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00:00Welcome to the Technik Deep Dive of the new Porsche 911 Carrera GTS.

00:05Together with engine expert Thomas Brandl, we'll take a look at the drive today.

00:21Stage clear for the 911 Carrera GTS.

00:25There it is. Thomas, but your area of expertise is not the design, but what's under the hood.

00:32Exactly. We took a very revolutionary step.

00:35For the first time, we hybridized the 911, the street 911.

00:40We already know this from racing, but now the step into street vehicles.

00:46We chose a special hybrid concept to take a big step in performance.

00:54Let's take a closer look at this concept.

00:58Here we already see parts of the hybrid concept.

01:01In the front area, the high-voltage battery on a 400-volt basis.

01:05If we take a closer look at the powertrain,

01:09in the rear area, the vehicle, the icon of the sports car, the boxer engine,

01:15and above the boxer engine, the high-voltage components.

01:24If we take a look at the main components of the hybrid,

01:28in the front area, as I said, this high-performance battery with a very high energy density.

01:34We have installed 216 round cells with 3.7 volts each.

01:38In total, a 400-volt system that supplies the hybrid powertrain with energy.

01:43We have 1.9 kilowatt hours of energy available.

01:47In the middle area, our revised BDK2 EVO.

01:51We made it even more robust in terms of torque.

01:54The special feature is that you can already see the e-motor here in the middle.

01:58It runs, as I said, in the transmission.

02:01It is cooled in the transmission oil.

02:04And, as I said, it runs directly between the crankshaft and the drive shaft without a clutch in between.

02:09That means we can't drive purely electrically.

02:12That was not the goal of this hybridization either.

02:15The goal was clearly to do everything for the performance.

02:18Here in the rear, the boxer six-cylinder engine is known.

02:23It is completely new.

02:25Constructed from white paper.

02:283.6 liter displacement.

02:30We took over the displacement drilling ratio from the three-liter aggregate.

02:33The engine is built flatter, 110 millimeters.

02:36For this, however, we were able to accommodate the high-voltage components in the upper area.

02:42The engine is very compact.

02:44It is lighter than the predecessor.

02:46You can also see that it is totally closed.

02:48No moving parts are visible from the outside.

02:51We were able to electrify all of these components.

02:54Since we have a high-voltage system on board.

02:57The revolution is certainly our E-Turbo.

03:00The special feature at this point is also that we have switched from a bi-turbo architecture to a mono-turbo architecture.

03:07Here, too, the background is due to the weight optimization.

03:12We can see it here again in bigger detail, this E-Turbo.

03:15We have a 20 kW machine between the compressor and the turbine.

03:20With this electric motor, we can control the turbocharger in revolutions and thus also the load pressure of the aggregate.

03:27We don't have a wastegate.

03:28This is the revolution at this point.

03:30That means we can or we actually have to recuperate everything on exhaust enthalpy.

03:36And that makes the system so performant.

03:39The turbocharger revs up to 120,000 revolutions per minute.

03:44The power electronics are attached directly here to the turbocharger.

03:48This is the heart of our T-Hybrid and thus also the name giver.

03:53Yes, super exciting what the T-Hybrid propulsion technology in the GT-RS can do

03:57and how the individual components work together.

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