- With the arrival of the 911 Carrera GTS 2025, Porsche is adding a hybrid model to the 911 lineup.
- This new 992.2 features a 3.6-liter T-Hybrid hybrid powertrain that includes an electrically boosted turbo and an electric motor.
- The base version of the 911 Carrera 2025 now costs $122,095, while the GTS costs $166,895.
Ever since the Honda Insight and Toyota Prius appeared about 25 years ago, we've been used to hybrids that sacrificed performance for fuel economy. Sure, we know that Formula 1 cars have been using hybrid powertrains for years, and we've seen the hybrid hypercars built by Ferrari, McLaren, and Porsche, which are bought by the elite 0.1% and are destined to remain static as they increase in value like Picasso paintings.
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But where are the high-performance hybrids for the rest of us? Even Chevrolet’s Corvette E-Ray, as fast as it is, simply adds an electric motor to drive the front wheels. Porsche is looking to change that and is getting in on the action with the 2025 911 Carrera GTS—not just a high-performance hybrid, but also the spearhead of the 992.2, the current-generation 911 that’s getting a mid-life upgrade.
Instead of the 3.0-liter twin-turbo 9A2B6 engine used in the 992.1, the new Porsche 911 GTS features the 9A3B6 engine. It has a displacement of 3.6 liters, uses an electrically boosted turbo, and is supported by a powerful electric motor that is integrated into the housing of the eight-speed PDK dual-clutch automatic transmission. Porsche calls this system T-Hybrid, which stands for Turbo Hybrid, to distinguish it from the company's PHEVs, which are called E-Hybrids.
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Although it increases in displacement from 3.0 to 3.6 liters and peak boost from 18.6 to 26.1 psi, the new engine’s output only increases by five horsepower—from 473 to 478. And peak torque remains constant at 420 lb-ft. The reason is Lambda 1—engine designers’ shorthand for a perfectly balanced fuel-to-air ratio—which is used throughout the engine’s operating points. Without a rich mixture available during high boost, combustion temperatures rise to the point where ignition timing must be dramatically retarded to control pre-ignition. The upside is lower exhaust emissions at full power.
The 9A3B6 engine was also significantly redesigned, aiming to be lower from the top of its intake to the bottom of its plastic oil pan and generally less bulky. This was done to make room for the power control electronics of the various hybrid elements located above the engine. This was accompanied by a complete rearrangement of the flat-six engine with the single, massive electrically boosted turbo on the right and the large exhaust on the left, with the catalytic converter and particulate filter in between.
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Another change is the elimination of the auxiliary drive. The motor mounted in the gearbox acts as both starter and generator. The air conditioning compressor is now driven by a 400-volt electric motor via the hybrid system’s high-voltage circuit, and the water pump has been moved inside the engine and is driven by an extension of the oil pumps. The various changes have reduced the engine’s weight by 18 kilograms.
The only turbo it now has is a Borg-Warner unit with a 27-horsepower electric motor that sits between the turbo and its exhaust side. This motor significantly reduces turbo lag at low revs. For example, at 2000 rpm with the throttle closed, the old GTS took over three seconds to reach full boost when you “plank” the gas pedal, while the new GTS does it in just under a second—and that’s while achieving significantly higher boost.
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This new electric turbo has no wastegate. Instead, at high revs, the engine turns into a generator and harvests up to 15 horsepower, providing enough resistance to keep the turbo from overspeeding. This electrical energy powers the electric motor and supplements the total power from around 5700 rpm at full throttle.
The final powertrain is the electric motor mounted to the eight-speed PDK, which replaced the seven-speed transmission when the 992 was launched for just that eventuality. The motor can deliver a maximum output of 54 horsepower and around 110 lb-ft of torque. Power is increased from 478 to 533 horsepower, and torque is boosted from 420 lb-ft to 449. Perhaps more importantly, it provides the 110 lb-ft to complement the engine’s low-end output even before the electric turbo can rev up.
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A 1.5 kWh (estimated, net) lithium-ion battery operates at a nominal voltage of 400 volts. It weighs about 27 kilograms and is about the same size as the 911's lead-acid battery. A small, separate lithium-ion battery provides 12 volts for those systems that need it when the engine is not running.
Despite Porsche's efforts to save weight on the engine, all that hardware comes at a price. The weight of the Porsche 911 GTS coupé increases from 1557 kg to 1603 kg, compared to the 992.1 PDK. Compared to the old manual transmission, which will no longer be available, the weight increase is 84 kg.
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Porsche also revealed the base 992.2 Carrera with a much more modest engine development. It retains the 9A2B6 engine, but also adopts the Lambda 1 concept to reduce exhaust emissions at full power. In this case, peak pressure is increased from 12.0 to 17.4 psi—higher than the 992.1 Carrera S. To provide this amount of air, the engine gets the larger turbochargers used in the previous S and GTS, as well as the larger heat exchanger from the 911 Turbo. Maximum power is increased slightly, from 379 to 388 horsepower, still at 6,500 rpm, and peak torque remains unchanged at 331 lb-ft.
Changes in the Interior and Exterior
Both cars also receive a number of changes to the interior and exterior. All cars get new headlights that integrate all the front lighting functions. This allows for larger air intakes for the front radiator grilles. The Porsche 911 GTS (but not the base model) has active grille slats to control the airflow as needed, and these elements are vertical and very visible. In addition, they are complemented by an active front diffuser, which further regulates the airflow over the radiator grilles.
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At the rear, the full-width light bar, taillights and Porsche logo are more fully integrated, the license plate recess is slightly higher, and the engine grille has fewer fins. On the GTS, with the standard sports exhaust, the twin tailpipes are closer together.
Several new wheel designs are offered in various 19” and 20” inch diameters, as well as the 20” and 21” inches used on the GTS. The tire dimensions are the same, except at the rear of the GTS, where the width increases from 305 mm to 315 mm to accommodate this model’s increased power.
Inside, the big news is the 12.6-inch fully digital instrument cluster. Various display options are offered, including the classic five-instrument layout with the tachometer in the center. And even that is customizable. One option is to rotate the tachometer so that the 7000 rpm is aligned vertically.
A Short Walk on the Track
We didn’t get a chance to drive the new cars, but we did enjoy a few quick laps in the GTS on the handling track at Porsche’s development center in Weissach. At the wheel was Jörg Bergmeister, one of Porsche’s top drivers, and his skill on this dangerous track, which has few escape areas, was impressive.
The car launched out of corners with instant throttle response—no surprises at high revs—and displayed very strong brakes and tremendous grip. We reached a speed of 249 km/h on the longest straight, about 670 meters long.
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According to Porsche, in Bergmeister's hands, the new 911 GTS (equipped with the optional aerodynamic package with a fixed rear spoiler but with standard tires) lapped the Nordschleife in 7 minutes and 16.9 seconds, 8.7 seconds faster than its predecessor. Porsche also claims that the 0-100 km/h acceleration is reduced from 3.2 to 2.9 seconds, and the top speed is increased by 1.6 to 312 km/h. Given that we measured 2.8 seconds for the GTS 992.1, we expect the new model to be around two and a half seconds. And a quarter-mile in around 10.6 seconds.
But the most impressive change may be in general road handling. Porsche says that when you press the accelerator from a standstill, the new GTS covers 20 meters in the first two and a half seconds, compared to 14 meters in the old GTS. This impressive improvement reflects improved throttle response and should translate into excellent road performance.
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Improvements to the base Carrera are much more modest, with the 0-62 mph time improving by a tenth to 3.7 seconds with the Sport Chrono package and 3.9 without. And top speed increases to 182.1 mph from 182.9 mph. Fuel consumption figures are not yet available for either car.
2025 Porsche 911 Prices
However, prices have been announced. The base Carrera now costs $122,095, up about six grand from before. The GTS jumps by more than $14,000 to $166,895, which is not surprising given its extra tech. The convertible version adds another $13,300, while all-wheel drive (only on the GTS for now) adds $7,800. And then there’s the rich array of options that can cost you tens of thousands more.
We've become accustomed, if not comfortable, with such high prices. But the reality is that these 911s offer a unique driving experience, which Porsche manages to maintain by adding more performance with each successive generation. We can't wait to drive these models—and figure out how to afford them.
Source: caranddriver
