2025 Porsche 911

You know what the 911 is. After all, it’s been the embodiment of enthusiast machines for decades. With each successive generation (this is the eighth) the 911 grows slightly in size, enhancing comfort as well as dynamics, adding technology, becoming more of a luxury sports car, while retaining its special aura. It’s not so much a benchmark as a monument, a feature on the landscape that other makers strive to reach.

Porsche is dedicated to continual improvement and, fittingly for a sports car, the 911 never stands still. This year adds new technology in the engine bay as well as the cabin. A mid-generation revamp (this version launched for 2020) pushes the 911 to greater heights.

We’ve logged hundreds of hours driving and evaluating this generation of sports cars, including the Porsche 911.

For the first time in a 911, Porsche has added hybrid technology. But of course, not in the same way that Toyota would do it. An electric motor in the GTS variant energizes the turbocharger and even the adaptive suspension for greater precision. The engines in the Carrera and GTS models have been reworked as well.

More big news comes in the form of the lighter-weight 2025 911 Carrera T making its debut. Ditching some of the other models’ sound deadening, this variant comes solely with a 6-speed manual transmission. In addition, the Carrera T is now available as a Cabriolet. Porsche has also upgraded the Carrera S models adding more power and equipment.

This year brings a few understated styling updates as well. There are new LED headlights and a redesigned lighting strip (featuring a Porsche logo) going across the tail, joined by a new rear grille. The GTS gains active shutters (which aren’t really visible) for the front air intakes. Inside, Porsche has fitted a new digital instrument cluster; the famed analog central rev counter is no more. But this display can be configured to bring the dial back to its rightful place. In another break with tradition, an engine start/stop button replaces the ignition key to the left of the steering wheel. Video streaming becomes available. And those two little rear seats are now a no-cost option.

The 2025 Porsche 911 starts at $122,095. That’s for the Carrera with rear-wheel drive and an automatic transmission. The Turbo, Turbo S, and GT3 RS models are essentially carryovers from 2024 with unchanged pricing.

These figures include both the manufacturer’s suggested retail price (MSRP) and the $1,995 factory-to-dealer delivery fee (destination charge).

Although there’s nothing else like a 911, there are still some thrilling alternatives. Like the Mercedes-AMG GT Coupe, from around $136K. Or the Mercedes-AMG SL roadster, beginning about $10K less than a 911. The Maserati GranTurismo is priced similarly to the Carrera GTS. Or we could be kinder to our bank accounts and look at the excellent Chevrolet Corvette, kicking off in the $70K region. From around $80K, there’s the BMW M4 Coupe. Porsche also offers the wonderful 718 Cayman coupe ($70K and up) or the 718 Boxster convertible ($72K and up).

Before buying a new 911, check the Kelley Blue Book Fair Purchase Price to know what you should be paying. The Porsche 911 is that rare example of an expensive car holding its value extremely well. Hold on to one long enough and look after it, and chances are it will actually go up in value. For the price of gas, insurance and maintenance, a 911 could turn out to be quite an asset. Recouping more money when selling a vehicle can mean a bigger down payment and lower monthly payments on the next one.

The 2025 911 Carrera and Carrera T models employ a 388-horsepower twin-turbocharged 6-cylinder engine (nine more horses than last year) and can sprint from standstill to 60 mph in a mere 3.9 seconds, shaving a tenth off last year’s time. Or 3.7 seconds with the Sport Chrono package. To compare, the Mercedes-AMG GT 55 comes with 469 horsepower and reaches 60 mph in 3.8 seconds. The BMW M4 Coupe has 473 horsepower, hits 60 mph in 4.1 seconds, and costs appreciably less. But it’s not a 911.

Even though it’s lighter than the regular Carrera, the Carrera T coupe hits 60 mph in 4.3 seconds, with the cabriolet a couple of tenths behind. Coming solely with a 6-speed manual transmission, the Carrera T has a rev-matching function for downshifts than that can be turned off, if that’s the driver’s preference.

The 2025 911 GTS gains a new 3.6-liter 6-cylinder engine and this year marks a new development for Porsche — hybrid technology. An electric motor in the automatic transmission contributes to a total output of 532 horsepower and 449 lb-ft of torque (a boost of 59 horses over the previous GTS), while adding only 103 pounds to the curb weight. The motor also provides energy for the turbocharger and the adaptive suspension. The rapid sprint to 60 mph takes 2.9 seconds, 0.3 of a second faster than before.

From this already impressive point, power levels erupt to a titanic 640 horsepower in the Turbo S, while acceleration times shrink to just a fraction over two seconds.

Driving a 911, you can feel the profound depth of engineering. There’s also a rhythm to it that’s different to cars whose engines are up front. When cornering, it’s slow in, fast out. Once past the apex, ease back on the throttle, let the mass of the engine help plant the rear wheels for traction, then blast away. It’s addictive. The steering doesn’t have any weight over it, so it’s light, fast, and tingling with feedback. Carrera and GTS models now come with the PDK automatic transmission as standard. We’ve found that the brakes are similarly well-engineered and confident. That’s especially true of the ceramic composite brakes that won’t warp or fade after a hard day on the track.

The Carrera T is rear-wheel-drive only, enhanced by standard rear-wheel steering that makes cornering even more of a pleasure. It also has a quicker steering system than the regular Carrera, along with a sport-tuned adaptive suspension. The Carrera S offers rear-wheel steering as well.

One of the many clichés regarding the 911 is that it’s a supercar you can drive every day. Clichés come about because they’re true. We’ve found it comfortable enough, considering its enthusiast appeal. The hardcore GT3 RS will be too focused for some tastes, though. It’s a 518-horsepower rocket derived from an endurance racer, right down to a drag reduction system to change the aerodynamics on straight parts of a track.

Fuel Economy

It’s only logical that a high-performance car is not going to be a fuel economy champ. The Carrera engine should be able to manage 20 mpg in combined city and highway driving. That’s bearable, we’d say, and competitive against the BMW M4 Coupe’s 19 mpg combined. The 911 GT3 RS achieves 15 mpg combined, but we doubt that’s going to deter anyone. Premium gasoline is required throughout.

The Porsche 911 can be a car for quick, big-thrill blasts yet comfortable enough for long trips as well. Naturally for a driver’s car, it’s easy to find an ideal position behind the perfectly sized steering wheel.

A new 12.6-inch digital instrument cluster comes on board this year, while the infotainment system retains its 10.9-inch touchscreen. Porsche keeps the cabin uncluttered although with sufficient luxury and design flair to help justify the pricing. The materials and build quality are also suitably beautiful. The company offers a wide range of color schemes, including the seat belts. The Carrera T’s shift lever is topped with open-pore walnut. As well as less sound deadening, the Carrera T models have lighter glass, and offer slimmer seats made with carbon fiber reinforced plastic (CFRP). An optional Carrera T package adds Gentian Blue accents.

We won’t criticize the 911 for those two small seats in the back. It’s been like this since the early 1960s when the original 911 came out, so it’s hardly a terrible surprise. They won’t accommodate anyone over 5 feet tall, but they fold to create extra luggage space. For those longer journeys, there’s also a storage area under the hood, since the engine is in the back.

The 2025 911 comes in coupe, convertible (Cabriolet), and Targa body styles. The Cabriolet has a power-folding fabric roof. The Targa has a power-operated roof panel that folds into the back of the car, for a predominantly convertible-like driving experience. The non-hard-top versions add some weight, which won’t please the purists, but we always think it’s good to have the choice.

Styling updates this year fall into the “I’m not so sure there are any, but I’ll take your word for it” category. They’re subtle, featuring upgraded headlights and different front air intakes, plus tweaked taillights with a Porsche logo, and a new rear grille. Fresh wheel designs include carbon fiber blades for greater aerodynamic efficiency. An optional Aerokit includes a fixed rear wing. Porsche has also brought some different paint choices.

911 Carrera
Yes, the “basic” model. We feel that there’s a purity to it. No one really needs greater engine power for public roads, rear-wheel drive is the classic layout anyway, and things like 18-way power-adjustable front seats just add weight. It’s just you and the car and the road.

PDK transmission
Call us heretics for not griping about the lack of manual transmission in the 911 Carrera; we don’t care. Instead, we’ll remind ourselves that this automated transmission can perform shifts much faster than the average human. If you must have a manual, the Carrera T will scratch that itch.

Wireless Apple CarPlay/Android Auto
Cable-free integration saves taking the phone out of a pocket or purse and means it’s not moving around inside the cabin. Standard in every new 911.

ParkAssist
Parking sensors at both ends are standard in the base 911 Carrera. A good thing, because it’s not always easy (in our experience) to gauge distances, since both the hood and tail dip down.

Sport Chrono package
Optional in some 911 variants, standard in a few others, this adds a clock/stopwatch to the center of the dashboard and a launch mode to the PDK transmission.

Burmester audio
If the sound from a 911’s exhaust system is not musical enough (and we’ve noticed that it has become a little more subdued since Porsche adopted turbocharging across most of the lineup), then this optional 13-speaker/855-watt surround-sound system should get those eardrums dancing.

Every new 911 has a 6-cylinder engine configured in the traditional Porsche flat-6 arrangement. And keeping with another tradition, they’re all located in the trunk. Most variants are also turbocharged (even some not called Turbo), but the GT3 RS engine is naturally aspirated and especially high-revving.

Rear-wheel drive is the basic setup, with all-wheel drive fitted to the Carrera 4, Targa 4, and Turbo/Turbo S variants.

Porsche’s 8-speed automated transmission (known as PDK) is an excellent standard inclusion and comes with shift paddles mounted beneath the steering wheel for when the driver wants to get more involved — which will probably be quite often. The Carrera T has a 6-speed manual transmission and no option for an automatic.

The 3.0-liter unit in the 2025 911 Carrera/Carrera T makes 388 horsepower and 331 lb-ft of torque (same torque as last year). The Carrera S enjoys 473 horsepower (30 more than before) and 390 lb-ft of torque. The Carrera GTS and Targa 4 GTS gain the new hybrid drivetrain (known as T-Hybrid) with a 3.6-liter flat-6, for an impressive total of 532 horsepower and 449 lb-ft of torque.

The 3.7-liter Turbo develops 572 horsepower and 553 lb-ft of torque, while the Turbo S generates 640 horsepower and 590 lb-ft of torque. The 4.0-liter GT3 RS is endowed with 518 horsepower and 342 lb-ft of torque.

4-Year/50,000-Mile Warranty

As is typical for a European luxury marque, Porsche’s new-vehicle and powertrain warranties last four years or 50,000 miles, whichever comes first. This includes 24-hour roadside assistance. The first scheduled maintenance visit is also part of the deal.

Safety Ratings

The 911 hasn’t been crash-tested by any agencies in the United States. That’s quite common among expensive cars. Forward collision warning with automatic emergency braking (known as Warn and Brake Assist) is standard.