To many enthusiasts, the Porsche 911 has stood as the last bastion against the electrification of sports cars. So, it will come as a shock for the new 911 GTS now marks a significant turning point for the iconic model, for it is now (gasp!) powered by a hybrid powertrain.
Yes, the introduction of the eighth-generation 992.2 911 Carrera GTS comes with a new designation: T-Hybrid. It is also the harbinger of the future of hybridised 911s, as the era of mandatory electrification reaches the sports car segment.
This latest iteration of the 911 is far from a mere facelift, for it also brings with it substantial mechanical upgrades. Among the most notable visual changes is the redesigned front end. The new LED headlamps, boasting 32,000 pixels, now integrate both turn signal and daytime running lights.
Beneath these are a row of active airflow control vanes, which are designed to either reduce drag or direct cooler air to the engine and brakes as required.
At the rear, the changes are less contentious and arguably present the best view of the new 911. The GTS variant gets an active rear aero system, and the twin tailpipes have been re-positioned toward the centre, perhaps hinting at a more GT3-like driving experience.
Beneath the 911 GTS’ shapely rear end is a new powertrain that’s hybridised and more powerful.
A NEW, MORE POWERFUL HEART
The 911 Carrera GTS T-Hybrid is equipped with a 3.6-litre flat-6 engine and a single, large turbocharger. While this might sound odd or even counterproductive, Porsche engineers have made it electrically assisted. Thus, an electric motor drives the turbocharger, enabling it to instantaneously spool up to remove turbo lag.
Another advantage is that the larger turbo does the duty of two smaller ones, so the packaging the engine is easier, especially given the tight confines of the 911’s engine bay.
Interestingly, the turbo’s electric motor also acts as a generator, capable of extracting up to 11kW (15hp) of energy from the excess exhaust gases. This energy is stored in a 27kg, 400V 1.9kWh battery, which sits where the standard 12V battery was. A smaller 7kg 12V lithium-ion battery hidden at the back powers the car’s electrical systems.
Additionally, the 1.9kWh battery can be charged by the hybrid motor which is positioned between the 8-speed PDK (dual-clutch) transmission and the 3.6-litre engine. In all, the system delivers a total output of 534hp (541PS), with 53hp from the 400V electric motor.
And since this motor also doubles as a starter, stop-start function is also instantaneous.
Remarkably, the electrified 911 GTS only weighs in at 1595kg or 50kg heftier than its predecessor, which is a testament to Porsche’s engineering prowess.
In rear-wheel-drive form, like the car tested here, the 911 GTS sprints from rest to 100km/h in 3 seconds, a remarkable 0.3 of a second quicker than before. Top speed is 312km/h – 1km/h faster.
What’s even more impressive is that the 911 GTS laps the Nordschleife in 7 minutes and 16.9 seconds – 8.7 seconds faster than the previous model. That is serious performance.
ELECTRIFIED PERFORMANCE
Though these figures elicit wows, they don’t fully capture the transformation in engine behaviour under part-throttle load. Without turbo lag, the turbocharger’s ability to rapidly spool up allows the engine to deliver a sharp and linear response to the driver’s right foot.
Gone is the elastic delivery that detracted from the driving experience; instead, the GTS offers a level of responsiveness that rekindles the joy of driving.
Even with the clever e-turbo and hybrid engine, it is surprising to note that the fuel consumption and CO2 numbers are not too different from the conventional 3-litre flat-6. The hybrid set-up is obviously meant for high performance, rather than saving fuel.
This explains why the 911 Carrera GTS’s efficiency traits are virtually undetectable. There is no EV mode, and without being informed, you wouldn’t even think the car had hybrid technology. The Carrera GTS just feels like a muscular, finely-tuned sports car with an attitude.
Was this hybrid complexity even necessary, given how excellent the PDK transmission is? We have grown used to minor turbo lag, but completely eliminating it opens up new possibilities for future performance enhancements.
At present, the 911 Carrera GTS already outguns the 911 GT3, which has a motorsport-derived engine. It sets such a high benchmark that it seems nearly impossible to surpass. Yet on paper that’s what the GTS does with its 534hp, which overshadows the 503hp produced by the GT3.
The motorsport-derived GT3, though, remains special and only a fool would dismiss it as a lesser car than the GTS. For the record, the GT3 still laps the Nordschleife in 6 minutes and 55 seconds – more than 20 seconds quicker than the GTS, thus maintaining its legendary status.
Carbon-ceramic brakes can be specified, but they are a costly option.
HANDLING MATTERS
The 911 GTS has exemplary chassis behaviour, offering a connection to the road that is precise and reassuring at any speed. At the same time, it does not sacrifice ride comfort, thanks to the superb electro-hydraulic Porsche Dynamic Chassis Control (PDCC) system.
Combined with rear-axle-steering, the 911 GTS delivers track-like precision handling and agility without the need for stiff static spring rates that would otherwise compromise ride quality.
During the first hour of driving, Normal mode proved more than adequate, offering a balance between comfort and performance. However, it wasn’t long before I switched to Sport and Sport Plus modes via the steering wheel selector.
Despite prior experience with PDCC, I was still impressed by how little the ride is compromised in Sport mode.
The real rewards in chassis dynamics only become apparent, though, when pushing past seven-tenths, where the lack of body roll presents a new level of control and precision that is deeply satisfying for the enthusiast driver. On our less-than-perfect roads, however, the chassis may face a harsher challenge.
Sport Plus mode intensifies all settings, particularly the exhaust note. It also keeps the turbo always-on for zero lag. While it may not rival the spine-tingling sound of the GT3 engine, the GTS’s exhaust delivers newfound if augmented, auditory pleasure, especially as it approaches its 7500rpm redline.
While Sport-Plus mode is best reserved for track days, Sport or Normal mode is more than sufficient for spirited or daily driving.
Many turbocharged engines boast about delivering huge torque at low rpm, but they often fail to mention the delay before it arrives. In the GTS, around 500Nm is immediately available from just 1500rpm, with the full 610Nm arriving by 2000rpm, mimicking the power delivery of an NA engine with double the displacement.
To reveal the GTS’s capabilities below 2000rpm, one must manually select gears, as the PDK is so adept at downshifting that it rarely drops out of the powerband. Even during overtaking, the electric motor’s 150Nm of torque instantly and seamlessly fills any gaps in the power curve until the turbocharged engine takes over.
Getting this power to the road are a pair of massive, 315/30 ZR21 Goodyear F1 Supercar 3R tyres in the rear and 245/35 ZR20 tyres in front. The rear tyres are similar in size to the ones the GT3 wears while the front tyres are 10mm narrower.
SOME SACRIFICES
The 911 GTS has many new additions, but Porsche has also taken something away: The beloved analogue rev counter has been replaced by a digital display.
While this change might disappoint purists, it is a sign of the times, as manufacturers increasingly adopt digital interfaces. The new digital display offers greater flexibility, with a more versatile GUI and the ability to showcase more information.
For those who hoped the GTS might be a more affordable alternative to the GT3, it is clear that Porsche has carefully positioned the GTS to be its own distinct entity, leaving the GT3’s exclusivity intact.
All that said, the 911 GTS is the best Carrera model to date, closing the gap to the GT3 and indeed the 911 Turbo. That also makes it the current sweet spot of the 911 lineup.
Porsche 911 Carrera GTS T-Hybrid
ENGINE 3591cc, 24-valves, flat-6, turbocharged, hybrid
MAX POWER 534hp (541PS) at 7500rpm
MAX TORQUE 610Nm at 2000rpm
POWER TO WEIGHT 335hp per tonne
GEARBOX 8-speed dual-clutch with manual select
0-100KM/H 3 seconds
TOP SPEED 312km/h
BATTERY CAPACITY 1.9kWh
CONSUMPTION 9.1kmL – 9.5km/L
PRICE EXCL. COE From $740,888 before options
AGENT Porsche Singapore
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