22-07-2025
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.
