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HomeAutomotiveThe 2025 Porsche 911 GTS arrives as the anti-hybrid

The 2025 Porsche 911 GTS arrives as the anti-hybrid


  • The 2025 Porsche 911 GTS brings a hybrid to the sports car lineup
  • The Porsche 911 GTS Hybrid has 532 hp and 449 lb-ft of torque and accelerates from 0-60 mph in 2.9 seconds
  • The 2025 Porsche 911 starts at $122,095 while the Hybrid GTS starts at $166,895

A Porsche 911 Hybrid It feels like an answer to a question no one asked. Hybrids were introduced to save fuel, reduce emissions and generally increase eco-respect. Suffice it to say that these priorities don't match up with your average 911 buyer. Yet, we now have the 2025 Porsche 911 GTS, the model's first hybrid.

So why did Porsche engineers take so long to develop a dedicated hybrid system for its new generation 911, the 992.2? It's another matter that fuel economy was never mentioned in any of the briefings I heard before driving the new 911 GTS. This is the first Porsche to feature the company's so-called T-Hybrid technology.

Likewise, emissions-free driving is not on the menu. It's just not that kind of hybrid. It follows the same mold Chevrolet Corvette E-RayA smaller battery and offers a relatively modest power boost, though it doesn't offer that car's all-wheel-drive capability. However, the real magic of the system is probably in the turbocharger itself.

2025 Porsche 911 GTS

2025 Porsche 911 GTS

Porsche 911 GTS T-Hybrid: All about that T

Porsche loves to throw high-sounding names at pedestrian technologies, but in the case of the T-Hybrid, the name actually makes sense. The T stands for Turbo because this system is as much about forced induction as it is about power boost. It all starts with a modest battery, a 400-volt, 1.9-kwh unit located up front under the hood, where you traditionally find a 12-volt battery. (It's been relocated behind the rear seats.)

Yes, it's tiny by modern standards, less than a third of what Mercedes is going to put in the upcoming model. AMG GT 200 cc performancefor example, but again it's not a plug-in. The pack powers an electric motor that Porsche has integrated into the dual-clutch PDK, which is essentially the only transmission on offer. The motor makes 53 hp and 110 lb-ft of torque on its own, and it's paired with a turbocharged 3.6-liter flat-6 that provides the bulk of the system's 532 hp and 449 lb-ft of torque.

Interestingly, it only has a single big turbo engine, whereas most 911s these days feature smaller, twin units.

Lag city, right? Actually, no. The turbocharger is augmented by its own small electric motor, which can not only spin it up to reduce lag but actually generate up to 11 kW of electric current using the turbo's extra momentum. Instead of a traditional wastegate to manage the extra turbo pressure, you actually get a second dose of regen. Not only does this help recharge the battery while driving, but the extra current can be fed directly into the hybrid motor, meaning a double shot of extra power from that single turbo.

2025 Porsche 911 GTS

2025 Porsche 911 GTS

Porsche 911 GTS: On the track

The T-Hybrid system may be fancy technology on paper, but fancy technology doesn't necessarily make for better sports cars, especially for cars like the 911.

It's hard to find faults in this case, though. The battery pack adds about 60 pounds of weight to the system, but Porsche makes up for it by removing some hardware from the engine, including the alternator and starter, both of which are removed by that hybrid system. Overall, the GTS weighs 103 pounds more than the outgoing model, or about 180 pounds more than a base 992.2 Carrera.

On the track, I had a hard time feeling that difference. Remember, we're talking about a 911 that weighs between 3,300 and 3,900 pounds, depending on which flavor you choose. On the winding and challenging Ascari circuit in Spain, the rear-wheel-drive 911 GTS felt just as eager and nimble as the base Carrera.

2025 Porsche 911 GTS

2025 Porsche 911 GTS

In fact, it was even more balanced in turns thanks to the larger 245/35R20 front and 315/30R21 rear tires. It was also stable on the brakes, thanks to the optional carbon-ceramic (PCCB in Porsche-speak) tires I had fitted at all four corners on the GTS model. Although the car uses a hybrid motor for regenerative braking, it didn't have the soft pedal feel you get in the average hybrid. In fact, I felt the most significant difference when I kept my right foot flat on the accelerator.

The GTS isn't completely devoid of turbo lag, but it really does take just a moment to get to peak boost and get going. You can hear that big impeller spinning at maximum rpm behind your head, despite the deep, raspy roar of the sports exhaust, which comes standard. Porsche provided a quote 0-60 mph time in just 2.9 seconds, 0.3 seconds faster than the previous 911 GTS. You can feel the extra power in the GTS right away, thanks to the stronger turbo, but the hybrid motor also delivers sharper throttle response, even some torque fill on upshifts, making the PDK shifts feel even more effortless. It's a more immediate and brutal power delivery than we've ever experienced in a 911 before.

2025 Porsche 911 GTS

2025 Porsche 911 GTS

Porsche 911 GTS: On the road

As good as the new turbo and hybrid system is on the track, it's equally useful on the road. While the base Carrera isn't slow at all, the GTS just feels that much more eager, perfect for quick overtakes or momentary flourishes between traffic lights.

Just as importantly, the 911 GTS doesn't drive like a traditional hybrid. Yes, it shuts the engine off by default when you're sitting at traffic lights in Normal mode, and it can run for a while under electric power, but you won't be able to get around town quietly here.

Like most 911 models, the GTS is balanced and very manoeuvrable, even on bad roads. Yes, the suspension is firm and it's certainly a lively car, but it's by no means backbreaking. Although the rear seats are borderline useless, it's a handsome long-distance touring machine for two.

2025 Porsche 911 GTS

2025 Porsche 911 GTS

Porsche's optional InnoDrive, with adaptive cruise control and active lane control, makes highway noise and traffic hassles bearable. The interior also gets a significant tech update, with a new, 12.6-inch curved and fully digital gauge cluster. Purists will mourn the eventual demise of the 911's iconic analog tachometer, but most buyers will appreciate the new display's extreme configurability.

2025 Porsche 911 GTS

2025 Porsche 911 GTS

2025 Porsche 911: Other flavors

The rear-drive GTS coupe isn't the only new 911. I also spent time in a cabriolet flavor of the GTS, which lacked a bit of the hard-top's sharpness but was admirably quiet with the roof up. Aside from gaining about 180 pounds over the coupe and costing an extra $13,000, this is a no-compromise convertible. Targa flavor is also available.

There's also the Carrera 4 GTS, which adds all-wheel-drive to the mix. Again, there's a weight and cost penalty here, 99 pounds and $7,800 to be exact, but otherwise, it doesn't give up much in terms of feel compared to the rear-drive version. The steering has a little less feedback, and I felt a little extra tendency to understeer when I was pushing too hard, but that's it.

Then there's the base Carrera, the second 992.2 variant available at the launch of the 2025 lineup. It feels more or less like it did before, meaning it's fun and engaging when driven hard, yet practical and comfortable for everyday use. Its turbo feels a little slow in comparison, and although it's only gained a modest 9 hp over its predecessor, 388 hp is hardly weak – unless you put it up against the GTS, of course.

2025 Porsche 911 GTS

2025 Porsche 911 GTS

2025 Porsche 911: Paying for the privilege

The base Carrera now starts at $122,095, about $5,000 more than last year, but it has many standard features that were previously options, including LED matrix headlights, active lane control, and power-folding exterior mirrors. If you want a car GTS, you are paying At least $166,895 for this privilege, which is $14,000 more than the previous GTS. Again, Porsche is emphasizing previous options, such as rear-axle steering and the Race-Tex interior package, which adds synthetic suede to the seats, steering wheel and lower dashboard.

Which is the best? In my opinion, the base Carrera is still the best of the lot. It may lack electric assist on its turbocharger, but as wonderful as that technology is, I admit I'm a little concerned about the longevity of a turbocharger that's constantly spun to the moon by a motor subjected to intense heat. (Porsche's engineers, of course, assured me that everything would be fine.)

For me, the biggest problem with the GTS is that it blends in a little too well into the increasingly broad spectrum of 911 colors. Whereas the Corvette E-Ray looks and feels quite distinct from other Corvettes, the new GTS sounds and drives more or less like any other 911. For purists, that's certainly a good thing, but given the leaps forward in drivetrain technology, I was expecting something different.

—By Tim Stevens

Porsche paid for travel and accommodations for Motor Authority to bring you this first-hand report.

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