There are so many variations of the Porsche 911 that it's sometimes difficult to say that each one has its own personality. Still, the GTS has earned itself a place of admiration among the Porsche faithful. Positioned toward the top end of the 911 lineup, the GTS promises much of the power and performance of the top-shelf GT3 but in a more comfortable, attainable package.
For 2025, the GTS gets a substantial reboot. It's the model that will hybridize the 911. This new-generation 911, internally called 992.2, brings electric augmentation for the first time, but in the name of power and performance, not frugality.
Photo: Tim Stevens
When it arrives at dealers later this summer, the 2025 Porsche 911 GTS will be available with rear-wheel drive in the base Carrera GTS or all-wheel drive (AWD) in the Carrera 4 GTS. Each is available as a hardtop coupe, Cabriolet (convertible), or the Targa model, which has a middle portion of the roof that folds down.
The base price for a 2025 Porsche 911 Carrera GTS Coupe is $164,900, climbing to $186,000 for a 911 Carrera 4 GTS Cabriolet.
I drove a range of models at different price points, but the car pictured here is a 911 Carrera 4 GTS in Carmine Red. It had numerous options, including Porsche's Adaptive Sports Seats Plus, the GTS Interior package, and Porsche's InnoDrive suite of advanced driver assistance systems (ADAS). Its estimated retail price was $208,225.
Photo: Tim Stevens
For 2025, the Porsche 911 GTS gets some substantial visual tweaks to help differentiate it from each of the (many) other 911 flavors. Most striking is the front fascia, the GTS receiving five pronounced aerodynamic flaps just beneath the headlights.
These flaps, plus a sixth hidden beneath the nose, open or close depending on the car’s cooling needs. Out back, you can identify the GTS by the centrally located twin exhaust pipes and a rear bumper modified to match.
The inside is more substantially changed, starting with a sweeping, curved, 12.6-inch instrument cluster that's fully digital for the first time in the 911. Porsche pairs it with a 10.9-inch touchscreen, which now consumes ever more of the 911's formerly physical buttons. You'll need to reach for that touchscreen often to change everything from disabling the automatic engine stop/start to customizing drive modes.
Thankfully, you can change the vent alignment without digging through a sub-menu as you do on the Taycan. Just reach up and move the vent.
Despite the digital up-do, the interior of the new 911 feels very familiar and supportive. It is comfortable and intimate without being tight. That is unless you're trying to sit in the rear seats. The 911 GTS is still a 2+2 with seating for four, but there's virtually zero room for even little legs in the back seats.
Photo: Tim Stevens
The revised Porsche Communication Management (PCM) infotainment system operates much the same as before. For the GTS, Porsche augmented the PCM with numerous additional screens to show the flow of energy from the battery pack to the hybrid system and the endless performance metrics associated with that.
The bigger story is the fully digital gauge cluster, which offers seven layouts. Similar to the displays on the Taycan and the new Cayenne, the view here is bright and crisp. The physical needle sweeping across a tachometer may be gone. Still, the wealth of perspectives that replace it is well worth the trade.
Regarding safety, the 911 GTS features standard lane-keeping assistance, but to get anything else, you'll need to spend $2,860 for InnoDrive. On the highway, the adaptive cruise control did a great job of identifying traffic and matching speeds smoothly.
The active lane-centering assistance system felt somewhat basic compared to other high-end cars, requiring more input from the driver. Still, in a segment that often lacks anything in the way of ADAS, the 911 feels reasonably comprehensive.
But the big technology here is the new hybrid system. A small (by hybrid standards), 1.9-kilowatt-hour (kWh) battery pack drives a 53-horsepower electric motor integrated into the GTS's eight-speed, dual-clutch automatic transmission. But, interestingly, it also powers a second, smaller electric motor to spin up the single turbocharger attached to the GTS's 3.6-liter flat six-cylinder engine.
The smaller motor helps reduce turbo lag, while the bigger motor adds more power and throttle response. The resulting total system output is 532 hp and 449 pound-feet of torque, up 59 hp from the previous GTS. And performance is what it's all about. This isn't a plug-in you can use to drive emissions-free, and Porsche isn't quoting any improved EPA fuel-economy figures yet.
Photo: Tim Stevens
I started my day in an Ice Grey Metallic 911 GTS Cabriolet, the top lowered despite a somewhat chilly start outside of Malaga in Spain. The roads in this part of the world offer unpredictable levels of grip, and on some particularly slippery sections, the rear-drive GTS struggled to put its 532 hp down.
But in these moments, the car's driver-assistance systems were quick to add a helping hand, not killing the fun by any means but certainly doing their job to avoid a momentary indulgence of the throttle turning into an expensive visit to an Andalusian ditch.
Here on the road, the GTS proved itself quite comfortable and capable, charging over broken asphalt and summiting prodigious speed bumps without causing me any discomfort in the driver's seat. For a car this low and fast, that's a rarity. As always, the 911 delivers excellent engagement combined with day-to-day livability.
On the track, though, the GTS showed its true colors: an absolute monster. Switching to a coupe resulted in a car that was slightly more communicative than the convertible, and the roughly 190-pound weight savings made it more engaging, too. The coupe should be the choice for anyone who'll be driving aggressively.
Driven aggressively, the GTS absolutely shines. Its hybrid system really does work, both adding more immediacy to the engine's power delivery and helping to mitigate turbo lag. Put your foot on the floor, and there's barely any hesitation before you can hear the single, giant turbocharger spinning and charging up the intake into the engine.
Impressively, that system doesn't add much weight. The new GTS only weighs 103 pounds more than the outgoing model, which means it's still a delight on the racetrack, easily swinging through corners and screaming like a rocket down the straights.
The new Porsche 911 GTS is a marvel of technology, with a hybrid system that doesn't change the character of the 911 in the slightest bit yet noticeably boosts the power and drivability. Where Chevrolet chose to differentiate the Corvette E-Ray when creating a hybrid version of its sports car icon, Porsche's electrified option fits cleanly into the 911's predefined template.
And, while other options like the Mercedes-AMG GT are going with larger, heavier plug-in options for their hybrids, the 911 keeps things relatively light. It's a stunning car to drive and hasn't lost any of its core 911 feel, but it does come at a rather dear cost. It's hard to say that, logically, the GTS is worth the additional $44,800 over a base 911 Carrera, but such cars are never bought logically.
Tim Stevens is a veteran automotive and technology journalist with over 25 years of experience covering everything from smartphones to supercars. In addition to JDPower.com, his expert perspectives have appeared in numerous national and international outlets, including print, online, and broadcast television.
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