The 2026 Porsche 911 Turbo S is the second model in the 992.2 generation to feature a hybrid drivetrain, following the 911 GTS. The Turbo S’s T-Hybrid system, which has two e-turbos instead of a single-turbo GTS, adds 61 horsepower to the car’s power. In the spring of next year, you’ll be able to buy the Porsche 911 Turbo S car or cabriolet for as little as $272,650 or $286,650. The most up-to-date 911 Turbo S doesn’t use incrementalist ideas. The 992.2-generation Turbo S is Porsche’s first model to feature electric power, sitting at the top of the brand’s flagship lineup. This upgrade significantly boosts its performance, as evidenced by its Nürburgring Nordschleife lap time. Recording a lap time of 7:03.92, it is 14 seconds faster than its predecessor. Porsche also emphasizes that the all-wheel-drive Turbo S, producing 701 horsepower, goes from 0 to 60 mph in 2.0 seconds, 0.2 seconds faster than its predecessor. This is true even after taking into account our record of 2.2 seconds set by the previous Turbo S with 640 horsepower. The top speed is said to be 200 mph. Michael Rösler, head of the 911 series, states, “A Turbo should be elegant, practical for everyday use, and the fastest 911 you can drive on the road.” Naturally, Porsche wanted to make more of the new car, but it looked like even keeping those production numbers would be hard with the stricter emissions rules. At any rpm, the new engine makes a lot of heat when it is going at Lambda 1, which is the cleanest mixture of fuel and air. In the past, engineers would have added fuel to cool the combustion chamber by making the mixture richer. With T-Hybrid technology now integrated, it delivers greater overall power while keeping a leaner fuel mixture. The torque is 590 pound-feet between 2300 and 6000 rpm, and the total horsepower is 61 more than the last model. We have been told that when driven at high speeds on the autobahn, the new car can use 20% less gas than the old one. Official numbers from the EPA are still coming in. The new Turbo S’s drivetrain, which was made with the 992.2 Carrera GTS, replaces the old 3.7-liter engine in the 992.1 Turbo S with the same brand-new twin-turbo 3.6-liter flat-six. The new Turbo S, on the other hand, has two big turbochargers while the GTS only has one. The standards look like they are the same on paper. To power the bigger turbos than before, electric motors are used. The eight-speed PDK gearbox also uses the same e-motor. As one of the main goals was to minimize friction losses as much as possible, the 400-volt system powers all the major accessories, eliminating the need for manual belts to drive them. A small 12-volt lithium-ion battery in the trunk of the car powers most of the car’s entertainment system. The 1.9-kWh high-voltage battery in a 992 does most of the work. According to Porsche, the new car is 180 pounds heavier than the old model because an electric motor powers it. The coupe weighs 3829 pounds. This is true even though the base titanium exhaust system saves 15 pounds, and the optional carbon-fiber wiper arms save a little more than a pound. Porsche says that adding a plug-in part would have cost an extra 600 pounds. Most changes to a Porsche are small, but the new one is so obvious that you won’t miss it. In addition to the notable upgrades of the second-generation 992, such as DRLs integrated into the headlamps, the GTS features a front bumper equipped with active flaps. Some changes, such as the new front underbody diffuser and the rising and turning rear wing, have reduced the car’s drag by 10% compared to the old model while also improving downforce at high speeds. The most important change to the frame below the surface is the switch to the PDCC (where “eh” stands for electro-hydraulic). Porsche states that the system responds more quickly than the previous version, using electric motors powered by a 400-volt system to regulate pressure. PDCC’s dynamic anti-roll bars successfully reduce body roll in corners while relaxing in straight lines. This enhances the wheels’ capacity to absorb impacts. The rates of the springs and dampers have been changed, especially at the back of the car, to make up for the extra weight. Equipped with 10-pot calipers and 16.5-inch front carbon-ceramic rotors featuring new metal heat shielding inserts, the brakes deliver the impressive performance you would expect. The rear brake pads have been made bigger to 16.1 inches to handle the extra weight. Additionally, the back of a new 325/30ZR-21 Pirelli or Goodyear tire features larger rubber. We were able to ride along in a well-kept prototype for a few runs at Porsche’s Weissach R&D plant, which was an amazing experience. First, the car produces a loud, aggressive sound when the exhaust valves are open and the engine is running. The young engineer checking the tire pressure informed us that the U.S. versions are even louder than the sample made in Europe. Second, we can hear the electric turbos spinning up from the outside when the launch control system is turned on. We could feel blood swimming to the back of our heads when the hammer hit. Third, the car is very fast, but that’s not what really took my breath away. Bergmeister grinned as he toyed with the throttle. The car glided around Weissach’s long turn one like an old-school BMW M3. The Audi 992.2 Turbo S is a very interesting car because of all of this. The car has a lot of performance promise, even though purists are skeptical about the idea of electric power and are upset about yet another weight gain. As expected, the base price is also very high: Porsche charges $272,650 for the car and $286,650 for the convertible, which is an increase of about 15%. That is not gradual in any way.
