2025 Porsche 911 GTS T-Hybrid: 0-60 MPH in 2.6 Seconds | Ultimate Hybrid Sports Car! - video Dailymotion

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2025 Porsche 911 GTS T-Hybrid First Test: 0-60 MPH in 2.6 Seconds!  The 2025 Porsche 911 GTS T-Hybrid combines the iconic 911 performance with electrification, hitting 0-60 mph in just 2.6 seconds! With 532 horsepower and 449 lb-ft of torque, this hybrid version offers a 59-hp boost over the Carrera S, while maintaining the legendary Porsche driving experience. In this first test, we explore its impressive acceleration, braking, and handling, proving why this is the ultimate all-around 911 for enthusiasts.  💥 Performance Highlights: 0-60 MPH in 2.6 seconds Quarter mile in 10.7 seconds @ 129.7 mph 60-0 MPH braking in 95 feet    Hashtags: #Porsche911 #HybridCar #2025Porsche911 #911GTS #Supercars #CarReview #HybridPerformance #SportsCarReview #CarTest #LuxuryPerformance #0to60 #PorscheCarrera #PorscheHybrid #PerformanceCars

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00:00Maybe it's Porsche's fault. Maybe if it hadn't remained so loyal to the 911's original mechanical

00:11purity ethos for so many decades, it never would have gained such a hardcore loyalist following

00:18for its brand-defining sports car. Maybe without that likely, even, there wouldn't be the histrionic

00:24hand-wringing from certain corners of the superfan base whenever the German carmaker deigns to

00:29interrupt the in-the-moment accepted view of what the 911 Carrera is. Be it water-cooled engines or

00:36widespread use of turbochargers, or now a gas-electric hybrid powertrain, introducing new

00:42technologies and features that nudge the 911 nearer any given moment's mainstream automotive

00:47philosophies ensures one thing. A lot of discussion, debate, and pontification is about to go down.

00:54So we expected as much with the 2025 Porsche 911 Carrera GTST Hybrid, the first-ever electrified

01:02production 911. But actually, Porsche nuts, and admittedly there's more than one on the Motor Trend

01:08staff who fit the description in their personal time, are such a pedantic bunch. Other new things

01:14found in the 2025 911 Carrera GTST Hybrid-like push-button start, no more physical key to turn,

01:21and a digital tachometer seem just as polarizing, at least according to the social media and other

01:27commentary we've seen. And, ahem, by some of our own previously published comments. But perhaps one

01:34upshot of so many automakers funneling so many fully electric vehicles down the car-buying Publix

01:40collective throughout the past few years is that the idea of hybridization doesn't carry the same

01:46mark of a green weenie outcast as it not so long ago did to serious car-slash-driving enthusiasts,

01:53Porsche fanatics, or otherwise. If that's even partially the case, we say good, because after running the

01:59new 911 Carrera GTST Hybrid, T stands for turbo, if that wasn't clear, through our performance testing

02:07gauntlet. It's more than a little difficult to turn our noses up at it out of some misguided sense

02:12that Porsche has somehow ruined its flagship performer by daring to give it more of everything

02:17we liked about the 992 Series, 911 in the first place. Briefly, before we get into said performance,

02:25click here if you want to read more of our subjective thoughts about the car following our first drive

02:31report, or here for a deeper dive into its hybrid powertrain. The 2025 Porsche 911 Carrera GTST Hybrid

02:40and the new 992.2 base 911 Carrera and 911 Carrera S comes only with an 8-speed twin-clutch automatic

02:49gearbox, though that might change. As we've speculated despite Porsche refusing to say anything of the sort.

02:57You'll just have to forget the noise for now and focus on what the GTS has rather than what it doesn't,

03:02and it has a lot. It begins with peak output figures of 532 horsepower and 449 LBFT of torque,

03:12or 59 more horsepower and an additional 59 LBFT of torque compared to the non-hybrid 2025 Carrera S.

03:20Compared to the 992.1 Series 911 GTS, the new version betters it by the same 59 horsepower golf and 29 LBFT.

03:32Hold the brake pedal with your left foot, stomp the throttle pedal with your right one,

03:38wait for the revs to stabilize, and well, whoosh just about covers it. The launch control-assisted GTS

03:45T-Hybrid accelerated from 0 to 60 miles per hour in just 2.6 seconds in our hands. The quarter mile?

03:5310.7 seconds at 129.7 miles per hour. You don't need to be even 20 years old today to recall when

04:01numbers like these were the exclusive domain of hypercars. Just one such example, a mere 10 years ago,

04:08nearly to this very day. We tested a Ferrari LaFerrari to the tune of 0 to 60 in 2.4 seconds

04:15and a quarter mile performance of 9.7 seconds at 148.5 miles per hour. Yes, it was quicker and

04:24faster than this Porsche, but not by a margin that would make a drag race between the two a slaughter,

04:30at least not until you crested past 150 miles per hour. And don't forget, LaFerrari pricing started at

04:38$1.4 million, today's equivalent of something like $1.9 million. Suddenly the 2025 911 GTS T-Hybrid's

04:48base price of $166,895 and this particular car's as tested sticker of $205,285. Dollars isn't quite as

05:01shell-shocking as it was before we dug into our own numbers database. Full transparency and something for

05:07new GTS buyers to know, the fat 315 30 21-inch rear tires need to be damn warm for you to have any

05:14hope of matching our best time. Otherwise, attempting to launch this 911 on even moderately cold rubber

05:22is a one-way ticket to wheel spin city, something we've heard Porsche itself has had to manage in its

05:28own testing. And in our direct experience, the tires still lose grip after the 1 to 2 upshift.

05:35Which isn't great for producing the absolute theoretical best times, but sure as hell is a

05:40grin-making characteristic for drivers who appreciate a bit of drama in their lives. That said, remember the

05:46number, 2.6 seconds to 60. No, it doesn't nearly match the basically unfathomable 1.89 second time of

05:55the all-electric Taikung Turbo GT-Y sack we tested recently. But regardless, the accelerative prowess of

06:03modern-day automobiles has reached a point of borderline absurdity. You probably won't hear many

06:08people bragging about a car's braking performance over beers, but it's as important as speed, even more

06:15so in a car this quick and fast. After what seems like 100 years of similar results from testing

06:21Porsches, it's no surprise the new 911 Carrera GTS T-Hybrid feels like nothing can stop it from stopping.

06:29We ratcheted it down from 60 miles per hour to zero in 95 feet, funnily enough precisely the same

06:36distance as the LaFerrari a decade ago. For broader and fresher context, the T-Hybrid's stopping distance

06:43is just 3 feet longer than the killer 911 GT3 and GT3 RS models that ride on stickier rubber.

06:52It's worth noting, just as with the tires during our acceleration runs, our test car's optional carbon

06:58ceramic brakes predictably needed a few hard applications to warm up and produce their best

07:04results. In other words, you probably will need another 5 feet, give or take, to come to a halt if you

07:11have to panic stop from 60 miles per hour in a more common real-world situation. If you want world-class

07:17handling, the 911 Carrera GTS T-Hybrid delivers more than you'll ever need in that department.

07:242. Sure, talented or not so talented, drivers will find ways to exceed the grip limit on race tracks,

07:32but you can forget about running out of stick on dry public roads. Unless you're suffering from a

07:37debilitating closed-head injury or are trying to get yourself incarcerated. If you're still thinking

07:43a 911's character somehow must suffer from carrying a hybrid system, we experience nothing on our test

07:50track to suggest the electric bits are detrimental to the experience. The 400-volt, 1.9-kilowatt-hour

07:58battery pack that powers the electric motor and single turbocharger weighs just 60 pounds, with the car's total

08:05curb weight registering 3598 on our scales. Yes, that's 126 pounds heavier than the standard Carrera we

08:15weighed recently, but that model's engine makes only 388 horsepower and 331 lbfd of torque, meaning the GTS

08:26hybrid makes up for its extra heft with its significantly more powerful powertrain, at least in the thrust

08:33department. We haven't yet weighed a Carrera S. Porsche says it checks in at 174 pounds less than the T-Hybrid,

08:41but official manufacturer weight figures rarely match what we find when we weigh cars ourselves.

08:48Regardless, weight is always the enemy of nimble handling, but you don't feel it in this GTS from

08:54behind the wheel. The car's performance when braking into corners is borderline unreal,

09:00given how much speed you find yourself carrying on the approach to them, and it was super easy and intuitive

09:05to dance on the grip limit. Our official numbers. It recorded a 1.11 g average on the skid pad and roasted our

09:13figure 8 course in 22.4 seconds with a 0.99 g average. We never ran the LaFerrari through those tests,

09:22so for perspective let's consider the mighty lap time at all costs 911 GT3 RS instead. It averaged 1.18 g

09:31around the skid pad and completed the figure 8 circuit in 21.9 seconds at 0.97 g, the latter number

09:38being worse than that of the GTS. Better overall? Yes. A galaxy apart? No. Of course, our tests occur at

09:47relatively lower speeds and, speaking generally, reward mechanical grip rather than aerodynamics.

09:54The RS would obliterate the GTS on a fast racetrack simply because of its far superior

10:00aerodynamic downforce levels alone, but the GTS makes a lot more sense for almost any other situation.

10:08Its overall performance is unlikely to ever leave you wanting for more unless you're a professional

10:13race car driver who's decided to go brains to feet on public roads. Perhaps this additional

10:18comparison makes the point even clearer. The non-RS 911 GT3 we named our 2023 performance vehicle of the

10:27year was significantly slower to 60 miles per hour, 3.4 seconds, than the new GTS hybrid. That GT3 model in

10:36fact bested the even more focused GT3 RS on the skid pad at 1.19 g and while its 22.1 second figure 8 time

10:45was 0.3 second quicker than the GTS, its 0.95 g average was, also like the RS, worse than what the

10:55T hybrid car managed. From a traditionalist standpoint, we certainly understand why some 911 buyers will still

11:02prefer to choose the non-electrified variants. If nothing else, such cars will strike them emotionally

11:09as simply what they imagine when they think about driving one. Frankly, a base Carrera delivers dynamic

11:15performance the likes of which no one can sanely deploy more than about 50% of on public streets.

11:22But don't think the GTST hybrid changes the fundamental 911 experience, other than boosting that

11:28performance past its Carrera siblings. If you want even more bona fides to brag to your friends about

11:34over drinks, you need to look at the big boy turbo or GT3 models. Anyone who still isn't convinced should

11:41know the hybrid system is seamless, imparting no ill effects on the feelings and noises you get when

11:47driving. Speaking of the latter, you hear a clear whine or whistling sound when you smash the gas,

11:53and a PSS-SHH noise when you lift off the throttle. However, since the GTS doesn't feature a turbocharger

12:01wastegate, Porsche attributes those sound effects to airflow into the turbocharger and then the

12:07pressure reduction in the turbo's inlet when you lift off throttle. It's a small thing reading about

12:12it here, but it tangibly adds to the fun. Speaking objectively after our full test of the car,

12:18the 2025 Porsche 911 GTST hybrid is the most capable, complete, and best Carrera model for real-world

12:27and daily driving duty. And it absolutely rips on racetracks, too. No, maybe about it.

2025 Porsche 911 GTS T-Hybrid: 0-60 MPH in 2.6 Seconds | Ultimate Hybrid Sports Car!

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