At the entry-level, the Panamera is a reasonable package with acceptable running costs. The diesel’s 166g/km CO2 emissions, for example, will be a draw to many potential buyers. However, it’s still far too easy to inflate the asking price with even modest ticking of the option boxes.

Even after the facelift, Porsche still sees fit to charge punters for items like a rear wiper, which seems ridiculous for a car that can’t be had for less than £60k.

The Panamera's extensive options list soon pushes prices up

All the models come equipped with a seven-speed PDK transmission apart from the E-Hybrid and diesel V6, which possess an extra cog and ratios that are optimised for more frugal cruising. 

If, like a sizeble proportion of Panamera buyers, you’re not concerned with the cheaper options, there’s a notable jump to the new V6-powered S model. The smaller engine offers some obvious benefits over the old V8, while economy has increased to a credible 32mpg and CO2 emissions cut to 204g/km. There is a small penalty in opting for the 4S, but certainly not enough to put off prospective buyers already comfortable with the price tag. 

As it was meant to, the E-Hybrid makes for an attractive prospect if you live in or commute to central London. With CO2 emissions of just 71g/km, the model dips under the 100 percent discount threshold deliberately set at 75g/km to benefit the new generation of plug-in hybrids.

As that fact pits the Panamera against ‘rivals’ such as the Chevrolet Volt and Vauxhall Ampera, Porsche could plausibly argue that it is the only show in town at the moment.

That won’t last, though, and everyday, variable driving at greater distances quickly shortens the advertised 91.1mpg economy back towards a figure that might reasonably be expected from a diesel engine.

Beyond the E-Hybrid in terms of price are the GTS and the Turbo, both of which offer sub-30mpg (at a barely-achievable best) and arguably fall some way outside the normal concerns of a running cost equation.


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