Porsche’s (P911.DE) first electrified 911 is here, but it comes at a time of great concern for the iconic German brand.
The 911 Carrera GTS T-Hybrid uses an innovative hybrid system that’s much different from the hybrid approach used for the brand’s non-sports cars, such as the Cayenne SUV or Panamera sedan.
The T-Hybrid setup is more about performance than efficiency. Porsche realized its 911 customers would only switch to the T-Hybrid system if it significantly improved performance and maintained the exhaust note that only a flat-six-cylinder engine can produce.
The Porsche 911 Carrera GTS Cabriolet T-Hybrid. (Porsche) ·Porsche
In this case, an electric motor attached to the turbocharger (eTurbo, as Porsche calls it) spools the turbos at an immense speed almost immediately, vastly reducing “turbo lag,” meaning power comes on much sooner. The eTurbo’s rotation can also generate power to feed back into the 1.9 kWh high-displacement battery.
A second, more traditional motor is attached to the 911’s PDK 8-speed transmission, providing instant torque to the drivetrain when needed. This motor can also send power back to the battery during braking and coasting. It also serves as the car’s starter and alternator, thus saving weight.
The Porsche 911 Carrera GTS T-Hybrid drivetrain (rear in forefront). (Porsche) ·Porsche
Total combined power from the system is a robust 533 hp and 450 lb-ft of torque, with the hybrid system producing 53 hp and 110 lb-ft of torque almost immediately and a lightning-quick sub-3-second 0-60 mph time.
Porsche says the system gives the GTS EPA mileage of 17 mpg city and 23 mpg highway (19 mpg combined), which is pretty good for a sports car. The base Carrera without the T-hybrid gets 18, 25, and 21 mpg combined, though it has much less power.
The Porsche 911 Carrera GTS T-Hybrid interior. (Porsche) ·Porsche
But the big question: Does it drive like a 911 with its rear motor hanging over the rear axle characteristics? The short answer is a resounding yes, to an unnerving degree.
Porsche invited me to drive the car at the Porsche Experience Center (PEC) and test track in Los Angeles. There, an instructor allowed me to push the car to its limits on both straightaways, an autocross handling area, and its 1.3-mile handling circuit.
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On the PEC acceleration straight, doing a launch control start still spun the rear wheels some, with the car leaping off the line in frenzy and the flat-six roaring behind me. I like speed, but this was scary.
Taking the autocross section next meant tight handling, tight turns, and braking in a small box. The T-Hybrid made me want to push harder and harder to get across quicker, with the rear-wheel steering on offer making the vehicle seem smaller.
The handling circuit is where we put the car all together, pushing the car to 7 or 8 tenths, as they say (10 tenths being reserved for the pros). The car charged through the straight with no discernible drops in power during upshifts — the strength of the hybrid system. It not only provides immediate thrust off the line but also smooths out any drops in power.
The Porsche 911 Carrera GTS Cabriolet T-Hybrid. (Porsche) ·Porsche
The electric motor spooling up the turbos meant boost was always present, and the engine felt like it was always in its power band. With that amount of power on tap, the 1.3-mile course felt small. This being a 911, the car carved through both small and long curves, though the dynamics of the car’s rearward weight bias meant being thoughtful about how I approached the corner, braked, and accelerated out without destabilizing the car.
It’s a rewarding experience. But some niggles.
The T-Hybrid system means no manual transmission, which is a downer for the 911 faithful. The car also defaults to “auto start-stop” on, which means every time you stop the car while driving, the engine shuts off. It’s a bit jarring when it kicks back on, and it kind of makes you wonder if the car is on when it’s off. A lot of vehicles have this issue, but I will say it’s a bit jarring in T-Hybrid. Fortunately, you can turn it off, but it must be done every time you start the car.
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There’s also no pure electric driving. The small battery is only meant for performance. It’s not meant to be a Prius, but even the Chevrolet Corvette E-Ray, with a similar battery size, allows for a small amount of electric driving, such as in a parking garage or similar situation.
That aside, this is the best, most technically advanced 911 that exists today, and it’s a hybrid. That’s pretty cool and gives an owner some bragging rights for owning the first T-hybrid ever.
It will cost you, however. The 911 GTS T-Hybrid starts at $169,800, with our test vehicle in Cabriolet form hitting $194,665 with options.
The Porsche 911 Carrera GTS Cabriolet T-Hybrid. (Porsche) ·Porsche
But this pricing doesn’t include the effect of President Trump’s 25% auto tariffs on foreign imports. Porsche, which makes all of its vehicles in Europe, has not moved prices yet, though the company has said that it may pass some of these costs on to buyers.
Whether it will and in what fashion remains to be seen. Second and third quarter sales reports will show whether tariffs hurt Porsche’s sales in the US, and the company expects it will.
But that doesn’t mean this car isn’t a winner. It’s the best all-rounder in the 911 lineup, a grand touring car that can also attack a closed road course.
Just make sure to get some pointers from a PEC instructor before unleashing this hybrid beast.
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Pras Subramanian is a reporter for Yahoo Finance. You can follow him on X and on Instagram.
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