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Road tests

New Porsche 911 GTS 2025 review: hybrid power boosts iconic sports car's appeal

The new Porsche 911 GTS hits the bullseye with its superb all-new T-Hybrid system

Overall Auto Express rating

5.0

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Verdict

The latest Porsche 911 GTS is a wonderful exercise in showcasing how the 911 can change with the times. Porsche has not only integrated hybrid power without diluting the essence of the 911, but also done it in such a way that it adds a welcome layer to the car’s character. With supercar-like performance on tap, the GTS is now a very different beast to the regular Carrera. 

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Emissions are admittedly a strange starting point for any Porsche 911 review – especially of the GTS variant – but bear with us because they reveal Porsche’s intentions when it created the first hybrid 911. At 244g/km, the new Carrera GTS T-Hybrid emits precisely the same amount of CO2 as its non-hybrid predecessor, so it’s clear Porsche had no intention of overhauling one of our favourite versions of the 911 for some eco credits. 

So yes, Porsche’s venerable sports car has gained electric power for the first time. But while it’s a controversial decision that will raise a few eyebrows – and perhaps the blood pressure of 911 fanatics – the numbers do look good on paper. 

In this facelifted 911 range, which gains the ‘992.2’ moniker, the standard Carrera edition inherits the twin-turbocharged set up from the pre-facelift (992.1-generation) GTS. Then, to help create a power gap of 130bhp over the Carrera, the latest GTS gets a new, single turbocharger and the flat-six engine’s displacement has increased from 3.0 to 3.6 litres.

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Those changes would have been significant enough for an all-new 911, let alone a facelift, but Porsche didn’t stop there. The hybrid system comes in the form of a small 1.9kWh battery, which sends its power to an electric motor mounted on the eight-speed PDK automatic transmission. This also powers some ancillaries like the air-conditioning condenser, removing the need for a drive belt and thus tightening the engine’s overall packaging. For good measure there’s also an e-motor sitting on the turbocharger, which can build immediate boost pressure and remove any unwanted lag. 

Unless you specify the optional ‘T-Hybrid’ side decal, most onlookers would have no idea the new GTS is a hybrid from the outside. There’s no charging flap and when you press that start button, the flat-six wakes up immediately; the GTS never moves under electric power alone. 

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The reason for having hybrid power in the 911 is that it’s designed to enhance the car’s existing characteristics. Combined, the hybrid system and the combustion engine put out 534bhp and 610Nm of torque - up from 473bhp and 570Nm before. The coupe we’re driving here has a 0-62mph sprint time of exactly three seconds - 0.4 seconds quicker than its predecessor and the fastest we’ve ever seen from a Carrera-badged 911. 

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One number that hasn’t improved is the kerbweight. The hybrid system adds 50kg, but in a car that already weighs 1,645kg, it’s not a figure that should be at the forefront of anyone’s mind. If you don’t option in the no-cost rear seats, you can shave off 10kg - but we expect the majority of GTS drivers will keep them, given the additional practicality they bring. 

On the open road, the first thing you notice when toying with the all-new engine is just how responsive it is. You need have no worries that this more complicated powertrain has made your right foot less engaged in the process – the turbocharger is quicker to build maximum boost than before and there’s a real flexibility to the surge in torque throughout the rev range. As ever, the pedal feel is a little stiffer than you might imagine - but very much welcome once you start to push on.

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The active exhaust system with its central dual-exit is standard on the GTS and switching to the Sport setting opens the flaps to give you a lovely, traditional flat-six chatter at low speeds, along with a deeper roar at high speeds, with a distant, high-pitched tune coming from the turbocharger when you lift off. Even with the exhaust in ‘normal’, the GTS still makes a satisfying noise and the rare instances of an electrical whirr from the hybrid system only add to the experience. 

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The GTS tops out at 7,500rpm with peak power coming at 6,500rpm. The rev counter sits bang in the middle of the new-look digital dash introduced as part of the facelift for the 911 range. If you’re tall, it’s a little obscured by the steering wheel in the middle reaches of the rev range, even with the optional £4,622 bucket seats or standard-fit sports seats in their lowest position. 

Your eyes won’t notice that too much, however, because the way the GTS romps down the road requires all of your attention. Even in the freezing temperatures we tested in, the GTS’ straight-line traction was impressive. That’s thanks in part to this updated model getting slightly wider rear tyres (the front stay the same as before), plus the level of grip afforded by the Goodyear Eagle F1 and the 911’s advanced traction control system. If you need more traction, there is the option of an all-wheel-drive ‘4’ version of the coupe and Cabriolet GTS, but the Targa GTS only offered as a 4. 

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In any GTS you get the same Wet, Normal, Sport and Sport Plus driving modes as before, although they’ve been adjusted to cater for the new hybrid powertrain. The marginal tweaks in each mode work in conjunction with a well honed Dynamic Chassis Control system that now has to complement a standard-fit rear-wheel steer set-up. 

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The 911’s steering remains excellent, giving you an almost telepathic connection to the front wheels. As you gain confidence and cycle through to the sportier driving modes, you can even introduce slips of traction gradually. 

What we liked about the old GTS was that it sat perfectly in the 911 line-up, taking the compliant nature of the standard Carrera and garnishing it with ballistic pace. The latest GTS can still tackle the worst of Britain’s roads, and while its ride certainly sits on the firm side, the adaptive dampers do take the edge off imperfections in the tarmac. 

With the introduction of electrical assistance, the new GTS is PDK-only. However, it’s a tremendous ‘box and a great match for the GTS’ excellent new powertrain; the upshifts are crisp and during daily driving it’s well mannered, with the gearing spot-on. Our only minor gripe is that the manual paddle shifters are a slight reach from the steering wheel rim and a little small; the downchanges could be more urgent in Sport Plus mode, too. 

Model:Porsche 911 Carrera GTS
Price:£132,600
Powertrain:3.6-litre 6cyl turbo, 1x e-motor
Power/torque:534bhp/610Nm
Transmission:Eight-speed dual-clutch auto, all-wheel drive
0-62mph:3.0 seconds
Top speed:194mph
Economy/CO2:25.7mpg/244g/km
Size (L/W/H):4,553/1,852/1,301mm
On sale:Now
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Senior news reporter

A keen petrol-head, Alastair Crooks has a degree in journalism and worked as a car salesman for a variety of manufacturers before joining Auto Express in Spring 2019 as a Content Editor. Now, as our senior news reporter, his daily duties involve tracking down the latest news and writing reviews.

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