2025 Porsche 911 Targa 4 GTS Review: This Hybrid Retains Its Character

      Porsche

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      Having been an automotive journalist for 15 years, it seems I've spent half that time discussing the Porsche 911 hybrid. Initially, there were various rumors, some more credible than others. Could it be true that the iconic 911, pivotal to Porsche’s identity, was going hybrid? It wasn’t until the track-exclusive 911 GT3 R Hybrid emerged in the 2010s that the groundwork for a road-ready gasoline-electric version was laid, finally bringing hybrid technology into the 911’s realm. Introducing the 2025 Porsche 911 Targa 4 GTS.

      The concept of “hybrid” varies significantly depending on the context. Rest assured, Porsche hasn’t transformed its flagship model into a Toyota Prius. The first hybrid 911 designed for production takes a different and gentler route to electrification compared to models like the Cayenne or the extraordinary 918 Spyder. It’s not a plug-in hybrid, so you won’t find it at an EV charging station, and the electric component of the system cannot drive the 911 independently.

      So, what does the hybrid actually offer?

      The Basics

      Power is generated by a 3.6-liter flat-six engine equipped with a new electric exhaust turbocharger that eliminates turbo lag. This is reflected in the “T” of the “T-Hybrid” designation. Importantly, the electric turbo replaces the previous twin-turbo setup used in the past GTS, enhancing throttle response and converting exhaust gases into electrical energy. Porsche also integrated an electric motor between the engine and the eight-speed PDK, connected to a 1.9-kilowatt-hour battery located in the trunk. This battery is compact, roughly the size of a 12-volt battery.

      The engine alone delivers 478 horsepower and 420 pound-feet of torque, and with hybridization, those numbers rise to 532 and 449, respectively. For comparison, the earlier 911 GTS had a rating of 473 horsepower and 420 pound-feet of torque. You might say, “Electrification adds weight,” and that’s true, but not as much as one might expect. The new GTS is 103 pounds heavier than its predecessor. In other words, carrying a passenger in the previous model would probably add more weight.

      Porsche

      Maintaining a manageable weight partly explains why the GTS isn’t more heavily electrified. Opting for a plug-in hybrid system with a larger battery pack, akin to that of the Cayenne, would have significantly increased its weight. In the expanding world of hybrid vehicles, the 911 GTS distinctly stands out as being less hybrid-oriented.

      The GTS also doesn’t have the appearance of a hybrid. Porsche avoided the green accents seen in the hybrid versions of the Cayenne and Panamera, opting for more understated styling instead. If you want to announce to the world that you own the first hybrid 911, you can request a “T-Hybrid” decal on each door. Alternatively, if you prefer to keep that detail low-key, there are no badges or indications of it anywhere on the car—it’s truly one of those “IYKYK” situations.

      Porsche

      The inside follows suit, where the only indication of the accelerator’s connection to a hybrid system is a powertrain-specific display in the instrument cluster. The build quality is top-notch, as expected from Porsche, with an abundance of technology incorporated into the dashboard. As highlighted by Deputy Editor Jerry Perez during his review of the 911 S, Porsche has replaced the ignition switch with a push-button, although it remains on the left side of the steering wheel, and the instrument cluster now features a fully digital format. The once-analog tachometer is also gone, giving the 911 a modern feel.

      Driving the Porsche 911 Targa 4 GTS

      After years spent writing about a hybrid 911, I find myself in Germany finally driving one. The Targa 4 GTS, with its elongated hood and appealing retractable roof, is eager to tackle the winding roads surrounding Stuttgart. It quickly becomes apparent that the hybrid system's primary goal is to enhance performance; the flat-six engine continues to be the highlight. The GTS lives up to its promise, delivering immediate, lag-free acceleration, and it sounds exactly like a 911 should as it gains speed. In its standard form, it is remarkably quick and even more exhilarating when you switch the steering wheel-mounted dial to Sport or Sport Plus.

      While straight-line speed is impressive, that’s not the essence of the 911. Its real character shines on twisting roads. Keep in mind that it's not particularly small, measuring about 73 inches wide, similar to a Ford Ranger, yet it boasts handling that’s both precise and approachable. You don’t need to be Walter Röhrl to enjoy driving the GTS