New Porsche 911 gets electrification for first time ever

Following a range-wide revamp, Stuttgart has turned its attention to upgrading the firm’s oldest staple: the 911. Find out why the latest 992.2 marks another step change in the model’s evolution.

When you’ve got a fan base as devout and impassioned as the 911s, making changes and moving the game on — without provoking mass hysteria — is no mean feat. Historic advancements which have caused the 911 fraternity to panic include the move from air to water cooling, hydraulic to electric power steering, and even the adoption of turbocharging.  

Often, alterations that wouldn’t make the press release for other models are headline-grabbers when it comes to the rear-engined sports car. So, it’s no wonder the inclusion of a hybrid amongst the new 911’s ranks has sent the internet into a bit of a tailspin. Are fans right to be worried?  

In a word: no. Sure, the GTS model has gained electric motors, but they shouldn’t be feared. Rather than diluting the 911’s purity, or constricting its performance for environmental reasons, the extra 64 bhp (on overboost) and 103 lb ft provided by electricity, serves only to enhance performance and improve response.

To emphasise this, the new T-hybrid model can’t be driven on electric power alone, and no all-electric variant will be added to the line-up, for now, anyway. As for the gains, well 60 mph arrives in less than 3 seconds — a startlingly low figure for a mid-range model.  

Thanks to ditching twin turbos for a new electrified single turbo, lag has also been drastically reduced. Maximum boost for the new 3.6-litre flat six is now achieved in a third of the time it took the old 3.0-litre to fully spool up. With peak power and torque sitting at 534 and 450 respectively, it’s hard to argue with the added grunt.  

While the new engine is rightly a talking point, Porsche also wants the world to see the fine work it’s done elsewhere. For one, the exterior styling has been tweaked to include model-specific bumpers. For the GTS, this means integrated vertical cooling flaps complemented by adaptive front diffusers in the underbody, resulting in optimised aerodynamics.  

The 911’s signature handling poise has also been honed. For the first time, rear-wheel steering comes as standard, increasing stability at high speed and manoeuvrability around town. A lowered sports suspension now benefits from integrated Porsche Dynamic Chassis Control (PDCC), incorporating a trick electro-hydraulic anti-roll system to always keep the body flat and level. Wider 315mm Goodyear Eagle F1 rear rubber should further help to transmit that extra power directly to the road.  

Inside, Porsche has made moves to keep the cabin current. A fully digital dash is arguably the biggest revelation (likely to stir more controversy with proponents of the old analogue gauges), though the cold storage cubby with wireless smartphone charging is surely handy in anyone’s book? Buyers should also discover a streamlined 10.9-inch central infotainment system that’s easier to connect to and navigate.  

Ultimately, though the new 911 has merely dipped its toe in the waters of electrification, the very notion might be difficult for some to accept. But we think they’re missing out. The new GTS uses technology to amplify the model’s pros and mitigate the cons. As its ancestors have proven time and time again, you can’t halt progress.  

Do you think hybrid power represents a step forward, or back, for Porsche’s longest-running nameplate?

Hero image credit:  Porsche