The T-Hybrid system pushes the 911 Carrera GTS’s output to a combined 541 horsepower and 610 Nm of torque—an increase of 61 horsepower over the old 911 Carrera GTS. Yet, it only carries a 50-kilogram weight penalty due to the addition of the electric motor, battery, and related componentry.

The T-Hybrid system’s foundation is a newly-developed single-turbo 3.6-liter flat-6 with an electric exhaust gas turbocharger. Even without electric assistance, the combustion engine alone delivers 485 horsepower and 570 Nm of torque. A small integrated electric motor, placed between the compressor and turbine wheel, generates 15 horsepower which harvests energy from the exhaust gas flow.

In addition, the powertrain adds a permanent magnet synchronous motor integrated into the new, more powerful 8-speed dual-clutch transmission (PDK). Even at idle speed, it supports the engine with extra drive torque of up to 150 Nm and provides a power boost of up to 40 kW (54 horsepower). Porsche couples both electric motors to a lightweight and compact high-voltage battery. Sized like a conventional 12-volt starter battery, it scores up to 1.9-kWh of energy and operates at 400 volts. For an optimized overall weight, Porsche has installed a lightweight lithium-ion battery for the 12-volt on-board electrical system.

For the non-911 Carrera GTS (non-hybrid), Porsche has kept the twin-turbo 3.0-liter flat-6. But, it too, has been modified. Among other things, it has now adopted the intercooler from the Turbo models, which now sits directly under the rear lid grille, above the engine. It also gets the turbochargers from the GTS. All in all, it gets a power boost to 394 horsepower and 450 Nm of torque.

The new powertrain means engineers comprehensively revised the 911’s suspension (at least for the 911 Carrera GTS). For the first time, rear-axle steering now comes as standard. It increases stability at high speeds and reduces the turning circle at lower speed. Porsche has integrated the Porsche Dynamic Chassis Control (PDCC) into the high-voltage system making it even more flexible and precise. Further improving traction are wider tires measuring 11.5 inches in width (315/30ZR21) at the back and 8.5 inches in width at the front (245/35R20).

Visually, all 2025 Porsche 911 models get new headlights with all lighting functions now integrated into the headlight cluster and a revised front bumper. At the back, the light strip has been tweaked with an integrated arc and ‘PORSCHE’ lettering. The rear grille has been modified with five fins per side, while the number plate location has been made higher.

On the 911 Carrera GTS models, it’s made distinguishable by its five vertically-arranged active cooling air flaps. These are complemented by adaptive front diffusers in the underbody, which are controlled together with the cooling air flaps. The sensors for the assistance systems are now located behind a high-gloss surface below the number plate.

Inside, the 911 now comes as a two-seater as standard (the 2+2 remains an option). The familiar 911 design cues continue, but gets modernized with the Porsche Driver Experience control concept (10.9-inch screen) that was first introduced in the Taycan. A fully digital gauge cluster measuring 12.6-inches is located in front of the steering wheel with a starter button located to the left side of it. At the center is a wireless charger with a cooled compartment—perfect for keeping smartphones from overheating.

The 2025 Porsche 911 will start deliveries of the revised model starting in Germany by around the third quarter of this year, with the hybrid 911 Carrera GTS slated to follow towards the fourth quarter.