By picking the menus of the infotainment screen and the digital instrument cluster of the 2025 Porsche 911 Carrera GTS T-Hybrid, I can configure the screens to see how much power is on the boil and where it comes from. Not only that, but I can also see exactly how the very first hybrid system of the 911 works in real time.
For the left side of the new, fully digital 12.6-inch instrument panel, I chose a display that shows the battery temperature and PSI of Turbo Boost. In the middle I choose the digital rev counter that replaces the analogue version last year. I choose a coupling meter for the right side.
I go to the 10.9-inch touchscreen and choose the energy display that is nested under the performance widget. It shows the load state for the battery and the current output of the combustion engine and electric motor in Kilowatt.
All this information would usually be a new curiosity, but here it shows the interplay of the electric motor, Turbo Boost, Revs and motor production. It reveals that the first hybrid system of the 911 is incredibly well integrated and the benefits that the GTS of 992.2 generation has about the outgoing 992.1 Generation.
When my right foot vibrates, I see the electric motor respond immediately, with up to 53 hp and 110 pounds of bond to help accelerate the car. This engine is within the automatic transmission with two gears with double clutch and never drives the car alone. It is not here to improve fuel consumption, at least not significant. Instead, it is included to improve performance, offer coupling filling as turbo-boosts and to help the future of the 911 for the European emission rules.
Shortly thereafter, the turbo catches up. The new 911 GTS T-hybrid uses a larger 3.6-liter flat-Six with a single turbo instead of a 3.0-liter engine with double turbos. However, the most important change is the addition of another 20 kW electric motor between the compressor and the exhaust sides of the turbocharger. This engine helps to flush the larger single turbo faster than the twin turbo’s of the last generation GTs. That model took a little more than three seconds to reach its entire 18.6 PSI boost. The turbo of the T-hybrid takes less than a second to rinse 26.1 PSI.
With more boost and displacement, the 3.6-liter engine in itself makes 478 hp and 420 pound-foot torque. Add the motor contribution and the total output is 532 hp and 449 pound-foot torque. That beats the last model with 59 hp and 29 pound-foot. When I keep my foot in the accelerator pedal, the flat six revs free up to 7,500 rpm, and the exhaust gambled belts his intoxicating grilling thrum accompanied by the whistle and the chuff of the turbo vehicle.
The transmission fires with urgency through gears and the car builds up ruthless speed. According to the 0-60 MPH Sprint flashes in 2.9 seconds, according to Porsche, 0.3 seconds faster than last year. However, a few launch controls show that the strong power makes it difficult to get the wide rear tires to connect and achieve that time. If I kept my foot in it, it would accelerate until 194 km / h. That is Supercar territory.
EPA reviews of 17 MPG City, 24 Highway, 20 combined are no better than the last model. However, the hybrid system is well designed and integrated. The gas response is faster, the power is more robust and the entire system adds only 103 pounds to the total weight of the car versus the 2024 model.
The modest weight gain means that the 2025 911 GTS has the same self-assured, stable and trust-inspiring handling that is a characteristic of the 992 generation since it arrived for the 2019 model year. With fast and direct control that delivers a lot of road feeling, it is easy to control the GTS. Throw it in a corner and it takes a set, willingly rotates and the 245/35R20 front side and 315/30R21 behind Goodyear Eagle F1 Super Sport tires Grip Hard. Standard power steering with the rear bag makes it more stable in the corner of the middle and shortens the parking spaces, while a standard differential with limited slip effectively sets the power to rock from the corners.
The 911 GTS comes standard with adaptive dampers and the PASM Sport Suspension. In comparison with the basic and S models, the PASM Sports setup will receive a 0.4-inch lower ride height, extra negative camber for a more tire contact plaster in corners and stiffer spring percentages and rear helper feathers that help keep the coil-over shocks that are seated during full gear travel. This suspension ensures a sturdy but no punishing ride. Some may find it too firm and would be better served by choosing the no-cost regular PASM suspension that runs higher and has a softer coordination.
This test car also has the optional electro-hydraulically controlled active anti-roll bars. This year they react faster thanks to the 400-Volt electrical system of the hybrid system, but I don’t see it any need. The 911 GTS has a precious small body lan, and what body lean translates as a feeling in the corners.
My tester is also equipped with the $ 10,680 carbon-ceramic brakes. These solid binding agents use 16.5-inch Frontrotors and 10-piston (!) Cover claws and 16.1-inch rear rotors and six-piston calipers. They will stand up against countless lane days with a sturdy pedal and no fade.
My tester is also supplied with the standard sports seats plus. They are wide enough or larger gentlemen and do an excellent job to keep me in place in the face of lateral GS, but they only have four -way manual adjustments, and their long, rigid sidebolsters become sandwich scrapers when they go in and out. Spend another $ 1,580 for the 14-way power-adjustable seats.
The rest of the changes for the 992.2 version of the 911 GTS is small. The headlights now have LED matrix technology and absorb the day running lights in a single unit. The rear lights get a new look, and the fascias are more aerodynamic, especially in the front, where Porsche active grill inches and a continuously variable diffuser adds.
The 2025 911 Carrera GTS T-Hybride starts at $ 166,895, including a destination costs of $ 1,995. That is around $ 15,000 more than the 2024 Model, That reflect both improved performance of the new GTS and the recent effort of Porsche to increase profit margins. Expect further price increases due to rates.
It costs a lot, but 911 GTS buyers get more than just a sports car. The first 911 hybrid tilts to a supercar in its power and performance, and the new hybrid system is a large part of that extra power. It is designed as expected for the Porsche brand, and adds minimal weight and works seamlessly. You can see it all happening in real time if you choose the right displays for the dashboard screens, but usually you will just like to feel it.
Images: Porsche
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