Chevrolet Corvette E-Ray vs Porsche 911 GTS: Hybrid Heroes

Here at AutoGuide, we’re serious about consumer advice, which is why we’ve collected two new hybrid models for a totally rational head-to-head.

Jokes aside, if you could hop in a time machine and tell your turn-of-the-century past self that here in 2025 both the Chevrolet Corvette (E-Ray) and Porsche 911 (GTS) could be had with hybrid powertrains, younger you wouldn’t believe it. Yet electrification has come and while it doesn’t hurt efficiency, it doesn’t help much either; the battery boost is here for performance purposes. I spent a week with this nearly 1,200-horsepower pair to learn what they’re like to live with day-to-day, and which delivers the higher highs when the situation calls for it. There were some surprises…

Porsche 911 GTS: The GTS arrived last year as the then-flagship of the facelifted 911 range, dubbed 992.2. It heralded the first use of Porsche’s T-Hybrid system, which wedges a small electric motor between the turbine and compressor. This significantly reduces turbo lag and, when off-throttle, functions as a regenerative motor to ensure there’s charge for the next full-throttle blat. A 1.9-kilowatt-hour battery pack mounted in the nose adds a useful slug of power to the 3.6-liter turbocharged flat-six, for a total of 532 horsepower and 449 pound-feet of torque. This all runs through the otherwise typical eight-speed PDK ‘box to the rear wheels; all-wheel drive is optional.

Chevrolet Corvette E-Ray: Chevy’s hybrid wedge also rolled up last year, and it too packs a 1.9-kWh battery. The Bow Tie brigade wedges that thing in the enormous center console however, and it feeds power to the front wheels (!!!). Instead of a unique engine a la 911, the E-Ray employs the familiar overhead-cam beast from the base Stingray. The 6.2-liter V8 pumps out 495 hp and 470 lb-ft just on its own; the electric motor bumps that up to a GTS-eclipsing 655 hp and 595 lb-ft.

911: It’s a 911. There is no other model on the market that has stayed so similar across generations, save for that brief flirtation with fried-egg headlights. It’s a larger car now—who amongst us hasn’t packed on a few pounds in 60 years?—with almost cartoonishly wide hips for what isn’t even a track-focused trim. The most controversial bit is undoubtedly the active vents in the nose. The vertical slats distract from the visual purity of the 911, but are necessary for cooling purposes.

Corvette: To these eyes, the C8 has been a fussy-looking thing since it debuted six years ago. (Yes, it has been that long.) The E-Ray fixes a lot of my issues with the shape however, adopting the wider bodywork from the Z06 but keeping much of it body color. Riptide Blue is undoubtedly the color for the Corvette, a sparkling hue that pairs well with the chrome wheels and their hypercar-width rubber (those are 345s out back).

It is an undoubtedly exotic shape; the E-Ray commands attention wherever it goes, while the relative ubiquity of the 911’s shape means only knowing nods from Porschephiles.

911: It seems beyond bizarre that of these two, it’s the 911 that isn’t all-wheel drive. You wouldn’t know it by how utterly locked-down launch control is in this rear-drive GTS, Porsche’s wizards working out how to ensure every single drop of power is translated into startlingly quick dashes to redacted speeds. What so impresses about the 911’s power delivery is how un-turbo it feels. Instead, it’s as if Porsche has doubled displacement but kept all the rev-happy urgency. Let the eight-speed do its thing and the 911 always knows exactly what gear to be in—not that cog selection is particularly important with this much power on the road—but switch over to manual control and it will happily ride right to the red. All the while, singing that familiar flat-six note, all breathy intake.

Yet something is missing: turbo chatter. When off-throttle, there is no blow-off valve noise, as the electric motor scavenges what would typically be excess energy and converts it to more charge. So efficient. So German.

Corvette: Speaking of big-displacement engines, the simple appeal of the LT2 is in its rumbly note and game-at-any-speed responses. The Vette may be heavier but the power more than makes up for it; this is comfortably the quickest non-EV I’ve ever driven, going from zero to license-suspended speeds in a handful of seconds.

Like the 911, the E-Ray puts down its power effectively, almost too effectively. Porsche may have had the head start on dual-clutch transmissions, but the one in the Corvette is very nearly as good as PDK, capable of impressively quick shifts with little low-speed jerkiness, and slurring between gears when simply cruising. It is deeply impressive.

Try as I might, I couldn’t get the E-Ray to consistently operate in EV-only mode. It’s not like it is meant for long distances anyway, but nonetheless it’s disappointing.

911: Given its growth over the years, there have been rumblings that the 911 is too mature, too much of a grand tourer in all but—ironically—its GT trims. Taken to a windy stretch reserved for sportier machinery, the GTS is poised and precise. Unencumbered by a powered front axle, it scythes its way through corners, that traditional 911 weight distribution making for ultra-quick exits. True, there’s more patience required here than in the all-paw ‘Vette, but the payoff is also greater.

There is no reinventing the (steering) wheel here. Just a classic, round tiller with a thin cross-section and three spokes. The 911’s steering remains one of the best examples of the current crop of electronic power assistance. It is clean in its responses and feedback, consistent in its weighting.

There is a small, nagging voice in the back of my head that the GTS is almost too composed, too flattering. This stems from having driven the sweet, manual-transmission 911 T the week before; full review incoming.

Corvette: Bigger and heavier, the Vette nonetheless remains agile because of its unique powertrain. The electric front axle gives it additional bite mid-corner, a bit like a GT-R powered by electrons. Apply power and instead of the old oversteer act of previous ‘Vettes, the E-Ray’s nose tightens its line. The driver even feels the torque vectoring at play; it’s neither better nor worse than the old approach, simply a different way to keep the driver in the loop.

If only the squircle steering wheel had more consistent weighting. The default is light but friendly; hopping into more extreme drive modes builds up the resistance but not the feel. There is a lot of trust in those massive (275 mm width) front tires, and while one can learn the cues from the E-Ray’s helm, they don’t come as quickly nor as transparently as they do in the 911.

911: This is the first 911 I can remember testing that doesn’t have a nose lift… and boy does it need it. Unless there’s a secret navigation menu to take into account even modest speed bumps, the 911 requires constant care (or more like paranoia) in the city. Making the whole situation harder is, uh, the hard suspension. I dodge all but the smallest potholes in the Porsche, and wince if I know it won’t be possible.

What makes this all the more disappointing is that the 911 is built to be the better daily. The rear seats are tiny, sure, but they exist. Visibility is so, so much better in the upright 911 than the Corvette. Porsche’s seats and the seating position within the 911 are both exceptional; I drove the 911 to a wedding 3 hours away and had zero issues. Yes, I took the perfectly smooth highway—why do you ask?

Corvette: Of all the various features and tricks up modern carmakers’ sleeves, magnetorheological suspension must surely be one of the best. The setup fitted to the E-Ray gives the American supercar a wider operating bandwidth than the high-strung Stuttgart machine. There’s no denying it is still stiff, but I’m not feeling each imperfection in my spine, nor is the ‘Vette upset by them. The Touring mode maintains good body composure as well, allowing for long, ache-free drives. The bucket seats look more aggressive than those in the 911 but prove supportive and comfortable.

911: Like its exterior, the 911’s cabin is familiar and constant. The GTS goes big on Alcantara as is the way for these models, with the steering wheel, lower dashboard, and seats swathed in the stuff. This is the sober design of this pairing, all rectilinear conformity and tight, consistent seams. While Porsche might get grumbles for ditching the twist-start for a simple push-button, the company appears to understand enthusiasts’ continued desire for actual switchgear. Every piece of trim feels built to last, and there are zero creaks or buzzes.

Porsche’s infotainment isn’t as flashy as Chevy’s but does the job well and quick, which is all it needs to do. The digital instrument cluster may be blasphemous to some, but I am in awe of its deep blacks and high resolution: there’ no clear pixelization even in the thin red lines within the central tachometer. Sun glare? Pffft.

Corvette: Let no one criticize the C8 interior for being boring and/or plasticky. Chevrolet has put in the work to make a daring, progressive cockpit design and while it may not be to everyone’s tastes—mine included—the effort deserves recognition. Largely, I do actually appreciate the extravagance: the two-blue look works better than it has any right to, and the flares of leather atop the dashboard are akin to the old BMW i8’s stunning rear bodywork (I mean that as a huge compliment).

But that separating wall is hard to overlook. Not only because operating its controls is consistently awkward, but because it relegates passengers to glorified ballast. They can’t easily operate the touchscreen—which is another sign of the C8’s age. I don’t mind a small screen if it serves its purpose, but the large bezel of the E-Ray’s canted display is an example of how quickly a tech focus can appear dated. No wonder Chevy is switching it up for the 2026 facelift.

The E-Ray creaked a lot. The roof panel seemed to be the main culprit, and sure enough, removing it and reinstating it fixed some—but not all—of the racket. I can accept some level of unrefinement at C8 Stingray prices; here though, it’s a tougher pill to swallow.

911: The tradition continues that the 911 sports a larger price tag than its American competitor—but the gap maybe isn’t as large as you might’ve expected. This relatively reserved spec of 911 GTS rings in at an eye-watering $217,310 CAD including destination. Some of the more egregious options to swell that sticker include the carbon fiber roof ($4,440 CAD) and admittedly excellent LED headlights ($3,730 CAD).

Corvette: As-tested, the Corvette still slightly undercuts the GTS’ starting price at $175,704 CAD including destination. There aren’t a lot of options here to even add: a spiffy carbon package ($4,595 CAD), crucial nose-lift ($3,180 CAD), and the transparent removable roof ($1,145 CAD).

Enthusiasts are often amongst the most resistant to change. It’s understandable: to enjoy driving cars feels almost taboo these days, so taking comfort in the familiar makes sense. The good news is that electrification has not fundamentally changed either of these sports car icons. They’re still unceasingly rapid, addictively agile, and reliable statement-makers.

They also serve two different buyers. As Mike put it when he drove the E-Ray last year, it’s the ultimate road ‘Vette, even quicker than the supercar-baiting Stingray and capable of short bursts of silence, so long as the stars align. It is the quicker of the two in a straight line—no surprise there—and more comfortable to live with as a city-set daily (more of a surprise). The light(er) steering, frustrating ergonomics, and quality niggles aren’t deal breakers, though the latter might get close at such an elevated price tag.

Porsche’s GTS trims have long been the sweet spot in the lineups. This new 911 almost tips too far towards GT3 territory, with an around-town ride that’s straight up punishing. Perhaps if it were specced differently, the 911 could get closer to the E-Ray’s excellent day-to-day manners. Its precision feel out in the fun stuff, and its pervasive sense of quality in the more practical cabin, suggests that for those with the good fortune to occasionally track their toys, the 911 GTS is still the pick—if only just.

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