2025 Porsche 911 Revealed: Hybrid In, Manual Out

Kyle Patrick
by Kyle Patrick
Here it is, the hybridized 2025 Porsche 911. Image credit: Porsche

For the first time in its 60 years of existence, Porsche’s icon is getting in on electrification with a clever hybrid system.

After confirming earlier this month that it was coming, Porsche on Tuesday morning revealed the 2025 911 in multiple forms. The 992.2-generation model brings with it numerous changes, not least of which is the first hybrid system in the GTS models, which also gain a larger-displacement engine.

First up, the looks—they’re completely different, right?! (Note to editor: must get sarcasm font working.) Joking aside, this is a facelift after all, so the visual changes were always going to be minor, even by 911 standards. Starting with the basic Carrera that’s largely true: there’s a subtle sharpening of the nose, a more pronounced crease just above the rejigged lower intakes. It’s a similar story out back, where Porsche has eliminated a lower body-colored portion below the twin oval exhaust pipes, and shifted the license plate up. The full-width taillight section is now all the same thickness a la Panamera, and the integrated intake above sports two different strake designs instead of one uniform look. A Carrera Cabriolet highlights a new wheel design with ultra-spindly spokes, too.

You’ll note a lack of separate turn signals: Porsche has integrated them into the main LED enclosure for the first time.

It’s the GTS where the changes start to become more obvious. Available from launch, the GTS swaps in a more aggressive front clip complete with five active flaps in each corner. Tucked underneath the front bumper are corresponding active diffusers, too. Depending on the situation, the vents close up for improved aerodynamics, or open to feed more air to the radiators. It’s sure to be the most divisive styling cue on the ’25 model, but it’s hard to argue with the stated performance logic.

Tweaked base engine, 3.6L hybrid for GTS

The Targa continues to be offered only with AWD. Image credit: Porsche

The big news is of course the hybrid powerplant, now standard on the 911 GTS models. Dubbed T-Hybrid, it starts with a 3.6-liter boxer engine, still turbocharged, producing 478 horsepower and 420 pound-feet of torque on its own—just five ponies more than the outgoing model. Integrated into the eight-speed double-clutch transmission (PDK) is a small, permanently excited synchronous motor, one strong enough to provide an additional 54 hp and 110 lb-ft on its own. Combined system horsepower is 532 hp and 449 lb-ft.

There’s also an electrically-assisted turbocharger, featuring a small motor between the compressor and turbine wheels. This motor can act as a generator as well, serving up to 11 kW via exhaust gases. Porsche says this hybrid setup improves both throttle response and performance. These motors draw power from a compact 1.9-kWh battery located under the front hood. This pushes the 12-volt battery—now lithium-ion—just behind the rear parcel shelf of the 911.

The new 3.6-liter turbocharged flat-six engine. Image credit: Porsche

With this new high-voltage battery, the 3.6L no longer needs to supply power to the climate control system, eliminating the need for a belt drive. This saved space is used for the hybrid system’s pulse inverter and DC-DC converter.

Despite all this technological trickery, the weight gain is 103 pounds (47 kilograms) comparing the outgoing 911 GTS coupe to the 992.2. Based on Porsche’s own figures, that puts the new car at 3,536 lb (1,604 kg). Should this also apply to the heaviest model, the 911 Targa 4 GTS, then we’re talking 3,840 lb (1,742 kg).

A new powertrain calls for a new name. Image credit: Porsche

The GTS powerplant will be available from launch in coupe, Cabriolet, and Targa forms. All-wheel drive is optional on the former two, and standard on the latter.

The basic Carrera also sees a slight uptick in power. With the 911 Turbo’s intercooler and the outgoing 911 GTS’ twin turbochargers, the 3.0-liter flat-six makes 388 hp and 331 lb-ft; nine more ponies than previously. This allows the basic coupe to just slide under the 4.0-second range for the 0–62 mph (0–100 km/h) dash. It will be available exclusively as a rear-drive model.

A Porsche rep confirmed to AutoGuide what we all suspected: at least at launch, there will be no manual transmission for any of these 911 variants.

Suspension and tire upgrades

The Cabriolet, showcasing new aero-influenced wheels. Image credit: Porsche

Porsche’s rear-wheel steering system is now standard on the 911 GTS. The same goes for the PASM adaptive suspension, which lowers the sports car by 10 mm over the standard model. Additionally, the optional Porsche Dynamic Chassis Control (PDCC) now works with the high-voltage hybrid system.

Standard, staggered-sized wheels are 19 inches up front, and 20 inches in the back, while optional wheels go up an inch. The GTS rolls on these larger hoops as standard, with the rear set now wearing slightly wider 315/30 ZR 21 rubber. There are seven wheel designs, including the new ones shown on the GTS Cabriolet (above) with integrated carbon fiber aeroblades.

More tech inside

Same great interior as before, now with more screen. Image credit: Porsche

This wouldn’t be a mid-cycle facelift without a fresh injection of cabin tech, even for the 911. Not much has changed: the big news is the (expected) fully digital instrument cluster ahead of the driver. This is the same 12.6-inch curved setup found in the latest Panamera, featuring an available—and at launch, exclusive—layout that mimics the classic five-dial 911 display. To the left of the wheel, the 911 adopts a typical engine start button on all models.

The main touchscreen remains 10.9 inches across, running an updated version of Porsche’s infotainment system. The German brand has embraced Apple CarPlay even more for ’25, allowing more of the phone application to be displayed in the instrument cluster. Spotify and Apple Music are both natively supported now, as is video streaming—while parked, of course.

One surprising change for the 2025 911: Porsche will now sell it as a two-seater with parcel shelf as standard. Should buyers want the 2+2 setup, it remains as a no-cost option.

Pricing and availability

The 911 GTS is marked out by its closely-twinned exhaust pipes. Image credit: Porsche

The 2025 Porsche 911 Carrera will begin to arrive in North American dealerships this autumn, with the GTS showing up before the year’s end. Porsche confirmed that the pre-facelift 911 Turbo, Turbo S, and GT3 RS will continue into the ’25 model year as well. Pricing inches up: in America the base price is now $120,100, an increase of $5,700. Canadian pricing sees a similar increase: from $130,700 CAD to $135,600 CAD. The full pricing list is as follows (all not including respective destination charges):

2025 Porsche 911 American Pricing:

  • 2025 Porsche 911 Carrera: $120,100
  • 2025 Porsche 911 Carrera Cabriolet: $133,400
  • 2025 Porsche 911 Carrera GTS: $164,900
  • 2025 Porsche 911 Carrera GTS Cabriolet: $178,200
  • 2025 Porsche 911 Carrera 4 GTS: $172,700
  • 2025 Porsche 911 Carrera 4 GTS Cabriolet: $186,000
  • 2025 Porsche 911 Targa 4 GTS: $186,000
  • 2025 Porsche 911 Turbo: $197,200

2025 Porsche 911 Canadian Pricing:

  • 2025 Porsche 911 Carrera: $135,600
  • 2025 Porsche 911 Carrera Cabriolet: $150,000
  • 2025 Porsche 911 Carrera GTS: $182,900
  • 2025 Porsche 911 Carrera GTS Cabriolet: $197,200
  • 2025 Porsche 911 Carrera 4 GTS: $191,700
  • 2025 Porsche 911 Carrera 4 GTS Cabriolet: $206,000
  • 2025 Porsche 911 Targa 4 GTS: $206,000

Become an AutoGuide insider. Get the latest from the automotive world first by subscribing to our newsletter here.

Kyle Patrick
Kyle Patrick

Kyle began his automotive obsession before he even started school, courtesy of a remote control Porsche and various LEGO sets. He later studied advertising and graphic design at Humber College, which led him to writing about cars (both real and digital). He is now a proud member of the Automobile Journalists Association of Canada (AJAC), where he was the Journalist of the Year runner-up for 2021.

More by Kyle Patrick

Join the conversation
 1 comment