2025 Porsche 911 Carrera GTS Review

The 911 rallies yet again in its 992.2 generation, adding electrification to its bag of tricks. Is the Carrera GTS still a divine choice? 

The endless evolution of the 911 continues with the 992.2 series GTS, the first rear-engined hybrid road car from Porsche. It’s best to think of it as electrified rather than a hybrid; that makes it sound like some economy special. This performance hybrid produces improved power and delivery, while ensuring it uses roughly the same amount of fossil fuel the old one burnt.

What’s all the fuss about?

The Carrera GTS has both a new high voltage electrical system and a fresh 3.6 litre engine. The electric bits include a 400V architecture with a 1.9kWh (27kg) battery stored up front. That powers a 40kW/150Nm motor living within the beefed up eight-speed dual-clutch trans (stronger clutches and gear sets). This adds its torque from idle to help improve initial response. The battery also feeds the flat six’s new electric turbo, which has a motor positioned between the compressor and turbine wheel to get it spooling quickly, reducing lag. Where the previous engine was a twin turbo, this one can make do with one larger unit without the associated lag of a big blower. Some other advantages of going hybrid include an electric air conditioning compressor (no belts means a more compact engine) and there’s no need for a starter motor. 

The engine makes 357kW and 570Nm, while total output is 398kW and 610Nm. That’s up 45kW and 40Nm, while the hybrid bits add around 50kg. Consumption for the old GTS was 11.3L/100km, now it’s stated at 10.7. 

They didn’t do much to the chassis, though RWS is now standard, teaming with adaptive dampers and Porsche’s torque vectoring plus system. 

The look changes with the lower apron adopting those big flaps. They close off to improve aeros while opening when more cooling is needed for the radiators in behind. The headlights are new, incorporating all the lighting sources up front while the rear end has been remodeled. The rear lid vents feed the intercooler on top of the engine. There’s a GTS-specific sports exhaust system as standard. 

Goes hard

This is jet quick with the 0-100km/h taking a claimed 3.0sec, the 80-120 just 1.9sec. The launch is flawless, easily initiated too, something you’ll have to demonstrate to your cronies when exiting the golf club.

This hybrid six adds pace quickly as the torque spews forth. Porsche says it’s already making 500Nm at 1500rpm and the full whack is on from 2000rpm. This feels more like a large capacity, naturally aspirated engine. The delivery is truly linear, with masses of torque on tap low down and into the midrange while a big serve of power awaits up high. While there’s not that whip crack response of a honed, naturally-aspirated mill, the action is smart, and lag-free. With new solid roller cam followers (less friction and more robust when stretched) the 3.6 spins freely. It sounds great too, the GTS-specific sports exhaust extracting a melodious mechanical snarl that works to cancel out the road noise. If you are merely cruising in this, the tyres make quite the rumble on coarse chip. 

This new hybrid engine adds to the 911’s great chassis. You need just a hint of steering to get it turning in sweetly, while it’s stable in the sweepers yet quick to change direction as well. There’s a sniff of understeer during tortuous cornering. By understeer we mean the front tyres merely shuffle a smidge off the perfect line. But then the G metre was registering 1.41. It’s all well communicated and sorted with a whiff less gas.

The rears manage the ample flow of torque but aren’t immune to its effects. Too much gas can arouse the TC’s attention out of tighter turns. But get it right and the power helps it round off the bend sweetly. We should have prodded the DSC into Sport mode to give the rear some leeway. However, that’s probably better left for track antics. The transmission is reference grade. There are paddles but you won’t be as good. And the brakes are a class act too, the pedal action and stopping power ace.

The drive mode switch remains on the wheel (the best place for it in a sports car) while there is a switch on the dash to toggle between the Normal and Sport damper settings. Sport is a little bumpier for sure but also more precise and never overly harsh. If you want to activate the sports exhaust (yes please) or raise the rear wing (go on, you bogan) you’ll do so via the touchscreen.

Still the everyday sportscars

At the other end of the tacho spectrum, the Carrera GTS is happy to lug around in tall gears with just 1000rpm on the dial. And it pulls without hesitation too, no untoward vibration or jerkiness like we noted the previous GTS doing. It’s so unstressed at sedate cruising paces. It’ll chug up a decent incline on the motorway at 1100rpm in eighth easily. 

The idle stop is seamless, the engine conking out before you come to a halt but there’s no electric drive; it’s not that type of hybrid. 

As to fuel use, it all depends on how you drive it. We saw 19.9L/100km doing our worst, the long term average was in the 15s, while sedate motorway/highway cruising can net high single figures. 

Inside, the few changes include the loss of the analogue tacho, the instruments now fully digital with various displays. Storage remains sparse, though there’s a wireless charging tray in the centre console bin, and that’s about all there is room for. They really need to reconfigure the centre console; the designers should move the gear selector to free up space. Ride quality is good for a big-wheeled sportster but the creaks and rattles from the cabin we could do without. 

This hybrid has the same boot capacity as the other models, which is not much, just enough really. The rear-wheel steering makes parking easier, there’s a good surround-view camera, the active cruise works all okay and the safety alerts are minimal (once you remove the lane departure warning).

A front end lifter is a cost option but probably a necessity to keep the front spoiler clean. 

One downer is the price. Porsche has never been a value brand but recent price rises have the brows rising. The 2022 GTS we drove had a base of $289,900 while this new one kicks off at $367,900. That said, it does have a higher standard specification. 

If you were to put a positive spin on it, it’s slightly better value than the revised GT3, which is now $435k, and the GTS is quicker.  

Porsche 911 Carrera GTS
$367,900  /  10.7L/100km  /  244g/km
0-100 km/h 3.0s
Ambient cabin noise  77.0dB@100km/h
Engine  3591cc / Flat 6 / T / DI
Max power  357kW@6500rpm
Max torque  570Nm@2000-5500rpm
Battery  1.9kWh
Hybrid System Output  398kW / 610Nm
Drivetrain  8-speed twin-clutch / RWD
Front suspension  Mac Strut / sway bar
Rear suspension  Multilink / sway bar
Turning circle  10.9m (2.1 turns)
Front brakes  Ventilated discs (408mm)
Rear brakes  Ventilated discs (380mm)
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW
Tyre size  f-245/35R20  r-315/30R21
Wheelbase  2450mm
L/W/H  4553 / 1852 / 1296mm
Track f-1602mm  r-1555mm
Fuel capacity  63L
Luggage capacity  135L
Tow rating  Not rated to tow
Scheduled servicing  3yrs / unlimited km
Warranty  3yrs / unlimited km
ANCAP rating  Not yet rated
Weight (claimed)  1595kg