The most interesting aspect of the new Porsche 911 is the hybrid technology, which has been introduced in the GTS models, dubbed the T-Hybrid. So let’s go straight to it.

In the PDK gearbox is an electric motor. At the front (the topmost area of the “frunk”) is a compact high-voltage battery (1.9kWh or the size of a 12V starter battery). And third, an electric turbocharger. Altogether, how do these new components work?

The electric turbocharger does two things: First, it delivers compressed air instantly to the engine to reduce turbo lag, and second, it recovers heat energy from the exhaust gas to supply more power. The system responds to throttle and brake application.

During high-performance driving, the turbocharger lets out additional energy on full throttle. Throughout this point, it recovers energy to supply the electric motor—adding 54hp and 149Nm boost. If needed, the battery will provide more energy to hit 534hp. Then there’s energy recovery when slowing down or under braking.

Porsche’s intention with the new system is to reduce emissions and boost performance rather than extend the range. That said, the e-motor can’t drive the 911 GTS on its own—it’s part of the system to assist acceleration.

The engine of the 911 GTS is now a 3.6-liter flat-six with a single turbo compared to the previous model’s 3.0-liter flat-six twin-turbo. As mentioned, output is 534hp and 610Nm (61hp and 40Nm more than the older model). The Carrera GTS Coupe has a top speed of 312km/h. More importantly, it weighs 1,595kg, just 50kg than the previous Carrera GTS.

According to Jörg Bergmeister, brand ambassador and test development driver of the 911 model line: “With hybridization, the response feels almost like that of a naturally aspirated engine; you step on the gas and it accelerates immediately, which is what you want as a driver, especially on the racetrack.”

The new 911 Carrera GTS (with the optional aero kit) lapped the Nurburgring Nordschleife with a time of 7:16.934, 8.7 seconds faster than the older model.

However, this isn’t the first 911 hybrid. Back in 2010, Porsche came up with the GT3 R hybrid race car, with an 80hp electric motor on each of the front wheels for a 160hp boost stored through a flywheel on the passenger side. The boost was good for up to eight seconds. So Porsche has been working on a 911 hybrid for that long.

This being a 911, only subtle changes have been made to update its design.

The new HD-matrix LED headlights (with 32,000 light points) now house all lighting functions, such as the signal lights and the driving lights, allowing for a larger air intake. The GTS models feature active aerodynamics with five vertical active flaps on each side at the front, as well as flaps underneath to enhance airflow.

At the rear, the light strip has been made more visible and uninterrupted, as well as making the car appear wider. Even the engine vent has been simplified. The sports exhausts have also been moved toward the center, giving the GTS a GT3 Touring look.

The inside is where more drastic changes have taken place, whether you like it or not. The 911 is no longer a 2+2, perhaps to shave off some weight. But this somehow takes away the unique and practical character the 911 has been known for. However, you can still request for the back seats as a no-cost option.

The “key on the left” twist ignition has been replaced by a start button, while the analog central rev counter with a pair of digital circular dials on either side has been replaced by an all-digital 12.6-inch curved instrument cluster, similar to the Panamera, the Taycan, and the Macan. Meanwhile, the touchscreen can display the 911 GTS’s performance, such as brake and throttle response, torque, battery charge state and temperature, engine power, and e-boost.

For the standard Carrera, output has also been increased to 389hp (from 380hp). The torque stays at 450Nm. The drive mode switch has also become standard. With the bump in power come bigger brake discs as well as new alloy wheel designs.

“It’s always a huge challenge because we need to bridge the gap between shaping the future of the 911 and maintaining as much as possible the unique DNA.” This line—said by Frank Moser, vice president of model lines 911/718—captures the essence of the 911 for the past 60 years.