If no one told us this was a hybrid, we might not have known
Frank Moser, the man responsible for the 911 and 718 model lines, no doubt had plenty of sleepless nights after making one of the biggest changes to a production 911 in its 60-year history — the hybridization of the 911’s flat six engine in the GTS model. While the internet was a dark cloud of bitter comments when it became clear a hybrid 3.6L would go into the 992.2 version of the 911 GTS, none of these doomsayers had actually driven the car.
We have. And there is definitely more sunshine than rain.
After a morning at Circuito Ascari, a 5.4-km race track blessed with 26 turns in southern Spain, one thing is perfectly clear about the 2025 GTS: this is not the final chapter of the 911.
Will there be a manual transmission in the Porsche 911 GTS?
It is, however, the end of the manual transmission in the 911 GTS because the hybridization relies on a 40 kW electric motor inside an eight-speed, dual-clutch transmission (PDK). The absence of a manual may not be taken lightly by North American enthusiasts where three-pedal 911s are still popular, but others may not care. The loss is a trade-off, however, against regulatory and environmental demands while still adding power without diluting what makes this car special.
Porsche’s solution? The t-hybrid, which is as unique as it is clever. In addition to the electric motor in the transmission, there’s a single, electrified turbo charger acting, uniquely, as a generator too. It’s like harvesting energy to create energy.
The “e-turbo,” if you will, uses exhaust gas to spin the turbine, in turn creating current that is sent to a 400 volt battery smaller than a crockpot, located in the front of the car where the old 12V battery was housed (the 12V is now behind the rear parcel shelf). The 400v battery can also spool up the turbo to deliver almost instantaneous boost. The best part is there is zero turbo lag, no wastegate, and only one turbo is required whereas the previous GTS required two.
How does the hybrid Porsche 911 GTS drive?
The result is an immediate punch of throttle that feels similar to the naturally-aspirated 4.0L flat-six in the GT3, albeit with less RPM and less trinity of sound. Indeed, net GTS horsepower with the electric boost is now 532, with 449 lb ft of torque. That is, incredibly, 30 more hp and 103 more pound-feet than the GT3. Displacement in the GTS rises to 3.6L from 3.0, but the new engine sits narrower and is less bulky without a starter motor and belt drive for the AC compressor and alternator. All told, up to 1.9 kWh of system energy is available; 110 hp comes from the electric motor alone.
Out on the track and on the backroads of Spain, the electrified 3.6 delivers such instant throttle, with such a glorious exhaust note, that it will erase any doubts about a hybrid system going into a 911. Aside from the loss of the manual transmission option, there is only net gain here because the engine is so willing and so natural at delivering power. It’s easy to forget a hybrid system that added only 103 pounds to the overall weight of the 1,604-kg GTS is part of the powertrain since it works away silently, neither intruding on the long arc of thrust or acting fussy at low speed. Flick the wheel and press the gas, and the GTS drifts as easily as any other RWD car. If no one told us this was a hybrid, we might not have known.
And, my gosh, the GTS is fast in the straights. Paced by a Porsche factory driver in a 911 Turbo in front, it was easy to keep up at the Ascari track. Statistics back that up, too, with zero to 100 km/h reached in 3.0 seconds. A Turbo S — with 640 horsepower — requires 2.7 and a 911 Turbo 2.8. The Turbo S also costs almost twice as much, and it doesn’t sing with the delicious rasp of the GTS. The new GTS ran the NürburgringNordschleife 8.7 seconds faster than the 2024 at 7:16:99.
How much is the 2025 Porsche 911 GTS in Canada?
As such, the $182,900 GTS hits a sweet spot in the 911 range. Much quicker and more nimble than a base $135,600 Carrera (which gets a small bump in power to its 3.0L flat six), far less menacing than a GT3, and less expensive than a Turbo, the 2025 GTS brings about massive performance in a car that can be driven daily in either rear wheel drive, AWD in the Carrera 4 GTS ($191,700), or in cabriolet or Targa form.
The rear-wheel drive GTS felt somewhat more lively than the AWD C4 GTS, of course, but the latter was obviously better at exiting corners with help of the front wheels. In essence, the reward of driving the GTS fast on a racetrack is better than ever. The car inspires confidence. It’s even playful, doing exactly as it’s told without trying to outsmart the driver, allowing for driver mistakes with PSM engaged. It sounds glorious with a GTS-specific sport exhaust system as standard. Of course, the GTS can be driven comfortably across the country, too, quieting the exhaust, relaxing the dampers and even getting decent fuel economy in the 8-9 L/100 km range.
Overall balance, steering, handling and braking (all the test GTS cars had carbon ceramics) of the 992.2 GTS is excellent — 100% pure Porsche. The driver always knows what is happening with this car, the 911’s immediate sense of intimacy a hallmark of its DNA. The 21-inch rear wheels are wider, rear-wheel steering is now standard, as is PASM (Porsche Active Suspension Management with a 10 mm lower stance) but dynamic chassis control remains an option. The standard fuel tank is now 63 litres but an extended range tank of 86L is available. Rear seats are deleted but can be ordered at no-cost.
Inside, the historical key on the left, an icon from the early days of racing at Le Mans, is gone, replaced with a push button start that should have, at least, been finished in aluminum or stainless steel. The change to a button was necessary to work with the hybrid system; the system now gets precharged when opening the driver’s door (with fob in proximity) so the new button starts the engine quicker than it could be done with the old key-like set up.
The instrument cluster loses its attractive analog tach from the 992 model; the change feels a bit like an Omega Seamaster going all digital. Sorry, it’s not an improvement. Oh sure, the all digital cluster is easy to see and read, and the 12.6-inch curved display can be customized with seven different views, but it looks pedestrian, a little less special than the old with central analog tach, less classy than before. The automatic shifter that some have likened to a Braun shaver remains small, surrounded by piano black plastic that seems to be always decorated with dust. The central 10.9-inch diagonal touch screen carries over but there’s better integration with Apple CarPlay. Video streaming is an option (available while the car is parked) and in-car apps like Spotify or Apple Music can be used straight from the user’s account instead of going through an iPhone, which can be charged wirelessly.
Exterior changes aren’t obvious but they are noticeable. Prominent shark gills, or “active vertical shutters” that flank the front fascia allow more air into the intercoolers and radiators. They look great. Porsche says these fins will even work in the icy cold as heat from the intercooler prevents excess ice build up; the fins will also not try to open or close if they sense an obstruction. They close at low speed for better aerodynamics. The front fascia is somewhat cleaner with all light functions now contained into the standard matrix LED headlights. The gap between the dual exhaust ports is narrowed in the rear fascia, and the top of the rear bumper is no longer contoured to the taillights, almost looking a little Aston Martin-ish in the rear.
That was probably not intentional, but the changes that were made have truly advanced the GTS. Great job, Frank.
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