10 Cool Things To Know About the New 2025 Porsche 911 Carrera GTS Hybrid

Without question, electrifying the 2025 Porsche 911 Carrera GTS with hybrid technology is as big a sea change for the iconic sports car as it was to go water-cooled back at the turn of the century. We’ve told you what Porsche’s new “T-Hybrid” system is all about, and we’ve told you what the car’s like to drive. Now it’s time to call out the individual items that make the new 992.2-generation 911 Carrera GTS hybrid so dang, well, wonderfully cohesive.

The eTurbo

There’s no blow-off valve. That’s right—even though the battery spins the eTurbo (as Porsche calls it) up to 120,000 rpm, the pressure is dealt with by turning said electric turbo into a generator (think of it like an EV traction motor performing regenerative braking). That excess pressure is used to feed electrons back into either the e-motor or the battery. Pretty dang slick if you ask us. Also, the turbo spools so quickly that it eliminates not only turbo lag but the need for a second turbo.

The 992 Was Supposed To Be a Hybrid From the Start

You heard that right. Porsche has been building hybrids for quite some time, beginning more than a decade ago with the 911 GT3 R Hybrid race car and continuing with the 918 Spyder hypercar, and it now sells hybrid versions of the Cayenne and Panamera. Indeed, the marque from Zuffenhausen is into partial electrification, so much so that the 992 was supposed to be a hybrid from the beginning: The car’s eight-speed PDK transmission bellhousing has been large enough to fit an e-motor for four years now, only Porsche couldn’t decide between a plug-in hybrid or a performance-based hybrid. It ultimately chose the latter.

The Small Battery Is Small

The 400V, 1.9-kWh battery is compact, about the same size and weight (say 60 pounds) and occupying the same footprint as the old 12V battery. It sits high, right between the front shock towers, next to the brake-fluid reservoir. The 12V battery—it runs non-powertrain and non-suspension functions like the door locks—is now a tiny lithium-ion guy that lives behind the rear parcel shelf. Remember, had Porsche decided to make the 2025 911 Carrera GTS a PHEV, the battery would have added around 500 pounds to the car.

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The Rear Tires Are Massive

To be fair, the rear tires on the 992.1 911 Carrera GTS were also huge, measuring 305 millimeters wide and riding on 21-inch wheels. The rear tires on the new Porsche 911 Carrera GTS hybrid are an even wider 315 millimeters in 21-inch Goodyear Eagle F1 Supercar R NA spec. Want bigger? Buy a Corvette.

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Clocked Tachometer

Much social-media blood has been spilled over the fact Porsche ditched the 911’s “analog” tachometer in favor of a full 12.6-inch digital screen. Analog is in quotes because the tach on the older 992.1 reads a digital input from the engine ECU and renders it with a needle, but we digress. The new screen is great, but the coolest part is the optional “clocked tach.” Instead of the redline being marked around the 3 o’clock position, Porsche spun the gauge counterclockwise a bit so that 7,000 rpm—just below redline–now sits in the 12 o’clock position. This means that as a driver you don’t have to move your eyes as far down to check the revs. We love it, fake analog or not.

The New Engine’s a Starker

Larger by 0.1-liter per cylinder, the 3.6-liter flat-six engine with its electric turbo makes 478 hp and 420 lb-ft of torque without the hybrid system. Remember, because of Euro 7 emissions rules, the new engine can never run a rich fuel mixture, so those numbers are even more impressive. The e-motor provides 53 hp and 110 lb-ft of torque. Why then is the total torque listed as 449 lb-ft and not 530 (420 + 110)? Because figuring out the combined torque of a hybrid powertrain is a black art. Long story way too short, electric motors make peak torque at zero rpm; gasoline engines don’t.

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Bye Bye, Back Seat ... Unless …

To offset some of the weight-gain from the T-Hybrid system (while the battery might weigh the same, all the fat orange cables and ECUs add up), Porsche removed the rear seats from all hardtop 911s. Cabrios and Targas? We guess Porsche figures those buyers aren’t quite as serious about max performance anyhow, so the open-top cars come with back seats. What if you want a back seat in your GTS Coupe? It’s a no-cost option. Also, notice how we said all coupes get back-seat delete as standard? That means the base 2025 Porsche 911 Carrera, too. And that might mean that the not-a-hybrid 992.2 911 Carrera is lighter than the 992.1. Wild, eh?

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Moving Aero Bits

The easy way to identify a 2025 Porsche 911 Carrera GTS is by the five active grille shutters per side, just below the headlights. (There’s actually a sixth flap per side, located underneath the vehicle.) When the flaps are closed, U.S.-spec cars get a slippery drag coefficient of 0.29. Other markets achieve 0.27 because the movable rear wing can angle into a more efficient position; in the U.S., such an angle blocks the third brake light. When opened, the grilles send cooling air everywhere: front brakes, rear brakes, intercooler, battery, you name it. Pretty nifty. And the grille shutters look pretty good in person, too.

Eliminating Lag

Because the eTurbo runs off of the 400V battery, it’s able to spool up almost instantly. We say “almost” because everything takes time. However, switch the steering wheel knob into Sport+ mode and the computer just keeps the eTurbo fully juiced and spinning at 120,000 rpm. Lag? Never heard of it.

Improved Efficiency

Yeah, yeah—as car enthusiasts, we’re supposed to pretend like we don’t care about stuff like global warming, climate change, the atmosphere, and, apparently, humanity’s continued survival on our home planet. But in reality, some of us do. And while the EPA hasn’t put numbers on the 2025 Porsche 911 Carrera GTS T-Hybrid yet, rest assured this car is better in terms of fuel economy, and that it’s Euro 7-compliant engine puts less noxious crud into our atmosphere. That’s a win-win.