Fast Facts – 2025 Porsche 911 Carrera GTS T-Hybrid
⚡ Power: 532 hp, 449 lb-ft torque (59 hp boost over last GTS)
⏱ Acceleration: 0–60 mph in 2.9 seconds, quarter mile in 11.0
🏎 Top Speed: 194 mph
🔋 Hybrid System: 1.9 kWh battery, twin electric motors
⚖️ Weight: 3,536 lbs (+103 lbs over gas GTS)
💰 Price: $166,895 base MSRP, $208,745 as tested
Driving on my favorite twisty road in southeastern Wisconsin, I have to tread carefully. The pavement's bumpy, deer could pop out of the trees at any moment, and I pass the occasional mailbox. Too much speed or noise, and the locals won't be pleased. But the 2025 Porsche 911 Carrera GTS T-Hybrid makes it tough to stay subtle.
I switch to Sport mode, accelerate to feel some lateral Gs in the corners, and let off the throttle for the next bend. The eight-speed dual-clutch automatic transmission responds by shifting down a couple of gears, sending the 3.6-liter flat-six’s revs up around 6,000 and inducing a bark from its Sport exhaust that's not fit for polite society. That engine note announces this car’s presence with authority, a reminder that this is no shrinking violet.
A Hybrid That Roars
The 2025 GTS T-Hybrid is the first hybrid 911, but don't expect stellar fuel economy. EPA fuel economy ratings are no more efficient than the last, with the same 17 mpg city, 24 highway, 20 combined, though with a significant jump in power.
Porsche’s hybrid system swaps the previous twin-turbo 3.0-liter flat-six for a 3.6-liter with a single turbocharger. That new turbo houses a 20-kilowatt electric motor between the compressor and exhaust sides, which helps to spool it up quickly to avoid turbo lag. A second motor sits inside the PDK dual-clutch automatic, adding 53 horsepower and 110 pound-feet of torque. Total output is 532 horsepower and 449 pound-feet of torque, up 59 horses and 29 lb-ft over the last GTS.
The final piece of the hybrid puzzle is a small 1.9-kilowatt-hour battery mounted in the nose without stealing any frunk space.
Smart engineering means the hybrid system adds only 103 pounds for a total of 3,536 pounds. The only real tradeoff is transmission choice; it isn't compatible with the 911’s available manual. However, the PDK is the best dual-clutch automatic on the market, relaxed when cruising but shifting more intuitively than even a good driver for quicker lap times on a track. In Sport mode, it keeps the engine at the ready to supply power, and that only gets more extreme in Sport+ mode.
Performance That Delivers
The net result of the hybrid system is improved performance. From behind the wheel, the hybrid system feels well integrated. The 53-horsepower electric motor provides immediate response, reducing the effects of any turbo lag, which is also limited by the electric motor in the turbocharger. The new GTS spins up its full 26.1 psi of turbo boost in less than a second versus more than three seconds for the last GTS's 18.6 psi. That translates to quicker throttle response and robust power throughout the rev range. When I pushed it, the engine revved freely up to 7,500 rpm.
The payoff: zero to 60 mph in just 2.9 seconds, 0.3 quicker than the last model. The new 911 GTS covers the quarter mile in 11 seconds flat and reaches a supercar-like top speed of 194 mph. The power's so immediate from a stop that I found it hard to get traction from the wide Goodyear tires without wheel slip.
By adding so little weight for the hybrid system, Porsche maintained the 911 GTS’s accomplished handling. The 992-generation 911 has been a model of stability and poise since it debuted for the 2019 model year. Set on a MacPherson strut front suspension and a multi-link rear suspension, with adaptive dampers and a roughly 40/60 front/rear weight bias, you may think it'd be tail-happy, but it’s not.
The car hunkered down in corners, even though the road was bumpy, providing mid-corner stability that made me feel like a better driver. Standard rear-axle steering improved stability in fast corners and shortened turns at parking-lot speeds. The Goodyear Eagle F1 Super Sport tires clawed at the pavement for high cornering speeds, and a standard limited-slip rear differential effectively apportioned power when I exited corners.
Quick, communicative steering put the car exactly where I wanted it, with minimal body lean. That's thanks in part to a stiffer suspension, called the PASM Sport, than buyers of 911 Carrera and Carrera S models get. PASM is Porsche-speak for adaptive dampers, and the Sport part includes stiffer springs, a 0.4-inch lower ride height, more negative camber for more grip in corners, and rear helper springs that help make sure the coil-over shocks stay seated at full suspension travel, which might happen on a racetrack.
That said, the PASM Sport suspension creates a ride quality that borders on stiff, so try before you buy. Bumps didn't crash through the body structure, but I felt every road imperfection. I’d prefer the more forgiving ride of the no-cost base PASM system.
Digital Gauges but a Classic Feel
The cabin blends sportiness with admirable quality and the latest in technology. It comes standard with a new 12.6-inch fully digital instrument cluster, a carry-over 10.9-inch infotainment touchscreen, navigation, wireless Apple CarPlay and Android Auto, wireless smartphone charging, ambient lighting, and an eight-speaker audio system. The digital instrument cluster is part of the 992.2-generation changes, and it means the 911 no longer has an analog tachometer mounted front and center, though a digital approximation fills in nicely.
The 911 GTS T-Hybrid is a two-seater with basic buckets. The front seats are heated with four-way manual adjustments. Their high, stiff side bolsters kept me secure during hard cornering but interfered with entry and exit. I'd recommend upgrading to the more comfortable and less constrictive power-adjustable seats.
The 911 GTS's cabin is well-appointed with brushed aluminum trim, stainless steel pedals, leather upholstery, and synthetic leather on the headliner. As part of the 2025 update to the 992.2 generation of the 911, the GTS also gets new LED matrix headlights that incorporate daytime running lights for the first time, a new taillight design, and revised fascias with active grille shutters and a continuously variable diffuser up front for better aerodynamics.
Porsche Performance Doesn't Come Cheap
This all comes at a $166,895 MSRP, including a $1,995 destination fee. That’s roughly $15,000 more than the outgoing GTS. Tariffs will likely trigger further price hikes. My test car had more than $40,000 in options, bringing the total to $208,745. That encroaches on supercar territory, but so does the 911 GTS T-Hybrid’s performance.
The 911 rethinks the hybrid idea. It's not here to offer a bump in fuel economy. It's here to improve power. Just be careful when and where you tap into its performance potential. You may upset your neighbors.
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