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The Porsche 911 gets a hybrid powertrain for the first time ever which marks a new beginning for the world’s most iconic sports car.
“Change is a constant,” goes the cliché but in the automotive world change moves at warp speed especially in the manic transition to electrification. Yet, there is one car that has resolutely resisted change and stayed true to its essence for over six decades: the Porsche 911. The unwavering commitment to its core identity is the reason enthusiasts adore it, the reason for its phenomenal success and why it has become arguably the most iconic sportscar of all time.
However, the Porsche 911 in its long history, hasn’t escaped the odd radical change and each one was met with a mix of anticipation and apprehension. The shift from the distinctive air-cooled flat-six, a 911 hallmark, to liquid cooling with the 996 generation raised eyebrows among the purists as did the switch from hydraulic to electric power steering with the 991 gen model. But ultimately, the new tech was embraced and in fact went on to enhance the 911’s appeal.
And now, the 911 in its latest 992.2 iteration marks what Porsche insiders themselves admit as the biggest transformation ever with introduction of a hybrid powertrain. When the news broke that the 911 was going hybrid there was on outrage on social media that this legendary car would lose its soul. Has Porsche gone too far this time round? Or will the new 911 demonstrate once again that it can adapt and thrive in a rapidly-changing automotive world? That’s what we are here to find out at the Ascari circuit in southern Spain.
The latest 992.2 gen 911 includes the standard Carrera coupe, Carrera and Carrera 4 GTS coupe, the Targa 4 GTS and the GTS Cabrio. India will only get two variants, the standard 911 Carrera for Rs. 1.99 crore and the Carrera 4 GTS for a super steep Rs 2.75 crore, about the same price as the 992.1 GT3 that’s still on sale. Sadly, the Targa and Cabrio variants won’t be coming to India because of certain homologation issues.
The GTS variant which strikes a perfect balance and everyday useability has always been the sweet spot in Porsche’s range. Traditionally Porsche has always introduced GTS towards the end of the model lifecycle, but this time, it isn’t saving the best for last and for the first time, the 911 GTS is available at launch. And why not? Because it’s only the GTS that comes with the ground-breaking hybrid powertrain, which has ushered in a new era for Porsche.
Porsche 911 Carrera GTS hybrid motor, engine
The heart of the new 911 GTS T-Hybrid (T for turbo) is an all-new 3.6 litre flat-six boosted with a single electric turbo to produce 485hp. It’s complemented with a compact electric motor that produces 56hp and is mounted to the end of the eight-speed PDK gearbox that produces 56hp to give a total power output of 541hp and 610Nm of torque. The PDK mounted electric motor is powered by a compact 1.9 kWh battery which is about the same size as your regular 12V battery, sitting up in the front without encroach on the 911’s all-important boot space. The motor in the electric turbo spools up the turbo instantly and effectively kills turbo lag.
The 400V electrical system runs all the ancillary stuff like the aircon, the electrics and has eliminated the need for power sapping belt drives. That’s made the engine more compact too and 110m shorter which leaves space on top to place some of the electrical hardware like the pulse inverter and DC converter.
Other than the vertical grille slats, this T-Hybrid sticker differentiates the GTS from the standard 911.
The GTS hybrid system is quite unique because unlike the current crop of supercar plug-in hybrids like the Lamborghini Revuelto or Mclaren Artura, there’s no electric-only driving. In fact, there’s no talk of efficiency or lower CO2. The whole idea behind Porsche’s hybrid system is to maxmise performance with a minimal weight gain. The new GTS hybrid weighs 1595kg just 50kg more than the previous 992.1 911 GTS which wasn’t a hybrid. In fact, Porsche had a target to keep the weight under 1,600kg which it has achieved.
Porsche 911 Carrera GTS design, styling
For all the revolutionary tech under the skin, styling changes to the 992.2 are minimal and of course they would be. After eight generations, the 911 still stays true to the sports car’s original design and compared to the 992.1 the changes are subtle. 992.2 gets new bumpers, front and rear lights with all the lighting functions including the turn indicators integrated into headlights. This makes the nose look cleaner and uncluttered. The 992.2 comes with massive air intakes in the front and the T-Hybrid gets very distinctive looking five vertical slats for each intake which open and shut like venetian blinds. These movable slats open for more cooling and shut tight when extra cooling is not required or in the rain to divert water from the brakes. Like it or not, the vertical slats distinguishes the GTS from the standard 911 Carrera and you really don’t need to opt for the ‘T-Hybrid’ sticker on the door even though its a no-cost option (for India).
The GTS’ exhaust tips are placed closer together than on the standard 911.
At the back there’s a big difference between the 911 Carrera and GTS too with the latter having twin exhaust pipes stacked much closer together.
Porsche 911 Carrera GTS interiors, cabin
Possibly a more radical change than the hybrid tech is the instrument cluster in the 992.2 which for the first time in a 911 has gone all-digital. The large analogue tachometer which took pride of place in the centre for six decades, is now gone. Loyalists are bound to be dismayed as the tacho was more than just a gauge but a symbol of the 911’s racing heritage and mechanical purity. The truth is hard-core 911 fans are a small tribe and Porsche has to appeal to a wider, younger and richer audience in the U.S. and China who want the latest tech.
The all-digital instrument cluster on the 992.2 may have purists in an uproar.
And to be honest, the digital display gives a lot more flexibility and can be configured any way you want. You can rotate the rev counter so the redline is at 12 o’clock, switch to the classic five dial view or replace all the dials with giant navigation map. The infotainment system is the same as you get in the Cayenne or Panamera and geeks will love the screen showing exactly the stats of the hybrid powertrain.
The cabin otherwise is just as before, completely driver centric and purposeful with key functions like the drive modes, aircon, audio and damper settings left as hard buttons. But, the stop / start key has gone and is also replaced by a button.
Another huge break from traditions is the deletion of the rear seats. The 2+2 seating configuration was a defining characteristic of the 911 and now the 992.2 is just a two-seater. But fret not, the kids seats can be fitted back as a no cost option and frankly I suspect they were removed to achieve Porsche’s sub 1,600kg weight target.
Porsche 911 Carrera GTS ride and handling
The Ascari circuit nestled in the hills of Southern Spain offers a smorgasbord of challenging corners, elevation changes, and long straights, making it an ideal location for testing the new 992.2. The circuit’s 5.4-kilometer layout is meticulously designed to replicate some of the most famous corners from racetracks around the world, providing a diverse and exhilarating driving experience.
Exiting the pit-lane there’s a kink and a short straight to the first left-hander but that’s enough to instantly discover what a different animal the 911 GTS T-Hybrid GTS is. There’s an almost EV like thrust off the line, the response is immediate and slams into your seat. What’s amazing is that at any throttle position, a tiny flex of your right foot gives an instantaneous reaction. There is absolutely zero turbo lag and in fact, the T-Hybrid has a sharper throttle response than any naturally aspirated Porsche.
The 911 GTS has a sharper throttle response than any naturally aspirated Porsche.
Through the corners, you can precisely meter your throttle inputs, coming on and off the power with surgical precision. Down the straights, the engine pulls in an incredibly linear way. There’s no build up of power as you wind the engine, but just one uniform shove all the way to the 7,500rpm redline. What’s truly astonishing is how the GTS pulls fast and hard from as little as 2,000rpm with no let up till you hit the rev limiter.
By supercar standards, the GTS isn’t that powerful. 541hp honestly isn’t much but the GTS feels like a rocket and much, much faster than Porsche’s claimed 0-100kph time of 3 seconds. It’s beyond 200kph that the GTS could lose ground to more powerful supercars, but here on this twisty 5.4km track where the max I could hit was a smidgen below 200 clicks, the GTS is top dog, that is until the next-gen GT3s expected next year, come along!
The GTS feels faster than its 3-second 0-100kph time suggests.
The handling, too, is on another level. While all 911 GT cars are known for their sharp handling, the new GTS is like a scalpel, ready to dance on a knife edge. It’s got a deliciously pointy front end thanks to a faster steering rack with zero slack around the straight ahead position. The rear wheel steering makes it the GTS so agile, you can just dive into corners and flick from apex to apex like a switch blade.
Grip is absolutely phenomenal, and the characteristic front-end lift under power in a 911 is well-contained thanks to various suspension and kinematic tweaks. Like all 911s the rear is absolutely rivetted to the ground, more so with the GTS which has fatter 315mm tyres at the back.
And if you were worried that hybridisation would dull the flat-six’s aural drama, you’ll be delighted with the T-hybrid’s spine-tingling sound. It doesn’t have the throaty roar of a turbo or the wail of a naturally aspirated motor but has a delightfully loud, high-pitched at high revs mixed with a bit of electrical whine. It sounds different from any other 911 and for reference much better than the standard three-litre, 394hp twin turbo 911 Carrera which is muted in comparison. It’s slower too by around 9 seconds on the Nurburging and here on the Ascari track when I drove it briefly I was struggling to keep up with GTSs in the pack. The standard Carrera’s steel disc brakes felt inadequate and couldn’t compare to the sharp bite and phenomenal stopping power of the ceramic brakes which come standard on the GTS.
The GTS gets carbon ceramic brakes as standard, which provide phenomenal stopping power.
Away from the Ascari circuit and into the surrounding hills, I jump into the 911 GTS Cabrio which continued to astound. Even the convertible feels like a precision tool, responding instantly to the tiniest of steering inputs whilst blasting through countryside Grip is mind blowing and even more mind numbing is the ride quality. I was amazed at how well the GTS would round of sharp edges without compromising comfort. If there is a fault it’s that the latest 911 which has grown fatter and wider with every successive generation felt a touch too big on these narrow and twisty roads.
Porsche 911 Carrera GTS price, verdict
I can confidently say that any fears of the 911 losing its essence with hybrid power are unfounded. On the contrary, the T-Hybrid has not only preserved but elevated the 911’s character to deliver that same engaging and visceral driving experience at a whole new level. Porsche has redefined the concept of hybrids and in the process redefined the iconic 911 too. 911 purists can breathe a sigh of relief and go ahead and blindly sign that cheque.
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