Porsche 911 GTS Hybrid 2025 review

Hybrid was once a dirty word to car enthusiasts. The Toyota Prius was once kryptonite to burbling V8s and shrieking ’sixes but now, in 2025, all of that has changed.

Trust Porsche to come along with the answer to the hybrid question that promises to placate emissions regulators (just) without getting in the way of driving pleasure.

In fact, the 2025 Porsche 911 Carrera GTS with its T-Hybrid system boosts appeal, taking the old GTS formula and adding a dollop of overly-accessible grunt, transforming the mid-spec Carrera from sharp sports car to almost a genuine handful — in the best way.

Partially it’s because the hybrid system is unique, adding just 50kg to the 992 which gets a bored and stroked version of the previous car’s 3.0-litre flat six, now displacing 3.6 litres and moving to a single turbo.

We spend a week behind the wheel in a Shade Green metallic ($7870) example if the hybrid system really does make this a better 911.

What are the 911 GTS’s features and options for the price?

The new 911 GTS T-Hybrid starts at $380,100, and you’re getting 45kW and 80Nm torque more than an S, along with distinctive visual changes.

In 992.2 form, the Carrera GTS is more differentiated than ever before with a bespoke front end design featuring vertical vents and a jutting splitter. It’s also a lot dearer than the model it replaces, $39,600 to be exact.

Hardware upgrades include standard rear axle steering, PASM adaptive dampers and 10mm lower ride height along with active electro-hydraulic anti-roll system (PDCC).

You can pick coupe, convertible and all-wheel-drive versions of the GTS, though the rear-drive we have on test is arguably the purest, even if manual is no longer an option.

Standard equipment includes LED head and tail lights, dual-zone climate control, four-way power seats, keyless entry, Race-Tex synthetic suede steering wheel and trim, 12.6-inch digital driver’s display, 10.9-inch touchscreen, wireless smartphone mirroring, two USB-C ports, and a 360-degree camera.

The options list is, expectedly, lengthy for the GTS and ours was loaded up with $51,600 worth of extras for a total before on-road costs price of $431,700. A few are listed below.

Our Porsche 911 GTS is equipped with the following features:

• Side Porsche logo decals ($880)
• Exterior colour mirror bases ($1120)
• Exterior colour slat inlays on rear ($1220)
• Porsche LED courtesy lights ($300)
• Exclusive Design fuel filler ($280)
• Porsche Design subsecond clock ($2110)
• Black brake calipers ($1720)
• Exclusive design tail lights ($370)
• Porsche Crests on headrests ($500)
• Bespoke vehicle keys painted with case ($1550)
• Door sill guards in brushed Aluminium in Black ($1500)
• Model logo on storage compartment lid ($500)
• Night View Assist ($5370)

How does the 911 GTS drive?

Importantly, you wouldn’t know the ‘992.2’ Carrera GTS was a hybrid if no one told you. The 911 GTS doesn’t creep around in electric-only mode making some dorky pedestrian-warning chime, it just has longer start-stop cycles than your average 911.

This is because Porsche’s take on a hybrid is vastly different to something like a Toyota RAV4. The super compact 1.9kWh battery is about the size of a regular starter battery, says Porsche, and powers two electric motors. It doesn’t need to be plugged in like you must a McLaren Artura or Ferrari 296 GTB, either.

One of the motors is integrated into the eight-speed PDK dual-clutch automatic and can directly add 40kW/150Nm to the drive. The other is the real brainwave. Mounted in the turbocharger, it spins the compressor wheel to cut throttle lag, and means there’s no wastegate needed.

That’s also how Porsche shed the second, smaller turbo in the new GTS which adopts the larger of the two turbos from the previous 911 Turbo. As mentioned, the flat six’s displacement grows to 3.6 litres as well, with larger 97mm bore and longer 81mm stroke.

With just a 50kg weight penalty over the old GTS, no belts sucking power to run the air conditioning and 45kW power boost (to 398kW and 610Nm), the new car gets from 0-100km/h in a claimed 3.3 seconds, or 3.0sec in AWD guise before going onto a 312km/h top speed.

In a world where an electric family sedan such as a Tesla Model 3 Performance can get to 100km/h just as quickly (3.1s), it’s the way the 911 GTS surges with every gear change that’s impressive.

Performance is not difficult at low speeds though, because the GTS is ferocious even below 2000rpm. Before the 325mm-wide Pirelli rear tyres have any heat, you’ll notice the traction control light flickering busily around town on light throttle.

It may be a new hybrid, tech-packed Porsche yet the Carrera GTS channels the spikiness of old, rear-drive 911 Turbos. This is a 911 that demands respect.

Of course, there’s plenty of safety net to lean on in the latest 911, which has the simplest and most satisfying drive mode selection. There’s a dial on the wheel with hard buttons so you can easily soften or firm up the dampers, engage or disengage standard sports exhaust, ‘M’ buttons behind the auto shifter to lock it into manual mode with cool, tactile metal paddles.

Not that you really need to as Porsche’s PDK logic is the best in the business. Kick the throttle like you would to blip a manual for a downshift and it jumps to the lowest logical gear, poised for an overtake.

And shifts are at their most savage in the 911 GTS, the e-motor and compressor providing instant snap on every upchange, forcing the horizon to blur as you keep the loud pedal pinned. If you need more again, there’s a red boost button that is simply excessive on the road.

With all the performance and poise, there’s a chance the 911 GTS might feel unsatisfying at the speed limit on a country road, but it’s simply not the case. Honest, hefty and uncorrupted electric power steering delivers satisfaction at all speeds.

Because the GTS’s powertrain is a bit of an animal, and it’s fitted with Porsche’s tricky PTV Plus rear diff (an active, electronically controlled clutch pack item) it brings the rear end into play on the power. It’s almost spooky how rear-led the GTS experience is, and the immaculate ESC programming gives you plenty of rope to play with before stepping in.

Building confidence, the GTS encourages you to carry brake pressure into corners, weighing up the nose. Its stupendously powerful stoppers are anchored by a progressive pedal that requires a confident shove to get the best out of them.

You lose a little of the 911’s inherent, rear-engine balance feel because the systems work so brilliantly to flatten and control the platform. The Carrera T has a more traditional 911 feel, if that’s your jam.

Smearing the rubber on the way out of corners will never not be addictive, though, and the GTS makes that feel like child’s play.

If there are complaints, they broadly line up with the rest of the 992.2 range: elevated road noise (worse than we remember in 991s). Then there’s the firm ride, and the GTS does suffer from this more than lower trims, with some added slappiness, perhaps from the racy wheel and tyre package.

The 911 GTS remains eminently usable everyday with superb visibility — better than most SUVs — from the generous glasshouse and a low-set, comfortable driving position. Adding some greater breadth, our car came with the splitter-saving lifting front axle ($4950) and nerve-easing active lane keeping and adaptive cruise control.

The 911 Turbo may still be faster, but you’d have to do some serious mental acrobatics to justify one over the excellent new GTS.

What is the 911 GTS interior and tech like?

Simplicity, combined with technology, and just enough storage for what you need. The latest ‘992.2’ generation is the furthest removed from the original 911 recipe yet doesn’t feel alien.

The crisp 12.6-inch curved digital driver’s display does a bang-up job of the classic Porsche five-dial set-up yet gives you the freedom to show a full-screen map. The central 10.9-inch touchscreen has a logical layout with fuss-free wireless phone mirroring.

Our car featured comfortable 14-way adjustable sports seats ($3060) upholstered in supple Dark Night Blue and Crayon two-tone leather (a mere $1250). Heating is standard, but ventilation is a $2220 option.

With extended leather on the dash top and bottoms of the doors all stitched beautifully and a pleasant scent within, the 911 GTS does a good job of justifying its hefty asking price.

It’s worthwhile opting for the upgraded Burmester sound system ($6700), which is stronger and clearer than the standard-fit Bose item. Adding some light and even more airiness is a tilt/slide glass sunroof, for $4720.

Storage matches what you should be carrying in a 911, with a felt-lined side pocket perfect for keys, just enough space under the yielding armrest for the wireless smartphone charger, and two cup holders.

The back plus-two seats remain tiny with a pronounced central hump. Row two is really only for children, or an area for storing larger items.

For two people, it’s a remarkably practical vehicle, able to fit the tray of fruit and veg from a fortnightly shop on the rear parcel shelf. The ‘frunk’ is remarkably deep, too, so you really can use the 911 everyday.

Is the 911 GTS a safe car?

As the 911 is a niche, performance car, it has not been rated by independent safety testing bodies such as ANCAP or Euro NCAP.

Technology required for Australian standards, including auto emergency braking (AEB) and a tyre repair kit, is present. There’s also a crisp 360-degree camera.

Adaptive cruise control is a no-cost option, though you’ll need to pay extra for active lane keeping — Porsche’s lane-centring tech.

There’s no doubting the 911 Carrera GTS’s passive safety credentials, with stunning brakes, excellent road-holding and plenty of grunt to get you out of all manner of trouble.

What are the 911 GTS’s ownership costs?

You think hybrid, you think improved economy. Not so in the 911 Carrera GTS, where the rated combined consumption climbs from 10.1L/100km to 10.7L/100km in the new car. We saw 11.2L/100km average in our GTS, which is acceptable for so much grunt.

The biggest problem with buying a 911 is that the warranty runs out after three years, which is a shame because you’ll probably want to hold onto it for a lot longer.

Dealers allow you to extend the warranty, at a cost, for up to 15 years in 12, 24 for 48 month increments.

Servicing is due annually or every 15,000km, whichever comes first.

The honest verdict on the 911 GTS

There was always a danger of getting the 911 hybrid wrong and making an anodyne, emissions-strangled sports car.

But this is Porsche — the company that’s barely put a foot wrong in the last two decades. The 911 GTS is a joy, it has a distinct personality. Not a cut-price GT3 or an affordable Turbo, it treads a (very fast) path all of its own.

Still extremely expensive and with elevated road noise, the GTS manages to overcome those small criticisms with outright excellence. It really makes you wonder whether the Turbo still needs to exist. The Porsche 911’s future remains bright indeed.