New Car Preview: 2026 Porsche 911 Turbo S Sets a New Power Record

Porsche took the hybrid playbook it wrote for the latest Carrera GTS and doubled down. The refreshed 992.2 Turbo S arrives with electrified boost, a massive output headline, and performance numbers that shove the classic 911 formula into new territory.

The heart of it is a T-Hybrid layout tuned for speed, not silent EV cruising. A compact 1.9 kWh, 400 volt lithium ion battery sits up front where a conventional 12 volt normally lives, feeding an electric motor positioned between the flat six and the eight speed PDK. The trick hardware is at the turbos. Instead of one electric turbo like the GTS, the Turbo S runs twin electric turbochargers with small motors mounted on the shafts. Those motors can spin the compressors near instantly to squash lag, then act as generators to harvest excess energy by braking the turbos. With wastegates no longer needed, response and efficiency both get a lift.

Numbers tell the story. Total output lands at 701 horsepower with a plateau between 6,750 and 7,000 rpm, backed by 590 pound feet from 2,300 to 6,000 rpm. That is 61 horsepower more than the outgoing Turbo S while matching its torque, and it makes this the most powerful road going 911 to date. Porsche quotes 0 to 60 mph in 2.4 seconds and a Nürburgring Nordschleife lap that is 14 seconds quicker than before at 7:03.92.

All wheel drive remains standard and the chassis hardware is equally serious. The latest Porsche Dynamic Chassis Control uses the car’s 400 volt system to power quicker acting adjustable anti roll bars. Carbon ceramic brakes are standard with 16.5 inch rotors in front and larger 16.1 inch discs in back, paired with a new pad compound for repeated high speed stops. A new sports exhaust with a titanium muffler keeps weight in check and gives the Turbo S its own voice.

Grip gets an assist from wider rubber. Rear tires grow to 325/30R21 from the previous 315 section width, while the fronts stay at 255/30R20. The stance fills out under wider rear fenders in proper Turbo tradition. Aerodynamics take a step forward too, with active grille shutters that close for drag reduction and open for cooling, an active front diffuser, a deployable front splitter, and the familiar adaptive rear wing. In its slipperiest configuration Porsche says the drag coefficient drops by about ten percent.

Inside and out, the details mark this as the new flagship. Turbonite accents, a refined center lock wheel design, and a deep options list underline the exclusivity. If you crave the weird and wonderful, yes, carbon fiber wiper arms are on the menu.

The hybrid hardware does add mass, and Porsche is frank about it. The Turbo S coupe checks in at 3,829 pounds, up 180 compared with its predecessor. The stopwatch makes a good counterargument, and the chassis electronics are clearly tuned to keep the extra weight from dulling the edge.

Sticker shock will be part of the conversation. The Turbo S coupe starts at 272,650 dollars and the Cabriolet at 286,650 dollars, representing an increase of more than 30,000 dollars versus the outgoing models. Porsche notes that tariffs could nudge those figures higher, which will not surprise anyone watching recent pricing trends across the brand’s lineup.

What matters most is that the crown stays in Stuttgart. By pairing a traditional twin turbo flat six with smart electrification, the new Turbo S preserves the feel that makes a 911 special while unlocking performance that once belonged to limited run specials. Faster on the Ring, brutally quick off the line, endlessly configurable, and still unmistakably a 911, it sets a new benchmark for the badge.

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