2025 Porsche 911 Carrera GTS T-Hybrid: Making a Historic Move

Similar to the 718 twins, the 911’s switch to (partial) electrification is not sitting well with Porsche purists. The outcry on social media is already reaching alarming levels, while many people are overstating their love for the current, battery-less models. But make no mistake: a gas-electric 911 was inevitable at some point, helping reduce emissions and allowing the automaker to keep selling ICE-powered cars.

Of course, the job of designing and engineering a hybrid variant that would stay true to the 911’s DNA was much easier said than done. Increasing performance is one thing, but preserving that pure driving feeling and connection with the road is another entirely.

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Porsche knows that, which is why it turned to the sportier Carrera GTS for the 911’s first foray into electrification. For the past 15 years, this acclaimed model has delighted drivers with its superior combination of performance, handling and driving thrills in a package that’s more affordable and not as extreme as a Turbo S or GT3.

50 Kilos and 59 Horsepower

The hybrid system components add 50 kg versus a conventionally motivated 911 Carrera GTS, and over half of that weight (27 kg) comes from the 1.9kWh battery. The electric motor is sandwiched between the engine and PDK transmission, the latter benefiting from revised tuning and operating at such a high level that we’re practically forgiving Porsche for dropping the manual gearbox. The engine is a new 3.6-litre flat-six unit (478 hp) that combines with said motor to generate a total of 532 horsepower, an increase of 59 horsepower. The GTS T-Hybrid, as it’s called, is more potent than a 911 GT3 RS and quicker, too, sprinting from 0-100 km/h in three seconds flat, Porsche claims.

Drawing energy from the front-mounted battery, the electric motor delivers extra torque in remarkably instantaneous fashion, assisted by the engine’s large electric turbocharger. The latter and the regenerative braking system both help with battery charging. Efforts to optimize the hybrid model’s weight distribution without compromising aesthetics or aerodynamics include lowering the six-cylinder engine by 110 mm so that the components required to run the motor can be mounted right above.

Speaking of aesthetics, the 911 Carrera GTS T-Hybrid stands out with generously sized active shutters on each side of the front bumper that either remain closed to maximize aero efficiency or open up to cool the engine and brakes, depending on the situation. Centrally mounted tailpipes further distinguish the car from a regular 911 Carrera.

Fun Times at Ascari

We had the opportunity to test drive the new GTS T-Hybrid and more 2025 911 models at the prestigious Circuito Ascari in Spain. The 5.5km track features long straightaways, tight turns, banked corners, a couple of chicanes and inclines up to 12 degrees. It was an extraordinary playground in a magnificent setting for us to discover what this latest Porsche is capable of.

Needless to say, we had a blast from the very beginning of the session. The fact that we could test drive various 911 models in succession made it easier to appreciate the things that set the GTS T-Hybrid apart and elevate performance to new heights.

While the 911 Carrera proves impressively balanced and agile, the GTS wows with extra power as well as unique and exotic sound effects making it feel damn near wicked. The 10mm drop in ride height completely eliminates body roll, and combined with the 21-inch rear wheels and larger brakes borrowed from the 911 Turbo, the car performs like a true Olympian. As a matter of fact, who needs a Turbo?

On the track, the AWD-equipped 911 Carrera 4 GTS T-Hybrid suffered from a bit more understeer than the RWD equivalent, which also happens to be lighter. It really should be only considered by drivers who intend to use it all year long. Otherwise, the AWD system doesn’t make the car more nimble or even more fun to drive.

One thing’s for sure, this 911’s hybrid technology in no way affects the joy that’s typically experienced behind the wheel. Granted, output is different and requires some getting used to, but you can hardly call it a handicap. On the contrary, torque is more abundant and always on tap, while the additional ponies offset the weight gain. Obviously, the GTS T-Hybrid is significantly heavier than a base 388-horsepower 911 Carrera and doesn’t handle the same way. Speaking of weight, the stripped-down 911 Carrera T will return for 2025, using the same mill but showing sharper reflexes.

The 911 Carrera GTS T-Hybrid is a tremendous performer, no doubt raising its game so the soon-to-be-introduced 911 Carrera S has more room to operate. Its on-road prowess matches Italian rivals that cost a lot more. At the same time, it remains super-easy to drive, just a tad more radical than in the past. We’re pretty sure purists will like it, although question marks about reliability will need to be solved.

By the way, unlike most hybrids, pure electric driving around town is not possible with this 911. Battery size doesn’t matter. The gas engine automatically kicks in as soon as you release the brakes. Once up to speed, even at a modest pace, the car rewards drivers with fantastic flexibility and beautiful brawn.

What else can we say about the delightful driving experience? Spending time on nice, twisty roads is a treat, but highway driving can be pleasant, too. Compared with rivals such as the Aston Martin Vantage, Mercedes-AMG GT and McLaren GTS, the 911 doesn’t punish occupants thanks to a compliant suspension. The seats are comfortable, and solid construction means no undesirable noises creep into the cabin.

Timid Changes Inside

The new 2025 Porsche 911 inherits more sophisticated adaptive LED headlights similar to those on the latest Cayenne. The instrument cluster is now fully digital yet retains the five-gauge layout. The middle gauge is the most visually appealing and also configurable. Selecting a different drive mode subtly changes the graphics. Meanwhile, the ignition switch on the left side of the steering wheel is replaced by a push-button. 

The infotainment system is updated following what Porsche has done with the 2025 Taycan. Some of the car’s features can now be controlled via Apple CarPlay, and users can stream video content when parked. 

Before we wrap this up, you should know that customization options are nearly endless. Take body colours, for instance. In addition to the 15 choices offered as standard, as many as 127 hues are available via the company’s Paint to Sample palette, each one costing $16,200. Alternatively, you can order the exact colour you desire for $35,450.

Pricing now starts at $182,900 for a 911 Carrera GTS and goes up to $206,000 for a 911 Carrera 4 Cabriolet or 911 Targa 4 GTS. The hybrid coupe we tested in Spain carried a price tag of $257,406 including all applicable fees and a luxury tax of $23,401.