If you want to understand how Porsche has created the new 911 Turbo S, imagine one electrified hybrid turbo from the latest GTS… Then double it—twin hybrid turbos. 701hp. Meet the most powerful 911… Ever.
The 3.6-liter flat-six’s electric turbos are slightly smaller than the GTS’s blowers. That means they spin faster—up to 145,000rpm. As a result, you get maximum torque for more than twice the revs of the old 992.1 Turbo S—and a metric horsepower of 711. Enough to shove you from 0-100kph in 2.5sec.
Well, that’s what Porsche claims. They tend to be conservative—quietly—the engineers reckon a Turbo S wearing warm tires will be capable of dipping below two and a half seconds to 100kph. That’s Bugatti Chiron pace, in a car with two back seats and a massive cargo area.
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Still got your foot down? The new Turbo S jolts from 0-201kph in 8.4sec—half a second faster than the old Turbo S (which was a rocketship) and tops out at 322kph. That is then helped along with a 10% reduction in drag if you spec the carbon aero-faced wheels.
If only we knew how much faster all this tech got the Turbo S around the Nürburgring… Well, thanks to pro Porsche test pilot Jörg Bergmeister, we do. In a secret test last year, he clocked a 7min and 03.9sec lap. That’s 14sec ahead of the old Turbo S. Fourteen!
Like the GTS T-hybrid—which debuted all this electrified turbo tech—the Turbo S has a battery behind the luggage space and an extra e-motor situated in the eight-speed twin-clutch gearbox. It’s still four-wheel drive, and the hybrid tech is there to improve throttle response and driveability—not just to drive around CO2 tests with silent battery power.
Why no plug-in system? Porsche insiders admit it was considered, but scrapped when they calculated a 911 Turbo PHEV would weigh 200-300kg more than the outgoing car, which would’ve flattened the ‘Ring’s Flugplatz jump.
Mind you, the twin-T-hybrid system has upped curb weight by 85kg, despite weight-saving measures throughout the car. Carbon-ceramic brakes (a giant 420mm up front) are standard. There is also a titanium exhaust system, which saves 6.8kg. Optionally, there’s a carbon roof, and you can have a carbon-fiber wiper arm, which shaves another 600g. Seriously.
You’ll have to get pretty close to spot that. But there are more obvious tweaks you’re looking at the quickest Turbo S yet. The more angular front intakes are shuttered with the GTS’s active slats. The headlight clusters now handle all lighting functions, so no more extra LED trips around the intakes.
At the back, there are new extractor vents at each corner to make the car look wider and planted. We’ve had a close-up look and are afraid to report they appear to be blocked up and only there for show. In the middle, there’s a very real, very huge vent for the intercoolers, which looks like a diffuser, only upside down.
Inside and out, Porsche is leaning into a gunmetall-ish, faintly purple-y hue called ‘Turbonite’ for all the badges and metalwork. It’s only available on the Turbo S. You also get standard 18-way adjustable seats, a Sport Chrono stopwatch, a red ‘sport response’ button on the steering wheel for industrial-strength overtakes, and no back seats. They are optional—but free of charge. Apparently, it’s so the car looks lighter on the spec sheet. Weird.
Prices kick off around the £200,000 (around P15.388 million) mark, which is a lot for a series production, non-limited 911, but not too bad for a practical all-weather, almost-family car which can keep a Bugatti or Koenigsegg honest up to 161kph.
Now we wait. Wait to see what Porsche does with the ‘non-S’ standard 911 Turbo. And wait to find out how far the engineers dare to crank up this e-turbo tech for the GT2…
More photos of the 2026 Porsche 911 Turbo S:
NOTE: This story first appeared on TopGear.com. Minor edits have been made.
