Porsche 911 GTS t-Hybrid 2dr PDK

Ten Second Review

The 911 model line - 'neunelf' in German - has a lot of life in it yet and proof of that comes with the latest T-Hybrid version of this mid-level Carrera GTS model. With more focus than a base Carrera and just a taste of 911 Turbo, it might well be all the 911 you could ever need.

Background

The very idea of a hybrid Porsche 911 was enough to send shockwaves around the sports car community. Enthusiasts had visions of a two-tonne plug-in version of this iconic model - which then, arguably, wouldn't really be a 911 at all. What we got instead in the form of this car, the 911 GTS T-Hybrid, isn't that at all. The hybrid tech hasn't added undue weight; and though it aids efficiency, it's really all about performance. The introduction of this electrified 3.6-litre T-Hybrid unit is for now limited to the mid-level GTS model - the car that sits between the Carrera at the bottom end of the range (also upgraded but without electrification) and the GT3 and Turbo models at the top (which continue much as before). The Carrera and GTS models get a package of visual and cabin upgrades too, in what amounts to mid-term 992-series model facelift (known in the industry as the '992.2').

Driving Experience

Whereas the original 992-series 911 GTS offered a relatively modest upgrade in power over the Carrera series, it's pretty different with this T-Hybrid '992.2' model. Its output is now 541PS (61PS more than before and well up on the 394PS of the latest Carrera), with 62mph achievable in 3 seconds flat on the way to 194mph. Why you'd now still pay more for a 911 Turbo is difficult to fathom. As before, there's a choice of rear-driven or 4WD formats. All that speed now comes from a very different kind of engine. It still a boxer flat six (of course) but is now 3.6-litres in size (up from 3.0-litres) and now uses just a single turbocharger (rather than two). That's because the turbo is now aided by a 54PS electric motor energised by a 1.9kWh 216-cell 27kg battery. The end result is that everything is even more instant as the electric turbo spins at up to 120,000rpm. To the accompaniment of a rather pleasing selection of gurgles, whistles and wines. There are the usual drive modes and the engine is happy to rev out to 7,500rpm to the accompaniment of a satisfyingly loud sports exhaust flare in 'Sport Plus'. Four-wheel steering is now standard, as of course are PASM adaptive dampers (now revised). Plus the braking system's now borrowed from the 911 Turbo. The 400V hybrid tech energises all kinds of drive systems, including the starter, the alternator, the nose-lift set-up and an optional electrohydraulic roll-stabilisation PDCC set-up you'll probably want to pay extra for.

Design and Build

You'd need to be very familiar indeed with the 992-series 911 to spot the visual changes made to this updated model, offered as before in Coupe, Cabriolet or Targa forms. The main difference lies with the redesigned headlamps, now with standard matrix tech, which retain the characteristic 4-point graphic but now incorporate all the illuminating functions, so there's no need for front driving lights, which creates space for larger cooling vents at the front of the car. There's also a redesigned rear light strip and model-specific bumpers. On this GTS variant, the front-end has five vertically arranged active cooling air flaps visible from the outside, with another hidden flap on each side. Otherwise, the pure 911 shape remains unaltered, as are the staggered wheel sizes - 19 or 20-inch fronts and 20 or 21-inch rears. You might more easily note the major change made to the traditionally driver-focused cockpit; for the first time, the 911 has a fully digital instrument cluster, though the rev counter remains the central feature in the 12.6-inch curved driver's display, customisable with up to seven layouts; including a 'Classic' display inspired by the traditional five-tube Porsche dial design with a central tachometer. There's also now a start button rather than a twisting dial. As before, infotainment is still taken care of by a 10.9-inch Porsche Communications Management central screen. But this monitor now offers more customisation options for drive modes and driver assistance systems, plus there are lots of new connectivity features, including video streaming. As before, there are the usual two rear seats (unless you order the optional 'lightweight package'). And under the bonnet, there's 132-litres of storage space.

Market and Model

At the time of this GTS T-Hybrid model's launch, pricing started from around £133,000 for the rear-driven Coupe and from £143,000 for the rear-driven Cabriolet. Add around £6,500 more if you want either model with Carrera 4 AWD. To give you some range perspective, the rear-driven GTS price is about £33,000 more than the equivalent un-electrified Carrera model. It's £6,000 more to get your Carrera GTS with all-wheel drive. You'll pay from around £149,000 for the Targa GTS (only offered in 4WD form). That's quite a step up from the GTS pricing applied to the original un-electrified version of this 992-series model (which started from around £122,000). At least you get quite a bit more standard equipment now as part of the deal. There's rear-wheel steering and a GTS-specific sports exhaust system, plus Matrix LED headlamps featuring more than 32,000 light points. Their high performance high beam illuminates the road to a distance of more than 600 metres and offers innovative additional functions such as a driving mode-dependent dynamic cornering light, lane brightening, a construction site and bottleneck light and a non-dazzling high beam that is precise to the pixel. Inside, the car now benefits from a fully digital instrument display. You'll want to consider paying extra for the optional electrohydraulic roll-stabilisation PDCC set-up. And the larger 20/21-inch wheel size.

Cost of Ownership

If you were hoping that the installation of T-Hybrid tech here might significantly improve this 911 GTS model's efficiency figures, then you might be disappointed. Actually, they're not all that much different from those of an ordinary 911 Carrera. As before, the most efficient GTS package is the Coupe, which in rear-driven and Carrera 4 forms manages bests of 26.9mpg and 239g/km of CO2. Actually, those figures are worse than those of the pre-facelift 480PS GTS model (which recorded 27.2mpg and 236g/km of CO2); but bear in mind that a lot less power was offered there. The GTS T-Hybrid Cabriolet manages bests of 26.4mpg and 243g/km. What else? Well all 911 GTS models are covered by the brand's usual three-year unlimited mileage warranty package. And the 911 also has 12 years of corrosion cover and a three year paint guarantee. Insurance for a car of this power and performance is never going to be cheap; all GTS variants attract a top-of-the-shop group 50 rating. Still, residual value percentages are uber-high - think in the late fifties after three years of ownership - or better. Bear in mind that depreciation will take a hit if you load your car up with too many unnecessary pricey extras. There's a wider dealer network than many rivals can offer and you'll only need to visit your local Porsche centre every two years or every 20,000 miles, whichever comes first. There's no option to buy into a pre-paid servicing package at point of purchase, but the brand does provide a fixed price servicing approach that makes sure you'll know in advance exactly what work will be carried out and what it will cost.

Summary

It's to Porsche's credit that the installation of this T-Hybrid engine has embellished rather than diluted this 911's performance credentials. The technology suggests an emphasis on efficiency, but its installation in this GTS model is really all about enhancement of the thrilling drive dynamics that have always set this iconic model line apart. We wish it wasn't now so expensive. But this car is beautifully built, will hold onto its value and now has an even more luxurious, yet still driver-focused, interior. Whether the GTS model is still the sweet spot in the range is a matter of debate. This 'Gran Turismo Sport' interpretation of what a 911 should be might still not be your most addictive choice from the line-up. But as an ownership proposition, it might prove to be the most satisfying one.