2025 Porsche 911 Carrera GTS T-Hybrid Overview
Car enthusiasts understand that electric cars are fast, but they also know the fastest ones are heavy. Consequently, there has been understandable resistance to electrifying iconic featherweights like Lotus sports cars and especially the beloved Porsche 911. The platform’s five wins in various yearly best-handling and performance-vehicle-of-the-year competitions have all been earned on the merits of the 911’s telepathic ability to turn a driver’s instinct into a dynamic maneuver, absent any inertia, hysteresis, or other resistance. However, save those fears for another day. Porsche’s new T-Hybrid brand of electrification, debuting in the 992.2-generation 2025 Porsche 911 Carrera GTS hybrid, maintains all that the 911 faithful regard as sacred.
Electrical Improvements Add 110 Pounds
Let’s address the elephant in the frunk right up top. This T-Hybrid system—our full technical dive is available here—is utterly unlike the plug-in E-Hybrid systems powering Porsche heavyweights like the Panamera and Cayenne. The 911 hybrid’s 1.9kWh lithium-ion battery features technology similar to that used in Formula 1 hybrids, is sized like the starter battery in a typical new luxury car, and it weighs about 37 pounds. It sits right above the front axle. The traction motor, power electronics, orange wires, and components to ensure safety add another 73 pounds. Lightweighting efforts, such as deleting the rear seats (now a no-cost option), offset the weight of new non-hybrid-related standard equipment (like rear-axle steering). Overall, Porsche promises the T-Hybrid system will add just 110 pounds.
New “Clean-Sheet” Engine
Porsche has developed a completely new 3.6-liter engine, which is enhanced with a larger single turbo. This setup could be perceived as a recipe for troubling turbo lag; however, an electric motor spools the turbine up to its 120,000-rpm top speed in just 0.8 seconds—about a third of the time needed for the twin turbos found in the current 911 GTS to reach peak boost.
Additionally, instead of a wastegate, surplus boost is managed by the electric motor through regenerative braking, which returns power to the battery. Notably, the motorized mono-turbo and related components weigh the same 59.5 pounds as the bi-turbo setup it replaces. The new engine independently produces 478 hp and 420 lb-ft—an increase from the 3.0-liter’s 450 hp/405 lb-ft.
Traction Motor in PDK
Another measure to combat turbo lag includes a permanent-magnet motor that attaches directly to the input shaft of the PDK transmission. It can produce a continuous 55 hp and 110 lb-ft of torque—65 hp during short bursts of 10 seconds. Nevertheless, this amount does not suffice to propel even the lightweight 911 all on its own; therefore, no EV mode is available. One additional note: there is no manual transmission option for the T-Hybrid models.
T-Hybrid Power & Torque
All of these inputs result in a total of 532 horsepower and 449 pound-feet, allowing a reduction in the weight-to-power ratio from 7.2 pounds/hp to just 6.3. Porsche claims this new configuration will improve the 0-to-60-mph times of the 911 hybrid by 0.4 seconds, achieving an impressive 2.9. EPA fuel economy is expected to show a slight improvement (about 1 percent based on the WLTP cycle), but since the engine no longer runs full-throttle enrichment, track-day consumption should improve more significantly. With a larger engine that produces 18 percent more power, even a slight fuel economy gain makes hybridization seem worthwhile.
Chassis Upgrades
The suspension of the 911 hybrid is lowered by 0.4 inches. Furthermore, active roll control and front-end lift systems now function at the hybrid system’s voltage (400V), allowing for much quicker reactions. In addition, rear-axle steering has now become standard. The wheels transition from 9.0 x 20 front/12.0 x 20 rear to 8.5 x 20 front/11.5 x 21 rear, with the rear wheels sporting wider tires (315/30 vs 305/30). Also noteworthy is the new use of center locks for the wheels.
What Else is New?
All metal components carry over, but most “soft” parts have been redesigned. New 16,000-pixel headlamps are equipped, which incorporate all front lighting, allowing for larger outer air intakes that utilize active aerodynamics in the form of vertical shutters that close whenever feasible. Additionally, the rear fascia now features a new Sport Design look with unique exhaust outlets. Although the drag coefficient reportedly improves, specific numbers have not yet been released. Furthermore, Porsche indicates that U.S.-bound 911 hybrids will feature unique badging on the doors (though there may be a delete option).
Inside, the vehicle showcases a fully digital curved 12.6-inch reconfigurable cluster that can display a traditional-style tachometer, with a vertical needle indicating redline. Enhanced CarPlay integration allows certain performance data to appear on the center display. While driving, the center screen gauges will reflect power flowing into and out of the battery, providing instantaneous feedback.
How Does It Perform?
We experienced an exhilarating ride around the Weissach handling circuit in a 2025 Porsche 911 Carrera GTS T-Hybrid prototype. Notably, the accelerative, braking, and cornering forces of the 911 hybrid mirrored those of a GT3 RS, even on cold tires (which warmed from 109 to 162 degrees F during our session). Turbo lag? Not noticeable. Electric motor whine? Nonexistent. Grinding understeer? Absolutely not. Brief glimpses at the central gauges confirmed power flow to and from the battery was as dynamic as a turbo boost gauge fluctuates.
Availability and Pricing
Generally, it is rare for Porsche not to reserve the GTS moniker for mid-life enhancements; however, the T-Hybrid tuning aligns well with the GTS positioning. The eagerly awaited first electrified 911, the 2025 Porsche 911 Carrera GTS and Carrera 4 GTS T-Hybrids, will be available in coupe, cabriolet, and Targa body styles. The GTS T-Hybrid coupe starts at $166,895, with an additional charge of $7,800 for all-wheel drive, or $13,300 to upgrade to the cabriolet. Simple calculations show the hybridized GTS carries an additional price range of $14,000 to $15,000, which narrows to $4,600 to $5,600 when accounting for options made standard with the new model.
Deliveries of the 911 hybrid will commence this fall, and it is time to appreciate the significant advances in Porsche’s electrification journey.
