Porsche has significantly updated the 911 Carrera, the latest generation of the sports car in GTS trim being the first road-legal 911 to feature a lightweight, performance-focused hybrid powertrain.

In the rear, the GTS’ T-Hybrid features a new 3.6-L flat-six ICE (internal combustion engine) with an electric turbocharger mated to a PDK transmission with an integrated electric motor. In the front is a compact high-voltage battery. The new GTS Coupe accelerates from 0 to 60 mph (0 to 97 km/h) in 2.9 s—0.3 s quicker than before—and has a top track speed of 194 mph (312 km/h).

The standard Carrera has also been enhanced and will be available at launch powered by an updated, more powerful version of the 3.0-L twin-turbo boxer engine that is more powerful. In addition to their more powerful engines, the new 911 models feature new design, improved aerodynamics, new colors, a fresh interior, enhanced standard equipment, and more extensive connectivity.

Performance hybrid ‘inspired by motorsport’

For the T-Hybrid system, Porsche says that the GTS relies on expertise developed in racing.

“We developed and tested various ideas and approaches to decide on a hybrid system that optimally suits the 911,” said Frank Moser, Vice-President, of 911 and 718 Model Lines. “The result is a unique powertrain that is well integrated into the overall concept and enhances the performance significantly.”

Hybridization typically comes with much additional powertrain weight, but careful design kept that in check for the GTS.

“It’s a very special hybrid,” said Moser. “We wanted a solution that enhances performance while keeping the weight down—all while changing the architecture as little as possible so we can stay true to the character of the 911.”

With the new powertrain, the new GTS outperforms its predecessor especially when accelerating from a standstill. The performance-focused hybrid achieves greater performance without the weight increase typically associated with hybrid systems.

The new ICE alone develops 357 kW (478 hp) and 420 lb·ft (569 N·m), and the hybrid-boosted total system power is 398 kW (534 hp) and 449 lb·ft (610 N·m). Peak power increases by 45 kW (60 hp) compared to the previous GTS.

The car weighs just 1595 kg (3516 lb), with the U.S. increase for the new GTS Coupe only 103 lb (46 kg).

 

Turbocharger ‘magic’

The ICE’s increased displacement by 0.6 L is arrived at by a 97-mm bore and 81-mm stroke. The engine features the VarioCam camshaft adjustment system and a valve control using roller-rocker arms to retain the ideal combination of fuel and air (Lambda = 1) over the full engine speed range.

The electric motor in the turbocharger “makes it magic,” according to Moser.

“The essential innovation is the electric turbocharger on the flat-six engine,” confirmed Thomas Brandl, the Manager for Engine Calibration of the 911. “It can do two different things. It delivers compressed air immediately to the engine to reduce the turbo lag to a minimum, and second, it recovers heat energy out of the excess gas to add even more power to the drivetrain.”

This is all done automatically, with the system reacting to the driver’s throttle and brake actuation.

“You can visualize it like a puzzle, with the flat-six engine and the electric turbocharger, e-motor in the PDK, and high-performance battery in the front,” continued Brandl. “When the control units put the pieces together, what you get is a very exciting drive.”

The electric motor between the turbocharger’s compressor and turbine wheels can develop up to 11 kW from the exhaust gas stream. The wastegate-less single unit replaces two turbochargers previously used on the GTS while improving throttle response and performance.

“When you need more power, the system reacts within split seconds, giving you more boost and a torque fill up to 150 N·m for a faster and better acceleration,” he said. “Of course, we can do mechanical recuperation when the car is slowing down or braking.”

Not surprisingly, his favorite feature is the high-performance boost “when you use the turbocharger to release extra energy running on full throttle or [for] top speed. Even in this operating state, the turbocharger can recover energy to put it on the e-motor and, if necessary, the battery joins in to put even more energy in, releasing all the 541 [metric] horses.”

The strengthened, eight-speed, dual-clutch PDK transmission’s integrated permanently excited synchronous motor supplements the engine power at idle with up to 110 lb·ft (150 N·m) and 40 kW (54 hp).

Energy for the turbocharger and motor is stored in a light and compact high-voltage battery of a size and weight comparable to a conventional 12-V AGM starter battery. The 1.9-kW·h energy (gross) unit operates at 400 V and is under the front hood where the previous 12-V battery was located. To optimize weight distribution, the lightweight lithium-ion 12-V battery is relocated behind the parcel shelf in the rear.

The high-voltage system enables the air conditioning compressor to be powered electrically, so the belt drive is eliminated, providing room above ICE to house the hybrid pulse inverter and DC-DC converter.

 

Refreshed exterior design with active aerodynamics

Being the icon of the brand, developers of a new 911 face a huge redesign challenge “because we need to bridge the gap between shaping the future of the 911 and maintaining as much as possible of the unique DNA,” said Moser.

Much of the new 911’s exterior design update focuses on optimizing aerodynamics and new model-specific front fascia.

“Overall, on the front end, we are going for a more modern and cleaner look,” said Moser, the main highlight being new headlights. “For the first time with one of our two sports cars you can choose the HD-Matrix headlights with 32,000 individually controlled LEDs.”

All front light functions are integrated into the headlights, allowing for larger air intakes in the front fascia.

The GTS features active aerodynamics. On the front, each side of the fascia incorporates five visible active-cooling air flaps and a nonvisible bypass flap. Adaptive front diffusers in the underbody work with the flaps to direct the airflow. When little power is needed, closed air flaps optimize vehicle aerodynamics. For higher engine power levels, for example on the track, they funnel more air to the radiators.

Assistance system sensors are integrated into a high-gloss area below the front license plate mount.

On the rear, all 911s get a light band with “PORSCHE” lettering meant to enhance the impression of a wider, lower car stance. A new rear decklid grille with five strakes per side forms with the rear window and flows into the automatically extending, variable rear spoiler. The rear license plate is mounted higher than before, and the rear fascia is simplified. Model-specific exhaust systems integrate into the pronounced diffusor fins. GTS models are equipped with a specific sport exhaust system as standard.

For the GTS’ revised suspension, rear-axle steering is standard for the first time, having a focus on optimized high-speed vehicle stability and low-speed turning circles. The optional Porsche Dynamic Chassis Control (PDCC) roll-stabilization system is integrated into the high-voltage system, allowing for the use of electrohydraulic control for more flexibility and precision. A standard sport suspension has adaptive dampers and a ride height reduction of 10 mm (0.4 in) compared to the standard Carrera. The wheels have the typical GTS central locking system.

 

Digital cockpit and expanded connectivity

Inside, the traditional 911 design DNA is paired with modern technology, with the Porsche Driver Experience said to offer an intuitive and quick operation of driver-centered key functions.

Important functions are placed directly on or next to the steering wheel. This includes the standard drive-mode switch, the updated control stalk to operate assistance systems, and—for the first time in a 911—a start button, placed to the left of the steering wheel.

The compartment in the center console offers a cooled storage space for smartphones with an inductive phone charging area.

For the first time, the 911 features a fully digital instrument cluster. The 12.6-in curved display can be extensively customized depending on the driver’s preferences. It offers up to seven different designs including a classic five-dial design with a centrally positioned tachometer that has been a hallmark of the 911.

Porsche Communication Management (PCM) infotainment operation is through the high-resolution 10.9-in central display, with optimized customization of drive modes, operation of assistance systems, and new connectivity functions. A QR code is said to make logging in using the Porsche ID easier.

Apple CarPlay is integrated more deeply, information can be displayed in the instrument cluster, and the Apple ecosystem is more prominent with the voice assistant Siri. For the first time, video streaming is offered (while the car is parked), and apps such as Spotify and Apple Music can be used as native apps in the PCM without connecting to a smartphone.

GTS by end of 2024

In the U.S., the 2025 GTS is available as a rear- or all-wheel drive model in Coupe or Cabriolet form and as a Targa variant with all-wheel drive. Deliveries are expected at the end of 2024. The designs of the current 911 Turbo, Turbo S, and GT3 RS models will carry over for the 2025 model year. The 2025 Porsche 911 MSRP ranges from the Carrera’s $120,100 to the GT3 RS’ $241,300.