The all‑new Porsche 911 Carrera GTS marries a bespoke 3.6 L flat‑six “FLA 6” boxer engine with an advanced electrically assisted turbocharger (eTurbo) and an integrated transmission motor, delivering a combined 541 PS (398 kW) and 610 Nm of torque while nearly eliminating turbo lag and only adding 50 kg over the standard model. This T‑Hybrid powertrain catapults the GTS from 0–100 km/h in just 3.0 seconds and up to a top speed of 312 km/h, all while improving efficiency and lowering emissions compared to its predecessor.
Anatomy of the 3.6 L FLA 6 Boxer Engine
Four‑Stroke Heartbeat
Every piston in the FLA 6 completes four distinct strokes—intake, compression, combustion (power), and exhaust—per crankshaft revolution, creating the familiar “suck‑squeeze‑bang‑blow” cycle that converts fuel into mechanical work.
Flat‑Six Boxer Layout
Porsche’s boxer configuration positions three cylinders on each side of the crankshaft in a perfectly opposed fashion, ensuring that reciprocating forces cancel out for exceptionally smooth operation. This layout also allows the engine to sit lower in the chassis, contributing to a lower center of gravity and sharper handling characteristics. Enthusiasts praise the flat‑six for its distinctive rumble and balance, a hallmark of Porsche’s engineering heritage.
Engine Architecture
Bespoke 3.6 L Flat‑Six “FLA 6”
Porsche engineers increased the displacement of the 911’s boxer engine from 3.0 L to 3.6 L by enlarging the bore to 97 mm and the stroke to 81 mm, while retaining DOHC 24‑valve architecture and proven VarioCam variable valve timing for optimized breathing and efficiency. The new unit employs solid roller cam followers—borrowed from motorsport—to reduce frictional losses and improve high‑RPM robustness, eliminating the need for manual valve‑clearance adjustments.
Lightweight Design
Despite the displacement increase, extensive use of aluminum alloys and carbon‑reinforced components keeps the curb weight increase to just 50 kg over the non‑hybrid GTS, preserving the car’s agility and handling balance.
The Magic of the Turbo: How Forced Induction Works
Traditional Turbocharger Basics
A turbocharger is a forced‑induction device that harnesses exhaust gas energy to spin a turbine wheel, which in turn drives a compressor wheel to pressurize incoming air—allowing more oxygen (and thus more fuel) into the combustion chamber for greater power output per stroke. The turbine and compressor share a common shaft, and as exhaust flow increases, the compressor spins faster, boosting intake pressure proportionally. This process of “forced induction” raises the engine’s volumetric efficiency beyond what atmospheric pressure alone would permit.
Electrically Assisted Turbocharging (eTurbo)
In low‑RPM conditions—when exhaust flow is insufficient to drive the turbo—the GTS’s eTurbo employs an 11 kW electric motor integrated between turbine and compressor to instantly spool the compressor, delivering full boost in milliseconds and effectively eliminating turbo lag. By combining electric and exhaust‑driven boost, Porsche achieves linear torque delivery from idle through redline.
Instant Boost, Zero Lag
At the heart of the T‑Hybrid system lies the eTurbo—built without a conventional wastegate—featuring an 11 kW electric motor mounted directly between the compressor and turbine wheels. This motor instantly spools the turbocharger at any engine speed, delivering full boost pressure within milliseconds and virtually eradicating turbo lag. As a generator, the same motor recovers up to 11 kW from the exhaust flow, feeding either the integrated transmission motor or the high‑voltage battery.
Simplified Packaging
By harnessing the eTurbo’s dual functionality, Porsche dispenses with a second turbocharger and wastegate, reducing mechanical complexity, lowering weight, and freeing up space for the charge‑air cooler—now more efficient thanks to revised airflow pathways through the rear lid grilles. This layout echoes Formula 1’s MGU‑H concept, yet is fully tailored for street use.
Power’s Journey: From Combustion to the Road
Transmission and Differential Dynamics
Once the FLA 6 fires on its rich air‑fuel charge, the resulting torque spins the crankshaft, which transmits power through the dual‑clutch PDK gearbox and along the driveshaft to the rear differential, ultimately turning the wheels and propelling the car forward. A precision differential then divides torque between the rear wheels, ensuring optimal traction and stability through corners.
Instant Response, Linear Delivery
Thanks to the eTurbo’s electric spooling, torque arrives the moment you press the accelerator—no waiting for exhaust pressure to build—and the PDK’s integrated motor can even fill torque gaps during shifts for seamless acceleration. This synergy of combustion, electric boost, and gearbox‑level assist ensures that power delivery feels immediate and unbroken at every point in the rev range.
Hybrid Drivetrain Integration
PDK with Integrated Electric Motor
A bespoke eight‑speed PDK gearbox houses a compact, permanently excited synchronous electric motor that delivers 150 Nm of torque from idle and up to 40 kW of power to fill torque gaps during gear changes or low‑RPM driving. In generator mode, it can recuperate up to 40 kW back to the 400 V, 1.9 kWh battery pack, contributing to both performance and efficiency.
High‑Voltage Battery
Positioned under the front bonnet for optimal weight distribution, the liquid‑cooled battery weighs just 27 kg—comparable to a conventional starter battery—and uses 216 round cells for reliable thermal management and high cycle stability.
Performance Figures
- Peak Output: 398 kW (541 PS) at 6 500 rpm and 610 Nm of torque from 1 950–6 000 rpm, up 61 PS over its predecessor.
- Acceleration: 0–100 km/h in 3.0 seconds (Launch Control).
- Top Speed: 312 km/h, courtesy of a taller final‑drive ratio in the PDK.
- Fuel Efficiency: Combined WLTP consumption of 10.4–11.0 L/100 km, with CO₂ emissions of 236–248 g/km.
Advantages Over Conventional Turbo Systems
- Elimination of Turbo Lag: The eTurbo’s electric spooling ensures immediate boost delivery, unlike traditional exhaust‑driven turbos that rely solely on exhaust flow build‑up.
- Reduced Complexity and Weight: A single eTurbo replaces a twin‑turbo setup and wastegate, streamlining the exhaust system and cutting overall powertrain mass.
- Dynamic Boost Management: With the electric motor regulating pressure, there’s no need for a wastegate to dump excess exhaust, resulting in more consistent torque delivery and lower thermal stress on components.
- Enhanced Efficiency: The ability to run at lower boost pressures during cruising and to recuperate energy through electric assist reduces fuel consumption and emissions compared to constant high‑boost operation.
A Personal Note
Ever since I first saw the silhouette of a classic 911 carve through the countryside, I’ve been captivated by Porsche’s knack for blending heritage with cutting‑edge tech. Driving the new GTS, you feel that same soul with a turbocharged jolt of electrified adrenaline. Every downshift clicks precisely, every corner feels alive, and that instant surge from the eTurbo makes you wonder why we ever waited for exhaust pressure to catch up.
The new Porsche 911 Carrera GTS’s T‑Hybrid powertrain sets a bold benchmark for performance and efficiency in the sports‑car world. By fusing a larger‑capacity flat‑six with an innovative eTurbo and hybridized transmission motor, Porsche delivers supercar thrills with electrified responsiveness, all while preserving the timeless character that defines the 911 lineage.