Porsche 911 GTS T-Hybrid (2024 – ) review

Sports cars aren’t known for their efficiency, and though the new 911 may be available as a hybrid, the system isn’t quite the same as the one you’ll find in a Toyota Prius or a Honda Civic. Instead, the focus of the so-called T-Hybrid system is clearly on power and performance, so it still includes a 3.6-litre turbocharged petrol engine slung somewhere between the rear wheels. That’s great if you want to go fast, but while the electric motor and battery help out in places, they never really drive the wheels themselves. However, for something with such an enormous amount of power, it is more efficient than you might expect, managing to more or less match the economy of the less powerful 3.0-litre petrol engines powering the regular Carrera models. Don’t expect it to manage much more than about 25mpg on the road, though, and it’ll do even less if you start using the power available.

Porsche’s reputation for reliability is enviable, and though repairs can be expensive thanks to the quality and engineering of components, the 911 is unlikely to go wrong very often. Although Porsche’s mechanical components are usually exemplary, and we expect no significant issues with the 3.0-litre petrol engines, the hybrid system in the 911 GTS is a bit of an unknown quantity. That said, if we had to choose a manufacturer to get it right first time, Porsche would be high up on our list.

Although safety might not often be the first consideration for a sports car buyer, Porsche has a fairly good track record. And the 911 comes with lots of safety equipment, including lane departure warning technology and autonomous emergency braking that will stop – or at least slow – the car if it detects a hazard to which the driver has not responded. Reversing camera systems, parking sensors and other assistance gizmos can also be found on 911s, while those who choose the optional HD-Matrix LED headlights get a clever light pattern that not only avoids dazzling other road users, but also keeps as much of the road ahead illuminated as possible, as well as highlighting the lane the car is in with a ‘light carpet’ geared to helping drivers stay on the straight and narrow.

Sports cars aren’t usually designed with comfort in mind, and though the 911’s beautifully made cabin is roomy enough in the front, you wouldn’t want to sit in the back as an adult. Especially as back seats are an optional extra in the 911 Coupe, albeit a no-cost option. That said, the cargo space up front is more spacious than the official volume suggests, and squeezing a couple of overnight bags in there is no problem at all while the space behind the seats – whether you have rear ones or not – means plenty of room for a weekend away or extended roadtrip. It also helps that it’s reasonably supple for a sports car. While there is some thud and thump into bumps, the new 911 soaks them up quite ably, particularly in standard Carrera form. The hybrid-enhanced GTS seen here has cleverer suspension but it’s also sportier and lower, so it is jigglier than the standard car even if apparently conflicting aims of comfort and handling are very nicely balanced. The exception to that rule is the GTS Targa, which does away with the lowered suspension and is more comfortable as a result, even though the Targa roof design makes the cockpit quite blustery when the roof is folded away. Overall, though, every version of the 911 will drive brilliantly, with sharp steering and good body control.

Hybrid technology is not the only fresh tech in the new 911. Porsche has also installed a new digital instrument display intended to provide a configurable, sharp and modern view of all the essential information. Speed, revs and other data can all be found there, which is quite a useful feature. Choose the optional head-up display, though, and you need seldom look down, because the really important stuff, such as speed and turn-by-turn navigation instructions can all be seen on the windscreen. What’s more, Porsche has also updated the central touch-screen standard on all models. The large display has a crisp and typically German layout, which means it’s really easy to navigate and most of the functions are in a logical part of the menu structure. It may not look that exciting, but when you’re driving and you want the minimum distraction possible, it’s perfect. And although Porsche is not known for its generosity when it comes to standard equipment there are a few useful additions to the new 911. There’s a driving mode selector on every car, allowing customers to set the car up the way they want, tweaking the gearbox and throttle response to suit the conditions, while GTS models come with the Sport Chrono Package, which incorporates launch control for track driving and a Sport Response button heightening the responsiveness of the car for a moment – perfect for overtaking.

Porsche’s cars have always been powerful, and the new 911 is no exception. We expect Porsche to add to the engine options as time goes on, but for now the choice is between a 3.0-litre petrol engine or the 3.6-litre GTS T-Hybrid, which uses the electric motor to ‘fill in’ and create a relentless surge of performance. As a result, the hybrid is considerably more powerful and more responsive than the 3.0-litre engine, though neither are exactly lacking. And they’re helped by some clever engineering, including Porsche’s ‘PDK’ automatic gearbox, which keeps gearshifts short and sharp for improved acceleration, and the option of all-wheel drive, which gives the 911 more traction in wet weather and makes the immense performance more accessible. So much so that the 911 GTS can get from 0-62mph in three seconds flat. But there’s more to performance than just facts and figures. The 911’s engines are all six-cylinder turbocharged petrol engines, and they make a characteristic growl that rises to a scream at higher speeds. And in the GTS, the electric turbocharger system makes some animalistic snorts and sniffs as you lift off the power. It all helps to make driving the 911 an occasion, as does the majestic way in which it rounds corners. It’s a beautifully balanced car, despite the engine being between the rear wheels, and it makes it enormously good fun on a back road or a racetrack.