Written by Alan Taylor-Jones and Graham King Updated: 10 February 2025

Overview

This isn’t just any old Porsche 911, it’s the updated ‘992.2’ generation Porsche 911. A subtle visual evolution from its predecessor, it also hides a couple of firsts for the 911, both of which could get traditionalists a bit upset. However, they could help it become the best sports car out there.

So, what are the reprofiled bumpers, fresh front and rear lights, updated colours and new wheels hiding? Peer inside and you’ll notice the analog rev counter is gone, replaced by a 12.6-inch curved digital display. But the biggest and most controversial news is that the 911 GTS is now a hybrid. Of sorts.

Don’t worry, there’s no CVT gearbox or massive, battery-induced weight increase. You still get an eight-speed dual-clutch gearbox, while the small 1.9kWh battery and motors mounted in the gearbox and turbo only add 40kg. There’s no EV mode, just a boost in performance and efficiency from a system based on that found in Porsche’s championship winning sports racers. Total power is 541hp, 61hp more than the old GTS.

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The Carrera continues with its 3.0-litre twin-turbo flat six that gains a meagre 9hp, and we’ve already seen the high-revving and naturally aspirated GT3. Rivals include the BMW M4, Mercedes-AMG GT, Chevrolet Corvette and Aston Martin Vantage, while the upcoming Turbo will continue to worry full-blown supercars with its savage off-the-line acceleration.

Read on for our impressions of the base two-wheel drive Carrera driven in the UK, and hybrid GTS in Europe. If you’re curious about how we test cars at Parkers, follow the link to our explainer page.

What’s it like inside?

The biggest change is that 12.6-inch digital driver’s display, so let’s start with that. It has crisp and attractive graphics that allow a variety of displays, although I found myself sticking to a variation of the familiar five-dial layout but with your speed in the centre of the rev counter. The display certainly makes the cabin feel more contemporary, and is thankfully operated by buttons and dials, not touch-sensitive icons.

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Everything else is familiar 911, with a near-perfect driving position (at least with the optional fully electric front seats or fixed-back buckets), plenty of space up front and a few physical controls for key functions. They include the climate controls and various buttons and scrollers on the steering wheel, while all models now have a rotary drive mode selector on the steering wheel. Some may wish for a bit more storage given the usable nature of the 911, but we’re really nitpicking here.

It’s also worth mentioning that 911s no longer come as standard with rear seats, presumably to save a few pounds in both weight and money. Surprisingly, Porsche doesn’t charge to install them if you want the additional practicality. As ever, they’re best suited to children, shorter adults or additional baggage.

How does it drive?

Reassuringly like a 911. There are new adaptive dampers with a wider bandwidth of operation, but even the Carrera is a firmly sprung sports car that’ll be less comfortable than a BMW M4, if still perfectly liveable. The damping is well-judged, so it never crashes or thumps over imperfections, with Sports mode bringing a bit more control and sharpness. Go any firmer on the suspension and it’s a bit much for a B road.

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You need the Sports Chrono pack with its launch control for the Carrera’s headline 3.9-second 0-62mph time. It hooks up staggeringly well from a standstill on cold tarmac despite the clutch being dumped at a highly optimistic number of revs – how very 911. Even after commuting to the UK drive event in an 800bhp AMG SL, it does not feel remotely slow. The GTS is another step on, sling-shotting from 0-62mph in 3.0 seconds, only a couple of tenths behind the bonkers Turbo S. Off-the line traction from the standard four-wheel-drive is virtually unbreakable.

The base Carrera engine has plenty of low down muscle but is still happy to rev, making a great noise in the process. The electrically-driven turbo in the GTS has zero lag and feels almost as sharp and responsive as the zinging naturally aspirated engine in the GT3, at any revs. You can’t have a manual Carrera or GTS anymore, just the quick-witted eight-speed auto with paddle shifters that give faithful manual control.

Four-wheel steering boosts agility and cornering stability in many models including the GTS, but there’s a lot to be said for the purity and predictability of the Carrera’s front-wheel steer. Both have plenty of feel, feedback and precision, as do the excellent brakes. The heavy rear weight bias gives fantastic traction out of tight bends and an occasional sense of lightness over the front axle for that classic 911 feel. But you don’t feel like it’s going to play tricks on you, as older 911s can. Even jumping on the brakes mid-corner doesn’t unsettle it.

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What models and trims are available?

The 992.2 range kicked off with the base Carrera and sportier GTS, followed by the driver-focussed GT3. Other versions including the Turbo have yet to be facelifted – 911 facelifts seem to be the only ones rolled out one model at a time. You get more equipment as standard which does explain some of the price hike across the range.

Adaptive LED headlights, lane keep assist, traffic sign recognition, brake assist, parking sensors and a rear-view camera take some of the strain off you, while the heated front seats and steering wheel are most welcome during a UK winter. Going up a model doesn’t guarantee a great deal more luxury, so budget for a five-figure options spend if you’re doing it properly.

The new front bumper retains the horizontally split front intakes rather than the vertical ones of the hybrid GTS, there’s a new back bumper and new wheel choices including Taycan-style aero-optimised ones.