The Porsche 911 will also be available as a hybrid, and at the end of this month (May 28). This means that another classic big IP in the history of automobiles will start the road to transformation and electrification. The oil car party was afraid that it would slap its thighs, but it didn't expect that the Porsche 911, which was "thick-eyed and big-eyed", would also betray pure fuel. With electrification, greater performance is a matter of course. But the current track results of the Porsche 911 Hybrid are also quite gratifying. And from the official revelations, the so-called "hybrid technology" of the new car is also worth playing.
Porsche 911 hybrid: fast in corners, plugging in and out of play?
Let's first review Porsche's official statement. The Porsche 911 Hybrid has already completed its performance tests at the prestigious Nürburgring Nordschleife. In addition, the lap time of 7:16.934 is 8.7 seconds faster than the corresponding version of the previous generation. In specific tests, Porsche continued to use standard road tyres as well as a fixed rear wing. This avoids the "cheating" of using hot melt tires to increase grip and the variable rear wing to increase downforce.
At the same time, the expression of "corresponding version" also shows that the engine part of this hybrid model is likely to continue the practice of about 3.0T displacement. For the Porsche 911, the 3.0T also means that the hybrid is not exclusive to high-end equipment, but has universal configuration and even standard configuration. This also conflicts with the previously rumored 3.6T+ motor, but the two are still compatible. In other words, the new Porsche 911 is expected to popularize this hybrid system, regardless of the high and low configuration.
So, what is the strength of this hybrid technology, or is the lap time 8.7 seconds faster really due to the electrification part? First of all, the output characteristics of the motor and the hybrid structure itself are destined to be limited in the help of the motor for the top speed of the straight road. Especially in the absence of a variable rear wing, even in an F1 car, the big straights have to be weighed. Of course, the characteristics of multiple bends and even high-speed corners on the New North Circuit determine that if you want to challenge the extreme results, you must have the characteristics of high tail speed and fast cornering at the same time. And the exit speed is exactly the scene that the motor can cover.
But there is still a precondition that the weight gain from electrification must be kept within reasonable limits. Otherwise, the time difference between the motor and the motor will be squandered by other positions, and the gains outweigh the losses. In addition to the manufacturing process of the motor itself, the power battery is undoubtedly the most important component. Although Porsche did not officially disclose the battery capacity, from the fact that there is no clear statement of hybrid technology, it is unlikely that the new car will use plug-in hybrid. In addition, according to previous reports, the battery capacity of the Porsche 911 hybrid may only be 2 kWh. On this basis, an integrated starter generator is provided, as well as a front-axle drive motor with a maximum of approx. 90 hp.
Judging from the latest disclosed details, the credibility of the previous report is still quite high. First of all, the Porsche 911 is quite compact in size. As a sports car, it was even a lap smaller than the Ferrari 296. However, the engine layout of the Porsche 911 is quite aggressive, which is why it needs to stick to the boxer engine all the time. Therefore, it is not very likely that the Porsche 911 hybrid will integrate a high-horsepower drive motor on the rear axle. As for the front axle, the horsepower demand of the body is taken into account, as well as the limitation of the capacity of the battery that can be carried. It should not come as a surprise that the main drive motor produced no more than 100 horsepower. For reference, the Ferrari 296 with a 7.45 kWh battery has a drive motor of just 122 kW.
Learn from F1 and Ferrari, and rely on the engine and brakes to store electricity?
Why is the Ferrari 296 repeatedly mentioned earlier, in addition to the identity of a sports car, although this is a plug-in hybrid model, but in the main form of electric storage, the Porsche 911 hybrid and its technology may be the same. As a sports car with a battery capacity of only 7.45 kWh and an all-electric range of only 25 km in NEDC, the Ferrari 296 relies not so much on the charging gun as on its 3.0T V6 twin-turbo engine. What energy-saving cycle and high-efficiency design are no longer so important in the face of absolute displacement. Even in addition to the residual power of the engine, the kinetic energy recovery of the supercar during braking is enough for the battery to digest a few kilowatt-hours of electricity. "Unfortunately", the 3.0T engine and the identity of the supercar are also shared by Porsche.
But does Porsche have the technology to be unplugged and still meet the needs of efficient charging and discharging? After all, the technology has its roots in Formula 1, as we mentioned in our analysis of the Ferrari 296. From KERS to MGU-K, the technological iteration of kinetic energy recovery has given F1 the confidence to meet the needs of hybrid vehicles. Even in the new regulations for 2026, the electric part of the F1 car will be on an equal footing with the internal combustion engine. While Ferrari's MGU-K modules in the paddock weren't always so satisfying, as the most successful factory team, there was no doubt about the extent of its decentralization when it came to the civilian use of technology. Even in the case of the Ferrari 296, the official direct kinetic motor generator unit is MGU-K, which is not installed.
Of course, the application challenges of this technology are not profound, and the MGU-K is essentially a permanent magnet synchronous motor. Therefore, high temperature and high performance have become a pair of contradictions. For Formula 1 cars, there is no doubt about the high intensity and high temperatures. While materials such as carbon fiber are no longer a luxury item for racing cars, the epoxy resin material that binds carbon fiber is not itself a heat-resistant competitor. As a result, the loss of viscosity leads to material breakage, which has become a problem encountered by MGU-K in its own pursuit of high efficiency and the high-intensity working conditions of the whole vehicle. Although civilian models such as the Porsche 911 and Ferrari 296 are not as strong as Formula 1 cars, the cost of mass production is also not of the same magnitude.
Going back to the previous question, does Porsche have such technical reserves? The answer is most likely yes. Although there is no Porsche team in the paddock, it is not even an engine supplier. But let's not forget that after the announcement of the 2026 reshuffle in F1, Porsche is one of the most active car manufacturers to return to F1. And as soon as he made a move, he made contact with the monopoly boss in recent years, Red Bull Racing. Although the cooperation eventually collapsed, it is unrealistic to say that Porsche is not technically prepared in the face of electrification rules that will continue to be strengthened in 2026. Perhaps Porsche will have the possibility of joining F1 as an engine supplier in the future, and even Audi, which has already finalized the team, will "steal" from Porsche, which is a picture worth looking forward to. But outside the paddock, Porsche seems to want to show off a wave of hybrid technology on its classic totem. Maybe when the time comes, Ferrari will sigh, but fortunately, Porsche and Red Bull have collapsed?