The big fear was that Porsche would spoil the 911 with a hybrid system, but the test of the 992.2 Carrera GTS shows that nothing could be further from the truth.
In recent years, 911 enthusiasts have had to deal with shock after shock, with Porsche engineers coming up with new technologies time and time again. Time and time again, it was the end of the 911 as we knew it. And yet, the brand from Zuffenhausen is extremely successful with the sale of the 911, apparently the soup is not eaten hot when it is served.
The first blow was also Porsche’s salvation. The 996 with fried-egg headlights (they are actually back) and water-cooled boxer six-cylinder was nothing less than sacrilege. The introduction of direct injection in the facelift of generation 997 was somewhat less exciting, but with the facelift of the 991 there was such a moment again. Der letzte sauger was installed in the pre-facelift 991, after which Carrera, Carrera S and Carrera GTS got turbo engines. The horror.
911 T-hybrid
But believe me: the hybrid system in the 911 is nothing less than automotive porn. The only conceivable disadvantage is the small weight penalty: in total the 911 has become 50 kg heavier. If you consider what you get in return, you shouldn’t have to worry about that at all.
To get a few things out of the way right away: no, you can’t plug in the 992 facelift. It’s a self-charging hybrid, all the electricity is ingeniously generated (and more than brilliantly used) by the 911 itself.
Where the 12-volt battery used to be, Porsche now places a high-voltage (400 volt) lithium-ion battery with a capacity of only 1.9 kWh. With that, you can never really drive electrically, but that’s not what you were looking for as a 911 driver anyway. Behind the rear seat, another 12-volt lithium-ion battery is mounted.
The first electric motor is a permanent magnet synchronous motor that is integrated into the 8-speed PDK dual-clutch automatic transmission. This motor produces 41kW/56hp, but can deliver up to 65hp for a short time (10s) and can also recover energy. So far, there is not much new.
The electric turbo of the Porsche 911
An electric turbo has been used more often, including in various Audi TDI engines. The big difference is that for the 911 T-Hybrid the electric motor in the turbo operates with 400 volts. The electric motor can therefore spool up the turbo compressor much more aggressively and faster, the electric motor delivers up to 20 kW.
The interplay between the two electric motors, combustion engine, gearbox and battery is very complex, but this is also where it gets really fun. The display shows while driving whether the battery is being charged or whether electricity is being used. What is particularly striking: this alternates very quickly and the battery can be recharged at times when you least expect it.
The electric motor in the turbo can also function as a generator (maximum 11 kW/ 15 hp). For example: while driving at top speed (312 km/h for the Carrera GTS Coupé) the battery is still being charged. And there are times when the electric turbo supplies the electric motor in the box with power.
To explain this properly, some technical talk is needed. Normally, a turbo has a wastegate, through which the excess pressure of the turbo can be blown off. The single turbo of the new 3.6 boxer six-cylinder of the Porsche 992.2 from this test does not have this. If there is an excess of pressure, the electric motor (like a kind of bicycle dynamo) can recover electricity. The electric motor then no longer helps the turbo, but actually slows it down. At full throttle, the electric turbo generates electricity that is used to drive the electric motor in the gearbox. If necessary, the battery also jumps in.
I must be a huge nerd, but this is such a special and very cool technology. Especially because it works so incredibly well in practice, but more about that later. We also have to talk about the six-cylinder boxer, don’t we?
A new, larger boxer engine
Porsche returns to the displacement they seem to use most: 3.6 liters. They achieved this by increasing the bore to 97 mm and the stroke to 81 mm. Perhaps even more importantly, only one turbo is installed instead of two. The copy is much larger. Normally that would result in a pimple of a turbo lag, but the powerful electric motor fills that gap.
Porsche uses the larger engine and large turbo not only to generate more power, but also to meet future environmental requirements. Soon, engines will only be allowed to run with lambda = 1. In fact, this means that no extra fuel may be injected at full load. This provides much-needed cooling, but the unburned fuel does of course go into the air.
A number of components were able to make way, for example the electric motor in the box takes over the function of starter motor. Thanks to the high-voltage architecture the airco compressor could become electric and the belts that normally provide the drive have disappeared.
The result is that the new 3.6 boxer six-cylinder delivers 485hp and 570 Nm. On top of that you can also count the output of the electric motor in the box, the system power is 541hp and 610Nm.
And the result…..
Amazing. In front of me, the Porsche instructor drives a yellow 911 Turbo S. It has 110 extra hp, but the Turbo is also a bit heavier. On the warm Ascari in southern Spain, the traction problems are limited, especially because the rear tires have grown in width again and are now 315 mm wide. After the sharp left-hand bend, a first straight follows and I am determined to have a good exit and to see how big the difference is. The aim is for the Carrera GTS coupé in schieffergrau to fill up his rear-view mirror nicely.
So early, but not too early on the gas and let the 911 fan out nicely towards the edge of the track. The gear shifts in particular are deeply impressive. The PDK gearbox with dual clutch is already lightning fast, but once you have driven the new 911 T-Hybrid, you know that it can be even better. The torquefill function ensures that the slight delay during gear shifting is gone. The electrically powered turbo also has an anti-lag system, so there is always turbo pressure.
Despite the difference in talent (in the instructor’s favor) and the advantage in power (again in the instructor’s favor), the Carrera GTS is almost as fast as the 992 Turbo S. We put a gap between us and the rest of the group, what a monster.
Because the 3.6 six-cylinder always operates with lambda = 1, no extra petrol is injected during full load. It is a rich man’s problem, but the consumption on the circuit is also significantly lower.
The performance of the 992.2 Carrera GTS
The old 992 Carrera GTS had 480hp/570Nm, weighed 1,520kg and sprinted to 100 in 3.4s. The updated 992.2 Carrera GTS goes well beyond that. As a two-wheel drive, the sprint to 100 takes just 3.0s. The acceleration is only complete at 312 km/h.
Even better is that the 911 T-Hybrid feels so wonderfully potent and almost atmospheric. Gone are the (tiny) turbo lags, the response to the accelerator is always instant. Quite a bit brilliant.
Disadvantages of the facelift
The price, always the price of this kind of nice stuff. Porsche asks the handsome sum of € 234,851 for the 911 Carrera GTS coupe. The options list also beckons and otherwise the local IVA boy in his suit will talk you into adding some must-haves. As a Targa, Cabriolet or as a Carrera 4 GTS, the magical three hundred grand is not so magical anymore.
In addition, Porsche has made the rear seat optional for the coupe, although it is a no-cost option. It still saves 8.7kg and apparently Americans prefer a GTS without a rear seat.
The biggest mistake, however, is the disappearance of the analogue rev counter. I will never forgive Porsche for that and therefore refuse to ever buy a new 911 again. According to the entire internet. It is indeed a shame, but a nice rev counter is projected on the digital screen. It is and remains a kind of meat substitute, only when you adjust the entire recipe, it becomes something.
Conclusion Porsche 992.2 Carrera GTS test
If you simply want to own the best and fastest 911 Carrera GTS. If you always want to have the latest 911. If you love new technology, especially when the implementation is this good. Hop, hop, quickly to your local Porsche Center. The new 911 Carrera GTS is so incredibly worth it, apologies current 992 owners who wanted to drive a little longer. You want this 911 T-Hybrid and you want it now, what a machine.
