Porsche Gets It Right the First Time With 911 Carrera GTS t-hybrid

With the launch of the GTS t-hybrid as part of a facelifted range of 2025 models, the revered German sportscar now adopts drivetrain electrification for the very first time.

Greg Kable

July 10, 2024

5 Min Read
All-new 3.6L boxer 6-cyl. tailored to support hybrid qualities.

RONDA, Spain – Big deep breath. Quick shuffle of the shoulders to make sure I’m well fixed within the bolstered hold of the bucket seat. Three laps in, it’s time to tackle turn 9 in the new Porsche 911 Carrera GTS t-hybrid once more. It’s an up-and-over rollercoaster from entry to exit: a steep incline on the way in, then a plunging descent as you turn in late and get quickly on the power on the way out. 

A combination of 245/35 ZR20 front and 315/30 ZR21 rear profile rear tires hold firm as the lateral forces load up the suspension, adding a tick more weight to the steering in the process. The grip is sensational, as is the calibration of the Porsche Stability Management system. There’s wonderful feel and fluidity to the rear-wheel-drive coupe. The willingness of the rear differential to lock and allow you to continue to ride the throttle with a whiff of opposite lock as it begins to drift perfectly exemplifies the deftness of balance and overall chassis tuning.

The Porsche 911 has seen a lot of technical developments over the past 61 years. But we’re heading into completely new territory here. With the launch of the GTS t-hybrid as part of a facelifted range of 2025 models, the revered German sportscar now adopts drivetrain electrification for the very first time.


Preserving traditional links with Porsche’s motorsport activities, its new 3.6L engine draws on the motor generation unit-heat (MGU-H) technology originally developed for the 919 Le Mans-winning sportscar, endowing it with an additional 61 hp and 30 lb.-ft. (41 Nm) of torque over its predecessor.

Unlike the e-hybrid system used by the Cayenne and Panamera, the t-hybrid system is solely performance-based without any pure electric driving capability. At just 110 lbs. (50 kg), the additional weight is also less than a quarter of that of the e-hybrid system.

The 6-cyl. boxer engine mounted in the back of the 911 Carrera GTS t-hybrid isn’t merely an enlarged version of the 3.0L unit that powered the previous 911 GTS and is still used by the non-hybrid 911 Carrera, but rather is all-new – conceived and developed from the ground up to support its unique hybrid qualities, says Porsche.


Together with a 20% increase in swept volume, there’s also a new induction process, with the two smaller turbochargers of recent 911 models replaced by a single large turbocharger. It features a small integrated electric motor that builds up boost pressure instantly for added response and outstanding low-end response. It also generates up to 11 kW (15 hp) of electrical power from the flow of exhaust gases.

This continuous flow of electrical power, harvested by the advanced turbocharger under load, is stowed in a compact 1.9-kWh battery mounted in the nose of the new 911 model, where it is then used to power a larger disc-shaped electrical motor mounted within the forward section of a standard 8-speed dual-clutch gearbox.

All up, the combustion engine delivers 478 hp and 420 lb.-ft. (569 Nm) of torque, with the gearbox-mounted electric motor contributing an additional 54 hp and 111 lb.-ft. (151 Nm). This provides the 911 GTS t-hybrid with an overall system output of 534 hp and 450 lb.-ft. (610 Nm) of torque.


There is great eagerness to the power delivery as we push around the Ascari circuit in southern Spain during our first drive of the new model, which like its predecessor offers the choice of both standard rear- and optional all-wheel drive as well as the choice of coupe, Targa and convertible bodystyles. 

However, it’s the added torque, more than anything else, that sets the new powerplant apart from that of its predecessor. With the electric motor within the turbocharger able to bring it up to boost immediately, there’s no discernable lag, just linear thrust.

The gearbox backs up the added performance of Porsche’s latest road car engine with terrifically smooth and rapid shift traits. They’re a perfect combination, providing the 911 GTS t-hybrid with greater flexibility and stamina than ever before.

The sound of the new engine adds to the driving experience: raw and dramatic as you run the tach up to the 7,400-rpm redline. It might be electrified, but there is a hard edge to the latest evolution of Porsche’s classic flat 6 when you want it.

Porsche claims a 0-62 mph (100 km/h) time of just 3.0 seconds in combination with a launch control function, representing a 0.4 second improvement over the old 911 Carrera GTS. Top speed remains at 193 mph (311 km/h) despite improved aerodynamics, which sees the new model fitted with active air flaps within a new front bumper as well as new headlamps incorporating the daytime driving light and indicator functions.


The hybrid properties have allowed Porsche to integrate the dynamic chassis control system directly into the 911 Carrera GTS t-hybrid’s 400V electric system, providing its stabilizers with even faster anti-roll reaction times. Rear axle steering also now comes as standard.

The first in a planned series of hybridized 911 models is totally in its element on a circuit. Pushing hard brings out the best in the dynamics, overriding any lingering concerns over the inherent firmness of the new model’s optional sports suspension, which receives adaptive damping as standard, when driving on less than smooth public roads.

The accuracy of the steering is exceptional. It also boasts outstanding control of body movement. At Ascari, the 911 GTS t-hybrid dances around each of the 26 corners with great athleticism, making each individual lap memorable.

As mesmerizing as the acceleration out of the tight turn 12 and along the long back straight is the new 911’s ability to wipe off speed. Porsche fits the 911 t-hybrid with standard 408-mm (16-in.) front steel discs with six-piston calipers and 380-mm (15-in.) rear steel discs with four-piston calipers. They’re essentially the same as those used by the 911 Turbo but with brake energy regeneration properties.

Few if any series production hybrid road cars provide such outstandingly communicative pedal feel and sheer stopping ability.There is much more dynamic talent hidden here, as shown by the 911 Carrera GTS’s Nurburgring lap time, which is officially 8.7 seconds quicker than before at 7 minutes, 16.9 seconds. It is always tremendously engaging as you set about exploring performance and handling, whether on road or on track. Electrified? Yes. But arguably even more full of character than ever. And that’s not something you can say about a lot of hybrids.

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