Revolution or Sacrilege? The 2024 Porsche 911 Gets a Radical Performance Hybrid Overhaul

The 2024 Porsche 911 is set to receive a significant update with the introduction of a powerful hybrid version, known as the 992.2. This new variant, called the T-Hybrid, features two electric motors and despite the additional components, it manages to maintain a similar weight. However, it delivers a considerable boost in power, especially in the GTS model, resulting in extraordinary performance capabilities.

For a long time, there's been a heated debate that has left 911 enthusiasts on edge: should the iconic sports car incorporate a hybrid system? The idea of adding electric power to the mix, along with the potential increase in weight, seemed inconceivable and impossible to purists. But it seems Porsche has done the unthinkable, and on paper, they've achieved something that stands as a testament to their unique engineering prowess. It appears they've squared the circle.

Drive

Let's start from the beginning: What you're witnessing is the significant mid-cycle refresh of the 911, referred to as the 992.2 in the parlance of Zuffenhausen. The 3.0-liter twin-turbo boxer engine found in the standard Carrera has also been revamped, now delivering increased output—a customary enhancement with any Porsche update. By incorporating turbochargers from the previous GTS and an intercooler from the Turbo variant, the power has risen from 385 to 394 hp. The torque remains steady at a maximum of 450 Nm. Acceleration from 0-100 km/h now takes 4.1 seconds (or 3.9 with the Sport Chrono Package), and the top speed is slightly boosted to 294 km/h—an improvement of 0.1 seconds and 1 km/h, respectively.

The spotlight in the high-performance automotive sphere is undeniably on the latest 911 GTS. Porsche has selected the iconic GTS moniker to mark a pivotal era for its renowned 911 series. This new GTS model debuts as the initial 911 equipped with a hybrid engine, representing the first instance of a performance-focused hybrid within the storied lineage of rear-engine marvels, embodying a technological excess in the most positive connotation.

It should be understood that the focus here isn't on achieving the lowest possible fuel consumption. What was needed is an engine that meets Euro 7 standards, and that criterion has been met. The core of the so-called T-Hybrid system is an all-new six-cylinder boxer engine with a displacement of 3.6 liters. Indeed, we are not talking about downsizing here. The move to electrification has actually resulted in a 0.6-liter increase in displacement. This has been made possible by enlarging the bore to 97 millimeters and increasing the stroke to 81 millimeters.

The engine is equipped with the VarioCam camshaft adjustment and uses rocker arm valve control. It maintains the perfect fuel-to-air ratio throughout its entire performance range (Lambda = 1). So far, so good.

Things truly become thrilling when we delve into the incredibly clever way Porsche has electrified the unit. The T-Hybrid system includes a newly developed electric turbocharger. It features an integrated electric motor situated between

The compressor and turbine wheel quickly spin up the charger, immediately creating boost pressure. The electric motor within the exhaust turbocharger also functions as a generator, producing up to 11 kW (15 horsepower) of electrical power. This power is harvested from the exhaust flow. The electric turbocharger, which doesn't require a wastegate, allows for the use of a single turbo instead of the traditional two.

A second electric motor, which is a permanently excited synchronous machine, is integrated into the new eight-speed dual-clutch transmission (PDK). It aids the boxer engine from the idle speed, providing a torque of up to 150 Nm and delivering a power output of up to 40 kW.

Porsche has integrated both electric motors with a high-voltage battery designed to be similar in size and weight to a traditional 12-volt car battery. However, it has a storage capacity of up to 1.9 kWh (gross) and operates at 400 volts. In an effort to reduce weight, Porsche has constructed the 12-volt on-board battery using lightweight lithium-ion technology.

The introduction of a 400-volt system enables the air conditioning compressor to operate on electric power, eliminating the need for a belt drive. This innovation has resulted in a more compact design for the latest flat-six engine. Consequently, this compactness frees up space above the engine unit to accommodate pulse inverters and DC-DC converters.

Without the assistance of electric power, the gasoline engine produces 485 horsepower and 570 newton-meters of torque. When combined with the electric system, the total output reaches 541 horsepower and 610 newton-meters. This is an increase of 61 horsepower and 40 newton-meters over the previous 911 GTS model. In terms of acceleration, the new version is expected to outperform the old one, particularly during the initial take-off. The performance figures are nearly on par with the 911 Turbo, boasting a 0 to 100 km/h sprint in just 3.0 seconds and a top speed of 312 km/h—an improvement of 0.4 seconds and 1 km/h.

It's certainly not insignificant – to put it mildly – the weight of the new hybrid Porsche 911. Porsche seems to have managed to keep the conversation around the weight increase relatively subdued, as the additional weight compared to the pre-facelift GTS is a reasonable 50 kilograms. This brings the first electrified 911 to an unladen weight of 1,595 kilograms.

Chassis

The latest Hybrid-GTS now comes standard with rear-axle steering for the first time. Porsche incorporates the PDCC roll stabilization into the high-voltage system of the performance hybrid. This integration allows for the use of an electro-hydraulic control, which aims to enhance the system's flexibility and precision. As usual, the GTS features an adaptive PASM sports suspension that is lowered by 10 mm.

For the first time, the 911 model offers wheels featuring carbon blades. These are designed to reduce drag, thereby improving the car's efficiency. The 911 Carrera GTS models come standard with 21-inch wheels that are 11.5 inches wide at the rear, fitted with 315/30 ZR 21 tires. At the front, 245/35 ZR 20 tires are mounted on 8.5-inch wide wheels.

Exterior

For the standard model, a closer inspection is required to spot the updates. The bumpers have been redesigned, and Porsche has now consolidated all the lighting functions into the main headlight, which allows for more space in the bumper for larger air intakes.

To the left of the updated 992.2 model after its redesign.

On the right, the 992.1 prior to the model upgrade

The appearance of the electrified 911 GTS is strikingly more intense. The front bumper now features five active cooling flaps that are visible from the outside, plus an additional flap on each side that cannot be seen. It's a bit of an unusual look that might take some getting used to. Furthermore, for the first time, there are adaptive front diffusers integrated into the underbody paneling, which operate in conjunction with the cooling flaps.

When the demand for performance is low, closed flaps enhance the aerodynamics. However, when there is a high demand for performance, such as on a race track, the flaps direct more air towards the coolers.

The disparity is much more pronounced with the GTS. On the left, the 2024 GTS convertible model.

And indeed a 2021 GTS Coupe

The vehicle now features optional HD Matrix lighting, a new light strip, and an updated rear grille that boasts five slats on each side. Additionally, the position of the license plate has been shifted upwards.

The optional Aero Kit includes more aggressive bumpers, side skirts, and a fixed rear spoiler.

Interior

Drivers accustomed to the previous 992 model won't find the transition to the revamped version too jarring once they get behind the wheel. A new driving assistance lever has been introduced, and for the first time in a 911, there's a (rather austere) start button, positioned, as always, to the left of the steering wheel. Additionally, the center console storage now features a cooling function for charging smartphones.

The introduction of a fully digital instrument cluster (12.6 inches) is unlikely to surprise anyone these days. It comes with up to seven display options, including a classic view that pays homage to the traditional 5-tube design featuring a central tachometer.

Porsche is pledging significant enhancements in terms of customization options for driving modes and the control of driver assistance systems. Additional connectivity features are also being introduced. For instance, Apple CarPlay will be more deeply integrated into the vehicle, allowing for information display on the dashboard and the ability to control car functions via Siri on demand.

Launch and Pricing

The updated Porsche 911 Carrera is now available for ordering, with prices starting at €128,700, which is an increase of nearly €6,000 from the previous model.

The starting cost for the inaugural hybrid version of the 911 Carrera GTS Coupe is set at 170,600 euros, marking a substantial increase of 15,000 euros from its last iteration. Those opting for the Aerokit package on the 911 Carrera GTS will have to shell out an additional 2,713 euros. Delivery of the 911 Carrera in Germany is slated to commence in late summer, with the 911 Carrera GTS following in the latter part of 2024.

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