According to Porsche, and the naked eye, all of its cars incorporate styling cues from the 911 and that was certainly the case when the Panamera launched in 2009.

The raised profile of the front wings, the shutline of the bonnet and the falling side window line can all clearly be traced back to the 911 and those design elements sit comfortably across the Panamera’s extended proportions.

All fine and dandy then? Well, not quite, because the German marque’s design also tried to integrate the 911’s sloping roof profile and ended up with a car with an embarrassingly large behind.

The second-generation model improved matters with a more sculptured rear and greater detailing to draw the eye away from what remains, admittedly, a sizeable rump. However, in this reviewer’s humble opinion, if you want a truly handsome Panamera, then you should consider the estate version.

What’s different? It has a longer, flatter roofline with slightly larger rear passenger doors and a more upright rear with a larger boot opening. The rear overhang measurements and wheelbase are the same as the standard car.

Practicality is, as you would expect, improved with a boot that grows by 25 litres to 520 – to the windowline – rising to a smidgeon under 1,400 to the roof with the rear seats stowed. According to Porsche’s own deliberations, that equates to an increase of one suitcase, from four to five, over the saloon version. That also means that on load-lugging ability, the Sport Turismo can’t compete with traditionally-styled estates – this is more shooting break in concept – but Porsche were never going to compromise either looks nor dynamic ability just for the sake of squeezing a few extra bags of shopping in the boot. Nor would buyers want them to.

You do get 40/20/40 split-folding rear seats and a useably flat load area, and there’s the option of load retention systems for the boot floor but if you’re after something that is fast, luxurious and will also swallow that new Ikea wardrobe, then the Sport Turismo isn’t for you.

It is the first Panamera to accommodate three passengers in the back, though Porsche prefer to describe it as a 4+1. And that’s probably much closer to the truth because despite the straighter roofline headroom remains limited in the back and, with a large transmission tunnel to accommodate, there won’t be many people who would be happy to sit in the middle of a back three for extended journeys.

Despite the apparent family-friendly orientation of the Sport Turismo, the driver remains at the heart of proceedings thanks to a driving position that’s absolutely spot on. The pedals and the steering wheel line up perfectly and the low-slung seat ensures that the Panamera retains an authentic sports car feel.

Porsche is another manufacturer whose attempts at reducing the number of buttons cluttering up the cabin have resulted in moving a lot of functions to the central touchscreen. This might appear a great idea in theory but, in practice, it can be difficult and distracting when, for example, you have to use the infotainment system to adjust the air flow from the vents.

The 12.3in high resolution LCD display is impressive, as is the software that powers it. The screen is mounted high enough on the dashboard that you can see it without turning your head away from the road too far, and the icons are big enough, at least on the home screen, that you don’t have to spend too long searching for the one you want.

Either side of the traditional analogue rev counter that sits in the centre of the instrument binnacle are a pair of configurable seven-inch digital displays that can be used to show sat-nav and driving information, among other things but the thick-rimmed steering wheel does obscure the outer edges of the display.

Quality is very impressive, as it should be. Regardless of the lengths you’re prepared to go to, how deep into the depths you’re willing dive, it’s impossible to find fault with either the material quality or the craftsmanship. The Panamera boasts an impressively conceived cabin and, depending on how much money you’re prepared to throw at it, it’s possible to have almost every surface covered in leather, Alcantara or a veneer of some description.

The most intriguing question about this particular version of the Panamera, irrespective of the body style, is how it performs, because although it boasts a respectably potent 2.9-litre twin turbocharged V6 petrol engine under the bonnet, there is also an electric motor housed in the eight-speed PDK automatic transmission.

The combined power output is 462bhp while torque peaks at 516lbft. It’s needed too, because this 4 E-Hybrid has to haul around an additional 300-plus kilogrammes compared to the combustion engine-only versions. Despite carrying all that extra mass, it takes just 4.6 seconds to reach 62mph on its way to a top speed of 170mph. Chasing that performance will quickly drain the battery, however, so like all hybrids it’s better to be a little more circumspect with the throttle to extract the greatest benefits from the power train.

As long as there is power in the battery it will default to EV mode whenever possible at up to, and beyond, the UK’s motorway speed limits. The thing about hybrids, and plug-in hybrids in particular, is that once the batteries are flat – and that time will come – you’re essentially hauling around a quarter of a tonne of dead weight.

In my experience, the majority of hybrids offer a battery-only range in the region of about 30 miles (although in reality that’s often closer to 20) and the Porsche is no exception. If you’re lucky enough to enjoy a commute that’s within that range, and access to a power supply to charge the battery for the return journey, then it’s possible to make a strong case for a hybrid.

Those lucky to enjoy the luxury of such a brief commute will be able to do so in total, uninterrupted silence, of course. It’s just a pity that the same can’t be said when the engine is called into action. That wouldn’t be a problem if the soundtrack was more pleasing to the ear, but the gruff engine note is an uncomfortable contrast to the peace and tranquillity served up by battery power.

Carrying that extra mass doesn’t do the handling any favours and, although it will hang on gamely through sweeping, evenly-paced bends there’s very little feedback through the steering wheel and the big Porsche doesn’t react well to subtle adjustments at the limit.

The fact is, this Porsche is less sports car and more cruiser – you can travel at up to 86mph on electricity alone – and is very much at home wafting you along on its standard air springs in sumptuously appointed surroundings while the world passes by in unbroken silence.

There are two questions that need answering here: Should you buy the Sport Tourismo rather than the standard saloon, and should you buy the hybrid versions of either model? The answer to the first question is, in my opinion, as resolute yes. The Sport Tourismo is better looking and marginally more practical, and sacrifices nothing dynamically. That brings us onto the second question and the answer to that one is a little more complex. It’s a solution that can be best arrived at by using your head, rather than your heart, because it’s a numbers game. Do all your sums, calculate the benefit-in-kind, add in what can be offset and total up the fees that it exempts you from and you may well come to the conclusion that, for someone in your specific circumstances, no other car will do.

Porsche Panamera 4 E-Hybrid Sport Tourismo

Price from: £85,865

Engine: 2.9-litre V6

Transmission: 8-speed automatic

Max power (engine): 330PS

Max torque (engine): 450Nm @ 1,750 – 5,000rpm

Max power (motor): 136PS

Max torque (motor): 400Nm

Max power (combined): 462PS

Max torque (combined): 700Nm

EV range (WLTP): 22-24 miles

Max speed: 170mph

0-62mph: 4.6sec

WLTP combined: 76.3 – 80.7mpg

EV combined: 21.8 – 21.4 kWh/100km

Emissions (CO2): 66 – 64g/km

For more information visit www.porsche.com