Porsche has released its latest solution to high performance and low emissions; the 2025 Porsche 911 Carrera GTS.
The 911 is the latest in Porsche's lineup of electrified nameplates. It runs on a newly developed 3.6-liter six-cylinder boxer engine, alongside an electrically driven turbocharger and an electric motor. The car has 523 hp and can go from 0 to 60 mph in 2.9 seconds.
The car is 163 pounds heavier than an identically specified outgoing variant. However, the hybrid also boasts an aerodynamic design, with daytime running lights integrated into the headlights for larger air intakes, active air flaps and other performance-focused design features.
The two-seater is available in rear- and all-wheel drive and as both a coupe and convertible. The vehicle starts at $166,895, including shipping.
Automotive News has compiled reviews of the hybrid Porsche 911:
The Engine
"The biggest story here is the turbocharged, hybrid engine system debut. It's a major step forward for Porsche, and needed to be executed flawlessly to win approval among the company's devoted loyalists. There's good news all around – it's truly excellent.
The company offered up the 911 Carrera GTS Coupé and 911 Carrera Cabriolet for a day of test driving in the Andalusian hills, along the Mediterranean Sea, on Circuito Ascari and in and near Marbella, Spain.
The diverse landscape and on-and-off rain showers put the cars to the test. The first half of the day was spent behind the wheel of the Carrera GTS Coupé. This 911 showed itself off with the start of the engine, and didn't stop impressing.
If there's one thing a 911 has to be, it's drivable. A holistic, connected driver experience isn't just expected, it's demanded. Porsche couldn't go away from that with the hybrid, and it didn't.
The hybrid 911 gets its power from a 3.6-liter engine that is paired with a battery that provides energy to power the turbocharger. The battery is located at the front, where the traditional 12-volt car battery previously was. That 12-volt has been moved toward the rear to help balance the model.
The GTS T-Hybrid, as the company is calling it, has enough power, in the right places and at the right times, to make driving a pure experience, even with the electrified engine many have said they never wanted."
-Eileen Falkenberg-Hull,
The Efficiencies
"All of the above is a perfectly reasonable answer for when someone asks "Why hybridize the 911?" But Porsche has more succinct answers to such a question, too. For one, worldwide emissions standards are consistently creeping in. This new 3.6-liter flat-six meets those stringent standards by operating at the emissions-friendly air-fuel mixture of lambda 1. It might seem counterintuitive, but engineers tell us that a less stressed, larger engine is the solution it found to meet emissions standards. The engine itself features numerous efficiency improvements versus the previous 3.0-liter, as it adopts VarioCam technology and the solid roller cam followers Porsche uses in motorsport. The electric motor performs the function of the alternator, and the air conditioning compressor is powered electronically. Funnily, eliminating these accessory bits means the bigger 3.6-liter engine doesn't take up as much space in the rear as the 3.0-liter it replaces, which is crucial, because that leaves room for the pulse inverter and DC-DC converter directly above the engine.
Enough with efficiencies, though, because even while the T-Hybrid is nicer to the environment, its total system output still bests the outgoing GTS with 532 horsepower and 449 pound-feet of torque combined, improvements of 59 and 29, respectively. Its 0-60 mph time dips by 0.3 second to only 2.9 seconds in the Coupe, and top speed is a blistering 194 mph. Most impressive of all, Porsche test development driver Jörg Bermeister chopped off 8.7 seconds around the Nürburgring Nordschleife with the new GTS, which speaks to improvements beyond just the hybrid system."
-Zac Palmer,
The Inside
"Gone is the twisting ignition switch to the left of the steering wheel. Porsche replaced it with a simple button. There's been much hand-wringing regarding this, but our issue with the interior is the fully digital instrument cluster. The outgoing car had a mechanical tach at the center of the cluster, and Porsche says many owners complained about the steering wheel blocking some of the gauges. But the 911 has almost always suffered from its steering wheel obstructing some of the gauges, so we have a hard time believing the 992.1 was the nail in the coffin on mechanical instrumentation. Though we suppose if you complain about something long enough, it's destined to change.
Anyway, the screen is cheaper, but at least Porsche does some cool stuff with it. There are seven different views, including a classic five-gauge cluster, but the most interesting of them is a track-focused mode that clocks the tach so that the redline is near 12 o'clock. Porsche would have scored more points if it had kept the orientation of the tach numbers so that they locked with the twist, like a real clocked tach out of a 917."
-K.C. Colwell,
The Drive
"After the first stint we pull into the pits, where I jump into a rear-drive GTS. From the moment I press that starter button the T-Hybrid feels like a different animal. Its engine barks to life, the centrally mounted dual exhausts emitting a deeper baritone idle, and twisting the steering wheel dial into Sport Plus mode ups the idle rpm and opens up the baffles even more. Now that I've got a few laps under my belt and feel more confident in the track I start off at a faster pace, and man is the new GTS fast. Porsche says it will hit 60 mph in just 2.9 seconds (so like 2.6 seconds in the real world), 0.3 second quicker than the old nonhybrid GTS, and in a drag race the new GTS would be more than a full car length ahead. I'm much more easily able to keep up with the instructor's Turbo S, who still isn't going slowly; around the Nürburgring, the T-Hybrid is 8.7 seconds quicker than the old GTS, and it's slightly quicker than the time a 992.1 Turbo S posted in the hands of Sport Auto.
More than just the outright speed itself, it's the T-Hybrid's eagerness to go quickly that stands out. It quite viciously revs to its 7,500-rpm redline, and as Moser promised, the powertrain really does feel naturally aspirated — if I didn't hear the turbo constantly whirring as it spools up and making pssh noises when I let off, I'd never guess the car is turbocharged. Peak boost comes in 0.8 second, three times quicker than in the old twin-turbo GTS, and power delivery is super linear, immediate and strong throughout the entire rev range. The engine as a whole sounds awesome too, distinct from all other modern 911s with a tone more like older racing Porsches and nice organic pops and bangs and burbles when shifting."
-Daniel Golson,
Hybrid? Can't Tell
"I drove two cars: a Carrera 4 GTS Cabriolet on the stunning Andalusian mountain roads of southern Spain, and a Carrera GTS Coupe on the equally stunning Ascari Circuit. Please take a minute (or, actually, 21) to watch it. You'll see that, weight penalty aside, the high-voltage system makes everything about the Carrera GTS pretty-dang-awesome. It smooths out the low-end torque curve and seamlessly eliminates the bogging that every single 992-gen 3.0-liter twin-turbo Carrera engine suffers from with in "Normal" mode, making the car much more pleasant at low speeds. The high-voltage system allows for faster processing in the suspension as well, letting it respond hundreds of times a second. That better shock control means they can run a softer spring than the outgoing car, which translates into a better ride on the road and sharper handling on the track.
At high speeds, the electrification is completely invisible, except to eliminate any sensation of torque dip when shifting — oh, and to provide an absolutely ballistic 532 horsepower and 449 lb-ft of torque to the rear wheels. That's just nine fewer ponies than the 911 Sport Classic but seven more torques — and the GTS is, in today's market, less than half the money of one of those.
Yes, it's a bummer you can't get a new 911 GTS with a manual gearbox. I made it very clear to every single Porsche employee that my favorite 911s are still the lightweight, naturally aspirated, manual-transmission variants, and openly begged them to keep making those, as well as to maybe find a way to make the stick shift work with the hybrid system. But for the rest of us — for those seeking the most flexible sports car on the road today, a car that can be driven literally every single day without compromise in all conditions, taken on a weeklong road trip and use less fuel than before while doing it, tackle an alpine road with fury, or run a 7:16 around the Nurburgring Nordschliefe — the new 911 Carrera GTS is the answer."
-Matt Farah,
