The 532-Horsepower Hybrid Porsche 911 GTS Is An Electrified Monster That Doesn’t Need A Wastegate – The Autopian

We knew this was coming. The 992.2 is here, and the new Porsche 911 GTS is going hybrid. Not only is it the first hybrid in the model’s lineage, it also features serious performance figures and properly intriguing engineering that ought to help ease some sports car diehards into the electrified age. Without further ado, let’s jump right into it.

Out back sits a 3.6-liter single-turbocharged flat-six making 478 horsepower and 420 lb.-ft. of torque on its own. That’s five more horsepower than the old GTS, but that’s not where Porsche’s stopping. It’s also added hybridization with a 1.9 kWh battery pack the size of a traditional 12-volt lead-acid battery and two electric motors — one in the mandatory eight-speed PDK dual-clutch automatic transmission, and one in the turbocharger to cut lag. Total output? A cool 532 horsepower and 449 lb.-ft. of torque, good for a claimed zero-to-60 mph time of 2.9 seconds.

Knowing Porsche, that number’s likely conservative, so it’ll be interesting to see what figures independent parties manage. Oh, and another cool thing — the electric motor inside the turbocharger also functions as a generator, providing up to 11 kW of power and eliminating the need for a wastegate. As for fuel economy, expect WLTP combined fuel consumption of between 21.4 and 22.4 mpg depending on spec. Not bad. Granted, there is a total curb weight gain of 103 pounds with the new 911 GTS, but that likely isn’t all down to the hybrid system.

For the 992.2 911 GTS, four-wheel-steering is now standard, along with 10mm wider 315-section rear tires and active aerodynamics. All of those things ought to add at least some weight, although Porsche has been cheeky and made the tiny rear seats zero-cost options on all trims, with the standard configuration being a two-seater.

Speaking of new equipment, fresh headlight options move the signal lights off of the bumper, which ought to flatter a few fried egg 996 owners. Matrix LED headlights join the options list, while new taillights adopt a tweaked full-width light signature. In 911 tradition, there’s nothing dramatic about the new car’s visual changes, so it’ll take a trained eye to spot the 992.2 in the wild.

On the inside, the twist-to-start knob is gone, replaced by a starter button to the left of the steering wheel. However, the big news is that the analog tachometer is also gone, as the new Porsche 911 gets a 12.6-inch all-digital instrument cluster. While a downgrade in tactility, there’s a chance it’ll let drivers actually see all five gauges at once, but we’ll have to slide behind the wheel to be sure. Add in deeper CarPlay integration and a cooled wireless smartphone charging compartment, and the new Porsche 911 should be easier to live with than ever.

Don’t need the pace of the GTS? Same. Well, for now, there’s the new Carrera, and it’s received a few upgrades. There’s still a twin-turbocharged three-liter flat-six under the decklid, but it now features the intercooler arrangement from the 911 Turbo and the turbochargers from the old 911 GTS. Total output climbs by nine horsepower to 388, the claimed zero-to-60 mph time drops by a tenth of a second, and the base price rises by a whopping $6,045 including freight. Also, Guards Red is now a $1,500 option, because everyone knows dentists can afford it.

At this time, Porsche hasn’t unveiled any other models in the new 911 range, although it’s not difficult to guess what’s coming. The Carrera S is inevitable, given the option of Carrera S wheels on the base Carrera, and it’s safe to count on a refreshed 992.2 Turbo, Turbo S, and GT3 at some point, although those last three models are all carryover cars for 2025. Given how Porsche launches cars, trims will be peeled back layer-by-layer, so expect to know a whole lot more about additional models come next year.

Will Porschephiles embrace hybridization? It’s possible, seeing as the brand already offers two electric vehicles and a litany of hybrids. For the GTS trim of the new Porsche 911, electrification was the logical next step for better filling the spread between the Carrera S and the Turbo, and it should offer plenty of punch. Is it the best thing for engagement? We’ll have to see. While new GTS drivers certainly won’t be rowing their own gears, the potential for a hybrid system to aid powertrain response is something worth being curious about. Expect it to roll into showrooms by the end of this year at a starting price of $166,895 including freight.

(Photo credits: Porsche)