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What's New for 2025?
Buckle up! The 911 gets a midcycle refresh that elevates the 2025 range to the 992.2 chassis designation, except for the carryover Turbo models, which will get their promotion next year (and the carryover GT3 RS, whose future is uncertain). Even the base 2025 911 Carrera sees a price hike of $5,700, because why not, while the Carrera S shoots up by (gulp) $15,100. The much-discussed T-Hybrid powertrain makes its debut in the GTS lineup, pairing a new 3.6-liter flat-6 engine with a single electric turbocharger and a 54-horsepower electric motor for a combined output of 532 hp. The now hybrid-only GTS — available as a coupe, Cabriolet or Targa, but no longer with a manual transmission — is also the only 2025 911 that's easy to tell apart from last year's range, thanks to five articulating vertical louvers on either end of the front fascia that facilitate cooling and efficiency. The Carrera T and GT3 both return for 992.2 duty, the T with a new Cabriolet variant and a mandatory six-speed manual (the seven-speed is gone) and the GT3 with shorter gearing, a newly optional rear seat (Touring only) and a wild $40k price increase. Finally, all 992.2 models get a new 12.7-inch curved digital instrument cluster and a two-seat layout as standard (the traditional rear seat is a no-cost option except on the non-Touring GT3). Oh right, and the traditional left-mounted ignition switch is now a button rather than a twisty knob in all 992.2 models except the GT3.
2025 911 Selector
FAST FACTS
"No rival puts its engine where the 911 does, hanging out over the rear axle, and that inherent uniqueness has fueled this Porsche's mystique for more than half a century. There's now a hybrid powertrain on offer in the GTS model, with electric assist that's more about generating 532 horsepower than it is about improving fuel economy, but you can take your pick from the three-pedal Carrera T all the way up to the naturally aspirated GT3 with its 9,000-rpm redline. Even a bone-stock 911 Carrera is now a borderline supercar. What a machine."—Ranked #1 out of 6 Luxury Sports Cars
MotorDonkey's proprietary vehicle data identifies every significant version of each model so that you can compare and decide. Ordered by price from low to high, here are the versions of the 2025 Porsche 911 that you need to be aware of, along with our expert analysis and recommendations.
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The base 911 coupe is a "911 turbo" in its own right, boasting a twin-turbo flat-6 that propels it to 60 mph in 3.9 seconds (or 3.7, says Porsche, with the optional Sport Chrono package). The 992.2 iteration debuting for 2025 gets an extra 9 horsepower, but mechanically there is no meaningful difference from the 992.1 Carrera. As ever, it's more 911 than most drivers could ever fully exploit, yet it's just the entry point into this dizzyingly complex lineup. If you want a stick shift, by the way, note that you'll have to upgrade to at least the Carrera T, which is essentially a Carrera with less sound insulation and a sport-tuned suspension.
The convertible body style adds about 175 pounds compared to the coupe, but that's a distinction without a difference for most drivers. The 911 Cabriolet is fast and fun in any form, even the base model described here.
The 911 Carrera T is said to be the lightweight in the Carrera family, but most of that is down to the absence of PDK from the base Carrera T spec. Now offered solely with a six-speed manual transmission as of 2025, the 992.2 Carrera T Coupe weighs just 26 pounds less than the base 992.2 Carrera Coupe, which uses the same engine but comes standard with PDK. What's the point of the Carrera T, then? Well, it lets you have a manual transmission with the entry-level Carrera engine, and it also comes standard with rear-axle steering, a quicker front steering ratio and PASM adaptive dampers. On the other hand, you'll have to accept less sound insulation, thinner glass and a two-seat layout. To us, that's taking refinement and functionality out of the car while charging a premium, which is a bit hard to swallow. By the way, you may have noticed that the Carrera T lost a speed from its gearbox compared to 2024; interestingly, the ratios are the same 1 through 6 as they were in the previous 7-speed, so Porsche has essentially just removed the super-tall seventh gear. We're not sure why there's no more seventh, but the shift lever is said to feel more precise through the gates now — not that the old one was exactly sloppy.
The Carrera S Coupe with PDK is fast enough to make your stomach queasy, particularly if you get the Sport Chrono package and activate launch control, which takes the 0-60 sprint down to a gut-displacing 3.1 seconds. To put that into perspective, the legendary Porsche 959 of the 1980s could hit 60 in 3.6 seconds. There are plenty of pricier 911 variants to consider, but the Carrera S might already have you wondering if there's any point in chasing more speed than this.
Like the 911 Carrera T Coupe, the Cabriolet version isn't exactly the lightweight that Porsche makes it out to be — it's only 20 pounds lighter than the regular Carrera Cabriolet. In fact, if it were equipped with the PDK automatic transmission rather than a six-speed manual, we wager it'd be heavier than that standard model. But the T does have some notable new standard features that explain its lack of lightness, namely rear-axle steering and PASM adaptive dampers. On the other hand, you'll have to accept less sound insulation and thinner glass, although that's less of an issue in a soft-top convertible. Notably, the Carrera T Convertible comes standard with a four-seat layout, whereas the coupe version is strictly a two-seater.
Although the Carrera S Cabriolet turns up the wick significantly from the base Carrera Cabriolet, we're still talking about the same basic twin-turbo 3.0-liter flat-6 engine. It was a lot easier to make the case for upgrading to the S back when most 911s weren't using the same turbocharged engine.
The T-Hybrid powertrain is upon us, and for now, at least, it's only available under the GTS umbrella. The Coupe covered here is the cheapest way to join the 911 Hybrid club — a mere $165k to start! — and it has gained about 100 pounds compared to the non-hybrid 2024 GTS Coupe. However, the T-Hybrid system's extra 59 horsepower and instant-on electric assist erase that pudge and make the 2025 GTS three-tenths of a second quicker to 60 mph, according to Porsche's calculations.
Adding all-wheel drive to the Carrera GTS Coupe turns it into a Carrera 4 GTS Coupe and tacks on another 99 pounds, but who's counting when you're still hitting 60 mph in less than 3 seconds? Porsche has long since resolved the rear-drive 911's tail-happy ways, so there's not much of an argument to be made for spending more to add the Carrera 4 AWD system's weight. But if you're looking for an AWD supercar without the look-at-me styling, this machine merits serious consideration.
Weighing in at almost exactly 200 more pounds than the standard 911 Carrera Cabriolet, the Carrera GTS Cabriolet can chalk up nearly all of its extra poundage to the T-Hybrid powertrain, a GTS exclusive this year. Given that the drop-top GTS gets to 60 mph in 3 seconds flat — more than a second quicker than the base Carrera — we'd say its mass is well-managed.
All-wheel drive adds weight to the GTS Cabriolet, but there's no discernible performance impact, so it's just a question of whether you think your hybrid sports-car convertible needs four driven wheels. We'd vote no on that — unless you have visions of taking your Carrera 4 GTS Cabriolet out for a spirited top-down drive on icy roads, the extra hardware is unlikely to prove beneficial. Keep the AWD surcharge in your pocket, and put your faith in Porsche's all-world stability control system in case the streets get slippery.
The Targa 4 GTS holds down the fort for 2025 as the only Targa variant on offer. Being a GTS, which is code for "911 Hybrid" this year, the Targa 4 GTS features the new T-Hybrid powertrain with its heady 532-horsepower combined output. The Targa is also the heaviest of the GTS models — heavier than even the Carrera 4 GTS Cabriolet — but its 3.0-second dash to 60 mph is on par with the rest of the hybrid lineup. Whereas we're confounded by that particular Cabriolet specification (why would you want an all-wheel-drive soft-top convertible?), the AWD Targa 4 GTS makes perfect sense as an all-season sports car: put the top back when it's nice outside and leave it up when it's not, knowing that all four wheels are working to keep you pointed in the right direction.
The 911 Turbo is arguably less special now that virtually every 911 is turbocharged, but Porsche's still doing its best to set this icon apart. The engine is unique, for one thing, displacing 3.8 liters versus 3.0 for the majority of the non-hybrid turbocharged 911 lineup, and the Turbo is wider than those cars, too. Note that the Turbo remains in 992.1 mode, generationally speaking — it carries over unchanged from 2024 — and will likely upgrade to the 992.2 platform for 2026.
Ah, the Turbo Cabriolet. Want to go 0-60 in less than 3 seconds with the wind in your hair? There aren't many cars that can deliver, but thanks in part to standard all-wheel drive and launch control (572 horsepower helps, too), this Porsche is one of them. Note that the Turbo Cabriolet gets a 3.8-liter flat-6, a clear point of differentiation from the lower-level 911s with their shared 3.0-liter displacement. Also, with the 911 Turbo stuck in 992.1 mode for 2025, we should point out that the new 2025 911 Carrera 4 GTS Cabriolet — a 992.2 model — packs a 3.6-liter, 532-hp hybrid flat-6 that nips at the 911 Turbo Cab's heels performance-wise.
The GT3 is a high-revving lightweight legend in the 911 lineup that enters the 992.2 era solely in coupe form, as always, although the wingless Touring version (which continues to be offered at no extra charge) can now be equipped with the traditional rear seats if desired. Seat count notwithstanding, if you're looking for the antidote to the modern 911's wall-to-wall turbocharging, you'll find it in the GT3's 9,000-rpm screamer of a 4.0-liter naturally aspirated flat-6, which carries over unchanged aside from some emissions work that has dropped the torque figure by 15 lb-ft. Although we prefer the six-speed manual, especially now that a shorter final-drive ratio has addressed its previously too-tall gearing for 2025, it's notable that the PDK automatic also gets a shorter final-drive ratio for 992.2 duty. You will pay more dearly than ever for all this goodness, however — the GT3's price has shot up by a jaw-dropping $40k.
The manual GT3 remains the holy grail for many 911 enthusiasts as the 992.2 sub-generation kicks off for 2025, but you still have to decide whether you want the, er, classic GT3 wing on the back. For those prefer to be a bit less conspicuous (good luck being a wallflower in a 9,000-rpm 911), Porsche charges the same price for the GT3 Touring version, which drops the wing and loses about 40 pounds in the process. Either way, the manual six-speed is the correct choice, in our opinion, and a shorter final drive ratio for 2025 addresses our previous criticism about the GT3's disappointingly tall gearing, which made it unduly challenging to rev out that glorious engine without flagrantly breaking the speed limit. By the way, if you're stuck on the GT3's base price this year, your eyes aren't deceiving you — it is indeed about $40k more expensive than last year. Perhaps not coincidentally, it also needed a lot of engineering work to meet European emissions requirements, which are to blame for the 992.2 GT3's loss of 15 lb-ft of torque. In what may also be related news, the GT3 gains a significant amount of weight this year — roughly 115 pounds (114 for the GT3 Touring, 117 for the bewinged GT3) — despite lots of talk from Porsche about "lightweight" this and that.
The 911 Turbo S is one of those "why not?" cars, as in, you're already gonna drop more than $200k on the regular old 911 Turbo — why not put another $30k on the table and get the S? There's no rational argument for doing it, but being able to say that you got the ultimate 911 Turbo would be cool. Ah, but should you wait for the refreshed 992.2 version that's coming for 2026? Choices, choices.
For GT3 buyers who plan to put in some serious track time, the GT3 RS is Porsche's top-shelf racing machine. We'd rather have the drivability of the GT3 Touring, but hey, if you're gonna park the thing at the racetrack and just pop in for some hot laps every now and then, maybe the GT3 RS makes the most sense. Your decision is uniquely complicated for 2025, because the GT3 RS carries over unchanged in 992.1 form while the standard GT3 has moved to the 992.2 platform. That actually means it's slightly heavier now and also has slightly less torque, while its base price has shot up by $40k and now trails that of the GT3 RS by less than $20k. European emissions requirements are only going to make it harder for Porsche to maximize the goodness of this engine, so we'd be strongly inclined to pull the trigger on a 2025 GT3 RS rather than wait and see what the 992.2 variant looks like, if indeed there's one in the pipeline.
Porsche lists the Turbo S Cabriolet at the exact same curb weight as the Turbo Cabriolet, so this 911 variant ends up looking like a $33,200 software upgrade — turn up the turbo boost and collect the profits. But who could blame any self-respecting 911 Turbo Cabriolet shopper for wanting the very best? You're not going to have your local tuner shop fiddle with the regular Turbo's software, so you might as well pay Porsche's fiddling fee. Or should you wait for the 911 Turbo to catch up with the rest of the lineup next year with its 992.2 refresh? There's not a wrong answer here, but we're curious to see what the 2026 Turbo has in store.
What are the different versions of the 2025 911, and how much do they cost? Select a version below or just hit the button to see our full 2025 911 specs and model data.
Publisher and Donkey-in-Chief
Josh has been reviewing cars professionally since joining Edmunds.com fresh out of grad school in 2008. Prior to founding MotorDonkey, he spent 15 years shaping Edmunds' expert automotive content in various capacities, starting as an associate editor and ultimately serving as a senior editor before wrapping up with a five-year term as the company's first-ever director of content strategy. Josh is a card-carrying member of the Motor Press Guild and a lifelong car nut who has driven, compared and critiqued thousands of cars in his career. Helping people find their perfect car never gets old—seriously!
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