2025 Porsche 911 GTS T-Hybrid Review

The 2025 Porsche 911 GTS marks a first in this legendary sportscar’s six-decade history.

Equipped with so-called T-Hybrid technology, this gas-electric setup doesn’t mean it’s capable of cruising in emissions-free silence or daintily sipping fuel with its proverbial pinky finger raised. If any digit ends up pointing skyward it will be the middle one, such is this 911’s ferocious disposition. It’s loud, blazingly quick, stiff, and raw enough to instantly dispel any fears that Porsche has forsaken road hugging for tree hugging with its first electrified 911.

Styling 9 / 10

If you appreciate the 911’s styling that holds true to the 1964 original, then you’ll love this 992.2 car. It’s low, squat, and possessing a set of hips that could make Mae West blush. The GTS ups the game with staggered 20- and 21-inch centre-lock wheels, blacked out trim, and an aggressive snout with vertical louvres that control airflow to the radiators. This tester’s Lugano Blue paint ($1,710) is money well spent; the same could be argued in favour of the $4,400 carbon fibre roof.

Power 10 / 10

The 911 GTS surges away from a stop with silken urge thanks to the permanently excited synchronous motor sandwiched between this all-new 3.6L engine equipped and with a single turbocharger and the upgraded eight-speed dual-clutch automatic transmission. About the only hint of the added electrification comes via the instant torque that’s underfoot at any speed. 

Running on 400-volt architecture, there’s a lightweight 1.9-kWh battery under the hood and a compact lithium-ion 12-volt battery in the back. The electric motor generates as much as 53 hp 110 lb-ft of torque, making for a total system output of 532 hp and 449 lb-ft of torque. (Those numbers are up 59 and 49, respectively.) The focus of this hybridized drivetrain is performance, and it delivers.

Aiding in the T-Hybrid powertrain’s linear throttle response is the big single turbo that spins up pronto thanks to its electric motor, providing instant boost. The turbo’s motor also acts as a generator, harvesting energy from the exhaust stream and sending it back to the battery or directly to the main electric drive motor. Hence, there’s no wastegate on this turbo.

So why did Porsche increase the displacement of this hybrid 911’s engine from 3.0L to 3.6L? Isn’t the whole idea of a hybrid drivetrain to save fuel? Instead, it’s all about emissions. The larger displacement allows Porsche to get the desired power while maintaining an optimum Lambda 1 fuel mixture at all engine speeds.

Driving Feel 9.5 / 10

While all this mechanical and electrical wizardry looks insanely complicated on paper, which it certainly is, once ensconced in the terrifically supportive sport seats and firing the GTS down your favourite back road, I defy you to describe this car as anything other than a 100 per cent visceral 911.

GTS variants have always been framed as the most sporty of the bunch, and this rear-wheel-drive model is certainly laser-focused on that mission. It’s firmly sprung, turn-in is quick, and grip is astounding. Dial up sport+ mode and the chassis and drivetrain go into full attack mode. The 3.6L might not have the sweet song of the 3.0L engines, but its deeper-toned mechanical bellow is all business. Brakes remain fully hydraulic — there’s no regeneration to corrupt effectiveness and feel.

The 2025 911 GTS is quick, with a claimed zero-to-100 km/h dash of three seconds flat — merely 0.3 seconds behind the 911 Turbo S. It also beats the previous 911 GTS around the Nürburgring by a substantial 8.4 seconds.

Rear-wheel steering is standard, as are those staggered wheels wearing 245-mm front and 315-mm rear tires. The GTS’s sports suspension has it sitting 10 mm (0.4 in) lower than the standard 911 Carrera. The front brakes are from the Turbo S, while the rear brakes are even than the ones fitted to that range-topper.  All Porsche 911s handle exceptionally well, but this new GTS distills the recipe down to a more focused and intoxicating brew.

Features 6 / 10

Porsche purists will likely have their Nomex knickers in knots over the 992.2 911’s digital tachometer and push-button start. And fair enough — it’s regrettable that Porsche’s trad central analogue rev-counter and left-hand twist key have been trampled in the stampede to digitization. (Only the 911 GT3 retains the ignition switch on the left side of the steering wheel.) As with most Porsche vehicles, the GTS’s feature count is directly proportional to the depths of the customer’s pockets. Of note, back seats are a no-cost option.

Safety 8 / 10

Standard safety features include forward collision warning with emergency braking, front and rear parking sensors, and the back-up camera that’s mandated by the federal government. You’ll be paying extra for blind-spot monitoring, lane departure warning and keeping assist, adaptive cruise control, surround-view cameras, and more.

Practicality 5 / 10

There isn’t a whole lot of practicality going on here, although this tester was equipped with the no-cost rear seats, which can accommodate small children or some shopping. The frunk holds a useful 132 L, which is enough for a couple of overnight bags (or my small bass amp). Cabin storage is miniscule — there’s a small cellphone charging tray under the lid between the seats, and the cup holders on the console will accommodate smaller drinking vessels under protest.

User-Friendliness 7.5 / 10

It’s not hard to get familiar with the 911 GTS. The digital instrument display is clear, and the touchscreen interface sports an easy-to-learn menu structure. The cabin retains physical toggles for temperature and fan speed, along with a toggle-style gear selector and two audio control knobs on the console. The driving position is as good as it gets, and for a high performance sportscar, outward visibility is excellent. Want to change drive modes while on the fly? The rotary mode selector at the 4 o’clock position on the steering wheel does the deed.

Comfort 6.5 / 10

GTS-badged 911s traditionally lean heavily towards the performance side of the equation, with such aspects as ride quality and cabin calm (read: noise,vibration, and harshness) taking a back seat in the pursuit of heady driving pleasure. The 2025 911 GTS certainly follows that script. Even in normal mode, its suspension and low-profile tires hammer over the rough stuff. This car is not at all happy negotiating the streets in and around Toronto, jerking in stop-and-go traffic and bucking over road imperfections.

Road and engine noise are your constant companions here. This tester had an upgraded audio system, which could be considered a complete waste of money once the car is on the move. However, the optional 18-way adaptive sport seats are terrific.

Fuel Economy 8 / 10

At the time of this writing, Natural Resources Canada (NRCan) had not published fuel consumption figures for the 2025 911 GTS, but the United States Environmental Protection Agency (EPA) gave it 17 mpg in the city (13.8), 24 mpg on the highway (9.8 L/100 km), and 20 mpg (11.7) combined. My week of somewhat leisurely, licence-preserving driving netted 9.8 L/100 km.

Value 7 / 10

Yes, the 2025 Porsche 911 GTS is expensive; and yes, a world where spending $,1310 to get adaptive cruise control in a $200,000 sportscar is a head-scratcher to most folks. Yet for those shopping in this rarefied air, the hybrid 911’s bottom line is likely money well spent. Or hardly noticed. And as a bonus, depreciation is a non-issue with this car, and it may even rise in value with time.

The Verdict

Is the 2025 Porsche 911 GTS too much car for public roads in Canada? Of course it is. During my week with this Lugano Blue siren, I didn’t come close to exploring its potential. Sure, I strafed some on-ramps and thrilled a few friends with howling three-second blasts to 100 km/h, but that was pretty much it. However, an earlier opportunity to drive it in Europe, including on the track, means I know what this aggressive 911 is capable of. Picture Summer McIntosh in a kiddie pool…

A notable difference with this GTS, besides its novel drivetrain, is where it sits in the gap between the 911 S and 911 Turbo. Previous 911 GTS variants were S models with centre-lock wheels, a few extra go-faster bits, and were presented as a performance-oriented value proposition. This 2025 version separates itself big-time from the S and nips at the heels of the mighty Turbo, and is priced accordingly. Indeed, the 2025 911 GTS delivers a mighty unfiltered 911 experience, with all the edge and excitement we’ve come to expect from the GTS moniker.