The latest Porsche 911 Turbo S (992.2 generation) was unveiled in September 2025 as the most powerful production 911 ever. It uses a 3.6‑liter twin-turbo flat‑six enhanced by Porsche’s new “T-Hybrid” system (a 400V hybrid system with two electric exhaust turbochargers and a small 1.9 kWh battery). In total it makes 711 PS (701 hp) and 800 Nm (590 lb-ft) of torque . This enormous power lets the Turbo S coupe sprint to 100 km/h (62 mph) in just 2.5 seconds (about 2.4 s 0–60 mph) and reach a top speed of 322 km/h (200 mph) . The car drives all four wheels through an 8‑speed PDK dual-clutch transmission with an integrated electric motor (AWD), which helps launch the car with near-instant torque . A chart of key specs is below:
| Specification | Turbo S Coupé (2026) |
| Engine | 3.6 L twin-turbo flat‑6 boxer with hybrid assist (two electric turbochargers) |
| Power (combined) | 711 PS (701 hp) @ 6,500–7,000 rpm |
| Torque | 800 Nm (590 lb‑ft) @ 2,300–6,000 rpm |
| Transmission | 8‑speed PDK dual-clutch auto (AWD, with integrated e-motor) |
| 0–60 mph | ≈ 2.4 s (2.5 s for 0–100 km/h) |
| Top Speed | 322 km/h (200 mph) |
| Curb Weight | ≈ 3,829 lb (1,737 kg) |
| Base Price (MSRP) | $272,650 (coupe)／$286,650 (cabriolet) |
Design and Aerodynamics
Visually, the new Turbo S carries the hallmark wide-body Turbo look with several exclusive details. It gets Porsche’s “Turbonite” finish on select trim bits – a dark titanium-grey paint used on the crest, “Turbo S” badges, mirrors, and wheel center-lock covers – to set it apart . The body is about 50 mm (2”) wider in track than a standard Carrera, with large vents in the widened rear fenders and a new rear fascia. A titantium-reinforced sports exhaust is standard; it has oval titanium tailpipes (or optionally oval tips) that give a distinctive sound and look . Porsche also redesigned the front bumper: there are active vertically-stacked cooling flaps under the headlights, plus an active front diffuser and an adaptive front lip that lowers at speed . The rear wing has been carried over with an extendable/tilting design, which (along with the other aero elements) yields a 10% lower drag coefficient than the outgoing Turbo S .
Key exterior features include:
Interior and Features
The cabin is a blend of high performance and luxury. Standard equipment is very generous. All Turbo S models come with Adaptive 18-way Sports Seats Plus (driver and passenger) with memory and “Turbo S” embroidery on the headrests . (Carbon-fiber bucket seats from the GT3 are optionally available.) The coupe is a 2-seater by default (rear seats can be added at no charge), while the cabriolet is a 2+2. Interior trim uses contrast stitching and Turbonite grey accents on the dashboard, door panels, steering wheel spokes, and even seat belts . New for this model are carbon-structured trim strips with neodymium-colored inlays, and a perforated microfiber headliner, enhancing the exclusive feel .
Tech and comfort features include: a 12.6-inch fully digital gauge cluster and a 10.9-inch central PCM touchscreen, both standard on 992.2 models . This latest PCM infotainment supports Bluetooth, wireless Apple CarPlay/Android Auto, navigation, and more. A premium 12-speaker Bose stereo is standard (optional 13-speaker Burmester available) . Other standard amenities: HD Matrix LED headlights with advanced night-driving functions, Porsche Connect online services, and dual-zone climate control. Porsche’s Sport Chrono package (with stopwatch/tire-temp gauge) is included as standard equipment, along with adaptive PASM dampers, Porsche Dynamic Chassis Control (PDCC roll bars) and the titanium sport exhaust . In short, the interior is richly appointed and very driver-focused, combining all-new 992.2 electronics with turbo-exclusive styling cues.
Technology and Handling
The Turbo S incorporates numerous new technologies for performance and dynamics. Active aerodynamics optimize cooling and downforce. The front fascia has vertically stacked flaps that open for cooling the radiators and brakes, and an active underbody diffuser . The rear wing is adjustable in height and angle. In normal driving the aero elements reduce drag, while in “Sport/Wet” modes they enhance grip or protect the brakes from spray. Together, these elements cut the drag coefficient by ~10% versus the old Turbo S when retracted .
The chassis has also been upgraded. Notably, the Turbo S uses Porsche Dynamic Chassis Control (PDCC) with electro-hydraulic stabilization (ehPDCC) as standard . This replaces the old hydraulic roll bars with a faster-acting electric system (powered by the 400V battery), which stiffens in corners to reduce body roll and relaxes on straights for ride comfort . An optional quicker front-axle lift (to clear obstacles) is integrated with the high-voltage system. The suspension uses specially tuned PASM adaptive dampers and anti-dive geometry. Braking is ferocious: all cars get Porsche Ceramic Composite Brakes (PCCB) with 420 mm front rotors and 410 mm rear rotors – the largest ever fitted to a road-going 911 – gripped by 10-piston front calipers. New brake pad compounds improve pedal feel and fade resistance. Tires are also wider: the rear 21‑inch tires grow to 325/30ZR-21 (vs 315 before), giving even more traction .
Driving Performance
On road and track, reviewers report that the Turbo S’s extra power and chassis tech translate into blistering real-world pace. Porsche’s own testing (under supervision) yielded a Nürburgring Nordschleife time of 7:03.92 – about 14 seconds faster than the previous Turbo S . Brand ambassador Jörg Bergmeister noted that despite the 180 lb weight gain, the new car feels “much more agile, has more grip and is significantly faster than its predecessor” on track . Indeed, the Turbo S lobs off the line with virtually no lag (thanks to the e-turbos) – independent testers noted that a launch control start “glues you to the seat” and rockets the car to well over 250 km/h in a few hundred yards . The launch is backed by prodigious braking: testers remark on “the biggest brakes on any 911” as the Turbo S can scrub off speed from 200+ mph in record time . MotorTrend calls its 0–60 mph time a “head-snapping 2.4 seconds” .
The driving character is described as the pinnacle of 911 luxury-performance. It retains the everyday usability of a 911 (with long-distance comfort) while offering hypercar-like performance. Porsche product chiefs emphasize it as “the most complete and versatile form of driving a Porsche 911” . In passenger-ride demos, engineers found even relatively short bursts left occupants grinning from the G-forces. Overall, reviewers agree that the Turbo S is extraordinarily quick and composed, rewarding confident drivers while remaining tractable for normal road use.
Pricing and Options
Pricing is steep, reflecting its flagship status. In the U.S., the 911 Turbo S coupe starts at $272,650 (including destination); the cabriolet starts at $286,650 . (Porsche notes tariffs and options can easily push the total above $300,000.) This is a roughly 15% increase over the outgoing Turbo S. Nevertheless, even the base Turbo S is generously equipped. Standard features include: Sport Chrono Package, adaptive PASM suspension, PCCB ceramic brakes (420/410 mm), centre-lock wheels, and the titanium sports exhaust . Key optional packages and upgrades are:
Optional high-end choices include advanced suspension lifts, PDK-performance clutch upgrades, and various cosmetic packages. (Porsche has not announced a separate Weissach track package or a special limited edition for the Turbo S at this time.)
Reviews and Reception
Early expert reactions have been overwhelmingly positive about performance (if not surprised by the price). MotorTrend hailed it as “astoundingly quick” at 0–60 mph, praising the new 2.4 s sprint and 200 mph top speed . Car and Driver emphasized the record Nürburgring time and “outsized gains in performance,” noting the Turbo S’s leap in power and speed . Road & Track lauded the hybrid tech, calling the new Turbo S “the most powerful production 911” . Reviewers also note that compared to the previous non-hybrid Turbo S, the new car is slightly heavier (+180 lb) , but the trade-off is an immense torque plateau and no turbo lag. Common praise focuses on its effortless acceleration and superb chassis; a MotorTrend first-look described it as feeling “more agile than before” despite the added mass . Critics do mention the drawback of a six-figure price tag, but conclude that the Turbo S delivers the performance to justify its place at the top of the 911 range. (Consumer reviews are not yet available, but 911 Turbo S enthusiasts from previous generations typically praise its unmatched blend of speed and usability.)
Availability
Porsche plans U.S. deliveries of the new Turbo S in spring 2026 . Both body styles (coupé and cabriolet) will be offered, each standard with the Sport Chrono Package and AWD. No limited-run special editions have been announced. As with past Turbo S models, demand is expected to exceed supply, so buyers should anticipate dealer allocations and potential waiting lists. (Exact wait times will depend on production and market conditions; past 911 Turbo S launches often saw waits of many months.)
Sources: Official Porsche press materials and spec sheets , and major auto publications like Car and Driver, MotorTrend and Road & Track . All figures are manufacturer’s official values or reputable test results.