Don't drive the Porsche 911 S/T. That public-service announcement is for the owners of the 911 GT3 and GT3 Touring, two sports cars closely related to the new S/T. Owners of those cars should be delighted with the steering, brakes, handling, and performance of their cars and will remain so provided they don't get a chance in one of the 1963 examples of the 911 S/T that Porsche will produce.

The 911 S/T is the latest creation from the Porsche GT department (the engineering team whose resume includes heavy hitters such as the GT3, GT3 RS, Boxster Spyder RS, and Cayman GT4 RS). In all but name, the S/T is the long-awaited follow-up to the lightweight, manual-only 911 R that put a chef's kiss on the last (991.2) 911 generation. Presumably to keep the last R a distinct once-in-a-generation thing, Porsche didn't christen the new car the R. Instead, it wears the S/T badge, a link to a limited-production race-car version of the 911 S from the late 1960s/early 1970s.

The new S/T isn't a race car or even a track car. It's a road-focused 911 with a lot of parts from the GT3 and the GT3 RS. A short-throw six-speed manual is the sole transmission choice, and tucked behind the rear wheels is the GT3 RS's naturally aspirated 4.0-liter flat-six. The S/T leaves the engine unaltered—output remains at 518 horsepower at 8500 rpm—but in the interest of quickening throttle response, the weight of the clutch and flywheel are halved, resulting in a weight reduction of 23 pounds. Let's just say that the C/D staff didn't think that this zingy engine needed faster responses. We joked that the regular GT3 used a fidget spinner as a flywheel; we'll amend that to say that the S/T's tachometer is like a fidget spinner. Taking the mass out of the flywheel does result in a rattling sound from the clutch and engine from idle to about 2900 rpm.

The solution is to keep the revs up, which is easier thanks to a shorter 4.30-to-1 final-drive gearing that replaces the GT3's 3.96 ratio. The speeds in gears drop, and responsiveness rises. Whereas second gear is good to 80 mph in the GT3, it maxes out at 72 mph in the S/T. Porsche claims 60 mph will arrive in 3.5 seconds, two-tenths quicker than the company's claim for the 502-hp manual GT3. Our test team managed a 3.3-second run to 60 with a GT3 manual, so expect the S/T to knock a tenth or two off that time.

The weight savings don't stop at the flywheel and clutch. The carbon-fiber doors and roof are GT3 RS parts, the carbon-fiber front fenders are unique to the S/T, and the Touring's carbon-fiber hood caps the spacious front trunk. A thinner windshield sheds a few pounds. Magnesium wheels and carbon-ceramic brakes are standard. A 6.6-pound lighter battery is fitted, the carpets go on a 4.4-pound diet, and the carbon-fiber rear anti-roll bar from the GT3 RS's Weissach package shaves another 4.4 pounds. To shed 14.3 pounds and to purge technology from the chassis, the rear-wheel-steering system is axed. Total it all up, and Porsche says the S/T comes in at 84 pounds lighter than the lightest 911 GT3 Touring. We won't be able to weigh an S/T until we have one in the States, but based on our test numbers for a manual GT3, we'll play carnival barker and guess it weighs around 3100 pounds.

According to the engineers who developed the S/T, removing the rear steering initially made a mess of the car's handling. To set it right, a slower rack with a 15.0:1 ratio replaces the GT3's 14.2:1 unit, the electric assist was extensively retuned, and the mechanical limited-slip differential locks more casually. The result is a pure, uncut steering feel. Bend the S/T hard into a corner, and the tugs and vibrations tell a story of the changing grip of the road surface and the stress placed upon the standard Michelin Pilot Cup 2 tires. The limits are high, but the S/T normalizes 1-g cornering by coordinating chassis and steering actions in a secure and easy way. Porsche confidently let us have a go in a GT3 Touring after driving the S/T, and it couldn't quite match the fluidity and sensations coming through the S/T's wheel.

Driving a Touring makes the S/T's chassis differences apparent. On choppy asphalt, the Touring tosses and skips over sharp impacts whereas the S/T smothers them. Springs and dampers are identical between the two cars—the difference is in the damper tuning. The S/T's are slightly more compliant and dull sharp impacts. There's no getting around the stiff spring rates, so this isn't a cushy ride, but it's a little more friendly than the Touring's.

Driving both cars reveals the little things about the GT3 and GT3 Touring that bothered the GT development engineers. While nearly all the changes seek to distill the GT3's already-pure driving experience, one alteration points to the obsessive nature of the crew that made this car. The team didn't like the way the retractable spoiler on the current 911 rises awkwardly into the wind, leaving the rear end looking like a Transformer mid-transformation. So, the S/T gets a subtle Gurney flap on the edge of its retractable spoiler, which allows the spoiler to rise at 74 mph rather than 56 mph and at a less jaunty angle.

Upgrading to the S/T over a GT3 Touring requires a lot more cash, and that's if you can secure an order for one. The S/T starts at $291,650, over $100,000 more than the Touring. Rare Porsches are always expensive, but the upcharge brings a lot of small, well-placed tweaks that improve the driving experience. But, if you never drive it, you'll never know what you're missing out on.

One of the special features of this unique collector's item, which is limited to 77 units, is the distinctively designed body. The Porsche 911 GT3 R rennsport combines the powerful appearance of a high-performance competition car with modern design elements. At the same time, it hails back to the sports car manufacturer's motorsport history without drifting into a retro look. Elementary performance factors of the original GT3 model, such as air resistance and aerodynamic downforce remain largely untouched. As a thoroughbred racing car, the form of the 911 GT3 R rennsport continues to follow function - but it does that in an extremely emotional and attractive way.

"The new Porsche 911 GT3 R rennsport offers the experience of driving a nine-eleven-based racing car in what is probably the most primal form," Thomas Laudenbach, Vice President Motorsport, emphasises. "It gives you goose bumps whenever you look at it and it combines the finest motorsport technology with a design language that is typical of Porsche. With its exceptional performance, the 911 GT3 R rennsport makes our brand's history both tangible and audible. It is only fitting that we will be presenting it to Porsche's large fan community at Rennsport Reunion 7 in Laguna Seca. This is an exclusive offer to our customers that really knows only one limit: the limited edition of 77 units."

This extraordinary sports car was designed by Grant Larson and Thorsten Klein from the Style Porsche team. "The 911 GT3 R rennsport will take its place as the logical successor to the modern Porsche 935. While the 935 was technically based on the near-standard 911 GT2 RS Clubsport, the 911 GT3 R rennsport uses the current 911 GT3 R of the 992 generation as its basis. Beneath the extensively redesigned carbon skin is a thoroughbred racing car," Larson emphasises. The American was Director Special Projects at Style Porsche for 14 years. Together with Thorsten Klein he is responsible for the individual, one-off vehicles of Porsche Exclusive Manufaktur. Thorsten Klein adds: "We have given the limited edition model a little more width and have visually stretched the length, while at the same time it sits very low on beautifully designed wheels. This gives it perfect proportions and makes it look even more spectacular."

Distinctive design with powerful charisma and a broad rear end

Generally speaking, only the bonnet and the roof were taken over from the standard GT3 R. All other body elements have been changed. Larson and his team have adopted most of the aerodynamically optimised geometry of the vehicle's nose, including its cooling air intakes and ducts. The designers have also set visual accents in the area around the side fins and flics. They are now framed by a side cowl and protected against damage caused by external impact. The radically modified shape of the air intake and outlet panels of the front wheel arches underscores the more self-confident appearance. Conventional exterior mirrors have been eliminated and replaced by a digital equivalent. A system consisting of three cameras integrated into the outer skin of the vehicle and monitors in the cockpit now perform this task.

Modifications to the racing car's rear end have a particularly distinctive character. The huge rear wing is the dominant component facing the airflow. Its design is reminiscent of that of the legendary Brumos Porsche 935/77, with which the American Peter Gregg, together with the Dutchman Toine Hezemans and the German Rolf Stommelen, took the seventh overall victory for a Porsche at the 24 Hours of Daytona in 1978.

The bold interpretation at the rear end develops a visual impact that is also reflected in the downforce numbers: to ensure that the load on the horizontal elements remains within the limits defined in the standard, they have been provided with two additional vertical supports. In terms of their function, they are reminiscent of the Porsche 962 Le Mans racing car and thus bridge the gap between past and present. A light bar consisting of fine LED strips, which now incorporate illuminated letters of the Porsche lettering, characterise the overall wider rear section. One level lower, the largely open rear apron dispenses with grille covers and panelling for weight reasons. This provides a clear view of the technical components behind it and therefore also the exhaust system with its centrally positioned twin tailpipes.

The particular design claim of the Porsche 911 GT3 R rennsport is also reflected in the slightly modified interior. The monitors of the two fender-mounted exterior cameras blend harmoniously into the interior on each side. Special graphics for the splash screen of the central display and the limited edition number on the instrument panel have been given the shapes of the racing car, while ambient lighting adopts the theme of the colour-adjustable main headlights for the interior. All safety features comply with the applicable FIA standards. The particularly rigid roll cage design permits the installation of the driver's seat only. As is the case with the 911 GT3 R in use worldwide, the limited "rennsport" is thus a single-seater racing car.

With their striking look, the 18-inch wheel rims from BBS in their exclusive "racing" design are also an eye-catcher. They combine all the technical requirements that a competition wheel with central locking must meet, including a high design standard. Porsche Motorsport paints them in Dark Silver Metallic as standard.

New colour concept with extended customisation options

In terms of its colour concept, the Porsche 911 GT3 R rennsport is breaking new ground. Porsche is offering the new collector's item ex works with a bodyshell painted in Agate Grey Metallic and bodywork in pure carbon. The racing car will be available ex works for the first time in seven colours, including Star Ruby and Signal Orange, for example. In addition, there are three exclusive paintwork designs available that make further customisation possible. Thorsten Klein, Style Porsche Project Manager for the GT3 R rennsport: "Porsche has been shaped by its rich history. This is especially true in racing. This has subsequently inspired us, of course, but by no means did we want to produce a copy or an obvious retro paint job. The three options we selected are new interpretations that are realistic and not some blatant nod to the brand's history."

The "Rennsport Reunion Design" is based on traditional motorsport colours and launches a wave across the amazing contours of the exterior body surfaces. It flows in a way that is reminiscent of the legendary Corkscrew corner combination at Laguna Seca, the venue chosen for the world premiere of the 911 GT3 R rennsport. This tribute underscores the proportions of the vehicle and its rear wing, which is further accentuated by the still visible carbon surfaces. Together with a choice of optional paint schemes, they are generally covered with a semi-gloss clear coat. With its red and white colour scheme, the "Flacht Design" features the colours traditionally used by Porsche Motorsport. It plays visually with the flared fenders in particular. The term "Flacht" is dedicated to the district within the Porsche Development Centre Weissach, where the motorsport department is located. The third option is the "Speed Icon Design". It is based on different shades of blue, which focus primarily on the pronounced width of the vehicle.

Even more powerful racing engine

In principle, the Porsche 911 GT3 R rennsport is based on Porsche's current GT3 racing car. Compared with the 911 GT3 R of the 992 generation, however, the limited edition model goes beyond the strict requirements of motorsport homologation or restrictions imposed by a "Balance of Performance" (BoP). The development team supporting Dr.-Ing. Andreas Singer has converted these additional freedoms into an even more emotional circuit car with numerous technical refinements. It combines more engine power with reduced weight and a spectacular design with an awesome sound similar to that of the 911 RSR. The result is probably the hottest track tool Porsche has ever made available as a collector's' item.

The 4.2-litre six-cylinder boxer engine of the 911 GT3 R, a power unit that revs up to 9,400 rpm, benefits in particular from the removal of the restrictions imposed by the regulations: it achieves a power peak of up to 456 kW (620 PS). This corresponds to a power output of as much as 148 hp per litre of displacement - most probably a record for a naturally aspirated engine of a GT racing car. It is thus significantly more powerful than the original power unit, which can develop up to 416 kW (565 PS) in the 911 GT3 R, depending on the BoP rating. The water-cooled four-valve engine with direct petrol injection has been designed to run on E25 fuels. These include bio-ethanol fuels and so-called reFuel, in addition to regeneratively produced e-fuels, which make almost carbon-neutral operation possible. With their lower knocking tendency, they are paving the way for more advanced ignition angles and increased compression in the six combustion chambers. The pistons and camshafts developed specifically for the GT3 R rennsport engine deliver increased performance, especially when running on E25 fuels. However, the engine can also run on conventional fuels.

The power transmission to the rear wheels, including the sequential six-speed constant-mesh gearbox, originates from the 911 GT3 R with only minor modifications. Gear changes are made via steering wheel paddles that control an electronic gearshift actuator. The transmission ratio of the fourth, fifth and sixth forward gears corresponds to the Daytona set-up of the GT3 racing car. In sixth gear, with an engine speed of 9,000 rpm, it gives the car a top speed that is around 20 kph higher than the shorter FIA homologated gear ratio of the GT3 R.

In the unsilenced version, the racing exhaust system with centrally positioned twin tailpipes offers an authentic and extremely emotional engine sound. Two quieter versions fitted with silencers and catalytic converters are available for racing circuits with noise restrictions.

The chassis is also basically identical to that of the GT3 racing car. At the front axle, a state-of-the-art double wishbone suspension layout is still used to perform wheel guidance with a multi-link suspension incorporated at the rear. The five-way adjustable racing shock absorbers from KW have a blow-off function. Porsche Motorsport delivers the 911 GT3 R rennsport with a specific basic set-up. Further adjustments to the suspension can be made using shims. Their benefit: they enable fine adjustments to be made without the need for time-consuming measurements of the suspension.

Another unique selling point of the car are the racing tyres offered by Michelin exclusively for GT3 R rennsport customers. These tyres benefit from a new construction associated with a new compound tread that result in an improved warm-up and drivability compared to the Michelin Pilot Sport M S9 (S9M). In addition, the specially developed tyre design on the sidewall of the tyre blends in seamlessly with the appearance of the vehicle.

The aluminium monobloc racing brake system from AP has been given brake pads with titanium backing plates. They reduce the total unsprung masses by approximately one kilogram. The new FT3.5 safety tank with a capacity of 117 litres is also a weight-saving feature, being one kilogram lighter than the previous version and in future can also be used in the 911 GT3 R for racing events. Another weight saving feature is the elimination of the air conditioning system. Ventilation for the driver is provided by the 911 GT3 R's seat cooling concept. Overall, the developers are aiming to achieve a kerb weight of 1,240 kilograms for the 911 GT3 R rennsport. This would be equivalent to a weight-to-power ratio of 2.0 kg/PS.

Porsche Motorsport is offering the limited edition 911 GT3 R rennsport ex factory at a price of 951,000 euros (1,046,000 USD), plus country-specific VAT and options.

Development of 911 variant with hybrid powertrain complete

Digital world premiere on May 28 at 9 a.m. EST (15:00 CEST)

• Over 3 million miles: Extensive testing around the world on racetracks, country roads and in city traffic
• Performance hybrid for a more dynamic driving experience
• 8.7 seconds faster than its predecessor on the Nürburgring

WEISSACH, Germany – You hear that? It’s the sound of eyes rolling, fingers typing and pitchforks gathering. The 2025 Porsche 911 is going to offer, gasp, hybrid power. First it was ditching air cooling, then it was selling an SUV, then it was turbocharging 911s not named Turbo, then it was naming things Turbo that didn’t have a turbocharger, and now this. The 911 is going the way of a Prius. Time to cancel that subscription to Christophorus.

OK, pump the floor-mounted brakes. The new 992.2 Porsche 911 will indeed be available as a hybrid for the first time, but the new T-Hybrid powertrain won’t be found in every version. For now, we have details about two of those versions. The base Carrera gets a revised 3.0-liter flat-six featuring turbochargers from the old GTS, the intercooler from the Turbo and no hybrid system. It’s still exclusively paired to the PDK automatic. It now produces 388 horsepower and 331 pound-feet of torque, and will hit 100 kph (62 mph) in 3.9 seconds with the Sport Chrono package’s launch control. That’s up from 379 hp, but torque is the same, and although U.S. 0-60 numbers are still to come, it’s hard to imagine they’ll best the old Carrera’s time of 3.8 seconds by more than a tenth.



The other 992.2 that Porsche has chosen to reveal first is the new 911 Carrera GTS (pictured below), which has typically been launched later in the 911’s model release cadence (usually after the Turbo but before the T and various GT cars). According to 911 marketing manager Patrick Gebhardt, customers who eventually have a choice of the GTS or Carrera S typically go with the GTS, so “we are changing the order” and offering it right away.

“Also, when you look at the hybrid characteristics, it is a perfect fit for the GTS.”

Wait a minute, the 911 model that has long been considered the connoisseurs’ choice, the one that layers on a chef’s selection of performance add-ons to a slightly pumped-up Carrera S, is the one becoming a hybrid?



Yes, because the T-Hybrid powertrain is a totally different type of hybrid. For starters, it’s incapable of moving for any period of time using electricity alone, unlike a Prius or Porsche’s plug-in hybrids. The first of its electric motors fits like a puzzle piece within the fat end of a new, strengthened PDK (officially dubbed “Achtgang-Doppelkupplungsgetriebe integriete, permanenterregte Synchronmaschine”), and is unlike any other motor in an electrified Porsche. And no, it won’t fit into the casing of the 911’s seven-speed manual, so that’s no longer available for the GTS … but it’s not dead yet.

“We’re definitely keeping the door open to the manual in other versions. We are aware that there is customer demand for it,” Gebhardt said, indicating it would be likely for the “most enthusiast-oriented versions.” Carrera T seems to be the likeliest candidate, then, plus the GT3.

Anyway, back to that motor. It can generate 41 kilowatts (55 hp) and up to 110 lb-ft, and gets its energy from a 1.9-kilowatt-hour battery that’s roughly the size of a lengthened 12-volt battery (the car’s actual 12-volt battery is now lithium-ion to save weight). It is housed up front in the space typically occupied by the extended-range gas tank. You can still get one of those, but it's shrunk by 1.6 gallons to make way for the battery (22.2 gallons versus 16.6 standard).

The motor combines with an all-new flat-six that grows by 0.6 liters of displacement to 3.6 liters thanks to a 97-millimeter increase in bore and 81-mm enlargement of stroke. Also, thanks to the T-Hybrid’s high-voltage system, the air conditioning can be powered electrically, eliminating the need for a belt drive and therefore making the new engine more compact. This in turn freed up room above the engine for the pulse inverter and DC-DC converter.



One other thing: it loses one turbo. The remaining one is enormous, though, and while that usually means Saabian turbo lag, there’s another electric motor on hand to prevent that. This would be where we discover what the “T” in “T-Hybrid” means. Dubbed the “eMachine,” it is a tiny electric motor placed between the turbo’s compressor wheel and turbine wheel (pictured below right), which more immediately gets the turbocharger up to speed to build boost without waiting for exhaust gases to do the job. Another way to put that is “it gets rid of turbo lag.”

Specifically, the electric turbo achieves 1.8 bar of max pressure in 1.8 seconds, versus 3.5 seconds before. That’s as big of an improvement as it seems. The eMachine also eliminates the need for a wastegate (no “wheeeeesh” here, I’m afraid), allows for a greater differentiation between Normal and Sport Plus drive modes (the charge pressure differs, thereby delivering torque sooner), and acts as a generator, using the exhaust gas to pump as much as 11 kW back into the battery.

In total, the new GTS T-Hybrid powertrain produces 532 hp and 449 lb-ft of torque. That’s 59 hp and 29 lb-ft more than the outgoing GTS, while the 0-60-mph sprint is 0.3 seconds faster at 2.9 seconds. Porsche says the new GTS in particular bests its predecessor when starting off from a stop, but it also managed to pick up a cool 8.7 seconds when lapping the Nürburgring Nordschleife.

Fuel economy estimates were not available, but Porsche says fuel consumption remains the same. “But hybrid!” one might wail, but remember, this is also a bigger-displacement and more powerful engine.



Also remember that a primary goal of the T-Hybrid was to eliminate turbo lag and therefore throttle lag once and for all. And according to Porsche test development driver (and very successful racer), Jörg Bermeister, that goal was achieved. The electric turbo indeed makes for immediate reactions to throttle manipulations while cornering. At least that’s what I vaguely recall him calmly remarking as we did a blazingly fast hot lap around Porsche’s Weissach test track, a narrow ribbon of twists, turns, elevation changes and virtually no runoff – just big, scary walls. And actually “hot lap” is insufficient. Blistering, scorching, “are you f-ing kidding” laps. The man can drive.

“Do you have any questions?” he asked as he eased off to give the brakes a break.

“Erm … no?” I manage to mumble as my brain reacclimated after journeying about my skull.

Upon reflection, though, my main takeaway from riding shotgun in the 2025 911 GTS is that there was absolutely nothing that said “hybrid” about the experience. No electric-only moments, no electric-to-engine switchovers, no haunted house noises. Although I didn’t drive the car (Road Test Editor Zac Palmer gets that honor in late June), I’d be surprised if you’ll be able to detect there are motors at all. Brake feel may be the one element to look for as the T-Hybrid does have regenerative braking. There’s also technically more weight up front.



Total weight, by the way, goes up by 50 kilograms, or 110 pounds. There’s an asterisk to that, however. The 911 no longer includes the back seat as standard equipment, a decision pretty much driven to easily keep the official weight gain right at the 50 kg mark. Because that matters, apparently. Should you want the back seat, it’s the rare Porsche option that costs $0. To be clear, this goes for the base Carrera as well as well as the coupe, Cabriolet convertible and Targa (pictured above in red) body styles.

Other GTS enhancements include the addition of rear-axle steering as standard equipment, plus the optional PDCC roll-stabilization system integrated into the T-Hybrid’s high voltage system. The resulting electro-hydraulic system is more flexible and precise, according to Porsche.

Now, just in case you couldn’t tell, there were visual changes made for the 992.2. I go over them more in depth in the video above, but the biggest change for the 911 Carrera is the integration of the old LED turn signal lights into the headlight cluster, therefore creating space for enlarged air intakes. Doing so was more important for the GTS, however, since those intakes are stuffed with can’t-miss-them active shutters that optimize aerodynamics and cooling. There’s an additional hidden flap behind them, plus adaptive diffusers in the underbody. The little box with two round bits between the active shutters houses sensors for the driver assistance systems, if so equipped. They are not tiny missile launchers, as I hoped.

At the rear, the bumper sees the license plate migrate upward so that Porsche doesn’t need to build two entirely different bumpers based on the exhaust type below. The location of those exhausts, including those for the Carrera’s optional Sport Exhaust and the GTS-specific Sport Exhaust, have also moved around a bit. For example, they’re more inboard on the GTS.



The interior sees the latest Porsche infotainment touchscreen added, plus the first fully digital instrument panel put into a 911. It’s standard, and the curved 12.6-inch display goes without a cowl as in other Porsches. The available gauge layouts are different, however, with the classic five-gauge design offering different (more useful) information than what you’ll find in a 2024 Cayenne or 2025 Panamera. Specifically, you won’t find a G meter and exact tire pressure readout permanently displayed.

Other interior changes include a cooled wireless smartphone charging pad under the armrest, the steering wheel drive mode dial made standard, and a redesigned cruise control stalk. Also, for the first time, the 911 gets a start button, but it’s still located left of the steering wheel.

Pricing for the 2025 Porsche 911 Carrera Coupe starts at $122,095, including the $1,995 destination charge. That would be $9,345 more than the 2024 Carrera, though we don’t have a precise feature content list yet to know how much extra stuff you’ll be getting. The Carrera GTS Coupe now starts at $166,895, or $14,345 more than its non-hybrid predecessor. Although we only know pricing for the Coupes, other variants arriving at dealers this fall and into winter will be the Carrera Cabriolet convertible, all-wheel-drive Carrera 4 GTS and Targa GTS that remains all-wheel-drive only. You can expect the typical cadence of additional 992.2 models in the subsequent months and years.

Pricing for the 2025 Porsche 911 Carrera Coupe starts at $122,095, including the $1,995 destination charge. That would be $9,345 more than the 2024 Carrera

Porsche has fundamentally upgraded the iconic 911 sports car. The new 911 Carrera GTS is the first street-legal 911 equipped with a super-lightweight performance hybrid. The newly developed, innovative powertrain system, with 3.6 litres of displacement, delivers significantly improved driving performance. The 911 Carrera GTS Coupé accelerates from zero to 100 km/h in 3.0 seconds and reaches a top speed of 312 km/h. The 911 Carrera will also be available immediately upon the launch of the new model. It is powered by a lightly modified 3.0-litre twin-turbo boxer engine that is more powerful than its predecessor's. The new 911 also features a revamped design, better aerodynamics, a fresh interior, upgraded standard equipment and expanded connectivity.

With the relaunch of its iconic model, Porsche has modernised four of its six model lines in just a few months: Panamera, Taycan, Macan and 911. "Our product portfolio is younger than ever and highly attractive," says CEO Oliver Blume. "It offers our customers even more customisation options and exclusive experiences."

Inspired by motorsport: innovative performance hybrid

For the new 911 Carrera GTS models, Porsche's engineers used knowledge gained from motor racing as the basis for designing the hybrid system. "We developed and tested a wide variety of ideas and approaches to arrive at the hybrid system that would suit the 911 perfectly. The result is a unique drive that fits into the overall concept of the 911 and significantly enhances its performance," says Frank Moser, Vice President Model Lines 911 and 718.

The lightweight and powerful T-Hybrid system has a newly developed electric exhaust gas turbocharger. An integrated electric motor, placed between the compressor and turbine wheel, instantaneously brings the turbocharger up to speed. This immediately builds up boost pressure. The electric motor in the exhaust gas turbocharger also functions as a generator. It generates up to 11 kW (15 PS) of electric power. This energy is extracted from the exhaust gas flow. The wastegate-free electric turbocharger allows the use of only one turbocharger instead of the previous two, which ensures a more dynamic and responsive power delivery.

The powertrain also includes a permanent magnet synchronous motor integrated into the new, more powerful eight-speed dual-clutch transmission (PDK). Even at idle speed, it supports the boxer engine with extra drive torque of up to 150 Nm and provides a power boost of up to 40 kW. Porsche couples both electric motors to a lightweight and compact high-voltage battery. It corresponds in size and weight to a conventional 12-volt starter battery, but stores up to 1.9 kWh of energy (gross) and operates at a voltage of 400 V. For an optimised overall weight, Porsche has installed a lightweight lithium-ion battery for the 12 V on-board electrical system.

The heart of the T-Hybrid drive is a newly developed 3.6-litre boxer engine. The high-voltage system allows the air-conditioning compressor to be driven electrically and the belt drive to be omitted as a result, making the engine much more compact. This creates space above the power unit for the pulse inverter and DC-DC converter. An enlarged bore of 97 mm and an increased stroke of 81 mm increase the displacement by 0.6 litres compared to its predecessor. The engine has VarioCam camshaft control and a valve control with rocker arms. It maintains the ideal mixture ratio of fuel and air over the entire map (lambda = 1).

Even without electrical assistance, the boxer engine delivers 357 kW (485 PS) and 570 Nm of torque. In total, the system output is 398 kW (541 PS) and 610 Nm. The power increase over its predecessor is 45 kW (61 PS). The new 911 Carrera GTS also beats its predecessor in the sprint to 100 km/h, particularly off the line. The efficient performance hybrid achieves highly dynamic driving characteristics while at the same time reducing CO2 emissions with significantly less extra weight compared to plug-in hybrid vehicles. The weight increase over its predecessor is a mere 50 kilograms.

The 911 Carrera still features a 3.0-litre boxer engine with twin turbocharging. This engine, too, has been comprehensively revamped. 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. The turbochargers in the new 911 Carrera were reserved for the GTS models in its predecessor. With these modifications, Porsche simultaneously achieves a reduction in emissions and a power boost to 290 kW (394 PS), along with maximum torque of 450 Nm. The new 911 Carrera Coupé goes from 0 to 100 km/h in 4.1 seconds (3.9 seconds with the Sport Chrono package) and boasts a top speed of 294 km/h. Compared to its predecessor, this represents an improvement of 0.1 seconds and 1 km/h respectively.

Optimised suspension and active aerodynamics

The suspension of the 911 Carrera GTS has also been comprehensively revised. For the first time, rear-axle steering now comes as standard. It increases stability at high speeds and reduces the turning circle. Porsche has integrated the Porsche Dynamic Chassis Control (PDCC) anti-roll stabilisation system into the high-voltage system of the performance hybrid. This enables the use of an electro-hydraulic control system, which makes the system even more flexible and precise. The sports suspension with a variable damper system (PASM) and a ride height lowered by 10 mm provide characteristic GTS handling.

A total of seven 19-/20-inch or 20-/21-inch wheel designs are available for the new 911. Available for the first time in the 911 Carrera are Exclusive Design wheels with carbon blades that reduce the drag coefficient and therefore increase efficiency. The 911 Carrera GTS models roll on 21-inch wheels with a width of 11.5 inches and 315/30 ZR 21 tyres at the rear as standard. At the front are 245/35 ZR 20 tyres on 8.5-inch- wide 20-inch wheels. In line with the significantly enhanced performance, the wider footprint of the rear tyres improves the driving dynamics and traction of the new 911 Carrera GTS.

Sporty, streamlined exterior

Porsche has streamlined the exterior design of the 911 with carefully targeted updates. Most of these measures improve the aerodynamics and performance of the sports car. The changes include new, model-specific bumpers. For the first time, Porsche has also integrated all light functions into the now standard matrix LED headlights of the 911, with their characteristic four-point graphic. This makes it possible to omit the front driving lights and creates space for larger cooling vents in the front of the car.

On the 911 Carrera GTS models, the front end has five vertically arranged active cooling air flaps visible from the outside and another hidden flap on each side. For the first time in the 911, these are complemented by adaptive front diffusers in the underbody, which are controlled together with the cooling air flaps. These elements direct the air flow as required: when power requirements are minimal, closed flaps optimise aerodynamics. When power demand is high - for example in on-track situations - the flaps direct large amounts of air to the car's radiators. The sensors for the assistance systems are now located behind a high-gloss surface below the number plate.

Optionally, Porsche offers the new headlights with an HD matrix LED function with more than 32,000 light points. The high-performance high beam illuminates the road to a distance of more than 600 metres. It also offers innovative additional functions such as a driving-mode-dependent dynamic cornering light, lane brightening, construction site and bottleneck light and a non-dazzling high beam that is precise to the pixel.

The redesigned light strip with an integrated arc and 'PORSCHE' logo makes the rear end of the 911 appear deeper and wider. A redesigned rear grille with five fins per side connects to the rear window to form a graphic unit that fades into the retractable spoiler below. The number plate is positioned higher, with a clearly structured rear bumper. Model-specific exhaust systems are elegantly integrated into the striking diffuser fins. A sports exhaust system is optionally available for the 911 Carrera models. The 911 Carrera GTS models come standard with a GTS-specific sports exhaust system.

An optional aero kit further enhances the performance of the 911 Coupé. It includes a distinctive SportDesign front bumper with a unique front spoiler, matching side sill panels and a lighter, fixed rear wing. These components reduce lift and improve the grip of the sports car.

Fully digital cockpit and expanded connectivity

In the coupé variants, Porsche has designed the interior of the new 911 as a two-seater as standard. A 2+2 seat configuration is available as an option at no extra charge. In the cockpit, Porsche combines the familiar 911 design DNA with modern technology: the Porsche Driver Experience control concept focuses on the driver's axis and intuitive, faster operation. Essential control elements have been arranged directly on or around the steering wheel. These include the standard driving mode switch, the revised driver assistance lever and, for the first time in the 911, a start button - to the left of the steering wheel, naturally. In the centre console storage compartment of the new 911, there is a cooled compartment for smartphones, with an inductive charging function.

For the first time, the 911 has a fully digital instrument cluster. The 12.6-inch curved display fits elegantly into the new control and display concept and can be extensively customised. It offers up to seven views, including an exclusive Classic display inspired by the traditional five-tube Porsche dial design with a central tachometer.

The Porsche Communication Management (PCM) system is still operated via the high-resolution central display with a 10.9-inch screen. However, the customisability of the driving modes and the operation of the driver assistance systems have been significantly improved. The upgraded 911 also has new connectivity features. A QR code significantly simplifies the logging-on process to the PCM with the Porsche ID. Apple CarPlay® is more deeply integrated into the car. If desired, it displays information in the instrument cluster and enables the operation of vehicle functions directly in the Apple® ecosystem, for example via the Siri® voice assistant. For the first time, video streaming is also optionally available while parked. Apps such as Spotify® and Apple Music® can be used as native apps in the PCM without a connected smartphone.

Now available to order from 128,700 euros

The new 911 Carrera can be ordered now as a Coupé and Cabriolet with rear-wheel drive. For the 911 Carrera GTS, all-wheel drive and the Targa body variant (exclusively offered with all-wheel drive) are also available. Both model variants are equipped with Porsche Doppelkupplung (PDK) as standard. Porsche is offering the new 911 Carrera as a coupé at a starting price of 128,700 euros including VAT and country-specific equipment. Prices for the 911 Carrera GTS Coupé start at 170,600 euros. The price of the optional aero kit package for the 911 Carrera GTS is 2,713.20 euros including VAT and country-specific equipment. Deliveries in Germany will begin in late summer for the 911 Carrera, and in late 2024 for the 911 Carrera GTS.

Porsche has fundamentally upgraded the iconic 911 sports car. The new 911 Carrera GTS is the first street-legal 911 equipped with a super-lightweight performance hybrid. The newly developed, innovative powertrain system, with 3.6 litres of displacement, delivers significantly improved driving performance. The 911 Carrera GTS Coupé accelerates from zero to 100 km/h in 3.0 seconds and reaches a top speed of 312 km/h. The 911 Carrera will also be available immediately upon the launch of the new model. It is powered by a lightly modified 3.0-litre twin-turbo boxer engine that is more powerful than its predecessor's. The new 911 also features a revamped design, better aerodynamics, a fresh interior, upgraded standard equipment and expanded connectivity.

With the relaunch of its iconic model, Porsche has modernised four of its six model lines in just a few months: Panamera, Taycan, Macan and 911. "Our product portfolio is younger than ever and highly attractive," says CEO Oliver Blume. "It offers our customers even more customisation options and exclusive experiences."

Inspired by motorsport: innovative performance hybrid

For the new 911 Carrera GTS models, Porsche's engineers used knowledge gained from motor racing as the basis for designing the hybrid system. "We developed and tested a wide variety of ideas and approaches to arrive at the hybrid system that would suit the 911 perfectly. The result is a unique drive that fits into the overall concept of the 911 and significantly enhances its performance," says Frank Moser, Vice President Model Lines 911 and 718.

The lightweight and powerful T-Hybrid system has a newly developed electric exhaust gas turbocharger. An integrated electric motor, placed between the compressor and turbine wheel, instantaneously brings the turbocharger up to speed. This immediately builds up boost pressure. The electric motor in the exhaust gas turbocharger also functions as a generator. It generates up to 11 kW (15 PS) of electric power. This energy is extracted from the exhaust gas flow. The wastegate-free electric turbocharger allows the use of only one turbocharger instead of the previous two, which ensures a more dynamic and responsive power delivery.

The powertrain also includes a permanent magnet synchronous motor integrated into the new, more powerful eight-speed dual-clutch transmission (PDK). Even at idle speed, it supports the boxer engine with extra drive torque of up to 150 Nm and provides a power boost of up to 40 kW. Porsche couples both electric motors to a lightweight and compact high-voltage battery. It corresponds in size and weight to a conventional 12-volt starter battery, but stores up to 1.9 kWh of energy (gross) and operates at a voltage of 400 V. For an optimised overall weight, Porsche has installed a lightweight lithium-ion battery for the 12 V on-board electrical system.

The heart of the T-Hybrid drive is a newly developed 3.6-litre boxer engine. The high-voltage system allows the air-conditioning compressor to be driven electrically and the belt drive to be omitted as a result, making the engine much more compact. This creates space above the power unit for the pulse inverter and DC-DC converter. An enlarged bore of 97 mm and an increased stroke of 81 mm increase the displacement by 0.6 litres compared to its predecessor. The engine has VarioCam camshaft control and a valve control with rocker arms. It maintains the ideal mixture ratio of fuel and air over the entire map (lambda = 1).

Even without electrical assistance, the boxer engine delivers 357 kW (485 PS) and 570 Nm of torque. In total, the system output is 398 kW (541 PS) and 610 Nm. The power increase over its predecessor is 45 kW (61 PS). The new 911 Carrera GTS also beats its predecessor in the sprint to 100 km/h, particularly off the line. The efficient performance hybrid achieves highly dynamic driving characteristics while at the same time reducing CO2 emissions with significantly less extra weight compared to plug-in hybrid vehicles. The weight increase over its predecessor is a mere 50 kilograms.

The 911 Carrera still features a 3.0-litre boxer engine with twin turbocharging. This engine, too, has been comprehensively revamped. 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. The turbochargers in the new 911 Carrera were reserved for the GTS models in its predecessor. With these modifications, Porsche simultaneously achieves a reduction in emissions and a power boost to 290 kW (394 PS), along with maximum torque of 450 Nm. The new 911 Carrera Coupé goes from 0 to 100 km/h in 4.1 seconds (3.9 seconds with the Sport Chrono package) and boasts a top speed of 294 km/h. Compared to its predecessor, this represents an improvement of 0.1 seconds and 1 km/h respectively.

Optimised suspension and active aerodynamics

The suspension of the 911 Carrera GTS has also been comprehensively revised. For the first time, rear-axle steering now comes as standard. It increases stability at high speeds and reduces the turning circle. Porsche has integrated the Porsche Dynamic Chassis Control (PDCC) anti-roll stabilisation system into the high-voltage system of the performance hybrid. This enables the use of an electro-hydraulic control system, which makes the system even more flexible and precise. The sports suspension with a variable damper system (PASM) and a ride height lowered by 10 mm provide characteristic GTS handling.

A total of seven 19-/20-inch or 20-/21-inch wheel designs are available for the new 911. Available for the first time in the 911 Carrera are Exclusive Design wheels with carbon blades that reduce the drag coefficient and therefore increase efficiency. The 911 Carrera GTS models roll on 21-inch wheels with a width of 11.5 inches and 315/30 ZR 21 tyres at the rear as standard. At the front are 245/35 ZR 20 tyres on 8.5-inch- wide 20-inch wheels. In line with the significantly enhanced performance, the wider footprint of the rear tyres improves the driving dynamics and traction of the new 911 Carrera GTS.

Sporty, streamlined exterior

Porsche has streamlined the exterior design of the 911 with carefully targeted updates. Most of these measures improve the aerodynamics and performance of the sports car. The changes include new, model-specific bumpers. For the first time, Porsche has also integrated all light functions into the now standard matrix LED headlights of the 911, with their characteristic four-point graphic. This makes it possible to omit the front driving lights and creates space for larger cooling vents in the front of the car.

On the 911 Carrera GTS models, the front end has five vertically arranged active cooling air flaps visible from the outside and another hidden flap on each side. For the first time in the 911, these are complemented by adaptive front diffusers in the underbody, which are controlled together with the cooling air flaps. These elements direct the air flow as required: when power requirements are minimal, closed flaps optimise aerodynamics. When power demand is high - for example in on-track situations - the flaps direct large amounts of air to the car's radiators. The sensors for the assistance systems are now located behind a high-gloss surface below the number plate.

Optionally, Porsche offers the new headlights with an HD matrix LED function with more than 32,000 light points. The high-performance high beam illuminates the road to a distance of more than 600 metres. It also offers innovative additional functions such as a driving-mode-dependent dynamic cornering light, lane brightening, construction site and bottleneck light and a non-dazzling high beam that is precise to the pixel.

The redesigned light strip with an integrated arc and 'PORSCHE' logo makes the rear end of the 911 appear deeper and wider. A redesigned rear grille with five fins per side connects to the rear window to form a graphic unit that fades into the retractable spoiler below. The number plate is positioned higher, with a clearly structured rear bumper. Model-specific exhaust systems are elegantly integrated into the striking diffuser fins. A sports exhaust system is optionally available for the 911 Carrera models. The 911 Carrera GTS models come standard with a GTS-specific sports exhaust system.

An optional aero kit further enhances the performance of the 911 Coupé. It includes a distinctive SportDesign front bumper with a unique front spoiler, matching side sill panels and a lighter, fixed rear wing. These components reduce lift and improve the grip of the sports car.

Fully digital cockpit and expanded connectivity

In the coupé variants, Porsche has designed the interior of the new 911 as a two-seater as standard. A 2+2 seat configuration is available as an option at no extra charge. In the cockpit, Porsche combines the familiar 911 design DNA with modern technology: the Porsche Driver Experience control concept focuses on the driver's axis and intuitive, faster operation. Essential control elements have been arranged directly on or around the steering wheel. These include the standard driving mode switch, the revised driver assistance lever and, for the first time in the 911, a start button - to the left of the steering wheel, naturally. In the centre console storage compartment of the new 911, there is a cooled compartment for smartphones, with an inductive charging function.

For the first time, the 911 has a fully digital instrument cluster. The 12.6-inch curved display fits elegantly into the new control and display concept and can be extensively customised. It offers up to seven views, including an exclusive Classic display inspired by the traditional five-tube Porsche dial design with a central tachometer.

The Porsche Communication Management (PCM) system is still operated via the high-resolution central display with a 10.9-inch screen. However, the customisability of the driving modes and the operation of the driver assistance systems have been significantly improved. The upgraded 911 also has new connectivity features. A QR code significantly simplifies the logging-on process to the PCM with the Porsche ID. Apple CarPlay® is more deeply integrated into the car. If desired, it displays information in the instrument cluster and enables the operation of vehicle functions directly in the Apple® ecosystem, for example via the Siri® voice assistant. For the first time, video streaming is also optionally available while parked. Apps such as Spotify® and Apple Music® can be used as native apps in the PCM without a connected smartphone.

Now available to order from 128,700 euros

The new 911 Carrera can be ordered now as a Coupé and Cabriolet with rear-wheel drive. For the 911 Carrera GTS, all-wheel drive and the Targa body variant (exclusively offered with all-wheel drive) are also available. Both model variants are equipped with Porsche Doppelkupplung (PDK) as standard. Porsche is offering the new 911 Carrera as a coupé at a starting price of 128,700 euros including VAT and country-specific equipment. Prices for the 911 Carrera GTS Coupé start at 170,600 euros. The price of the optional aero kit package for the 911 Carrera GTS is 2,713.20 euros including VAT and country-specific equipment. Deliveries in Germany will begin in late summer for the 911 Carrera, and in late 2024 for the 911 Carrera GTS.