Latest news with #911GTS
Stuff.tv
5 days ago
- Automotive
- Stuff.tv
The Porsche 911 GTS taught me hybrids can be a riot when they want to be
Stuff Verdict Keeps the 911 in the conversation without adding a plug socket. The GTS T-Hybrid is a confident first step towards electrification that's just as dynamic to drive as you'd expect from a Porsche Pros Astounding performance only aided by hybrid system Rides and handles superbly, as a 911 should Luxury cabin feel with plenty of tech Cons Only available with a PDK transmission Introduction Are you one of the small portion of petrolheads that refuse to put the whole 'electrification means the death of combustion' argument in the rear view mirror? Have a blast in the latest 911 GTS. Porsche's new T-Hybrid powerplant will soon change your mind. OK, so one of the world's most recognisable sports cars isn't actually ditching petrol for protons entirely just yet. Porsche's familiar flat-six engine has instead been mated with a single turbocharger – rather than the two seen on the last-gen model – that slots an electric motor between its compressor and turbine. The resulting extra horsepower reduces turbo lag by two thirds at 2000rpm, and improves fuel efficiency to boot. Another e-motor inside the PDK gearbox lends even more assistance when you really get going. Not too shabby for a 50kg kerb weight increase. The first electrified 911 can't use its 1.9kWh battery for propulsion, so you'll still need to head to the Taycan – or wait for the electric Cayman – if you want zero emissions driving. But neither have the sports car pedigree of the GTS. I spend a week with the four-wheel drive Cabriolet, which might just be the best of the bunch. How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling: subtle evolution The 911 silhouette is as distinctive as ever for this latest generation, albeit a larger one than it used to be. The 992.2 refresh added bolder styling front and rear, including LED Matrix headlights that neatly integrate the indicators, aero-optimised flaps in the front bumper, and an updated LED light bar on the back. You get a few extra black trim accents on the GTS, along with model-specific black alloys – 20in front and 21in rear – that give it a purposeful stance. Then there's the dramatic central dual-exit exhaust, influenced by Porsche's GT division. In the right colour, this car can look properly menacing. Yet it's still a 911 at heart, meaning it can be used for pretty much all your driving needs. I got an infant car seat in the front, my wife in the back seat (just), and the fold-down pushchair fit in the front boot. That officially makes it a family car, dads. Clever packaging also means the extra hybrid gubbins hasn't forced the driving position to change, so you still get the same low-slung view of the road ahead, peeking out over the iconic headlight bulges. You can have one in coupe, cabrio, or targa bodystyles; the latter is only available with four-wheel drive, while the hard- and soft-tops have rear-driven options as well. All have a PDK automatic gearbox, necessary for the hybrid system. Arguably that makes the manual transmission Carrera T more of a driver's car, though I've not driven one to confirm. The Cabriolet's roof retracts in twelve seconds, or more than enough to go tops-off at a set of traffic lights. If they do turn green, you're good to keep the button held up to 31mph. There's very little wind turbulence at 50mph, even with the wind deflector stowed. The drive: electrifying The GTS fires up like any combustion 911, the hybrid system preferring to lurk in the background until called upon by your right foot. Once it is, there's an immediacy to the powertrain that you just don't get elsewhere in the range. The turbocharger fires up almost instantly, letting the flat six put its power down with real ferocity. That's not to say the other cars are lethargic, or that we've entered EV-levels of instant acceleration; more that it makes the engine feel that bit more ready to respond to your inputs. It takes total power to a heady 534bhp, a 60 horsepower gain over the last-gen GTS, and means the Cabriolet driven here manages the 0-62mph sprint in just 3.1 seconds. That doesn't leave much legal room to reach the upper end of the rev range, where the exhaust note lets out an imposing roar even without reaching for the Sport setting. You get just the slightest electrical hum from the hybrid system, and even then you've got to really go searching for it. While the hybrid does add extra weight, on top of that gained by optioning the convertible roof, this is still a wonderfully balanced sports car. With rear-axle steering as standard and a sublimely weighted, Alcantara-trimmed steering wheel, you're given ample feedback and you feel properly connected with it as you make swift progress. The four-wheel drive system ensures stability as you attack corners, and propels you out of them with authority. The ride is firm, even in the softest damper setting, but it in no way hampers the driving experience. When called for, the more dynamic modes help you feel hunkered own on the road, giving a reassuring amount of grip but keeping some rear-end playfulness accessible if you go looking for it. The technology: preserves the lineage It would've been easy for Porsche's engineers to draw a line under the outgoing car and go all-in on tech for the 922 generation, but instead the 911 keeps one foot in the past. The 12.6in curved digital dashboard has a classic five dial view reminiscent of the 997-era car, and the Sport Chrono clock hasn't gone anywhere. Sure, I miss having to turn an analogue switch to fire up the engine; pressing a button isn't quite as engaging. But the new dash is far more practical, letting you pick and choose which vital stats get shown next to the tachometer. There are plenty of physical buttons, and while the climate controls take some learning, it all falls easily within reach. I'm not entirely sold on the centre console's high gloss finish, but materials quality is otherwise excellent. The 10.9in central infotainment system is easy to navigate and comprehensive. It's got all the goodies you'd expect, including wireless Android Auto – because while a significant portion of Porsche drivers are also iPhone owners, the firm isn't leaving anyone out. Wireless Apple CarPlay is beamed onto the digital cluster. That said, there are no plans to add the dash-transforming Apple CarPlay Ultra to this generation. Naturally the press car came fully loaded with all the toys, including a Surround View camera with active parking support (that'll be £1298, please) and adaptive cruise control (£1468). The latter doesn't include lane change assist as standard – if you want it, expect to spend an extra £739. The 12-speaker Bose surround sound system will set you back a substantial £1468, but it's a box well worth ticking. Porsche 911 GTS T-Hybrid verdict I was never in doubt the GTS would be a corker of a 911, but was still surprised at how little it strays from the established formula, despite the extra technology – and extra weight. It's a reassuring sign of what's to come. It also creates a considerable gap to the regular Carrera in terms of potency, which only adds to the driver appeal. The cabriolet wins out for me over the hard-top: it makes even short drives at pedestrian speeds an event, and doesn't entirely sacrifice rear occupant space to achieve it. That said, in coupe form the GTS can be had with a rear spoiler that looks particularly menacing. There's also the small matter of the price: the most powerful non-Turbo 911 will set you back £154,400 before options, or £168,145 as tested here. On the other hand, you're getting faster acceleration than either a McLaren GTS or Ferrari Roma, with quite a bit of change to boot. If you're in the market for a junior supercar, this looks like an excellent addition to your shortlist. Stuff Says… Score: 5/5 Keeps Porsche's iconic sports car in the conversation without adding a plug socket. The 911 GTS T-Hybrid is a confident first step towards electrification that's just as dynamic an experience as you'd expect from the badge. Pros Astounding performance only aided by hybrid system Rides and handles superbly, as a 911 should Luxury cabin feel with plenty of tech Cons Only available with a PDK transmission Porsche 911 GTS T-Hybrid technical specifications Powertrain 3.6-litre turbocharged flat six petrol engine Battery 1.9kW Power 534bhp Torque 450lb ft 0-60mph 3.1sec Top speed 194mph Fuel economy 25.7-26.4mpg Cargo volume 135 litres
Engadget
7 days ago
- Automotive
- Engadget
Porsche 911 GTS review: The first hybrid 911 is better with a battery
When Porsche first unveiled the new 911 GTS, it's safe to say that there weren't many people on planet Earth pining for a hybrid 911. The idea of one of the world's most iconic sports cars taking a cue from the humble Toyota Prius is a concept that's a little hard for the average auto enthusiast to get their head around. But they should try, because the technology that Porsche has deployed in the new 911 GTS, Porsche's first hybrid sports car, is properly impressive. This is a hybrid system that exists not to improve fuel consumption, but to genuinely make a sports car better thanks to the injection of a little high voltage and a lot of boost. Tech meets tradition The 911 has maintained its stubborn rear-engined layout since the beginning. Its motor is slung between and behind the back wheels, not because it's necessarily the best place for handling, but just because that's how it's always been done. That doesn't change with the 911 GTS. What is new, though, is the addition of an electric motor into the mix, augmenting that gasoline engine in the way-back. That new motor sits neatly inside the eight-speed dual-clutch transmission, adding 54 horsepower and 29 pound-feet of torque. Those numbers are hardly remarkable, but the real magic is what else the car does with its new high-voltage system. There's actually a second electric motor here, a tiny one capable of surviving ridiculously hot temperatures. That's needed because it lives within the turbocharger. A turbocharger is a simple wheel that is spun by exhaust gas. This in turn spins another wheel that forces air into the engine's intake. It's a simple technology developed well over 100 years ago, but since those early days of forced induction, there's always been an issue when it comes to automotive applications: lag. The reliance of exhaust gases to spin the turbocharger creates an intrinsic delay between the driver requesting acceleration and the car actually delivering it. Internal combustion needs to build pressure to spin the wheel to suck in more air to provide more power. Porsche short-circuited that with this novel electric motor that spins the turbocharger up to 120,000 RPM in less than a second. Lag isn't completely eliminated, but it's so radically reduced that you hardly know it. Pair that with the extra, instant kick of torque provided by the electric motor in the transmission, and you have something magical: a car powered by gasoline that accelerates with all the instant ferocity of an EV. Design sensibility The 2025 Porsche 911 GTS comes in a Chalk color that's quite striking with all of the car's black accents. Porsche calls that whole system, plus the 1.9-kWh battery that powers it, T-Hybrid. The net result in the 2025 911 GTS is 532 hp and 449 lb-ft of torque. That's a substantial, 59-hp boost over the old GTS. Yet the only obvious sign that there's anything different about this car is the subtle T-Hybrid badges mounted down low on the doors. And that's a good thing, because I'm of the opinion that the current-generation 911, internally called the 992.2, is one of the prettiest cars on the road. Even in this decidedly understated Chalk color, it is absolutely striking. The color pairs perfectly with the 20-inch front and 21-inch rear black wheels and other ebony highlights around the car. The interior is similarly minimalist, monotone to an extreme. But there are just enough subtle highlights of materials like carbon fiber and Alcantara to make it feel racy and purposeful, not basic. And, if you like, you can go with many more wild interior combinations. Porsche is happy to let you customize to your heart's content, but beware that it's going to cost you. The car's interface is simpler than 911s of yore, too. Most of the controls have been consumed by the car's petite 10.9-inch touchscreen, serving both wireless Android Auto and Apple CarPlay, while a curved, 12.6-inch virtual gauge cluster lives behind the steering wheel. What physical controls remain are well positioned, delivering strong tactility for your frequent tasks. Perhaps the most important is the drive mode dial that's mounted at the four o'clock position on the steering wheel. It's how you dial up the intensity of the 911 GTS. Or, push the shiny little red button to go fully manic. The 2025 Porsche 911 GTS has a fun little red boost button on the steering wheel that's sure to give you a good time. Driving The GTS isn't Porsche's most powerful 911 of the moment. That honor lies in the 640-horsepower 911 Turbo S. But no other 911 delivers power like this one, offering a taste of the instant shove of the electric Taycan mixed with the internal combustion fury and high-speed acceleration you'd expect from a 911. It is, suffice to say, quite intoxicating. And to get the best taste of it, push that aforementioned crimson button. That gives you 20 seconds of Sport Response mode, with the car's electronic turbocharger assist doing its damndest to maintain maximum power. The exhaust opens fully, the transmission drops a gear or two and suddenly that machine you were idling through traffic absolutely comes alive. Put your foot down in this mode and the 911 GTS surges forward, without a moment's hesitation. You can hear the turbocharger behind your head whistling as it works to build intake pressure, hauling in air from the environment and jamming it right into the combustion chamber for the next squeeze and bang .It's addictive, but if you've become used to the silent surging power of an EV, it's perhaps a bit much. In Sport Mode, the standard sport exhaust on the GTS is loud enough to terrify anyone you go soaring past on a two-lane road. Thankfully, the GTS is easy to silence. One tap of the exhaust button mounted below that touchscreen and the GTS becomes quiet. It's not-quite EV quiet, but very hushed. Despite having electric motors and a battery, this is not a plug-in hybrid. You'll struggle to even get out of your driveway without that engine firing up. But that's okay. Remember: This isn't an efficiency play. In Normal mode, the suspension softens and the ultra-fast transmission transitions into something that smoothly slips from one gear to the next, keeping revs as low as possible to maximize fuel consumption. That nets the 911 GTS a 19 mpg combined rating per the EPA. Despite some bits of driving exuberance, I substantially bettered that, managing 25.1 mpg. The 2025 Porsche 911 GTS hides its hybrid tech so well that the branding on the door is the only indicator this isn't a normal 911. But even at its most tame, the GTS is not a luxury grand tourer of the likes of an Aston Martin DB12 or Mercedes-AMG GT. At its softest, the suspension is still firm, the road noise from those prodigious tires is grating and even the wind noise at high speed is a bother — so much so that the middling Bose sound system struggles to overcome it. So, despite the GTS moniker, it's more of a sports car than a grand tourer. Instant power is this car's party trick, paired with amazing feel, effortless handling and the kind of prodigious grip that will make your favorite driving roads feel tame. Those are all the more reasons to find your new favorite roads. Despite punishing you on the highway and over broken asphalt, the 911 GTS never feels flustered and always leaves you wanting more. It's a car you won't want to get out of, which perhaps explains why I'm writing this very sentence from the driver's seat. Cost of entry At over $170,000 to start, or $196,185 as configured, it's not an affordable machine. Were I buying, my GTS would be a little cheaper. I'd stick with the rear-drive GTS model, rather than the all-wheel drive Carrera 4 you see here, simply for the fun-factor. I'd also skip the sunroof, which adds both $2,980 to the bill and weight to a car that already gained over 100 pounds compared to the prior GTS. Those two deletions alone would cut about $10,000 from that still-soaring price. Expensive, yes, but the technology here feels worth it. This is a novel approach to electrification, making a sports car sportier with hardly any compromise. It is a truly desirable machine, the kind of hybrid that Porsche fans may not have known they needed, but one they definitely need to try.
Forbes
22-07-2025
- Automotive
- Forbes
Test Driving The 2025 Porsche 911 GTS T-Hybrid
©2025 Schnell Auto, Inc. Change is inevitable, especially in the automotive industry, where manufacturers must continually adapt to new regulations and standards. While some automakers struggle to keep up, Porsche consistently understands these challenges, innovates with engineering prowess, and comes out ahead. The all-new 2025 911 GTS T-Hybrid is a perfect example of this. Purists may label the GTS T-hybrid controversial, as it's the first 911 model announced with a gasoline-electric hybrid powertrain. But that's about the extent of the debate, as few would be able to discern any noticeable eccentricities or downsides to the hybrid system from the driver's seat. In fact, there are nothing but performance advantages. Forget what you know about the other hybrid models in Porsche's lineup, as the 911 takes an entirely new approach that focuses on performance, not fuel efficiency, as its primary objective (full disclosure: fuel economy does improve). There's an all-new 3.6-liter flat-6 engine under the rear decklid, which is more compact, and it operates without belts—the water pump and air conditioning are now electrically driven. A single turbocharger gets spooling assist electrically, allowing lag-free boost and regeneration with the unused pressurized air. The engine redlines at 7,500 rpm, producing 478 hp and 420 lb-ft of torque. Hidden beneath the cargo area in the nose of the chassis is a liquid-cooled 1.9-kWh high-voltage (400-volt) battery. It's tasked with spinning the permanent-magnet assist electric motor neatly sandwiched between the standard 8-speed dual-clutch 'PDK' gearbox and engine. The hybrid battery also powers the air conditioning compressor, roll stabilizers on the optional Porsche Dynamic Chassis Control (PDCC), front end lift, and works in conjunction with the e-motor to start the engine—eliminating the need for a traditional starter. (And in case you are wondering, there is a lightweight 12-volt lithium-iron-phosphate battery for the conventional electronics.) ©2025 Schnell Auto, Inc. The e-motor is rated at 55 hp and 110 lb-ft of torque (an overboost feature provides an additional 10 hp for 10-second bursts), bringing the combined system power to 532 hp and 449 lb-ft. of torque. It's essential to mention that the GTS's hybrid system is entirely transparent to the operator. There are no buttons to push, no switches to flip, and nothing to plug in. All drivers must do is enjoy the seamless power under their right foot. (On that note, they should forget about Porsche's conservative acceleration numbers, as Motor Trend clocked this rear-wheel drive coupe's acceleration from 0-to-60 mph in a mere 2.6 seconds—that's notably faster than the race-bred 911 GT3!) Historically, the 'GTS' model (positioned above the 'T' and below the 'Turbo' models) has always represented the perfect blend of touring and performance—tuned for the driving enthusiast who also enjoys an occasional day on the track. I'd argue this new-for-2025 'Type 992.2' variant moves that needle even closer to the performance side of the scale—it dazzles on twisty roads. Credit the PDCC mentioned above, along with slightly wider rear tires (315s) and a lower center of gravity, combined with the eager powerplant. During a few spirited jaunts into the Santa Monica Mountains, with the multi-selection drive mode on SPORT PLUS, I found the GTS a joy to drive. Handling, cornering, and braking are peerless in this segment (I wouldn't be surprised if the GTS is quicker than the GT3 on a typical canyon run). Around town, with the drive mode rotated back into NORMAL, the ride is comfortable for those accustomed to a sports car—damping is categorically firm. My press car was fitted with the racy carbon-fiber bucket seats, but I found them a bit too hard-core for daily driving (I'd recommend the 18-way Adaptive Sport Seats Plus with Memory, as they increase comfort significantly while only marginally decreasing their 'derrière holding' ability). And, while I believed I would not prefer the all-digital dashboard, it's much easier to read than the analog-digital dashboard of last year's model. And kudos to the available GPS-based nose lift system, which allows drivers to memorize steep driveways for future fully automatic actuation—it works impressively well. ©2025 Schnell Auto, Inc. Porsche currently offers more than a dozen 911 models, with the GTS trim offered in Coupe, Cabriolet, and Targa versions (most of which come with the option of two-wheel or all-wheel drive). While this diverse variety might seem overwhelming to newcomers, the 911 GTS T-Hybrid has a niche—it delivers the perfect balance of touring and sport for the discerning driving enthusiast. It functions as a mild-mannered Clark Kent for the daily commute, but is ready to transform into a racing-circuit Superman at the press of a button—no red and blue tights required.
The Citizen
23-04-2025
- Automotive
- The Citizen
Porsche 911's 70th celebrated with South Africa-bound Spirit 70
Based on the 911 GTS, the Spirit 70 will only be available as a cabriolet and in limited numbers. Based on the 911 GTS, the Spirit 70 celebrates seven decades of the 911. Image: Porsche With the official commencing of the Shanghai International Motor Show today (23 April), Porsche used the Chinese showpiece to unveil a commemorative edition of the 911 South Africa will be receiving in limited numbers later this year. Based on the 911 GTS Cabriolet, the Spirit 70 pays tribute to seven decades of the 911, and is the work of Stuttgart's Heritage Design division with production capped at 1 500 units worldwide. No extra grunt A departure from previous special editions often based on the coupe and the cabriolet, the Spirit 70 will exclusively feature the soft-top and derive motivation from the mild-hybrid T-Hybrid powertrain that debuted with the facelift 992.2 in May last year. ALSO READ: First time hybrid Porsche 911 officially revealed and priced As such, the combination of the brand-new 3.6-litre turbocharged flat-six engine and a 1.9-kWh battery pack that drives a 40kW/150Nm electric motor produces an unchanged 398kW/610Nm. Sending the amount of twist to all four wheels is the eight-speed PDK gearbox, which also houses the electric motor. Special touches outside Focusing mostly, therefore, on aesthetics, the Spirit 70's exterior differences from the GTS consists of 20-inch at the front and 21-inch at the rear grey-and-gold Sport Classic alloy wheels, gloss black stripes down the bonnet merging into a 911 decal, a gold 911 Spirit 70 badge on the engine cover, and gold Porsche Exclusive Manufaktur badges on the front wings. In total, only 1 500 units will be made globally. Image: Porsche On top of this, the engine grille cover gets a gloss black finish plus the Porsche Heritage logo, while a gloss black roundel with number 70 can be had on the doors, or deleted at the request of the buyer. One of the unique touches is the gold 911 Spirit 70 logo on the engine cover. Image: Porsche Completing the exterior is a black window frame to go with the black cloth roof, gold Porsche lettering with a galvanised plated surface, and a model bespoke body colour called Olive Neo. Inside Dynamically unchanged from the GTS, the Spirit 70's interior changes involve a new seat fabric made from textiles and finished in a black/olive neo colour called Pasha. Interior has been decked-out in a colour called Pasha. Image: Porsche. Set in a tartan pattern, the hue carries over to backrests of the front seats and, as an option, to the dashboard. Pasha inserts continue on the seats. Image: Porsche A gold 911 badge on the passenger's side, Pasha stitch work, embroidery badging on the centre console glovebox and the Sports Chrono package rounds the cabin off. Price On-sale soon, Porsche South Africa has secured an undisclosed number of Spirit 70s priced from R5 056 000, which includes a three-year/100 000 km maintenance plan as well as a matching chronograph resplendent with a Pasha pattern on the inner dial. NOW READ: Back-to-basics Porsche 911 Carrera Coupe just pure bliss
Yahoo
13-03-2025
- Automotive
- Yahoo
Why Porsche's Next 911 Should Have a Battery-Electric Version
Porsche is introducing all-electric versions throughout its portfolio, but Stuttgart doubts the world is ready for a battery-electric 911 Engineers in Weissach have developed hybrid, plug-in hybrid, and all-electric powertrains that compromise none of Porsche's high-performance attributes. If those engineers can build an all-electric 911 that upholds this heralded sports car's legacy, then no one should be surprised. Much of the coverage coming from Porsche's annual press conference in Stuttgart this week has been devoted to the launch of the all-new Cayenne EV later this year and a mysterious new SUV model with internal-combustion and hybrid powertrains, potentially arriving before decade's end. And there was news about derivatives of the iconic 911 sports car, including a reinterpreted 1970s limited-edition model from Porsche Exclusive Manufaktur and an additional 911 flagship model to 'raise the bar even further,' as the automaker says. But this line in the press conference synopsis deserves closer scrutiny: 'Its customers will still be able to choose between combustion engines, plug-in hybrids, and all-electric drivetrains in every vehicle segment well into the 2030s.' If the 911 is in one of these segments, is this a coded way of revealing—or at least planting a seed—that the next-generation 911 will have an all-electric variant? That would certainly be newsworthy, so we reached out to Porsche PR rep Frank Wiesmann and got a reasonable explanation: 'In this case, we're referring to our two-door sports cars as one segment. The 911 is offered with a combustion engine and a very sporty t-hybrid powertrain while our two-door sports car in the 718 segment will be fully electric in the future.' OK, that makes sense, but the question remains: Why does Porsche—at least publicly—reject the notion of an electric 911? Do the deep-pocketed 911 purist collectors find this idea so repugnant that Stuttgart knows better than to offend these loyal customers? Now, I'm not supporting the crazy idea that the next 911 should only be an EV. Internal-combustion driving the rear wheels must always be the core formula, but the 2025 model year brings with it—as Wiesmann mentioned—the 532-hp 911 Carrera GTS with a turbocharged "T-Hybrid" six-cylinder powertrain as a midcycle upgrade. Should this 911 GTS hybrid be perceived as a trial balloon? If customers appreciate its 2.9-second sprint to 60 mph, couldn't an all-electric 911 be even faster? Heck, the larger, four-door all-electric Porsche Taycan Turbo S (with launch control) can make that run in 2.6 seconds. Porsche has been aggressive in its EV product expansion: The new Macan has an all-electric version, and 44% of takers in the US so far this year are choosing the EV. Porsche plans to launch an all-electric Panamera, and after the all-electric fourth-generation Cayenne (to be revealed later this year in the US) will come the all-electric 718 Boxster and Cayman sports cars. That's the entire Porsche portfolio, leaving the 911 as the sole offering without a battery-electric option. Porsche CEO Oliver Blume has said the 911 will likely never be fully electric due to its rear-engine, rear-wheel-drive design. But the engineers in Weissach already have vast experience developing hybrid, plug-in hybrid, and all-electric powertrains that compromise none of Porsche's high-performance attributes. One could argue these advanced powertrains are a natural step up from conventional internal combustion. If those engineers can find a way to build an all-electric 911 that upholds this heralded sports car's legacy, then no one should be surprised. Perhaps it all boils down to sales—and the prospects of an uncertain EV market: All-electric Taycan sales in the US fell from 7,500 units in 2023 to 4,700 last year, while 911 sales ballooned from 11,700 to 14,100 units. What do you think of an all-electric 911? Please comment below.
