Hybrid technology gives ultimate 911 a similar 0-100km/h time to a Bugatti Chiron
In Porsche’s lexicon, Turbo S has always meant the pinnacle of performance – a pedigree that dates back to the early 1990s and has spearheaded innovations such as rear-wheel steering, all-wheel drive and carbon ceramic brakes. The name has since carried on outside the 911 family, still representing the fastest of the breed in the Cayenne and the turbo-less Taycan. Now the 992.2 generation enters its next chapter while taking inspiration from the GTS – and then doubling it. Wink. Technically, it’s considered a facelift – having been on the block since 2020 – but these hybrid goodies come with some serious clout.
Recently unveiled to the public, drive impressions are yet to take place; however, there’s still time to examine the technical specifications. Who are we kidding? Unashamedly rapidly scan one’s way through to the 0–100 km/h time and start the comparisons! I’ll save you the effort. The new 911 Turbo S does 0–100 km/h in 2.5 seconds, which makes it faster than a McLaren W1, although its more contemporary rivals will include the Mercedes-AMG GT 63 S E Performance, Aston Martin Vantage S or McLaren Artura. Not even the 911’s predecessor feels in the same league anymore, such has been the development race with hybrid systems at the heart of it all.
In Porsche’s own words, by the time it reaches 100 km/h, it will be two car lengths ahead of its predecessor. We also know Porsche’s claims tend to be conservative; with the tyres warmed up and just enough fuel on board for a few runs, the time will most likely drop. Top speed rounds out at 322 km/h. Other performance highlights include shaving 14 seconds from its lap time around the Nürburgring in the hands of Jörg Bergmeister.
Caught in a constant tug-of-war between an appetite for more power and strict laws governing emissions, Porsche’s engineers needed to get clever. They reduced the engine’s capacity from 3.7 litres to 3.6 litres, retained the 800-volt electrical system and then began copying the T-hybrid layout from the GTS, albeit with a few tweaks – notably for the addition of a second turbocharger.
Porsche’s T-Hybrid system uses a 1.9kWh battery up front to drive an electric motor connected to the shaft between the compressor and turbine wheels in each turbo. The battery also powers another electric motor buried deep in the PDK gearbox, pushing out 60kW (81hp) into the driveline. The battery can then also recover and store energy when full deployment is required. More conventional engine upgrades include new pistons which also raise the compression ratio.
The drawback of this mechanical marvel is that the new Turbo S has put on an extra 85 kilograms, taking the overall weight up to 1,725 kilograms – but incredibly still around 400 kilograms lighter than the Mercedes-AMG GT 63 S E Performance. The Porsche’s comparatively light footprint is precisely why it doesn’t offer electric-only performance, and the closed-loop battery system is not suitable for plug-in charges.
The headline figure is a power output of 523kW (701hp) – eclipsing the previous model’s 478kW (641hp) – with 800Nm (590lb-ft) of torque.
Yet as with all hybrids, especially ones mitigating turbo lag, the true benefit is being able to fit bigger turbos without increasing the lag. In other words, the mighty Turbo S should drive more like a normally aspirated Porsche than a turbocharged one. It’s too early to know how it will sound, but it does come standard with a titanium exhaust system (saving nearly 7 kilograms) and all the necessary valves to keep the noise police and petrolheads satisfied.
On board, leveraging the 800-volt system is the new electrohydraulic Porsche Dynamic Chassis Control system, with oil pumped across the four corners to make it supple or stiff depending on conditions. The 911 has always been praised for its duality and systems like this should only enhance it further.
Visually, it’s exactly what you’d expect from a facelift that has placed more emphasis on the hardware than the cosmetics. Nevertheless, there are some exclusive touches like the centre-locking wheels, now wearing slightly wider rubber on the rear axle. The front axle is defined by 420mm carbon ceramic brakes – 20mm larger than before. Subtle reprofiling of the bumper hints at the new active aero under the nose and active vertical slats neatly tucked into the nose. The rear’s most defining feature is the vent for the intercoolers and of course the new exhaust tips which sit in close proximity to the turbochargers. There’s also an exclusive colour called ‘Turbonite’ for all the badges and metalwork inside and out.
We suspect most versions will be spec’d as a two-seater but at no extra cost, customers can have the 2+2 cabin – not that we’ve ever seen a modern Porsche 911 carrying four people. The cabin is heavily inspired by the GTS, meaning you can’t fault its build quality, ergonomics or even design, which has embraced a digital world at the expense of a physical rev counter and the demise of the starter key, which has been replaced by a button.
Just don’t expect it to come cheap, but the new Turbo S remains the quintessential everyday supercar without the frills and foibles. Some might view it as a pumped-up GTS that commands another $150,000, but the Turbo S has legacy and aspirational pull that has always been backed up by the numbers. In the Australian market, the new 992.2 Porsche 911 Turbo S coupé is expected to be priced from approximately $585,000 AUD, with the Cabriolet stretching toward $615,000 AUD before on-road costs.
A Brief History of the Porsche 911 Turbo S
1992 – The First Turbo S (964) The first-ever 911 Turbo S appeared as a limited-production version of the 964-generation 911 Turbo. Powered by a 3.3-litre or 3.6-litre turbocharged flat-six producing around 284kW (381hp), it featured weight-saving measures and unique aero. Only 80 units were built.
993 Turbo S (1997) The last air-cooled Turbo S used a 3.6-litre twin-turbo flat-six producing 335kW (450hp). It introduced all-wheel drive as standard and set the stage for the Turbo S as the flagship model.
996 Turbo S (2005) The badge returned with a 3.6-litre twin-turbo flat-six producing 331kW (444hp). It featured standard ceramic brakes and was available in a six-speed manual or 5-speed Tiptronic.
997 Turbo S (2010) The 997.2 version produced 395kW (530hp) from its 3.8-litre engine. It came exclusively with the PDK dual-clutch transmission for blistering acceleration.
991 Turbo S (2013–2016) This model moved into true supercar territory, with the 3.8-litre engine eventually reaching 433kW (580hp). It introduced rear-axle steering and active aerodynamics.
992 Turbo S (2020–2025) The outgoing model benchmarked a 0–100 km/h time of just 2.7 seconds, using a 3.7-litre twin-turbo flat-six delivering 478kW (641hp). ■
