entry/start, stop/start, heated/folding/dipping mirrors, two USB and a single 12V ports, tri-zone climate control, electrically adjustable front seats with driver’s-side memory, three-year subscription-based in-car emergency and concierge services, Apple CarPlay (but still not Android Auto at the time of publishing), 12.3-inch digital instrumentation with head-up display, a 10.25-inch central screen, satellite navigation, extended Bluetooth connectivity, an unreliable ‘Hey, BMW’ voice-activation system, digital radio, 205W amplifier audio, a 32GB hard drive, wireless smartphone charger and a personalisation function in the key saving all your preferred settings.
On the safety and security front there’s also autonomous emergency braking (AEB), warnings and active assistance/intervention for steering, lane-change, lane-departure and front/rear cross-traffic (with braking) situations, full-auto parking with surround-view 3D cameras and sensors, adaptive cruise control with full stop/go, auto high-beam LED headlights with delay/off, rain-sensing wipers, low-speed EV-mode acoustic warnings for pedestrians and localised recharging info including range radius. Handy.
Still, a sunroof is optional, as are our car’s trick 'Laser-light' active/adaptive LEDs, ambient cabin lighting, motion-sensor electric bootlid, seat and steering wheel heaters, galvanised trim, and other goodies, amounting to over $10,000. All blow out pricing towards $100K. Ouch.
At least you can pre-set the climate control in your 330e via a BMW app. Cool!
When you’re asking a whisker less than a quarter of a million dollars for a luxury performance car, it’s fair to expect a a healthy standard equipment list, and the Panamera 4 E-Hybrid satisfies that requirement.
Included in the $242,600 recommended retail price (before on-road costs) is four-zone climate control, 14-way electrically adjustable and heated front seats (with memory), a two-piece panoramic sunroof, multi-function sports steering wheel, adaptive cruise control, sat nav, adaptive air suspension, auto rear hatch, 19-inch alloy wheels, LED headlights, daytime running lights, tail-lights and indicators, auto headlights, keyless entry and start, leather trim, leather steering wheel, park assist and parking distance control (front and rear), rear privacy glass, rain-sensing wipers, and sat-nav.
As well as the nav, ventilation, phone and vehicle set-up, the 12.3-inch touchscreen multimedia interface controls the standard Bose 710-watt, 14-speaker audio (which adapts audio settings to ambient noise levels) with digital radio and Apple CarPlay.
Our test car was also loaded up with around 20 grand worth of options; specifically the 21-inch ‘Panamera SportDesign’ alloy wheels in high-gloss black ($9380), electric roller sunblind for rear compartment and rear side windows ($2940), ‘LED-Matrix’ headlights including ‘Porsche Dynamic Light System Plus’ ($2690), front-seat ventilation ($2190), ‘Lane Change Assist’ ($1890), ambient lighting ($990), rear USB interface ($790), and ‘Power Steering Plus’ ($650), for a before on-roads total of $264,120.
The tester’s ‘Carrara White Metallic’ finish is one of only two no-cost paint options.
Engine & trans
BMW 3 Series
BMW’s modular (B48) 2.0-litre four-cylinder engine delivers 135kW of power and 300Nm of torque, and drives the rear wheels via a ZF eight-speed automatic. The latter is regarded as one of the best transmissions of its type in production today.
That transmission also houses the 83kW/105Nm synchronous motor, while the 10.3kWh battery pack is located underneath the back seat. Total outputs are 185kW/420Nm.
Each power source works together to create a smooth and quiet EV experience up to a published 60km, before the 2.0-litre takes over the main driving function, but powering down again when coasting or under very light throttle, to help eke out maximum mileage between refills.
There are three modes to choose from – 'Sport', 'Hybrid' and 'Electric' – with the latter allowing for pure EV driving as long as the batteries are juiced up enough; otherwise the default Hybrid setting kicks in, where both propulsion options are used to maximum efficiency.
Back in Electric mode, in Battery Control mode, the driver can pre-select a minimum battery charge level for use later on where conditions are better-suited to EV driving – such as in downtown.
There’s also a so-called ‘XtraBoost’ function, providing up to 30kW of extra power (topping out at 215kW) for short periods, and is accompanied by a fake/enhanced exhaust note. It’s a bit of a scorcher, actually, revving hungrily to the redline and reeling in the horizon like a proper BMW should.
Don't go searching for an evocative in-line six-cylinder soundtrack, however. Instead, there's simply a zingy metallic snarl as the tacho swings swiftly upwards. S mode loves holding on to each gear ratio, aided by a thoughtfully placed set of paddle shifters.
Overall, the 3 Series PHEV is surprisingly rapid – clearing the 100km/h marker needs just 5.9 seconds – but subjectively actually feels even faster. BMW limits the 330e's EV top speed to 140km/h, or 230km/h in dinosaur-fuel mode.
The Panamera 4 E-Hybrid is powered by a 2.9-litre, twin-turbo V6 petrol engine producing 243kW from 5250-6500rpm and 450 Nm from 1750-5000rpm, working in parallel with a ‘permanently excited’ synchronous electric motor delivering 100kW at 2800rpm and 400Nm from 100-2300rpm. And no, that 100rpm minimum figure for the motor’s maximum torque is not a typo.
They combine for a total output of 340kW at 6000rpm and 700Nm from just 1100-4500rpm, driving all four wheels, firstly, through an eight-speed dual-clutch auto transmission, and then Porsche’s active all-wheel drive system (with electronically variable, multi-plate clutch for torque distribution between front and rear axles).
Porsche claims 0-100km/h in 4.6sec in full parallel mode, and 0-60km/h (a useful urban performance measure) in 5.7sec, when running in pure EV mode.
The petrol V6 boasts the latest version of Porsche’s ‘VarioCam Plus’ variable cam timing, with the twin turbos located in the engine’s hot vee to minimise lag by creating the shortest possible path for exiting gases from exhaust, to turbo, to inlet.
Dubbed ‘PDK’ (Porsche DoppelKupplung), the Panamera’s eight-speed dual-clutch transmission is overdriven in its top three ratios, and wheel-mounted paddles spice up manual shifts.
BMW 3 Series
On the flipside, BMW reckons over 1800km is possible, thanks to the official combined figure of only 2.2 litres per 100km. That’s outstanding range, especially considering the fuel tank is a teeny 40 litres.
Maybe it was the addictive allure of all that XtraBoost oomph, or perhaps it’s the porky 1740kg throwing its weight around, but we could not better 6.3L/100km during our week with the Bavarian wunderkind.
BMW recommends either premium unleaded (95 RON plus) or E10 ethanol, so no standard stuff, please.
Meanwhile, in EV mode, less than 40km is the real-world range, and that can drop dramatically with amenities running like the AC. The EU electricity consumption figure is 15.4kW/h/100km, which is reasonable for the 330e’s size and weight.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is a miserly 2.5L/100km, emitting 56g/km of CO2 in the process. The electric motor consumes 15.9kWh/100km.
In the real world we averaged more than three times that at 8.3L/100km (at the bowser) over around 300km of mainly urban commuting, with some freeway running thrown in. And yes, we did indulge in some ‘Sport+’ enthusiasm to balance ‘E-Power’ austerity.
Recommended fuel is 98 RON premium, and you’ll need 80 litres of it to fill the tank.
Claimed pure electric range is roughly 50km (which we can verify), with a maximum velocity of 140km/h (which we can’t). Even with delicate use of the accelerator pedal my 48km (round trip) suburban commute was just too long for the Panamera’s pure electric range.
Luck out on a traffic-light-free route, or drop that urban crawl distance to 40km, and I reckon you’d be ‘there and back’ on a single overnight charge. The liquid-cooled lithium-ion battery pack takes 5.8 hours to charge via a conventional 240-volt/10amp outlet.
BMW 3 Series
The good news is that the 330e is designed for built-up and urban environments, since it benefits from a quiet electric motor to whoosh you along almost silently and always serenely for up to that 60km official range. Acceleration is instant, punchy and remains strong as speeds quickly rise, making the BMW ideal for darting in and out of traffic gaps.
In the real world, with the climate-control switched on and other drains on the car, that drops to under 40km, though that can often be more than enough for most commutes. If there’s access to a normal 10a socket, the BMW will be fully charged to get you back home in fewer than six hours.
Of course, the beauty of a PHEV is that the main form of motivation is a brilliantly muscular and responsive BMW 2.0-litre four-cylinder turbo petrol engine, which really gives the 330e wings as a fast and fluent open-road grand tourer. It just laps the miles up.
Still, running on petrol, the Bavarian is as impressive around town, too, since there’s a hefty lump of low-down torque on tap for prompt throttle responses. The superb eight-speed torque-converter auto provides an almost supernatural ability to select the right ratio at the right time, and in a most harmonious manner too.
Perhaps this is a one-off blip in our test car, but a concerning powertrain jolt was discernible from somewhere in the transmission at step-off, as if the 330e is struggling to reconcile electric and petrol power seamlessly.
Every aspect of the BMW PHEV’s powertrain and chassis – engine, transmission, steering and suspension – can be altered from a cushy softness to a muscular firmness, according to the mood of the driver (or passengers).
Although never heavy, there is substance to the steering even at slower speeds, and the upshot is an engaging and involving experience. Switching to Sport intensifies everything, for an edgier, more athletic experience.
Great for keener folk seeking the 3 Series’ enthusiast’s machine reputation. That said, the turning circle is tight for easy manoeuvrability, while the auto parking feature helps getting the sedan into tighter spots, and generally works reliably.
Adaptive dampers do a great job in helping to smother out most of the bumps and ruts of suburbia’s roads, though larger speed humps can expose the limits of available suspension travel as well as ground clearance (147mm).
Out on the open road, the steering is a boon, working with the taut chassis for sharp handling and balanced roadholding. Displaying towering levels of roadholding, the 330e simply remains glued to the road, even at speed.
One small observation is that the 330e lacks a mechanical limited slip differential, so there isn’t quite the surgical handling crispness that elevates the latest 330i into the dynamic stratosphere.
That, plus the extra mass of the PHEV, do dull the steering’s sharpness and BMW’s overall agility slightly. Never stodgy, just not supernaturally athletic. That’s the price you pay for parsimony.
Finally, in the sportier settings, with the stability and traction controls’ hold loosened, the tail can be made to swing out, meaning the driver must remain alert and ready to reel it all back into place.
This isn’t as much a flaw as a playful aspect of the 330e’s very broad dynamic bandwidth. There’s something for everyone.
The first impression behind the Panamera’s wheel is mild claustrophobia, thanks to a high window line combined with our test car’s predominantly black interior. And if you’re a head-check lane changer you’ll find over-shoulder vision relatively tight and crowded.
Then there are the front seats - a graceful design with heaps of lateral support, but firm in the finest German tradition. Not quite as firm as the armrest though, which is so unforgiving I found it uncomfortable to use.
The E-Hybrid system operates in one of six modes, with the purely electric ‘E-Power’ set as the default from start-up. Not surprisingly, the 2170kg Panamera is quiet and relatively meek in this setting, while still offering enough performance for easy lane changes and reasonably swift overtakes.
‘Hybrid Auto’ switches between engine and motor with the aim of balancing power and efficiency, while ‘E-Hold’ conserves the current state of charge, allowing a switch to electric-only zero-emissions when desired (or possibly in future, when legally required).
In ‘E-Charge’ the V6 produces more power than it needs for driving to charge the battery as a side project, ‘Sport’ ensures battery charge is maintained at a minimum level so there’s sufficient reserve for an electric boost when needed. And as the name implies ‘Sport Plus’ delivers maximum (combined) performance, the engine recharging the battery as quickly as possible at the same time.
That final setting is where this Panamera starts to feel like a proper Porsche. The 2.9-litre V6 sounds gruff and builds to a satisfying bellow as revs rise, and if you get the bit between your teeth and pin the throttle, every one of those 700Nm make their presence felt.
Manual changes from the dual-clutch transmission are quick and positive, although we did experience a moment of alarming slow-speed paralysis where the PDK took its sweet time to cooperate and agree to move the car forward.
The alloy-rich suspension is a double-wishbone front, multi-link rear set-up, with the ‘Adaptive Chassis Control’ combining switchable, three-chamber air springs with adjustable dampers.
Ride comfort (even on the test car’s optional 21s shod with hi-po Pirelli P Zero rubber) is excellent, and the big Panamera remains balanced and buttoned down in quick cornering.
Brakes are substantial with six-piston calipers on 390mm (cast iron) ventilated rotors at the front, and four-piston units on 365mm vented rotors at the rear. Pedal feel is progressive and stopping power always professional grade.
But no matter which drive mode you’re in the ‘Power Steering Plus’ speed-sensitive, electrically assisted steering feels mediocre - overly light, with surprisingly modest feedback from the front wheels. And despite the car’s performance potential this limitation alone makes it hard to bond with the Panamera E-Hybrid as a performance partner.
BMW 3 Series
As part of the G20 3 Series line-up, the 330e achieved a five-star ANCAP crash-test rating in October, 2019.
There basically isn’t an active or passive safety item left unticked in this grade, meaning AEB (operational from 5km/h to 210km/h), stability and traction control, anti-lock brakes with electronic brake-force distribution, cornering brake control and brake-assist, active lane-change and lane-departure warnings and intervention, front and rear cross-traffic alert with braking and blind-spot monitoring.
Eight airbags are fitted – front and side airbags for driver and front passenger and head airbags for all outboard seat occupants.
There’s also adaptive cruise control with full stop/go functionality, as well as a low-speed EV-mode acoustic warning for pedestrians and cyclists to get out of the way. That’s set to about 20km/h.
A fast four-seater needs top-shelf active safety, and the Panamera E-Hybrid boasts front and rear park assist, and ‘Surround View’, as well as AEB (Auto Emergency Braking), ABS, BA (Brake Assist), ESC (Electronic Stability Control), traction control, a tyre-pressure-monitoring system, auto-levelling headlights and LED daytime running lights.
But things that should be standard in a $250k sports luxury limo are optional. For example, lane-keeping assist, lane-change assist, and Porsche’s ‘Night View Assist’ technology.
If a crash is unavoidable there are no less than 10 airbags located around the interior (dual front, driver and front passenger knee, front side, front thorax, and full-length curtain). There’s also an active bonnet to minimise pedestrian injury, as well as top tethers and ISOFIX anchors for child restraints in both rear-seat positions.
The Panamera hasn’t been assessed by ANCAP (or EuroNCAP).
BMW 3 Series
The 330e’s servicing is condition-based, depending on how it’s driven and other factors, with a dash warning appearing to let the driver/owner know when it’s time. In the UK, a two-year/30,000km interval is advised, if that helps.
No capped-price servicing regime is offered, but the 'BMW Service Inclusive Basic' packages cover scheduled servicing from three years/40,000km to five years/80,000km, and start from $1350.
Porsche offers a three year/unlimited km warranty, with three-year paint, and 12-year anti-corrosion cover. Twenty-four-hour roadside assist is included in the warranty, renewed every time you service the car at an authorised dealer.
The recommended service interval for the Panamera E-Hybrid is 12 months/15,000km, and Porsche doesn’t offer a capped-price-servicing program.