Blog

Porsche AG

The Porsche 911 has died countless deaths from the wrath of pundits, amateurs and peanut galleries alike, with each technological leap fueling the argument that the end is nigh for the German marque’s flagship sports car. Yet the slant tail pattern persists, change and all. This time, the demon is hybridization, which comes in the form of the first road-going, rear-engined 2025 Porsche 911 GTS.

The “road” part is a telling qualifier, as Porsche also flirted with hybridization some 14 years ago with the fearsome GT3 R Hybrid race car. The automaker’s other aggressive hybrids are no less compelling and include the 918 Spyder supercar and the 919 racer, sensational models that remain benchmarks long after their debuts.

With the new GTS hybrid, Porsche is treading lightly on the 911’s underpinnings, opting against a plug-in hybrid configuration that would add significant pounds due to the format’s heavy weight additions, such as a larger battery and a clutch to separate the engine from the drivetrain. . The plug-in setup works great in Bentley’s new Continental GT Speed ​​hybrid, which uses Porsche technology to bridge the brand’s gap to full electrification. In this non-Plug-in application, however, a small 1.9 kWh battery operating at 400 volts replaces the additional battery in the trunk, which has been moved to the rear of the vehicle for balance.

For those who suspect the 911 GTS is an efficiency play, consider the overall hardware: its 3.6-liter turbocharged flat-six is ​​larger than the one in the base model, and with electric assistance, the octane/electron combination produces 532 hp. with , gain of 150 hp. compared to that of the base Carrera. There’s also a mountain of torque thanks to the EV engine’s added twist, peaking at 449 ft-lbs between 2,000 to 5,000 rpm.

Porsche claims the hybrid system’s weight gain is just 102 pounds, but it should be noted that the 2025 model year 911’s weight starts without a rear seat, which has become a free option that adds another 22 pounds of mass. It sounds random, but every ounce counts when it comes to weight management in a driver-focused sports car. However, the GTS’ 3,536-pound curb weight includes standard hardware like rear-axle steering and an eight-speed PDK shifter. (The GTS’s electric motor makes it impossible to bundle a manual transmission with the hybrid drivetrain.)

Our first experience of the GTS came in a rear-wheel-drive Cabriolet version, which we piloted on a mountainous route between Marbella and the Ascari Race Resort, nestled in Spain’s Andalusian countryside. First impressions present a few sacred cows that have been sacrificed in the name of progress: the familiar Porsche left key, known for Le Mans starts, has been replaced with a Start/Stop button. We’re told the button enables new functionality, including remote start and remote parking. But the function goes against our instinct not to mess with a formula that works. It’s also kind of hidden behind the steering wheel, which doesn’t help the argument.

The other incentive for purists is the loss of the analog tachometer front and center, replaced by a curved 12.6-inch screen. Again, we have a burning desire to keep the physical tach, if only because it’s one of the few remaining bastions of analog instruments in an increasingly digital and subsequently anonymous world of user interface design. For what it’s worth, the new setup works well – even better than before, thanks to the fact that the virtual gauges are no longer partially blocked by the driver’s hands. These functional improvements are happily acknowledged. But they also raise the question of whether premium sports car buyers are looking for perfection or heritage, the latter a commodity already in short supply and perhaps doomed to extinction.

Those philosophical questions are momentarily put on the backburner when the GTS is running at full tilt. Hit the throttle and the duopoly of petrol and electric motivation creates a nasty pull, with bold low-end torque and strong pull to the 7500rpm redline in every gear. While the 2016 introduction of a standard turbocharger to the 992.2 range transformed the low-end 911, hybridizing it takes it to the next level. Acceleration from zero to 100 km/h now takes 2.9 seconds in the coupé and 3.0 seconds in the cabriolet. The urgency is palpable and the accompanying exhaust note is satisfying, especially when the standard GTS sports exhaust is set to open.

While the hybrid’s power is addictive and the speed intoxicating, the driver experience varies greatly between coupe, convertible and Targa models. The open-air configuration is a wonderful way to enjoy the natural environment, with panoramic views of the sky and a multi-sensory experience that brings an extra dimension to a drive like ours through the stunning Parque Nacional Sierra de las Nieves region. But when you’re not soaking up the wind in your hair and the sun on your skin, the GTS’ open-air mechanical sensations can feel muted compared to those delivered by the coupe. The steering is good but not transcendent, the chassis capable but not disarmingly precise.

These are points that may not strike mainstream driving. However, those who touch the bleeding edge of Porsche’s all-time greats have a good chance of feeling dissatisfied with the fact that the driving experience of both the GTS Cabriolet and the Targa just isn’t as magical as it could be. could be. Maybe it’s the weight—in its heaviest Targa 4 GTS configuration equipped with the PDCC (Porsche Dynamic Chassis Control) system, this 911 can tip the scales at over 3,900 pounds. That’s more than 900 pounds more than the lightest version available in 2024, the slim 911 S/T.

By comparison, the 911 S/T, a $300,000 piece of unobtanium, also happens to rev higher but produce less horsepower. The S/T, however, changes the formula with extreme chassis tuning and a relentlessly focused effort on creating driver feedback – helping contribute to the widely held opinion that this is one of the best 911s of all time. GTS is a vastly different proposition, focused on a much wider audience and a dramatically different mission.

Interestingly, the GTS coupe variants present an entirely different personality at the 3.371-mile Ascari circuit, a sprawling motorsport park that offers a diverse mix of turns based on some of the world’s signature racetrack features. Notably, the new hybrid GTS beats the non-hybrid GTS model it replaces by 8.7 seconds around the Nürburgring Nordschleife, putting the lap time on a par with the previous generation GT3. However, the new model does its lap times in a completely different way, offering improved grip (thanks to wider tires) to help cope with its greater power than the track-focused model.

While the GT3 is more of a go-kart with its precise handling and razor-sharp response, the new GTS uses beefier power and torque, recalibrated suspension and the optional PDCC system to match its pace. Optional carbon-ceramic brakes go a long way towards increasing confidence on the track with 10-piston front calipers providing breathtakingly powerful deceleration. The feel is less intuitive and doesn’t have the same seat-of-the-pants feeling, but the result, at least if you’re keeping track of lap times, is still remarkable. For a new model positioned just above the base Carrera (for now), the GTS is seriously superior.

There will be an inevitable chorus of naysayers who criticize the GTS for draining the soul of their venerable 911. And while there may be some truth to that argument, deviating from orthodoxy is only half the story, which brings us back to the wider scope of the 911 range. Yes, electrification is inevitable with Porsche’s most desirable model, and word recently leaked that the Cayman and Boxster will actually only be available in pure EV form from 2025. But until Porsche’s premier sports car reaches that fate, the GTS represents an impressive alternative to the conventional 911.

With plenty of power and long-distance comfort, the GTS might not be the track weapon every Porschephile is looking for, but we shouldn’t be surprised because it’s right there in the name: Grand Turismo Sport, Porsche talk about the combination of high performance and everyday use. And yes, there will be more focused RS versions too, likely to offer distinctly analogue, atmospheric driving experiences to counter the GTS’s grand-touring sensibilities. The story of the Porsche 911 may have changed with the hybrid GTS, but if the automaker’s history of satisfying its most zealous drivers is any indication, it’s a tale that’s far from over.

Click here for more photos of Porsche’s hybrid 911 GTS.