Mercedes-Benz S-Class VS Porsche Panamera
- S-Class' return to splendour
- Stunning high-tech cabin presentation
- Outstanding ride and handling capabilities
- Price of entry prohibitive for most
- 3D instrumentation can make you woozy
- A tad conservative in design
- Engineered like a Porsche
- Cool interior design
- Dynamic quality
- Remote steering
- Real-world fuel economy
- Expected safety tech optional
It's only in the running for the title of world's best luxury car. No biggie here, then.
Like Rolex and Concorde, S-Class has become a byword for ultimate, and deserved or not, the Mercedes-Benz defines its segment despite the best efforts of the BMW 7 Series, Audi A8, Lexus LS and (sadly now-defunct) Jaguar XJ, as well as pointing the way forward with new technologies that eventually trickle down to more proletarian models.
Replacing the half-million selling W222 unveiled in 2013, the W223 is the latest in a long line since the first W187 Ponton debuted in 1951, and includes the famous ‘Finnies' and Stroke-8 models that followed immediately afterwards, but it is the 1972 W116 that really set the template.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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|
Mercedes-Benz set out to restore the S-Class' place amongst the greatest sedans in the world.
In the heavily-optioned, near-$250K-plus S450 as well as the extended S450L at $300K as tested (the sweet spot of the range for now), we reckon the Germans have succeeded, pushing safety, comfort and technology boundaries, in a package that is true to the heritage of the series.
Tax-fuelled sky-high prices will certainly keep the S-Class niche in Australia, but the car is more than good enough to dominate its tiny corner of the upper-large luxury car sphere.
The best new car in the world? We reckon it's highly likely. Mission accomplished, Mercedes.
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.
Most Mercedes models have followed the Russian Doll-style cookie-cutter styling theme, and the heavy family look continues with the W223.
Still, the flush door handles do add a touch of Tesla-esque modernity, while the elegant silhouette and clean lines are in keeping with the luxury aspirations. Larger in every dimension compared to the old W222, the S450 is some 71mm-longer in wheelbase (3106mm) than before while the LWB's has stretched out by 51mm (3216mm), benefiting proportions as well as interior packaging.
AMG-branded wheels look sporty but – in the S450 at least – they're perhaps a tad too gangster. A set of flush alloys would give it a more-modern and techier appearance, in our opinion.
Overall, however, the S-Class ‘7' possesses the prerequisite richness of design. It isn't as bold and mould-breaking as models like the W116 were back in their day, but the styling is still a success.
By the way, the latest S-Class is the first Mercedes to employ the MRA2 longitudinal platform, which is rich in lightweight steels (50 per cent aluminium), is correspondingly stronger than before but also 60kg lighter.
With a drag co-efficiency rating as low as 0.22Cd on some overseas grades, the W223 is one of the most aerodynamic production vehicles in history.
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.
For the beginning of our day with the S-Class, we were chauffeured from home to a mansion in Kew, a blue-chip Melbourne suburb. Our heavily-optioned S450L featured most of the aforementioned extras – including the Business Class Package and Rear Entertainment Package – and the experience was predictably, sumptuously memorable.
Reclining individual rear seats with easy-reach tablets, armrests offering access to all multimedia and available climatised and massaging cushions and backrests... we're no longer in our normal ride, Toto.
Yet, all these trinkets and gizmos are mere add-ons, that can turn a stretched Caprice into a flash hen's night carriage if enough money and glitz is thrown at it.
No, the new S-Class must impress in an altogether less tangible and more philosophical manner, involving all the senses, and not just what we see, hear and touch. It must appeal beyond the superficial. Otherwise, it is not a large Mercedes-Benz luxury sedan in the classic manner.
This is a Herculean task for the Stuttgart designers and engineers. By and large, though, the Three-Pointed Star has succeeded in achieving something special.
In its perception of peerless quality and engineering, the W223 is striving to move forward and look back simultaneously to the glory days of the seminal W126 (1980-1991). This is through meshing traditional virtues like solidity and quality materials while dazzling its passengers with technology that is still friendly enough to want to enhance your experience.
You can sink into the soft lounge seats, watch the world pass by silently outside and never be aware of the road underneath or the engine ahead. Double glazing, exquisite and aromatic fabrics and materials and lush tactile surfaces work their magic inside the car, while an airtight and aero body, solid platform, air suspension and a muted yet muscular powertrain all do their thing underneath. The atmosphere is special and rarefied. That's what an S-Class needs to be and that's what is happening in our $299,000 (as tested) S450L.
The same more-or-less applies up front, as the same trim, leather, wood and technology surrounds the driver and passenger. The spectre of the car that is surely The Car of the Last Decade – Tesla's Model S – is evident in the portrait touchscreen and sparse, almost wallflower dashboard design and layout. No big imposing architectures here.
Yet, while the American upstart actually takes stuff away, the S-Class packs the cabin with subtle features that – like when the planes stopped flying last year and the birdsong subsequently returned – only become obvious once the cabin's design simplicity clears all the white noise for you to be in a better frame of mind to enjoy them.
Take the haptic interface, for example, as it is perhaps the best we've experienced; the sense of well-being garnered from the cumulative effects of profound seat comfort (the massaging function was never switched off), cocooning micro climate environmental control, orchestral levels of audio entertainment and the theatre of light and vision performed by the two available screens; it is an automotive experience like no other. And the eye-tracking 3D-effect navigation set within the electronic instrumentation. No need for cinematic glasses to get the effect. The driving position itself, by the way, is also first class.
Room to stretch and grow for sure, and in every direction. But room for improvement? You betcha.
Your tester had a headache after a little while staring at that woozy 3D map. The central vents – four at the front, two in the rear – look and feel cheap, leaving us mentally redesigning them; they are frightfully out of place here; the carryover column-stalk auto lever should have been binned in 2005. And, even though the digital instruments have a number of options, none are elegant enough for the S-Class. That's an especially subjective criticism, clearly, but one that – in the context of classic Mercedes luxury sedan contenders – is justified given how timeless the Bruno Sacco era of Daimler design was. Look him up, kids.
Still, after a couple of hours behind the wheel, with our senses reset to calm, it is obvious that the S-Class cabin is a unique and wonderful place – as it should be at a cool quarter-of-a-million dollars.
PS At 550 litres (20L more than before), the boot is massive and luxurious enough to sleep in.
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
Right now, only two S-Class models are available – the S450 from $240,700 plus on-road costs and the 110mm extended-wheelbase S450L (LWB) for another $24,900 on top. Most buyers overwhelmingly opt for the latter.
Despite what the numbers may suggest, both are powered by a 3.0-litre in-line six-cylinder turbo petrol engine, delivering 270kW of power and 500Nm of torque to all four wheels via a nine-speed torque-converter automatic. Greater choices are coming later, including an all-electric version known as the EQS.
Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.
You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.
On the equipment front there is the latest iteration of Mercedes' MBUX multimedia system with (another) world-first 3D display, complementing an OLED central display, powered closing doors, leather upholstery, air suspension, leather upholstery, velour floor mats, a multi-beam LED headlight system with adaptive high beams, heated and folding exterior mirrors, heat and noise-insulating acoustic glass for front side windows, dark privacy glass for rear windows, sunroof, roller sunblinds for rear windows, metallic paint and 20-inch AMG alloy wheels on runflat tyres.
Want cutting-edge multimedia? There's MBUX II's augmented reality for navigation and fingerprint scanner, as well as a more natural-speech Mercedes-Me Connect voice activation with global search.
Plus, predictive navigation with live traffic, parked vehicle locator, vehicle tracking, emergency call, maintenance management and tele-diagnostics, digital radio, Burmester 3D surround-sound system with 15 speakers and 710W amplifier, remote door locking/unlocking, geofencing, speed-fencing, valet parking, head-up display, Smart Phone integration with Apple CarPlay/Android Auto, wireless charging, ambient lighting, two-zone climate control, poplar wood trim, electric adjustment for front seats, steering column with memory function, climatised front seats, keyless entry/go with flush-fitting door handles offering hands-free access (including for the electric boot),
Besides the ‘forward facing' airbag for the rear-seat occupants, the S450L also scores electrically adjustable rear seats with memory and automatic rear climate control.
Key options – and the list is massive – include an $8700 Rear Entertainment Package, that brings rear-multimedia access, rear tablets with wireless headsets and rear-seat wireless smart phone charging, an AMG Line pack with a body kit, different alloys and larger front brakes ($6500), Business Class Package that includes aircraft-style reclining rear seating and tray tables ($14,500), Nappa leather ($5000), augmented-reality HUD ($2900), 21-inch wheels ($2000) and four-wheel steering ($2700). There's also a $14,500 Energising Package with contoured seating, heated-everything and massaging seats.
Please keep in mind our test cars featured many such extras. Tick all the boxes and you can add nearly $100,000 to the price of your S-Class.
So, is the S450 good value? Given some of the breakthrough safety and luxury features it offers, it is unique. Too bad the Federal Government's Luxury Car Tax makes them so much more expensive than they need to be.
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
Where are the V8s?
Right now, the only W223 you can buy is powered by an all-new 2999cc 3.0-litre in-line direct-injection six-cylinder turbo petrol engine dubbed the M256, complete with double overhead cams, an electric compressor intercooler and assistance from a 48-volt mild hybrid system and integrated starter-generator, adding 16kW and 250Nm to the 270kW of power at 6100rpm and 500Nm of torque from 1600-4500rpm.
Top speed is limited to 250km/h, while the 0-100km/h sprint-time takes just 5.1 seconds in both models. Impressive for a two-tonne-plus luxury limo.
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.
With the aid of the mild-hybrid system, the S450 returned a combined average of an impressive 8.2 litres per 100km, which translates to 187 grams of carbon dioxide emissions per kilometre. 95 RON premium unleaded (or higher) is recommended. In the urban run it consumes 11.3L/100km (11.5 for S450L), and just 6.4L/100km (6.5 for S450L) in the extra-urban result.
At 76 litres, the fuel tank will allow a combined average range of about 927km between refills.
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.
In former times, as the Germans say, a ‘450' on the boot indicated V8 power. In the W116 S-Class era it was one of the world's most evocative badges when ‘SEL' was also attached.
As mentioned earlier, though, it's the M256 3.0-litre turbo-petrol with a 48-volt ‘mild hybrid' electrical system that's doing the driving, to all four wheels. The real V8 W223 will probably surface later this year or in early 2022 with the S580L flagship. Bring it on.
This is not to say that S450 isn't good enough. With that electrified assistance, the blown straight six is smooth and swift off the line and rapid as the auto seamlessly steps up through all nine gears. Because it's so hushed and refined, it doesn't feel 5.1s to 100 clicks quick, but watching the speedo says otherwise – acceleration is assertive and strong right up way past the legal speed limit.
All that's missing is the burbling soundtrack of a classic Benz bent-eight. Oh well. Outstanding economy is a price we're literally willing to pay in lieu.
Even more impressive is the S450's ability to hustle along mountain roads like an overgrown sports sedan.
Now, for Australia, all S-Classes are fitted standard with an adaptive ‘Airmatic' air-suspension set-up, including air springs and self-levelling tech. In Comfort up to 60km/h, the ride height can be raised by 30mm, or lowered by 10mm under the standard 130mm baseline in Sport at any velocity, while in Sport+ it falls another 17mm.
With that in mind, yes, the standard air suspension performs a magnificent job smothering out most surface imperfections around town. Yet its real other party trick is to tighten up the chassis when corners get interesting and Sport mode is selected. Aided by progressively weighted and reassuringly responsive steering, the Mercedes tips into turns with precision and poise, slicing through with virtually no discernible body lean or understeer.
Now, we're not talking a leisurely drive on rural highways here, but Healesville's famous Chum Creek Road, where even a Porsche Cayman would feel like it's had a strenuous dynamic workout. The S-Class can be hurried along with confidence and finesse, displaying outstanding handling and roadholding for a 5.2-metre long limo. And the fact that the ride quality only suffers marginally when the red horns are out is all the more remarkable.
Back in the cut-and-thrust of inner-city peak-hour traffic, the Benz in Comfort mode continued to reveal its driver-orientated yet passenger-focused twin-personalities, zipping in and out of gaps while remaining comfy and composed inside.
Only when parking in tight spots are you truly aware that the W223 is longer than a Mazda CX-9. The optional four-wheel-steering system is claimed to slash the turning circle to A-Class hatchback levels. 10.9 metres is the claim.
The 2021 S-Class never ceases to amaze and delight.
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.
The W223 S-Class has not been crash-tested yet by ANCAP or European affiliate EuroNCAP, so does not have a star rating. However, Mercedes-Benz claims it has striven to create one of the safety vehicles on the planet. Who are we to argue?
Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.
You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians, at speeds from 7km/h to over 200km/h), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.
The Active Lane Keeping Assist works in a speed range of between 60km/h and 250km/h while Active Steer Assist helps the driver follow the lane at speeds of up to 210km/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).
Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.
Intervals are every year or 25,000km, with a capped price service plan starting at $800 for the first year, $1200 for the second year and $1400 for the third year, totalling $3400. Alternatively, there is a Service Plan starting at $2700 for the first three years (saving $700 from the normal capped-price service plan), $3600 for four years and $5400 for five years.
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.