Current Porsche 911 Carrera GTS Cabriolet (992.2) – Reviews, Pricing, Specs & Buyers Guide
The 992.2-generation Porsche 911 Carrera GTS T-Hybrid Cabriolet is a milestone: the first production 911 to pair its flat-six with electric assistance—without giving up the character that makes a 911 feel like a 911.
Porsche’s “T-Hybrid” isn’t a plug-in and it isn’t about silent EV creeping; it’s a lightweight, performance-focused hybrid built to sharpen response, broaden the torque curve, and make the car faster and more consistent on road and track. In Cabriolet form, it layers that progress over the timeless pleasure of a quick-folding soft top and a flat-six soundtrack filling the cabin.
Below you’ll find the specs, the tech story, how it drives, model-year context, reviews, options that matter, and buying advice.
What it is (and isn’t): The T-Hybrid recipe
Porsche’s T-Hybrid system revolves around three major components working with a larger-displacement 3.6-liter flat-six:
- An electric motor integrated into the strengthened 8-speed PDK (up to 40 kW / 54 hp and 110 lb-ft), filling in at low revs and during transients.
- An electrically driven turbocharger (eTurbo) with a small motor mounted between turbine and compressor to spool boost instantly; it also recuperates up to 11 kW as a generator.
- A compact 400-V, ~1.9 kWh** HV battery** under the front lid (about the size of a traditional AGM 12-V battery). Together, these parts deliver 532 hp and 449 lb-ft combined (engine alone 478 hp/420 lb-ft) while adding only a modest amount of mass versus the previous GTS.
A few consequences fall naturally out of this design. First, the single eTurbo replaces the old twin-turbo layout and eliminates the wastegate, because the electric motor manages boost directly. Second, Porsche can run the engine at ideal stoichiometry across the rev range, improving response and emissions, and relocating/accessory changes (e.g., electrically driven A/C) free packaging space above the flat-six for the power electronics. The whole thing has been engineered to feel transparent from the driver’s seat—no EV theatrics, no “EV-only” mode—just surge, immediacy, and repeatability.
Hard numbers: Powertrain & performance
- Engine: 3.6-liter DOHC flat-six + eTurbo
- Electric assistance: 40 kW motor in PDK, 400-V 1.9 kWh HV battery
- System output: 532 hp, 449 lb-ft
- Transmission / drive: 8-speed PDK; RWD or AWD (“4 GTS”)
Independent testing shows how little the open top hurts: MotorTrend measured a GTS Cabriolet at 0–60 in 2.7 s and a 10.9-sec/127.3-mph quarter, with a 3,799-lb curb weight and EPA ratings of 19 mpg combined. That’s within a hair of their Coupe results, and absurdly quick for a roof-down 2+2.
Chassis, brakes, and the “GTS feel”
Porsche didn’t stop at the powertrain. The GTS suspension adopts PASM Sport with a 10 mm drop versus Carrera, rear-axle steering is standard, and Porsche Dynamic Chassis Control (PDCC) ties into the 400-V system to run an electro-hydraulic roll control for faster, finer responses. Tires grow to 245/35 ZR 20 (front) and 315/30 ZR 21 (rear) on 8.5- and 11.5-inch rims, respectively. Aero is active and purposeful: vertically oriented active air flaps and adaptive front underbody diffusers manage cooling vs drag in real time. Exhaust is a GTS-specific sport system as standard.
Translation: turn-in is crisp, the car stays flat and planted, and the Cabriolet avoids the “cowl shake” stereotype. Reviewers also call out the steering’s clarity and the damping’s bandwidth; spec it right, and it can be both composed on a bad freeway and ruthless on a canyon or circuit. Top Gear’s 992.2 overview sums up the facelifted range as “speedier, grippier,” with daily manners intact—helpful context for the open-air GTS.
Body & aero: What’s new outside
The 992.2 refresh simplifies the face and sharpens the airflow. All light functions move into the standard Matrix-LED headlamps, allowing larger front inlets and cleaner surfacing. At the rear, a thicker full-width light bar with integrated script, a redesigned decklid grille (fewer, wider slats), and a tidier bumper with model-specific diffuser strakes complete the look. The Cabriolet’s power soft top opens/closes in about a dozen seconds and remains impressively quiet at speed.
Inside: Fully digital—and still very Porsche
The 12.6-inch fully digital instrument cluster debuts across 992.2, joining the familiar 10.9-inch PCM. A start button (still on the left), deeper Apple CarPlay integration (you can surface data in the cluster), native apps (Spotify, Apple Music), and even video streaming while parked modernize the experience. In coupes the 2+2 is now no-cost; the Cabriolet remains a standard 2+2—useful for kids or soft bags.
Model-year updates & lineup context
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MY2025 launch (May 2024 reveal): The GTS T-Hybrid arrives as Coupe and Cabriolet in RWD or AWD (4 GTS), plus Targa 4 GTS. Deliveries for the 2025 range began late 2024/early 2025 depending on body/market; PDK is standard across GTS. U.S. MSRP at announcement: coupe from mid-$160s, with the GTS Cabriolet base listed by Car and Driver at ~$180,195; 4 GTS Cab ~$187,995.
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Positioning: The GTS sits above the non-hybrid Carreras and S models and below Turbo/GT cars. As the first hybrid 911, it previews tech later seen in other variants (e.g., hybridized Turbo S).
How it drives: Road & track character
Instant urge, no theatrics. Reviewers consistently note that if Porsche didn’t tell you it’s a hybrid, you’d learn it by the lack of lag and the relentless mid-range shove. The eTurbo spools immediately, the PDK-integrated motor fills the gaps, and the car feels more linear and eager everywhere. Car and Driver’s first drive captured the vibe: the 532-hp GTS “is a hybrid, though you’d never know”—because it behaves like a ruthlessly optimized 911, not a science experiment.
Open-air intensity. In Cabriolet form, that immediacy meets the senses. MotorTrend’s instrumented test of the GTS Cabriolet delivered supercar numbers—2.7 to 60, 10.9@127—and praised the steering precision and track stamina, while noting the stiffer ride over rough concrete and the need for warm rubber at aggressive launches (wheelspin is real with 532 hp).
Brakes and consistency. With bigger contact patches and PDCC integrated into the HV system, the GTS resists fade and holds its line on repeated laps better than previous non-GT Carreras. The hybrid bits aren’t about saving fuel on track; they’re about keeping thrust on tap and temps in check. Porsche’s own data shows significant performance gains versus the prior GTS, and an 8.7-second Nürburgring improvement has been publicized globally for the coupe—useful as proxy for the Cab’s capability.
Reception: What the press says
- Car and Driver: Hybridization “doesn’t change our opinion one neutron”—the GTS still reads as a benchmark sports car, only quicker and cleaner in its responses. Pricing is stiffer, and there’s no manual (none is planned for the hybrid), but the driving experience wins the argument.
- MotorTrend (Cab first test): “There’s magic in the (open) air.” Blistering straight-line speed, track-ready brakes and grip, and day-to-day theater; ride is firm and interior space tight, but the Cabriolet loses almost nothing to the coupe in performance terms.
- Porsche Newsroom: Frames T-Hybrid as a lightweight performance hybrid—not a fuel-sipping system—highlighting the eTurbo, PDK motor, and compact 1.9 kWh pack as the enablers behind the GTS’s leap.
Options & packages that matter (Cabriolet)
- Sport Chrono Package: Launch Control, mode dial, dynamic powertrain mounts, and the quickest official times; essential if you care about performance metrics.
- Rear-axle steering: Standard on GTS (992.2), now part of the “baked-in” agility/stability recipe; it’s a stand-out on tight urban streets and at high-speed lane changes.
- PDCC: With HV integration, roll control reacts faster and more precisely; worthwhile if you regularly drive hard or track the car.
- Wheels/tires: The 20/21-inch setup is standard GTS; the Exclusive Design wheels with carbon aero blades trim drag and add visual drama.
- Seats & interior: Standard sport seats are excellent; consider Full Leather or Race-Tex packages for an open-air cabin that feels special. (GTS deletes some insulation for more soundtrack.)
Ownership notes: Everyday usability
- Roof & refinement: The soft top is quick and operable at urban speeds; with the roof up, the Cab is notably hushed for a car that will crack 190 mph (coupe figure)—choose tires accordingly if you prioritize long-distance comfort.
- Economy: You’re not buying this to hypermile, but the hybrid’s efficiency helps at part-throttle. MotorTrend quotes 19 mpg combined on its test car, in line with C/D estimates and official figures.
- Practicality: Still a 2+2, still a frunk, still daily-able. The GTS’s stiffer tune is felt on broken pavement; if you live on bad roads, consider wheel/tire choices or the softer-spring option some markets allow (your dealer can confirm).
Rivals & cross-shopping
- Chevrolet Corvette E-Ray: Also hybrid, but with front-axle electric drive and distinct EV noises; the Porsche keeps a conventional AWD system (on “4 GTS”) and no EV-only mode, aiming for seamless augmentation rather than headline tricks. If you want a V8 cruiser with EV antics, E-Ray; if you want classic 911 feel with newfound immediacy, GTS.
- Mercedes-AMG SL 63 and Aston Martin Vantage Roadster: Big-power, open-air GTs; neither matches the GTS Cab’s hybrid response or everyday footprint.
- McLaren Artura Spider (if/when launched widely): Another performance hybrid drop-top with a different mission (mid-engine supercar vibe vs 2+2 GT).
Buying advice
- RWD vs AWD (Carrera 4 GTS): If you drive year-round in four seasons—or love mountain passes—4 GTS is superb. If you want the purest steering feedback and a little less mass, RWD GTS is your pick. Car and Driver notes a touch more centering effort/filtered feel with front drive engaged.
- Spec by use case: Track or canyons often? Keep Sport Chrono, PDCC, and consider ceramic brakes. Mostly grand touring? Spend on seats, interior, and driver-assist convenience.
- Expect the performance: Porsche’s own 2.9-sec (coupe) claim is conservative; real cars go quicker—even the Cabriolet. If acceleration theatre matters, the GTS Cab delivers it with the sky open.
- Budget honestly: C/D quotes a GTS Cab base around $180K and 4 GTS Cab ~ $188K before options; it’s easy to spec past $200K, but most of what you’re buying (chassis tech, brakes, aero) pays real dividends.
Quick-specs (2025 911 Carrera GTS T-Hybrid Cabriolet, 992.2)
- System power/torque: 532 hp / 449 lb-ft
- Engine: 3.6-liter flat-six with eTurbo (engine alone 478 hp / 420 lb-ft)
- Hybrid bits: PDK-integrated 40 kW motor, 1.9 kWh 400-V HV battery
- Driveline: PDK only; RWD or AWD (Carrera 4 GTS); Cabriolet body
- Factory claims (Coupe): 0–60 2.9 s, 194 mph top track speed
- Observed (MT Cab test): 0–60 2.7 s, ¼-mile 10.9 @ 127.3 mph, 3,799 lb curb, 19 mpg combined
- Chassis highlights: PASM Sport (-10 mm), rear-axle steering standard, PDCC (HV) available, active aero flaps + adaptive underbody diffusers, 315-section rear tires
Verdict
The Porsche 911 Carrera GTS T-Hybrid Cabriolet proves that hybridization can enhance a sports car’s soul rather than dilute it. The eTurbo and PDK motor erase lag and add mid-range muscle; rear-axle steering and PDCC make the chassis feel preternaturally calm; the soft top lets the new, richer soundtrack pour in. It’s meaningfully quicker than the outgoing GTS, dramatically more responsive, and—crucially—still feels like a 911. If you want a roof-down 911 with real pace, real feedback, and real everyday usability, but you’re not chasing Turbo/GT extremes, this is the sweet spot.
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Press Release
May 28, 2024
The 2025 Porsche 911 models
- 911 Carrera GTS: first ever production Porsche with innovative, lightweight THybrid with newly developed 3.6 liter six-cylinder boxer engine, electrically driven
turbocharger and in-transmission electric motor - 911 Carrera receives updated 3.0-liter six-cylinder boxer engine
- New styling integrates active air intake flaps on 911 Carrera GTS
- Fully digital cockpit and further increased connectivity
Stuttgart. Porsche has significantly updated the latest generation of the iconic 911. The new 911 Carrera GTS is the first road-legal 911 model to feature a lightweight, performance-focused hybrid powertrain, at the core of which is a newly developed engine displacing 3.6 liters. The new 911 Carrera GTS Coupe accelerates from 0 to 60 mph in 2.9 seconds – 0.3 seconds quicker than before – and on to a top track speed of 194 mph. The 911 Carrera has also been enhanced and will be available at launch powered by an updated version of the 3.0-liter twin-turbo boxer engine that is more powerful than before. In addition to their more powerful engines, the new 911 models feature new design, further improved aerodynamics, new colors, a fresh interior, enhanced standard equipment and more extensive connectivity.
Inspired by Motorsport: Innovative Performance-Hybrid
For the new 911 Carrera GTS models, the engineers utilized expertise developed in racing as the baseline for the concept of the hybrid system. “We developed and tested various ideas and approaches to decide on a hybrid system that optimally suits the 911. The result is a unique powertrain that is well-integrated into the overall concept and enhances the performance significantly,” said Frank Moser, Vice-President of the 911 and 718 model lines
A new, strengthened eight-speed dual-clutch transmission (PDK) with an integrated, permanently excited synchronous motor is part of the powertrain on the 911 Carrera GTS. It supplements the power of the boxer engine at idle with up to 110 lb.-ft. of torque and develops up to 40 kW.
The 911 GTS also uses a newly developed, electrically driven turbocharger. An integrated electric motor, placed between the compressor wheel and the turbine wheel, speeds up the turbocharger very quickly to develop boost. This electric motor in the turbocharger also functions as a generator and can develop up to 11 kW using the exhaust gas stream.
The electric turbocharger is not equipped with a wastegate and allows for the use of a single turbocharger compared to the two that were used previously while simultaneously improving throttle response and performance.
Both the electrically driven turbocharger as well as the electric motor housed in the transmission are paired with a light and compact high-voltage battery. Its size and weight are comparable to a conventional 12-volt AGM starter battery, but it can retain up to 1.9 kWh of energy (gross) and operates at 400 volts and is located under the front hood where the previous 12 volt battery was located. To optimize weight distribution, the 12 volt battery is a lightweight lithium-ion battery located behind the parcel shelf in the rear.
The heart of the T-Hybrid powertrain is a newly developed 3.6 liter boxer engine. Thanks to the high-voltage system, the compressor for the air conditioning system can be powered electrically, so there is no need for a belt drive, making the engine more compact. This provides for the room above the flat engine to house the pulse inverter and DC-DC converter. A bore increase to 97 millimeters and a stroke enlarged to 81 millimeters raise the displacement compared to previous 911 Carrera GTS models by 0.6 liters. The new engine features the camshaft adjustment system – VarioCam – and a valve control using roller rocker arms. It can retain the ideal combination of fuel and air (Lambda = 1) over
the full range of engine speed.
By itself, the new boxer engine develops 357 kW (478 hp) and 420 lb.-ft. of torque. The total system power is 398 kW (532 hp) and 449 lb.-ft. The power increase compared to the previous 911 Carrera GTS models is 45 kW (59 hp). When accelerating, the new 911 Carrera GTS outperforms its predecessor in particular when starting off from a standstill. The efficient, performance-focused hybrid achieves a heightened level of performance without the level of weight increase typically associated with conventional hybrid systems. The U.S. curb weight increase of the new 911 Carrera GTS Coupe compared to the predecessor is a moderate 103 lbs.
The 911 Carrera continues to be powered by a 3.0 liter twin-turbo boxer engine, which has been significantly updated. It is now equipped with the intercooler used in the 911 Turbo models, which is placed above the engine directly beneath the rear decklid grille. The turbochargers of the new 911 Carrera were adopted from the previous 911 Carrera GTS models. With these modifications, the new 911 Carrera now makes 290 kW (388 hp) – 9 hp up on the model it replaces – and up to 331 lb.-ft. of torque. The 911 Carrera Coupe can accelerate from 0 to 60 mph in 3.9 seconds (3.7 seconds with optional Sport Chrono Package) and reach at top track speed of 183 mph. Compared to the previous model, this represents an improvement of 0.1 second and 1 mph, respectively.
Optimized suspension and active aerodynamics
The suspension of the 911 Carrera GTS was extensively updated as well. For the first time, rear axle steering is included as standard equipment. It optimizes the stability of the vehicle at higher speeds while simultaneously reducing the turning circle. The optional roll-stabilization system Porsche Dynamic Chassis Control (PDCC) is integrated into the high-voltage system of the performance hybrid. This allows for the use of an electro-hydraulic control system, making the system even more flexible and precise. A standard sport suspension with adaptive dampers (PASM) and a ride height reduction of 10 millimeters compared to the standard 911 Carrera offer a driving experience characteristic of GTS models.
A total of seven different wheel designs in 19-/20- or 20-/21-inch combinations are available for the new 911 Carrera models. For the first time, 911 Carrera Exclusive Design wheels are available with carbon fiber aeroblades, which can reduce the drag coefficient and optimize efficiency. At the rear axle, the 911 Carrera GTS models are equipped as standard with 21-inch wheels measuring 11.5 inches in width and fitted with 315/30 ZR 21 tires. At the front, 245/35 ZR 20 tires on 8.5 x 20-inch rims are mounted. At the rear, 10 mm wider tires compared to the previous model accommodate the increased power level of the new 911 Carrera GTS models, benefiting performance and traction.
Refreshed exterior design
Porsche has enhanced the exterior design of the new 911. A large part of these updates focuses on optimizing the aerodynamics and the performance of the sports car, including the new, model-specific front fascia. Furthermore, Porsche has integrated all of the light functions into the standard LED Matrix design headlights of the 911 with its characteristic four-point design. This allows for larger air intakes in the front fascia as the lights previously mounted in this area are now integrated into the headlights.
On the 911 Carrera GTS models, the front fascia incorporates five visible, vertically aligned active air flaps as well as a further flap which closes off the bypass on each side and is not visible from the exterior. They are complemented by adaptive front diffusors in the underbody, which are being used for the first time and work together with the cooling air flaps. These elements direct the air flow as needed: when little power is needed, closed air flaps optimize the aerodynamics of the car. When extracting high levels of power from the engine, for example on track, they funnel a high amount of air to the radiators. The sensors of the assistance systems are integrated into a high-gloss area below the front
license plate mount.
The newly designed rear light band with “PORSCHE”-lettering enhances the impression of width and low stance of the car. A new rear decklid grille with five strakes per side forms a visible unit with the rear window and flows seamlessly into the automatically extending, variable rear spoiler. The rear license plate is mounted higher than before, and the rear fascia is simplified. Model-specific exhaust systems integrate elegantly into the pronounced diffusor fins. A sport exhaust system is optionally available for the 911 Carrera models, while the 911 Carrera GTS models are equipped with a GTS-specific sport exhaust system as standard.
An optional Aerokit is available to further increase performance of the 911 Coupe models. It includes a SportDesign front fascia with a unique front spoiler lip, special side skirts and a weight-optimized, fixed rear wing, all of which reduce lift.
Fully digital cockpit and extended connectivity
As standard, Porsche delivers the new 911 coupe models as a pure two-seater with no rear seats. Optionally, a 2+2 seat configuration is available for no additional cost. Inside, the traditional 911 design DNA is paired with modern technology: the Porsche Driver Experience offers an intuitive and quick operation of key functions that are central to the driver. Important functions are placed directly on or next to the steering wheel. This includes the standard drive mode switch, the updated control stalk to operate assistance systems and – for the first time in a 911 – a start button, placed, of course, to the left of the steering wheel. The storage compartment in the center console of the new 911 offers a cooled storage space for smartphones with an inductive phone charging area.
For the first time, the 911 features a fully digital instrument cluster. The 12.6-inch curved display integrates elegantly into the new operating and display concept and can be extensively customized depending on the driver’s preference. It offers up to seven different display views, including an exclusive classic display based on the historic five tube design with a centrally positioned tachometer which has been a hallmark of the 911 from the start.
The operation of the Porsche Communication Management (PCM) is still conducted using the high-resolution central display measuring 10.9 inches diagonally. Porsche has optimized the customization of drive modes and the operation of assistance systems in the new 911. Additionally, the updated models feature new connectivity functions. A QRcode makes logging in using the Porsche ID in the PCM easier. Apple CarPlay® is also integrated more deeply into the vehicle and information from the system can be displayed in the instrument cluster if desired, directly from within the Apple® ecosystem; for example via the voice assistant Siri®. For the first time, video streaming is offered as an option and available for use while the car is parked. Apps such as Spotify® and Apple Music® can be used as native apps in the PCM without connecting a smartphone.
Pricing and availability
The new 2025 911 Carrera is available to order now as a Coupe or Cabriolet with rearwheel drive. Additionally, the 2025 911 Carrera GTS is also available as a rear and allwheel drive model (911 Carrera GTS and 911 Carrera 4 GTS) in Coupe or Cabriolet form, and as a Targa variant (exclusively available with all-wheel drive). Both powertrains are fitted with PDK as standard. Deliveries of the new 2025 911 Carrera models to U.S. Porsche Centers are expected to start in the fall, and at the end of 2024 for the 911 Carrera GTS models. The current 911 Turbo, Turbo S and GT3 RS models will continue to be offered for the 2025 model year, with pricing unchanged for these variants. The full list of Manufacturer’s Suggested Retail Pricing (MSRP) for the 2025 Porsche 911 mode range is listed below. MSRP does not include tax, title, registration, dealer charges or a $1,995 delivery, processing and handling fee.
- 2025 Porsche 911 Carrera: $120,100
- 2025 Porsche 911 Carrera Cabriolet: $133,400
- 2025 Porsche 911 Carrera GTS: $164,900
- 2025 Porsche 911 Carrera GTS Cabriolet: $178,200
- 2025 Porsche 911 Carrera 4 GTS: $172,700
- 2025 Porsche 911 Carrera 4 GTS Cabriolet: $186,000
- 2025 Porsche 911 Targa 4 GTS: $186,000
- 2025 Porsche 911 Turbo: $197,200
- 2025 Porsche 911 Turbo Cabriolet: $210,000
- 2025 Porsche 911 Turbo S: $230,400
- 2025 Porsche 911 Turbo S Cabriolet: $243,200
- 2025 Porsche 911 GT3 RS: $241,300
