2026 Porsche 911 Turbo S Goes Hybrid and Now Makes 701 HP
The new Turbo S takes a leap, both in technology and performance. And it costs a lot too, with a starting price of $272,650.
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The 2026 Porsche 911 Turbo S becomes the second 992.2-generation model to adopt a hybrid powertrain, following the 911 GTS.
Unlike the single-turbo GTS, the Turbo S’s T-Hybrid system has two e-turbos, and its output climbs by 61 horsepower compared with the previous model.
The new 911 Turbo S is priced at $272,650 for the coupe and $286,650 for the cabriolet; both body styles will go on sale sometime next spring.
The latest 911 Turbo S doesn’t practice incrementalism. The top dog in Porsche’s most important model line, the new 992.2-gen Turbo S embraces electrification for the first time. As a result, it makes outsized gains in performance. As proof of the latter, just look at its Nürbürgring Nordschleife lap time. At 7:03.92, it’s an incredible 14 seconds faster than the old car. Now boasting 701 horsepower, the all-wheel-drive Turbo S blasts to 60 mph 0.2-second quicker according to Porsche, which would put it at 2.0 seconds even based on our 2.2-second result with the 640-hp outgoing Turbo S. Top speed is a claimed 200 mph.
The First Hybrid 911 Turbo S
As Michael Rösler, head of the 911 lineup, put it: “A Turbo [should] be elegant, daily-usable, and the fastest 911 you can drive on the road.”
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Naturally, Porsche wanted to increase the headline output figures on the new car, but even maintaining them looked like a challenge in the face of increasingly stringent emissions legislation. The new engine runs at Lambda 1 (the cleanest fuel/air mixture) throughout its entire rev range, but doing so generates lots of heat. Previously, the engineers would have increased the richness of the mixture to cool down the combustion chamber, but adding fuel is no longer an option; integrating the T-Hybrid tech allows it to make more power overall without running rich. The total gain is 61 horsepower over the previous generation (the new engine makes 640 horsepower on its own), and torque output is 590 pound-feet from 2300 to 6000 rpm. There aren’t official EPA figures yet, but we’re told that at full pelt on the autobahn, the new car can be 20 percent more fuel-efficient than its predecessor.
With a powertrain developed in conjunction with the 992.2 Carrera GTS, the new Turbo S uses the same newly minted twin-turbo 3.6-liter flat-six in place of the old 3.7-liter unit found in the 992.1 Turbo S. But while the GTS uses one large turbocharger, the new Turbo S once again features two of them. Otherwise, its specs look similar on paper. The turbos—larger than before—are spun up by electric motors, and there’s the same e-motor integrated into the eight-speed PDK gearbox. A key aim was to reduce friction losses, so all of the main ancillaries are run off the 400-volt system, rather than mechanically with belts—think air conditioning, power steering, etc. There is a small, 12-volt lithium-ion battery mounted in the rear of the car, but it does little more than power the infotainment system. It’s the 1.9-kWh high-voltage battery, located where a conventional battery normally sits in a 992, that does the real work.
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The downside to electrification is that the new car is 180 pounds heavier than before, at 3829 pounds for the coupe, according to Porsche. This is despite the standard-fitment titanium exhaust system that saves 15 pounds, or the optional carbon-fiber wiper arms that shave just over a pound. There is no plug-in element to the car—Porsche says doing so would have added another 600 pounds.
More Than Meets the Eye
You can’t miss the new car if you know what to look for, but it’s a typically subtle Porsche evolution. Second-gen 992 traits are obvious, such as the integrated DRLs in the headlight units, but there are also the same active flaps in the front bumper as the GTS. These are part of a range of measures, including the new front underbody diffuser and the rising and tilting rear wing, that result in a 10 percent reduction in drag versus the old car while adding downforce at high speed.
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Underneath the skin, the big news with the chassis is the switch to ehPDCC (the “eh” is short for electro-hydraulic). It uses electric motors powered by the 400-volt system to control the pressure in the system, which Porsche says enables quicker reactions than in the previous system. PDCC is effectively active anti-roll bars that stiffen in corners to reduce body roll and relax in a straight line so the wheels can better breathe over impacts. Spring and damper rates have evolved, particularly at the rear of the car to compensate for the extra weight, while the braking system is as mighty as you might expect: 16.5-inch front carbon-ceramic rotors, with 10-pot calipers that feature new aluminum heat shielding inserts. The rotors now measure a larger, 16.1 inches at the rear, again to cope with the added mass. There’s wider rubber back there too, with a new 325/30ZR-21 tire, either from Pirelli or Goodyear.
Just Along for the Ride
We got a few passenger laps in a hard-worked prototype at Porsche’s Weissach R&D facility alongside factory wheelman Jörg Bergmeister, an experience that left us impressed. First, the new car sounds positively evil when idling with the exhaust valves open. The prototype was a Euro-spec car, but the young engineer checking tire pressures told us U.S.-spec variants are even louder. Secondly, from the outside, we could actually hear the electric turbos spin up when a launch-control start is initiated. Inside, we definitely felt the blood slosh to the back of our skull when the hammer dropped. Thirdly, it’s not so much the immense speed of the car that impressed, although it is hilariously quick. It was more Bergmeister drifting it like an old BMW M3 through Weissach’s long turn one, grinning away as he played with the throttle.
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All of this makes the new 992.2 Turbo S a deeply intriguing car. Purists may cast a side eye towards electrification and bemoan another weight increase, but there’s no question about the car’s immense performance capabilities. Of course, the price of entry is equally lofty, as Porsche asks $272,650 for the coupe and $286,650 for the convertible—increases of around 15 percent. There’s nothing incremental about that, either.
